Towards A Sustainability Mobility in Peru: How To Reduce Transports Emissions?

École des Ponts ParisTech
2021-2022
Long Internship Report
Damian Pedro SAINT-MARTIN
Engineering Student, Double Diploma
Towards Sustainable Mobility in Perú

How to reduce emissions in a country’s mobility?
Internship carried out at The World Bank

Av. Álvarez Calderón 185, Lima, Perú
July 2021 – July 2022
Internship Supervisor: Philippe Poinsot

Fiche de synthèse
Dans le cadre de la gestion informatisée du référencement des rapports de stage, nous vous
demandons de renseigner impérativement les items suivants ; ce qui facilitera l’intégration des
références dans le catalogue de la bibliothèque de l’École des Ponts ParisTech :
- Type de stage : Stage Long
- Année : 2021 - 2022
- Auteur (Nom, prénom) : Saint-Martin, Damian Pédro
- Formation 2ème année (IMI, GI, SEGF, etc.) : VET
- Titre du rapport : Towards a sustainable mobility in Perú
- Titre en français (pour les titres en langue étrangère) : Vers une mobilité durable au Pérou
- Organisme d’accueil : The World Bank
- Pays d’accueil : Pérou
- Responsable de stage : Irene Portabales Gonzalez
- Mots-clés caractérisant votre rapport (4 à 5 mots maximum) : Transport, Développement

Durable, Changement Climatique, Transport Urbain, Travaux Publics.
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Acknowledgements
A special thanks to Felipe Targa, Irene Portabales, and Li Qu, team leaders of the projects in
which I took part in, they were focused on me learning and enjoying my stay in the institution.
To my family, who were an emotional support during my stay in Peru.
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Abbreviations
BRT Bus Rapid Transit

CCDR Country Climate and Development Report
EIS Environmental Impact Statements
ENPC École Nationale de Ponts et Chaussés
FITSA Socio-Environmental Technical Files
GoP Government of Peru
IDB Inter-American Development Bank
iNDC The Intended Nationally Determined Contributions Report
LEZ Low-Emission Zones
LMA Lima Metropolitan Area
MtCO2 Metric tons of carbon dioxide
MTC Minister of Transport and Communications
NMT Non-Motorized Transports
PACRI Action Plan for Involuntary Resettlement
PIU Project Implementation Unit
PPI Indigenous People’s Plan
TDM Travel Demand Management
TTL Task Team Leader
VBO Low Occupancy Vehicles
VET Villes, Environnement et Tranports Master
WBG World Bank Group
WHO World Health Organization
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Résumé
Ce rapport décrit les taches et missions réalisés pendant mon année de césure, dans laquelle j’ai
poursuit un stage comme consulteur en transport à la Banque Mondiale (BM), entre juillet 2021
et juillet 2022 à Lima, Pérou. Le stage fait partie de mon parcours en Villes, Environnement et
Transport (VET) à l’École Nationale de Ponts et Chaussées (ENPC) de Paris.
Le rapport a été divisé en 4 parties :
i. Introduction : Cette partie est une première approche à mon expérience dans la BM, en
détaillant l’organisation et fonctionnement de cette institution, ainsi qu’une description du
contexte du pays. Ceci est pertinent pour la suite parce que la BM est un acteur très proche aux
différents niveaux du gouvernement, et donc les projets suivis et décisions prises sont fortement
liés au contexte macro du pays.
ii. Les projets de transport financés par la BM : L’objectif de cette partie est de détailler
les 3 projets de transport au Pérou qui sont financés par un prêt de la Banque Mondiale et pour
lesquelles j’ai dédié la plupart de mon temps pendant mon séjour. Pour la plupart de ces projets,
on a organisé des missions (des voyages aux sites de construction) pour monitorer les travaux
en personne.
iii. Vers une mobilité durable au Pérou : Comment réduire les émissions dans la
mobilité d'un pays ? Cette partie du rapport envisage analyser l’impact environnementale du
secteur transport au Pérou, en proposant des mesures pour réduire cet impact. Pendant 3 mois
de mon stage, j’ai travaillé dans l’élaboration du Rapport de Développement pour le
Changement Climatique (CCDR), fait par la BM pour la transition écologique. Dans ce rapport,
j’ai participé dans l’élaboration du chapitre du secteur de transport, et tous les modèles de
calculs liés aux scénarios analysés.
iv. Conclusion : Pour finir le rapport, cette section cherche à synthétiser les principaux
aspects appris pendant mon stage, qu’est-ce qu’il m’a laissé quant à la recherche du Projet de
Fin d’Études (PFE) et la définition sur mon chemin professionnel.
Mot Clés : Transport, Développement Durable, Changement Climatique, Transport Urbain,

