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Fund for management of exploitation and maintenance of road transport infrastructure is derived from budget for economic development allocated for the Hanoi Department of Transport. Besides, there is also a source from the Road Maintenance Fund of Han...

Fund for management of exploitation and maintenance of road transport infrastructure is derived from budget for economic development allocated for the Hanoi Department of Transport. Besides, there is also a source from the Road Maintenance Fund of Han...

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3.4.1. Survey results on evaluating the real situation of management of

exploitation and maintenance of road transport infrastructurein Hanoi

In order to obtain precise and objective comments on the management of

exploitation and maintenance of road transport infrastructure in Hanoi city,

the author conducted a survey to 200 managers, engineers, researchers in the

filed with the following content:

- Evaluating the real situation of the management of exploitation and

maintenance of road transport infrastructure in Hanoi city

The scale uses 5 marks for respective levels from very poor to very good

1: very poor

2: poor

3: medium

4: good

5: very

good

- Successes and limitations in the management of exploitation and

maintenance of road transport infrastructure in Hanoi city

The author points out some successes and limitations in the management

of exploitation and maintenance of road transport infrastructure in Hanoi city

in the past years to obtain comments from the interviewees.

3.4.2. Successes and limitations in the management of exploitation and

maintenance of road transport infrastructure in Hanoi city

3.4.2.1. Successes in the management of exploitation and maintenance of road

transport infrastructure in Hanoi city

First, it has contributed to ensuring construction’s technical requirements,

enhance investment efficiency, contributed to serving people’s mobility in a

safe way. The survey results were that 138/188 agreed, accounting for 73,4%.

Secondly, making full use of the worker pool who have professional

maintenance skills in the city. There were 164 respondents agreeing with

87,23%.

Thirdly, gradually changing implmentation methods to adpat to the

reality. The survey results showd that 142 persons out of 188 ones agreed,

accounting for 75,53%. That the ratio is not very high shows that the change

in implementation methd has been going at a slow pace.

3.4.2.2. Limitations in the management of exploitation and maintenance of

road transport infrastructure in Hanoi city

Firstly, the management of road transport infrastructure and management

of other urban infrastructure are not synchonised, filled with procedures,



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making it hard to take initiative in the maintenance and repairing.

The survey showed that 167/188 agreed (88,83 %); assessment on the

synchronism lies below medium (2,73/5,0).

Secondly, there is yet to have a competitiveness among agencies

responsible for the managment of exploitation and maintenance.

This is one of the biggest drawbacks, seen in 100% respondents showing

agreements. The competitiveness among the agencies lies below average

(2,28/5,0).

Thirdly, fund for management of exploitation and maintenance of road

transport infrastructure is yet to meet the demand and largely dependent on

the State.

100% respondents agreed. Concretely assessments are as follows:

allocating enough fund for the demand of management of exploitation and

maintenance (2,91/5,0); already mobilised sources in the society (2,36/5,0);

ensure rational proportion between fund for fresh construction and

maintenance (2,91/5,0); public implmentation of spending and earning

annually for the Road Maintenance Fund (2,04/5,0).

Fourth, the maintenance is mostly done to serve political purpose or

unexpectedly. Units in charge are not proactive in immediately repairing new

damage as well as in implementing prevention of damage in construction

The drawback above received agreement from 172/188 votes (91,49%).

The survey results are: evaluating the proactiveness in fixing damage right

after appearing (2,16/5,0); encouranging agencies which implement the

management of exploitation and maintenance to develop facilities, technology

and managing and maintenance equipment (2,45/5,0); Ensuring road

transport infrastructure is always in best serving condition (2,85/5,0); ensuring

the proactiveness in carrying out tasks from agencies in charge (2,33/5,0);

agencies inc ahrge is proactive in detecting and preventing damage from

developing in the construction (2,43/5,0).

Fifth, the appilcation of IT, new construction material has been going

slowly, not caught up with the pace of technical and scientific advance.

Vehicles and equipement used in road patrol is quite elemantary.

