Transit-oriented development
Description
| Overview | |
|---|---|
| Sector | Buildings, Transport |
| Focus area |
(no data)
|
| Type of action | Strategy/Policy |
| Scope | Sub-national |
| Stage | Implementation |
| Submitted to UNFCCC registry | Yes |
| Start of initiative | 2012 |
| Financing and support details | |
|---|---|
| Financing status | Seeking financing |
| Total cost | US$ 19 mln |
| Financing requested | US$ 19 mln |
| Financing received to-date | US$ 18.5 mln |
| Principal source of financing | Multilateral |
| Principal type of financing | Grant |
| Capacity building required | Yes |
| Technology transfer required | Yes |
| Additional information | |
|---|---|
| Proponent(s) | FINDETER Financiera del Desarrollo, CIUDAT |
| International funder(s) | NAMA Facility |
| Organization providing technical support | Center for Clean Air Policy |
| Contact |
(no data)
|
The Colombian NAMA aims to construct lasting infrastructure and buildings that will lock in efficient land use and travel patterns.
Activities: (2015 - 2019)
The goal of this NAMA is to trigger transformational change of the urban template of Colombian cities and continue providing long-term, low-carbon results for years to come by constructing long lasting infrastructure and buildings that will lock in efficient land use and travel patterns. These new patterns will require less transport energy for households and businesses to achieve their daily tasks, because destinations and origins are brought closer together and non-motorized and transit modes are easier to use.
The NAMA will also generate co-benefits in the areas of quality-of-life, economic development, social equity, preservation of natural habitat, reduced risk, and energy independence. Individuals will enjoy better neighborhoods, lower costs of transportation and less pollution. Businesses will see new markets and employees within easy access. Governments will see economic benefits from reduced infrastructure costs per capita and increased revenues per unit area.
This NAMA takes a structured approach by addressing each level of the process. It starts with a national policy integration aspect, moves on to locally identified technical assistance in planning, market research, architectural design and PPP development, and then offers financial mechanisms for public and private funding of TOD related construction. All the assistance is coordinated through the CIUDAT staff, who also provide a liaison for integrating across sectors and between governmental levels.
The TOD NAMA will target investments to a minimum of three pilot projects in cities (which are Cali, Medellín and Manizales) to catalyze and inform replication of the TOD model across the country. Work is already under way: ◾Cali is transforming an old rail corridor, which currently divides the city, into a vibrant, pedestrian-friendly zone connecting housing, public space and commerce ◾Medellín is undertaking a public-private partnership for TOD around a new metro station in a former industrial area to respond to growing market demand for development in an under-utilized area of the central river valley ◾Manizales is focusing on a pedestrian-oriented redevelopment of its historical town center to promote accessibility and social inclusion around a recently inaugurated station of the public cable transportation system
Findeter is also prviding technical assistance on TOD planning to three other cities – Montería, Bucaramanga and Pasto.
Impact and MRV
|
| Cumulative GHG reductions: 3.6 MtCO2e |
|---|
No information has been provided on mitigative capacity
Co-benefits:
| Social: |
* Improved health through reduced air pollution
|
|
| Economic: |
* Energy independence
|
|
| Environmental: |
* Reduced air pollution
|
MRV Framework:
The goal indicators are:
- 1. Number of TOD neighborhoods initiated in Colombia both inside and outside pilot cities
- 2. Difference between TOD neighborhoods and control neighborhoods in the trend of Annual GHG transport-related emissions per person
- 3. Difference between TOD neighborhoods and control neighborhoods in the trend of transport costs per person (e.g., as % of household budget)
The long term goal indicators are further complemented by the mid-term progress indicators created for measuring project outcomes.
The outcome indicators are: • Pilot City Level (TOD vs control sites) • Level of investment in TOD areas vis-à-vis traditional BRT station areas (buildings, infrastructure, public space) Travel data trends in: • Vehicle ownership /capita • VKT / capita • Average trip length • Transit and NMT mode share The mandatory indicators for both “public finance mobilized” and “private finance mobilized” in TOD areas versus other BRT station areas are here measured and compared directly. .
