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SUSTAINABLE TRANSPORT ACHIEVEMENTS IN LIMA,
PERU
Gerhard MenckhoffWorld 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 TrafficConditions 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
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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 AmericaRail 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-groundmetro was not extended beyond itsoriginal lenth of 10 km, and did not
operate passenger services
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Electric train
2008 – 2011
After several unsuccessful attempts to extendthe metro on PPP basis, the National Gov’tapproved $500 million to build it as a PublicWorks project Inauguration run of extended21-km metro line took place in July 2011. Passenger operation is expected for 2012.
Lima Transport Project
• Loan and grant agreements signed 2004
• Projects completed 2010
• Financing at project completion
– World Bank loan $ 45.0 million
– Loan by Interamerican Dev’t Bank $ 45.0 million
– GEF grant, administered by WBank $ 7.6 million
– City of Lima, estimated at appraisal $ 44.4 million
– City of Lima – additional $127.5 million
TOTAL $269.5 million
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Project Development Objectives
GEF Grant:Reduce traffic-generated greenhouse gas emissions by
promoting a shift to less polluting transport modeswith 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
100%7.62TOTAL
2%0.16Project Administration
12%0.89Monitoring and Evaluation
20%1.53Development 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
13%0.98
Institutional Strengthening of Sustainable Transpt– 17 training courses on sustainable transport
– 12 conferences with international participation
– Outreach to 3 Peruvian cities, other than Lima
53%4.06
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
million US $
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Bikeway Improvements under GEF Project
18 Km
Rehabilitation of
Existing Bikeways
(33 km)
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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.
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Strategy to promote bicycle use
Bike Repairs in Local
Neighborhoods
40-50 bicycles
repaired per day
3,000 bicyclesrepaired in total
Strategy to promote bicycle use
Car-Free Days and
Other Events
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Strategy to promote bicycle use
Training of Adults
and Children
Conferences and Training Courses
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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
+76%200PLUS: by private sector
Buses and Fare Collection (estimated)
100%262TOTAL
5%12Program Administration
2%5.6Studies and Institutional Strengthening
1%2.4Social Mitigation and Community Participation
92%242
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%)
million US $
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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 ����
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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
8802312010Guangzhou
610-3822006Guayaquil
520-2632003León
730112712010LIMA
600-6632005Mexico City
500-1822006Pereira
-1811995Quito (Trole)
600-6561974Curitiba
740358572000Bogotá
700-3822009Ahmedabad
average station spacing (m)
of which with 4 lanes
km of BRT corridors
# of corridors
since
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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)
--89-113Quito (Trole)
---89-45Pereira
----12235Mexico City
����80%159-212LIMA
---209-52León
---120-115Guayaquil
100%Guangzhou
--74516524Curitiba
����>90%514101182Bogotá
----70 (standard,
not articulated)
Ahmedabad
Express services
Passing lanes at stations
# feeder buses
# of double artic. buses
# of artic. buses
Operational Aspects of 10 BRTs (2)
0.25141113.6250Quito (Trole)
0.78966.4115Pereira
0.37899.1600Mexico City
0.5561813.7370LIMA
0.401033.590León
0.25777.4280Guayaquil
0.322735.0805Guangzhou
1.43148.2532Curitiba
0.8954520.01700Bogotá
0.163.0115Ahmedabad
Fare in equivalent
US$
passengers per bus-km
max. pass. flow (‘000)
pphpd
‘000 pass/ weekday per busway-km
passengers per weekday
(‘000)
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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 manufacturersto 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 developemntalong BRT corridor
• The World Bank’s draft Implemention Completion Report rates the relevance of both the loan and the GEF grant as ’high’
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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 thatthey are just an estimate and not the absolute truth
– Estimate the finances of BRT operations and think of unexpectedresource 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
AR
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JAV. CANADA
LA MARINA
AB
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AV. ALISOS
AYLLON
UENEZUELA GRAU
UN
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RSIT
AR
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ANGAMOS
ZONA MODELO
JESUS MARIA – LINCE – PUEBLO LIBRE
CICLOPARQUEADERO EN - PARADERO
RICARDO PALMA - MIRAFLORES
ESTACION CENTRAL - FACILIDADES
PARA ESTACIONAMIENTO DE
BICIS
CICLOPARQUEADERO -
PARADERO AV. TOMAS
VALLE
CICLOPARQUEADERO AV. LOS ALISOS
TERMINAL NARANJAL - COMAS
CICLOVIAS ALIMENTADORAS
TERMINAL CHORRILLOS
CICLOPARQUEADERO -
PARADERO AV. GRANDA
- HABICH
AV. ALISOS
AV. HABICH
AV. GRANDA
CICLOPARQUEADERO ESTACION AV.
CADANA
thank
you for
listening