4.2 Hong Kong
The outputs of the air pollution policy in Hong Kong can be conclude as follows:
Improvement of the interchange between private and public transport modes.
Use of Alternative Fuel Vehicles to replace Diesel Vehicles
Tightening fuel and vehicle emission standards
Strengthening emission inspection and enforcement
Setting up transport fund to support green technologies
Government communication, e.g. promote better vehicle maintenance and eco-driving.
We choose the first two outputs in Hong Kong because they can both be considered as similar measures to achieve similar goals compared to Beijing: to decrease the number of vehicles running on road and to limit the total number of cars within the country, however, in different ways (see figure 4.3 and figure 4.4).
Figure 4.4 Use of Alternative Fuel Vehicles to replace Diesel Vehicles
4.3 Comparisons between Mainland China and Hong Kong
Similarities& differences
In Mainland China, Restrictions on the last digit of vehicle plate numbers was first carried out in Beijing, starting from the Olympic Games in 2008. During each working day from Monday to Friday, there will be two last digits of vehicle plate numbers published through government website and media that car owners who’s car is in accordance with the last two digits cannot have their car running on the road that day. Namely, each car can only run on the road for four working days instead of five.
In Hong Kong, the improvement of the interchange between private and public transport modes are implemented through measures like provision of park-and-ride (P&R) facilities, provision of bicycle parks, rationalization of bus routes and stops, provision of transport Information through Internet and Mobile Applications, etc.
As we can see, these two outputs both aim at reducing the traffic flow, but Beijing’s mode is much stronger than that of Hong Kong, as the aim is achieved by limiting drivers’ rights or properties; in Hong Kong, this strict mode seems impossible, because the right-protection awareness of citizens is quite high, and the power of relevant organizations is also strong.
Mainland China’s second output--- Lottery systems for new car plates means that one cannot apply for a new plate whenever they want, they have to join in a lottery system which is operated by the government once a month, it is a random selection. The second output in Hong Kong--- Use of Alternative Fuel Vehicles to replace Diesel Vehicles is based on the promotion of “cleaner” fuel such as liquefied petroleum gas (LPG) or electricity in place of diesel. E.g., conversion of diesel taxis to LPG taxis, incentive scheme for LPG/Electric Light Buses, or replacement of pre-Euro and Euro I diesel commercial vehicles.
Both of the two districts are trying to reduce the total number of waste producing vehicles, but Beijing achieve this by limiting car plates, while Hong Kong is by the quality of fuels, which to some extent, will reduce the overall vehicle numbers since heavily polluted vehicles have little chances to run on the road again.
As for the horizontal degree, the relationships between both areas’ actors are basically no bindings, recommendation is commonly used.
For vertical degree, in Mainland China, coordination is not strong between national and municipal levels, but strong within departmental or ministerial level. As Hong Kong is small, the vertical degree is not that strong.
For centrality degree: the dominating actor in Mainland China is Beijing Traffic Management Bureau, while in Hong Kong, the cooperation between transport and environment department is stronger.
Degree of politicization: are low in both countries.
Degree of openness: there is no consultation process in Mainland China, but it is an important element in Hong Kong, the public can find this kind of information directly from the government website.