At the end of 2024, the Sino-Vietnamese cross-border standard railroad project, which has been in the discussion phase for years, finally began to take concrete steps. On December 10, during the 16th meeting of the Viet Nam-China Steering Committee for Bilateral Cooperation in Beijing , both countries signed the intergovernmental Cooperation Agreement on three key railroad projects: Lao Cai–Hanoi–Hai Phong , Lang Son–Hanoi , and Mong Cai–Ha Long–Hai Phong.
Vietnam’s Deputy Prime Minister and Minister of Foreign Affairs, Bui Thanh Son, proposed speeding up rail connectivity and prioritizing the launch of these projects, which would significantly enhance transportation between the two nations. The agreement also included the resumption of international railroad intermodal transport routes, further strengthening the connectivity between China and Vietnam.
Among the three projects, the Lao Cai – Hanoi – Haiphong line has been identified as the highest priority. Standing Deputy Minister of Foreign Affairs Nguyen Minh Vu, expressed the hope that China would soon approve non-reimbursable aid to assist in preparing feasibility studies for the Lao Cai – Hanoi – Hai Phong railroad.
This initiative marks a significant milestone in Sino-Vietnamese cooperation on transportation infrastructure and is expected to pave the way for new opportunities in economic and trade relations between the two countries.
Why is the cross-border railroad of China and Vietnam attracting much attention?
The three key cross-border rail projects have unique histories and varying stages of development.
The Lao Cai – Hanoi – Hai Phong railroad, built in 1906 during French colonial rule, is 398 kilometers long and originally designed as a meter-gauge line. This line is historically significant as part of the Yunnan-Vietnam Railway, China’s first meter-gauge railroad, connecting Vietnam to China’s Yunnan Province. The line facilitated trade and cultural exchanges between the two countries and was considered an engineering marvel at the time. However, due to its meter-gauge infrastructure, it is less efficient in handling the growing trade between China and Vietnam, and its upgrade to a standard gauge is a priority.
The Dong Dang – Hanoi railroad, a 167-kilometer track, was constructed in 1902 with a rice-track design, later upgraded to a set of rails system during the Vietnam War, allowing dual-track operation. This railroad connects Vietnam’s Hanoi to the Chinese border at Dong Dang, Guangxi Province. Although essential for the transportation network, its outdated infrastructure limits capacity, and efforts to standardize it to handle modern freight needs are ongoing.
The Mong Cai–Ha Long–Hai Phong railroad, still under planning, spans 195 kilometers and will connect Vietnam’s Haiphong and Ha Long with China’s Guangxi Province. Once completed, it will integrate into the broader rail network in northern Vietnam and connect with the Beibu Gulf region in China, forming part of the Trans-Asian Railway Network. This project is critical in enhancing the connectivity and economic integration of both countries. As the Sino-Vietnamese trade continues to grow, the modernization and standardization of these railroads are key to improving trade efficiency and fostering closer economic cooperation between China and Vietnam.
How to connect the meter rail to the standard rail?
To plan new routes and ensure the interoperability of Vietnam’s metre-gauge railways (with a track width of 1,000 millimeters) with China’s standard-gauge railway (with a track gauge of 1,435 millimeters), the fundamental issue lies in the differences between the two track gauges. The capacity differences between these two rail types create challenges for efficient cross-border transportation, especially as Vietnam’s railway infrastructure limits the volume of goods it can carry.
The long-term solution involves upgrading Vietnam’s existing meter-gauge system to the standard gauge. However, this transformation is not as simple as replacing the old tracks with new ones. The most practical approach is to build new standard gauge rail lines alongside or replacing the old system, particularly for cross-border connections with Kunming-Yuxi-Hekou Railway.
This allows for matching the cargo capacity on both sides of the border, mitigating bottlenecks that arise from the mismatch in rail capabilities. The upgraded Yunnan-Vietnam Railway would include an electrified standard track, providing faster and higher-capacity services for both passengers and freight, mirroring the success seen in other projects like the China-Laos Railway.
In parallel, Vietnam’s metre-gauge railway could continue to function, especially as an auxiliary freight line to ease the load on the new infrastructure. There is also the example of narrow-gauge railroads in Southeast Asia, like those in Thailand, where China has provided custom locomotives that can enhance the performance of narrow-gauge systems. Despite these efforts, the performance of even the most advanced metre-gauge railway locomotives lags behind the high-power electric locomotives used on standard tracks, making the eventual shift to standard rails inevitable.
With the unification of railroad construction standards and the adoption of electrification and high-power locomotives, the future of cross-border rail connections lies in building more efficient, high-capacity lines. This would facilitate the flow of goods across regions, benefiting the countries involved by enhancing trade and economic development.
Additionally, improved logistics and customs processes, as seen in China-Laos Railway’s multimodal transport system, would further expedite the movement of goods, reducing delays and inefficiencies caused by outdated infrastructure and differing standards.
Source: sina, CGTN, people’s, yicai, seasia
