In the heart of Vietnam’s Central Highlands, two pivotal infrastructure projects are stirring debate, concern, and cautious optimism among residents and officials alike. As the nation pushes forward with its ambitious modernization agenda, the fate of National Highway 14 in Lam Dong province and the proposed North-South high-speed railway through Gia Lai province have become flashpoints—each emblematic of the challenges and opportunities facing Vietnam’s evolving transportation landscape.
Since 2022, a stretch of National Highway 14 between Doc Da and Ho Dai La in Lam Dong has become notorious for frequent accidents, especially at night. According to baogiaothong.vn, vehicles often crash into roadside safety barriers and trees, putting drivers and passengers at considerable risk. Local voters in Nam Gia Nghia ward have repeatedly petitioned authorities to repair the road, insisting that urgent action is needed to prevent further tragedy. Their worries are not unfounded; the carnage on this section has become a grim routine, with lives hanging in the balance every night.
The ownership and responsibility for this problematic stretch, spanning from Km817 to Km887, is complex. The road is currently part of a Build-Operate-Transfer (BOT) project for upgrade and expansion, managed by BOT & BT Duc Long Company. Originally overseen by the People’s Committee of Dak Nong province (now Lam Dong province), the section remains under the investor’s management, exploitation, and maintenance. This arrangement, while intended to streamline improvements, has arguably complicated accountability when urgent repairs are needed.
On September 18, 2025, the Ministry of Construction stepped into the fray, urging the Lam Dong provincial authorities to coordinate with the BOT Duc Long investor. The Ministry’s recommendation was clear: inspect the road, identify solutions, and promptly address safety hazards. This wasn’t just a polite suggestion—it was a call for swift, coordinated action to restore public confidence and safeguard lives.
Backing up its words with action, the Ministry of Construction had already, on August 21, 2025, directed the Vietnam Road Administration to issue Document 4137/CĐBVN-TCGT. This document tasked the Lam Dong Department of Construction and Road Management Area III with checking and supervising the management, maintenance, operation, and traffic safety of the entire project and, crucially, the accident-prone section in question. The government’s intervention signals that the mounting concerns of Lam Dong’s residents are finally being heard at the highest levels.
But if the saga of National Highway 14 is a story of urgent repair and local advocacy, the North-South high-speed railway project passing through Gia Lai province is a tale of grand ambition, meticulous planning, and public consultation—albeit with its own set of anxieties.
With a projected cost of $67 billion, the North-South high-speed railway is one of Vietnam’s most significant infrastructure proposals to date. According to baogiaothong.vn, the project is currently in the consultant selection phase, with feasibility study reports yet to be prepared and no actual surveys of the terrain or affected land completed. The Ministry of Construction recently responded to petitions from Gia Lai voters, who voiced both support and specific concerns for the project’s local impact.
Gia Lai’s voters have been clear: they back the idea of a modern, synchronous high-speed railway that could spur economic and social development. However, they also want the route adjusted—from km 886+000 (old Hoai Son commune) to km 903+500 (old Hoai Hao ward)—to the west, in order to minimize disruption to existing communities, newly completed resettlement areas from the North-South expressway, and cherished cultural-historical sites such as Nga Ba Dinh and the site of the 1961 attack on the old regime headquarters in Hoai Son. The voters also called for robust, synchronized transportation links from Bong Son station to the inner city, the North-South expressway, National Highway 1A, and provincial roads. Their reasoning is straightforward: maximize the efficiency of the massive investment and ensure smooth traffic flow once the railway is operational.
The Ministry of Construction’s response was measured but encouraging. The project, officials noted, is still in its early stages. After selecting consultants, the Ministry will require the investor to direct these experts to conduct detailed surveys of the terrain and land along the proposed route and to consider all local recommendations during the feasibility study process. This approach, if followed diligently, could help balance national ambitions with local realities.
Several heavyweight corporations have already thrown their hats into the ring, submitting investment proposals. These include VinSpeed (a Vingroup subsidiary), Truong Hai Group (THACO), the Mekolor - Great USA joint venture, Thang Long National Construction Joint Stock Company, and the Vietnam Railway Transport Joint Stock Company. The involvement of such major players underscores the scale and perceived importance of the project.
Oversight of the North-South high-speed railway is also robust. The Prime Minister, acting as Head of the National Key Projects Steering Committee for the railway sector, regularly chairs meetings to direct, accelerate progress, and resolve issues. The government’s stated goal is clear: ensure the project is implemented on schedule, with construction expected to begin at the end of 2026.
The railway’s passage through Gia Lai is no small matter. The section runs approximately 115.7 kilometers, passing through 18 communes and wards—from Hoai Nhon Bac ward at the border with Quang Ngai province to Quy Nhon Tay ward at the boundary with Dak Lak province. The project includes two passenger stations: Bong Son station in Hoai Nhon Nam ward and Dieu Tri station in Tuy Phuoc Tay commune. The design also features five freight stations and 23 passenger stations nationwide, promising a transformative impact on the region’s connectivity.
As these two infrastructure stories unfold, they highlight both the promise and the pitfalls of Vietnam’s rapid development. On one hand, the persistent dangers along National Highway 14 are a sobering reminder that even well-intentioned projects can falter without vigilant oversight and responsive management. On the other, the high-speed railway’s careful planning and public engagement show a willingness to learn from past mistakes and strive for inclusive progress.
For residents of Lam Dong and Gia Lai, the stakes are deeply personal. Their daily commutes, livelihoods, and sense of safety hinge on how these projects are managed—and on whether their voices are truly heeded. With government ministries now actively responding and promising concrete action, there’s hope that both roads—literal and figurative—will soon be safer, smoother, and more attuned to the needs of the people they serve.
