My home is just 500 meters from a station on the Nhon - Hanoi Station metro line. When the metro became operational, my wife quickly switched from riding a motorbike to using public transport. She no longer has to navigate through congested traffic, and commuting costs have dropped significantly to just VND 200,000 (about USD 8) per month.

However, for those living farther from metro stations, the limited connectivity of the public transport system makes accessing the metro quite difficult.

During a field trip along the Nhon - Hanoi Station metro line with Khuat Viet Hung, Chairman of the Hanoi Metro Board of Members, we observed stark differences in passenger volume at various times of day.

At 9:20 AM, during off-peak hours, there were only about 4 to 5 passengers per carriage -  a sharp contrast to the packed crowds during rush hours. In February 2025, the Nhon - Hanoi Station line averaged 19,220 passengers per day, but only 810 during off-peak hours.

The Cat Linh - Ha Dong line showed similar trends, averaging 43,587 daily riders, but only 1,578 during off-peak hours. Even outside of rush hours, the metro remains an effective mode of transport -  the challenge lies in making it more accessible to the public.

Barriers to metro access

There are several reasons why many people are not yet ready to use the metro. Firstly, Hanoi currently only operates two metro lines. The Nhon - Hanoi Station line is only partially operational (8.5 km elevated section) and does not connect to the Cat Linh - Ha Dong line, which causes inconvenience in transferring between lines.

Secondly, the connection between metro stations and residential or commercial areas is still relatively weak. The city lacks high-density urban zones and transit-oriented development (TOD) stations, limiting seamless integration with other transport options like buses, taxis, and public bicycles. Bus stops are only installed in a few locations near metro stations.

Pick-up and drop-off areas for motorbike taxis and traditional taxis have yet to be officially planned. Although public bike stations have been installed, their limited numbers do not adequately support last-mile connectivity to the metro under all circumstances.

Additionally, access routes from residential and office areas to metro stations are hampered by the absence of dedicated bike lanes and safe, clear pedestrian paths. On top of that, the long-standing habit of using personal vehicles is deeply ingrained in the mindset of Hanoi’s residents.

The need for integrated solutions

To attract more passengers to the metro, Hanoi must adopt a comprehensive approach, both in the short and long term. The two existing metro lines run through traffic-congested corridors, so providing bus routes that connect closely with metro stations is vital to help those living farther away access the metro easily.

The city should also establish designated pick-up and drop-off zones for motorbike taxis and traditional taxis, and increase the availability of public bicycle rental stations near metro stops.

Bicycles are ideal for distances of 1-3 kilometers, so implementing subsidy policies for businesses offering bike-sharing services could expand metro access and promote green mobility. At the same time, infrastructure improvements such as dedicated bike lanes and pedestrian walkways are essential.

Hanoi should develop a digital platform integrating metro, bus, ride-hailing, taxi, and bike-sharing schedules, routes, and ticketing. Applying technology will make trip planning easier for users and enhance the overall public transport experience.

Vu Diep