Travaux Publics.
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Abstract
This report aims to describe the tasks I pursued as an intern at The World Bank Group (WBG)
between July 2021 and July 2022 in Lima, Perú. The internship took place as part of a gap year
at the École Nationale de Ponts et Chaussées (ENPC) de Paris, between the second and third
years of the City, Environment, and Transportation (VET) Master.
This report will be divided into 4 sections:
i. Introduction: this section will provide an initial overview of my experience at the

WBG, details of the institution's organization and structure, and a country context summary.
The latter is relevant to better understand this report since the WBG works closely with the
different levels of government in the country, so its characteristics are relevant for each decision
taken during project execution.
ii. WBG-funded transportation projects in Perú: this section will provide details of the
projects I have participated in, and the tasks performed in each one.
iii. Towards sustainable transport in Peru: How to reduce emissions in the sector?
This section will analyze the environmental impact of the transport sector in Peru and will
propose measures to reduce it. This study is framed in the Country Climate and Development
Report (CCDR), a report carried out by the WBG to establish a framework for developing a
sustainable country. I participated in the transport sector’s chapter elaboration of the CCDR.
iv. Conclusion and Personal Feedback: This section will summarize the main aspects of
the projects I worked on, linking all the information mentioned with the WBG goals. Also, from
a personal point of view, this section will summarize the main aspects I learned during these 13
months, and its learning in terms of defining my professional future.
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Synthèse du rapport en français
Pendant mon année de césure, j’ai réalisé mon stage dans le siège à Lima, Pérou de la
Banque Mondiale (BM). Celui-ci a eu une durée de 13 mois, du 01 juillet 2021 au 31 juillet
2022. Dû à la pandémie du COVID-19, le stage a commencé en virtuel. J’ai profité donc pour
rester quelques semaines en plus en France. Néanmoins, les 7hs de décalage horaire avec le
Pérou ont rendu difficile de suivre les tâches et réunions jusqu’à minuit. En août 2021, j’ai
finalement rentré en Argentine.
Tous les mois suivis en distanciel, j’étais inquiet pour pouvoir vivre la vraie expérience
du stage et pouvoir déménager à Lima. La BM est un acteur important de la vie politique des
pays : Beaucoup de rencontres et évènements politiques, dont la BM est généralement invité,
sont en présentiel, ce que ne me permet pas de vivre l’expérience complète. C’est finalement
en mars 2022 que le bureau a ouvert ces portes et que j’ai déménagé donc pour vivre en première
personne tous les activités professionnelles et la riche culture Inka du Pérou.
La BM est une source de financement et connaissance pour les pays en développement.

