Marc Lüke, Quang Son Le, Matias Ruiz Lorbacher, Carolin Pleines, Stefan Groer, Leif Fornauf FINDING AND ADOPTING APPROPRIATE MEASURES FOR CLIMATE-FRIENDLY URBAN TRANSPORT POLICY: THE CASE OF HANOI, VIETNAM 1
REMON - Real Time Monitoring of Urban Transport - Solutions for Transport Management and Urban Development in Hanoi Key Objective Reduction of emissions as well as the reduction of energy consumption within the urban transport sector in Hanoi 2
Urban Transport and Climate Policy in Vietnam and Hanoi Strong growing economy relatively low but rapidly increasing emission levels 4 th highest increase in GHG emissions in the world from 1990 to 2008 Incentives for cities to take action against climate change are generally low, but: high vulnerability of Vietnam and its cities dependency on international funding 3
Agenda Setting and Policy Making in Vietnam Political institutions are centrally organised. Awareness is high in central institutions Example: Vietnam Green Growth Strategy National action plan to respond to climate change Names among others: development of public transportation, introduction of low carbon fuels, control of the number of motorised vehicles in urban areas But on local level: Low awareness Political institution for climate change is missing Strongly limited financial and personnel resources Weak and vulnerable implementation 4
Traffic Situation in Hanoi Motorcycle dependent city High utilisation of existing infrastructure Many trips per person and day Short distances (inner city) Low speeds Many starts and stops 5
Characteristics of Motorcycle Dependent Cities 6
Adverse Effects of Large Vehicles 7 Source: Nguyen, TU Darmstadt, unpublished
Capacity Dropping Phenomenon Vehicles near the stop line tend to stand close together due the social force Vehicles far from the stop line tend to make larger gap due to smaller social force Green time should not be too long to avoid the capacity dropping. Green wave is not applicable. 8 Source: Nguyen, TU Darmstadt, unpublished
Possible developments for emerging cities Source: modified from NIES 2013 9
Ranking of the ten most favoured traffic management measures by Vietnamese experts 10
Ranking of the ten most favoured traffic management measures by Vietnamese experts 11
Ranking of the ten most favoured traffic management measures by Vietnamese experts 12
Tailoring Measures for Hanoi s Requirements General requirements for measures: applicable in the short term consideration of political and economic conditions and the current traffic situation, e.g.: Willingness to introduce regulatory and economic measures Ability to utilise existing informational channels Source:WCTRS et al. 2004, slightly modified 13 Approaches Instruments Technological Regulatory Informational Economic AVOID SHIFT IMPROVE E-Commerce Transit Oriented Development (TOD) Influencing Lifestyle Spatial differentiated Subsidies Development of Infrastructure for Multimodal Use Parking Restrictions / Metering Dynamic Guidance and Routing Tolling / Taxing Development of Signal Coordination Restrictions on Registration Dynamic Guidance and Routing Reduced Parking Fees for low Emission Vehicles
Restrictions and Privileges Restrictions for parking and/or access for carbon intensive vehicles Provision of privileges for climate friendly modes Give a nudge to a favoured development in direction of environmentally friendly transportation. Dedicate advantageous parking lots to energy efficient vehicles. If advantages are valued by a majority of the population, less enforcement from the government may be needed. 14
Restrictions and Privileges 15
Energy efficient modes and vehicle technologies High utilisation of road infrastructure due to smaller sized motorcycles and a mixed traffic flow. Further reduction in weight and size of vehicles still possible Smart storing solutions High energy efficiency Traffic flows with low speeds, many starts and stops and much idling are ideal for electric drives Transition phase and accompanying measures E-Bikes are often seen as vehicles for the poor Change in mind has to be achieved Low entrance hurdles are imporant Current low driving speeds and the high share of motorbikes may even enable a mixed use of the existing infrastructure with pedelecs. 16
Marginal Health Benefit per Distance Travelled by Bike 1 optimal air quality 0 0 km 2 km 4 km 6 km 8 km 10 km 12 km 14 km -1 17
Marginal Health Benefit per Distance Travelled by Bike 1 optimal air quality air quality within street canyons 0 0 km 2 km 4 km 6 km 8 km 10 km 12 km 14 km -1 18
Conclusions High potential for a climate-friendly development in Hanoi A simple transfer of best practices from developed cities cannot apply. In the sense of incrementalism, Hanoi will have to find and adapt its own practices. Strengthening of self-organizing traffic flows wherever possible could free up resources to focus on efficient public transport and/or ITS in specific corridors and specifically for connection. Measures in the transport sector have to be accompanied by efforts in other fields. Need to start self-enforcing processes and raise consciousness among Hanoi s population. If Hanoi is able and willing to introduce measures that make use of the existing habits and possibilities, it seems feasible to take a shortcut and reach the vision of a low carbon society even before cities in developed countries can achieve those goals. 19
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Traffic Viewer Expert 22
Traffic Viewer Expert Route Monitoring 23