TNES: BARTICA AS A MODEL GREEN TOWN
Government of the Cooperative Republic of Guyana Transportation Sector Energy Audit, Bartica, Guyana
January 2019
Supported by:
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... 4 1 INTRODUCTION ...... 10 2 METHODOLOGY ...... 14
2.1 STAKEHOLDER CONSULTATION...... 15 2.2 HOUSEHOLD SURVEY ...... 18 2.3 FIELD SURVEY ...... 19 2.4 RECOMMENDATIONS ...... 20 3 TRANSPORT AND ENERGY ...... 23 4. TRANSPORT ENERGY AUDIT OF BARTICA ...... 27
4.1 DEMOGRAPHIC PROFILE OF BARTICA ...... 28 4.1.1 POPULATION ...... 28 4.1.2 EMPLOYMENT AND ECONOMIC ACTIVITY ...... 29 4.1.3 ENVIRONMENTAL CONCERNS ...... 31 4.2 MOBILITY IN BARTICA ...... 31 4.2.1 VEHICLE OWNERSHIP ...... 31 4.2.2 TRANSPORT MODES ...... 33 4.3 POWER PRODUCTION IN BARTICA ...... 36 4.3 FUEL CONSUMPTION ...... 36 4.3.1 SERVICE STATIONS ...... 36 4.3.2 RIVER MODE ...... 38 4.3.3 AVIATION ...... 39 4.4. ANALYSIS OF ENERGY DATA ...... 42 4.5 CO2 EMISSIONS IN BARTICA ...... 46 5 RECOMMENDATIONS ...... 50
5.1 RANKING CRITERIA ...... 50 5.2 PROPOSED RECOMMENDATIONS ...... 51 5.2.1 LOCAL MOBILITY ...... 51 5.2.2 COMMUTING TO GEORGETOWN ...... 63 5.2.3 LIAISON TO HINTERLAND ...... 69 3.3 CO-BENEFITS AND ADVERSE SIDE-EFFECTS ...... 74 3.4 MEASUREMENT AND VERIFICATION METHODS ...... 78 6. FINAL REMARKS ...... 80 REFERENCES ...... 82 ANNEX I – LIST OF PARTICIPANTS IN WORKSHOPS...... 85 ANNEX II – HOUSEHOLD SURVEY (TRANSPORTATION) ...... 90 ANNEX III – FIELD SURVEY ...... 91
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Executive Summary
Objectives of the assignment Bartica has been designated the model town for Green Initiatives in Guyana. This initiative is located within the agenda of the Green Economy Framework in lieu of Guyana’s overarching sustainable development architecture, and hence as a small state subject to the vicissitudes of the global climate and economy, treats environmental security as a key development issue. According to its promoters clean energy solutions supported by behavioral changes in Bartica are pivotal to reducing its local energy intensity and promoting economic and social development far beyond the boom-bust cycles associated with the gold mining industry. The primary objective of the “Bartica: Transitioning to a National Energy Security” project is to establish a reliable point of reference for the existing state of energy use in Bartica from which the data generated will be used for future measurements and predictions for evidence-based decision making and pursuance of projects and programs. The objective of this assignment is to conduct an audit of the energy use of the transport sector in Bartica, Guyana. Comparison of total transport fuel consumption in Guyana from 2007 to 2017 indicates an increase of 81% in 11 years that represents a continuous yearly increase of circa 5.6%. These figures emphasize the relevance of tackling the transportation sector for Guyana to transition to a less externally dependent energy system. Local quantification of energy consumption is necessary, through the development of an energy audit for the transportation sector. Knowledge of the energy matrix for the transportation sector is an essential tool for the analysis and planning of future actions to be implemented in Bartica. Bartica Bartica is a small community situated on the Essequibo River, 80 km inland from the Atlantic Ocean. It is perfectly nestled at the confluence of the Essequibo, Cuyuni and Mazaruni rivers bounded north and east by the Essequibo River, south by the forest and west by the Mazaruni River. Bartica is the capital of Region 7 – Cuyuni-Mazaruni one of the least densely populated regions of Guyana with less than 0.5 inhabitants per km2; in 2012 the population was estimated at 20,820 inhabitants for an area of 47,213 km2. Today, Bartica’s Township extends geographically to approximately 200 km2 with most of the new area largely underdeveloped and with low population densities. This community of approximately 8,000 residents, popularly known as the “gateway” to Guyana’s interior is economically driven by gold, diamond mining and to a lesser extent the hospitality industries. From 2002 to 2012 Bartica’s population increased by 7.8%. During these 10 years, the age structure suffered a clear aging trend with a reduction of the numbers of citizens below 10 years old and an increase in other age classes. Nevertheless, the age structure in 2012 still shows a population pyramid that is very wide at the younger ages. In 2012, almost 44% of the residents of Bartica had a job. Mining and quarry was the most important sector of activity in Bartica with 27.7% of jobs; retail trade and repair (19.2%) and, transport, storage and communications (13.8%) were the second and third sectors of professional activity. Methodology The data collection adopted in this project involved several phases: stakeholders consultation, desktop survey, collection of data from local institutions, household survey, field work with interviews of service station’s managers, vehicle drivers and boat captains. The energy auditing team established the existing energy performance situation of Bartica transport system that will become a reference against which improvements can be measured. The assignment includes:
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! a breakdown of the energy consumption by mode, use and type of vehicle; ! energy flows and an energy balance of Bartica township; ! the identification of energy efficiency improvement opportunities; ! the definition of energy performance indicators suitable to evaluate the audited object in the future. Mobility in Bartica A recent survey concluded that almost 60% of the households of Bartica do not possess any type of vehicle. From the vehicles present in Bartica 50% are cars (almost 80% of cars are more than 10 years old) and 20% are bicycles. Boats represent roughly 5% of the total number of vehicles. However only 5% of daily trips are made with private car. Boats (43%) and taxis (32%) represent three quarters of daily trips. Walking and bicycles are also very significant in the mobility of Barticians. The 2002 census indicated that 57% of inhabitants used non-motorized transport modes to go to work and 85% of students went to school with active transport modes.
Data obtained through the field work indicates that 38% of the boats arriving in Bartica come from Parika. Goshen, Karrau and Itaballi each are the origin of 9% of the boats; other 6% of the vessels come from River View. Travel to Parika by boat is quite common and it is the main reason to use the boat. Circa 50%% of inquired households referred at least one monthly trip to Parika of one of its members; note that in 8.6% of the households there is at least one weekly trip to Parika. The main justifications to travel to Parika are shopping, work and social activities such as entertainment, sports, visit to relatives, etc. The interview of boat’s captains revealed that 55% of the passenger vessels also transported cargo. In more than 80% of the situations, this cargo is food and household shopping. Additionally, circa 60% of the boats transported business related items such as fuel, spare parts and mining supply articles.
The energy audit concluded that the energy consumption of long range boats, trucks and close range boats correspond to two thirds of the transportation sector energy consumption that was mostly explained by sub-regional movements of people and goods between Bartica and its hinterland. Local mobility within Bartica sums circa 30% of transport energy consumption: Finally, the connection between Parika and Georgetown by speedboat, ferry and aircraft amounts to 6%. This last value was calculated assuming that a significant part of the trips to Parika continue to Georgetown. As a result it is reasonable to add the energy consumption of the aviation mode to the speedboats and ferry.
Energy use in the transport sector in Bartica by origin/destination.
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Energy and CO2 Emissions in Bartica
Electricity is provided on a 24-hour basis from an island grid that is operated by the Guyana Power and Light Inc. (GPL). GPL operates two diesel generating sets with a plate capacity of 2.8 MW and a nominal capacity of 2.4 MW. On an annualized basis, these sets combined consume a total of approximately 700,000 gallons. The population in Bartica is expected to grow in the future and the energy demand will therefore increase constantly. The Guyanese government plans to provide Bartica with longer energy supply and has begun pursuing the construction of one solar farm that is anticipated to generate 1.5 MW.
The results for each sector confirm the relevance of mining industry that accounts for 75% of the energy consumption of Bartica (graphic summary in the following page). The transportation sector comes second with 15% followed by electricity production at the local GPL power plant (10%). Globally, diesel represented 89% of energy consumption followed by gasoline at 11%. Jet fuel is marginal with less than 0.1% of energy consumption.The following Table describes the energy matrix for Bartica including data of the only supplier of electricity in Bartica: the Guyana Power and Light (GPL) Company.
Energy matrix in the town of Bartica. Fraction of Gasoline Diesel Other Total Mode transport [TOE] [TOE] [TOE] [TOE] sector (%) TRANSPORT SECTOR 2,950 784 24 3,760 100 Road 1,084 771 - 1,855 48.3 Private Cars 159 44 - 203 5.4 Hired Cars 701 - - 701 18.6 Buses 185 - - 185 4.9 Trucks 39 727 - 766 20.4 River 1,866 95 - 1,961 51.1 Parika-Bartica Ferry - 95 - 95 2.5 Parika-Bartica Speed Boats 99 - - 99 2.6 Close Range Vessels 530 - - 530 14.1 Long Range Vessels 1,237 - - 1,237 32.9 Aviation - - 24 24 0.6
MINING 26 19,348 - 19,374 Fuel cargo in Boats - 3,987 - 3,987 Fuel cargo in Trucks 26 15,361 - 15,387
ELECTRICITY PRODUCTION - 2,450 - 2,450
TOTAL 2,976 22,582 24 25,582
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Energy use in the transport sector in Bartica: justification, type of fuel and mode of transportation. Data in tons of oil equivalent (TOE).
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As far as carbon dioxide (CO2) emissions per capita are concerned Bartica has an average value (~3.2 metric tons per capita) lower than that observed in developed regions (-81% USA; -50% EU). However, it yields per capita CO2 emissions 22% and 5% higher than Guyana and Latin America & Caribbean countries, respectively. The reason behind these results is that Bartica has a relatively small population in relation to the mining activities even though it has very little industrial activity.
Concerning the transport-related activities, it generates approximately 0.50 metric tons per capita in Bartica, which is nearly 69%, 72% and 91% lower than the EU, Latin America and North America average values, respectively.
Recommendations Recommendations are listed in the following Table. Recommendations that are the most efficient in terms of energy and cost are highlighted in green and the most easily implementable recommendations are marked in orange.
Recommendation to increase the energy efficiency of transport system in Bartica. Recommendations Efficiency Implementation Ranking (EFF) (IMPL) Land use planning 9 6 1 Hinterland roads maintenance 6 7 2 Improve intermodality service 6 6 3 Promote use of light e-vehicles 6 6 3 Reduce energy consumption in the 6 5 5 shipping sector Promote active mobility: walking and 3 9 6 cycling Electric public bus 4 6 7 Local urban roads maintenance 4 6 7 Shared taxis 4 6 7 Eco-driving program 3 8 7 Improve pedestrian infrastructure 2 8 11 Improve Parika-Bartica ferry 3 5 12 Enhance e-government 2 5 13 ICT 2 5 13 Mining services logistic 3 3 15
The study presents a set of 15 recommendations based in an approach inspired by the principles of sustainability, known as A-S-I (from Avoid, Shift, Improve). Recommendations are classified in three main categories:
! Avoid: improve the efficiency of the transport system.
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! Shift: improve trip efficiency.
! Improve: focuses on vehicle and fuel efficiency as well as on the optimization of transport infrastructure.
The audit adopted a qualitative evaluation approach to compare recommendations using defined criteria. The criteria used to assess the recommendations were: energy savings, investment, implementation timeframe, transferability and institutional complexity.
Criteria used in the evaluation of recommendations.
Criteria 1 2 3
Timeframe Up to 5 years 1 to 2 years Less than 1 year
Energy savings <3 TOE year 3 to 30 TOE/year >30 TOE/year
Investment Above 1 MUSD 100k to 1 MUSD Below 100 kUSD
Transferability Cannot be transferred Can be transferred but Can be transferred due to the need for at significant adaptation with minimal cost specific conditions costs
Institutional Complexity Requires the combined Requires the interaction Managed by single interaction between of several public public institution public institutions and institutions private stakeholders
To rank the recommendations, two sub-ranking were used: the multiplication between energy savings and investment criteria that measures the energy and cost efficiency of each recommendation and the sum of the other three criteria, an indication of the implementation agility of each recommendation. The four most effective recommendations are land use planning, maintenance of hinterland roads, the improvement of inter-modality service between Georgetown and Bartica and the promotion of use of light e-vehicles. The application of the set of recommendations can reduce the energy consumption of the transport sector in Bartica by 300 to 650 TOE annually that is 8 to 17% of present energy consumption levels. Land use planning is excluded from this calculation since land use planning will prevent future emissions and not present ones.
Ten of the fifteen recommendations are of the improve type which pursues the improvement of the energy efficiency of transport modes and related vehicle technology. The potential of alternative energy use is recognized. More than 50% of the recommendations are centered on the upgrading of the mobility problems at the local scale within Bartica township limits.
Finally, it is relevant to mention that the majority of recommendations identified for Bartica are easily transferred to other regions of Guyana. However, in most cases the success of their implementation depends on a strong interaction between public and private stakeholders.
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1 Introduction
Since May 2015 the President of Guyana has advocated and pursued Green Economy as a development paradigm for Guyana. This trajectory builds on the Low Carbon Development Strategy (LCDS) developed and promoted under the previous political Administration, but seeks a more comprehensive outreach in its outlook. Within this framework effective land use planning, energy security, water security, and waste management, inter alia, are delineated. Under this large political framework Bartica has been designated the model town for Green Initiatives in Guyana. This initiative is located within the agenda of the Green Economy Framework in lieu of Guyana’s overarching sustainable development architecture, and hence as a small state subject to the vicissitudes of the global climate and economy, treats environmental security as a key development issue. According to its promoters, clean energy solutions supported by behavioral changes in Bartica are pivotal to reducing its local energy intensity and promoting economic and social development far beyond the boom-bust cycles associated with the gold mining industry. The primary objective of the “Bartica: Transitioning to a National Energy Security” project is to establish a reliable point of reference for the existing state of energy use in Bartica from which the data generated will be used for future measurements and predictions for evidence-based decision making and pursuance of projects and programs. The secondary objectives listed below are the practical interventions that are expected to stimulate and expedite a comprehensive and robust renewable energy uptake program in the new Bartica Township: ! The Sensitization and Awareness of the Bartician Population; ! Conduct an Household Baseline Study of The Bartica Community; ! Complete an Energy Audit of public institutions, facilities and street lighting in Bartica; ! Implement and Energy Efficiency Pilot program within government agencies; ! Develop a Transportation Sector energy audit. The objective of this assignment is to conduct an audit of the energy use of the transport sector in Bartica, Guyana. The focus on the transport sector is justified by the fact that data provided by the Guyana Energy Agency (GEA) shows that this sector is Guyana’s largest energy user reaching about 39% of the total imported petroleum products in 2017. Moreover, the importance of the transportation sector in the total volume of fuel imports is gradually increasing as depicted in Figure 1.
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Figure 1. Ratio of fuel consumption (volume) used by the transport sector with total fuel imports in Guyana from 2000 to 2017 (Base data provided by GEA). Same data indicates that since 2006 there was a systematic increase of fuel consumption by the transport sector in the country (see Figure 2).
Figure 2. Fuel consumption used by the transport sector in Guyana from 2000 to 2017 (Base data provided by GEA). Comparison of total transport fuel consumption from 2007 to 2017 indicates an increase of 81% in 11 years that represents a continuous yearly increase of circa 5.6%. A detailed evaluation by type of fuel shows: ! A consistent increase of gasoline consumption since 2006 from 669 kbbl/yr to more than 1,330 kbbl/year in 2017 (almost double);
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! That diesel consumption reached its maxima in 2016 and 2017 with values above 600 kbbl/yr. ! That jet fuel consumption is steadily increasing since 2014 from 72 kbbl/yr to almost 160 kbbl/yr in 2017. Annual registration of motor vehicles data at national level provided by the Guyana Revenue Authority (GRA) show a slight different trend (data depicted in Figure 3). From 2008 to 2012, a regular and steep increase occurred from circa 9,200 to 16,200 vehicles per year. However, 2012 represented a peak in vehicles registration; since then there was a yearly reduction of approximately 1,100 vehicles. This reduction is visible in light duty vehicles (presented in blue) and in heavy duty vehicles (orange). The only type of vehicles that sales increased during this period is “jeep” that doubled from circa 550 to 1,100.