Elle a 189 pays membres, et plus de 130 branches dans le monde entier. Son objectif est de
trouver des solutions durables et coopérer au développement des pays afin de réduire leur
pauvreté pour une majeure prospérité.
Elle s’organise avec des différentes pratiques. Chaque une de ces pratiques correspond
à un sujet répondant aux besoins des pays. Actuellement, il y a quinze : (i) Agriculture ; (ii)
Éducation ; (iii) Énergie ; (iv) Environnement et ressources naturelles ; (v) Finance ; (vi)
Compétitivité et innovation ; (vii) Gouvernance ; (viii) Santé et nutrition ; (ix) Macroéconomie,
investissement et commerce ; (x) Pauvreté ; (xi) Protection sociale ; (xii) Développement
urbain, risques naturels et résilience ; (xiii) Transport ; (xiv) Développement numérique ; et
(xv) Eau et assainissement. Le stage était dans la pratique de transport de LC6, région qu’inclus
le Pérou, la Bolivie, le Chili et l’Équateur. Ainsi, j’ai seulement participé à des projets de
transport au Pérou.
La BM a défini ces 3 axes d’action prioritaires dans le secteur du transport au Pérou

selon ces principales caractéristiques et son contexte. Ceux-ci sont :
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→ Axe 1 : Pour le transport de marchandises, l’objectif est de développer des réseaux de
transport moins contaminant, comme les voies ferrées et les bateaux, pour augmenter
l’efficacité de ces déplacements et réduire les émissions d’effet de serre.
→ Axe 2 : Dans les centres urbains, c’est important de réduire la pollution de l’aire et la
congestion, pour réduire les conséquences que celles-ci provoquent dans la population. Pour
cela, c’est prioritaire de promouvoir les transports massifs et les transports non motorisés.
→ Axe 3 : Étant un pays exposé à des catastrophes naturelles, l’objectif est de développer une
infrastructure résiliente à ces phénomènes.
Les trois projets de la pratique de transport actuellement en exécution, financés par un

prêt de la BM, totalisent US$ 257 millions. Malgré ce montant, seulement 4 personnes gèrent
ces projets (y compris le poste du stagiaire de l’ENPC), ce qui rendait quelques fois trop
surchargé le stage. Ces 3 projets sont :
1. Cusco Transport Improvement Project (METRA)
Ce projet est mis en œuvre à Cusco, la cinquième plus grande ville du Pérou. La ville
est patrimoine mondial de l’UNESCO à cause des sites archéologiques pré-Inkas et Inkas
qu’elle a dans son centre géographique. Grace à cela, le tourisme est une des activités
économiques les plus importantes, et a un impact significatif sur l’usage des sols de la ville : la
population locale a été déplacée du casque historique vers la partie Est de la ville (quartiers
ouvriers).
Le projet METRA a comme objectif de mieux desservir l’Est de la ville pour les
déplacements domicile-travail. La ville de Cusco a 2 routes principales : Le boulevard de La
Cultura et la Via Expresa. La seconde est un axe du réseau routier de la ville et celle concernée
par ce projet. Celui-ci vise à améliorer la connectivité aux opportunités professionnelles et les
services essentiels des populations ouvrières. Le projet prévoit la construction de 6.4 kilomètres
d’un boulevard avec quatre voies d’accès local (deux pour chaque sens de circulation) et un Bus
Rapid Transit (BRT) au centre, avec une largeur totale de 50 mètres. De même, ce projet a le
but d’améliorer leur alentours pour les piétons et les cyclistes. Il est donc encadré dans l’axe 2
des objectifs de la pratique de transport de la BM.
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Le rôle de la BM dans ce projet est de donner un soutien technique pour la mise en
œuvre du projet. Celui-ci est de magnitude inédite pour une ville de la taille de Cusco au Pérou.
Ce soutien vise à fournir un renforcement institutionnel du gouvernement de Cusco afin qu'à
l'avenir, il ait la capacité technique et administrative de mener à bien des projets de cette
ampleur.
De mon côté, en tant que membre de l'équipe chargée de la supervision du projet, mon
rôle était d’aider le leader à le gérer. Celui-ci comprenait : l’organisation des thèmes à traiter
dans les réunions de supervision faites toutes les semaines ; coordonner les sujet liés à
l’exécution du projet avec des membres de la municipalité de Cusco ; Réviser des documents
clefs du projet (gestion de contrats, documentation de modification d’aspects du projet) ; être
attentif aux problèmes quotidiens pour faire un suivi avec les responsables de la municipalité
de leur solution ; et gérer l’information de P360 – une plateforme de la BM pour la supervision
à distance des projets à partir d’images satellitales, d’images de drones et caméras envoyés par
les responsables de la construction et à part des actualités des médias locaux.
2. Support to the Subnational Transport Project (PATS)
Le Pérou a des disparités importantes entre les populations urbaines et rurales. Par
exemple, en 2014, alors que le niveau de pauvreté n’était que de 15.3% dans les zones urbaines,
il s’élevait à 46% dans les zones rurales. La population rurale est située dans la zone andine, où
les précipitations sont très importantes pendant la période estivale (décembre-avril). Ces
communautés, qui dépendent principalement de l’activité agricole, se voient isolé pendant ces
mois du reste du pays, ce qui les empêche de vendre leurs produits à cause de la mauvaise
condition de routes, qui restent infranchissables.
L’objectif de ce projet est d’améliorer l’accès aux services essentiels, à accroître

