Brian Jeffrey
The Vietnamese government has presented a report to the National Assembly regarding lawmakers’ feedback on the investment strategy for the North-South high-speed railway initiative.
One of the recommendations suggested extending the railway to Can Tho or even further to Ca Mau, which would increase its length to about 2,110 km, running from Lang Son to Ca Mau.
Nevertheless, the government advised sticking to the initial proposal for a 1,541 km route connecting Hanoi and Ho Chi Minh City, emphasizing technical and economic factors.
The North-South high-speed railway is planned to begin at Ngoc Hoi Station in Hanoi and conclude at Thu Thiem Station in Ho Chi Minh City, covering a distance of 1,541 km.
It will pass through 20 provinces and cities, including prominent urban centers such as Hanoi, Thanh Hoa, Da Nang, Nha Trang, and Ho Chi Minh City.
Though Vietnam’s 2021–2030 railway development strategy (with a vision extending to 2050) includes plans for additional rail lines, like the Lang Son-Hanoi and Ho Chi Minh City-Can Tho routes, these will be standard railways operating at speeds of 160–200 km/h. The government intends to prioritize the Hanoi-HCMC segment due to its alignment with future economic and population trends.
Designed for a maximum speed of 350 km/h, the Hanoi-HCMC line aims to meet international standards and ensure long-term operational efficiency.
The segments from Lang Son to Hanoi and from Ho Chi Minh City to Can Tho cater to different travel needs, with expected passenger numbers being lower than in the Hanoi-HCMC corridor, making standard rail infrastructure more appropriate for these sections.
Extending the high-speed rail line further south would lead to significantly higher expenses and technical challenges, without assuring economic viability. The government highlighted the necessity of concentrating investments on the Hanoi-HCMC route, which holds the greatest potential for passenger traffic and economic benefits.
The rationale for selecting a maximum speed of 350 km/h over 200–250 km/h includes:
Global Trends: Current long-distance high-speed rail models operate at speeds of 350 km/h, whereas 200–250 km/h speeds are becoming outdated and are mainly used for short- to mid-range journeys.
Passenger Demand: A railway operating at 350 km/h is more appealing for journeys over 800 km, such as the route between Hanoi and Ho Chi Minh City, potentially attracting 12.5% more passengers compared to a 250 km/h speed.
Future Proofing: Although the initial investment for a 350 km/h system is about 8–9% higher than for a 250 km/h system, retrofitting a 250 km/h system to reach 350 km/h later would be both impractical and costly.
The government has also shared specific financial forecasts for various railway segments. For instance, the 12 km Nam Dinh section is anticipated to incur costs of $1.66 billion over 30 years while yielding $2.06 billion in benefits.
This underscores the significance of integrating regional hubs into the railway route, even if it necessitates minor deviations, similar to the high-speed rail projects seen in Japan, South Korea, and China.
Nam Dinh, projected to be a crucial transport hub with expected population growth to 600,000 by 2040, and an annual passenger forecast of nearly 3 million by 2050, serves as a prime example of the strategic planning driving route design.
The National Assembly is set to vote on the high-speed railway investment proposal tomorrow, a significant step in advancing Vietnam’s transportation infrastructure.
