State management of transport infrastructure construction from the State budget of Nghe An province - 13

+ Review, reduce the scale and diversify investment in traffic projects.

- Promote the effective management and exploitation of road safety corridor land, strengthen the protection of traffic safety corridors, and prevent encroachment to reduce compensation and site clearance costs when constructing and developing future infrastructure.

- Focus on directing site clearance work, promptly resolving problems to ensure project progress.

- Continue to innovate the direction and organization of implementation, assigning and decentralizing tasks reasonably in the field of transport infrastructure investment, ensuring uniformity among investors, in which the preparation of resettlement housing funds to serve site clearance work must be specifically calculated and one step ahead.

3.3. Some opinions on the state and central management system

3.3.1. Recommendations for improving the legal system on land

State management of the construction of the transport system is closely linked to the use of land as well as other resources (capital, labor), in which land is a special resource. Land is not only a necessary condition for the construction and development of the transport system, but the added value of land is also a source of revenue to supplement the capital shortage in the process of developing the transport system. However, land can only promote its positive impact on economic growth and development, strongly develop the transport system when there is a unified management of the State through a system of laws, mechanisms, and policies that are synchronous, stable, and long-term, ensuring benefits for the State, investors, and land users. Therefore, in the coming time, it is recommended to perfect the specific land law system;

Building and perfecting financial mechanisms and policies on land;

Perfecting the system of standards, regulations, and economic-technical norms in specialized fields of state management of land; building and perfecting land use norms;

Improve methods, processes and expand basic investigations in the land sector, assess land potential and land use efficiency to serve state land management and socio-economic development requirements;

Perfecting methods, contents, and processes for planning and land use planning; integrating planning with environmental protection tasks, responding to natural disasters and climate change; for urban areas, it is necessary to study the process of integrating land use planning with urban planning and construction planning .

3.3.2. Recommendations for improving the system of policies and mechanisms for managing the construction of traffic infrastructure

The Law on Planning took effect from January 1, 2019, but so far there has been no Decree and guiding documents for implementation, so the implementation at the local level is still confusing and facing many difficulties. The Government needs to soon issue a Decree and Circular guiding the norms for planning costs; provide guidance on specific cases of using foreign consultants to prepare plans with costs higher than the norms; especially provide guidance on the preparation of component reports and planning integration. It is recommended that solutions be found soon to remove difficulties and shortcomings in the implementation of the Law on Public Investment and guiding Decrees.

Research and complete legal documents in investment, construction, and project cost management, limit changes and supplements to create synchronous and strict legal conditions for traffic infrastructure construction management.

Complete the documents guiding the Construction Law No. 50/2014/QH13 issued on June 18, 2014. Review and propose amendments and supplements to relevant legal documents (Decree 10/2013/ND-CP: Regulations on management, use and exploitation of transport infrastructure assets issued on January 11, 2013; Circular 178/2013/TT-BTC guiding the implementation of Decree 10/2013/ND-CP regulating the management, use and exploitation of transport infrastructure assets issued by the Ministry of Finance ...) on the transfer and lease of the right to exploit existing transport infrastructure to propose amendments, adjustments and supplements in the direction of reforming administrative procedures; diversifying forms of transfer and lease. Develop and issue guiding documents as a basis for socialization in the form of leasing and exploiting grain houses and roadside rest stops.

Review, propose adjustments, amendments and supplements to legal documents, institutions and policies on investment in developing transport infrastructure; Implement Circulars guiding the implementation of Decree No. 15/2015/ND-CP dated February 14, 2015 on investment in the form of public-private partnership (Circulars issued to replace Circulars: Circular No. 166/2011/TT-BTC; Circular No. 03/2011/TT-BKHĐT; The author also proposes to adjust and amend Circular No. 159/2013/TT-BTC in the direction of proposing a more flexible toll collection framework, more attractive to investors. The minimum distance between toll stations should be recalculated and the time for toll collection should also be more clearly defined.

Bidding policy: continue to study and complete the regulations guiding the implementation of Bidding Law 43 effective in 2014 in the direction of: Allowing the competent authority to decide on investment to decide on bidding when bidding increases project efficiency, appointing contractors to construct a part of the package volume if it is considered that the contractor is behind schedule, affecting the entire project...