l’emploi et à augmenter la couverture hospitalière de ces populations. Pour cela, ce projet
consiste à sélectionner différentes routes rurales à paver pour éviter l’isolement de ces
communautés pendant l’été. La BM finance l’exécution de 15 trajets d’une longueur moyenne
de 20 kilomètres, ainsi que les études et documentation d’ouvrage d’autres 30 sections.
L'intervention de la BM dans ce projet comprend un appui technique pour la sélection

des trajets à intervenir, selon des critères définis pour favoriser l'accessibilité aux services. En
outre, l'appui porte sur le respect des garanties environnementales, y compris la préparation
d'études d'impact environnemental et des plans d’action de réinstallation involontaire des
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personnes dans les cas où il y aurait une occupation partielle ou temporaire de terrains pour
réaliser les travaux. De même, si ces projets impliquent des interventions dans des zones où
habitent des populations indigènes, c’est nécessaire de faire un plan de participation des
populations autochtones.
En tant que membre de l'équipe chargée de la supervision de ce projet, mon rôle était
d'aider le leader du projet à le gérer. Cela comprenait : l’organisation des thèmes à traiter dans
les réunions de supervision faites toutes les trois semaines ; coordonner les sujets liés à
l’exécution du projet avec des membres du ministère de transport ; Réviser des documents clefs
du projet ; être attentif aux problèmes quotidiens pour faire un suivi avec les responsables du
ministère ; et à l’organisation de missions – les voyages faits pour la supervision du projet
depuis le terrain. Cette dernière tâche était très importante parce que ce projet se déroule dans
des zones très isolés, où c’est important de s’informer et connaitre bien les endroits et routes
locales, et donc il était compris de communications constantes avec des experts locaux.
3. Lima Metropolitano North Extension (Lima BRT)
Ce projet est mené à Lima, où vivent 10.28 millions de personnes (30% de la population
totale du Pérou). Le nord de la ville concentre une population totale de 1.4 million d’habitants,
avec des taux de pauvreté très élevés, et une forte densité. De même, Lima dispose de services
de transport urbain inefficaces, ce qui rend difficile l’accès des personnes à faibles revenus aux
opportunités professionnelles et aux principaux services, puisqu’ils doivent faire des
investissements considérables en termes de temps et de dépenses pour atteindre ces endroits.
Près de 73% de la population se déplace en transport public, dont 91% n’ont pas accès à des
services de transport public sûrs, propres et abordables.
Il est donc important de développer des systèmes de transport en commun pour accroître
l’accessibilité aux services et aux opportunités d’emploi, et obtenir des meilleures conditions
de déplacement. Ce projet comprend une infrastructure et des équipements de BRT, y compris
10,2 kilomètres de voies de bus bidirectionnelles, et 17 nouvelles stations.
Pendant l’exécution du projet, la BM donne un soutien technique à la municipalité de

