After a staggering 17 years since its inception, the city's first metro line is operational, proving to be a highly convenient mode of public transport. The response has been overwhelming—within just 10 days of free trial operation, an astounding 1.1 million passengers used the metro. The surge in ridership was particularly evident during the Lunar New Year of 2025, with record-breaking numbers on the 1st and 2nd days of Tet, reaching over 92,000 passengers with 182 trains, and later escalating to more than 120,000 passengers with 194 trains.
As the initial excitement settles, the metro's daily ridership stabilises at around 15,000–20,000 passengers. This consistent user base comprises mainly students, office workers, and labourers, indicating that Metro Line 1 has effectively addressed the city's transportation needs. More than just a means of mobility, it offers punctual, safe, and clean travel—an attractive alternative to the congested roads of HCMC.
However, the pressing concern now is how to accelerate the metro network's expansion, transforming it into the city's primary transport system. The ultimate goal is to facilitate at least 60% of commuters using public transport, significantly alleviating traffic congestion. But if the current pace is maintained, progress will be painstakingly slow. As former Chairman of the Ho Chi Minh City People's Committee, Phan Văn Mãi, once remarked, "It took 17 years to build just 19.7 kilometres of Metro Line 1. At this rate, completing the entire 169-kilometre network across eight lines could take a century."
The urgent question is: how can the construction process be expedited? Without a radical shift in approach, the expansion of the metro system will remain sluggish. On 14 February, at the 9th extraordinary session, the National Assembly deliberated on a draft resolution proposing specific mechanisms and policies to accelerate the development of urban rail networks in Hanoi and HCMC. Once again, discussions centred on decentralisation—granting greater autonomy to HCMC to make independent decisions and secure its own funding.
Financial constraints have long hindered the metro's progress, but solutions are within reach. Instead of relying on foreign loans, domestic capital could be mobilised by issuing government-backed project bonds through the State Bank of Vietnam. With an abundance of idle cash in the hands of citizens, the investment climate remains uncertain due to volatile stock markets, fluctuating gold and foreign currency values, and an increasingly stagnant real estate sector. By offering secure investment opportunities, the government can instil public confidence, encouraging local capital to flow into metro expansion projects. This approach would likely be more effective and sustainable than accumulating foreign debt.
Moreover, Metro Line 1 has provided Vietnamese engineers and construction workers with invaluable experience, reducing reliance on foreign expertise for future projects. Moving forward, HCMC only needs to engage international specialists in key areas such as high-tech equipment installation and advanced operational systems. With a skilled local workforce and improved project management, the city is well-positioned to take control of the remaining metro lines.
One of the most crucial decisions for HCMC is the construction method for future metro lines. Should the city follow the same conventional approach as Metro Line 1, or explore more innovative and efficient alternatives?
Metro Line 2 (Bến Thành - Tham Lương), spanning 11.3 kilometres, is a case in point. Approved in 2010, land clearance commenced in 2013, and actual construction is set to begin in 2024, with completion projected by 2030—provided there are no further delays. Notably, it has taken an entire decade to relocate nearly 600 affected households and offices, and the clearance process remains incomplete. In addition to land acquisition, significant time and resources are needed to reroute and modernise essential infrastructure, including water supply and drainage systems, electrical grids, telecommunication cables, fire safety mechanisms, and road networks. Metro Line 2 presents even greater challenges than its predecessor, as 9.3 kilometres of its route will be underground, necessitating 10 subterranean stations.
To streamline construction and reduce costs, HCMC should consider the experiences of cities such as Bangkok, Dubai, and numerous metropolitan centres in China, where elevated metro and railway systems have been successfully implemented. A prime example is the Wuhan-Yangxin Expressway in China’s Hubei Province, a 130-kilometre elevated railway completed in just two years. The key advantage of this approach is minimal disruption to residents and businesses below.
Metro Line 1 has already demonstrated the feasibility of elevated construction, with its 17.1-kilometre above-ground section from Ba Son to Suoi Tien completed relatively swiftly. The primary bottleneck in metro projects is land clearance, which accounts for the most significant delays. If HCMC prioritises an elevated metro network for the remaining six lines, avoiding underground tunnels and stations wherever possible, construction timelines could be significantly shortened. The benefits of this approach are twofold: reduced project costs and minimal interference with existing infrastructure and communities.
An elevated metro system does not necessarily mean clunky, intrusive structures. Advanced engineering solutions have enabled sleek, compact, and aesthetically pleasing metro designs. Dubai, for instance, employs lightweight, high-strength materials that eliminate the need for bulky concrete pillars and complex support systems. The geological stability of HCMC—free from seismic activity—further supports the feasibility of lightweight, elevated structures. This method would allow normal life and commerce to continue uninterrupted at street level while the metro operates efficiently above.
To ensure long-term sustainability, HCMC should also incorporate smart city technologies into its metro expansion plans. AI-driven traffic management, real-time passenger analytics, and automated fare collection systems will enhance efficiency and user experience. Moreover, integrating green energy solutions, such as solar panels along metro tracks and energy-efficient train systems, will align the metro network with the city's broader sustainability goals.
A fundamental roadblock to metro expansion is bureaucratic red tape. Currently, major urban development projects require central government approval at multiple stages, leading to prolonged decision-making processes. For rapid and effective metro development, HCMC must be granted greater autonomy in selecting construction technologies, financial mechanisms, and implementation strategies.
By decentralising decision-making, empowering local authorities, and leveraging innovative engineering solutions, HCMC can transform its long-awaited metro dream into a modern, efficient, and comprehensive public transport network. The time for change is now—HCMC must seize this opportunity to build a metro system that not only meets current needs but also supports future urban growth and development.
