Vietnam’s Bold Move: Phasing Out Gasoline Motorcycles and Cars in Hanoi Starting 2026
- John Melendez
- Sep 19
- 6 min read
Updated: Sep 9
Introduction: A Cleaner Future for Vietnam’s Capital
Hanoi, Vietnam’s vibrant capital, is set to transform its streets with a groundbreaking ban on gasoline-powered motorcycles starting July 2026, followed by cars in later phases. This ambitious policy, driven by Directive 20/CT-TTg, aims to curb air pollution and promote electric vehicles (EVs). With millions of vehicles on the road, what does this mean for residents, businesses, and travelers?
The Air Pollution Crisis in Hanoi
Hanoi’s air quality often ranks among the world’s worst, with smog blanketing the city and air quality indices (AQI) hitting “very poor” levels (115–165) in late 2024 and early 2025. Motorcycles, numbering around 6.9 million in Hanoi (6.4 million gasoline-powered), are a major culprit, pumping out nitrogen dioxide and fine particles. The World Health Organization links over 60,000 annual deaths in Vietnam to air pollution. The government sees this ban as a critical step toward cleaner air and meeting net-zero emissions goals by 2050.
Directive 20/CT-TTg: The Roadmap to Green Transportation
Issued by Prime Minister Pham Minh Chinh on July 12, 2025, Directive 20/CT-TTg outlines a phased approach to eliminate fossil-fuel vehicles in Hanoi’s urban core. Starting July 1, 2026, gasoline-powered motorcycles and mopeds will be banned within Ring Road 1, encircling central districts like Hoan Kiem and Ba Dinh. By January 2028, the ban extends to Ring Road 2, including restrictions on gasoline cars. By 2030, Ring Road 3 will follow, with a national goal to phase out all gasoline two-wheelers by 2045. Other cities like Ho Chi Minh City and Da Nang are exploring similar measures, with proposals due by mid-2025.
The directive also mandates low-emission zones (LEZs) by Q3 2025, stricter emission standards (Level 4 for cars by 2026, Level 5 by 2030), and enhanced public transport. Hanoi aims to convert 100% of its buses to electric or green energy by 2030, alongside building charging stations in parking lots and residential areas.
Why Motorcycles? The Backbone of Hanoi’s Mobility
Motorcycles are the lifeblood of Hanoi, supporting 73% of transport needs for its 8.7 million residents. They power daily commutes, ride-hailing services like Grab, and delivery jobs. With 72 million motorcycles nationwide, Vietnam’s reliance on two-wheelers is unmatched. However, their contribution to pollution—especially in high-traffic areas like the Old Quarter—has pushed the government to act. Electric scooters, led by companies like VinFast (160,000 sold by early 2024) and Selex Motors, currently hold just 5% of the market, making the transition a monumental task.
The Phased Approach: How the Ban Will Unfold
Phase 1: July 2026 – Ring Road 1
The ban begins within Ring Road 1, a 7.2-km loop through Hanoi’s bustling core, including streets like Tran Quang Khai and Le Duan. This area, home to tourist hubs and business districts, suffers from dense traffic and high emissions. Gasoline motorcycles will be prohibited, pushing residents toward electric alternatives or public transport.
Phase 2: January 2028 – Ring Road 2 and Cars
By 2028, the ban expands to Ring Road 2, covering more urban areas. Gasoline and diesel cars will face restrictions, such as higher fees or limited access zones, signaling a shift toward EVs. This phase aligns with stricter emission standards for vehicles manufactured post-2022.
Phase 3: 2030 and Beyond – Ring Road 3 and Nationwide Goals
By 2030, Ring Road 3, connecting Hanoi’s outer suburbs, will see similar restrictions. The long-term vision is a nationwide phase-out of gasoline two-wheelers by 2045, with 30% of cars and 22% of motorcycles electric by 2030. The Ministry of Transport is driving this with incentives like tax breaks and EV subsidies.
Challenges: Infrastructure, Costs, and Livelihoods
The transition faces significant hurdles. Hanoi’s public transport system meets only 20% of demand, leaving many reliant on personal vehicles. Electric scooters cost around $700–$1,000, a steep price for low-income residents, despite proposed subsidies of 3–5 million VND ($114–$191) and waived registration fees. Charging infrastructure is another concern—residents like Nguyen Van Hung, a Grab driver, question the availability of public charging stations. Experts warn of potential grid strain and “gas bike dumping” in rural areas, where older vehicles may be sold or abandoned, shifting pollution elsewhere.
