In Colombia, thanks to public policies, there are requirements for a minimum purchase of 30% of electric vehicles in the public transport fleet by 2025. According to the requirements imposed by the national government for large cities, a minimum purchase of electric buses is required, starting in 2025 with 10% and progressively increasing to reach 100 % in 2035.

Specifically in Bogotá, the local government has gone further and has established that it will not allow new internal combustion buses as of 2022. To achieve this, the business models, vehicle typologies and recharging infrastructure necessary for the use of zero-emission buses will have to be in place.

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This report details the elements of the Technology Ascent Plan (PAT), a document that presents specific goals to improve air quality and reduce public health impacts in Bogotá, Colombia, through operational monitoring and follow-up mechanisms coordinated by three different institutions: the Secretariat of Mobility, the District Secretariat of Environment, and TransMilenio. The authors explore its main components and analyze the development of guidelines for the implementation of zero or low emission vehicles, the creation of a database with information in the public domain, and the definition of clean mobility strategies in an evaluation and control program. This is an important document to guide the decarbonization of the city’s fleet, with measures and strategies that can serve as a model for other cities in the country and in Latin America to adopt.

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Este informe detalla los elementos del Plan de Ascenso Tecnológico (PAT), un documento que presenta metas específicas para mejorar la calidad del aire y reducir los impactos en la salud pública de Bogotá, Colombia, a través de mecanismos operativos de monitoreo y seguimiento coordinados por tres instituciones distintas: la Secretaría de Movilidad, la Secretaría Distrital de Ambiente y TransMilenio. Los autores exploran sus principales componentes y analizan el desarrollo de guías para la implementación de vehículos de cero o baja emisiones, la creación de una base de datos con información de dominio público y la definición de estrategias de movilidad limpia en un programa de evaluación y control. Se trata de un documento importante para orientar la descarbonización de la flota de la ciudad, con medidas y estrategias que puedan servir de modelo para que otras ciudades del país y de América Latina adopten políticas públicas orientadas a un transporte urbano más limpio.

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International shipping significantly contributes to sulfur (SOx) and nitrogen oxide (NOx) emissions in the atmosphere, which causes adverse environmental and health effects, such as contributing to premature deaths and disrupting aquatic and terrestrial ecosystems. Studies have shown that ECA’s surrounding the continent could lead to significant health benefits for those living in coastal communities. ECA’s have already been established in the North, Baltic, and Mediterranean Seas. This study would suppor the establishment of a new ECA connecting the already established control areas.

Read the full article at DGRM here.

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Entre los desafíos principales, la informalidad del sector es un factor determinante para la dependencia en combustibles fósiles y tecnologías contaminantes, especialmente de vehículos pesados propulsados por diésel. Estos vehículos son la fuente principal de emisiones que afectan directamente la salud de las personas, y representan el 38% del consumo total de combustibles en América Latina. 

Para asegurar un proceso sostenible y progresivo hacia la descarbonización de las flotas de carga, es necesario fomentar el desarrollo económico de los países al mismo tiempo que se reducen los impactos adversos del transporte de mercancías. Para ello, es necesario trazar una hoja de ruta con cinco políticas principales: metas de ventas de vehículos nuevos cero emisiones, regulaciones ambientales y operacionales, incentivos fiscales, infraestructura de recarga y promoción de la demanda. 

Este estudio analiza las barreras que el sector enfrenta y las oportunidades que la región ofrece para superarlas, detallando una hoja de ruta recomendada para la descarbonización del transporte de carga terrestre en toda América Latina. 

Esta publicación fue revisada el 28 de agosto de 2023 para reflejar que es un Libro Blanco y eliminar una tabla duplicada.

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Este documento busca aportar, desde las experiencias internacionales en temas de homologación vehicular y mecanismos de verificación y control, recomendaciones de política pública que permitan a Colombia realizar el proceso de transición a tecnologías vehiculares más limpias, específicamente hacia la implementación de Euro VI para vehículos con motor diésel.

El documento está divido en tres secciones. En esta introducción se detallan los compromisos derivados de la ley 1972 de 2019 y se enfatiza sobre algunas necesidades de mejora en aspectos claves para la apropiada implementación de las dos fases de verificación y control de emisiones vehiculares. La primera es previa a la comercialización de los vehículos y la segunda es la que comprende los mecanismos de vigilancia, control en vía pública y revisión técnico-mecánica. La segunda sección detalla las buenas prácticas internacionales de mecanismos de control y vigilancia que han sido adoptados por otros países resaltando las ventajas y desventajas para implementación en Colombia. La tercera sección comprende un conjunto de recomendaciones para Colombia sobre la regulación que permitiría implementar la tecnología Euro VI para vehículos diésel.

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En Colombia, gracias a las políticas públicas, existen requisitos de una compra mínima del 30 % de vehículos eléctricos en la flota del transporte público para el año 2025.Según los requerimientos impuestos por el gobierno nacional para ciudades grandes, se requiere un mínimo de compra de buses eléctricos, comenzando en 2025 con un 10 % y aumentando progresivamente hasta alcanzar el 100 % en 2035.

Específicamente en Bogotá, el gobierno local ha ido más allá y ha establecido que no permitirá nuevos buses de combustión interna a partir del año 2022. Para lograrlo, habrá que tener listos los modelos de negocio, las tipologías vehiculares y la infraestructura de recarga necesarias para la utilización de buses de cero emisiones.

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In recent years, the city of São Paulo has set out to improve the environmental performance of its transport system. The city has committed to include 2,600 electric buses in its fleet by 2024. A pilot project launched by SPTrans in partnership with BYD placed 18 battery electric buses in the fleet, which have been operated by Transwolff since 2019. The results of the pilot project are a helpful guide for the next steps in the city’s technological transition.

This report analyzes the performance of two electric buses in the pilot project fleet, monitored throughout 2021, considering operating data and energy consumption. The analyses presented seek to characterize the performance of buses over time under different operating conditions, but do not establish cause-and-effect relationships between the variables, nor do they quantify the impact of each one.

There is a significant variation in energy consumption over time for each bus and between buses. The average consumption is equal to 1.19 kWh/km for one bus and 1.27 kWh/km for the other, but the daily averages ranged between 0.94 kWh/km and 2.29 kWh/km on the days analyzed. Although there are technical differences between the monitored vehicles (the body models are different), both have the same chassis and battery model, and their empty weights are similar, differing by about 1%. The significant variation in values for the same bus demonstrates the impact of operating conditions on energy consumption.

The use of air conditioning on the bus increases energy consumption, especially on hot days. In general, the buses showed higher consumption on days with higher maximum temperatures. The relationship between average speed and energy consumption was also evaluated. Days when buses had higher average speeds tended to be days of lower energy consumption. Regenerative braking is also impacted by the frequency and intensity of acceleration and deceleration oscillations.

It is worth emphasizing that these results are limited to the two buses analyzed. Thus, the same bus will not necessarily have a similar energy performance if adopted under other operating conditions. In fact, variations in energy consumption are expected even for a bus that runs on only one route, as operating conditions—including weight transported, congestion, weather conditions, and driving habits—vary across the operating day. Monitoring these variations helps in the operational management of the bus fleet, allowing managers to monitor the evolution of energy performance and range, thereby bringing more predictability and safety to the operation.

Sao Paulo SP, Brazil – February 27, 2019: Streets of downtown in front of Pedro Lessa square. Local people, traffic and public transports and buildings of the city.

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