Tàu Shinkansen.jpg
A Shinkansen bullet train in Japan. Photo: VNA

Technology and a skilled workforce are the “golden keys” to launching Vietnam’s North-South high-speed railway (HSR) project. This large-scale national initiative involves multiple sectors, from construction and metallurgy to precision mechanics, digital technology, and control systems.

The North-South high-speed railway project is a national strategic priority that presents numerous technical and logistical challenges. This article focuses on the technical hurdles.

Mastering technology and achieving independence

Vietnam currently lacks experience in constructing HSR systems and is still evaluating technology options. Countries with established HSR systems typically spent significant time acquiring and mastering the necessary technologies.

Technology is the essential foundation for the project's success, integrating various fields such as civil engineering, metallurgy, mechanical and digital industries, control systems, locomotives, and railcars.

Achieving technological independence is vital to enhancing the capability of domestic experts and engineers. It empowers local professionals to operate, maintain, repair, and improve systems independently. Only through self-reliance can this project truly become a product of the Vietnamese people.

It is worth noting that not all international HSR projects have succeeded. For example, South Korea’s HSR line from Seoul to Incheon International Airport shut down after just four years. Taiwan’s line between Taipei and Kaohsiung also suffered substantial financial losses.

One major reason for these failures was intense competition from other transportation modes, such as road and air travel.

For an HSR project to meet expectations, a well-coordinated infrastructure system must be developed. This includes connections to urban rail lines and other public transport to ensure convenience, accessibility, and competitive pricing. Urban clusters along the route must also be carefully planned to ensure operational efficiency.

In Vietnam, urban rail systems in Hanoi and Ho Chi Minh City have provided new travel options and generated public enthusiasm. However, they also offer important lessons in project management - highlighting the need to avoid cost overruns, debt traps, and implementation delays.

The high-speed rail expert network

To ensure that the North-South HSR project is efficiently realized and delivers long-term value, this article offers several key recommendations.

First, a comprehensive master plan for Vietnam’s HSR network should be developed. This network should connect provinces and cities and integrate with urban rail and national transportation corridors to form a seamless national system.

Vietnam’s HSR system must also connect internationally. Enabling Vietnamese trains to run on foreign tracks and vice versa exemplifies the global integration promoted by Resolution No. 59-NQ/TW.

Within the frameworks of “Two Corridors, One Belt” and China’s “Belt and Road Initiative,” connecting Vietnam’s rail infrastructure with China’s is another critical factor to consider.

As China’s rail lines to Europe become operational, Vietnam’s trade with countries like China, Russia, Central Asia, the Middle East, and the EU is expected to surge. This would allow Vietnamese exports to reach global markets faster, diversify destinations, reduce reliance on major markets, and increase Vietnam’s global trade volume. Conversely, imports would also become more accessible and diversified.

Second, Vietnam must establish a complete regulatory framework for HSR.

While Vietnam has already issued several standards related to HSR infrastructure - such as TCVN 13342:2021 for high-speed rail design - many aspects remain underdeveloped. HSR systems involve multiple fields, including mechanics, electronics, signaling, and train control.

Developing a set of standards and technical guidelines is critical to balancing short- and long-term needs and aligning economic goals with national security. These frameworks will guide technology selection and partner engagement.

Moreover, these guidelines will reflect Vietnam’s self-reliance and technological maturity, in line with the spirit of Resolution No. 57-NQ/TW.

Third, Vietnam should establish a high-speed rail expert network.

Vietnam recently launched the VietNuc nuclear energy expert network, which brought together overseas Vietnamese professionals in that field.

A similar model can be applied to HSR. While Vietnam currently lacks HSR infrastructure, many Vietnamese professionals trained abroad are now working in this sector. When combined with domestic experts, they can play a key role in implementing the project.

Such a network, recognized by the Ministry of Science and Technology or the Ministry of Construction, would offer scientific, impartial, and constructive feedback for HSR policies and projects. This is especially critical amid rapid digital and green transitions and efforts to reduce carbon emissions in line with global practices.

The expert network can also serve as a knowledge-sharing platform and facilitate international collaboration. It can connect with global experts, corporations, and technology providers to support knowledge transfer and capacity building throughout construction, operation, and maintenance phases.

Fourth, the role of private corporations and enterprises must be enhanced.

Domestic private-sector involvement is essential for this project’s success, especially in infrastructure investment, technology supply, and commercial operations. Some Vietnamese corporations have already expressed interest in participating.

Their willingness to shoulder national responsibilities aligns with Resolution No. 68-NQ/TW, and can drive innovation, digital and green transformation, and sustainable development.

Vietnam has limited experience entrusting national mega-projects entirely to private enterprises. For example, France’s SNCF and China’s CR are state-owned rail corporations, albeit restructured to comply with competitive frameworks. Japan’s high-speed rail is privately operated by JR Group under stringent legal and public accountability frameworks.

Given this context, Vietnam’s approach to involving private enterprises must be carefully regulated. Strong legal frameworks, accountability mechanisms, and management oversight are essential. The state should continue to play a central role in coordination and supervision.

Eligible enterprises should demonstrate the “three hearts and three visions”: a commitment to national service, passion for the country’s development, and capability to manage risk, with strategic vision, large-scale ambition, and strong governance.

International cooperation capabilities should also be part of the assessment to ensure high-quality, on-schedule implementation without cost overruns - guided by the principle “don’t proceed unless confident of success.”

Finally, Resolution No. 66-NQ/TW provides the legal foundation for legal innovation to support national development. It facilitates the creation of a “five-player” ecosystem: academia, research institutions, investors, businesses, and the government.

This ecosystem is crucial for fostering scientific advancement, mastering high technology, and propelling strategic national projects like the North-South HSR.

In Europe, France pioneered HSR with the TGV in the 1980s, reaching speeds of 350 km/h and dramatically reducing travel times. Today, the European rail network is vast and efficient, dubbed “Europe’s living circuit board,” offering unmatched connectivity and public preference.

In Asia, many countries have successful HSR systems with rapidly increasing top speeds, such as Japan’s Shinkansen.

China’s “HSR dream” became reality through decisive policies and its 1997 “Great Leap” campaign. Now, China has the world’s most extensive HSR network, with homegrown technology and expansion into Southeast Asia.

ASEAN nations are also racing into the HSR era. In 2023, Indonesia launched its first HSR line with support from China’s Belt and Road Initiative. Thailand is actively building its own network. Laos now operates a new rail system, albeit with speeds under 200 km/h, which has still significantly transformed national transport.

These developments affirm that high-speed rail remains a cornerstone of modern transportation for both passengers and cargo worldwide.

Associate Professor, Dr. Tran Le Hung (currently at Gustave Eiffel University, France)