Engine conversion of

tricycle taxis
The Philippine experience in using
small 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
Tricycle – common transportation

12 in a Tricycle . . . 15 in a Tricycle!!!
 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 of
Dirty 2-Stroke Pollution
• Residents of many Asian cities must wear masks or breathe
through rags
• Commercial taxi drivers often suffer the highest rates of
respiratory illness; a World Bank study shows drivers are too sick
to drive 7 days each month
• School children are among the most frequent passengers and
are particularly vulnerable & disproportionately affected
• Many Asian cities are heavily dependent on commercial dirty
2-stroke vehicle transportation
• In the Philippines, dirty 2-stroke taxi’s provide the primary income
for ≈ 1.3 million working class families

Huge environmental & health issue

Human Impact of Pollution - Philippines
Rational
• Dirty 2-stroke units are • direct injection 2-stroke
high emitters of CO, HC, engines are cleaner
and particulates than carbureted 4-
• (1 tricycle => 50 stroke engines
automobiles) • Carbureted 4-stroke
• A 2-stroke ban is an replacement is very
unrealistic & ineffective expensive and delivers
solution: zero economic payback
to the driver
• Carbureted 4-strokes
offer limited GHG • Dirty 2-stroke units will
emissions reduction merely be transferred
elsewhere
Approved AMS III.AA
Applicability:
• 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 resource
limitations.
• AMS III.AA - public transport vehicles
AMS III.AA Baseline

• Vehicle using inefficient technology with a potential for

emission 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 of
constant 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 on
survey) - % 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 Are market incentive
penetration less than necessary to increase
5% NO technology penetration?

YES YES
NO

ADDITIONAL NOT ADDITIONAL

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 to
determine an appropriate baseline.
• Constant route - may not be the case in practice for most
tricycle taxi situations in the developing countries.
• Vehicle lifetime - forever? How to prove and validate lifetime
of vehicles used for a very long time. How to prove
conservativeness of data?
• Baseline fuel efficiency (how to measure efficiency under a
wide variety of driving conditions, weather conditions and
practices)
• CDM Specific research and surveys (lifetime, efficiency,
distance)
• Freight vehicles - why not?
Conclusions /
Recommendations
•Specific conditions for project implementation
•Project developers and CDM consultants need to
think differently for small scale transport projects.
(timing, data gathering etc)
•Additions to transaction costs due to project
specific 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

asilayan@cafisinc.com
+63 2 891 1119
Maraming Salamat
Alan Silayan, Managing Director
CaFiS Inc.