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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
Hai Phong is at the north-eastern coast of Vietnam and the international gateway for northern Vietnam (OECD, 2016). With a population of 1.96 million (2015), Hai Phong is the third most populated city in Vietnam. Due to the cities industrial sector and its port the city has seen an economical growth in the last years. The GDP increased annually between 2010 and 2015 at an average rate of 8.91% coupled with an increase in income by a rate of 20% annually (OECD, 2016). This development has had notable effects on the cities environmental statistic - increased greenhouse gas emissions, air pollution, water pollution and an unsustainable level of traffic, especially motorcycles. Yet, Hai Phong is making great effort to become a "green port city", tackling its problems of transportation, renewable energy and building efficiency as well as sustainable waste management systems. Energy: Hai Phongs growing urbanisation rate will lead to an increase in energy consumption in the near future. It is estimated that by 2020 energy consumption will triple from 2013 rates. Hai Phong is relying heavily on fossil fuels and will not be able to generate enough renewable energy for its residents, which will lead to severe environmental challenges in the future. Transport: Vietnam in general has experienced an unsustainable growth of motorcycles country wide, with an average rate of 14-15% annually, from 4 to 33 million between 1995-2011 (OECD, 2016). This trend quickly replaces traditional non-motorised transportation modes, such as walking and cycling. In Hai Phong, motorcycles count for 363 vehicles per 1000 residents, resulting in traffic congestions and air pollution in the city centre (City of Hai Phong, 2015). Waste Management: Increased industrialisation in Hai Phong is threatening the waters, as industries discharge their untreated wastewater into rivers and lakes. Additional, rural villages contribute to water pollution from traditional industries using lakes as waste disposal solutions. The current waste generation (about 2000 tonnes per day) is expected to quadruple by 2025 (by 2015 levels) (OECD, 2016). Solid Waste generation in Hai Phong: 0.70 kg per person per day, with organic waste accounting for 54-77% and 8-18% recycling waste. |
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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.
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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.
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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. |
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Summery Vietnam
Vietnam’s INDC was delivered to the UNFCCC in September 2015 and ratified in November 2016. Vietnam has made an unconditional commitment of 8% reduction in emissions by 2030 relative to their BAU projection, in which emission intensity per unit of GDP will be reduced by 20% compared to the 2010 levels. This commitment could reach a 25% GHG emission reduction by 2030, conditional on international support through bilateral and multilateral cooperation, as well as through the implementation of new mechanisms under the Global Climate Agreement, in which emission intensity per unit of GDP will be reduced by 30% compared to 2010 levels. Their NDC specifies a 2010 GHG emission level of 247MtCO2e, as well as BAU projections off this baseline of 474MtCO2e by 2020, and 787 MtCO2e by 2030. Given the 300% CO2 increase in the BAU but also the rapid project economic growth, the 20-25% target reduction in emissions intensity results in more than a doubling in CO2 even if the 25% reduction is achieved. Per capita, emissions would rise by 100% from about 1.5 to around 3 with the target, or 3.5 without the target. CO2 intensity of GDP drops by about 5% in the BAU to 2030, and by a far greater 20-30% in the target case. Energy Renewable Energy Development Strategy 2016-2030 adopted in November 2015 by the government of Vietnam guides renewable energy development in the country, setting clear medium and long-term goals. According to the Strategy, Vietnam will promote onshore wind power until 2030 and assess offshore wind resources potential as an electricity solution post 2030 and wants to encourage energy savings and efficiencies (UNFCCC, 2015). Examples of energy related improvements: Innovation in technology for large production facilities; energy efficient appliances in the residential sector, trade and services; public transport in urban centres, standards on fuel consumption (UNFCCC, 2015). Related policies: National Target Programme on Energy Efficiency (2006), Ecnomical and Efficient use of Energy (2010) Transportation Transport is the third largest greenhouse gas emitter in Vietnam´s energy sector, expected to rise to 87.8 Mt by 2020 (SUTP, 2015). Strategic steps towards a sustainable transportation system would include: Introducing a fuel economic standard, promoting public transport, electrification of private vehicles and motorcycles. Policy priorities till 2020: Increase the share of public transport, development of BRT and MRT, controlling the number of motorcycles and private cars (Ministry of Transport, Vietnam, 2013). 
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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. |
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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. |
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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. |
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implementation facility
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About Urban Pathways
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