Nguyen Khac Giang, a researcher at Singapore’s ISEAS-Yusof Ishak Institute, calls the timeline “rushed,” citing insufficient charging points and an unstable electricity supply in northern Vietnam. Kho’o’ng Kim Tao, former Deputy Chief of the National Traffic Safety Committee, emphasizes motorcycles’ role in economic activity, particularly for delivery and ride-hailing workers. Without robust public transport or affordable EVs, the ban could disrupt livelihoods.
Opportunities: A Booming Electric Vehicle Market
Despite challenges, the ban is spurring growth in Vietnam’s EV sector. VinFast, a homegrown leader, has built an ecosystem of charging stations and battery-swapping networks. Selex Motors is expanding its battery-swap stations, appealing to delivery drivers. The government is offering financial incentives, including tax exemptions and subsidies, to boost EV adoption. Car rental agencies like GetRentacar.com are integrating electric models, catering to eco-conscious travelers. By 2030, Hanoi aims to have a comprehensive network of charging stations in public parking lots, malls, and residential areas.
International models offer inspiration. Shenzhen and Shanghai transitioned to electric buses and scooters through heavy investment in public transport and EV incentives. London and Paris use economic disincentives like high taxes on fossil-fuel vehicles. Nguyen Manh Thang, Director of WhatCar Vietnam, notes that Hanoi’s unique layout and motorcycle dependency require tailored solutions, but the global shift toward EVs provides a roadmap.
Public Reaction: Support and Skepticism
Public sentiment is mixed. Many residents support the environmental goals, recognizing Hanoi’s smog as a health crisis. Social media posts on X reflect excitement about cleaner air but also skepticism about the timeline. One user remarked, “Pollution in Hanoi is alarming, but where are the charging stations?” Another compared Vietnam’s lag to Thailand’s stalled EV policies, urging faster infrastructure development. Delivery drivers and small business owners worry about the financial burden of switching to EVs, with some calling the subsidies insufficient.
Dr. Hoang Duong Tung, Chairman of the Vietnam Clean Air Network, praises the directive as a “necessary determination” but stresses the need for better public transport and charging infrastructure. Vice Chairman Nguyen Cong Hung of the Vietnam Automobile Transportation Association suggests classifying vehicles by manufacturing year to ease the transition, avoiding disruption for those reliant on older models.
Impact on Travelers and Tourism
For tourists, the ban reshapes how to explore Hanoi’s Old Quarter and cultural landmarks. Starting in 2026, visitors within Ring Road 1 can opt for electric motorbike rentals ($5–$10 daily), electric buses ($1–$2), or cyclo tours ($10–$20). Companies like Go Vietnam Tours are offering EV-compliant itineraries, including countryside trips to places like Bat Trang Ceramic Village, outside the ban zone. The shift could enhance Hanoi’s appeal as a sustainable destination, reducing noise and smog in tourist-heavy areas.
Broader Environmental Goals
Directive 20 goes beyond vehicles. It includes stricter pollution enforcement, real-time monitoring at factories, and a pilot ban on single-use plastics in Hanoi’s restaurants and cafes by Q4 2025. Polluting facilities face penalties like utility shutoffs or lower credit scores. These measures align with Vietnam’s socioeconomic strategy, treating environmental protection as a pillar alongside economic growth.
What’s Next for Vietnam’s Green Transition?
Hanoi’s steering committee is tasked with finalizing low-emission zone plans by Q3 2025 and launching awareness campaigns to prepare residents. Ho Chi Minh City may follow with similar restrictions, with proposals due by July 2025. The Ministry of Construction’s draft regulations aim to enforce strict fuel consumption standards (4.83 liters/100 km by 2030), potentially phasing out 96% of current gasoline car models unless manufacturers adapt.
The success of this transition hinges on infrastructure investment, public buy-in, and support for vulnerable groups. If Hanoi can balance these, it could set a model for Southeast Asia, much like China’s urban EV bans. For now, the city is gearing up for a cleaner, quieter future—one electric scooter at a time.
Remember: Ride safe. Ride far. Be Considerate. And have Fun!
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