8 months ago

020318_Hurghada SECAP_FINAL

to reduce energy

to reduce energy consumption and develop renewable energy production. Raising awareness should also be seen as a tool to push citizens to take ownership of the energy and climate issues, engage in energy conservation efforts and/or participate in renewable energies take off. Doing so will actively contribute in the implementation of the local and sustainable energy strategy that will eventually reduce the dependency on supply/ import energy sources and improve the local economy. Budget of such an action is as follows: Technical support for designing the GCAU – Year 1 20.000 € Training for Municipality staff -Year 1 20.000 € Running cost and fund to support innovative initiatives – Per Year 100.000 € Note: Results of awareness activities are specifically noticed in some sectors (Governorate (municipal) buildings, residential buildings, and mobility) where these activities will be developed and will have the biggest impact. 4.2. Action plan on the City of Hurghada Beyond its direct scope of responsibility (on buildings and services), the Governorate of the Red Sea will mobilize all stakeholders acting in the city area and around to achieve the goal of a Green and Sustainable Hurghada. It is only done through the overall commitment of all stakeholders (residents, shop owners, businesses and tourism operators as well as local groups, etc.) that a significant reduction in energy consumption and development of renewable energy will be achieved. 4.2.1. Transport Current situation Transport is one of the key concerns to be addressed, as this sector is the first energy consumer sector with 1,301 GWh/y (39%) and the second GHG emitting sector with 352 ktCO2equivalent/ year (28%). Citizen mobility and transport services are ensured by commercial transport (3,905 Taxis and 117 Buses). Note that only 27 taxis use proper counter meters. Private transport services also ensure connections with neighbouring cities and other Governorates There are also 66 small trucks for transporting goods in the city. By including the tourists’ transport, one can count 3,391 vehicles, including: a) 590 Hotel buses; b) 749 Sedan cars; c) 267 microbuses; and d) 1,785 buses. All the above means of transportation are using fossil fuels that negatively impact the city’s air quality, resorts and hotels nearby or in the heart of the urban part of the city. This problem is not limited to roads, but also extended to water transport means, especially tourists’ small boats that run by fossil fuel in the Red Sea, which are causing water and air pollution to beaches nearby the shores. The Governorate has no public transport (service operated or managed by public authorities) and only depends mainly on private network. Short-term (3 to 5 years) There are only few options to reduce energy consumption (and thus reduce GHG emission) from traffic in the City of Hurghada. It seems that the only option would be to promote a negotiation process with all transport providers to adopt a common charter for global improvement of transport services aiming at clarifying routes, stops, timing, in order to promote synergies and avoid competition that will hamper the development of an efficient system. Long- term (5 to 15 years) A lot of work needs to be done on public awareness and behaviour. However, behavioural change would be only possible when real alternatives are offered to allow people to actually change their current mobility practices. Ideally, a city committed to reduce energy consumption and GHG emissions such as the City of Hurghada, Governorate 50

of the Red Sea, would implement a Sustainable, Clean and Green Urban Mobility Master Plan (SCGUMMP) that could entail the following: - Integrating transport and city planning policies, while prioritising public transportation as the first option, active modes of mobility for people (walking and cycling) and low emission modes for the transport of goods, - Structuring the urban transport sector by empowering a public transport authority to take action for the improvement of urban transport in the city. In the case of the City of Hurghada, this would mean a close collaboration between the Governorate services and the GOPP. It will also require the evolution of some of the current rules applying to transport and mobility, which appear counterproductive. - Developing communication and participation strategies involving the public, with the aim of facilitating behavioural changes, - Encouraging the rollout of new engine technologies in private and collective vehicles to help reduce fossil fuel consumption in particular, - Promoting active modes of mobility, especially walking and cycling, in particular by providing safer conditions for the users and developing the use of electric bicycle, - Adopt Rapid Transit Bus (RTB) system from the airport to the city centre of Hurghada, - Proposing a specific action plan for tourism operators to offer appropriated services that would undermine the City attractiveness on the long term, and - Implementing a common methodology to measure GHG emissions, report on them and monitor all other benefits deriving from the development of sustainable urban mobility. Such a comprehensive plan would require a strong leadership from the Governorate. The design would need the contribution of a team of experts to explore the best options combining recommendations regarding city planning, governance of the public transport system to be set up, governance – in partnership with the Governorate – of transport private operators, promotion of best practices and appropriate technologies, promotion and communication. Only when such a comprehensive plan would have been designed, it will be possible to detail investment required and time scale to transform the transport and mobility systems in the City of Hurghada. Expected results Assumptions: - Improved management and awareness among transport operators could lead to a 10% reduction in energy consumption from 2020 onwards (without significant investment), and - Providing the Sustainable, Clean and Green Urban Mobility Master Plan implementation would have started in 2020 at the latest and would demonstrate a 50% progress in implementation in 2030; the expected impact of such a plan should generate a reduction of 30% by 2030. This would include: • New engine technologies will allow securing a 10% reduction, • Active mobility development (cycling and walking) allowing 5% reduction, • Urban planning allowing traffic optimization that will reduce consumption by 10% and • Public transport system and RTB service to the airport resulting in another 5% reduction. Energy in MWh/year Situation in 2015 Cut expected in 2030 Situation in 2030 GHG in tCO 2eq/year Energy GHG Energy GHG GHG (BAU) Cut / BAU Transport 1,301,117 351,746 - 521,160 - 140,891 453,753 - 31% Common charter for transport service improvement - 130,290 -35,223 Sustainable urban mobility plan: 51

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