Cars Jeep Pickups Motor Cycles Buses Lorries Wagons Tractors Trailers Van Others 18 000 16 000 14 000 12 000 10 000 8 000 6 000 4 000 2 000 - 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Figure 3. Annual registration of motor vehicles in Guyana from 2008 to 2017 (Base data provided by GRA – Guyana Revenue Authority). These numbers emphasize the relevance of tackling the transportation sector for Guyana to transition to a less externally dependent energy system. The reduction of energy consumption in the transportation sector is essential for a strategic framework, in order to achieve a better optimization of mobility of people and goods. To achieve this, local quantification of energy consumption is necessary, through the development of an energy audit for the transportation sector. Knowledge of the energy matrix for the transportation sector is an essential tool for the analysis and planning of future actions to be implemented in Bartica. This Transportation Sector energy audit encompasses all major areas of energy consumption and its carbon footprint in Bartica transportation sector. The energy audit/study investigates and analyses how motorized transportation (including river transportation) in Bartica uses
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energy, calculates carbon footprint, identifies the sources of inefficiency, and develops recommendations on how to address energy savings opportunities. This report includes the description of the data collection procedure and presentation of the results of the audit. The energy auditing team established the existing energy performance situation of Bartica transport system. The existing energy performance situation will become a reference against which improvements can be measured. It includes:
! a breakdown of the energy consumption by mode, use and type of vehicle; ! energy flows and an energy balance of Bartica township.
Based on the existing energy performance situation of the audited object, the assignment identified opportunities for energy efficiency improvement. The team evaluated the impacts of energy efficiency improvement opportunities on the existing energy performance situation, including recommendations for the reduction of inefficiencies in the transport sector in Bartica. Finally, the report concludes with a set of energy performance indicators suitable to evaluate the evolution of the energy consumption of the transport sector in Bartica.
This document is the Final report of the study and replaces all previous reports delivered under this assignment.
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2 Methodology
An energy audit is an important step for a city, whatever its size, wanting to improve its energy efficiency, reduce energy consumption and bring related environmental benefits. The methodology for this assignment will be based in the principles of the European standard EN 16247-1:2012 (Part 1: General Requirements) and EN 16247-4:2014 (Part 4: Transport). EN 16247-4:2014 defines the procedures to apply to the different modes of transport (road, rail, marine and aviation) as well as the different ranges (local to long distances) and what is transported (basically, goods and people). Nevertheless, it is important to state that EN 16247 standards apply to commercial, industrial, residential and public sector organisations and not to municipalities independently of its geographical scale (town, city, metropolitan area). Consequently, EN 16247 will serve as methodological framework for the assignment because these standards cover the general requirements common to all energy audits and define the attributes of a good quality energy audit stating the requirements for energy audits and corresponding obligations within the energy auditing process. The standards recognize that there are differences in approach to energy auditing in terms of scope, aims and thoroughness, and the need to adapt the methodology to the local circumstances but seek to harmonize common aspects of energy auditing in order to bring more clarity and transparency to the energy auditing services. The methodology for the elaboration of the energy matrix of the town of Bartica for the transportation sector was designed in order to analyse the energy consumption of the various transportation modes in the town. Traffic data collection is a basic requirement for a transport energy audit. Traffic flow pattern appears to be random in distribution, as it reflects people’s motivation in terms of different composition of vehicles on different types of roads under varying environmental conditions. It follows then that data being collected is a methodological statistic, because traffic flow pattern follows a random distribution. Despite such complexities, it does follow fairly and clearly defined patterns that are possible to classify and analyse. Thus, traffic data collection and analysis follow varying trends and play an important role in the preparation of a transport energy audit.
It is essential to know the magnitude of traffic data required or to be collected, which will then determine its quality and type of vehicle classification to be adopted. In cooperation with the client, IDAD will collect the following data where available:
! list of transport subsystems to be audited (road, river, air); ! detailed characteristics of the audited objects including known adjustment factors (such as weather conditions, road maintenance, driving behaviour, etc.) and how the organisation believes they influence energy consumption; ! historical data: o energy consumption; o adjustment factors; o relevant related measurements; ! local urban development history and past events that could have affected energy consumption in the period covered by the data collected;
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! energy audits or previous studies related to energy, energy efficiency and transport sector in Guyana; ! Guyana Second National Communication to the UNFCC; ! other relevant economic data;
The following hard data is needed to prepare the energy audit:
! Road mode: o Number of circulating vehicles o Category of vehicles: light duty (passengers, hired and private, freight), heavy duty (passengers, freight), motorcycles o Vehicles age distribution (if not at city level, at least at country level) o Type of engine (petrol, diesel) by vehicle category o Cylinder size of light duty vehicles (if not at city level, at least at the country level) o Gross weight of heavy duty vehicles o Fuel consumption (at monthly or annual level), by type of fuel used o Average monthly or annual mileage by vehicle category o Type of infrastructure (urban or rural roads, national roads) and posted speed allowed ! River mode: o Number of boats o Category of Boats o Gross Tonnage by boat category o Passenger Capacity o Type of Engine by boat category o Power by boat category o Fuel Consumption by boat category and engine fuel o Number of daily trips by boat category o Operating time by boat category
In relation to air transportation mode, there is the need to get information on number and type of aircrafts as well as the number of movements and origin-destination pairs. The data collection adopted in this project involved 3 phases:
1. Stakeholder´s consultation
2. Field survey
3. Field work
2.1 Stakeholder Consultation Stakeholder’s engagement is a crucial aspect in this assignment enabling the consolidation and validation of priorities and help to maintain focus on the root causes of problems. Thus, the success of the assignment will depend on a large extent on its ability to understand and integrate into the process other perspectives as well as supporting and conflicting interests. The diversity of stakeholders to be involved will ensure that different perspectives are incorporated into the project, taking into account the various sensitivities involved.
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Meetings with relevant stakeholders occurred in two workshops held in Georgetown (19.June. 2018) and in Bartica (20.June.2018). List of participants in both workshops are included in the Annex I. Additionally one–on-one interviews and request letters were utilized to follow-up with various institutions to glean the data required for this study (see Table 1 for details). Table 1. Stakeholders interviewed/contacted during the consultation process Date Mode of Agency Representative Contact June 19, 2018 Interview BK International Mr. Lindon Stephney, Office Manager June 19, 2018 Interview Bureau of Statistics Mr. Andre Phillips June 19, 2018 Interview Guyana Energy Agency Ms. Shevon Wood, Economist June 19, 2018 Letter Guyana Energy Agency Dr. Mahender Sharma, Chief Executive Officer June 19, 2018 Interview Maritime Administration Department, Mr. Patrick Mentore, Ministry of Public Infrastructure Human Resource Officer June 19, 2018 Interview Ministry of Public Infrastructure Mr. Joel Flatts, Transport Planning Officer June 19, 2018 Letter Ministry of Public Infrastructure Mr. Kenneth Jordon Permanent Secretary, June 19 and July Interview Atlantic Service Station Mr. Carol Fredrricks 17 2018 Mr. Harris, Manager June 20, and July Interview SIR Service Station Mr. Adjit, Manager 20 2018 June 20, and July Interview Bartica Service Station Mr. Doobay, Proprietor 20 2018 June 20, 2018 Interview SOL Service Station Mrs. Sabrina Adams, General Manger June 21, 2018 Letter Guyana Revenue Authority Mr. Godfrey Statia, Commissioner – General June 22, 2018 Interview Guyana Revenue Authority, Khemraj Persaud, Publication and Operational Manager Procedures Section Communication and Tax Advisory Services Division June 27, 2018 Electronic Guyana Oil Company Limited Ms. Renatha Exeter, Letter via Chief Executive Officer Email July 10, 2018 Electronic Guyana Civil Aviation Authority Lt. CoL. (Ret’d) Egbert Letter via Field, Director General Email July 10, 2018 Electronic Guyana Bureau of Statistics Mr. Lennox Benjamin, Letter via Chief Statistician Email
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IDAD, in cooperation with the client, asked the following data to aforementioned of institutions and service providers:
! Guyana Oil Company Limited: 1. Fuel sales by type 2008 to 2017 (National) 2. Fuel sales by type 2008 to 2017 (Bartica)
! Guyana Revenue Authority 1. National fleet composition as per registration from 2008 to 2017 a. No. of vehicles, Category of vehicles, Manufacture age of vehicles, Engine capacity of vehicles, Fuel type, Gross weight (for trucks), 2. Bartica fleet composition as per registration from 2008 to 2017 a. No. of vehicles, Category of vehicles, Manufacture age of vehicles, Engine capacity of vehicles, Fuel type, Gross weight (for trucks), 3. Collection of fuel taxes, road taxes, vehicle sales from 2008 to 2017 a. National b. Bartica
! Ministry of Public Infrastructure: 1. Private Boats/Vessels registered/licensed to operate in Bartica a. Number of Boats with respect to category b. Gross Tonnage by boat category c. Passenger Capacity d. Type of Engine by boat category e. Power (horsepower) by boat category f. Fuel Consumption by boat category and engine fuel 2. Government Boats/Vessels registered/licensed to operate in Bartica a. Number of Boats with respect to category b. Gross Tonnage by boat category c. Passenger Capacity d. Type of Engine by boat category e. Power (horsepower) by boat category f. Fuel Consumption by boat category and engine fuel g. Number of daily trips by boat category h. Operating time by boat category 3. Energy audits other studies related to Maritime transport sector at national/local level
! Guyana Energy Authority: 1. National Fuel imports with respect to category; 2. Fuel Purchase/Distribution in Bartica with respect to category; 3. Energy estimation for transport sector at national level; 4. Energy audits other studies related to transport sector ant national or regional level.
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! Guyana Civil Aviation Authority: 1. Land and Take-off cycles in Bartica airfield (IATA:GFO) from 2008 to 2017 a. Number of aircrafts b. Type of aircrafts c. Origin-Destination trips
! Guyana Bureau of Statistics 1. 2012 Census data for Bartica: a. Age groups; b. Attending school; c. Current economic activity; d. Educational institution attended; e. Form or Class attended; f. Gender; g. Main occupation; h. Major industry; i. Transport to school; j. Transport to work.
! Local Service Stations (Bartica) 1. Fuel Sales/Distribution a. Volume; b. Purpose of Sale; c. Customer Type. Information depicted in dark orange was delivered to IDAD.
2.2 Household Survey In parallel with the transportation sector energy audit, the Office of Climate Change required the services of a consultant to provide assistance in the design and conduct of a household baseline survey to capture baseline socio-economic and energy related data at the household level in Bartica.
The Household Socio-Economic and Energy Use Baseline Survey for Bartica was conducted by TCG (The Consultation Group) staff in July 2018. In particular, the data were collected between July 16 - 27, 2018 and this includes data collected from households and from a few businesses. The household data were collected from a sample of 339 at a response rate of approximately 98.5% whereas the sample size for the business is 22 and this sample was surveyed at a response rate of 100%.
The Guyana Bureau of Statistics estimates the population of the Bartica Township to be 8,004 individuals distributed over 2,219 households. The household survey targeted a sample of 328 because this sample size was determined to be adequate to allow estimates with 95% confidence interval while maintaining a margin of error of at most 5%. However, the realized sample size exceeds this target by 11 because there was some oversampling to compensate for potential nonresponse and because the sample size could not be monitored in real time.
In the absence of a list of households from which to select to constitute the sample, the approach was taken to distribute the sample over the geographic area. This distribution was based on the 17 enumeration districts employed by the Bureau of Statistics and the aim was to
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distribute the sample equally across the enumeration districts. However, with respect to the original target of 328, 19 households were allocated to some enumeration districts at random whereas 20 were allocated to others since 17 is not a factor of 328 (the original target sample). As mentioned before, there was some oversampling to compensate for potential nonresponse and with nonresponse being a rare phenomenon, the final sample contains 11 more respondents than the initial target.
A component of the agreement under which the survey was conducted is that interviewers from Bartica would be utilised.
The survey questionnaires were developed by The Consultancy Group as one of the project deliverables.
The focuses of the household instrument were estimating household energy consumption by facilitating aggregation of consumption by equipment and appliances, lights and energy used for other purposes. Dialogue between IDAD and TGC enabled the insertion of a set of questions (see Annex II) regarding citizen’s mobility into the household survey. Much of the questionnaire was dedicated to identifying energy consumers in the home, determining their power ratings and establishing how much they are used. The questionnaire also included items to capture demographic and socio-economic information and it also focused on knowledge and attitudes towards energy use and energy conservation.
2.3 Field Survey The field survey was conducted between Monday July 16 and Friday July 20, 2018 (details in Table 2). Training for field staff was facilitated by the Survey Coordinator on July 16 at the Board Room of the Bartica Town Council. The field staff consisted of ten (10) enumerators and a Supervisor. The main responsibility of the enumerators was to accurate record data as the assigned data collection sites. The supervisor was responsible for ensuring that the enumerators were fulfilling their responsibilities in a respectable manner and the collection of survey reports on a daily basis. Table 2. Field Work Schedule. Sample Points Team Assignments Tuesday, July 17 Wednesday, July 18 Thursday, July 19 SIR Service Team 1 - (9:00 to Team 1 - (7:00 to 12:00hrs) and (13:00 to 10:00hrs) and (15:00 16:00hrs) to 18:00hrs) Bartica Service Station Team 2 - (11:00 to Team 2 - (9:00 to 14:00hrs) and (15:00 to 12:00hrs) and (13:00 to 18:00hrs) 16:00hrs) Atlantic Service Station Team 1 - (11:00 to Team 2 - (7:00 to 14:00hrs) and (15:00 to 10:00hrs) and (15:00 18:00hrs) to 18:00hrs)
Landing 1 - Stelling Team 3 - (9:00 to Team 3 - (7:00 to Team 3 - (15:00 to 12:00hrs) 10:00hrs) and (15:00 to 18:00hrs) and (13:00 to 16:00hrs) 18:00hrs) Landing 2 - (Vulture) Team 4 - (11:00 to Team 4 - (9:00 to 14:00hrs) and (15:00 to 12:00hrs) and (13:00 18:00hrs) to 16:00hrs)
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Sample Points Team Assignments Tuesday, July 17 Wednesday, July 18 Thursday, July 19 Landing 3 - Market Landing Team 4 - (7:00 to Team 5 - (9:00 to 10:00hrs) and (11:00 to 12:00hrs) and (13:00 14:00hrs) to 16:00hrs) Landing 4 - (5th Avenue)* Team 5 - (9:00 to 12:00hrs) Landing 5 - Administrative Team 5 (13:00 to Team 5 - (7:00 to Team 3 - (11:00 to Warf** 16:00hrs) 10:00hrs) and (15:00 to 14:00hrs) 18:00hrs) *Survey site that was replaced, **Replacement site The field survey sought to capture data from two sources namely; service stations and boat landings. At these locations information was collected from vehicle owners/drivers and boat captains/operators. At each site data collection was done during two three (3) hour time periods. Two-time period options were utilized to ensure that data was collected for each period of the day from all sites over the three (3) day survey period (July 17 to 19): the time period options were: 1. 7:00am to 10:00am, 11:00am to 2:00pm and 3:00pm to 6:00pm 2. 9:00am to 12:00noon and 1:00pm to 4:00pm For the conduct of the field survey seven sites were allocated; three (3) service stations and four (4) boat landings. However, one of the designated boat landings changed when it was discovered that the site only serves a private operator. The survey coordinator assigned a pair of enumerators (team) and designated the survey periods for the conduct of data collection at each site. The monitoring points and the corresponding team assignments schedule are outlined in the table above. The survey instruments utilized for the field survey are included in Annex III.
