Resolution 79 of the Politburo on the development of the state-owned economy has set the goal of developing a strategic, synchronous, and modern infrastructure system by 2030 to meet the requirements of national development in the new era; focusing on completing key national infrastructure projects of large scale, connecting inter-regions, inter-provincial areas, regions and the world.
This is a crucial institutional infrastructure demonstrating the role of the state-owned economy in paving the way, leading, and creating a connecting axis from highway projects, airports, seaports, logistics, railways, and energy, generating a breakthrough in infrastructure that drives strong economic development.
Within that infrastructure, seaports play the role of the heart valves of the import-export economy. Specifically, the Ho Chi Minh City port cluster, the largest in Vietnam, remains the most important international trade gateway in the South, with a system of terminals stretching from Cat Lai and Phu Huu to Hiep Phuoc and Can Gio.
However, the strategic focus in recent years has shifted eastward to Cai Mep – Thi Vai, with a total wharf length of over 14km. This is a rare deep-water port complex in the region capable of receiving large cargo ships directly to Europe and North America without transshipment. In particular, the location of Cai Mep – Thi Vai port near international shipping routes, especially the Trans-Pacific shipping route, is a major advantage for its development. This allows the port to easily connect with major seaports worldwide such as Singapore, Hong Kong, and European countries.
With its strategic location, the Ho Chi Minh City port complex plays a crucial role as an international gateway, connecting import and export activities and contributing to the country's economic growth.
Ho Chi Minh City Port – a national-level integrated port system, concentrated in Ho Chi Minh City and currently the largest port cluster in Vietnam.
Furthermore, Hai Phong port is a national-level integrated seaport complex, the second largest in Vietnam after Ho Chi Minh City port and the largest in the North, serving as Vietnam's international gateway. In addition, the Lach Huyen port complex, currently under completion, will bring a new stature to Hai Phong seaport.
According to the plan, Hai Phong seaport is planned to have 5 zones with approximately 70-74 berths, ensuring that by 2030 it can handle more than 215 million tons of goods and 22,800 passengers annually.
Hai Phong Port is a national-level integrated seaport complex, the second largest in Vietnam after Ho Chi Minh City Port and the largest in the North.
Also in Hai Phong, the Nam Do Son Port and Logistics Center project, one of the largest infrastructure and logistics projects in Vietnam to date, is being planned for investment by Vingroup.
With a total projected investment of 373,841 billion VND (approximately 14.1 billion USD), the project is considered a particularly important boost for Vietnam's seaport system. Spanning over 4,300 hectares and with the potential to develop up to 42 berths in multiple phases, this project promises to transform Hai Phong into one of the largest cargo transshipment centers in Asia.
Dr. Nguyen Huu Duc, a transportation expert, believes that Resolution 79 stipulates that the state-owned economy must play a leading and pioneering role in key areas such as strategic infrastructure. In particular, regarding logistics and seaports, large corporations are given more autonomy in investing in mega-projects such as deep-water ports and international logistics centers.
“The resolution also sets a firm goal of addressing resource bottlenecks. Specific solutions are in place to handle long-standing, stalled transportation projects and works, aiming to unlock and maximize resource efficiency. It allows state-owned enterprises to independently or collaboratively form venture capital funds and technology development funds to apply to smart port management and green logistics,” Mr. Duc said.
According to Dr. Duc, Resolution 79 creates a "boost" to make infrastructure projects more attractive to investors. This includes encouraging state-owned enterprises to lead and support other economic sectors (private and foreign) in participating in logistics supply chains. Simultaneously, it supports Vietnamese logistics businesses in enhancing their competitiveness to participate more deeply in international investment projects and mergers.
From a political economy perspective, Vietnam's infrastructure strategy under Resolution 79 is not just about building more infrastructure, but about using infrastructure as a strategic tool to guide the entire economy. In a world of fragmented supply chains, the country that effectively controls transportation hubs – seaports, airports, logistics – will control the flow of trade and investment.
However, investing heavily in infrastructure also carries risks such as high capital costs, long payback periods, and the potential for waste if planning is flawed or coordination is poor. But the reward, if successful, is a new position on the regional economic map.
When expressways connect economic regions, when Long Thanh opens, and when Cai Mep - Thi Vai and Hai Phong become familiar transit points on international maritime charts, the "pioneering" role of the state economy will no longer be a political concept – but a geoeconomic reality.
And that, perhaps, is the biggest goal behind Resolution 79: to transform infrastructure not just into a foundation, but into a strategic lever for a new phase of national development.
Dan Viet Newspaper
Source: https://vimc.co/nghi-quyet-79-va-ha-tang-logistic-cang-bien-kinh-te-nha-nuoc-mo-truc-xuong-song-moi-cua-nen-kinh-te/
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