Professor Carl Thayer, of the Australian Defence Force Academy at University of New South Wales, has outlined a roadmap for Vietnam to capitalize on its maritime advantages in a new phase of development. This ranges from governance reform, infrastructure modernization, and logistics to marine technology development, data sovereignty guarantees, and dual-use infrastructure design.

Vietnam possesses over 3,200 kilometers of coastline and sits near one of the world's busiest shipping lanes. However, Vietnam has yet to fully translate its geostrategic position into maximum economic strength.

Vietnam is deeply integrated into global manufacturing supply chains and serves as a vital gateway for international import-export activities. Nevertheless, the country remains minimally involved in high-value-added transshipment, financial, and logistics services. Currently, Vietnam functions primarily as a destination port rather than a global maritime hub like Singapore.

Vietnam faces four major obstacles:

First, intermodal transport connections remain weak. Transport routes connecting Lach Huyen and Cai Mep - Thi Vai ports to inland factories frequently experience severe congestion. Estimates indicate that over 70 percent of cargo in Vietnam moves by road, with these highways becoming overloaded as they traverse urban areas. Vietnam also lacks a modern, efficient rail-maritime freight corridor connecting to its primary deep-water ports.

Second, seaport planning remains fragmented and localized, leading to administrative division. Nearly every coastal province has built its own port. As a result, Vietnam currently has a network of 34 seaports with more than 320 scattered terminals. Many small nearshore ports operate under capacity and suffer from siltation, while deep-water ports must be continuously upgraded to accommodate new-generation ultra-large container vessels.

Third, domestic fleet capacity and market share remain low. Despite Vietnam's large export turnover, domestic shipping enterprises hold little presence in international maritime transport. Vietnam's commercial fleet currently handles only about 7 percent of the country's import-export transport market share.

Vietnam's merchant fleet consists mainly of bulk carriers and small-to-medium container ships operating on short regional routes in East Asia. Meanwhile, lucrative long-haul routes to Europe and the Americas are almost entirely dominated by foreign shipping conglomerates.

Fourth, logistics costs remain high while service integration remains low. Due to Vietnam's fragmented logistics network, total logistics expenses still account for a high proportion of GDP compared to regional peers such as Malaysia and Singapore.

Seaport operations in Vietnam currently focus primarily on cargo handling and stevedoring fees, rather than offering high-value-added maritime services. Services such as digital cargo tracking, automated supply chains, international maritime arbitration, or shipbuilding financial networks remain undeveloped in Vietnam's logistics sector.

The Ministry of Construction is currently revising the Vietnam Maritime and Inland Waterways Code while standardizing design guidelines for future green port systems. The long-term objective is to upgrade Vietnam's logistics sector from a basic support service into a $280 billion business field by 2035.

New-generation maritime competition

In the 21st century, maritime competition has shifted from geopolitical competition based on control over geographic space to geoeconomic competition based on control over flows of data, energy, goods, and capital. 

Although territorial disputes in the South China Sea remain a constant source of concern, the focus of maritime power has shifted. A nation's strength is now determined by its ability to secure, control, and digitize critical maritime infrastructure as well as global supply chains.

To become a strong maritime nation over the next two decades, Vietnam needs a breakthrough in strategic thinking. For example, protecting islands and fishery resources alone is no longer sufficient to guarantee national security. Vietnam must build capacity to ensure that digital networks, power grids, and shipping lanes passing through its waters are modern, green, resilient, and effectively governed under Vietnam's jurisdiction.

For Vietnam, a highly open and export-oriented economy, this shifting locus of maritime power presents both severe challenges and strategic opportunities.

First, modern maritime conflict is no longer limited to defending sea surfaces and islands; it extends to safeguarding seabed infrastructure. This reality requires Vietnam to expand its security mindset from coastal defense to protecting subsea infrastructure.

Second, developing offshore wind power, constructing secure deep-water ports, and preserving marine ecosystems all demand high-resolution marine spatial data, satellite monitoring systems, and detailed seabed mapping.

Third, Vietnam needs to embrace "friend-shoring" strategies within supply chains while developing green port standards.

If Vietnam's deep-water ports fail to transition rapidly into green ports that utilize shore power, automated logistics, and renewable energy, international shipping lines will shift to more advanced port hubs within the region.

Fourth, Vietnam must strengthen the connectivity of its energy infrastructure, as maritime power is increasingly tied to a nation's ability to export clean energy. 

Tu Giang - Lan Anh