Leading Developers

The benefits of industrial property nomic connections and situated in the context of
international trade.
Ninh’s transformation into a key logistics hub in
northern Vietnam.

with built-in seaports in DEEP C

Many coastal localities in Vietnam are contemplating luring investment into establishing
industrial zones connected with seaports. However, apart from a suitable location,
constructing a new terminal can require up to five years. HAI VAN reports.
when the region struggled to address the cost
and source of goods.
“Quang Ninh will not become a trans-
shipment hub of the important northern key
economic region until the local government
establishes an obvious improvement policy on
infrastructure investment and seaport business-
es and streamlines administrative procedures to
help businesses reduce costs,” Trung said.
In contrast to Ba Ria-Vung Tau, Quang
Ninh will have no difficulty sourcing products
from the outset, a crucial factor in ensuring
a well-functioning seaport system. DEEP C is
an enormous manufacturing hub that supplies
goods for the global market, a solid foundation
for Quang Ninh to achieve its goal. By 2025,
the port throughput will reach over 122 million
metric tonnes, and the port service will contrib-
Distinctive and fundamental
components
Dr. Tran Dinh Thien, chairman of the Cen-
tral Institute for Economic Management, stat-
ed that the northern key economic region has
been deemed to be “the most rapidly forming”
and is demonstrating ideal potential in terms of
influence and inter-regional links with the Viet-
nam-China economic corridors, especially the
imminent development boom of a large area in
Southwest China.
“Haiphong, Quang Ninh, and their port
clusters are the principal seaport gateway of
this booming region,” Thien said.
The IZ integrated with the seaport exten-
sively affects the region’s economy, society, and
environment. Analysts claim that this type of
economy stands out due to its extensive use of
In addition, the master planning of DEEP
C ensures regional and sector-specific planning
associated with security and defense to maxi-
mize comparative advantages and be compat-
ible with labour resources and environmental
protection while using IZs as the core for form-
ing new urban areas.
Particularly, the location of the seaports in
DEEP C is optimal due to the harmony between
natural and man-made elements, attracting la-
bor sources and people to reside there – a pre-
requisite for forming new urban areas.
Coexisting with the local
communities and environment
In the Asia-Pacific region, logistics and in-
dustrial real estate investments will double over
the next 3-5 years as investors seek to expand
their supply chain market share. According to
JLL’s most recent report on industrial real estate
and logistics, the volume of annual investment
in the logistics sector will increase from $25-30
billion during 2019-2020 to $50-60 billion in the
2023-2025 period.
Vadym Sheronov, managing director of
Royal Haskoning DHV in Vietnam, stated that
investors tend to “seek and pick partnerships
with the same standards for sustainability,
environmental protection, and labour safety”.
According to Sheronov, this creates an edge
for IZs that are geared towards eco-industrial
parks, and DEEP C is a prime example of a park
that successfully attracts investors in the high-
tech industry.
BTPIZ and Nam Tien Phong IZ (NTPIZ), lo-
cated in the Quang Yen coastal economic zone,
are two significant seaport-logistics-industrial
complexes in DEEP C, a key component of the
development paradigm for Quang Ninh. The
seaport infrastructure of DEEP C connects di-
“Over a total length of almost 13km, we will
dredge the river up to -11m CD,” Soenens said.
“This will secure fast and safe sailing between
our port complex and Lach Huyen Seaport in
Haiphong.”
In response to DEEP C’s initiatives and
long-term vision, several reputable interna-
tional transport and storage service providers,
such as BW Industrial, CORE5, and others, have
recently announced new ventures. Soenens be-
lieves that these are the earliest indications of
a prosperous year for both BTPIZ and NTPIZ,
which he predicts will become the next best
investment location in the north with a blend
of industrial services, logistics growth, and port.
“Obviously, this objective would not be
achievable without ongoing local support in
terms of labour supply, land, licensing proce-
dures, administrative reform, and transporta-
tion investment,” Soenens said. “We want to
establish a business community that shares
common sustainable development values by
establishing an eco-industrial park model.”
DEEP C leaders plan to continue to focus
on renewable energy projects, industrial symbi-
osis opportunities, and recycling solutions that
provide environmental, economic, and social
benefits to local communities.

I
n Vietnam, industrial zones (IZs) will require
substantial investment to compete with the
capacity and scale of DEEP C Industrial Zones
when the northeastern province of Quang
Ninh joins Hanoi and the northern port city
of Haiphong to become a key import-export
gateway of the Northern Key Economic Region
by 2030. If Quang Ninh begins constructing
the route from the Dam Nha Mac intersection
to Bac Tien Phong IZ (BIPIZ) by DEEP C in the
fourth quarter of this year, this objective will
likely be reached shortly.
Le Quang Trung, deputy general director of
Vietnam Maritime Corporation’s, visited Quang
Ninh province in early 2023 to discuss the pos-
sibility of cooperation in developing seaport ser-
vices. Infrastructure in Quang Ninh has improved,
but “port and logistics network are unreasona-
ble,” Trung said.
Most seaports adhere to the general model,
the number of container terminals is minimal,
and connectivity is a vulnerability of the Quang
Ninh seaport system.
Trung remarked that Quang Ninh’s prob-
lem is comparable to that of the southern prov-
ince of Ba Ria-Vung Tau more than 10 years ago,
ute between 1.2-1.5 per cent of regional GDP,
marking Quang Ninh on the international and
regional maritime map.
Trung’s words have drawn the interest of
investors and analysts in the context of a steep
decline in port business profits due to low service
prices of approximately $13 per 20-foot container.
Vietnam’s import and export container manage-
ment services are the cheapest in the region, cost-
ing just 80 per cent of Cambodia’s, 70 per cent of
Malaysia’s, and 46 per cent of Singapore’s prices.
However, the Vietnamese market still struggles to
develop park initiatives with seaports.
land and long existence. Particularly, the choice
and preparation of the site for the construction
of the manufacturing facility will adhere to the
optimal principles for terminal construction:
proximity to the main traffic axis, the airport for
product consumption, and the convenience of
providing production services.
According to Quang Ninh and Haiphong au-
thorities, DEEP C is a significant port-logistics-in-
dustrial complex. Development is based on the
regional and local socioeconomic development
plan, tied to the economic growth objectives of
Haiphong and Quang Ninh with domestic eco-
rectly to Lach Huyen Seaport in Haiphong via
the Chanh River route, which is presently under-
going dredging.
This comprehensive development plan will
contribute to reducing inland transport costs,
promoting logistics development in the region,
and improving Quang Ninh’s competitiveness.
Koen Soenens, general sales and marketing
director of DEEP C, stated that its integrated sea-
port facilities would serve vessels with a capac-
ity of up to 50,000DWT, carrying both general
cargo and liquids. The initiative to dredge the
Chanh River is a crucial investment for Quang

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