With the identified targets and content as well as advantages, difficulties, and challenges, the Master Planning on development of Vietnam’s seaport system in the period of 2021 - 2030, with a vision toward 2050 (amended under Decision 442/QĐ-TTg dated 22 May 2024 by the Prime Minister) has been introduced together with the following basic solutions.

First, focusing on completing mechanisms and policies for the maritime sector, with a view to encouraging investments including private ones in seaport infrastructures and developing maritime transport and services. Seaport management models should continue to be researched, proposed, and applied properly, with emphasis placed on adopting open policies in Lach Huyen and Cai Mep - Thi Vai seaports, building Can Gio into a large-scale international transshipment seaport, and gradually developing Van Phong international transshipment seaport (Khanh Hoa province) to exploit its natural and geographical conditions. Policies on prices and costs at seaports should be researched and perfected to raise the effectiveness of investment and attract more international shipping lines and cargoes.

Second, regarding investment promotion, mechanisms and conditions should continue to be completed to mobilise both foreign and domestic resources for seaport infrastructural development. Due attention should be paid to institutionalising solutions to decentralise the mobilisation of resources. Besides, seaport land and water as well as revenues from the lease of seaport infrastructures invested by public funding should be exploited. Organisations and enterprises from all economic sectors should be encouraged to invest in and exploit seaports.

Third, with reference to environmental, scientific, and technological work, it is necessary to apply digital technology and transformation to building, managing, and exploiting seaports in accordance with the 4^th industrial revolution and green seaport criteria.

Fourth, concerning human resources development, importance should be attached to training and attracting high-calibre human resources, especially those in charge of managing and exploiting seaport infrastructures. The training and cultivation of human resources for seaport management and exploitation should be ordered under a proper mechanism.

Fifth, in international cooperation, it is necessary to promote both foreign and domestic investment via preferential policies. Regional and international agreements on the sea to which Vietnam is a signatory should be well implemented; it is important to consider the joining of other relevant international agreements. Cooperation should be encouraged to take advantage of support from international partners and organisations in human resources development, environment protection, natural disaster prevention and control, and climate change adaptation.

Sixth, with respect to the implementation and supervision of the Master Planning, great value should be attached to stepping up the work of coordinating, inspecting, supervising, and implementing the Master Planning, guaranteeing the approved capacity, scale, and road map of each seaport, maintaining synchronicity between seaports and relevant infrastructures. Researches into solutions on effectively exploiting seaport infrastructures and enabling large-tonnage ships to come into and leave seaports favourably on the basis of maritime safety and security should be encouraged.

With those above-mentioned solutions, in the upcoming time, the system of our seaports will be developed in a synchronous, modern manner on a par with the region and the world to become a pillar of the maritime economy and contribute to turning Vietnam into a marine powerhouse that can get rich from the sea.

CAO VUONG