2.4 Recommendations Cities in developing countries need innovative and effective solutions to solve their transportation problems in the short, medium and long term. Recent approaches to sustainable transport focuses on the demand-side (Broaddus et al., 2009) as opposed to traditional approaches that focused on the supply-side, and mainly, in the infrastructure. Transportation demand management is a strategy that aims to maximize the efficiency of the transport system by discouraging unnecessary private vehicle use and promoting more effective, healthy and environmental-friendly modes of transport, in general being public transport and non-motorized transport. It is important to understand the driving forces behind transport sector trends. Among others factors, travel demand is affected by: ! Household wealth and vehicle ownership; ! Transport infrastructure quality; ! Prices (for fuel, road use, parking, transit fares); ! The relative speed, convenience and comfort of travel by private vehicle and public transport; ! Walking and cycling conditions;
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! Land use patterns and local and regional scale (the distribution of destinations); ! Traveller habits and expectations. All this factors influence travel behaviour. Noted that all traffic management measures affect travel directly. Some provide a foundation for other strategies that change travel behaviour, which in turn have economic, social and environmental impacts. These relationships are illustrated below:
•planning and investment practices, land use practices, tax Policies policies, etc.
Programs and •commute trip reduction, transportation management projects associations, non-motorised transport planning, etc.
•transit improvement, improved walking and cycling Direct measures conditions, flextime, location efficient mortgages, etc.
•mode shifts, shorter trip distances, reduced driving, Travel impacts reduced energy consumption
•improved mobility and access, cleaner air, road safety, Benefits reduced GHG emissions, reduced external dependence
GTZ (Broaddus et al., 2009) developed an approach inspired by the principles of sustainability, known as A-S-I (from Avoid/Reduce, Shift/Maintain, Improve), that seeks to reduce energy consumption, achieve greenhouse gases emissions (GHG) reductions and less congestion with the final objective of creating more liveable cities. The A-S-I approach classifies transport management measures in three main categories:
! Avoid/Reduce: firstly “avoid” refers to the need to improve the efficiency of the transport system. Through integrated land-use planning and transport demand management the need to travel and the trip length may be reduced. ! Shift/Maintain: secondly, the “shift” instruments seek to improve trip efficiency. A modal shift from the most energy consuming transport modes towards more environmentally friendly ones is highly desirable.
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! Improve: thirdly, the “improve” component focuses on vehicle and fuel efficiency as well as on the optimization of transport infrastructure. It pursues to improve the energy efficiency of transport modes and related vehicle technology. The potential of alternative energy use is recognized. Avoid Shift Improve
Improve the energy efficiency Reduce or avoid the need to Shift to more environmentally of transport modes and travel friendly modes vehicle technology
System Efficiency Trip Efficiency Vehicle Efficiency
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3 Transport and Energy
Transport is fundamental to development in a global scale and it has a profound and personal impact on individual lives. In many cases, transport involves choice—whether to move or to stay in place, whether to walk, cycle, take public transport or a private car, whether to ship a product overnight or with more flexible deadlines. The transport options available in a country reflect its level of development. At the same time, transport is a driver as well as a marker of economic development. It enables individuals and communities to rise out of poverty and overcome social exclusion, connecting goods to markets and linking rural areas and market towns to large cities and the global marketplace (UN. 2016).
The world’s population reached 6 billion in 2000 and will be around 10 billion in 2050 (Word Bank, 2018a). Coupled with growing incomes, this will lead mobility to expand through 2040. Despite political and technological advances, demand for transportation still be able for answering to the future mobility needs. According to the United Nations Statistics Division database (UNSD, 2018), transportation, storage and communication related activities accounted for 7% and 6% of Gross Value Added (GVA) respectively worldwide and in South America (illustrated in Figure 4).
Agriculture, Wholesale, retail hunting, trade, forestry, fishing restaurants and 7% hotels 12% Construction Transport, 8% storage and Manufacturing communication 11% 6% Mining, Other Activities Manufacturing, 34% Utilities 22% Figure 4. Share of GVA in 2014 by kind of activity (%) in South America (UNSD, 2018).
Figure 5 shows the world total final consumption of different type of fuels by sector in 2015. The worldwide transportation sector contributed to 55% of total end-use sector liquid fuels consumption in 2015 (EIA, 2018a). It was found that transportation consumed more than 2,600 million ton of oil equivalent – Mtoe. The distribution of different transportation modes also confirms the impacts of the road traffic activity on world delivered energy consumption. In 2015, it represented almost half of world transportation energy based on oil production (2,000 Mtoe).
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a) Coal
Transportation Residential 0,2% 7,0% Commercial and Agriculture 4,9% Others 25,9% Non-metalic minerals 22,2%
Chemical and Iron and steel petrochemical 29,3% 10,5% b) Oil
Maritime 6,7%
Residential Road 49,7% 5,9%
Other 21,4%
Industry 8,0%
Aviation 7,5% Rail 0,8%
c) Natural Gas
Commercial
13,0% Transportation 7,0%
Industry 37,7% Other 42,3%
d) Electricity
Transportation
Residential 2,1% 27,1% Industry 42,0%
Commercial 22,2% Other 6,6%
Figure 5. Share of world consumption in 2015 (EIA, 2018): a) coal (total = 1,044 Mtoe); b) oil (total = 3,840 Mtoe); c) natural gas (total = 1,401 Mtoe); and d) electricity total = 1,737 Mtoe).
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When looking at the European Union’s 28 countries (EU-28), transportation was the largest energy consumer at 33% (538 Mtoe) in 2015 (Eurostat, 2018). Long term-projections concerning the transportation sector delivered energy consumption show an increase at an annual average rate of 1.4% from 2012 to 2040 (EIA, 2018b). In non-OECD countries in America, growth in transportation energy use could be up to 2% (EIA, 2018b).
At global scale, the transportation sector produced about 7 GtCO2eq of direct GHG in 2010, being responsible for approximately 14% of 2010 global GHG (Sims et al., 2014). Long term-projections for CO2 emissions concerning the passenger transportation in cities above 300,000 inhabitants show an increase up to 27% in 2050 compared with 2015 levels (Chen and Kauppila, 2017).
Most recent data showed that transportation accounted for 20% (EEA, 2018) and 28% (IEA, 2018) of GHG emissions in the EU-28 (2014 reference year) and in the United States (2016 reference year), respectively. There are no doubts that transportation is one of the largest contributors of GHG emissions (Figure 6). a) b)
Energy Transportation Transportation 21% Residential and supply 28% Commercial 29% 11% Other Agriculture 9% 9%
Industry Energy Residential and Supply 28% Industry 19% commercial 13% Agriculture 11% 22% Figure 6. Share of GHG Emissions by sector: a) US - 2016 (EPA, 2018); b) EU – 2014 (IEA, 2018).
Similar trends are observed in Latin America and the Caribbean region: transportation has a major impact on energy consumption levels and represents 36% of total fuel consumption in 2012 (IEA, 2015). The distribution of transportation mode revealed road transportation as the largest contributor to CO2 emissions (73%) followed by international air transportation, and domestic marine and river transportation (8%), with small shares each (Figure 7). Approximately 50% of transportation-related emissions are due to freight and passenger transportation (Viscidi and O’Connor, 2017).
Rail 1% International Aviation 6%
Domestic Road (including Aviation 12% passenger and freight) 73% Domestic Marine and fluvial transportation 8%
Figure 7. Share of Latin America’s CO2 Emissions from transportation in 2010 (Viscidi and O’Connor, 2017).
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Figure 8 displays the variation in CO2 emissions from transportation (in relation to the total fuel consumption) from 2000 to 2014 in several countries and regions. The bars in Figure 8 confirmed two main facts about South America: 1) its transportation-related CO2 emissions accounted for more than 40% of total fuel consumption; 2) it presented a higher share of transportation- related CO2 emissions than observed in high-income countries such as European Union and in the US.
50% 42%43% 30% 40% 33% 27% 24% 29% 9% 30% 22% 28% 20% 20% 9% 10%
0% World United OECD European China South States members Union America 2000 2014
Figure 8. CO2 emissions from transportation (percentage of total fuel combustion) in selected countries and region (World Bank, 2018b). No data available for Guyana.
According to the International Energy Agency (IEA), the economic growth in South America has been linked with energy use (IEA, 2015). Sustained economic growths in combination with urbanization have imposed pressure (Hidalgo and Huizenga, 2013) on both transportation infrastructure and services in South America where countries and cities have not been able to keep up with the increased travel demand.
This region still faces a greater dependence on imported fossil fuel. The increase in mobility demand results in new challenges for transportation system, planning and infrastructure, especially in largest cities in Latin America.
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4. Transport Energy Audit of Bartica
Bartica is a small community situated on the Essequibo River, 80 km inland from the Atlantic Ocean (Figure 9). It is perfectly nestled at the confluence of the Essequibo, Cuyuni and Mazaruni rivers bounded north and east by the Essequibo River, south by the forest and west by the Mazaruni River.
N Essequibo Essequibo river
Figure 9. Map with geographical location of Bartica. Background Map Source [Google Maps].
Bartica is the capital of Region 7 – Cuyuni-Mazaruni one of the least densely populated regions of Guyana with less than 0.4 inhabitants per km2; in 2012 the population was estimated in 17,520 inhabitants for an area of 47,213 km2. Before becoming a town, Bartica was approximately 12.95 km2 in land mass. Today, Bartica’s Township extends geographically to approximately 200 km2 with most of the new area largely underdeveloped and with low population densities (see Figure 10). This community of approximately 8,000 residents, popularly known as the “gateway” to Guyana’s interior is economically driven by gold, diamond mining and to a lesser extent the hospitality industries.
The town has 4 nursery schools, 5 primary schools and 2 secondary schools. Several government entities including the Town Council and the Regional Democratic Council are located in Bartica. The town also has a regional hospital, a community centre, police and fire stations, and several commercial banks and hotels.
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Figure 10. Map with geographical boundaries of the municipality of Bartica.
4.1 Demographic profile of Bartica
4.1.1 Population According to the 2012 Census prepared by the Guyana Bureau of Statistics, in 2012, Bartica had 8,004 inhabitants (see Table 3), representing 45.7% of the total population of Region 7. From 2002 to 2012, Bartica’s population increased 7.8%. This growth was balanced between genders; males represented 50.3% of total. During this period population’s growth in Bartica was slightly higher than the relative growth that happened in Region 7 (+5.8%). Bartica’s population grew in 581 inhabitants and the rest of Region 7 saw 387 additional inhabitants.
Table 3 - Total population of Bartica and Region 7 in 2002 and 2012 (data from Guyana Bureau of Statistics) Population 2002 2012 Variation Males 3,731 4,024 +7.9% Females 3,692 3,980 +7.8% Total Bartica 7,423 8,004 +7.8% Total Region 7 16,552 17,520 +5.8%
Figure 11 represents the evolution of the age structure of Bartica’s population from 2002 to 2012. During these 10 years the age structure suffered a clear aging trend with a reduction of the numbers of citizens below 10 years old and an increase in all other age classes, except 25- 29. Nevertheless, the age structure in 2012 still shows an expansive pyramid: a population pyramid that is very wide at the younger ages, characteristic of countries with high birth rate and low life expectancy. In 2012:
! More than one third (36.9%) of the population of Bartica were children under 14; ! Approximately 22% of the population could be classified with early working age (between 15 and 24 years old);
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! 42,1% of the population fitted into the prime working age group (25-54) ! The mature working age group (55-64) included 6.2% of the population and ! Approximately 4.5% of citizens were above 65.
over 75 70-74 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 under 5 020040060080010001200
2012 2002
Figure 11 – Age structure of Bartica in 2002 and 2012 (data from Guyana Bureau of Statistics)
4.1.2 Employment and Economic Activity In 2012, almost 90% of the residents of Bartica were active (see Figure 12): the largest fraction (43.9%) had a job and almost one-third (30.4%) attended school. It is also relevant to mention that 15.6% of inhabitants performed home duties.
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Not working Attending school Had a job Performed home duties Retired Disabled No job
0,7% 2,9% 1,2%
5,4%
15,6%
30,4%
43,9%
Figure 12 – Economic activity of Bartica’s residents in 2012 (data from Guyana Bureau of Statistics).
In 2012, mining and quarry was the most important sector of activity in Bartica with 27.7% of jobs; retail trade and repair (19.2%) and, transport, storage and communications (13.8%) were the second and third sectors of professional activity (see Figure 13). The construction sector appeared in fourth with 8.0%. 3,0% 2,9% 1,7% Agriculture, Hunting & 2,7% Forestry Mining and Quarrying
Manufacturing 5,0% Electricity, Gas, Water Supply 0,5% 5,1% 27,7% Construction 1,0% Retail trade & Repair
Hotels and Restaurants 13,8% Transport Storage & Communication 3,1% Financial Intermediation 4,8% 8,0% 1,5% Business activities Public Admin. 19,2% Education
Figure 13 – Major industry of employed in Bartica in 2012 (data from Guyana Bureau of Statistics).
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4.1.3 Environmental concerns The census of 2012 inquired about the environmental concerns of Guyanese population. Results obtained in Bartica are depicted in Figure 14. More than 20% of the households in Bartica displayed concern with water-related issues such as drainage (35.2%), water contamination (26.6%) and flooding (21.5%). Concern with waste disposal showed similar levels: 27.6%. Air pollution and noise, environmental dimensions closer to transportation, indicated a lower level of concern with respectively, 14.4% and 11.7%.
Asbestos Noise Cellphone tower Flooding Squatting Erosion Mangrove destruction Deforestation Pesticides Air pollution Drainage Water contamination Waste disposal
0% 5% 10% 15% 20% 25% 30% 35% 40%
Figure 14 – Environmental concerns in Bartica in 2012 (data from Guyana Bureau of Statistics).
4.2 Mobility in Bartica
4.2.1 Vehicle ownership The census of 2012 included a question regarding the equipment and appliances in working condition existing in each household: two of the equipment considered in the census are relevant for the purpose of the transport energy audit:
! Ownership of private vehicles: 26.8% of households; ! Ownership of boat (engine paddle): 4.3% of households.
More detailed information was obtained through a recent household survey developed by TCG and described earlier in subchapter 2.2. According to the survey, 59.1% of the households of Bartica do not possess any type of vehicle. From the vehicles present in Bartica (see Figure 15), nearly 50% and 20% are cars and bicycles, respectively. Boats represent 4.6% of the total number of vehicles of Bartica.
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2,6% 4,6% 3,1% Bicycle 2,6% 19,5% Car
6,2% Motor cycle
Truck 6,7% Pick-Up 5,1% Bus
Canter
49,7% ATV
Boat
Figure 15 – Type of vehicles existing in Bartica in July 2018.
During this project, drivers refueling their cars in the service stations were interviewed and asked about their vehicle’s age. 45.6% of the vehicles were private cars and 33.7% were taxis. Vans/4x4/pick-up represented 8.9% of the vehicles. Figure 16 represents the distribution of the age of cars contacted during the field work and depicts a relatively old fleet. The average age of cars is 14 years (manufactures in 2004) and almost 80% of the vehicles are more than 10 years old.
14
12
10
8
6
4
2
0
1978 1992 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Figure 16 – Age distribution of cars (number) interviewed during field work in Bartica in July 2018.
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4.2.2 Transport modes Vehicle ownership should not be used to infer about the most relevant transport mode in Bartica. The household survey questioned about the transportation modes utilized on the previous day of the field work. Results represented in Figure 17 show the importance of the boat mode with 43.1% of trips; second is taxi with 32.2%. It is important to note that the proportion of boat trips might be over-estimated probably due to a strong memory effect caused by this type of transport. The opposite might occur when accounting walking trips.
