#3CC. Transmilenio CDM Case

The implementation of an organized and efficient public transport system was, and still is, an imperative for Bogota, considering its size (7 million inhabitants) and extension (urban area around 300 km2). With TransMilenio the City experienced a huge positive change, not only due to its public infrastructure, but mainly on the quality of life.

TransMilenio is an integrated public transport system based on a Bus Rapid Transit (BTR). It consists in several interconnected lines for large capacity buses, with fixed stops in exclusive elevated stations, that allow pre-boarding ticketing. Also, the System integrates “feeder buses”, small units that connect neighborhoods or other areas of the City with the main stations.

This project, developed under a public – private partnership, has being designed by phases (I-IV), that responds to different lanes around the City. The first and the second have been already implemented; the third one is in construction phase and will consist of 3 additional trunk routes.

The implementation of a more efficient and safe public transport system had benefits not only the urban mobility , but also on the environment thanks to the reduction of the pollution’ levels. For this reason, TransMilenio was tackle as a huge opportunity to reduce GHG emissions, and in 2006 became the first CDM project in its kind. The UNFCCC approved the methodology proposed by the CAF (Development Bank of Latin America) to measure the GHG emissions reductions for the transport sector, which could be use on other public transport system around the world.

The estimated total amount of emission reduction for the crediting period 2006 -2012, is 1.725.940 tones of CO2 (eq). This reductions are being caused by the renewal of the fleet, an increased capacity of buses and an improved operating condition for buses. The technology used by buses is considered Environmentally Sound Technology (EST), that permits a significantly lower level of emissions compared to the conventional buses. Moreover, changes in consumers preferences (from private to public) also play an essential role to achieve this goal.

In addition to the “environmental” benefits, TransMilenio have contributed to Bogota’s development. Besides the employment creation (more than 1.500 for unskilled workers), and the positive impacts on human’s health and wellbeing, Transmilenio helped to improve the intra-connection of the city, beneficing, mainly the poorer population. The system’s design privilege the poor areas located in the periphery of the city, improving the interconnection of the poor people among the city, at low cost. In addition, the System contributed to the recuperation of some deployed and unsafe areas, thanks to the creation of public space and people’s circulation.

In spite of all this positive aspects, over the last years TransMilenio had being facing one of the most terrible corruption scandals ever in Bogota. For that, the former major of the City ended in jail and the Phase III was stopped and delayed for almost 2 years. This had serious implications on the crediting period renewal and on the credibility for future CDM projects.

However, no one questions that Transmilenio is one of the most important projects of Bogota. Its urgency and relevance are not in doubt. But due to its public necessity, it is quite difficult to understand if in fact this kind of projects could apply as a CDM, meeting the additonality criteria demanded for all CDM projects.

The project design document argues as unviable the alternative to implement the project without CDM, due basically to three main barriers: (I) investment barrier (high investment for phase II, superior than phase I); (ii) political barrier (limited interest in investing of the new administration); and (iii) resistance of existing transport sector (buss owners thus fear to loos income, specially the informal transport). The impact of a CDM registration could solve all the obstacles that impede the project development. Financial transfers resulting from the sale of CERs, international commitments and employment opportunities are advantages of the registration that could drive and solve the problems.

Nevertheless, it seems complex to determine what is true additionallity and what isn’t. In this case, the implementation of TransMilenio transcendend the CDM option. It was under a public policy commitment. And it is important to take into account that Colombia is a medium – high income level country; its GDP percapita is around 9.800 USD PPP (WorldBank, 2010). So, the question behind relies on the necesity, accuracy and efficiency of allocating TransMilenio as a CDM project. Mechanismis to towards Climate Change should move forward to market options to asure better efficiency result. Also, it should consider the possibility to limit the countries that can apply for CDM resgitration to those that really need it (the less developed), in which colombia , as it is obvious, does not appear.

References:

CAF & Grutter Consulting: “BTR Bogota, Clombia: TransMilenio phase II – IV”. PPD CDM. Version 02, July 1, 2004.

Corporacion Andina de Fomento, CAF. Consulted on 20 february 2012. http://www.caf.com/view/project_popup.asp?id=20604&ms=12

Det Norske Veritas: Validation Report: BTR Bogota, Clombia: TransMilenio phase II – IV”. PPD CDM. Report No. 2006 – 1321.

Comments Off on #3CC. Transmilenio CDM Case / 23 Feb 2012 por Diana Patricia Sanchez Barajas
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