Lima. Ce projet est actuellement très politisé puisque les élections locales sont à l’avenir. Le
gouvernement municipal a fait pression pour que le projet soit achevé à temps puisqu'il s'agit
d'un ouvrage utilisé comme plateforme de campagne. De leur côté, l'opposition et les voisins
ont été très critiques. C’est pour cela qu’à ces jours, la BM se trouve dans un rôle de médiateur
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pour équilibrer les opinions extrémistes et que le projet ne soit pas autant affecté par les
questions de la vie politique.
De mon côté, mon rôle était de coordonner avec les différents acteurs de rencontres ; de
coordonner les réunions techniques et socio-environnementales faites chaque semaine ; de
préparer les minutes de chaque une de ces réunions et rencontres ; de réviser les documents
officiels du suivi du projet ; et d’aider au leader du projet avec des aspects liés aux problèmes
du quotidien que toute œuvre civile a pendant son exécution.
4. Vers une mobilité durable au Pérou : Comment réduire les émissions dans la mobilité
d'un pays ?
Pendant quelques mois de mon stage, j’ai dédié la plupart de mon temps à l’élaboration
du Climate Change Development Report (CCDR), un document qui vise à donner un panorama
du futur des émissions de Gas à Effet de Serre (GES) du pays, en faisant un diagnostic actuel
et proposant des mesures pour les réduire dans chaque secteur. Avec mon équipe, on a fait la
partie correspondant au secteur de transport.
Considérant quelques aspects clefs du transport au Pérou (voir partie 3 du corps du

rapport en anglais pour plus de détails), et avec l’aide de 3 consulteurs spécialisés, on a élaboré
6 propositions pour réduire les émissions de GES d’ici 2030 et 2050. Pour le 2050, le
Gouvernement du Pérou (GoP) envisage décarboniser le pays – c’est-à-dire, d’arriver à 0
émissions considérant tous les secteurs. Ces propositions viennent d’un débat proposé avec
l’ensemble de l’équipe de transport, dont j’ai fait partie. Pour analyser ces horizons, 3 cas ont
été analysés (pessimiste, moyen et optimiste) pour chaque une de ces propositions. Celles-ci
sont :
→ Développement de 10 centres de services pour les marchandises, situés dans des points
stratégiques du réseau router, pour éviter des tournées supplémentaires. Ces centres routiers
visent à réduire les kilomètres parcourus par unité de véhicule, augmentant leur efficacité.
D’après des consultations avec experts et syndicalistes, un camion peut réduire jusqu’à 85
kilomètres par jour avec une meilleure distribution des centres logistiques.
→ Programme de ferraillage de véhicules de plus de 15 ans. L’âge des véhicules a un impact

