At the international workshop on “Digital transformation in urban railway operation and maintenance” held recently, both domestic and international experts shared pivotal experiences related to achieving rail technology independence.

South Korea achieves full metro autonomy after two decades

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Dr. Jitaek Oh. Photo: V.Đ

Just over 20 years ago, South Korea was heavily reliant on foreign technology when launching its high-speed Gyeongbu rail line. According to Dr. Jitaek Oh, a senior researcher at the Korea Railroad Research Institute (KRRI), it took South Korea around 10 years to absorb and master transferred technology - and approximately 20 years to reach near-complete autonomy in developing its railway system.

From 1995 to 2010, South Korea focused on absorbing, localizing, and independently developing technology while gradually building its R&D capabilities. High-speed train lines like the KTX-Sancheon, KTX-Eum, and CheongRyong are the result of over two decades of accumulated expertise, standards development, and operational experience.

“There is no one-size-fits-all model for technology transfer. Every country must choose a path that aligns with its capacity and goals,” Oh emphasized, adding that the essence of technology transfer lies not in documentation, but in real-world operation and trust built between people.

China localizes technology through large-scale practice

China took a different approach, opting to achieve technological autonomy through large-scale implementation. The Shenzhen metro currently operates 595 km of urban rail with 417 stations across 18 lines - without government subsidies. It also boasts the highest passenger density in China, at 14,800 passengers per kilometer.

This success is underpinned by a self-sufficient maintenance model. What started as a modest workshop has grown into a professional overhaul center capable of evaluating components, issuing 21 sets of technical standards, and gradually eliminating reliance on foreign technology. The rapid localization of components has helped reduce costs by 60–70% in various areas. In 2024 alone, domestic production of 9,000 bearing units saved about 35% in expenses.

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Vietnam is now at a crucial juncture to define its railway technology capabilities from the outset. Photo: Nam Khanh

By adopting condition-based maintenance (CBM), developing smart workshops, and establishing specialized repair lines, Shenzhen has increased its traction motor overhaul capacity by 150%. With large-scale use of technology and data, it has become a global model of metro operation and maintenance autonomy.

A turning point for Vietnam’s urban rail development

Drawing from international lessons, Khuat Viet Hung, Chairman of Hanoi Metro's Board of Members, stated that Vietnam now has the opportunity to define its metro technology capacity from the very beginning. He emphasized that expanding metro lines alone is not enough - Vietnam must also gain control over the entire operation and maintenance lifecycle.

Hung noted that Hanoi Metro is advocating for three key pillars: technology, data, and human resources - foundations essential to aligning Hanoi’s metro with international standards.

However, achieving this goal requires Vietnam to quickly develop a roadmap for technical autonomy, especially in medium and major train overhauls. It must also form effective partnerships with global corporations and research institutions to test, adopt, and evolve technology sustainably.

Vu Diep