Across Hanoi, a quiet but determined transformation is underway as apartment complexes, automakers, and infrastructure investors gear up for Vietnam’s electric vehicle (EV) future. The shift, once seen as a distant possibility, has become an urgent reality, spurred by new government mandates and a growing public appetite for cleaner, greener transportation. Yet, as the city’s high-rises and urban streets brace for an influx of electric cars and motorbikes, questions about readiness, safety, and infrastructure abound.
In the heart of the capital, the Nam Do Complex stands as a microcosm of this evolving landscape. With 864 apartments and two sprawling basement parking levels, the complex currently accommodates around 200 cars and a staggering 2,000 motorbikes. Among these, about 80 are already electric motorbikes or bicycles—a number that’s expected to skyrocket in the coming years. To get ahead of the curve, the building’s management has carved out a dedicated space near the basement entrance for electric vehicles, complete with charging stations and 24-hour security. It’s a small but significant step toward a future where electric vehicles dominate Hanoi’s roads.
“The convenience is great—the building ensures we have a dedicated charging area,” said resident Nguyen Hong Van, who has already made the switch to an electric motorbike. “If there’s any problem, there’s always someone at the office to help.”
But convenience is only part of the equation. The real pressure comes from a government directive that, starting July 1, 2026, will ban gasoline-powered motorcycles and cars from circulating within Hanoi’s Ring Road 1 area. For many residents of complexes like Nam Do, this means electric vehicles will soon be the only viable option for daily commuting. That, in turn, could see the number of electric vehicles at a single complex soar from 80 to as many as 2,000—a logistical and safety challenge that few buildings are fully prepared to handle.
“We know from the media that demand for electric vehicles is about to surge,” said Vo Thanh Son, head of the Nam Do Complex management board. “We want clear, detailed regulations from the government and the city. That way, we can make sure everything is done properly and, most importantly, safely—especially when it comes to fire prevention and electrical capacity.”
It’s a sentiment echoed by property managers and real estate investors across Hanoi. According to CBRE Vietnam, many developers are already rethinking building designs and operational procedures to accommodate the coming wave of electric vehicles. “We can look to other countries in the region, where there are clear standards,” said Nguyen Hoai An, senior director at CBRE Vietnam’s Hanoi branch. “For example, there are rules about how much space in a parking garage can be set aside for electric cars, and what safety features need to be in place—like reinforced charging areas and fire containment measures. These are the kinds of solutions we’re starting to calculate with our partners and clients.”
The urgency is not just about compliance. The transition from gasoline to electric vehicles is now widely seen as essential for building the green, clean, and smart cities that Vietnam’s urban planners envision. Residents and building managers are adapting, but they’re also looking for leadership and clarity from regulators. Without clear, unified guidelines on everything from charging station placement and safety standards to electrical load capacity and fire prevention, the risk is that well-intentioned efforts could fall short—or worse, lead to accidents.
While apartment complexes scramble to adapt their infrastructure, a parallel revolution is taking place on Vietnam’s roads and in its corporate boardrooms. The lack of public charging infrastructure has long been one of the biggest barriers to widespread EV adoption in Vietnam. For years, VinFast—a homegrown automaker—was almost alone in its commitment to building a nationwide charging network. Its V-GREEN system already boasts around 150,000 charging ports across the country, with capacities ranging from standard AC 11 kW to ultra-fast 250 kW. The company’s goal is nothing short of ambitious: 500,000 charging ports within three years, backed by an investment of about 10,000 billion VND.
Foreign automakers, meanwhile, initially took a more cautious approach. Brands like BYD, GAC Aion, Wuling, and MG chose to keep costs down by installing chargers only at dealerships or partnering with private firms like Eboost, EV One, EverCharge, and others. These smaller networks, while useful, paled in comparison to VinFast’s sprawling ambitions. But the tide has turned. In just the past year, many automakers have begun to view charging infrastructure not as an afterthought, but as a strategic imperative.
TMT Motors, the distributor for Wuling, has announced plans to build 30,000 CCS2-standard charging stations nationwide by 2030. Omoda and Jaecoo, both under the Chery group, are working with EVG and Charge+ to develop fast-charging systems (30-360 kW) managed through smartphone apps. Geely, launching its EX5 model, is rolling out 50 charging stations in major cities and key traffic corridors, aiming for completion by September 2025. Thaco Auto is prioritizing investment in fast DC charging stations in major hubs like Hanoi, Ho Chi Minh City, Da Nang, and Can Tho. Charge+ itself has set a target of 5,000 charging points across Vietnam by 2030 and is collaborating with Porsche and BYD to expand DC fast-charging networks in 17 provinces by 2027.
This flurry of investment is helping Vietnam’s public charging market break free from the classic “chicken and egg” dilemma: consumers hesitate to buy electric vehicles because charging stations are scarce, and companies hesitate to build charging stations because there aren’t enough electric vehicles on the road. As more players get involved, the hope is that this cycle will finally be broken, accelerating the country’s shift to clean mobility.
Still, experts caution that the road ahead is not without obstacles. The new infrastructure is very much in its infancy, and it will take time for ambitious investment pledges to materialize into reliable, accessible charging networks. Past experience with half-hearted projects has shown that a lack of coordination can lead to delays or even abandoned initiatives. Compatibility between different charging standards, the openness of networks to multiple brands, and the pricing of charging services all remain unresolved issues that could directly affect user experience and the overall appeal of electric vehicles.
For now, Vietnam stands at a pivotal moment. The capital’s apartment complexes are making bold moves, automakers and investors are racing to expand charging networks, and the government’s regulatory push is setting the stage for a cleaner, more sustainable future. But the success of this transition will hinge not just on ambition, but on the ability of all stakeholders—public and private, local and foreign—to work together, set clear standards, and keep the needs of ordinary citizens front and center. The coming years will reveal whether Hanoi, and Vietnam at large, can truly lead the electric vehicle revolution in Southeast Asia.