That is the perspective of Mr. Tran Tien Dung, Chairman of the Haiphong Logistics Association and Vice Chairman of the Vietnam Logistics Business Association (VLA). 

This issue forms a cornerstone of the 7th Regional Logistics Forum: "Creating new growth space for logistics in the Red River Delta Region." The high-level event is guided by the Vietnam Chamber of Commerce and Industry (VCCI) and the Haiphong People’s Committee and jointly organized by the Business Forum Magazine, the Haiphong Department of Industry and Trade, the VLA, and the Haiphong Logistics Association.

From the operational realities faced by Haiphong’s logistics community, do you believe the current legal framework keeps pace with the sector’s evolution and modern corporate demands?

In truth, many maritime legal provisions were drafted a decade, or even over twenty years ago. Meanwhile, the global, regional, and domestic maritime sectors have transformed at an unprecedented pace. Vessel capacities are expanding rapidly, container shipping is surging, and the mandates for green transport, emissions reduction, and multimodal connectivity are becoming increasingly pronounced.

Consequently, reviewing and amending maritime legislation to align with these emerging trends is imperative. It is not merely about catching up with international best practices; it is about unlocking the growth potential of our domestic maritime industry and marine economy.

The draft amended Law on Vietnam Maritime and Inland Waterways is expected to establish a more unified, transparent legal foundation. Which areas require prioritized refinement to effectively dismantle barriers for logistics firms?

A primary priority must be empowering the national container fleet, enabling Vietnamese enterprises to play a more active role in import-export transport. Vietnam commands a massive import-export turnover with sustained high growth rates, yet our international maritime transport remains heavily reliant on foreign carriers.

Therefore, we propose revisiting the import age limits for vessels, particularly for large container ships of 1,500 TEU and above. While the current regulation has raised the limit to 17 years, we hope lawmakers will consider permitting the import of these larger vessels up to 25 years of age, aligning more closely with international container shipping realities. 

Additionally, we need more assertive policies to champion high-capacity, low-cost, low-emissions green transport. Inland waterway transport, in particular, warrants targeted investments in infrastructure and policy frameworks to integrate deeper into the cargo flow chain.

We also recommend fine-tuning regulations governing the operational conditions of transit vehicles linking deep-water ports, transshipment hubs, and inland terminals to match current infrastructure capacities. The ultimate objective is to facilitate higher-capacity carriers, thereby lowering unit transport costs and curbing emissions.

Another critical issue is granting local authorities greater autonomy while simplifying the procedures for maintaining, dredging, and servicing maritime fairways to suit regional characteristics, ensuring smoother, faster, and more cost-efficient vessel traffic.

If institutional and infrastructural bottlenecks are removed, how do you expect the logistics sector to evolve in the near future?

We anticipate that these legislative amendments will empower domestic enterprises to expand their international container fleets, launching new shipping routes connecting Vietnamese ports directly to global hubs.

By strengthening our own maritime transport capabilities, we will gradually reduce our reliance on foreign shipping lines, gaining greater leverage over routes and freight rates. This will help stabilize logistics costs for import-export businesses, sharpen the global competitiveness of Vietnamese goods, and secure the domestic logistics sector a deeper foothold in international supply chains.

Furthermore, with streamlined mechanisms and synchronized investment, alternative modes such as rail, inland waterways, and coastal shipping can elevate their share in cargo distribution. This will grant goods originating from deep-water ports alternative "outlets," seamlessly connecting them with manufacturing clusters, logistics hubs, and inland warehouses.

This is paramount. The ultimate goal is not merely boosting port throughput but driving down total supply chain logistics costs. An efficient multimodal transport system will alleviate pressure on roadways, mitigate congestion, slash expenses, and cut carbon footprints.

Haiphong is witnessing remarkable strides in its port system, particularly the Lạch Huyện deep-water port. How can this competitive edge truly become a growth catalyst for Haiphong and the wider region?

Once reliant on river systems handling small feeder vessels, Haiphong has evolved into a port of call for mega-vessels, anchored by the Lạch Huyện deep-water port and, looking ahead, the Nam Đồ Sơn port project.

With the capacity to accommodate vessels up to 18,000 TEUs, roughly equivalent to 200,000 deadweight tonnes, Lạch Huyện has firmly established itself as a premier international gateway for northern Vietnam.

However, a seaport is merely one link in the logistics chain. The linchpin is establishing efficient connectivity between deep-water terminals, inland depots, logistics parks, and production zones.

Presently, road transport accounts for over 98% of cargo movement connecting the Haiphong port area to local provinces, warehouses, and factories. Yet, cargo throughput at Haiphong port is projected to surge by 60% to 90% by 2030. Unchecked reliance on roadways will impose unsustainable strain on our transport infrastructure.

Consequently, we must robustly develop alternative transport modes—inland waterways, railways, and coastal shipping. This is essential not only for expanding freight capacity and reining in logistics costs, but also for relieving road congestion and fulfilling green transport mandates.

What are your thoughts on regional integration and building an effective logistics ecosystem amidst such aggressive growth forecasts?

With port volumes in Haiphong projected to jump by 60% to 90% by 2030 compared to 2025 benchmarks, the region’s logistics community faces an extraordinary window of opportunity to invest, scale operations, and elevate capacity.

To truly capitalize on this momentum and prevent redundant competition, regional enterprises must collaborate, leveraging the distinct strengths of each locality to forge a closed-loop connectivity chain. We must transcend Haiphong's individual deep-water port advantages by weaving together multimodal transport links, warehouse systems, and provincial assets.

Ultimately, this synergy will deliver seamless, rapid, and competitively priced services, helping push regional logistics costs down toward the Government’s targeted 12% threshold in the near term.