Ten years into the formation of the current state, Vietnam loosened domestic economic controls and began supporting foreign investment in the country. The latter is a particular problem due to the high use of motor scooters/bikes, an estimated four million around the city, and with increasing road use in general, the accident and casualty rate has further encouraged the case for rail. However, consideration has turned from reliance on buses, although public transport use for city journeys has been as low as 5%, to creating a metro system to address the problems of congestion, protracted journey times and extreme pollution. Almost two-thirds of the predominantly metre-gauge heavy rail network is accounted for by the line between Hanoi and Ho Chi Minh City (HCMC), and there is little rail application in urban transit. approx 6.4 million) in the north and, around 1,100km to the south, the largest settlement and economic centre, Ho Chi Minh City (formerly Saigon, approx 8 million in the metropolitan area).Ĭontrasting with important trading partner Germany, a country with a very similar size and population, railway transport has played only a minor part in Vietnam’s development. There has been rapid and continuing growth of the two dominant cities, capital Hanoi (pop. Need for the Ho Chi Minh City MetroĬonstituted in 1976, the Socialist Republic of Vietnam has emerged from a modern history including colonial rule and war to become one of south-east Asia’s fastest growing economies (6.23% GDP growth in 2008), with unexploited reserves of coal, iron ore and oil. Construction work for $4.29bn Line 5 is expected to last from 2025 to 2029 and is projected to be operational in 2030.
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