Ho Chi Minh City’s green mobility shift must be strategic and inclusive

A city and a nation in transition

Vietnam is taking bold steps toward a greener urban future. Hanoi is accelerating its plans to ban fossil-fuel motorbikes from the inner city, and Ho Chi Minh City (HCMC) is now also exploring how to transform its mobility landscape.

The city has recently proposed major plans to advance green mobility, from phasing out petrol-powered two-wheelers used in ride-hailing and delivery services, to developing a citywide electric vehicle charging network and converting all public buses to green energy.

Dr Daisy Kanagasapapathy, Associate Program Manager in Tourism and Hospitality Management at RMIT Vietnam and a long-term resident of HCMC, says: “If done right, HCMC can become a vital partner in realising the nation's green urban transport vision – one that complements Hanoi’s leadership and ensures national coherence with local relevance.”

Momentum is building for sustainable mobility across Vietnam’s largest cities. Citizens are more aware of air pollution and congestion impacts. Yet many also voice legitimate concerns about affordability, public transport readiness, and the impact on livelihoods, especially for those working in informal or service sectors.

“These concerns must be acknowledged, not dismissed. HCMC’s role, therefore, is not just to follow policy, but to help design models of transition that are workable, inclusive, and scalable,” Dr Kanagasapapathy says.

The case of the electric motorbike

Electric motorbikes are central to HCMC’s strategy. For a start, the city aims to replace 400,000 fossil-fuel motorbikes with electric bikes by 2029 through a four-phase transition process.

According to Professor Jago Dodson, Director of RMIT’s Urban Futures Enabling Impact Platform and Co-lead of the RMIT Vietnam Smart & Sustainable Cities Research & Engagement Hub, the benefits of switching to electric motorbikes include reduced air pollution from exhaust, brake and tyre wear, and reduced noise from internal combustion engine vehicles.

“Depending on the cost of electricity, there may also be savings for users,” he adds. “And manufacturers of electric motorbikes will benefit from new demand.”

However, he cautions that the transition comes with challenges. “Drivers will face upfront costs for new vehicles. Disposing old petrol vehicles has environmental and resource impact. And cheaper travel could cause a rebound effect, resulting in more and longer trips and higher traffic volumes.”

As electric motorbikes are relatively small in electricity demand, many of them will likely be charged at home. “This could result in very informal approaches, with cables being run out of houses into the street that cause a hazard. There will need to be neighbourhood-level charging solutions, including good design that doesn’t disrupt existing streetscapes,” Professor Dodson says.

For delivery drivers and frequent users, public charging stations will be essential. “These should offer fast charging and consistent standards citywide. Battery-swapping models, used in other countries, would be very viable in HCMC given the scale of motorbike use.”

The wider infrastructure issue

According to Professor Dodson, the transition from fossil-fuel transport to green transport needs to be done within the context of wider transport network planning goals and actions.

“HCMC’s current traffic infrastructure favours private motor vehicles. A key challenge for the city will be to balance travel more evenly across modes, particularly public transport”, he explains.

Pedestrian infrastructure in the city is widespread but often narrow, uneven, and disconnected. There is almost no dedicated cycling infrastructure, and public transport consists mainly of buses with limited rail options.

“If planners and engineers can set a good metropolitan transport strategy, then residents should also have more choices as to how they travel – from easier local walking trips on improved footpaths, to more convenient and seamless travel across the city thanks to fast, frequent, and integrated bus and metro networks,” he says.

He points out that those who want to own private cars may choose to do so but will likely need to pay more for the impacts that this travel mode imposes.

“Limiting the growth of private cars is essential, as these are the least efficient means of travel within large, dense cities. Electric cars still take up the same space as conventional cars, and still produce adverse emissions such as brake and tyre particulates,” he says.

“Limiting the number of private passenger cars means more of the existing road space is available for freight and commercial vehicles that are directly contributing to city productivity and economic development, though these vehicles also need to contribute to the cost of using roads.”

Commenting on the big picture, Dr Kanagasapapathy suggests that HCMC should lead the transition with flexible, community-led models. It can serve as a testing ground for policies that blend environmental goals with economic realities, particularly for low-income and informal workers.

“If Vietnam is to meet its climate commitments, the biggest cities must move in tandem. HCMC’s scale and complexity show how a megacity can go green without leaving anyone behind,” she says. “The transition won’t be easy, but the cost of inaction is far greater.”

Story: Ngoc Hoang and Trang Dinh