Therefore, it is necessary to specify the Party’s guidelines and strategies for developing the marine economy, promoting the application of advanced science and technology in the exploitation and processing of aquatic resources, in order to achieve higher efficiency and profitability.
Dr. Park Sang Woo. Photo: Hải Luận
"The Red Thread" of Sustainable Development
In early October 2025, the University of Economics Ho Chi Minh City (UEH), in collaboration with the People's Committee of Khanh Hoa Province and domestic and international partners, held a scientific conference on sustainable marine economic development. Dr. Julia Babcock (USA), who has worked for many years at the United Nations Development Programme (UNDP) office in Vietnam, has implemented numerous projects helping several localities protect their marine environments and islands, while simultaneously creating new livelihoods and promoting economic and tourism development for local communities.
Based on practical experience, Dr. Julia Babcock shared: “Hoi An, Cu Lao Cham (Da Nang City) are typical examples of models that both protect the environment and sustainably develop tourism and fisheries. International tourists visiting these areas can experience, learn about, and appreciate cultural values preserved for hundreds of years. The story is very simple: it is the residents and businesses who are consciously protecting their 'assets' – the sea, islands, coral reefs, and mangrove forests at the estuaries. They are the ones who directly benefit from tourism activities.”
Florida, the homeland of Dr. Julia Babcock, also has coastlines similar to Central Vietnam – abundant sunshine and long sandy beaches. “From the development process and experience in the US, Vietnam’s coastline has huge potential. What is important is to clearly identify which areas are designated for eco-tourism – preserving mangroves, estuaries, sand dunes... This is a key factor to attract and retain international tourists for longer stays. Areas designated for industry and production should not be mixed with tourism activities. Most importantly, there must be consensus among local residents; if actions cause conflicts of interest or backlash, they need to be carefully reconsidered,” Dr. Julia Babcock shared.
On October 22, 2018, the 8th Conference of the 12th Central Committee of the Party issued Resolution No. 36-NQ/TW on the Sustainable Development Strategy of Vietnam’s Marine Economy until 2030, with a vision toward 2045. In recent years, our country has made fairly comprehensive progress, from coastal areas with urban clusters, industrial zones, tourism, fisheries, and energy, to offshore regions with oil and gas exploitation, maritime transport, and deep-sea fishing activities.
Bustling goods at Quy Nhon Port. Photo: Hải Luận
So how should development be "sustainable"? The term "sustainable" acts like a "red thread" running through, to measure and guide projects, urban areas, and constructions along Vietnam's coast. Most coastal localities have had their development plans approved by the Prime Minister, linked with national and inter-regional planning. “The important issue in economic development is that localities and ministries must strictly protect the planning, avoiding situations where certain interest groups 'tear the fence' and violate the plan. Even a single large company illegally intruding can disrupt the entire master plan,” Dr. Park Sang Woo, former Minister of Land, Infrastructure, and Transport of South Korea, shared at the conference.
Smart Port Infrastructure for the Ocean Economy
Currently, the central provinces of Vietnam are almost fully covered from border gates with Laos and Cambodia to seaports, opening new development opportunities. For example, Quang Tri Province has international border gates Cha Lo and Lao Bao, connected to Hon La and Cua Viet ports. Nam Giang Gate connects with Da Nang Port; Quang Ngai Province has the international border gate Po Y leading directly to Dung Quat Port. The government is implementing the construction of a highway connecting Le Thanh International Border Gate to Quy Nhon Port, Gia Lai Province...
Central Vietnam's seaports function like “small wholesale markets” for receiving and storing goods; large vessels run along Vietnam’s coast collecting cargo and bringing it to port clusters like Cai Mep - Thi Vai (Ho Chi Minh City) or Lach Huyen (Hai Phong) to be loaded onto “mother ships” bound for global destinations. Thus, the country’s import-export network is rationally organized across regions, avoiding congestion at raw material areas and manufacturing plants.
Ships collecting containers along Central Vietnam’s ports. Photo: Hải Luận
The primary issue now is that domestic shipping companies must enhance their competitiveness against international corporations and shipping lines locally. Dr. Park Sang Woo shared: “South Korea successfully developed a 'triple foundation' consisting of: building large-capacity sea transport ships, constructing international-scale ports, and developing manufacturing conglomerates. This is the core foundation for a country to grow strongly. Vietnam should focus on developing industrial zones and manufacturing plants near seaports, reducing transportation costs while creating mutual development momentum. Today, competition among ports and shipping lines is extremely fierce.”
According to Dr. Park Sang Woo, when constructing a seaport, shipping lines should be encouraged to contribute capital shares because they are regular customers, bringing ships to the port to 'load cargo' before continuing international routes. A country aiming to develop a strong marine economy must have key ports capable of receiving the world's largest “mother ships” and becoming international transshipment hubs.
The Cai Mep - Thi Vai port cluster meets the criteria to become a world-class container transshipment port, including: deepwater ports, wind-protected, close to international shipping lanes, and located in the production center of goods in Southeast Vietnam. However, competition among transshipment ports in Southeast Asia such as Cai Mep - Thi Vai, Singapore, Malaysia, and Thailand is very intense. The close geographic distance requires meticulous calculation of all transportation costs to offer attractive pricing for domestic and international shippers.
In the long term, Vietnamese seaports still hold advantages, as the economy grew 7.85% in the first nine months of 2025, with a target of over 10% growth from 2026 for several consecutive years. Clearly, seaports are a key driver enabling the country to achieve double-digit growth. “To rise and stand firm, Vietnam must invest heavily in technology, fully applying digital techniques in port operations. The world already has many highly automated ports, becoming smart port infrastructure serving the ocean economy. I believe Vietnam’s economy will make a strong leap forward,” emphasized Dr. Park Sang Woo.