From the risk of "each route has its own style
Previously, Ho Chi Minh City faced the risk of metro lines "out of sync" with technology due to the use of ODA capital from various funding sources.
Metro Line No. 1 (Ben Thanh - Suoi Tien) is funded by the Japan International Cooperation Agency (JICA). Meanwhile, Metro Line No. 2 (Ben Thanh - Tham Luong) has received capital from the Asian Development Bank (ADB), German Reconstruction Bank (KfW) and European Investment Bank (EIB).
The difference in capital sources leads to differences in technical standards. Metro Line 1 uses elevated power supply, while Metro Line 2 was previously designed to supply electricity by a third railway track. The size of the tunnel, train, platform, signal system, ticket collection... between the two lines is also incompatible.
According to the leader of the Ho Chi Minh City Urban Railway Management Board, this "standard everywhere" not only causes difficulties in operation but also creates large waste in investment. When Metro Line 1 drilled about 800m of tunnel, a TBM excavator worth more than 10 million USD was forced to stop because it could not continue to be used for other routes. Similarly, Metro Line 2 once planned to use 4 TBM excavators for 9km of underground tunnel; after completion, these devices are also unlikely to be reused.
If the entire system has 60-70km of synchronously designed tunnels, or TBMs can be fine-tuned for use between routes, the cost can be reduced by 20-30%, and the construction speed can also increase significantly," said a representative of the Ho Chi Minh City Urban Railway Management Board.
A turning point from changing the mechanism and taking Metro Line 2 as a common standard
Ho Chi Minh City's metro construction thinking began to change significantly from 2025. The city decided to convert the investment form of Metro No. 2 from ODA to using budget, being more proactive in capital and technical standards.
On January 15, 2026, Metro Line 2 officially started construction. Vice Chairman of Ho Chi Minh City People's Committee Bui Xuan Cuong affirmed that this is a pioneering project in the new phase, playing a leading and orienting role for the entire urban railway system of the city.
A noteworthy point is that the regulations and technology standards of Metro Line 2 will be used as a basis for building a common set of technical standards for the entire network.
According to Mr. Phan Cong Bang - Head of Ho Chi Minh City Urban Railway Management Board, Metro Line 2's technology ensures synchronous and interconnected connection with Metro Line 1 and future routes.
The route is oriented to apply the European standard system, while complying with Vietnam's current regulations. The elevated power supply method with a DC voltage of 1,500V is chosen instead of the previous third railway option. The system also integrates renewable energy recovery technology from train brakes, allowing reusing electricity generated when braking, contributing to energy saving and emission reduction - in line with the green transportation orientation.
Notably, the automatic ticketing system (AFC) will be upgraded in the direction of network-wide interconnection, helping passengers use a unified, flexible and modern payment method.
Metro Line 2 also aims to upgrade the level of automation to GoA4 - the highest level in urban railway operation today. At this level, trains can operate completely automatically, without train drivers or staff on board.
Automatic functions include: Starting, self-inspection, putting the train into operation, stopping - leaving the station, rotation, cabin transfer, bringing the train to the depot. In an emergency situation, the Control Center (OCC) can remotely intervene to activate emergency braking, control train doors, adjust air conditioning... ensuring absolute safety for passengers.
According to Dr. Phan Huu Duy Quoc - Chairman of the Board of Directors of Construction Corporation No. 1 (CC1), a member of the expert advisory group for building the Ho Chi Minh City urban railway system development project - the current approach has fundamentally changed.
Previously, due to dependence on ODA, each route had to comply with donor standards. Now the city has unified a common set of standards, creating a foundation for routes to operate interconnected and synchronously from tunnel excavators, tunnel shell components to trains and control systems.
Standardization not only helps save costs and shorten progress, but also opens up opportunities for domestic businesses to participate more deeply in the supply chain, research - technology transfer, and gradually form and develop urban railway industry" - Mr. Quoc said.
