|
|
|
City profile: hai phong
Viet Nam’s Nationally Determined Contribution: Vietnam is committed to a 8% to 25% (conditional) reduction of emission intensity per unit of GDP by 2030
With a population of 1.96 million (2015), Hai Phong is the third largest city in Vietnam. The city plays a critical role within the region owing to its strategic location within the Red River Delta and along the coast of the South China Sea, as well as its proximity to the capital city of Hanoi, situated 100 km to the east. The Port of Hai Phong is the largest container port in northern Vietnam, which has resulted in the city becoming one of the largest marine distribution centres with a concentration of multiple large-scale manufacturing, industrial complexes and international free-trade zones. From the perspective of low-carbon urban development, Hai Phong’s local governmental policies are connected with corresponding national strategies. Three of these policies are especially important. The first one is the National Green Growth Strategy (2012) which aims at a 30% GHG emission reduction by 2030. Based on this policy, the city has framed its own Green Growth Strategy Action Plan (2014). Along with the intent of achieving low-carbon growth for urban and industrial areas, this plan also aims at developing Hai Phong as a ‘Green Port City’. The second major policy document is the National Socio-economic Development Plan (SEDP). Based on the SEDP’s directives, the local department for planning and investment (DPI) prepares the city’s five-year master plans (the current one being for the 2016-2020 period). The plan sets targets for GDP growth, poverty reduction, industrial production, taxation and public expenditure. Thirdly, Hai Phong also adheres to a spatial master plan prepared at the national level by the MOT, which guides the city’s urban planning and port development projects. For effective implementation of these multiple plans, it is essential that the local government builds synergies between diverse actions and facilitates coordination among all line agencies. Hai Phong’s sectoral challenges and solutions which align with the city’s ‘green growth’ plans are outlined below: Energy: Hai Phong’s electricity consumption is set to triple by 2020 compared to 2013 levels (OECD, 2016). As a result, the city faces the challenge of supplying a growing demand for power, especially for the industrial and construction sectors, through sustainable sources. This is being addressed by promoting solar water heaters, incentivising solar-panel sales and using solar energy for street-lighting. Transport: Similar to with all other Vietnamese cities, the dependence on motorcycles is extremely high in Hai Phong. 78% of households own a motorbike (2014) and the mode accounted for over two-thirds of total trips (OECD, 2016). To address the present lack of efficient public transport, the city could invest in strengthening the existing bus network. The city also has a proposal of introducing 220 electric buses, which is yet to be implemented. Waste: Hai Phong produces significantly higher solid waste per person at 475 kg annually compared to megacities such as Bangkok (640) or Hong Kong (490). Also, the city’s future urban waste generation is likely to increase given the high rate of urbanisation (OECD, 2018). Hai Phong’s solid waste generation is estimated to grow fourfold by 2025 (OECD, 2016). This is particularly alarming, since a significant portion of the city’s waste is of hazardous type released by the industrial sector. Although the ‘Class I’ cities in Vietnam, including Hai Phong, have a high rate of waste treatment at 87%, the system could further benefit from waste-to-energy conversion plants and recycling facilities. |
|
|
|
|
|
|
|
|
This workshop focused on implementation action in Southeast Asia of the Paris Agreement in the context of the New Urban Agenda and the Sustainable Development Goals. The Urban Pathways project will work closely with the cities and follow a structured approach to boost Low Carbon Plans for urban mobility, energy and waste management services that deliver on the Paris Agreement and the New Urban Agenda. The project will work on concrete steps towards a maximum impact with regards to the contribution of urban basic services (mobility, energy and waste management) in cities to global climate change mitigation efforts and sustainable and inclusive urban development.
|
|
|
City-to-city partnerships
The partner cities will be supported by exchanging ideas with their peers in other cities who have developed successful urban mobility, energy and resource management solutions. This will focus on the story behind the success on governance, finance and regulatory issues.