It is relevant to note that according to the records obtained during this study only 5.4% of trips are made with private car.
0,4% 0,8% 5,4% 12,6% lorry/canter 5,4% bus private car taxi boat bicycle 43,1% walking
32,2%
Figure 17 – Distribution of vehicle use (number of trips) in Bartica in July 2018.
Data obtained through field work indicate that 38% of the boats arriving in Bartica come from Parika. Goshen, Karrau and Itaballi each are the origin of 9% of the boats; other 6% of the vessels come from River View.
Table 4 - Distribution of the number of monthly trips from Bartica to Parika per household.
Number of monthly trips to Parika Frequency of households 0 48.7% 1 24.7% 2 12.2% 3 3.6% 4 6,1% 5 -9 1.4% 10-19 0.4% More than 20 0.7%
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Travel to Parika by boat is quite common and it is the main reason to use the boat. Table 4 presents the distribution of the number of monthly trips from Bartica to Parika per household and shows that 51.3% of inquired households referred at least one monthly trip to Parika of one of its members. Table 4 also indicates that in 8.6% of the households there is at least one weekly trip to Parika (more than 4 trips per month).
The main reason to make the trip to Parika is described in Figure 18. The main justifications to travel are shopping (29%), work (25%) and social activities (22%). This last category includes entertainment, sports, visit to relatives, etc.
6% 2%
25% Work School 22% Health Shopping 7% Social Religious 9% Administrative issues 29%
Figure 18 – Reasons to travel to Parika.
The interview of boat’s captains revealed that 55% of the passenger vessels transported also cargo. In more than 80% of the situations, this cargo is food and household shopping. Additionally, circa 60% of the boats transported business related items such as fuel, spare parts and mining supply articles.
Guyana general census of 2002 included questions concerning transport to work and to school. Similar data for 2012 were not provided by the Guyana’s Bureau of Statistics. Data available for 2002 revealed the importance of non-motorized transport in Bartica. According to the last available data (2002), 56,9% of residents either walked (46.9%) or cycled (10.0%) to go to work every day (see Figure 19).
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1,8% 9,6% 3,8%
Walk Bicycle Private car
46,9% Boat 16,5% Motorcycle Company car Public transport Hired transport 2,6% Other 7,3%
10,0% 1,5%
Figure 19 – Mode of transport used to go to work (Data from 2002 Bureau of Statistics census).
The importance of walking is even stronger in children going to school with 81.2% (see Figure 20). In both cases circa 10% of the population used public transport for their daily activities.
0,10% 0,77% 0,38% 0,19% 0,00% 0,24% 10,44% Walk 2,31% Bicycle 4,33% Private car Boat Motorcycle Company car Public transport Hired transport Other 81,23% Don't know
Figure 20 – Mode of transport used to go to school (Data from 2002 Bureau of Statistics census).
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4.3 Power production in Bartica Electricity is provided on a 24-hour basis from an island grid that is operated by the Guyana Power and Light Inc. (GPL). GPL operates two diesel-generating sets with a plate capacity of 2.8 MW and a nominal capacity of 2.4 MW. However, the peak demand grew up to over 3 MW during the period of high gold price in 2009-2010. On an annualized basis, these sets combined consume a total of approximately 700,000 gallons (CCCCC, 2016).
The population in Bartica is expected to grow in the future and the energy demand will therefore increase constantly. Bartica has been designated to be Guyana’s first Green Town. The ‘Green Bartica Plan’ is a Government of Guyana initiative that involves a holistic approach to sustainable economic growth in the township. The main objectives of the plan are to create a climate resilient economy and to establish a green pathway for the foundation of a new Guyana, which will result in reducing the overall carbon footprint in electricity, agriculture, fisheries, water, forestry, waste, manufacturing, transport, construction, tourism and other sectors. The need for an adequate supply of electricity is paramount as hinterland communities in Guyana continue to economically expand. As such, the Guyanese government plans to provide hinterland communities with longer energy supply, and it has begun pursuing the construction of three solar farms (EES, 2018).
One of the solar farm is slated for Bartica and it is anticipated to generate 1.5 MW. The diversification of the energy matrix and the increase of energy security aims to promote socioeconomic development through the supply of reliable and affordable electricity to Bartica, as well as reduce CO2 emissions from the power sector by utilizing a renewable energy source. With an investment of US$3,876,047.20, this project in Bartica is expected to generate 4,885 MWh of electricity annually. The project will require circa 7.50 acres of land.
4.3 Fuel consumption In order to estimate the total furl consumption, the audit team used the information on the fuel sales per day for the road and river mode gathered from the local fuel stations, distributed by type of fuel used and type of vehicle. There is also information on airplanes, namely aircraft type, flying minutes per year, fuel consumption, passenger capacity and number of flights. This gives the possibility to quantify fuel consumption in gal/year.
4.3.1 Service stations The names of the service stations are not disclosed to keep data confidentiality. Service Station #1 Gasoline Sales • Sales over a four day period = 1,000 gallons • Sales for a one day period = 250 gallons o 90% or 225 gallons of all gasoline sales are used for Transportation o 10% or 25 gallons of all gasoline sales were for other activities in the mining sector • For transportation sales o Trucks = 15% o Private/Hire Cars = 65%
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o Bus = 10 % o Boats = 10%
Diesel Sales • Sales over a four day period = 15,000 gallons • Sales for a one day period = 3,750 gallons • Sales utilized for Mining = 95% o Sold to trucks = 70% (cargo) o Sold to boats = 25% (cargo) • Sales utilized for Transportation = 5% o Trucks = 4% o SUV’s and Other Vehicles = 1%
Service Station #2 Gasoline Sales • Sales for a one day period = 2,300 gallons o Boats = 1,700 gallons ! Close range = 30% ! Long range = 70% o Road vehicles = 600 gallons ! Buses = 100 gallons ! Hire cars = 450 gallons ! Private cars = 50 gallons
Diesel Sales • Sales for a one day period = 4,500 gallons • Sales utilized for transportation = trucks 10% • Sales utilized for Mining o Sold to trucks = 65% (cargo) o Sold to boats = 35% (cargo) o Close range = 45% o Long range = 55%
Service Station #3 Gasoline Sales • Sales for a one month period = 6,500 gallons o Boats = 900 gallons o Road vehicles = 5,600 gallons ! Buses = 25% ! Hire cars = 50% ! Private cars = 25%
Diesel Sales • Sales for a one month period = 24,000 gallons o Road ! Sales utilized for transportation = 500 gallons (2.1%) ! Sales utilized for Mining = 23,500 gallons (97.8%) • Sold to trucks = 60% (cargo)
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• Sold to boats = 40% (cargo)
Service Station #4 Diesel Sales • Sales for a one day period = 8,000 gallons o Boat ! Cargo: Sales utilized for transportation = 500 gallons ! Small: Sales utilized for transportation = 200 gallons o Road ! Sales utilized for transportation = 500 gallons ! Sales utilized for Mining = 6,800 gallons
4.3.2 River mode Parika – Bartica ferry During the collection of data for the present audit, T&HD (Transport and Harbours Department of the Minsitry of Public Infrastructure) provided a fuel consumption value of 10 gallons per hour of steaming for the M.V. Malali and M.V. Makouria, the two vessels that operate in the Parika – Bartica route. However, upon further inquiry, it became evident that this fuel consumption figure was in fact the manufacturer’s specification or the consumption rate expected when the vessels were new. Both of these vessels are now 56 years old. As such, their fuel efficiency has severely reduced and T&HD reports using 1,500 gallons per week for the route. Data recently published (GDS+, 2019) refer that M.V. Makouria and M.V Malali have a fuel efficiency of 0.5 km/gal. This value was estimated based on the distance covered per week along the route and it is indeed a more accurate estimation of the actual fuel consumption rate of the vessels. The distance between Parika and Bartica is 64.8 km. Consequently fuel consumption for one-way trip will be: ! 64.8 km / 0.5 km per gal = 129.6 gal/ one-way trip. Same report refers that the ferry operates 4 days a week. Consequently the yearly fuel consumption is: ! 129.6 gal/one way trip x 4 trips/ week x 52 weeks/year = 26,957 gal diesel/year Parika-Bartica speedboats According to the President of the speedboat association of Bartica there are more than 50 vessels operating in the Parika-Bartica route. Every day there are between 7 and 8 speedboats each way. This is a highly regulated business and consequently each of the licensed speedboats travel circa one trip per week. Typically, these speedboats include two engines of 200 HP each and consume approximately 23 gallons of gasoline per round trip. Detailed data sent by the Maritime Administration Department confirmed the above-mentioned scenario. In Bartica (See Figure 21) there are 56 vessels licensed for passenger transport and 6 for transport of cargo. Close to 70% of the licensed vessels for transport of passengers have a total engine power above or equal to 350 hp.
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Figure 21. Engine power of cargo and passenger vessels licensed to operate in Bartica. Passenger capacity of the fleet varies from 14 to 28 (see Figure 22) with an average of 25 passengers per vessel.
25
20
15
10 Number of vessels of Number 5
0 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Passenger capacity
Figure 22. Passenger capacity of vessels licensed to operate in Bartica.
4.3.3 Aviation GCAA – Guyana Civil Aviation Authority provided the record of Land Take-Off (LTO) cycles that occurred in Bartica airstrip in 2016 and in 2017. The information included the aircraft type, airstrip of origin or destination, time duration of each flight and flight level. In 2017 there were 619 LTO cycles in Bartica that represent an increase of 8.0% from previous year. As far as the Energy Audit is concerned only departure flights were treated. As represented in Figure 23 almost 90% of the flights were directed to Ogle Airport in Georgetown. Krishna Sankar (2.9%) and Kamarang (2.1%) were the second and third destinations in number of flights. These three destinations represented 95% of the flights.
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Figure 23. Share of destination of flights departing Bartica in 2017. To determine fuel consumption the analysis must shift to time flied instead of number LTO cycles. Estimates show that the 619 flights that departed from Bartica in 2017 represent circa 17,806 minutes – an increase of 7.1% from 2016. To accomplish 95% of the total flied time (Figure 24) it is necessary to take into account 6 destinations: Ogle (79.4%), Kamarang (5.4%), Krishna Sankar (3.6%), Lethem (3.3%), Warimu (2.1%) and Ekereku Bottom (1.3%).
Figure 24. Total time flied by destination of flights departing Bartica in 2017.
Table 5 lists the aircraft types that depart from Bartica airstrip, as well, as the number of flights departed from Bartica and total flying time for each type of aircraft. Based on typical fuel consumptions (GPH – Gallons Per Hour) obtained through specialized technical websites, total fuel consumption was estimated for each aircraft. The total estimate for 2017 is 7,084 gallons of fuel. The
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same Table includes an estimate of passengers transported from Bartica (2,941) based on an occupancy rate of 70%. Table 5. Total number of flights, time flied, fuel consumption and passengers for type of aircraft departing Bartica in 2017. Aircraft type Number Flying time GPH Fuel Passenger Passengers of capacity at 70% flights minutes share gallons share capacity Beagle B206 8 199 1,1% 28,7 95,2 1,3% 6 34 Britten-Norman BN2 211 5433 30,5% 32 2897,6 40,9% 9 1329 Britten-Norman BN2A 3 76 0,4% 32 40,5 0,6% 9 19 Britten-Norman BN2P 40 1068 6,0% 32 569,6 8,0% 9 252 Cessna C172 169 5534 31,1% 8,5 784,0 11,1% 3 355 Cessna C182 5 124 0,7% 12,5 25,8 0,4% 3 11 Cessna C206 84 2603 14,6% 14 607,4 8,6% 5 294 Cessna C208 36 989 5,6% 57,6 949,4 13,4% 9 227 Polz M28 16 383 2,2% 84,3 538,1 7,6% 17 190 Piper PA32 26 966 5,4% 15,8 254,4 3,6% 5 91 Piper PA34 1 19 0,1% 26,4 8,4 0,1% 5 4 Robinson R44 11 226 1,3% 14 52,7 0,7% 3 23 Britten-Norman 9 186 1,0% 84,3 261,3 3,7% 18 113 Trislander TOTAL 619 17806 7084,5 2941
Figure 25 represents flying time and fuel consumed by each type of aircraft. Fuel used on BN2, C208 and C172 flights represent more than 65% of total fuel used in the aviation mode.
Figure 25. Flying time and fuel consumed by each type of aircraft.
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4.4. Analysis of energy data In order to compare the energy represented in each type of fuel it is necessary to convert each volume of fuel into an equivalent unit of measure (www.convertunits.com). Conversion to tons of oil equivalent (toe) are used for this purpose: ! 1 toe = 317.76 gal of gasoline; ! 1 toe = 285.75 gal of diesel oil; ! 1 toe = 294.43 gal of jetfuel; Table 6 presents the energy matrix transportation for Bartica including data of the only major supplier of electricity in Bartica: the state-owned Guyana Power and Light (GPL) Company. The energy matrix was calculated based on the data deecribed in section 4.3. The results for each activity sector confirm the relevance of mining industry that accounts for 75.5% of the energy consumption of Bartica (Figure 26). The transportation sector comes second with 15.0% followed by electricity production at the local GPL power plant (9.5%) . Table 6. Energy matrix transportation in the town of Bartica. Fraction of Gasoline Mode Diesel [toe] Other [toe] Total [toe] transport [toe] sector (%) TRANSPORT SECTOR 2,950 784 24 3,760 100 Road 1,084 771 - 1,855 48.3 Private Cars 159 44 - 203 5.4 Hired Cars 701 - - 701 18.6 Buses 185 - - 185 4.9 Trucks 39 727 - 766 20.4 River 1,866 95 - 1,961 51.1 Parika-Bartica Ferry - 95 - 95 2.5 Parika-Bartica Speed Boats 99 - - 99 2.6 Close Range Vessels 530 - - 530 14.1 Long Range Vessels 1,237 - - 1,237 32.9 Aviation - - 24 24 0.6
MINING 26 19,348 - 19,374 Fuel cargo in Boats - 3,987 - 3,987 Fuel cargo in Trucks 26 15,361 - 15,387
ELECTRICITY PRODUCTION - 2,450 - 2,450
TOTAL 2,976 22,582 24 25,582
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15,0%
9,5%
75,5%
Transport Electricity production Mining
Figure 26. Energy use by sector in Bartica. Globally, diesel represented 88.5% of total energy consumption followed by gasoline at 11.4% (Figure 27). Jetfuel is marginal with less than 0.1% of total energy consumption. Interestingly, 96% of diesel energy consumption is used for mining while 99% of gasoline energy consumption is used for the transport sector.
0,1%
11,4%
88,5%
Diesel Gasoline Jetfuel
Figure 27. Energy use by type of fuel in Bartica.
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1% 5%
18% 32%
5%
14% 20% 3% 2%
Private cars Hired cars Buses Trucks PB Ferry PB speedboats Close range vessels Long range vessels Aviation
Figure 28. Energy use in the transport sector in Bartica. The distribution of energy consumption by the different modes for transportation activities confirms the relevance of river (51.1%) and road (48.3%) modes over the air mode (0.6%). The energy consumption of long range boats (32.9%), trucks (20.4%) and close range boats (14.1%) correspond to 65.9% of the transportation sector energy consumption, as shown in Figure 28. These three modes of transport are caused by subregional movements of people and goods. Local mobilty within Bartica sums circa 29% of transport energy consumption: hired cars (18.6%), private cars (5.4%) and buses (4.9%). The connection between Parika and Bartica (PB) by speedboat and ferry amounts to aproximatelly 5%. Assuming that the majority of these trips are extended from Parika to Georgetown it is reasonable to add to this fraction the energy consumption of the aviation mode. Consequently, the connection between Bartica and Georgetown (via Parika or directly by aircraft) represents 5.7% of total energy consumption. In order to identify adequate recommendations for the entire transportation sector it is necessary to understand the importance of each transportation mode and, simultaneously, the motivation/demand driving each trip. Figure 29 illustrates the distribution of transportation energy consumption based on trip origin and destination.