Policy on land acquisition and clearance: soon issue a Circular stipulating the responsibilities of the subjects participating in land acquisition and clearance projects, especially local leaders, or adjust Circular 107/2007/TT-BTC of the Ministry of Finance dated September 7, 2007 guiding the management of payment and settlement of investment capital for land clearance and resettlement projects using state budget capital (This Circular only stipulates the responsibility for managing land acquisition and clearance capital when separating into separate sub-projects). The current land acquisition and clearance costs of traffic system construction projects are higher than the total investment, the reason for this is that there are no specific regulations on the responsibilities of the parties in land acquisition and clearance compensation activities. When there are documents stipulating specific responsibilities and sanctions, the land acquisition and clearance work will be effectively promoted.

CONCLUDE

State management of construction of transport infrastructure from the state budget plays an important role in ensuring effective use of state budget capital in the process of socio-economic development of the country.

For Nghe An province, the transport network has developed strongly, the construction of transport infrastructure from the state budget has achieved important results, contributing to the socio-economic development of the province. Although the province has a policy of diversifying resources for development investment in general and construction of transport infrastructure from the state budget in particular, investment capital from the state budget still plays an important role. Within the scope of the thesis, the author has focused on the following issues:

Research on the theoretical basis of state management of the construction of transport infrastructure from the state budget. This is the basis for analyzing and evaluating the current state of state management of the construction of transport infrastructure from the state budget in Nghe An province in the next chapter.

Analyze the current state management status, factors affecting state management of construction of transport infrastructure from the state budget in Nghe An province in the period of 2018 - 2020 in each aspect mentioned in the previous section such as in the promulgation and implementation of policies and laws; planning and construction plans; organization of state management apparatus and in inspection, examination and supervision of activities of factors affecting state management of construction of transport infrastructure from the state budget. Thereby, pointing out the achieved results as well as the existing limitations and explaining the causes of those achievements and limitations.

Based on the analysis and assessment of the limitations and causes of limitations in the State management of factors affecting the State management of the construction of transport infrastructure from the State budget in Nghe An, the author has proposed solutions to improve the State management of the construction of transport infrastructure from the State budget by 2025 and soon complete the goals of building transport infrastructure in Nghe An province, improving the efficiency of building transport infrastructure from the State budget in Nghe An province in the coming time.

REFERENCES

1. Luong Xuan Quy (2006), State management in the socialist-oriented market economy in Vietnam , Political Theory Publishing House, Hanoi

2. Adjusting the Master Plan for Socio-Economic Development of the Province to 2020 and approved by the Prime Minister in Decision No. 620/QD-TTg dated May 12, 2015,

3. Decision No. 60/2009/QD-UBND dated June 30, 2009 on approving the master plan for transport development in Nghe An province to 2020.

4. Tran Thi Quynh Nhu (2012), "Research on some solutions to improve the efficiency of investment in road traffic construction in the South Central Coast region" PhD thesis in construction management, University of Transport

5. Nguyen Hai Hung (2013), “ Improving the management of investment capital for construction of transport infrastructure from the state budget in Quang Binh province”, Master's thesis, Hue University of Economics.

6. Ho Thi Huong Mai (2015), “ State management of investment capital in the development of urban transport infrastructure in Hanoi.” Doctoral thesis, National Academy of Politics.

7. Nguyen Tuan Dung (2015), “ Management of basic construction investment expenditure from state budget in Nghe An province”, Master's thesis in economics, University of Economics - Vietnam National University, Hanoi.

8. Vuong Thi Thanh Hung (2015), “ Management of road construction projects at Nghe An Traffic Project Management Board”. Master's thesis in economics, University of Economics - Vietnam National University, Hanoi.

9. Nguyen Hoai Son (2017), " Improving the management of investment capital for rural infrastructure construction in Yen Son district, Tuyen Quang province", Master's thesis in economics, University of Commerce.

10. Nguyen Dinh Thong (2020), “ Management of infrastructure investment in Nhan Dan Newspaper in the Northern region”, Master's thesis in economics, University of Commerce.

11. Nghe An Traffic Project Management Board 2016-2020, Summary report 2016 - 2020.

12. Nghe An Department of Transport, Master plan for transport development in Nghe An province to 2020.

13. Nghe An Department of Transport, Master plan for transport development in Nghe An province to 2025.

14. Nghe An Department of Transport 2016-2020, Summary report 2016 - 2020.

15. People's Committee of Nghe An province, Decision No. 30/2017/QD-UBND promulgating regulations on assignment and decentralization of management of organizational structure and cadres, civil servants and public employees of Nghe An province . Nghe An dated February 23, 2017.

16. National Assembly, Law on Bidding No. 43/2013/QH13 . Hanoi, November 26, 2013.

17. National Assembly, Law on Public Investment No. 39/2019/QH14. Hanoi, June 13, 2019 .

18. People's Committee of Nghe An province (2017), Nghe An Industrial Development Plan to 2020 with a vision to 2030 , Nghe An.

