Hanoi faces uphill battle in phasing out gasoline motorbikes by 2026

On Prime Minister Pham Minh Chinh's orders, the gasoline-powered motorbikes will be banned from July 2026 in the area within Ring Road 1, or most of the capital's downtown areas.

From Jan. 1, 2028, private fossil-fueled cars will also be prohibited and this time also within Ring Road 2.

By 2030 the ban will extend to all personal fossil-fueled vehicles within Ring Road 3, the outermost of the three concentric roads.

The city has over 9.2 million vehicles.

They include 1.1 million cars and 6.9 million motorbikes registered locally and 1.2 million vehicles entering regularly from other provinces.

Of the registered motorbikes, 5.6 million run on gasoline, while the remaining 1.3 million are electric.

Gasoline motorbikes remain the primary mode of transport for inner-city residents, especially where narrow alleys and cramped housing predominate.

With an average of two gasoline bikes per household, at least 450,000 bikes are in daily use, the city government has estimated.

Traffic jam in downtown Hanoi. Photo by VnExpress/Ngoc Thanh

Hanoi's population is expected to continue rising. By 2025, the city is projected to have around 7 million motorbikes and 1.3 million cars; by 2030, the numbers are expected to reach 7.5 million motorbikes and 1.5 million cars.

Dao Ngoc Nghiem, vice president of the Vietnam Urban Planning and Development Association, said eliminating gasoline motorbikes presents a difficult challenge for Hanoi due to its high population.

"How will people get around when public transport currently only meets one-fifth of demand?"

While Hanoi has invested in expanding and upgrading its public transport network, it has yet to meet its master plan targets.

Construction delays have been plaguing its metro rail works.

It had planned to build nine metro lines in 2011–20, but only the Cat Linh–Ha Dong route has been fully completed.

It has been carrying 32,900 a day on average, adding up to 36.8 million over the nearly four years since its completion.

The Nhon–Hanoi Station route is partially complete, with the elevated section up and running last August and the underground part still under construction.

The remaining lines are still under study or preparation for investment.

As a result the metro meets just 1–2% of the daily commute demand.

Buses remain the main mode of public transport with 153 routes being in operation, covering 3,850 km.

Passengers ride the Nhon - Hanoi Station metro. Photo by VnExpress/Giang Huy

In 2024 buses transported more than 227.6 million passengers, and the number is expected to rise to 240–250 million this year, or over 650,000 per day.

But even this translated to only 14% of total travel demand last year, according to the Department of Transport.

Overall, public transport only carries 19% of daily commuters, with the rest traveling by private vehicles.

The master plan envisages public transport meeting 35–40% of demand by 2030, meaning most people will still rely on private vehicles for long into the future.

Lack of space for parking, lots

Banning gasoline motorbikes from July 2026 would mean people have to park their vehicles outside Ring Road 1 if they are coming from beyond it and switch to another form of transport to continue their journey.

But Ring Road 1 has among the highest construction densities in the city, leaving little vacant land for new parking lots.

Hanoi was supposed to have 1,620 parking facilities under a plan already approved, but has only 72 in use. Another 61 are in the process of getting ready but face obstacles related to site clearance or investment or both, according to the transport department.

The space available for parking vehicles is only 0.16% of urban land, far below the 3–4% planned.

Most private vehicles are parked in apartment lots or private homes or informal parking spots on roads, sidewalks, school yards, office courtyards, or vacant plots.

Limited EV charging infrastructure

The elimination of gasoline vehicles will increase the demand for electric motorbikes and cars, but there is a woeful lack of infrastructure for charging.

Most people live in narrow alleys, tube houses or old apartment buildings with no fixed parking or separate electricity systems for safe charging.

Many therefore resort to unsafe, unmanaged home charging.

Some EV manufacturers have invested in public charging stations and even offer free charging for their vehicles, but they are not compatible across brands, making shared use difficult.

Crucially, there is no national standard yet for electric motorbike charging stations.

Nguyen Van Thanh, former chairman of the Vietnam Automobile Transport Association, said the city should build public charging stations at gas stations, parking lots, residential areas, and malls that support multiple vehicle brands to prevent monopolies and ensure convenience.

He also called for safety regulations for charging in residential places and proper guidance to prevent fire hazards.

The city and manufacturers should also establish systems to collect and dispose of expired batteries, he said.

Besides these logistical challenges, switching from gasoline motorbikes also poses a financial burden, especially for low-income people. In 2024 Hanoi's average per capita income was VND163.5 million (US$6,250), while a branded electric motorbike typically costs VND30-50 million.

To address this issue, Thanh suggested the city conduct a survey to categorize the existing gasoline motorbikes by age and condition to develop targeted support packages.

The city should offer subsidies, low-interest loans or transportation grants to poor and working people, he said.

The support could include partial financial aid for vehicle replacement or travel expenses, he said, adding EV manufacturers should offer trade-in programs and discounts for lower-income buyers.