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Figure 29. Energy use in the transport sector in Bartica by origin-destination.
Figure 30 summarizes the distribution dynamics of energy consumption by type of fuel, sector and modes of transportation in the town of Bartica for 2017.
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Figure 30. Distribution of energy consumption (indicated in toe) by transportation modes.
4.5 CO2 Emissions in Bartica According to Bureau of Statistics da Guyana, Bartica had a resident population of 8,004 inhabitants, in 2012. In order to understand the impact of energy consumption in Bartica region, per capita carbon dioxide (CO2) emissions (transport, electricity production and mining related activities) are compared to other regions and countries, as shown in Figure 31. Although Bartica has an average value (~3.2 metric tons per capita) lower than that observed in developed regions (-81% United States; -50% European Union), it yields per capita CO2 22% and 5% higher than Guyana and Latin America & Caribbean countries, respectively (World Bank Group, 2018). The reason behind these results is that Bartica has a relatively small population in relation to the mining activities even though it has very little in the way of industrial activity.
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United States 16,5 OECD members 9,5 European Union 6,4 Venezuela, RB 6,0 Argentina 4,7 Chile 4,7 Bartica 3,2 Latin America & Caribbean 3,1 Ecuador 2,8 Guyana 2,6 Brazil 2,6 Peru 2,0 Uruguay 2,0 Colombia 1,8 Paraguay 0,9 05101520
Figure 31 - CO2 emissions per capita as for 2014 (in metric tons of CO2 equivalent). (World Bank, 2018)
A city by city comparison confirms how even within South American countries there are large differences in emissions. Figure 32 shows that, in the case of Bartica, overall per capita CO2 emissions are high comparing to several South America regions/cities such as Bogotá (Colombia), Salvador (Brazil), Lima (Peru) or Quito (Ecuador) (CDP, 2016). It must be noted that the aforementioned cities have more than one million inhabitants and data for cities with similar population than Bartica is scarce. For instance, The City of Hermosa Beach (US), with nearly 10,000 inhabitants, has two times higher per capita CO2 emissions than the studied location.
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Las Vegas, NV, USA 47,7 City of Atlanta, GA, USA 20,3 Austin, TX, USA 15,4 Okayama, Japan 9,8 San Diego, CA, USA 9,0 Los Angeles, CA, USA 7,4 Hermosa Beach, CA, USA 6,4 Yokohama, Japan 5,9 Hong Kong 5,8 Tokyo, Japan 5,2 Edinburgh, UK 5,2 Caracas, Venezuela 5,1 Manchester, UK 5,0 London, UK 4,4 New Taipei, Taiwan 4,3 Bartica 3,2 Guayaquil, Ecuador 2,9 Jakarta, Indonesia 2,8 Mexico DF (Mexico) 2,7 Quito, Ecuador 2,3 Palmas, Brazil 2,3 Lima, Peru 1,8 Bogotá, Colombia 1,6 Lagos, Nigeria 1,4 Batangas City, Philippines 1,4 Salvador, Brazil 1,3 0102030405060
Figure 32 Per capita CO2 emissions in some worldwide cities (in tons of carbon dioxide equivalent) (CDP, 2016).
Concerning the transport-related activities only, it generates approximately 0.50 metric tons per capita in Bartica (Figure 33), which is nearly 69%, 72% and 91% lower than the European Union, Latin America and North America average values, respectively (World Energy Council, 2018). Noted that transport only accounted for 15% of energy consumption.
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North America 5,2 European Union 1,7 Europe 1,6 Chile 1,4 Ecuador 1,3 Mexico 1,2 Argentina 1,1 Brazil 1,0 Uruguay 1,0 Latin America 1,0 World 0,9 Paraguay 0,7 Bolivia 0,7 Peru 0,6 Colombia 0,6 Bartica 0,5 0123456
Figure 33 Transport CO2 emissions per capita as for 2014 (in metric tons of CO2 equivalent) (WEC, 2018).
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5 Recommendations
The aim of this chapter is to identify a set of recommendations to reduce the energy consumption of the transportation sector of Bartica, Guyana. These recommendations are organized according to the following matrix:
Local Georgetown Hinterland
Avoid Avoid Avoid
Shift Shift Shift
Improve Improve Improve
Recommendations are ranked with the application of objective criteria. This chapter includes an outline of an implementation plan that was developed after prioritization of the proposed measures. This draft plan is followed by the assessment of co-benefits and potential adverse effects of these measures. The end of this chapter is dedicated to the definition of a set of indicators to be used to follow- up the implementation of the plan.
5.1 Ranking criteria The audit adopts a qualitative evaluation approach to compare recommendations using defined criteria (Jollands et al., 2008). The chosen criteria represent the most relevant aspects of an energy efficiency recommendation – time, effectiveness and viability. The criteria used to assess the recommendations were (see Table 7): ! Implementation timeframe: This is defined as the time taken for the policy or the measure to first deliver energy efficiency improvements. The timeframe includes the entire time taken to develop the policy proposal, gain approval and implement the project. ! Energy savings: The total energy saved that would have been consumed without the implementation of the recommendation. The authors assume that taking into account the future power production matrix of Bartica there is a coincidence between energy savings and reduction of greenhouse gases emissions. The following energy classes are used (TOE – Tons of Oil Equivalent): o > 3 TOE/yr - Marginal reductions in short-term energy consumption, but with the potential to minimize long-term increases in energy consumption in case of significant changes in modal distribution pattern.
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o > 3 - 30 TOE/yr – Potential to moderate to substantial energy consumption reduction with important effects in the short and medium term. o > 30 TOE/year - Substantial reduction of energy consumption due to structural changes at the level of infrastructures and equipment. ! Investment: this is defined as the estimate of the financial scale of the investment needed to implement the energy efficiency recommendation. ! Transferability: an important consideration for a city seeking to adopt an energy efficiency measure that has been demonstrated to be effective elsewhere is the regulatory framework and technical capacity required to support it. Local governments around Guyana have many similarities but it cannot be assumed that all cities possess the same needs and capacities. The ease with which a measure can be transferred to other towns represents an important criterion to evaluate recommendations. ! Institutional complexity: this criteria evaluates the network of institutions (either public or private) that must cooperate to guarantee the success of the recommendation. Table 7 - Criteria used in the evaluation of recommendations.
Criteria 1 2 3
CTM: Timeframe Up to 5 years 1 to 2 years Less than 1 year
CES: Energy savings < 3 TOE year 3 to 30 TOE/year >30 TOE/year
CIN: Investment Above 1 MUSD 100k to 1 MUSD Below 100 kUSD
CTR: Transferability Cannot be transferred Can be transferred but Can be transferred due to the need for at significant adaptation with minimal cost. specific conditions costs
CIC: Institutional Requires the combined Requires the interaction Managed by single Complexity interaction between of several public public institution public institutions and institutions private stakeholders
A high qualification of the criteria (example: 3) will result in a higher priority for the recommendation. Additionally, enabling conditions and barriers are identified for each recommendation
5.2 Proposed recommendations
5.2.1 Local mobility 5.2.1.1 Avoid " 1. Land use planning
In May 2016, Bartica was elevated to the township status. The boundaries of the municipality of Bartica (Figure 10) surround an area of circa 200 km2. Most of the areas which falls outside the “Five Mile” area remains relatively undeveloped which extends to the road networks, public
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facilities, utilities and areas of commerce. Accepting that urban expansion would at some time impact these areas, it is extremely relevant to inform land use planners and policy makers on how best to improve energy efficiency in transport (from a land use perspective - sustainable urban transport framework), both in the urban centre and outlying areas of Bartica. A reduction in travel demand and a shift to more environmentally friendly transport modes can be supported by various measures at different land-use planning levels. Sustainable urban transport and land use planning require a clear idea of the development objectives of the urban and regional area. Integrated land use and transport planning are essential for environmentally, socially and economically sustainable urban development. Design of urban settlements and choice of locations should aim to (GTZ, 2004): ! Reduce the rate of growth of car trips; ! Support public transportation (for passengers and goods), walking and cycling; ! Enhance healthy conditions for living; ! Create concentrated and mixed-use development. In order to realise sustainable urban development the following principles should be adhered to: ! Major developments should be located in areas well-served by public transport; ! As part of a development plan, traffic management schemes should be implemented, including parking policies and traffic restrictions for sensitive areas; ! Planning authorities and developers should ensure safe conditions for pedestrians and cyclists, and put special emphasis on safe routes to schools for children; ! A public transport strategy should be designed and implemented, which makes transit stops easily accessible; ! New development will be located near existing local high capacity routes, terminal and interchanges; ! New development attracting a significant amount of goods’ transport will be located near existing roads. Network design and traffic management will ensure that new through-traffic does not impinge upon housing areas, and does not interfere with non- motorised travel. At the level of housing quarters, these principles will materialize in providing good conditions for walking and cycling without hindrance from motorized traffic, good access to public transport lines, and restriction to car access to certain areas. Moreover, it is important to assess transport demand caused by the various land uses at a very early stage of urban planning, and assure early integration with transport planning. This sounds rather simple, but is not common in many cities. The minimum requirement is the establishment of joint working groups at municipality level, consisting of urban planners from the involved offices, transport planners, and the traffic and public transport management units. A land use plan must take into account the following tasks (GTZ, 2004): 1. New development areas a. Decentralized concentration b. Decentralized facilities
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2. Public transport and land use a. Increase use of public transport b. Access to Stops c. Public transport in traffic 3. Urban development a. Location of new urban areas b. Minimization of space in new urban areas c. Spatial mixture of utilizations 4. Motorized private traffic a. Hindrance caused by parked vehicles b. Construction of parking facilities 5. Freight transport a. Environmentally compatible infrastructure b. Designation of commercial zones
Criteria Observations Ranking
Timeframe Land use policy changes are only observable in 1 medium-long term scale.
Energy savings and GHG Not possible to quantify but it is assumed that it 3 emissions would cause substantial savings of energy in the future.
Investment Preparation of land plan. Cost with 3 implementation of plan are not considered.
Transferability Planning know-how can be transferred to other 3 towns in Guyana.
Institutional Complexity Preparation of land plan will involve several 2 public institutions.
Enabling conditions Planning culture and legal framework.
Barriers Policy process, complex interaction among stakeholders. No major identifiable effects are observable in short term
" 2. Shared taxis
Recently, the promotion and integration of shared transport options, within a so-called shared economy paradigm has emerged (ITF-OECD, 2016). This new mobility paradigm may represent
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an interesting option to better manage transport in cities. This concept has been in discussion for several decades but only in more recent years, technology has evolved sufficiently and its key instrument - the smartphone - spread enough across the population to allow for the shared mobility market to gain some scale and become more viable. The proposed shared modes explore how to increase low levels of vehicle use in both space and time since cars are typically used during peak hours and rarely for more than 10% of the day. They also display very low levels of occupancy. Since the population regularly uses taxis, the implementation in Bartica of a collective, shared taxi system could be relevant to enhance local mobility needs. These vehicles for hire are typically smaller than buses and usually take passengers on a fixed or semi-fixed route without timetables. They may stop anywhere to pick up or drop off passengers and customers accept small detours from their original direct path and share part of their ride with others. The vehicles used as shared taxis are often owner-operated. This measure will reduce the numbers of trips made by taxis and consequently fuel consumption.
Criteria Observations Ranking
Timeframe 1-2 years 2
Energy savings Considering that 32% of population (age 15-64) 2 use taxi daily and considering that 5-20% of distance travelled by taxi can be minimized the estimated annual savings range between 5-29 TOE/year. An average distance of 5 km per trip has been considered.
Investment Web platform. 2
Transferability Know-how can be transferred to other towns in 3 Guyana
Institutional Complexity Requires involvement of taxi owners. 1
Enabling conditions ICT platform Interest of taxi owners Ensure population access to technology
Barriers Potential reduced acceptance due to lower of privacy and security levels
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5.2.1.2 Shift " 3. Promote active mobility: walking and bicycle
Active mobility is a form of transport of people and/or goods that only uses the physical activity of the human being for the locomotion. The most known forms of active mobility are walking or cycling. Health and environmental benefits of active modes are well known. Active mobility has the potential to effectively tackle several societal challenges regarding quality of life (Haufe et al., 2016). Both non-motorized forms of transport are not only healthy on the individual level, they are also carbon-neutral, cheap and more space-saving than other modes of transport. Bartica is a small town where many of the daily trips are at the scale of “walking distance”. Additionally local flat terrain favours cycling and walking activities. As a result, active mobility looks as a good option if the right conditions are implemented. Nevertheless, triggering behaviour change in mobility does not only require providing the adequate infrastructure (e.g. walkable environments, biking infrastructure), but also the willingness to change individual mobility behaviour patterns. In many cases, however, people are either not aware of walking and cycling alternatives to their common mobility habits, or the provided solutions and developments do not meet the expectations of people who consequently refuse to accept them (Horton, 2013). It is therefore necessary to identify efficient ways for informing people about alternative options (particularly regarding active mobility) and at the same time present them in a way that the alternatives appear appealing and worth to give it a try to the addressed target group. Active mobility should be promoted among all the demographic groups in the society by raising the awareness on the individual health benefits of increased physical activity, and conversely, the societal burden and costs in the long term if there is no change (PASTA, 2017). An important basis for successfully communicating the benefits of active mobility is the monitoring of air pollution, mortality/morbidity rates and health issues due to traditional urban transport. Increased awareness among the population can result in a modal shift towards cycling and walking, especially when combined with meaningful tangible measures like discouraging car ownership in districts while systematically enlarging the cycling network.
Criteria Observations Ranking
Timeframe To promote active mobility (walking and cycling) it is necessary to 3 identify efficient ways to inform people in order to increase their interest to change or keep their mobility patterns based on soft modes and to include walking and/or cycling in their daily trips. Low impact in terms of Energy saving and GHG emissions due to the Energy savings 1 current high share of walking/cycling trips. Assumption for Bike sharing: -Nº of Bikes per 1000 hab. 10 -Total nº of bikes 80 Annual reduction km in car per bike : 100 Reduction km in car due to sharing system: 8000 Km travelled of bike sharing operation vehicles: 5000
Estimated energy savings 1 -2 TOE /year
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Investment Awareness campaign 3
Transferability Can be physically implemented with minimal cost 3
Institutional Initiative does not require engagement of multiple institutional 3 Complexity partners
Enabling - Improve street connectivity (no discontinuities in walkways and/or cycling conditions dedicated infrastructure) - Increase presence of trees and vegetation - Construction of sidewalks and bicycle paths (high traffic areas) pavement improvement - Monitoring and improving safety in neighbourhoods - Promote higher density in land use - Replacement of bicycles must be based on low consumption vehicles.