19. People's Committee of Nghe An province (2018), Decision No. 30/2018/QD-UBND approving the Regulations on coordination in managing industrial clusters in Nghe An province , Nghe An.

Appendix 1:

Dear Ladies and Gentlemen!

APPENDIX SURVEY FORM

To have information to serve the research of the Master's thesis topic: "State management of transport infrastructure construction from the state budget in Nghe An province" , please help answer the questions in the survey below. In this survey, we have prepared questions and answer options, if you agree with any answer option, please mark "X" in the corresponding box or circle the order number of the option. If you have any other comments

In addition to the above comments, please indicate at the end of the survey.

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Thank you for your cooperation!

Question 1. Please let us know the level of necessity of State management on building traffic infrastructure from the State budget in Nghe An province at present?

1. Necessary

2. Normal

3. Not necessary

Question 2: Please let us know the level of influence of the following factors on the State management of traffic infrastructure construction from the State budget in Nghe An province?

TT

Influencing factors	Level of influence
	Strong	Medium	Weak
1	State policies and laws on construction investment
2	Local socio-economic development strategy
3	Management staff capacity
4	Management organization
5	Management capacity of local government
6	Geographical location, natural conditions, socio-economic conditions of the locality
7	The development of science and technology

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• Qos Assurance Methods for Multimedia Communications zt2i3t4l5ee zt2a3gs zt2a3ge zc2o3n4t5e6n7ts low. The EF PHB requires a sufficiently large number of output ports to provide low delay, low loss, and low jitter. EF PHBs can be implemented if the output port's bandwidth is sufficiently large, combined with small buffer sizes and other network resources dedicated to EF packets, to allow the router's service rate for EF packets on an output port to exceed the arrival rate λ of packets at that port. This means that packets with PHB EF are considered with a pre-allocated amount of output bandwidth and a priority that ensures minimum loss, minimum delay and minimum jitter before being put into operation. PHB EF is suitable for channel simulation, leased line simulation, and real-time services such as voice, video without compromising on high loss, delay and jitter values. Figure 2.10 Example of EF installation Figure 2.10 shows an example of an EF PHB implementation. This is a simple priority queue scheduling technique. At the edges of the DS domain, EF packet traffic is prioritized according to the values ​​agreed upon by the SLA. The EF queue in the figure needs to output packets at a rate higher than the packet arrival rate λ. To provide an EF PHB over an end-to-end DS domain, bandwidth at the output ports of the core routers needs to be allocated in advance to ensure the requirement μ > λ. This can be done by a pre-configured provisioning process. In the figure, EF packets are placed in the priority queue (the upper queue). With such a length, the queue can operate with μ > λ. Since EF was primarily used for real-time services such as voice and video, and since real-time services use UDP instead of TCP, RED is generally not suitable for EF queues because applications using UDP will not respond to random packet drop and RED will strip unnecessary packets. 2.2.4.2 Assured Forwarding (AF) PHB PHB AF is defined by RFC 2597. The purpose of PHB AF is to deliver packets reliably and therefore delay and jitter are considered less important than packet loss. PHB AF is suitable for non-real-time services such as applications using TCP. PHB AF first defines four classes: AF1, AF2, AF3, AF4. For each of these AF classes, packets are then classified into three subclasses with three distinct priority levels. Table 2.8 shows the four AF classes and 12 AF subclasses and the DSCP values ​​for the 12 AF subclasses defined by RFC 2597. RFC 2597 also allows for more than three separate priority levels to be added for internal use. However, these separate priority levels will only have internal significance. PHB Class PHB Subclass Package type DSCP AF4 AF41 Short 100010 AF42 Medium 100100 AF43 High 100110 AF3 AF31 Short 011010 AF32 Medium 011100 AF33 High 011110 AF2 AF21 Short 010010 AF22 Medium 010100 AF23 High 010110 AF1 AF11 Short 001010 AF12 Medium 001100 AF13 High 001110 Table 2.8 AF DSCPs The AF PHB ensures that packets are forwarded with a high probability of delivery to the destination within the bounds of the rate agreed upon in an SLA. If AF traffic at an ingress port exceeds the pre-priority rate, which is considered non-compliant or “out of profile”, the excess packets will not be delivered to the destination with the same probability as the packets belonging to the defined traffic or “in profile” packets. When there is network congestion, the out of profile packets are dropped before the in profile packets are dropped. When service levels are defined using AF classes, different quantity and quality between AF classes can be realized by allocating different amounts of bandwidth and buffer space to the four AF classes. Unlike EF, most AF traffic is non-real-time traffic using TCP, and the RED queue management strategy is an AQM (Adaptive Queue Management) strategy suitable for use in AF PHBs. The four AF PHB layers can be implemented as four separate queues. The output port bandwidth is divided into four AF queues. For each AF queue, packets are marked with three “colors” corresponding to three separate priority levels. In addition to the 32 DSCP 1 groups defined in Table 2.8, 21 DSCPs have been standardized as follows: one for PHB EF, 12 for PHB AF, and 8 for CSCP. There are 11 DSCP 1 groups still available for other standards. 