Transport Energy Efficiency

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Engine conversion oftricycle taxis

The Philippine experience in usingsmall scale transport methodology

AMS III.AA



Outline• Tricycles in the Philippines

• Project Rationale

• AMS III.AA Methodology

• Using standardized baseline for AMS III.AA

• Issues / Challenges

• Conclusion / Recommendations



12 in a Tricycle . . . 15 in a Tricycle!!!

Tricycle – common transportation









Tricycles in the Philippines

• evolved from Kalesa

• 1,300,000 registered tricycles in the Philippines

• wide variety of driving conditions• refurbished forever and ever

• No AC.

• easy to maintain / operate

• no special skills necessary to operate



Human Impact ofDirty 2-Stroke Pollution

•

Residents of many Asian cities must wear masks or breathethrough rags

• Commercial taxi drivers often suffer the highest rates ofrespiratory illness; a World Bank study shows drivers are too sickto drive 7 days each month

• School children are among the most frequent passengers andare particularly vulnerable & disproportionately affected

• Many Asian cities are heavily dependent on commercial dirty2-stroke vehicle transportation

• In the Philippines, dirty 2-stroke taxi’s provide the primary incomefor ≈ 1.3 million working class families

Huge environmental & health issue



Human Impact of Pollution - Philippines



Rational• Dirty 2-stroke units are

high emitters of CO, HC,and particulates

• (1 tricycle => 50automobiles)

• A 2-stroke ban is anunrealistic & ineffectivesolution:

• Carbureted 4-strokes

offer limited GHGemissions reduction

• direct injection 2-stroke

engines are cleanerthan carbureted 4-stroke engines

• Carbureted 4-stroke

replacement is veryexpensive and deliverszero economic paybackto the driver

• Dirty 2-stroke units willmerely be transferredelsewhere



Approved AMS III.AAApplicability:

• Vehicles for commercial passenger

transport• Vehicles of the same type, fuel

• Using a constant route both in baseline and

project case.• Measures are less than 60,000 tCO2e



Standardized Baseline

conditions• need for both retrofit technology provider and adequate

volume of vehicles to be retrofitted.• alternatives to commercial/public transportation is

limited either due to infrastructure and/or resourcelimitations.

• AMS III.AA - public transport vehicles



AMS III.AA Baseline

• Vehicle using inefficient technology with a potential foremission reduction using a newer technology

• constant route in baseline and project case

• using baseline emission factor per kilometer(tCO2e/km)



Monitoring

• Simplified monitoring is based on the assumption ofconstant route.

• Number of operating project vehicles (theoretical)

• Fuel efficiency of baseline vehicles (95% confidence)

• Fuel efficiency of project vehicles (95% confidence)

• Annual distance (odometer reading)

• Share of project vehicles in operation (actual based onsurvey) - % of retrofitted vehicles still in operation



Additionality

• positive lists (suggested) - countries with low efficiency(more than 10 years old) public transportation of more

than 1million.• Options similar to AMS III.C



Standardized Additionality

Demonstration (sample)

Is technology

penetration less than

5%

Are market incentive

necessary to increase

technology penetration?

ADDITIONAL NOT ADDITIONAL

YES

NO

NO

YES



Project Issues &Challenges• Communicating local conditions

• User Perception

• Market penetration

• R&D costs

• Funding

• Economies of scale vs. Market conditions

• Model specific retrofit kits

• Country/community specific practices (TODAs)



CDM related issues and challenges•Lack of data – data must be generated and verifiable todetermine an appropriate baseline.

•Constant route - may not be the case in practice for mosttricycle taxi situations in the developing countries.

•Vehicle lifetime - forever? How to prove and validate lifetimeof vehicles used for a very long time. How to prove

conservativeness of data?•Baseline fuel efficiency (how to measure efficiency under awide variety of driving conditions, weather conditions andpractices)

•CDM Specific research and surveys (lifetime, efficiency,distance)

•Freight vehicles - why not?

C l i /



Conclusions / Recommendations•Specific conditions for project implementation

•Project developers and CDM consultants need tothink differently for small scale transport projects.

(timing, data gathering etc)•Additions to transaction costs due to projectspecific data gathering and research.

•Need for country specific baseline data to be

easily accessible - standardized baseline

•Necessity of PoA for small transport projects



CaFiS Inc.Carbon Finance

Solutions

[email protected]

+63 2 891 1119

mailto:[email protected]

mailto:[email protected]



Maraming SalamatAlan Silayan, Managing Director

CaFiS Inc.



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