After a challenging period characterized by global market volatility, Vietnam’s paper industry is entering a new recovery cycle with optimistic signals. Beyond merely restoring production volumes, the industry is undergoing a profound structural overhaul, where sustainable packaging and the circular economy are emerging as the decisive factors for future competitiveness.
Packaging – The Primary Growth Engine According to the Vietnam Pulp and Paper Association (VPPA), the packaging segment currently accounts for the largest share of the industry's total output, exceeding 80%. The recovery of key export sectors such as electronics, footwear, and textiles, alongside the rapid expansion of e-commerce, has provided significant momentum for this segment.
Notably, the global shift from plastic to eco-friendly paper packaging is gaining momentum. Major multinational brands operating in Vietnam increasingly prioritize suppliers capable of producing high-quality recycled packaging. This presents a golden opportunity for domestic enterprises to move up the value chain and integrate more deeply into global supply networks.
The Circular Economy: From Trend to Core Value The circular economy model is now considered the "golden key" for the sustainable development of the paper industry. Given the high recyclability inherent in paper products, optimizing Recovered Paper (RCP) sources allows businesses to reduce their reliance on expensive imported pulp and significantly lower production costs.
Implementing circular models is not only about resource conservation but also a strategic response to carbon emission challenges. Companies are actively investing in closed-loop wastewater treatment systems and low-carbon production technologies. These strategic moves are essential to meet stringent international standards, particularly new environmental regulations in major markets.
Challenges and Green Barriers Despite a clear outlook for recovery, Vietnam’s paper industry faces several hurdles. New regulations such as the EU’s Carbon Border Adjustment Mechanism (CBAM) and Vietnam’s Extended Producer Responsibility (EPR) are setting higher environmental benchmarks. Businesses that are slow to adopt green technologies risk being excluded from the global export market.
Furthermore, the volatility of raw material prices and logistics costs remains a persistent concern. To achieve a breakthrough, experts suggest that enterprises must focus on:
• Modernizing production lines to enhance energy efficiency.
• Establishing professional and efficient wastepaper collection systems.
• Enhancing product quality to meet international certifications (e.g., FSC).
The Vietnamese paper industry is at the threshold of a comprehensive transformation. With the resilience of the packaging segment and a firm commitment to the circular economy, the sector aims not just for recovery but for a long-term vision of becoming a green, sustainable industry. This evolution will play a vital role in supporting the Vietnamese government’s goal of achieving Net Zero by 2050.
Source: https://vlr.vn/nganh-giay-viet-nam-truoc-nguong-hoi-phuc-bao-bi-dan-nhip-tuan-hoan-quyet-dinh-cuoc-choi-25299.html
As global supply chains continue to shift and the air cargo industry enters a new phase of post-pandemic restructuring, Southeast Asia is increasingly positioned as a strategic air logistics hub on the global map
After two hot years driven by e-commerce and disruption in sea freight, the air-cargo market in 2025 is slowing as supply and demand gradually normalize, belly-capacity (passenger-aircraft freight space) recovers and trade policies fluctuate. For Vietnamese companies exporting high-value goods, this is the time to re-calculate the “sea-air mix” to optimize cost, time and shipment certainty.
From January 1, 2025, the FuelEU Maritime regulation officially takes effect, requiring ships to reduce their “well-to-wake” greenhouse gas intensity by 2% compared to the 2020 baseline, with targets rising progressively until 2050. As a result, “green” costs—including scarce alternative fuels, compliance fees, verification expenses, and carbon-related surcharges—are now clearly reflected in the invoices issued by carriers and shippers. FuelEU does not mandate the use of any specific fuel. Instead, it allows operators to choose the optimal combination of solutions—such as blended biofuels, LNG/bio-LNG, wind-assisted propulsion, or operational optimization—as long as the required emission intensity is achieved. In practice, on major European trade lanes, many carriers have already begun introducing separate “Green Compliance Surcharges” rather than incorporating all environmental costs into traditional bunker surcharges.
We wish our valued customers and partners a joyful and happy holiday.
On 23 December 2015, Glotrans Da Nang was officially established under the strategic direction of Glotrans Vietnam, marking an important milestone in expanding our nationwide network across Central Vietnam. From day one, the branch has carried the mission of becoming an efficient logistics gateway, contributing to the enhancement of Glotrans’ nationwide service network.
On the occasion of Vietnamese Teachers’ Day 20/11, Glotrans Vietnam would like to extend our warmest and most respectful greetings to all teachers, trainers, and everyone who tirelessly dedicates themselves to the mission of imparting knowledge.
The shipment of food additives was transported in container No. FCIU3301688 (20’), under B/L MPRSMUM1806, on the voyage from Nhavasheva Port (India) to Dinh Vu Port (Hai Phong, Vietnam) on 29/04/2017.
Company T (Plaintiff – the Insured) entered into an insurance contract with Company B (Defendant – the Insurer). After the insured event occurred, the Insurer alleged that the Insured had violated its obligation to prevent and mitigate losses. The Arbitral Tribunal acknowledged that such an obligation exists but concluded that the Insured did not breach it.
Under the insurance contract, the premium was to be paid in three installments, and in all three, the insured party was late in payment. When a dispute arose, the insurer (Defendant) argued that the insurance contract had terminated before the insured event occurred due to the late premium payment and therefore refused to make an insurance payout. However, the Arbitral Tribunal held a contrary view.