2.2.5.Example of Differentiated Services We will look at an example of the Differentiated Service model and mechanism of operation. The architecture of Differentiated Service consists of two basic sets of functions: Edge functions: include packet classification and traffic conditioning. At the inbound edge of the network, incoming packets are marked. In particular, the DS field in the packet header is set to a certain value. For example, in Figure 2.12, packets sent from H1 to H3 are marked at R1, while packets from H2 to H4 are marked at R2. The labels on the received packets identify the service class to which they belong. Different traffic classes receive different services in the core network. The RFC definition uses the term behavior aggregate rather than the term traffic class. After being marked, a packet can be forwarded immediately into the network, delayed for a period of time before being forwarded, or dropped. We will see that there are many factors that affect how a packet is marked, and whether it is forwarded immediately, delayed, or dropped. Figure 2.12 DiffServ Example Core functionality: When a DS-marked packet arrives at a Diffservcapable router, the packet is forwarded to the next router based on Per-hop behavior is associated with packet classes. Per-hop behavior affects router buffers and the bandwidth shared between competing classes. An important principle of the Differentiated Service architecture is that a router's per-hop behavior is based only on the packet's marking or the class to which it belongs. Therefore, if packets sent from H1 to H3 as shown in the figure receive the same marking as packets from H2 to H4, then the network routers treat the packets exactly the same, regardless of whether the packet originated from H1 or H2. For example, R3 does not distinguish between packets from h1 and H2 when forwarding packets to R4. Therefore, the Differentiated Service architecture avoids the need to maintain router state about separate source-destination pairs, which is important for network scalability. Chapter Conclusion Chapter 2 has presented and clarified two main models of deploying and installing quality of service in IP networks. While the traditional best-effort model has many disadvantages, later models such as IntServ and DiffServ have partly solved the problems that best-effort could not solve. IntServ follows the direction of ensuring quality of service for each separate flow, it is built similar to the circuit switching model with the use of the RSVP resource reservation protocol. IntSer is suitable for services that require fixed bandwidth that is not shared such as VoIP services, multicast TV services. However, IntSer has disadvantages such as using a lot of network resources, low scalability and lack of flexibility. DiffServ was born with the idea of ​​solving the disadvantages of the IntServ model. DiffServ follows the direction of ensuring quality based on the principle of hop-by-hop behavior based on the priority of marked packets. The policy for different types of traffic is decided by the administrator and can be changed according to reality, so it is very flexible. DiffServ makes better use of network resources, avoiding idle bandwidth and processing capacity on routers. In addition, the DifServ model can be deployed on many independent domains, so the ability to expand the network becomes easy. Chapter 3: METHODS TO ENSURE QoS FOR MULTIMEDIA COMMUNICATIONS In packet-switched networks, different packet flows often have to share the transmission medium all the way to the destination station. To ensure the fair and efficient allocation of bandwidth to flows, appropriate serving mechanisms are required at network nodes, especially at gateways or routers, where many different data flows often pass through. The scheduler is responsible for serving packets of the selected flow and deciding which packet will be served next. Here, a flow is understood as a set of packets belonging to the same priority class, or originating from the same source, or having the same source and destination addresses, etc. In normal state when there is no congestion, packets will be sent as soon as they are delivered. In case of congestion, if QoS assurance methods are not applied, prolonged congestion can cause packet drops, affecting service quality. In some cases, congestion is prolonged and widespread in the network, which can easily lead to the network being "frozen", or many packets being dropped, seriously affecting service quality. Therefore, in this chapter, in sections 3.2 and 3.3, we introduce some typical network traffic load monitoring techniques to predict and prevent congestion before it occurs through the measure of dropping (removing) packets early when there are signs of impending congestion. 