Barriers - Challenge to identify target groups and to have appropriate group-related arguments. - Need of public investment funding - Possible need for negotiation with private owners to increase pedestrian and cycling public areas - Level of acceptance depends on the quality of road infrastructure - High importing costs in the absence of a specialized bicycle industry - Local weather (rain and humidity) can discourage walking or cycling, even for short distances
5.2.1.3 Improve " 4. Promote the use of light e-vehicles
E-bikes and e-scooters are an excellent alternative to automobiles especially for short trips (door-to-door) as is the case of most trips in Bartica. E-Bikes and E-scooters represent lower capital and maintenance costs than ownership of a car. E-scooters cause smooth traffic flows and higher levels of mobility and travel efficiency and a diminished need of parking space. Electric mobility can be an opportunity to decrease fossil fuel consumption of traditional cars. This is particularly relevant when electricity production is based on renewable sources such as hydropower, wind power or photovoltaic. There are two ways in which one can promote light e-vehicles such as e-bikes and e- scooters1: 1. Encourage people to buy an e-bike or an e-scooter:
1 http://www.civitas.eu/content/how-promote-e-bikes-and-pedelecs
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! Give financial incentives: some cities in Europe (Arnhem-Nijmegen and Twente) have obtained good results by offering a discount. ! Improve the image of e-bikes: People still associate these bikes with elderly and physically challenged people. Offer test bikes to the young and healthy, so they can experience the benefits themselves. ! Increase people's sense of self-efficacy: Let people test the e-vehicles so they can find out if they are feasible for their commuting distance or in combination with their personal routines and work life. 2. Encourage people to use a bike or an e-scooter. ! Increase extrinsic motivation: Bad weather or the necessary physical effort can withhold people from using their bikes. They can be motivated by an external stimulus, such as a financial incentive or gamification elements. The disadvantage of this approach is the risk that people will stop cycling when the external stimulus disappears. ! Respond to people's needs: Fear of theft or practical inconveniences can make people decide not to cycle. Use can be facilitated by providing: o Secure parking facilities o Possibility to secure the vehicles to racks o Electric charging facilities o repair shops.
Criteria Observations Ranking
Timeframe The timeframe for implementation of the charging 2 infrastructure can go from 2-3 years.
Energy savings Potentially low impact in terms of Energy saving and GHG 2 emissions due to the current high share of walking/cycling trips. Assuming a potentially low car mode substitution rate (5%) energy savings would reach circa 10 - 15 toe/yr.
Investment Private investment per household. Public investment only with 3 awareness campaigns.
Transferability Know-how can be transferred to other regions of Guyana. 3
Institutional Requires the combined interaction between public institutions 1 Complexity and private stakeholders
Enabling Charging infrastructure conditions Incentives, reduced taxation etc.
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Barriers - High importing costs in the absence of a specialized industry in electric scooters - If switch to renewable energy sources (planned 1.5 MW solar farm) is not implemented there will be an increase on import of fossil fuels for electricity production - The level of success may be affected by the government financial resources and the quality of charging infrastructure - The level of success may be affected by the poor level of assistance in case of malfunction - Local weather (rainy and humidity) can discourage light e-vehicles use, even in short distances. - Air quality and greenhouse gases benefits strongly depend on the electricity production sources. In the case of implementation of the 1.5 MW solar farm air quality and GHG emissions will not be impacted by this measure.
" 5. Improve pedestrian infrastructure
In previous section 3.2.1.2 the promotion of active mobility was advised. However, frequently new roads and infrastructure serving cars in developing cities are built with poor regard for existing patterns of pedestrian and bicycle travel even if most developing cities often have a high mode share of people walking. Pedestrian infrastructure serves those walking along or across roads, ranging from sidewalks to overpasses and tunnels to signals and crosswalks. Sidewalks and paths must accommodate many uses and type of users. People walk alone, in groups, walk pets, push strollers and carts, run, skate, stop to gaze and talk, play and eat on sidewalks and paths. Many paths also accommodate scooters and bicycles. Additionally, sidewalks and paths contain various types of obstacles such as signposts, parking meters, mail boxes, garbage cans and sometimes café seating. A sidewalk or path should be designed and managed to accommodate various uses and users, taking into account actual uses and conditions. There are many physical measures that improve walkability (Litman, 2014): ! Wide sidewalks with a clear walking area. Utility poles, water hydrants, and other street furniture should be on the edges. ! Painted, signed and lighted crosswalks; ! Security lighting along sidewalks and offstreet pathways; ! Maintenance to repair pavements and keep pathways free of litter and obstructions; ! Covered areas with trees that provide shading to protect pedestrians from sun and rain.
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# Build sidewalks in major roads: roads should have safe areas for people walking, such that they are separated from motorized traffic. Sidewalks are commonly grade separated, that is, they are built higher than the grade of the roadway, which improves visibility and protection.
# Safe crossing: crossing roads is a critical issue for those walking, car-dominated road design results in wide roads which are difficult for some pedestrians to cross. Ideally people are always able to cross at a crosswalk, a traffic signal or signed mid-block crossing.
Criteria Observations Ranking
Timeframe 1-2 years. 2
Energy savings Energy savings may be not significant due to a potential 1 low car mode substitution rate: 1 – 2 toe/yr
Investment Requires multi-annual and continuous public investment. 2
Transferability Know-how can be easily transferred to other towns of 3 Guyana..
Institutional Requires the combined interaction between public 3 Complexity institutions and private stakeholders.
Enabling conditions - Improve Street connectivity (no discontinuities in walkways) - Increase presence of trees and vegetation - Monitoring and improving safety in neighbourhoods - Promote higher density in land use
Barriers - Need of public investment funding - Possible need for negotiation with private owners to increase pedestrian areas - Level of acceptance depends on the quality of the infrastructure - Local weather (rain and humidity) can discourage walking, even for short distances
" 6. Local urban roads maintenance program
Roads, and means of transport, make a crucial contribution to economic development and growth and bring important social benefits. Poorly maintained roads constrain mobility, significantly raise vehicle operating costs, increase fuel consumption, increase accident rates and their associated human and property costs, and aggravate isolation, poverty, poor health, and illiteracy in rural communities (World Bank, 2005). Pavement smoothness always has an impact of vehicle fuel consumption. The smoother the road, the less fuel the vehicle consumes (Du Plessis et al., 1990). As a vehicle travels
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along a roadway, energy is lost by the shock absorbers, suspension, and tires as these devices try to make the ride more comfortable for drivers and passengers. If a vehicle bounces less, the energy lost through this action is minimized. Without regular maintenance, roads can rapidly fall into disrepair. If roads defects are repaired promptly, the cost is usually modest. If defects are neglected, an entire road section may fail completely, requiring full reconstruction at three times or more the cost, on average, of maintenance costs. The goal of maintenance is to preserve the asset, not to upgrade it (World Bank, 2005). Unlike major road works, maintenance must be done regularly. Road maintenance comprises “activities to keep pavement, shoulders, slopes, drainage facilities and all other structures and property within the road margins as near as possible to their as-constructed or renewed condition” (PIARC, 1994). The proper maintenance of the pavement of the roads of Bartica is needed.
Criteria Observations Ranking
Timeframe This measure has the potential to be implemented in a 3 short-term basis if financial resources are available.
Energy savings Energy savings are dependent of current and new 2 operational speeds and the length of improved road sections. Assuming an improvement of 20% of road network and 3% of fuel consumption reductions (trucks, private cars and hired cars), the estimated energy saving per year would be approximately 6 -9 toe/yr. Extra-demand motivated due to better road conditions was not considered.
Investment Requires multi-annual and continuous public investment 2
Transferability Application of recommendation without external effects. 1
Institutional Complexity Requires coordination between township and MPI. 2
Enabling conditions Infrastructure
Barriers - Depends on the financial resources of Guyana government
" 7. Implementation of an eco-driving program for the vehicles
Aggressive driving, characterised by sudden accelerations, ill-timed braking, and excessive speeds, has severe effects. The impacts are both environmental and economic. Even more local pollutants and greenhouses gases are emitted, fuel consumption increases, tyres and brakes wear out faster and the risk of accidents increases. Adopting a more serene
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demeanor behind the wheel reduces the impact on the environment and fuel consumption. Eco-driving is a modern and efficient way of driving that emphasizes fuel efficiency, speed, and safety. Maintenance of the vehicles (tyres pressure, adjustment of brakes, etc.), efficient use of the gearshift, maintain a constant speed, proper use of air conditioning, etc. However, to promote the eco-driving is a very hard work (Ando and Nishihori, 2012). Educating drivers and fleet managers about how to become eco-drivers is an important element in any program, but societal understanding and acceptance are needed as well. Messages delivered through a variety of media to develop positive branding for eco-driving are necessary to capture the driving public’s attention. Up to now, the most widely used approaches may be just calling the people’s attention to the climate change problem/the global environment issue or providing information on the reduced amount of the fuel consumed when practicing eco-driving. Although eco-driving is one of the most effective strategies for reducing fuel expenses and GHG emissions, an eco-driving campaign does not need to focus solely on cost savings and climate change. Shaheen et al. (2011) suggested that rebranding eco-driving as a security measure might broaden its support. Municipal administrations are well positioned to take the lead in promoting eco-driving as an inexpensive, cost effective, energy-efficient method that saves money; reduces fuel consumption, carbon emissions, and the costs of property damage, medical care, and insurance; and supports national security by reducing dependence on foreign oil (Killian, 2012). More effective marketing of this simple technique for saving money, energy, and reducing emissions should be pursued.
Criteria Observations Ranking
Timeframe This measure has the potential to be implemented in a 3 short-term basis.
Energy savings Assuming a low penetration acceptance of car drivers, 1 cargo trucks and bus/truck drivers, the potential of reducing fuel consumption should be below 3 toe/year.
Investment An eco-driving program can be physically implemented 3 with minimal cost and public awareness.
Transferability Know-how can be transferred easily. 3
Institutional Complexity To obtain a measurable impact requires involvement of 2 several institution (that owns a fleet).
Enabling conditions - Communication Channels inside the institutions
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Barriers - The level of acceptance widely depends on driving behaviour, even with good information and communication channels - Strategy of public institutions or companies that own a private fleet to implement an eco-driving program to their employees.
" 8. Introduction of electric public bus transport system
Bartica should consider the introduction of an electric public bus transport system supported by a circular and improved radial bus routes (already existing from town center to 4 miles), that would encompass the new city boundary. This bus system could be used for municipal service such as to serve schools in Bartica. This project is particularly justified taking into consideration the planned 1.5 MW solar farm capable of providing a renewable source for charging.
Criteria Observations Ranking
Timeframe The timeframe is dependent of the implementation of a 2 dedicated charging infrastructure (under the headquarters of the company), especially if combined with a renewable source for electricity production.
Energy savings The annual energy savings can vary around 5-9 TOE/year 2 considering an electric bus replacing a diesel bus
operating 150 km per day every weekday. Savings are dependent on energy generation mix.
Investment The acquisition of the electric bus as well as the 2 infrastructure for charging may involve a significant cost
Transferability Know-how can be shared but the implementation process 2 is difficult to transfer
Institutional This measure requires the combined interaction between 2 Complexity public institutions.
Enabling conditions Charging infrastructure
Barriers - Interest of private initiative and public decision-makers - Quality and reliability of system benefits strongly depend on the source of the electricity - High investment costs - Marginal benefits according to the population size which may result in low occupancy rates
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5.2.2 Commuting to Georgetown 5.2.2.1 Avoid " 9. Enhance e-government
Globally, e-government is suggested as an instrument to reduce environmental and socio- economic impacts of mobility. Successful e-Government projects not only attract those citizens who are already connected to the Internet, but they must also be able to move people online who are not already there. Developing a successful e-government provides the following benefits (Reynolds and Regio, 2001): ! Deliver electronic and integrated public services. More than just offering services online instead of in-line, organisations can provide value-added and integrated services. ! Bridge the digital divide. Governments can help make access to new technology available to the less fortunate in society as well as provide computer literacy education, especially to the young and elderly people. ! Achieve lifelong learning. The concept that education does not end when a person finishes school can be realised through the widespread of e-learning. ! Rebuild government-customer relationship. Rather than providing services in a uniform way to all citizens, governments can use new technology to treat citizens as individuals and provide personalised services. ! Foster economic development. Governments can help businesses to move online and assist them to use online tools. ! Create a more participative form of government. Ultimately, e-government can lead to direct democracy. As far as Bartica is concerned, the access to national administration services (health, taxes, etc.) or private (e.g., banks) can be improved with the implementation of websites/servers that can allow citizens to solve some subjects without the need of traveling to Georgetown. Nabafu and Maiga (2012) presented a model of success factors to implement e- government in developing countries that identified four important dimensions: i) Financial resources mobilization: A challenge to e-government implementation in many countries is limited financial resources to build sustainable ICT infrastructures. The need remains to mobilize resources to acquire the necessary infrastructure to support implementation and sustenance of the local e- government projects. Funds are needed to expand capacity, support essential infrastructure and human resource training. ii) Building an ICT infrastructure: An ICT infrastructure is a key challenge for e- government implementation. Governments need to put in place an ICT infrastructure supported by reliable power supply and network connectivity. iii) Training and sensitization: Employee training should be done throughout the implementation stages. Management needs to equip staff and citizens with different skills throughout the different stages of implementation. Sensitization is
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important for successful implementation of e-government projects where literacy is very low and people might have negative attitude towards use of the websites. iv) Social political factors: Local governments need to put in place political will. This problem of lack of political will has partly contributed to the failure of e- government projects in developing countries. In addition to political will, local government also needs to put in place IT standards, legal framework and build trust in the use of ICTs.
Criteria Observations Ranking
Timeframe The timeframe of implementation can be 2 or 3 years. 2
Energy savings Energy savings tend to be reduced as citizens use 1 primarily public transport to go to Parika. Assuming that 20% of visits due to health and administrative reasons can be avoided, a maximum reduction of 3% in speed boats demand and fuel use is expected < 3 TOE/year.
Investment Development of electronic platform and ICT 2 infrastructure
Transferability An e-government platform can be transferred but at 2 significant cost.
Institutional Need of a software management company to 1 Complexity implement the e-government platform.
Enabling conditions - ICT Infrastructure Development - Data security - Education and Marketing
Barriers - Citizens may be not familiar with use of e-governments services - Law and Public Policy i.e., Information Technology and communication applications may encounter legal or policy barriers - Division between people who have access to the Internet and those who do not; risk of social exclusion - If the use rate of the system is low, this will not simplify or reduce the workload imposed on people and government officials.
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5.2.2.2 Improve " 10. Improve intermodality services between Georgetown and Bartica
Intermodality is an integrated approach between transport systems. Intermodality can be defined as the flexible usage and combination of different means of transport on a single trip (Gebhardt et al. 2016). The implementation of intermodality is essential for a regular use of collective transportation, giving comfort and reduced waiting time to the users. To create bus/boat integrated service to connect Georgetown-Bartica requires adequate coordination between bus and boat operators to reduce waiting time in Parika. The upgrade of this system could attract part of the aircraft users.
Criteria Observations Ranking
Timeframe This measure needs a dialogue between transport 2 operators, which may take some time and negotiation.
Energy savings Energy savings and GHG emissions energy savings tend to 2 be reduced as citizens use primarily public transport to go
to Parika. The use of private/hired car between Parika and Georgetown can be minimized due to an implementation and coordination of an integrated multimodal system (5 toe/yr). Transfer mode of 20% of flights from Ogle would represent ~5TOE/yr.
Investment Requires coordination among stakeholders. 3
Transferability Know-how and case study can be used as an example in 3 other inter-modality contexts.
Institutional Requires the combined interaction between public 1 Complexity institutions and private stakeholders (transport operators)
Enabling conditions - Interest of operators in sharing data, passengers and increase trust among operators and potential new intermediaries (mobility service providers)
Barriers - Promote the common understanding and interest of all stakeholders involved, namely transport authorities, passengers, operators, ICT sector (if electronic systems are used) and shared mobility services platforms - Reliability of Integrated ticketing system
" 11. ICT (real time information / transport management, shared mobility)
Technology is a very important factor for increasing efficient transport services. ICT systems can play an important role in improving the service as they can play multiple synergic functions, such as:
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! A powerful instrument for managing the service from the organizational perspective (e.g. ticketing, operation and demand management) ! A useful tool to provide real time information to travelers (e.g. arrival and departure time, seat availability, delays etc.) ICT based shared mobility platforms can also connect different operators and provide integrated mobility services improving users' travel experience.
Criteria Observations Ranking
Timeframe The timeframe of implementation can be 2 or 3 years. 2
Energy savings and GHG Approximately 1-2 TOE/ year – assuming an increase 1 emissions of 5% in public transport/bus users and 40% rate of private car substitution. Considered daily trips of 4-8 km.