The survey showed 156/188 respondents agreed (82,98%), concretely:

agencies in charge invest in machines, modern equipment for the maintenance



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(2,95/5,0); Application of new technology and materials in maintenance

(2,86/5,0); Application of IT to the managment of exploitation and

maintenance (2,90/5,0).

Sixth, the work relating to traffic safety has been paid much attention to

but not been radically carried out.

In the survey, 176/188 showed agreement (93,62%). Concretely: Timely

handling when trafic accidents happen and construction incidents (2,72/5,0);

ensuring sufficient road equipment, conspicuous place of installment

(2,89/5,0); preventing enroachment of safety corridor (2,88/5,0); controlling

weight and limits of the vehicle (2,89/5,0).

3.4.2.3. Causes of the limitations in the management of exploitation and

maintenance of road transport infrastructure in Hanoi city

a, Objective causes

Legal regulations in management of road safety corridor is not clear and

concrete. The assignment to many different sectors and levels lead to

overlaps.

b, Subjective causes

Firstly, there is not a clear distinction in management of urban technical

infrastructure with management of roadway, pavement and ground space.

Secondly, the city has not pushed up the socialization of management of

exploitation and maintenance of road transport infrastructure. Concretely,

procurement methods have not been introduced widely, the participation of

economic sectors and social communities are not there.

Thirdly, modes of capital mobilization for the management of

exploitation and maintenance of road transport infrastructure are not

diversified. Notably, a financial source from renting the rights to exploit, use

assets of road transport infrastructure should be seriouly considered because it

contributes massively.

Fourth, there has not been an appropriate contract management method.

Fifth, road management agencies have not really paid good attention to

the research on application of scientific and technological advances to the

management of exploitation and maintenance.



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CHAPTER 4

SOLUTIONS TO IMPROVE THE MANAGEMENT OF

EXPLOITATION AND MAINTENANCE OF ROAD TRANSPORT

INFRASTRUCTURE IN HANOI CITY

4.1. Orientation foundation for developing road transport infrastructure

in Hanoi city and viewpoints for solutions

4.1.1. Orientation foundation for developing road transport infrastructure

in Hanoi city

Planning of transport in the city towards 2030 and vision until 2050 [53]

has identified the comprehensive development of road transport infrastructure:

road network for foreign affairs (highway, national highway, ring roads);

urban road and suburban road; interchanges; bridges, tunnels, making premise

and motives for socio-economic development.

4.1.2. Viewpoints for solutions

Firstly, based on the limitations in the management of exploitation and

maintenance of road transport infrastructure in Hanoi city in the past years.

Secondly, towards the overall goal of improving quality, maintaining life

of road transport infrastructure, ensuring smooth and safe traffic.

Thirdly, grasp thoroughly the policy on comprehensive innovation of

management of exploitation and maintenance of road transport infrastructure

by the Ministry of Transport.

Fourth, inheriting and bringing into full play achieved results, learning

from achievements, experiences from advanced countries.

Fifth, make full use of the existing force, facilities and human resources.

Sixth, open, transparent manner and enhance the supervision from the

State agency and community.

4.2. Some solutions to improve the management of exploitation and

maintenance of road transport infrastructure in Hanoi city

The dissertation suggests 6 groups of solutions as follows:

4.2.1. Perfecting the assignment, decentralization for management of

exploitation and maintenance of road transport infrastructure

Clearly identifying subjects for managing roadway, pavements and

underground space as follows:

- Managing roadway space: Hanoi Department of Transport.

- Managing pavement space: the Hanoi Department manages all



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pavements space: maintenance, issuing permission to use pavement

temporarily, permission for digging pavements.

- Management of underground space: establishing a Project Management

Unit of underground technical infrastructure under the city, which specialized

in managing an underground construction system.

4.2.2. Procurement on management of exploitation and maintenance of

road transport infrastructure

- Organize open procurement to select contractors to implement the

management of exploitation and maintenance.