3.1. DropTail method DropTail is a simple, traditional queue management method based on FIFO mechanism. All incoming packets are placed in the queue, when the queue is full, the later packets are dropped. Due to its simplicity and ease of implementation, DropTail has been used for many years on Internet router systems. However, this algorithm has the following disadvantages: − Cannot avoid the phenomenon of “Lock out”: Occurs when 1 or several traffic streams monopolize the queue, making packets of other connections unable to pass through the router. This phenomenon greatly affects reliable transmission protocols such as TCP. According to the anti-congestion algorithm, when locked out, the TCP connection stream will reduce the window size and reduce the packet transmission speed exponentially. − Can cause Global Synchronization: This is the result of a severe “Lock out” phenomenon. Some neighboring routers have their queues monopolized by a number of connections, causing a series of other TCP connections to be unable to pass through and simultaneously reducing the transmission speed. After those monopolized connections are temporarily suspended, Once the queue is cleared, it takes a considerable amount of time for TCP connections to return to their original speed. − Full Queue phenomenon: Data transmitted on the Internet often has an explosion, packets arriving at the router are often in clusters rather than in turn. Therefore, the operating mechanism of DropTail makes the queue easily full for a long period of time, leading to the average delay time of large packets. To avoid this phenomenon, with DropTail, the only way is to increase the router's buffer, this method is very expensive and ineffective. − No QoS guarantee: With the DropTail mechanism, there is no way to prioritize important packets to be transmitted through the router earlier when all are in the queue. Meanwhile, with multimedia communication, ensuring connection and stable speed is extremely important and the DropTail algorithm cannot satisfy. The problem of choosing the buffer size of the routers in the network is to “absorb” short bursts of traffic without causing too much queuing delay. This is necessary in bursty data transmission. The queue size determines the size of the packet bursts (traffic spikes) that we want to be able to transmit without being dropped at the routers. In IP-based application networks, packet dropping is an important mechanism for indirectly reporting congestion to end stations. A solution that prevents router queues from filling up while reducing the packet drop rate is called dynamic queue management. 3.2. Random elimination method – RED 3.2.1 Overview RED (Random Early Detection of congestion; Random Early Drop) is one of the first AQM algorithms proposed in 1993 by Sally Floyd and Van Jacobson, two scientists at the Lawrence Berkeley Laboratory of the University of California, USA. Due to its outstanding advantages compared to previous queue management algorithms, RED has been widely installed and deployed on the Internet. The most fundamental point of their work is that the most effective place to detect congestion and react to it is at the gateway or router. Source entities (senders) can also do this by estimating end-to-end delay, throughput variability, or the rate of packet retransmissions due to drop. However, the sender and receiver view of a particular connection cannot tell which gateways on the network are congested, and cannot distinguish between propagation delay and queuing delay. Only the gateway has a true view of the state of the queue, the link share of the connections passing through it at any given time, and the quality of service requirements of the traffic flows. The RED gateway monitors the average queue length, which detects early signs of impending congestion (average queue length exceeding a predetermined threshold) and reacts appropriately in one of two ways: − Drop incoming packets with a certain probability, to indirectly inform the source of congestion, the source needs to reduce the transmission rate to keep the queue from filling up, maintaining the ability to absorb incoming traffic spikes. − Mark “congestion” with a certain probability in the ECN field in the header of TCP packets to notify the source (the receiving entity will copy this bit into the acknowledgement packet). Figure 3. 1 RED algorithm The main goal of RED is to avoid congestion by keeping the average queue size within a sufficiently small and stable region, which also means keeping the queuing delay sufficiently small and stable. Achieving this goal also helps: avoid global synchronization, not resist bursty traffic flows (i.e. flows with low average throughput but high volatility), and maintain an upper bound on the average queue size even in the absence of cooperation from transport layer protocols. To achieve the above goals, RED gateways must do the following: − The first is to detect congestion early and react appropriately to keep the average queue size small enough to keep the network operating in the low latency, high throughput region, while still allowing the queue size to fluctuate within a certain range to absorb short-term fluctuations. As discussed above, the gateway is the most appropriate place to detect congestion and is also the most appropriate place to decide which specific connection to report congestion to. − The second thing is to notify the source of congestion. This is done by marking and notifying the source to reduce traffic. Normally the RED gateway will randomly drop packets. However, if congestion If congestion is detected before the queue is full, it should be combined with packet marking to signal congestion. The RED gateway has two options: drop or mark; where marking is done by marking the ECN field of the packet with a certain probability, to signal the source to reduce the traffic entering the network. − An important goal that RED gateways need to achieve is to avoid global synchronization and not to resist traffic flows that have a sudden characteristic. Global synchronization occurs when all connections simultaneously reduce their transmission window size, leading to