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SUSTAINABLE TRANSPORT
ACHIEVEMENTS IN LIMA,
PERU
Gerhard Menckhoff
World Bank Consultant
SUTP Annual Meet, New Delhi
November 11, 2011
Lima - Callao: Some Basic Data
• Population: 9 million 5th largest metropolitan area in Latin
America
• Motorized travel: 15.1 million person trips per weekday
– 69 % by bus (standard, small and mini)
– 14 % by paratransit (taxi – shared taxi – 3-wheeler …)
– 17 % by private transport (cars, motorcycles, …..)
• Motorized passenger vehicles:
650,000 units
(2007)
– 1 % - standard buses
– 3 % - Minibuses y kombis
– 13 % - Taxis
– 9 % - Three-wheelers
– 70 % - Private cars
– 4 % - Motorcyles
Sources: Observatorio de Movilidad (CAF) and CIDATT (Lima)
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Typical Traffic
Conditions in 2000
Cars clog up streets
Confusing traffic mix
Typical NMT
Conditions in 2000
Insufficient
Sidewalk Width
Bikeway pavement cut at petrol station
Sidewalk taken over by parked cars
2
Quick History of Lima’s Public
Transport
On-street Public Transport
– 1903-65: Tramways, 7 lines, 40 km long
– 1920:
First buses in Lima
– 1976-91: Urban passenger transport monopoly (ENATRU)
– 1991:
Deregulation of public transport. Bus fleet increased from 10,500
to 60,000 units in 2000. Most new vehicles were minibus-size.
- 2000:
Average vehicle age: 16 years. Lima becomes one of the most
polluted cities in Latin America
Rail Mass Transit
– 1964-66: 7 proposals by foreign firms (monorails, metros)
– 1973: Decision to build 37 km of metro lines by 1979
– 1987-92: Construction of “Electric Train” (elevated metro, 10km)
– 2011: Electric train is extended to 21 km, but no passenger services yet
Segregated busways and BRT
– 1969: Vía Expresa with segregated busway
– 1980s: Construction of 4 segregated busways
– 2010: modern BRT (“Metropolitano”) starts operations
Electric Train
1992 – 2008
For lack of funding, this above-ground
metro was not extended beyond its
original lenth of 10 km, and did not
operate passenger services
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Electric train
2008 – 2011
After several unsuccessful attempts to extend
the metro on PPP basis, the National Gov’t
approved $500 million to build it as a Public
Works project Inauguration run of extended
21-km metro line took place in July 2011.
Passenger operation is expected for 2012.
Lima Transport Project
• Loan and grant agreements signed
• Projects completed
2004
2010
• Financing at project completion
–
–
–
–
–
World Bank loan
Loan by Interamerican Dev’t Bank
GEF grant, administered by WBank
City of Lima, estimated at appraisal
City of Lima – additional
TOTAL
$ 45.0 million
$ 45.0 million
$ 7.6 million
$ 44.4 million
$127.5 million
$269.5 million
4
Project Development Objectives
GEF Grant:
Reduce traffic-generated greenhouse gas emissions by
promoting a shift to less polluting transport modes
with emphasis on
•
•
developing a mass transit strategy for 2010 - 2020
supporting non-motorized transport
World Bank Loan:
Enhance economic productivity and quality of life
by
•
•
establishing an efficient mass transit system (BRT)
putting emphasis on poor peri-urban neighborhoods
Components of GEF Project
million
US $
Supporting Non-Motorized Transport by
– Rehabilitating 33 km of deteriorated bikeways
– Building 26 km of new bikeways and installing bike parking
– Carrying out a 5-year strategy to promote bicycle use
4.06
53%
0.98
13%
1.53
20%
Monitoring and Evaluation
0.89
12%
Project Administration
0.16
2%
TOTAL
7.62
100%
Institutional Strengthening of Sustainable Transpt
– 17 training courses on sustainable transport
– 12 conferences with international participation
– Outreach to 3 Peruvian cities, other than Lima
Development of Mass Transit Strategy
– Integration of future BRT lines among each other and with metro
– Preliminary designs for 2nd BRT line to be built in 2013 - 2015
5
Bikeway Improvements under GEF Project
18 Km
Rehabilitation of
Existing Bikeways
(33 km)
6
Building of New
Bikeways
(26 km)
Strategy to promote bicycle use
Bike Caravans to School
Students bike to school as a
group, supervised by adults.