- Expand participators to professional contractors and communities,

organizations. Communities and social organizations will do some manual

work, not using materials such as clearance of drains; clean road signal

systems…

4.2.3. Intensifying the mobilization of capitals for management of

exploitation and maintenance of road transport infrastructure

4.2.3.1. Mobilizing capital through renting the rights to use road transport

infrastructure

Allowing organizations, individuals to hire the rights to use road transport

infrastructure for construction in road transport infrastructure system, within

the land scope in a certain allowed time. The organisations and individuals

have to pay for using road transport infrastructure.

4.2.3.2. Mobilization of capital through charging vehicles travelling to the

inner city

Vehicles moving to routes, areas highly prone to congestion have to be

charged. The charge depends on the location, route and duration.

4.2.4. Applying performance based contract for management of exploitation

and maintenance of road transport infrastructure

This is a new type of contract in Vietnam. Therefore, when deploying, it

is advised to focus on the following:

4.2.4.1. Selecting construction works to implement the contract.

Firstly, prioritizing the PBC on national highway, ring roads, urban

highway managed by the Hanoi Department of Transport. It is because those

routes have similarities with the routes in previous PBC in Vietnam.

Secondly, urban roads, provincial roads, suburban roads; bridges, tunnels.

4.2.4.2. Determining the portfolio for management of exploitation and

maintenance

a, Evaluating road surface status



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Proposing using Maintenance Control Index (MCI) by the Japanese road

transport management agency to evaluate road surface. The tasks in PBC

contract will be decided based on the MCI.

b, Determining portfolio for management of exploitation and maintenance

The author proposed the porfolio for activities related to management of

exploitation and maintenance, which includes: overall management, frequent

maintenance of road surface, frequent maintenance of traffic signs and traffic

safety equipment; frequent water supply and sewerage; regular maintenance

of pavements, road-bed, vegetation control; regular maintenance of bridges,

tunnels.

4.2.4.3. Criteria for evaluating the management of exploitation and

maintenance

Activities related to the management of exploitation such as: road patrol,

vehicles counting; checking and updating construction statistics; being on

duty to ensure smooth traffic are evaluated through the following criteria:

meeting requirements for performance; meeting requirements for

organization.

4.2.4.4. Perfecting the process to select contractors in the management of

exploitation and maintenance of road transport infrastructure

The dissertation proposes a process to select the contractor for the

managment of exploitation and maintenance of road transport infrastructure

under performance based contract as follows:

Passed

Invitation

for bidding



Preliminary

selection



PBC

Contract



Fail

Fail

Evaluating

bidding

documents



Contractors failed



Passed

Selected contractors



Contractors failed



Negotiation

Signing contract



Diagram 4.8: Process of selecting contractor for management of exploitation

and maintenance of road transport infrastructure under PBC

Source: the author



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The selection of contractor for management of exploitation and

maintenance of road transport infrastructure under PBC must abide by the

regulations of procurement laws [42]. However, the following contents should

be taken into account to be applicable to PBC.

- Preliminary selection: This is compulsory step when adopting PBC.

Only the shortlisted contractors are invited to bidding.

- Bidding invitation document: There has not been a template for

bidding invitation document for management of exploitation and maintenance

of road transport infrastructure under PBC. The author suggests that it be

basically similar to the traditional template. Especially, in the procurement

data section, it is essential to clearly mention responsibilities and services that

may be implemented such as exploitation maangement, regular maintenance,

preliminary improvement, urgent mending.

- Evaluation of bidding documents:

Criteria for evaluation



Prerequisites



Pass



Fail



Experience,

capability

Pass



Fail



Technical

aspects

Score



Price



Lowest price



Diagram 4.9 Criteria for evaluating bidding documents

Sources: the author

4.2.5. Intensification of application of IT to the management of exploitation

and maintenance of road transport infrastructure

4.2.5.1. Modernising road patrol

Using an intergration of digital map, mobile technology and cloud

computing and probably developing them into a software installed on smart

mobile phones. Data obtained on site by the patrol employee will be

synchonised directly to the server thanks to the cloud computing, which helps

the manager to receive and process the information timely. Also, the schedule

for road patrol should be managed closely with sensors and digital maps.



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