a severe drop in throughput at the same time. On the other hand, Drop Tail or Random Drop strategies are very sensitive to sudden flows; that is, the gateway queue will often overflow when packets from these flows arrive. To avoid these two phenomena, gateways can use special algorithms to detect congestion and decide which connections will be notified of congestion at the gateway. The RED gateway randomly selects incoming packets to mark; with this method, the probability of marking a packet from a particular connection is proportional to the connection's shared bandwidth at the gateway. − Another goal is to control the average queue size even without cooperation from the source entities. This can be done by dropping packets when the average size exceeds an upper threshold (instead of marking it). This approach is necessary in cases where most connections have transmission times that are less than the round-trip time, or where the source entities are not able to reduce traffic in response to marking or dropping packets (such as UDP flows). 3.2.2 Algorithm This section describes the algorithm for RED gateways. RED gateways calculate the average queue size using a low-pass filter. This average queue size is compared with two thresholds: minth and maxth. When the average queue size is less than the lower threshold, no incoming packets are marked or dropped; when the average queue size is greater than the upper threshold, all incoming packets are dropped. When the average queue size is between minth and maxth, each incoming packet is marked or dropped with a probability pa, where pa is a function of the average queue size avg; the probability of marking or dropping a packet for a particular connection is proportional to the bandwidth share of that connection at the gateway. The general algorithm for a RED gateway is described as follows: [5] For each packet arrival Caculate the average queue size avg If minth ≤ avg < maxth div.maincontent .s1 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 15pt; } div.maincontent .s2 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 15pt; } div.maincontent .p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent .s3 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s4 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s5 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s6 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s7 { color: black; font-family:Wingdings; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s8 { color: black; font-family:Arial, sans-serif; font-style: italic; font-weight: bold; text-decoration: none; font-size: 15pt; } div.maincontent .s9 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .s10 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 9pt; vertical-align: 6pt; } div.maincontent .s11 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 13pt; } div.maincontent .s12 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 10pt; } div.maincontent .s13 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-d
• Pre-tax Profit of Bidv Tien Giang in the Period 2011-2015 zt2i3t4l5ee zt2a3gsnon-credit services, joint stock commercial bank zt2a3ge zc2o3n4t5e6n7ts At that time, the Branch had to set aside a provision for credit risks, which reduced the Branch's income. Chart 2.2. Pre-tax profit of BIDV Tien Giang in the period 2011-2015 Unit: Billion VND 140 120 100 80 60 40 20 0 63.3 80.34 89.29 110.08 131.99 2011 2012 2013 2014 2015 Profit before tax (Source: Report on the implementation of the annual business plan of the General Planning Department of BIDV Tien Giang [24]) However, through chart 2.2, it can be seen that BIDV Tien Giang's profit is still increasing continuously, and its operating efficiency is currently leaking. This is a contribution of non-credit services, and this service segment will be increasingly focused on growth by BIDV Tien Giang to ensure the highest profit safety because credit activities have many potential risks. At the same time, focusing on developing non-credit services is consistent with one of the contents of restructuring the financial activities of credit institutions in the project "Restructuring the system of credit institutions in the period 2011-2015" approved by the Prime Minister in Decision No. 254/QD-TTg dated March 1, 2012 [14]: "Gradually shifting the business model of commercial banks towards reducing dependence on credit activities and increasing income from non-credit services". 2.2. Current status of non-credit service development at BIDV Tien Giang. 2.2.1. BIDV Tien Giang has deployed the development of non-credit services in recent times. Along with the development of the Head Office, BIDV Tien Giang's products and services are constantly improved and deployed in a diverse manner to ensure provision for many different customer groups in the area: individual customers, corporate customers, and financial institutions. Typical services are as follows: Payment services, treasury services, guarantee services, card services, trade finance, other services: Western Union, insurance commissions, consulting services, foreign exchange derivatives trading, e-banking services,... 