Santiago Transportation Green Zone
Description
| Overview | |
|---|---|
| Sector | Transport |
| Focus area |
(no data)
|
| Type of action | Strategy/Policy |
| Scope | Sub-national |
| Stage | Under development |
| Submitted to UNFCCC registry | Yes |
| Start of initiative | 2015 |
| Financing and support details | |
|---|---|
| Financing status | Seeking financing |
| Total cost | US$ 17.6 mln |
| Financing requested | US$ 9.6 mln |
| Financing received to-date |
(no data)
|
| Principal source of financing | Not known |
| Principal type of financing |
(no data)
|
| Capacity building required | Yes |
| Technology transfer required | Yes |
| Additional information | |
|---|---|
| Proponent(s) | Ministry of Transport, Ministry of Environment |
| International funder(s) | UK government, IDB |
| Organization providing technical support |
(no data)
|
| Contact | Ilustre Municipalidad de Santiago, Donatella Fuccaro and Alexis Risso |
Low emission vehicles (taxis and Transantiago), bicycle promotion, transit management
Activities:
- Promotion of ZLEV (Zero and Low Emission Vehicles)
I. Free parking for ZLEV vehicles II. Promotion of ZLEV Taxis inside the STGZ III. Promotion of ZLEV for the Municipality fleet
- Clean and energy efficient public transport buses
Replacement of standard buses with low carbon technology buses Charging station incentive mechanism
- Promotion of non-motorized vehicle use
I. Design of bicycle ways and bicycle signs II. Bicycle sharing program III. Commercial activities using non-motorized vehicles
- Traffic re-designs and traffic management
I. Bicycle parking infrastructure integrated with public transport II. Exclusive ways for buses of Transantiago III. Better sidewalks and public spaces for pedestrians
Impact and MRV
|
| Cumulative GHG reductions: 1.43 MtCO2e |
|---|
No information has been provided on mitigative capacity
Co-benefits:
| Social: |
> Reduction from the vehicle system users exposure to local pollutants.
> Reduction to exposure to noise pollution > Better accessibility and greater equity |
|
| Economic: |
> Creation of an infrastructure for the development of technical capabilities
> Reduction of fleet operational cost > Less congestion, especially in the STGZ which is a busy area in the Santiago Capital > Greater demand for shops that participate in the STGZ |
|
| Environmental: | Local emission reduction |
MRV Framework:
The 2011 study mentions that each initiative will have its own MRV process.
Transantiago has a central control system connected to each bus through its cellular network. The system uses electronic information from the buses to determine kilometres travel, fuel consumption, etc. MRV for the low carbon emission for public transport buses initiative will consider quantitative and qualitative parameters as follow:
Quantitative:
- Funds granted to the initiative
- Funds granted by local government and private sector
- Kilometres travelled by bus
- Fuel/electricity consumption per bus
- Maintenance cost per bus
Qualitative:
- Capacities related to operation/maintenance of these technologies
- Greater appreciation of the positive health, economic and environmental benefits due to the incorporation of ZLEV vehicles
The MRV process for the initiative promotion of bicycle use will consider quantitative and qualitative parameters as follow:
Quantitative:
- Funds granted to the initiative
- Funds granted by local government and private sector
- Kilometres travelled by bicycle replacing motorbikes
- Number of bicycles replacing motorbikes
- Number of bicycle trips
- Modal shift to bicycle mode
- Average trip distance by bicycle
- Accident rate
- Bicycle flow measurement
Qualitative:
- Capacities related to bicycle use among citizen
- More bicycle infrastructure in the STGZ limits (inflation points, workshops, parking in shops/services, etc)
- Improvement on the citizens acknowledgement about the positive effects of the bicycle mode integration as a sustainable transport mode
- Potential to achieve private investment to replicate this initiative in other cities
The MRV process for the initiative traffic re-design and traffic management will work at least with the following indicators:
Quantitative:
- Funds granted to the initiative
- Funds granted by local government and private sector
- Bicycle lots occupation increment
- Modal shift from motorized vehicle to bicycle
- Bicycle lots occupancy rotation
- Average bicycle trip length
- Accident rate
Qualitative:
- Annual surveys on the perception of the quality of service after the application of the pedestrian initiative
- Greater appreciation of the positive effects of the bicycle and pedestrian mode integration as a sustainable transport mode
- Potential to achieve private investment to replicate this initiative in other areas
