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| Long Thanh International Airport | |
|---|---|
| Name | Long Thanh International Airport |
| Nativename | Sân bay quốc tế Long Thành |
| Iata | (planned) |
| Icao | (planned) |
| Type | Public |
| Owner | Government of Vietnam |
| Operator | Airports Corporation of Vietnam |
| City-served | Ho Chi Minh City |
| Location | Đồng Nai Province, Long Thành District |
| Opened | (phase 1 planned 2025) |
Long Thanh International Airport is a planned major international aviation hub intended to serve Ho Chi Minh City, Southern Vietnam and the Mekong Delta. Conceived to relieve capacity constraints at Tân Sơn Nhất International Airport, it is positioned as a strategic transport node connecting Southeast Asia, East Asia, and Oceania. The project involves Vietnamese central authorities and international consultants, with phased construction designed to scale to a large capacity.
The airport is located in Long Thành District of Đồng Nai Province, about 40 km east of central Ho Chi Minh City and adjacent to major corridors toward Bà Rịa–Vũng Tàu Province and Bình Dương Province. Master planning documents envisage multiple runways, extensive passenger terminals, air cargo complexes, and aviation support zones. Strategic planning aligns the site with the North–South Expressway, the Bien Hoa–Vung Tau Expressway corridor, and regional nodes such as Phu My Port and the planned Hiep Phuoc Port extensions to form a multimodal logistics cluster.
Early feasibility studies referenced precedents like Incheon International Airport and Kuala Lumpur International Airport. Initial proposals date to the 1990s with formal approvals by the National Assembly of Vietnam in the 2010s. The project passed key milestones under the administration of the Prime Minister of Vietnam and involved international advisers including firms linked to International Civil Aviation Organization guidance and consultants familiar with Airports Council International standards. Parliamentary deliberations considered land acquisition impacts on communities in Long Phước, Bình Sơn Commune, and other localities. Financial structuring discussions referenced models from the Asian Development Bank and sovereign-backed infrastructure projects in Indonesia and Malaysia.
Master plans propose a phased complex inspired by layouts at Heathrow Airport and Changi Airport, with design input referencing China Southern Airlines operational requirements and global hub benchmarks such as Dubai International Airport. The terminal concept emphasizes interchange among international carriers like Vietnam Airlines, Cathay Pacific, Singapore Airlines, Qatar Airways, and potential long-haul operators such as Emirates. Cargo facilities are sized to handle volumes comparable to regional competitors including Hong Kong International Airport and Incheon International Airport. Support infrastructure aligns with standards from the International Air Transport Association and flight procedures coordinated with the Civil Aviation Authority of Vietnam.
Construction is divided into multiple phases, with phase 1 covering a single runway, a passenger terminal aiming for tens of millions of annual passengers, and initial cargo aprons. Subsequent phases would add parallel runways and satellite terminals to reach capacities envisioned by planners. Major contractors and consortium bids have included firms and consortia with experience on projects such as Beijing Daxing International Airport and Istanbul Airport. Funding mechanisms have mixed state budget allocations, public-private partnership proposals invoking models seen in Heathrow Airport Holdings deals, and potential multilateral financing similar to arrangements by the World Bank and Asian Infrastructure Investment Bank.
Operational planning anticipates transfer of long-haul and international services from Tân Sơn Nhất International Airport to permit slot redistribution among carriers including VietJet Air, Jetstar Pacific (now Pacific Airlines), and Bamboo Airways. The airport is positioned to attract hub operations by Vietnam Airlines and serve as a focus city for regional carriers like Thai Airways, Malaysia Airlines, Garuda Indonesia, and Philippine Airlines. Cargo operations aim to serve freight forwarders such as DHL, FedEx, and UPS while supporting agri-exports from the Mekong Delta and manufacturing shipments from industrial parks in Đồng Nai and Bình Dương.
Projections highlight regional economic benefits akin to airport-driven growth observed around Incheon and Singapore Changi, stimulating industrial zones, logistics parks, and tourism flows to destinations like Phu Quoc and Nha Trang. Critics and observers reference resettlement and biodiversity concerns similar to controversies at other large infrastructure sites, invoking studies by Vietnam Union of Science and Technology Associations and environmental assessments aligned with Ramsar Convention considerations for wetland preservation. Mitigation measures proposed include habitat compensation, water management tied to the Dong Nai River basin, and noise contour planning informed by International Civil Aviation Organization guidance.
Planned connectivity includes expressways, dedicated rail links, and bus corridors to integrate with metropolitan transit serving Ho Chi Minh City and neighboring provinces. Proposed rail connections reference high-capacity systems similar to the Airport Rail Link (Bangkok) and concepts from the North–South Railway Corridor modernization plans. Road access ties into national projects like the Ho Chi Minh City–Long Thành–Dầu Giây Expressway and regional logistics arteries serving Cai Mep–Thị Vải Port. Park-and-ride, shuttle, and intercity coach services are anticipated to coordinate with operators including Saigon Passenger Transport Corporation and private express bus firms.
Category:Airports in Vietnam Category:Proposed airports