Causal Model
In this chapter, we use the “basic triangle” parameters of a policy, to analyze the problem definition, the causal hypothesis, the intervention hypothesis and the identify the actors, which include the political-administrative authorities, target groups and end beneficiaries, as well as positively/negatively-affected third parties that are indirectly influenced by the policy. The figures below show the basic triangle of air pollution policy of the two chosen cities (see Figure 2.1 and Figure 2.2).
2.3 Comparative discussions
Through studying the basic triangle of air pollution policies concerning Hong Kong and Beijing, we can compare these two areas under the following aspects:
1. Problem definition
It is the same between the two cities in this regard. As is shown in figure 2.1&2.2, Beijing and Hong Kong are facing the current problem: air pollution caused by emissions of motor vehicles in urban area will lead to serious environmental problems, e.g. health hazard, ecosystem collapse.
2. Causal hypothesis
It is also alike in this part no matter in Beijing or Hong Kong. It means that if administrative authorities want to solve air pollution problems caused by motor vehicles, then they intervene on motor vehicle owners, by changing the behavior of target groups to control the problem, but not request the habitants to suffer from the negative effects of this problem to find a solution, e.g., wear a mouth-muffle to protect themselves.
Figure 2.1 The basic triangle of air pollution policy - Hong Kong
Hong Kong
If
administrative authorities want to solve air pollution problems
caused by motor vehicles, then they intervene
on motor vehicle owners, not on all the habitants.
Causal hypothesis
Figure 2.2 the basic triangle of air pollution policy - Beijing
Beijing
3. Intervention hypothesis
Being aware of the necessity of solving such problem, the authorities would try to make effort to change the behaviors of target group. As for this part, Beijing and Hong Kong adopt similar methods but put emphasis on different aspects.
For Beijing, if administrative authorities want to have car owners reduce air-polluting emissions, they would limit the number of cars, give subsidies to green vehicles buyers, impose motor vehicle tax, control circulation, oblige drivers to send cars to vehicle control center for detection, or government communication, e.g., less use of car air condition, decrease cold start. Regarding Hong Kong, if administrative authorities want to have car owners reduce air-polluting emissions, they would improve the interchange between private and public transport modes, tighten fuel and vehicle emission standards, strengthen emission inspection and enforcement, set up transport fund to support green technologies or conduct government communication, e.g., promote better vehicle maintenance and eco-driving.
So they are very similar to take actions to reduce the emission of motor vehicle, but they have their own points in the process of resolving this issue. It can be learned that the former one puts emphasis on the control the quantity of motor vehicle to reduce the emission, but the latter one wants to make attempts to strengthen the emission inspection and tighten fuel and vehicle emission standards. From this perspective, it is quite distinct from each other to practice ways to reach the goal.
4. Actors triangles
The authorities of Beijing are divided by national levels, provincial and municipal level in respect of Chinese national situation and socialism. Based on this situation, it is vey protracting in the process of air pollution policy in Beijing including policy development, planning, monitoring and legislative enforcement. However, this handicap does not appear in Hong Kong as one of two special administrative regions in China. Just like figure 2.1, it is more perspicuous about authorities in Hong Kong on the account of its independent managerial system. Consequently, this advantage offers a lot of convenience to implement air pollution policy in Hong Kong.
It is obvious that the target groups are motor vehicle owners in air pollution policy caused by emission of vehicles in both Beijing and Hong Kong. The traditional automobile sellers in these two cities, as the third party of target groups, face the challenges comprising the sharp decline in sales or improper products as a result of intervention hypothesis.
The end beneficiaries of air pollution policy are all habitants, especially those living to busy roads. The slight difference about this point between Beijing and Hong Kong is that Hong Kong stresses cleaning the air at street level, so contrasting to citizens in Beijing, people living to busy streets in Hong Kong get more benefits. Relatively, the third party is positively affected indirectly by the protection of government. As revealed in figures 2.1&2.2, these positive third parties integrate four groups: the first group is other road users who are encouraged by this policy, e.g. cyclists; the second group is environmental organization, which appreciates the improvement of air quality as the consequence of relating actions; the third, clean vehicle sellers get the additional income by the remarkable growing number of customers; while health organization as the fourth group gains better evaluation assessment of people’s healthy condition.
In summary, Beijing and Hong Kong share the same causal model, according to the analyses above. The apparent difference remains in the political- administrative authorities and the intervention hypothesis.