7
Strategy to promote bicycle use
Bike Repairs in Local
Neighborhoods
40-50 bicycles
repaired per day
3,000 bicycles
repaired in total
Strategy to promote bicycle use
Car-Free Days and
Other Events
8
Strategy to promote bicycle use
Training of Adults
and Children
Conferences and
Training Courses
9
Lessons learned from the Lima NMT Project
• Modal shift to bicycle use requires cultural change
(bicycle trips increased by only 4% from 2004 to 2009)
– It is difficult to attract motor vehicle users «back» to the bicycle
– Just building bikeways is not enough, it must be accompanied by
complementary measures such as safe parking provision,
promotional strategies, enforcement of traffic rules, etc.
– Promotion of bicycle use requires a long-term engagement and
political will and sustained financing
– Private firms and government entities should get involved in
promoting bicycle use among their employees
– Alliances with NGOs and other partners can also be helpful
– A permanent agency responsible for fostering bicycle use is a
minimum requirement to sustain an initial promotion strategy
• Monitoring and evaluation of bicycle use are essential
– To demonstrate program effectiveness and ensure future funding
– To adjust elements of the bicycle promotion strategy
Components of BRT Project
million
US $
Infrastructure Works
– Busway + mixed-traffic lanes ($105 million – 40%)
– Central Station with Shopping Arcade ($ 31 million – 12%)
– Other Stations, Terminals and Patios ($67 million)– 25%)
– Feeder routes, control center, traffic signals ($39 million – 15%)
242
92%
Social Mitigation and Community Participation
2.4
1%
Studies and Institutional Strengthening
5.6
2%
Program Administration
12
5%
TOTAL
262
100%
PLUS: by private sector
Buses and Fare Collection (estimated)
200
+76%
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Quick History of Lima’s BRT
•
Project funded by National Government
– 1996-1999: Project preparation for possible financing by the World Bank
– 1997: Establishment of Lima-Callao Transport Council
(Nation + 2 municipalities)
– 1999: The project is removed from World Bank pipeline
– 2000: Political Change in Peru
•
Municipal Project (BRT - Metropolitano)
–
–
–
–
–
–
–
2000-03: Preparation of a GEF/WB sustainable transport grant
2001-03: Preparation of World Bank & IDB loans for Lima
2002: Mayor looses re-election. Uncertain future for the BRT
2004: WBank and IDB loan/grant agreements are signed
2004-07: Delays over delays
2007: Project implementation starts in earnest
2010: The “Metropolitano” BRT begins to operate
Alignment of the Metropolitano
Future extensions
NORTH
11
Design Criteria of the Metropolitano
• Most criteria were agreed in 2002/03
.
• Very similar to those of TransMilenio (started in 2000):
–
–
–
–
–
–
–
–
–
Trunk – feeder operation
18-m long articulated buses with capacity for 160 passengers
Stations with high platform (90cm), buses with high floor
Many 4-lane busways (40% of total)
Passing lanes in 80% of the stations
Express services
Stations in center, between opposing bus lanes. Left-hand bus doors
Fare control at station entry. No control at exit turnstiles.
Private concessions for bus operation, fare collection and GPS control
.
