Many points need clarification.

Can Gio International "mega-port" project: Many issues need clarification.

Many issues related to the environment, state capital investment in infrastructure connecting to the port, and post-port service infrastructure... were requested by central ministries and agencies for Ho Chi Minh City to clarify in the Research Project on the Construction of Can Gio International Transshipment Port.

Proposed location for the construction of the Can Gio International Transshipment Port.

The environmental issues remain unresolved.

In a recent document sent to the Ho Chi Minh City People's Committee regarding the Research Project for the Construction of the Can Gio International Transshipment Port (Can Gio Port), most ministries and agencies requested that Ho Chi Minh City clarify many issues related to the environment, transportation connectivity, and other matters. This cautious assessment is evident from state management agencies because the project is located in the buffer zone of the Can Gio Mangrove Biosphere Reserve.

In Document No. 534/BTNMT-KHTC sent to the People's Committee of Ho Chi Minh City, the Ministry of Natural Resources and Environment stated that Document No. 6083/UBND-DA dated December 4, 2023, from the People's Committee of Ho Chi Minh City did not clarify issues related to land use for the Project, including the Project's conformity with the local land use planning and plans approved in accordance with Resolution No. 61/2022/QH15 dated June 16, 2022, of the National Assembly, and ensuring the conditions for changing land use purposes for the Project.

On the other hand, the proposed port location is the Con Cho islet area, at the mouth of the Cai Mep River, which is part of the Can Gio protected forest. The natural area of this region is over 86 hectares, belonging to the buffer zone of the Can Gio Mangrove Biosphere Reserve. Therefore, the Ministry of Natural Resources and Environment proposes an assessment of the project's impact on biodiversity in the Can Gio Mangrove Biosphere Reserve and suggests solutions to mitigate and reduce the project's impacts on biodiversity in the area.

Ho Chi Minh City also needs to provide additional information clarifying the current status of the forest land slated for conversion into the Can Gio Port. Simultaneously, it should include consultations with the Can Gio Protective Forest Management Board and UNESCO Vietnam regarding the project's implementation.

“An assessment is needed on the benefits of port operation and the benefits of the Can Gio Biosphere Reserve in terms of socio -economic and environmental aspects. At the same time, a specific assessment of the impact of dredging and port operation on the Can Gio ecological zone is also necessary,” stated Document No. 534/BTNMT-KHTC of the Ministry of Natural Resources and Environment.

After receiving feedback from ministries and agencies, the Ho Chi Minh City People's Committee assigned the Department of Transport to clarify the issues raised and advise the City on finalizing the Project Proposal to be submitted to the Prime Minister in the first quarter of 2024.

Still related to environmental issues, in a document sent to the Ho Chi Minh City People's Committee, the Ministry of Finance pointed out that Point 2.6.4 of the Draft Submission to the Prime Minister contains an incomplete and insufficiently detailed environmental impact assessment. Therefore, it requested Ho Chi Minh City to assess and clarify the impact of the development of Can Gio Port on the socio-economic development plan and the Can Gio Mangrove Biosphere Reserve to ensure sustainable development goals.

Besides environmental issues, the Ministry of Finance, the Ministry of Construction, and the People's Committee of Long An province all requested a more thorough assessment and analysis of the competitiveness and economic benefits of Can Gio Port compared to existing and under-construction ports. Specifically, the Ministry of Finance requested a more detailed evaluation of the project's feasibility, including the return on investment and payback period.

Meanwhile, the People's Committee of Long An province proposed adding analysis and evaluation content to the overall group of seaports No. 4, which includes Dong Nai, Binh Duong, Ho Chi Minh City, Ba Ria - Vung Tau, and Long An, in order to ensure scientific rigor, mutual support, and maximum efficiency in port operations.

Limit the use of state capital to invest in transportation infrastructure connecting to ports.

One of the issues raised by many ministries and agencies is the transportation connection to Can Gio Port, as this project is located in isolation on an island in Can Gio. In Document No. 14560/BTC-CST, the Ministry of Finance requested Ho Chi Minh City to clarify the proposal for the state capital participation in investing in transportation infrastructure connecting to the port, because the draft does not include a projected total investment amount or the need for each source of funding for infrastructure connecting to the port.

Furthermore, in the list of projects expected to use state budget capital attached to Decision No. 886/QD-TTg dated July 27, 2023, of the Prime Minister approving the Plan, policies, solutions and resources for implementing the Master Plan for the Development of Vietnam's Seaport System for the period 2021-2030, with a vision to 2050, Can Gio Port is not included. Moreover, the project is not yet included in the medium-term public investment plan.

Therefore, the financial management agency suggested that Ho Chi Minh City, during the research phase of the Project, should minimize the investment of state budget funds in transportation infrastructure connecting to the port. At the same time, it should clarify whether the state budget investment is from central government support or the city budget, and that the investment should be phased annually.

Still related to port connectivity infrastructure, the Ministry of Construction proposed adding content outlining the connection between the seaport system and urban areas, production and distribution centers, and industrial zones in Ho Chi Minh City in particular and the Southeast region in general. Furthermore, Ho Chi Minh City needs to clarify the investment roadmap for an urban railway connecting to Metro Line 4, as the Ministry believes that investing in connecting urban rail transport to the port is not economically feasible because urban rail primarily transports passengers, not goods.

Regarding post-port service infrastructure such as logistics centers and free trade zones, the Ministry of Industry and Trade stated that commercial law and foreign trade management law do not yet have specific regulations on free trade zones and policies for managing commercial activities within these zones. The free trade zone model is being proposed by some localities. Therefore, during the implementation process, the lead agency will research and report in detail on the content of free trade zones and free trade zones for the competent authorities to consider and decide upon.

Regarding Ho Chi Minh City's proposal for the Ministry of Industry and Trade to take the lead in advising the Prime Minister on supplementing the power supply plan for Can Gio Port, the Ministry of Industry and Trade stated that this proposal lacks sufficient basis and is inappropriate. According to Article 27 of the Planning Law, the power supply plan for the port is integrated into the Ho Chi Minh City Planning for the period 2021-2030, which is prepared by the People's Committee of Ho Chi Minh City and submitted to the Prime Minister for approval, with the Ministry of Planning and Investment as the lead agency for appraisal.

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