Investment Communication infrastructure. 2
Transferability The implementation of ICT can be transferred but at 2 significant cost.
Institutional Complexity Need of a software and hardware company to 1 implement ICT platforms for the transport system
Enabling conditions - To ensure population access to technology - Interest of transport operators in sharing data - Interest of the private and public sector ICT sector in developing technology for the transport sector - Legislative regulation on new platforms of mobility services
Barriers - To promote the understanding and interest of all stakeholders involved (transport authorities, passengers, operators, ICT sector mobility services platforms) - Depends on the reliability of technologic and information systems.
" 12. Improve Parika-Bartica ferry system
According to a study dedicated to Modernization of Riverine Transport in Guyana (GSD+, 2018) there are serious gaps since operations are far from being safe and reliable or even efficient in large part due to the obsolescence of the stellings, the fleet and the lack of training in some technical areas and logistical support, among others. Gaps found deterioration in the social impacts that ahould be achieved with the riverine services due to delays in dispatches, irregular frequencies, unfit, old and unsafe vessels
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and finally inadequate conditions for people and freight. This study refers that it is necessary to identify the conditions needed to achieve a clearly identified position in the market, such as being an efficient ferry operator that guarantees efficiency, accessibility, safety and trust for the user. According to a GSD+ study (2018), following international practice for ferries, the acceptable lifecycle average is 35 years. Under this criterion the ideal scenario would be to implement in the medium to long term a replacement program for the older ferries operating the Parika-Bartica route. In April 2018, the International Maritime Organization - IMO's Marine Environment Protection Committee (MEPC) adopted an initial strategy on the reduction of greenhouse gas emissions from ships. IMO has established a series of baselines for the amount of fuel each type of ship burns for a certain cargo capacity. Ships built in the future will have to beat that baseline by a set amount, which will get progressively tougher over time. By 2025, all new ships will be a massive 30% more energy efficient than those built in 2014. Under the energy-efficiency regulations, existing ships now have to have an energy efficiency management plan in place, looking at things like improved voyage planning, cleaning the underwater parts of the ship and the propeller more often, introducing technical measures such as waste heat recovery systems, or even fitting a new propeller. The acquisition decision on the new ferry should be checked against recent IMO’s regulations.
Criteria Observations Ranking If viable, in 2023, or before, the GoG should begin Timeframe 1 the acquisition of other vessel of similar characteristics (GSD+, 2018) Energy savings Considering a reduction of 50% on fuel consumption 3 that would represent > 50 TOE/yr.
Investment Replacement costs of the ferry may vary depending 1 on several factors. Estimated budget > 10 MUSD.
Transferability New ferries would operate in same or similar routes 1 than today.
Institutional Complexity Depends on GoG 3
Enabling conditions Access to finance ICT Infrastructure for improved scheduling, ticketing etc.
Barriers High investment cost.
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" 13. Reduce energy consumption in the shipping sector
As indicated earlier, shipping mode is one the most relevant sector regarding energy consumption in Bartica. For the shipping sector, options to reduce energy consumption are closely linked to improving efficiencies, through operational efficiency, improved ship efficiency, new ship designs or the use of alternative fuels and electric propulsion engines. A huge opportunity exists for river transport to be supported by electric marine engines. However, the complexity of bringing electric propulsion to the marine industry is not only constrained by weight, size and cost, as with the auto industry, but an additional challenge is to provide high power systems that meet customer demand. As a result of comparing selected technical data and prices of chosen electric and mechanical drives, Lapko (2016) found that in the case of low power motors (< 5 hp), electric motors are a good alternative to internal combustion engines. They are approximately twice heavier, but their cost (together with batteries) turns out to be very attractive. The results of the analysis are different with respect to higher power engines. They require the use of several batteries, which increases the weight of the system and makes the costs much higher than is the case in the traditional solution. That is why, when higher power engines are considered, it seems advantageous to use a conventional internal combustion drive. In the future, state-of-the-art electric engines such as the Campion E-Fusion 180HP Electric Outboard might become an alternative for many operators plying the Bartica/ Parika route.
Criteria Observations Ranking
Timeframe Depends on further technological development. 1
Energy savings and GHG Energy savings are dependent on model and capacity for 3 emissions new electric boats as well as electricity generation mix. Speed boats have a consumption of ~100 toe/yr. A 20% reduction will signify 20 TOE/yr
Investment Dependent on private investment. 2
Transferability Know how to all Guyana 3
Institutional Complexity Requires the combined interaction between public 1 institutions and private stakeholders
Enabling conditions - Charging stations - Interest of boat operators in replacing their fleet - Efficiency measures in shipping are cost efficient especially in the actual context of increase in fossil prices in the next decades. - Maintenance and repair shops.
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Barriers - High private investment costs - Institutional barriers inherent in organizations made up of shipping industry stakeholders influence the implementation of fuel-saving measures - Investment costs for technology and infrastructure
This recommendation is valid for the connection between Bartica and Parika as well as to the liaison with the hinterland with close and long range vessels. Bear in mind that initiatives are to be piloted years before full deployment. The expectation is that it would be piloted with one or two representative case studies.
5.2.3 Liaison to hinterland 5.2.3.1 Avoid/reduce " 14. Mining services logistic platforms
Mining experts estimate that over 40,000 small-scale gold miners, including 10,000 Brazilian garimpeiros (data for 2006), participate in gold mining in Guyana, a majority illegally (Roopnarine, 2006). Even if illegal, small-scale gold mining provides revenue for the state and employs the poorest section of the population. According to the Mining Act of 1989, small-scale mining is defined as a land claim which covers an area of 1,500 feet by 800 feet or a river claim which covers one mile of a navigable river and (2005 Mining Regulations) excavates or processes 20-200 m3 of material per 24 hour day. A report published by Mining, Minerals and Sustainable Development Project prepared by the International Institute for Environment and Development (Hentschel et al., 2002) concluded that solutions for the small-scale mining sector can hardly be found on an individual level. New concepts must be developed in the area of management of these artisanal small-scale mining operations to combat the lack of economic scale for large investments as well as the administrative overstress of the controlling authorities regarding control of individual enterprises. Only collective solutions for the small-scale mining sector have the possibility of minimizing costs and expand its applicability. This study refers that one of the main factors that has to materialise in order to obtain optimum contribution of the sector to sustainable development is the supply of services important for enterprises and for the environment. Mining logistic is the detailed organization and implementation of a mining operation, as well the management of the flow of mining products, and fuel, between the point of origin and the point of consumption in order to meet requirements of customers or corporations. The creation of mining logistic platforms serving the Cuyuni and Mazaruni hinterlands could optimize the supply chain and reduce transport energy costs. The development of this type of logistic platforms should involve multiple partners such as small mining and medium scale mining prospecting and mining permits holders. Medium scale mining are those that cover an area between 150 and 1200 acres each and extract 200-1,000 m of materials per 24 hours, and according to the Guyana Geology and
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Mines Commission GGMC in 2009 there were 6,287 medium scale prospecting properties in the country (Goldsourcemines, 2012).
Criteria Observations Ranking
Timeframe The effective implementation of this measure is for a 1 long-term basis
Energy savings and An integrated impact study should be carried out. Given 3 GHG emissions the great impact of the mining sector, energy savings could be substantial: 100 - 200 toe/yr.
Investment Unknown but substantial. 1
Transferability Cannot be transferred. 1
Institutional Requires the combined interaction between public 1 Complexity institutions and private stakeholders.
Enabling conditions Bartica hub Location.
Barriers - Urban development around logistic platform - A social and environmental impact assessment study should be carried out. - The resulting investment may be useless or troublesome, with questionable economic and public utility, especially if it is expensive to maintain.
5.2.3.2 Improve " 15. Hinterland roads maintenance
As stated previously pavement quality has an impact on vehicle fuel consumption: this fact is valid for urban transport and for the transportation of goods to the hinterland. According to local information access to certain regions of the hinterland in bad weather conditions (rainy season) are only possible by boat. The existence of all-weather roads to the hinterland is an essential element to reduce transport energy consumption in Bartica.
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Criteria Observations Ranking
Timeframe This is a measure that has the potential to be implemented in short-term basis. 3
Energy savings If the road pavement is improved, operational speeds of trucks can increase 3 and GHG from very low speeds to about 50 km/h, which may lead to reductions in fuel emissions consumption by more than 40%, representing 300 toe. Based on data from the European emissions model COPERT, the next chart explains the relative energy savings according to the original speed of operation and new operational speed after road improvement. Extra demand and environmental impacts (during and after construction) such as noise and other pollutant emissions must be carefully evaluated in a second phase. Energy savings will be significant as this sector represents by far the largest share of energy consumption.
80
60
40
20
0 0,0 10,0 20,0 30,0 40,0 50,0 60,0 70,0 80,0 90,0 -20
-40
-60 Fuel consumption difference (%)
-80 New operational speed after improvment (km/h)
5 15 20 25 30 35
Investment Requires continuous investment. 2
Transferability Cannot be transferred. 1
Institutional Depends on decision by the MPI. 3 Complexity
Enabling Infrastructure conditions - Depends on the financial resources of Guyana government Barriers - Increased access to wildlife areas - Possible negative impacts on nature, thus an environmental impact assessment may be needed
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5.2.4 Prioritization and implementation schedule Table 8 summarizes the 15 recommendations developed through this audit and its criteria. Ten of the fifteen recommendations are of the improve type which pursues the improvement of the energy efficiency of transport modes and related vehicle technology. Table 8 – Recommendations and comparative criteria.
Recommendation Scale Type CTM CES CIN CTR CIC toe
Land use planning Local mobility Avoid 1 3 3 3 3 ? Shared taxis Local mobility Avoid 2 2 2 3 1 5-29 Promote active mobility: Local mobility Shift 3 1 3 3 3 1-2 walking and cycling Promote use of light e- Local mobility Improve 2 2 3 3 1 10-15 vehicles Improve pedestrian Local mobility Improve 2 1 3 3 3 1-2 infrastructure Local urban roads Local mobility Improve 3 2 2 1 2 6-9 maintenance Eco-driving program Local mobility Improve 3 1 3 3 3 1-3 Electric public bus Local mobility Improve 2 2 2 2 2 5-9 Enhance e-government Commuting to Avoid 2 1 2 2 1 1-2 Georgetown Improve intermodality service Commuting to Improve 2 2 3 3 1 5-10 Georgetown ICT Commuting to Improve 2 1 2 2 1 1-2 Georgetown Improve Parika-Bartica ferry Commuting to Improve 1 3 1 1 3 50 Georgetown Reduce energy consumption Commuting to Improve 1 2 2 2 1 10-20 in the shipping sector Georgetown and liaison to hinterland Mining services logistic Liaison to Avoid 1 3 1 1 1 100-200 hinterland Hinterland roads Liaison to Improve 3 3 2 1 3 100-300 maintenance hinterland
More than 50% of the recommendations are centered on the upgrading of the mobility problems at the local scale within Bartica township limits. Nevertheless, it is relevant to mention that the majority of recommendations identified for Bartica are easily transferred to other regions of Guyana. However, in most cases the success of their implementation depends on a strong interaction between public and private stakeholders.
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The application of the total set of recommendations can reduce the energy consumption of the transport sector in Bartica by 300 to 650 TOE annually that is 8 to 17% of present energy consumption levels. A similar reduction in greenhouse gases emissions is estimated: minus 8 to 17% of present levels. Land use planning is excluded from this calculation since land use planning will prevent future emissions and not present ones. To rank the recommendations, two sub-criteria were used: ! the multiplication between energy savings and investment criteria that measures the energy and cost efficiency of each recommendation:
o EFFICIENCY = CES x CIN
! and the sum of the other three criteria, an indication of the implementation agility of each recommendation:
o IMPLEMENTATION: CTM + CTR + CIC
Final rank was determined through EFFICIENCY x IMPLEMENTATION. Table 9 presents the recommendations listed according to its rank. Recommendations that are the most efficient in terms of energy and cost are highlighted in green and the most easily implementable recommendations are marked in orange. Table 9 – Rank of recommendations.
Recommendations Efficiency Implementation EFF x IMPL Ranking (EFF) (IMPL) Land use planning 9 6 54 1 Hinterland roads maintenance 6 7 42 2 Improve intermodality service 6 6 36 3 Promote use of light e-vehicles 6 6 36 3 Promote active mobility: walking and 3 9 27 5 cycling Electric public bus 4 6 24 6 Local urban roads maintenance 4 6 24 6 Shared taxis 4 6 24 6 Eco-driving program 3 8 24 9 Reduce energy consumption in the 4 4 16 10 shipping sector Improve pedestrian infrastructure 2 8 16 11 Improve Parika-Bartica ferry 3 5 15 12 Enhance e-government 2 5 10 13 ICT 2 5 10 13 Mining services logistic 3 3 9 15
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The four most effective recommendations are land use planning, maintenance of hinterland roads, the improvement of inter-modality service between Georgetown and Bartica and the promotion of use of light e-vehicles. Promotion of active mobility, the launch of an eco-driving program as well as the activities necessary to improve the pedestrian infrastructure can be seen as low-regret measures due to its relative implementation agility: low-regret actions are relatively low cost and provide relatively large benefits. A plan for the implementation of the set of recommendations is proposed in Table 10. The outline of the plan was developed taking into account the criteria described previously in particular the timeframe and the implementation agility of each recommendation. Further discussion among stakeholders is suggested to develop the ultimate version of the implementation plan.
Table 10 - Outline plan for the implementation of recommendations. Action 2019 2020 2021 2022 2023 Land use plan Promote active mobilty Local road maintenance Hinterland road maintenance Eco-driving program Shared taxis Improve pedestrian infrastructure E-Govt and ICT Intermodality Electric public bus Reduce shipping sector fuel consumption Mining logistic platforms Parika-Bartica Ferry
3.3 Co-benefits and adverse side-effects All previously listed recommendations have a common leitmotiv: to reduce the energy consumption of transport related activities that occur in Bartica and the fuel necessary to support the economic and social activities of this town, namely, the link with Georgetown (via Parika) and the connection with its hinterland. Implementation of these recommendations might result in co-benefits and/or adverse effects at the economic, social or environmental dimensions. Table 11 presents a summary of the most relevant potential co-benefits and adverse effects. Adverse effects are presented in red. Benefits and adverse effects were identified assuming the existence of a photo-voltaic farm in Bartica. Table 11 also includes a list of stakeholders to involve in the implementation stage.
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Table 11. Potencial co-benefits and adverse effects of the implementation of the transport energy sector recommendations.
Co-benefits and adverse effects Involvement of Recommendation Economic Social Environmental stakeholders Land use $ The right tool to integrate and balance economic, social and • Bartica municipality planning environmental dimensions to aim sustainable development • Bartica community • Mining industry
Shared taxis $ Higher vehicle $ Citizen Equality; $ Improving air • Taxi owners kilometre by total $ More ride options; quality levels; • TIC sector fleet; % Loss of privacy and $ Low-to- • Bartica municipality $ Extra income to security. moderate employees and greenhouse gases underemployed (GHG) emissions individuals. reduction.
