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
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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
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Urban Transport and Climate Policy in Vietnam and Hanoi
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•
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Strong growing economy
relatively low but rapidly increasing emission levels
4th 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
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Agenda Setting and Policy Making in Vietnam
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Political institutions are centrally organised.
Awareness is high in central institutions
Example: Vietnam Green Growth Strategy
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National action plan to respond to climate change
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Names among others:
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development of public transportation,
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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
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Traffic Situation in Hanoi
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•
•
•
•
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Motorcycle dependent city
High utilisation of existing
infrastructure
Many trips per person and day
Short distances (inner city)
Low speeds
Many starts and stops
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Characteristics of Motorcycle Dependent Cities
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Adverse Effects of Large Vehicles
Source: Nguyen, TU Darmstadt, unpublished
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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
Source: Nguyen, TU Darmstadt, unpublished
•
Green time should not be too long to avoid the capacity dropping.
•
Green wave is not applicable.
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Possible developments for emerging cities
Source: modified from NIES 2013
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Ranking of the ten most favoured traffic management
measures by Vietnamese experts
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Ranking of the ten most favoured traffic management
measures by Vietnamese experts
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Ranking of the ten most favoured traffic management
measures by Vietnamese experts
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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
Approaches
AVOID
SHIFT
IMPROVE
Instruments
Regulatory
Development of
Infrastructure for
Multimodal Use
Transit Oriented
Parking Restrictions
Development (TOD)
/ Metering
Informational
Influencing Lifestyle
Dynamic Guidance
and Routing
Spatial
differentiated
Subsidies
Tolling / Taxing
Technological
Economic
Source:WCTRS et al. 2004, slightly modified
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E-Commerce
Development of
Signal Coordination
Restrictions on
Registration
Dynamic Guidance
and Routing
Reduced Parking
Fees for low
Emission Vehicles
Restrictions and Privileges
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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.
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Restrictions and Privileges
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Energy efficient modes and vehicle technologies
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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
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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.
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Marginal Health Benefit per Distance Travelled by Bike
optimal air quality
1
0
0 km
-1
17
2 km
4 km
6 km
8 km
10 km
12 km
14 km
Marginal Health Benefit per Distance Travelled by Bike
optimal air quality
air quality within street canyons
1
0
0 km
-1
18
2 km
4 km
6 km
8 km
10 km
12 km
14 km
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.
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Traffic Viewer Expert
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Traffic Viewer Expert – Route Monitoring
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