2.2.1.1. Payment services: In accordance with the Prime Minister's Project to promote non-cash payments in Vietnam [15], banks in Tien Giang province have continuously developed payment services to reduce customers' cash usage habits through card services and electronic banking services such as: salary payment through accounts, focusing on developing card acceptance points, developing multi-purpose cards, paying social insurance by transfer, paying bills through banks, etc. Chart 2.3. Net income from payment services in the period 2011-2015 Unit: Million VND 6000 5000 4000 3000 2000 1000 0 3922 4065 4720 5084 5324 2011 2012 2013 2014 2015 Net income from payment services (Source: Report on the implementation of the annual business plan of the General Planning Department of BIDV Tien Giang [24]) Along with the technological development of the entire system, BIDV Tien Giang has a payment system with a fairly stable transaction processing speed, bringing many conveniences to customers. The results of observing chart 2.3 show that the income from payment services that the Branch has achieved has grown over the years but the speed is not high and the products are not outstanding compared to other banks. Domestic payment products such as: Online bill payment, electricity bills, water bills, insurance premiums, cable TV bills, telecommunications fees, airline tickets, etc. bring many conveniences to customers. Regarding international payment, this is an indispensable activity for foreign economic activities, BIDV Tien Giang is providing international payment methods for small enterprises producing agriculture, aquatic food and seafood that have credit relationships with banks in industrial parks in Tien Giang province such as: money transfer, collection, L/C payment. 2.2.1.2. Treasury services: BIDV Tien Giang always focuses on ensuring treasury safety and currency security, always complies with legal regulations, and minimizes risks in operations such as: counting and collecting money from customers, receiving and delivering internal transactions, collecting from the State Bank (SBV) or other credit institutions, receiving ATM funds, bundling money, etc. BIDV Tien Giang's treasury service management department is always fully equipped with modern machinery and equipment such as: money transport vehicles, fire prevention tools, money counters, money detectors, magnifying glasses, etc. to ensure absolute safety in treasury operations, immediately identifying real and fake money and other risks that may affect people and assets of the bank and customers. In addition, implementing regulation 2480/QC dated October 28, 2008 between the State Bank of Tien Giang province and the Provincial Police on coordination in the fight against counterfeit money, in the 3-year review of implementation, BIDV Tien Giang discovered, seized and submitted to the State Bank of Tien Giang province 475 banknotes of various denominations and was commended by the Provincial Police and the State Bank of Tien Giang province [17]. Chart 2.4. Net income from treasury services in the period 2011-2015 Unit: Million VND 350 300 250 200 150 100 50 0 105 122 309 289 279 2011 2012 2013 2014 2015 Net income from treasury services (Source: Report on the implementation of the annual business plan of the General Planning Department of BIDV Tien Giang [24]) However, as shown in Figure 2.4, income from treasury operations is not high and fluctuates. Specifically, in the period 2011-2013, net income increased and increased most sharply in 2013, then in the period 2013-2015, there was a downward trend. This fluctuation is due to the fact that fees collected from treasury services are often very low and can even be waived to attract customers to use other services. 2.2.1.3. Guarantee and trade finance services: BIDV Tien Giang, thanks to the advantages of the province and the favorable location of the Branch, has continuously focused on developing income from guarantee services and trade finance. Chart 2.5. Net income from guarantee and trade finance services in the period 2011-2015 Unit: Million VND 14000 12000 10000 8000 6000 4000 2000 0 5193 5695 2742 3420 8889 3992 11604 12206 5143 5312 2011 2012 2013 2014 2015 Net income from guarantee services Net income from Trade Finance (Source: Report on the implementation of the annual business plan of the General Planning Department of BIDV Tien Giang [24]) Through chart 2.5, we can see that BIDV Tien Giang's income from guarantee services and trade finance has grown over the years. The reason is: Among BIDV Tien Giang's corporate customers, the construction industry is the industry with the highest proportion of customers after the trading industry, this is a group of customers with potential to develop guarantee services. The second group of customers is corporate customers in the fields of agricultural production, livestock and seafood processing with high import and export turnover in the area. are the target of trade finance development. In addition, BIDV Tien Giang also focuses on continuously developing these customer groups to increase revenue for many other products and services in the future. 2.2.1.4. Card and POS services: As a service that BIDV Tien Giang has recently developed strongly, it can be said that this is a very potential market and has the ability to develop even more strongly in the future. Card services with outstanding advantages such as fast payment time, wide payment range, quite safe, effective and suitable for the integration trend and the Project to promote non-cash payments in Vietnam. Cards have become a modern and popular payment tool. BIDV Tien Giang early identified that developing card services is to expand the market to people in society, create capital mobilized from card-opened accounts, contribute to diversifying banking activities, enhance the image of the bank, bring the BIDV Tien Giang brand to people as quickly and easily as possible. BIDV Tien Giang is currently providing card types such as: credit cards (BIDV MasterCard Platinum, BIDV Visa Gold Precious, BIDV Visa Manchester United, BIDV Visa