Active mobility $Bicycle industry jobs; $Healthy citizens; $Improving air • Bicycle industry and $Gross value added $Citizen equality; quality levels. • Schools and improvement of (bicycle industry); %Level of major poles of pedestrian $Gross operating acceptance depends transport demand infrastructure surplus (bicycle on the quality of road • Ministry of Public industry); infrastructure; Infrastructure $Low purchase costs $Local flat terrain • Bartica municipality (bicycles); favour cycling and $Low vehicle walking activities; maintenance costs; %Local weather $No fuel related costs; (rainy and humidity) %High importing costs can discourage in the absence of a walking or cycling, specialized bicycle even in short industry. distances. $Reputation of Bartica
E-vehicles $ Less purchase $Citizen Equality; $Improving air • E-scooters industry vehicle cost; $Low-income quality levels; • Entrepreneurs' $ Less vehicle households can get $Low-to- Organization insurance, this vehicle; moderate • Bartica municipality maintenance and tax %The level of greenhouse gases costs; success may be emissions $ Less fuel costs; affected by the reduction. % High importing costs government financial %Both factors in the absence of a resources, the quality strongly depend specialized industry in of transport on the source of electric scooters. infrastructure; the electricity %The level of success may be affected by the poor level of assistance in case of malfunction;
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Co-benefits and adverse effects Involvement of Recommendation Economic Social Environmental stakeholders $Local flat terrain favour e-scooters use; %Local weather (rainy and humidity) can discourage e- scooters use, even in short distances. Electric public bus $ Less fuel costs; $ More comfort $ Improving air • Bartica municipality % High investment $ Increased quality quality levels; • Transport cost of life $ Greenhouse operators gases (GHG) emissions reduction. $ Noise level reduction % Battery disposal e-government $Jobs in informatics, $Less trips; $Lower • Public sector communication and $Promote more greenhouse gases (Health, programming; transparency of emissions; administration, $No fuel related costs. government and $Improving air industry, transport, other institutions quality levels. Education..) operations; • Ministry of %Citizens may be Telecommunication not familiar with use : National Data of e-governments Management services; Authority $Wellbeing for • Telecommunication citizens. s infrastructures, software and platforms providers, and e- government services. ICT (real time $promotion of $Improved user $Lower • ICT operators information / innovation and experience greenhouse gases • ICT sector/ transport entrepreneurship in %Depends on the emissions; Entrepreneurs' management, the ICT sector reliability of $Improving air Organization $ shared mobility) optimization of the technologic and quality levels. • Municipality operation of transport information systems. • Major poles of service providers transport demand $Attractiveness of the use of public transport
Improve Parika – $ Less fuel costs $ more comfort $ Improving air • Ministry of Public Bartica ferry % Very high $ Increased quality quality levels; Infrastructure investment cost of life $ Greenhouse gases (GHG)
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Co-benefits and adverse effects Involvement of Recommendation Economic Social Environmental stakeholders emissions reduction. $ Noise level reduction Road $jobs $less time $lower GHG • Ministry of Public maintenance $reduced energy $more comfort emissions Infrastructure locally and in the consumption per trip %increased • Bartica municipality hinterland access to wildlife areas Intermodality $Low purchase costs $Lower waiting time $Improving air • Transport for users; to the users; quality levels; operators $The level of $Low-to- • TIC sector / acceptance of users moderate Entrepreneurs' can increase operators’ greenhouse gases Organization profit. emissions • Bartica boat reduction. association • Transport management authorities • Bartica municipality and Parika local authority Eco-driving $Less fuel costs; $Eco driving is safer $Improving air • Operators program $Less vehicle and can decrease the quality levels; • Bartica municipality maintenance costs; risk of collision; $Low-to- • Citizens $Less insurance costs. $Comfort for moderate • Schools citizens; greenhouse gases $Increase in vehicle emissions components (e.g., reduction; tires, brakes) life; $Less stress; Mining logistic $Investment costs for $Workforce is highly % Increase of • Local and national platform construction and skilled; illegal mining public infrastructure; %Issues to find activity and its administration $Gross value added; highly skilled people. environmental • Environmental $Jobs in logistic %Urban impacts associations sector; development around • Regional industry $Gross operating logistic platforms sector surplus • Guyana Geology and Mines Commission • Local Employees • Transport operators • Consultancy agencies Reduce energy %Investment costs for • Ministry of Public consumption in technology and Infrasructure the shipping infrastructure; sector
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Co-benefits and adverse effects Involvement of Recommendation Economic Social Environmental stakeholders %High imported costs • Transport for some alternative management fuels (e.g., bio-ethanol) authorities • Regional industry sector • Guyana Energy Agency • Transport operators
3.4 Measurement and verification methods A sustainable transportation system is one that (CST, 2005): ! Allows the basic access needs of individuals and societies to be met safely and in a manner consistent with human and ecosystem health, and with equity within and between generations. ! Is affordable, operates efficiently, offers choice of transport mode, and supports a vibrant economy. ! Limits emissions and waste within the planet’s ability to absorb them, minimizes consumption of nonrenewable resources, limits consumption of renewable resources to the sustainable yield level, reuses and recycles its components, and minimizes the use of land and the production of noise. Many experts (Litman, 2018) use this last definition because it is comprehensive and indicates that sustainable transport must balance economic, social and environmental goals. Sustainable transport is generally evaluated using various indicators, which are specific variables suitable for quantification (Litman, 2010). Such indicators are useful for establishing baselines, identifying trends, predicting problems, assessing options and setting performance targets. As previously described sustainability is generally defined to include a variety of economic, social and environmental effects (summarized in Table 11) so sustainable transportation indicators must account for a variety of impacts. Table 12 lists examples of possible indicators of sustainable transportation in Bartica. The implementation of a system to collect and interpret this set of indicators will allow to measure and verify the succes of the implementation of the recommendations proposed in the current audit.
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Table 12 - Indicators for sustainable transportation proposed for Bartica. (Data availability: 1 = usually available in standard from; 2 = often available but not standardized; 3 = limited, may require special data collection) Indicator Description Direction Data availability Economic
Fuel consumption Total fuel consumption in Bartica (in toe) Less is better 1 Transport fuel Portion of transport in total consumption Less is better 3 consumption Power production Share of renewable energies More is better 1 Electronic Portion of population with internet service More is better 2 communication Mode share Portion of travel made by efficient modes: More is better 3 walking, cycling, rideshare, public transport and telework Electric share Number of electric vehicles licensed in Bartica More is better 3 Social
Non-motorized Quality of walking and cycling conditions More is better 3 transport Urban roads Quality of urban roads (km of all-weather More is better 3 roads in Bartica township) Hinterland roads Quality of hinterland roads (km of all-weather More is better 3 roads in Region 7) Land use mix Average number of basic services (schools, More is better 3 shops and government offices) within walking distances of homes Children’s travel Portion of travel to school and other local More is better 2 destinations by walking and cycling Awareness Number of awareness campaigns More is better 2 Intermodality Average travelling time between Georgetown Less is better 3 and Bartica Environmental
Climate change Per capita fossil fuel consumption, and Less is better 3 emissions emissions of CO2 Habitat Average size of roadless wildlife preserves More is better 2 fragmentation
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6. Final Remarks
The main motivation of this project was to conduct an energy audit of the transportation sector in the town of Bartica, in Guyana. This work was developed in a process with three essential phases, chained together: 1) data collection of modes of transportation; 2) energy characterization; 3) definition of recommendations with the aim of outlining a local plan to reduce energy consumption of the transportation sector and the resulting greenhouse gases emissions. The data collection process used different approaches including the manipulation of data from scientific literature as well as data obtained by national institutions such as the Guyana Bureau of Statistics, Guyana Revenue Authority, Guyana Energy Agency or the Ministry of Public Infrastructure. The assignment included the preparation and execution of field surveys in households and among transport users (truck and car drivers and boat captains) that helped understand the dynamics of Bartician mobility. Detailed interviews with local gas service stations gave extremely relevant quantitative information about fuel consumption in Bartica. After this extensive data collection work, these elements were organized to estimate the energy consumption for each transportation mode. It is relevant to stress that the existing energy performance situation will become a reference against future scenarios to improve energy efficiency for this sector. Present audit shows that the transport sector represents a relative low fraction (15%) of total energy consumption in Bartica when compared with energy used by the mining sector (76%). Based on the trip’s origin/destination, transport energy consumption can be split into three geographical scales: the liaison with the hinterland (64%), local transport within Bartica (circa 30%) and, finally, the connection with Parika and with Georgetown (6%). Bartica has a low motorization rate with almost 60% of the households without any type of vehicle. As a result of this situation, only 5% of daily trips are made using private car; many citizens resort to taxis and boats for its daily movements. However, walking and bicycles are extremely significant in the mobility of Bartica. The outcome of this scenario is a low per capita emissions of transport related CO2; less than one third of Latin America average. Despite the relatively low levels of energy consumption of the transport system of Bartica, there are inefficiencies that can and should be corrected. As a result, the team identified recommendations for energy efficiency improvement and evaluated the impacts of these opportunities in the economy, society and environment. Recommendations focused in actions such as land use planning of the entire territory of the municipality of Bartica, regular maintenance of hinterland roads in order to keep an all-weather road infrastructure, the improvement of the intermodal service between Bartica and Georgetown, or the promotion of light electric vehicles. Simultaneously, it is fundamental to improve the walkability of the central area of Bartica and promote the social status of active mobility. Walking and cycling should be turned into a conscious, healthy and sustainable option and not be seen as the only solution available by people without other mobility alternatives. The study concludes with the presentation of an outline of a local plan to reduce energy consumption and carbon footprint in order to achieve the main aim: Bartica as a model green city.
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Present energy audit identified the significance of the mining sector in the energy consumption matrix of Bartica. The extension of the energy audit to the mining sector in Bartica’s hinterland could be explored as a good opportunity to reduce external energy dependence of Guyana. Finally, it must be emphasized that transitions involve great complexity and uncertainties. However, transitions to a more sustainable transportation sector need to be considered by decision makers responsible for transportation management in order to contribute for decarbonizing this sector and to educate citizens about the energy impact caused by transportation. Governments and other societal stakeholders must cooperate for these transitions There might exist some obstacles to change in the transportation sector, namely financial aspects, knowledge needs and stakeholder interests. This understanding can help to identify the mechanisms through which these barriers can be overcome through existing or new initiatives.
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Annex I – List of participants in workshops
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Annex II – Household survey (Transportation)
1. What were the trips that you performed yesterday?
Trip Origin Distance Mode of Travel/Type of Reason of trip traveled vehicle (miles) 1 Home (1) Truck, (1)Work (2) Lorry/Canter (2)School (3)Bus, (3) Health (4)Van/4*4/Pick-up (4) Shopping (5)Private car/ (5) Social (entertainment, sports, (6)Taxi visit to relatives etc.) (7) Boat (6) Religious (church, temple (8) Motorcycle mosque) (9) Bicycle (7) Administrative issues (bank, (10) Walking taxes, application for personal documents )
2 Same as above Same as above 3 Same as above Same as above 4 Same as above Same as above 5 Same as above Same as above 2. During a month how often does a member of your household go to Parika? ______
3. What are the main reasons for going to Parika? Reason of trip (1 -7 same as above)
4. Is any type of vehicle owned by your household? Yes ( ) No ( )
5. If yes please complete the following: Type Amount Gross Weight of Age of Vehicle Monthly Fuel Type Amount of fuel vehicle (manufacture Mileage purchased monthly date) (gallon) Truck Lorry/Canter Bus Engine size (cc)? Age of Vehicle Monthly Fuel Type Amount of fuel (manufacture Mileage purchased monthly date) Van/4*4/Pick- up Private car Taxi Motorcycle Engine size Age of Vehicle Monthly Fuel Type Amount of fuel (hP)? (manufacture Mileage purchased monthly date) Boat
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Annex III – Field survey
(1) Data Collection Sheet for Service Stations Vehicle Tally Sheet Name of Service Station: ______Date :_____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( )11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm
Vehicular Count: Please count the number of vehicles that purchase fuel from the service station Vehicle Type Tally Total
1. Truck
2. Lorry/Canter
3. Bus
4. Van/4*4/Pick-up
5. Private car
6. Taxi
7. Motorcycle
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisors
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(2) Data Collection Sheet for Service Stations
Refusal/Repeat Arrivals Form Name of Service Station: ______Date :____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( )11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm
Vehicular Count: REFUSALS Vehicle Type Tally Total 1. Truck
2. Lorry/Canter
3. Bus
4. Van/4*4/Pick-up
5. Private car
6. Taxi
7. Motorcycle
Vehicular Count: REPEAT ARRIVALS Vehicle Type Tally Total 1. Truck
2. Lorry/Canter
3. Bus
4. Van/4*4/Pick-up
5. Private car
6. Taxi
7. Motorcycle
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisors
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(3) Data Collection Sheet for Service Stations
Driver Interview Sheet Name of Service Station: ______Date :____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( .)11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm
(1) Complete the following (interview vehicle driver): Type Gross Weight of Age of Vehicle Monthly Fuel Type Amount of fuel vehicle (manufacture date) Mileage purchased monthly (gallon) Truck Lorry/Canter Bus Engine size (cc) Age of Vehicle Monthly Fuel Amount of fuel (manufacture date) Mileage Type purchased monthly (gallon) Van/4*4/Pick- up Private car Taxi Motorcycle
(2) Where do you live? (a) Bartica (b) Other village: Please specify______
(3) For what activity is your vehicle mainly used? (a) Private (school, church, recreation, shopping etc.) (b) Hire/Passenger service (c) Business – Purchase of fuel (d) Business – Other Activity (e) Other
------
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisors
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(4) Data Collection Sheet for Boat Landing
Boat Tally Sheet Name of Boat Landing: ______Date :____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( )11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm
Vessel Count: Please count the number of boats that arrive at the landing Vehicle Type Tally Total
1. Speed boat (Passenger)
2. Speed boat (Fuel)
3. Speed boat (Other Cargo)
4. Larger Vessels (Passenger)
5. Larger Vessels (Fuel)
6. Larger Vessels (Other Cargo)
7. Ferry
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisors
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(5) Data Collection Sheet for Boat Landing
Boat Refusal/Repeat Arrivals Form
Name of Boat Landing: ______Date :____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( )11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm
Vessel Count: REFUSALS Vehicle Type Tally Total 1. Speed boat (Passenger) 2. Speed boat (Fuel) 3. Speed boat (Other Cargo) 4. Larger Vessels (Passenger) 5. Larger Vessels (Fuel) 6. Larger Vessels (Other Cargo) 7. Ferry
Vessel Count: REPEAT ARRIVALS Vehicle Type Tally Total 1. Speed boat (Passenger) 2. Speed boat (Fuel) 3. Speed boat (Other Cargo) 4. Larger Vessels (Passenger) 5. Larger Vessels (Fuel) 6. Larger Vessels (Other Cargo) 7. Ferry
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisors
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(6) Data Collection Sheet for Boat Landing
Captain Interview Sheet Name of Boat Landing: ______Date:____/ 07 /2018
Survey Period: ( )7:00am to 10:00am ( )11:00am to 2:00pm ( )3:00pm to 6:00pm ( )9:00am to 12:00noon ( )1:00pm to 4:00pm ------(1) Please indicate your origin(travel to bartica from):______
(2) Complete the following (interview boat captain): Boat Type Engine size Age of Vehicle Monthly Fuel Amount of fuel (Horse Power) (manufacture Mileage Type purchased date) monthly (gallon) 1. Speed boat (Passenger) 2. Speed boat (Fuel) 3. Speed boat (Other Cargo) 4. Larger Vessels (Passenger) 5. Larger Vessels (Fuel) 6. Larger Vessels (Other Cargo) 7. Ferry
(3) Where do you live? (a) Bartica (b) Other village: Please specify______
(4) For what activity is your boat mainly used? (a) Private (school, church, recreation, shopping etc.) (b) Hire/Passenger service (Please indicate the number of passengers for your last trip ______) (c) Cargo (Please specify what type for your most recent trip) (i) Food (ii) Household shopping (iii) Fuel (iv) Spare parts (v) Mining supplies (vi) Other______
(d) Other Business Activity (Please specify______)
(e) Other Activity (Please specify______) ------
Completed by: ______Name of Enumerator Signature of Enumerator Approved by: ______Name of Supervisor Signature of Supervisor
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Report prepared by IDAD – Institute of Environment and Development Campus Universitário, 3810-193 AVEIRO, Portugal Tel: +351.234.400.800; Fax: +351.234.400.819; email: [email protected]; www.idad.ua.pt.
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