|
|
|
regional replication
Implementation is the main focus of the project. As result of the structured process of the project we will identify feasible urban energy, mobility and resources management options in our partner cities. We work closely with development bank partners and financing sources, such as the Green Climate Fund towards assessments of the feasibility of concrete implementation projects. |
|
|
Country overview
Vietnam has a population of 93.5 million (2015) and is located in Southeast Asia between the Mekong River Delta to the south, the Red River Delta to the north and the South China Sea to the east. Between the period of 1980-2015, Vietnam’s rate of population growth in rural areas significantly declined to near zero, while the resultant migration has led to rapid urbanisation across all major cities. Although the country’s current level of urbanisation is low at around 35.7%, it is projected that urban areas would accommodate over half of the country’s population by 2045 (Vietnam Habitat III National Report, 2016). While one-third of the current urban population is presently concentrated in the two largest metropolitan regions of Hanoi and Ho Chi Minh City, Vietnam’s secondary tier of the next three largest cities, namely, Can Tho, Hai Phong and Da Nang, is also deemed critical in addressing the future challenges of low-carbon growth. Vietnam’s economic transition to a lower-middle income country is achieved through intensive policy reforms which shifted a centrally-planned economy to a market-driven one and led to greater agricultural yields, manufacturing output and foreign investments. In 2016, Vietnam’s GDP was 202.62 billion USD, while the GDP per capita was 2,060 USD in 2016 (World Bank, n.d.). Vietnam currently contributes 0.6% of the world’s total greenhouse gases (GHG) emissions and ranks 27th globally in terms of GHG emissions (Vietnamnet, 2017). For the period of 1990-2014, the country’s cumulative GHG emissions were 252 MtCO2e. During the same period, GHG emissions for energy (electricity sub-sector) were 50 metric tons, for transport: 31.9 metric tons and waste: 9.4 metric tons (WRI-CAIT, n.d.). Energy Vietnam’s energy sector is the largest contributor to its GHG emissions, accounting for over half of the country’s total emissions. Energy generation is characterised by high reliance on fossil-fuel sources, with coal and oil each accounting for one-third of the current energy mix. The National Government considers coal-fired power generation to be essential for energy security, which is projected to account for half of the energy mix by 2030. Moreover, the nationwide demand for electricity is estimated to increase four-fold by 2030, driven by the present and future high rates of both economic development and urbanisation. With such forecasts, the promotion and rapid implementation of energy efficiency and renewal energy-related measures is essential for Vietnam to achieve its INDC targets. Transportation Vietnam has the highest per capita ownership of motorcycles in the world, with motorbikes accounting for 96% of the country’s total number of vehicles. In urban areas, motorcycles are the most preferred choice for mobility because of its low relative price as well as lack of reliable public transportation. Furthermore, given the rapid economic development of the country, there has been a steep growth of car-ownership. Car-sales in Vietnam have recorded an annual growth of 39% since 2012, which is one of the highest in the region. Vietnam’s high dependence on private motorised vehicles powered by fossil fuels has resulted in negative consequences in three critical transport-related attributes – (a) GHG emissions: Transport presently accounts for 12.7% of the total GHG emissions of Vietnam (WRI – CAIT, n.d.); (b) Air quality: Air pollution in urban areas, particularly, Particulate Matter concentration, is significantly higher compared to other Asian cities (OECD, 2018); and (c) Road Safety: Vietnam registered one of the highest rates of traffic-related fatalities in Southeast Asia at 25 deaths per 100,000 inhabitants, a majority of which involved motorcycle riders. Waste management Vietnamese cities have significantly high rates of solid waste generation compared to other Asian cities, which is also the case of Hai Phong. Comparatively, the current waste management capacities are insufficient with only 60% of the total urban solid waste generated nationwide being recycled or treated in sanitary land-fills. According to the MONRE, out of the 98 open landfill sites operational in urban areas, only 16 are scientifically considered hygienic. The waste sector also accounts for 6% of the country’s total GHG emissions. In the past decade, the National Government has issued three successive decisions, approved by the Prime Minister, that serve as policies for governing solid waste management. These comprise of – (a) The 2008 Decision which outlined a plan up to 2020 for the nationwide construction of treatment facilities; (b) The 2009 Decision which set targets for treatment of industrial, hazardous and non-hazardous waste up to 2025; and (c) The 2012 National Strategy for Environmental Protection which supplements the 2008 Decision in order to strengthen the implementation of waste treatment-related initiatives.
|
|
|
policy development
Policy measures at the local and national level can be critical to the transformation of urban energy, mobility and resource sectors, for example they regulate systems, provide technological standards, generate funding, impose taxes and set policy objectives. As part of the cooperation with the partner cities, Urban Pathways provides on-demand policy advice. |
|
|
project development
One of the core objectives is the development and implementation of projects that help decarbonising urban energy, mobility and resource sectors. The projects concepts that are considered to be viable will be later developed into bankable projects for which funding will be sought. |
|
|
funding solutions
An overview of funding solutions is provided in the toolbox. This section includes updates on the specific funding options that are considered for the partner city.
|
|
|
implementation facility
|
|
|
action plans
The Action Plans summarise key on-going initiatives and identify opportunities for further action with a focus on cross-sectoral synergies and policy interactions between the local and national level. |
|
|
bankable projects
Urban Pathways develops scalable pilot projects in cooperation with the partner cities at a neighbourhood level with an aim to provide a proof of concept of urban energy, mobility and waste management solutions. Based on the pilot project demonstrators, larger-scale projects will be developed to utilise the CO2mitigation potential of an integrated urban energy, mobility and resource management approach and seize the opportunities for contributions the Sustainable Development Goals. This will be done in close cooperation with finance partners and will be geared towards the Green Climate Fund, the Global Environment Facility and similar sources of funding and financing. |
|
|
implementation support
The Urban Pathways team actively support partner cities in the implementation of urban energy, mobility and waste management solutions. This support includes activities jointly initiative under this project and other relevant actions currently on-going in the partner cities. |
|
About Urban Pathways
|
|
|
|
