Solving the “access to the sea” challenge

Dong Nai province boasts a dense river network, along with seaports situated along major rivers, creating a favorable condition for the development of river-based and maritime economic activities, despite the province not having a direct coastline.

Cargo handling operations at Dong Nai Port. Photo: Pham Tung

A vital “gateway” for import and export

Currently, in terms of waterway transport, the province has one inland waterway route under central management, running from the downstream section of the Dong Nai River to the confluence with the Be River, and 15 province-managed routes with a total length of nearly 154 kilometers. In addition, three maritime access channels connect Dong Nai province with Dong Tranh, Dong Nai, and Cai Mep - Thi Vai, which are capable of accommodating vessels ranging from 5,000 to 60,000 DWT.

Regarding seaports, Dong Nai currently has 19 seaports classified under Port Group No. 4, playing a significant role within the national seaport system.

According to Pham Anh Tuan, General Director of Portcoast Consultant Corporation (Portcoast), Dong Nai’s seaport system, with major port clusters located in Phuoc An, Go Dau, Nhon Trach, and Long Binh Tan, has made a significant contribution to the region's economic growth. In 2024, total cargo throughput at Dong Nai seaports reached 28.5 million tonnes, ranking 8th among 34 seaports nationwide. “The port system meets a substantial portion of the import and export needs of major industrial zones in the province and ensures effective connectivity with inland waterways leading to the Mekong Delta and Ho Chi Minh City,” General Director Pham Anh Tuan said.

He added that the completion and operation of Phase 1 of Phuoc An Port marks a modern highlight in the system, with the capacity to handle vessels up to 60,000 DWT. The port is designed and equipped with modern infrastructure and can be regarded as Dong Nai’s primary “gateway” to the sea.

Professor Dr. Vo Xuan Vinh, Director of the Institute of Business Research, University of Economics Ho Chi Minh City, said Phuoc An Port is one of the Southern region’s key logistics and transportation infrastructure projects. The port plays a vital role in cargo clearance and storage for industrial parks operating in the province.

Under the detailed plan for developing Dong Nai’s port territories and waters for the 2021-2030 period, with a vision to 2050, cargo throughput is projected to reach 39.5 to 52 million tonnes by 2030, including 0.96 to 1.13 million TEUs of container cargo. At the same time, Dong Nai is expected to have 27 to 29 ports with a total wharf length of over 10 kilometers. By 2050, the average annual cargo volume growth across the provincial seaport system is estimated to reach 3.5% to 3.8%.

Developing a maritime-oriented economic model

According to Dr. Sci., Architect Ngo Viet Nam Son, Chairman of NgoViet Architects & Planners (Ho Chi Minh City), one of the key strategic directions Dong Nai should pursue in the coming period is the development of the maritime economy. With its existing seaport system, Dong Nai has the potential to develop a robust maritime economy and emerge as a central logistics hub for the entire country. This endeavor, in turn, would help further strengthen one of the province’s core advantages: the industrial sector. As logistics grow, they will create significant conditions for the industry to advance as well.

Similarly, Dr. Tran Du Lich, Member of the National Financial and Monetary Policy Advisory Council and Member of the Socio-economic Advisory Group of Dong Nai, stressed that the province must orient itself toward the sea. In addition to its own seaport system, Dong Nai can link with the Cai Mep - Thi Vai Port Complex to establish maritime access. “Dong Nai is well-positioned to take advantage of the Cai Mep - Thi Vai Port in Ho Chi Minh City as its route to the sea,” Dr. Tran Du Lich noted.

General Director of Portcoast Pham Anh Tuan said the seaport system is effectively the solution to Dong Nai’s “access to the sea” challenge. It is a transformative factor that will unlock cargo flows, reduce costs, and generate breakthrough competitiveness across the province.

However, he also pointed out that to achieve this, Dong Nai’s seaport system must soon overcome several bottlenecks, including fragmented investment, lack of synchronization, limitations in infrastructure and technology, restricted fairways and clearance heights, and insufficient post-port connectivity.

The key to addressing these bottlenecks lies in developing a modern, centralized port-cluster system that overcomes fragmentation and small-scale operations, with priority given to large-scale, high-tech projects. At the same time, seaport development must be closely integrated with multimodal transport infrastructure, including road, rail, and waterway, as well as a comprehensive post-port logistics ecosystem. Equally important is adopting “green port” standards as a core criterion, aiming toward sustainable development, emission reduction, and environmental protection.

He also emphasized that spatial planning for seaport clusters must feature clear functional zoning to maximize each cluster’s strengths and create mutual support within the system. “The Phuoc An cluster will serve as the strategic and top-priority hub, the main gateway for the province’s cargo, especially goods from the former Binh Phuoc region. The Go Dau - Nhon Trach cluster will continue to serve existing industrial parks, while the Long Binh Tan cluster will function as the key intermodal connection point for inland waterway and road transport,” Tuan proposed.

By Pham Tung – Translated by M.Nguyet, Minho