Classic), international debit cards (BIDV Ready Card, BIDV Manu Debit Card), domestic debit cards (BIDV Harmony Card, BIDV eTrans Card, BIDV Moving Card, BIDV-Lingo Co-branded Card, BIDV-Co.opmart Co-branded Card). These cards can be paid via POS/EDC or on the ATM system. In addition, with debit cards, customers can not only withdraw money via ATMs but also perform utilities such as mobile top-up, online payment, money transfer,... through electronic banking services. In order to attract customers with card services, BIDV Tien Giang has continuously increased the installation of ATMs. As of December 31, 2015, BIDV Tien Giang has 23 ATMs combined with 7 ATMs in the same system of BIDV My Tho, so the number of ATMs is quite large, especially in the center of My Tho City, but is not yet fully present in the districts. Basic services on ATMs such as withdrawing money, checking balances, printing short statements,... BIDV ATMs accept cards from banks in the system. Banknetvn and Smartlink, cards branded by international card organizations Union Pay (CUP), VISA, MasterCard and cards of banks in the Asian Payment Network. From here, cardholders can make bill payments for themselves or others at ATMs, by simply entering the subscriber number or customer code, booking code that service providers notify and make bill payments. Chart 2.6. Net income from card services in the period 2011-2015 Unit: Million VND 3500 3000 2500 2000 1500 1000 500 0 687 1023 1547 2267 3104 2011 2012 2013 2014 2015 Net income from card services (Source: Report on the implementation of the annual business plan of the General Planning Department of BIDV Tien Giang [24]) Through chart 2.6, it can be seen that BIDV Tien Giang's card service income is constantly growing because the Branch focuses on developing businesses operating in industrial parks, which are the source of customers for salary payment products, ATMs, BSMS. Specifically, there are companies such as Freeview, Quang Viet, Dai Thanh, which are businesses with a large number of card openings at the Branch, contributing to the increase in card service fees [25]. Table 2.6. Number of ATMs and POS machines in 2015 of some banks in Tien Giang area. Unit: Machine STT Bank name Number of ATMs Cumulative number of ATM cards POS machine 1 BIDV Tien Giang 23 97,095 22 2 BIDV My Tho 7 21,325 0 3 Agribank Tien Giang 29 115,743 77 4 Vietinbank Tien Giang 16 100,052 54 5 Dong A Tien Giang 26 97,536 11 6 Sacombank Tien Giang 24 88,513 27 7 Vietcombank Tien Giang 15 61,607 96 8 Vietinbank - Tay Tien Giang Branch 6 46,042 38 (Source: 2015 Banking Activity Data Report of the General and Internal Control Department of the Provincial State Bank [21]) Through table 2.6, the author finds that the number of ATMs of BIDV Tien Giang is not much, ranking fourth after Agribank Tien Giang, Dong A Tien Giang, Sacombank Tien Giang. The number of POS machines of BIDV Tien Giang is very small, only higher than Dong A Tien Giang and BIDV My Tho in the initial stages of merging the BIDV system. Besides, BIDV Tien Giang has a high number of cards increasing over the years (table 2.7) but the cumulative number of cards issued up to December 31, 2015 is still relatively low compared to Agribank, Vietcombank, Dong A (table 2.6). div.maincontent .content_head3 { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: bold; text-decoration: none; font-size: 14pt; } div.maincontent .p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent p { color: black; font-family:"Times New Roman", serif; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; margin:0pt; } div.maincontent .s1 { color: black; font-family:"Courier New", monospace; font-style: normal; font-weight: normal; text-decoration: none; font-size: 14pt; } div.maincontent .s2 { color: black; font-family:"Times New Roman", serif; font-style: italic; font-weight: normal; 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Question 3: Please evaluate the current status of promulgation and implementation of policies and laws related to the construction of traffic infrastructure from the State budget in Nghe An province, according to the following criteria:

1. Issue and organize full and timely implementation.

2. Regular and continuous propaganda and dissemination

3. The legal policy mechanism on construction investment still has many shortcomings.

4. Legal policy mechanisms are still lacking in practice.

5. Many regulations are overlapping.

Question 4: Please evaluate the planning work of traffic system construction from the State budget in Nghe An province in the past time according to the following criteria:

1. Timely implementation, ensuring compliance with the transportation development orientation of the region and the whole country.

2. The quality of planning projects is not high.

3. The appraisal work still has many errors.

4. Management and implementation of planning is still limited.

5. Planning is regularly reviewed and adjusted.

Question 5: Please evaluate the planning work for the construction of traffic infrastructure from the State budget in Nghe An province in the past time according to the following criteria:

1. Ensure compliance with the province's transport development strategy and planning.

2. Not suitable with the socio-economic development orientation of the province.

3. Not fully complying with the steps according to the regulations and instructions of the Central Ministries and branches.

4. Not ensuring progress and quality of investment planning work.

5. Not ensuring publicity and transparency.

6. Implement well the selection of key and urgent traffic infrastructure projects to prioritize investment.