• Some differences:
–
–
–
–
–
Concrete for all busways
Extra fare (29 US Cents) for transfers between trunk and feeder bus
Fare collection inside the feeder buses
CNG buses
Single concession for fare collection and bus control (GPS)
Articulated Buses
HIGH BUS FLOOR
HIGH STATION PLATFORM
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Passing Lanes at
most Stations
 WITHOUT
WITH Physical Aspects of 10 BRTs
since
# of
corridors
km of BRT
corridors
of which with
4 lanes
average station
spacing (m)
Ahmedabad
2009
2
Bogotá
2000
7
38
-
700
85
35
740
Curitiba
1974
Guangzhou
2010
6
65
-
1
23
Guayaquil
León
2006
2
38
-
610
2003
3
26
-
520
600
880
LIMA
2010
1
27
11
730
Mexico City
2005
3
66
-
600
Pereira
2006
2
18
-
500
Quito (Trole)
1995
1
18
-
13
Busways with 2
and 4 Lanes
 SOUTHERN CORRIDOR - AV BOLOGNESI
NORTHERN CORRIDOR - AV TUPAC AMARU Transfer Terminals
NORTHERN TERMINAL (NARANJAL)
SOUTHERN TERMINAL
(MATELLINI)
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Central Station (1)
Underground mega-project
•
•
•
•
•
•
•
Near the historical center
Floor -1 has two docks, each for 10 articulated buses
Floor -1 also has space for more than 60 shops
Floor -2 connects the public space with the bus floor
Will also serve future BRT lines
4 entry/exit ramps for the buses
Direct pedestrian access to new commercial development in an
area that was depressed until 2009.
Mayor’s Vision which cost at least US$ 32 million
Was initially criticized – not included in WB and IDB loans
Now: promising signs that the central area is revitalizing
Central Station (2)
• N
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Operational Aspects of 10 BRTs (1)
Ahmedabad
# of artic.
buses
# of double
artic. buses
# feeder
buses
Passing lanes
at stations
Express
services
70 (standard,
-
-
-
-
not articulated)
Bogotá
1182
10
514
>90%
Curitiba
24
165
745
-
-
Guayaquil
115
-
120
-
--
León
52
-
209
-
--
LIMA
212
-
159
80%
Mexico City
235
12
-
-
--
Pereira
45
-
89
-
--
Quito (Trole)
113
-
89
-
-
Guangzhou
100%
Operational Aspects of 10 BRTs (2)
passengers
per weekday
(‘000)
‘000 pass/
weekday per
busway-km
max. pass.
flow (‘000)
pphpd
passengers
per bus-km
Fare in
equivalent
US$
Ahmedabad
115
3.0
Bogotá
1700
20.0
45
Curitiba
532
8.2
14
Guangzhou
805
35.0
27
Guayaquil
280
7.4
7
7
0.25
León
90
3.5
3
10
0.40
LIMA
370
13.7
18
6
0.55
Mexico City
600
9.1
9
8
0.37
Pereira
115
6.4
6
9
0.78
Quito (Trole)
250
13.6
11
14
0.25
0.16
5
0.89
1.43
0.32
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Public Transport
Re-introduced to
City Center
• .
Some Outcomes of Lima BRT
•
•
•
•
•
•
•
Ex-post economic analysis gives the BRT project an IRR of 20%
82-86% of BRT users rate the system as ‘good’ or ‘very good’
Higher travel speed is the main benefit perceived by users
11% of BRT passengers used to travel by private car or taxi
Greenhouse Gases in BRT corridor were reduced by 33%.
Particulate Matter concentrations were reduced by 30-73%
Despite initial concerns, the use of CNG articulated BRT buses
seems to be successful
• Following refusal of established (Brazilian) bus manufacturers
to produce CNG buses, a Chinese-Peruvian firm has set up a
plant near Lima and is now exporting buses to other countries
in Latin America
• There are initial signs of increased real-estate developemnt
along BRT corridor
• The World Bank’s draft Implemention Completion Report rates
the relevance of both the loan and the GEF grant as ’high’
17
Lessons Learned from the Lima BRT Project
Design the physical facilities with care
– Ensure that busway and station access will cope with structural and
passenger demands
– Anticipate negative environmental impacts, not only the benefits
– Consult with affected neighbors, avoid negative reactions
Develop a financially sound business plan
– Calculate solid passenger demand forecasts, but keep in mind that
they are just an estimate and not the absolute truth
– Estimate the finances of BRT operations and think of unexpected
resource requirements, including during the start-up period
– Identify any subsidies that may be required,
Establish a sustainable institutional framework
– Define the roles of private and public-sector elements of BRT operation
– Build up and train municipal agency responsibe for BRT management
BRT – Rail Mass Transit - Bikeways
46 Km
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INSERCION DEL TRANSPORTE EN BICICLETA CON METROPOLITANO
CICLOPARQUEADERO AV. LOS ALISOS
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CICLOPARQUEADERO PARADERO AV. TOMAS
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