dans leur consommation de carburant : lorsqu’ils sont plus anciens, la consommation de
carburant augmente par kilomètre parcouru. Des donnés qui datent de 2015 affirment que 25%
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du parc automobile du Pérou ont plus de 15 ans. Encourager le renouvellement de la flotte de
transport de marchandises par des incitations économiques, des programmes de mise au rebut
des véhicules plus anciens et le financement de l'achat de véhicules à faibles émissions
permettrait de réduire la consommation de carburant diesel et, par conséquent, les émissions de
GES.
→ Les conditions géographiques du Pérou (plus de 2 400 kilomètres de côtes) ouvrent la porte
à l’échange intermodal de marchandise par cabotage. Quatre ports ont été identifiés pour
développer des échanges à l’échelle nationale. La panaméricaine, autoroute qui va toute au long
de la côte péruvienne, transport 21.9 millions de tonnes par an. Les 3 scénarios considérés
capturent 20, 40 et 60 pourcents du total des tonnes actuellement transportés par cette autoroute.
→ Pour améliorer les conditions du transport urbain à Lima et les principales villes
intermédiaires, et augmenter l’accessibilité de leurs habitants, une augmentation du nombre de
kilomètres de BRT a été proposé. Ce programme, élaboré à partir d’un benchmark de villes
latino-américaines avec des caractéristiques similaires, propose la construction de 400
kilomètres de réseau. Les BRT sont des systèmes moins coûteux à construire que d’autres
systèmes de transport de masse, tels que les métros et les trains légers, ce qui constitue une
meilleure solution pour les principales villes des pays en développement. Le modèle développé
pour cette étude prend comme référence la réduction des émissions réalisée pour l'extension de
10,2 km du BRT de Lima.
→ Dans le contexte urbain, les grands systèmes de transport sont complétés par des systèmes
de Transport Non Motorisé (TNM) pour augmenter le nombre de personnes qui ont un arrêt
proche de chez eux. Les options de TNM (marche ou vélo), en tant que complément ou
alternative aux services massifs, sont essentielles dans la conception d'un système de transport
urbain multimodal, écologiquement durable et inclusif. Cette proposition envisage un réseau
cyclable de 1400 kilomètres à Lima, qui va contribuer à arriver à l’objectif d’une partition
modale de 11.58% pour les vélos en 2050. Dans les villes intermédiaires, la part modale
potentielle d’une ville entièrement couverte par un réseau cyclable est plus élevée puisque les
trajets sont plus courts (et donc il y a plus de voyages 100% remplaçables par des voyages en
vélo).
→ Considérant que le 25% des émissions de GES du transport sont liées au transport de
marchandises, et que la plupart de ces émissions sont faites dans la dernière kilomètre (partie
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urbaine de la logistique), c’est aussi important de considérer une alternative pour développer
des vélos-cargos, plutôt pour des envois légers. Selon des données de l'Union européenne,
jusqu'à 51% des trajets motorisés pour le transport de marchandises dans les zones urbaines
pourraient être remplacés par la logistique cycliste.
Conclusion
Cette expérience a été très enrichissante par son approche – non seulement technique –
mais aussi des ingrédients socio-politiques. De même, déménager à Lima pour quelques mois
m’a fait apprendre et connaitre une culture très différente à celle dont j’ai l’habitude. En outre,
la mission du projet PATS m'a permis de comprendre de près la réalité du Pérou : le grand
nombre de communautés rurales et indigènes réparties dans les régions andine et amazonienne,
avec toutes les contraintes que la vie dans ce contexte entraîne. Comprendre la signification du
projet pour ces communautés lui a donné une plus grande pertinence et m'a permis de prendre
conscience de notre rôle social en tant qu'ingénieurs.
De même, le rôle qui m'a été confié au sein de la petite équipe de transport s'est
développé tout au long de mon stage, ce qui m'a permis de me sentir plus confiant. Étant le seul
membre de l’équipe basé à Lima m’a permis d’être plus engagé et, quelques fois même être le
représentant de la BM dans des événements – un défi très intéressant et qui a signifié un très
grand apprentissage.
Quant à mon avenir professionnel, tout ce que j’ai vécu, tant positif que négatif, m'a
servi d'apprentissage pour commencer à planifier mon avenir. En rédigeant ce rapport, de
nombreuses idées me sont venues concernant les prochaines étapes de ma vie professionnelle
et le PFE. Très motivée, j'ai déjà commencé à faire des recherches pour faire un projet lié à
l'accessibilité aux services essentiels (éducation et santé) dans des quartiers précaires où dans
des zones rurales – inspiré de l’impact positif qu’avait le projet PATS et la motivation que ceci
générait en moi.
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Table of Contents
1. Introduction .................................................................................................................... 17
1.1 My time in the World Bank............................................................................................ 17
1.2 The World Bank Structure and Organization ................................................................. 18
1.3 Main relevant details of Perú for the transport sector .................................................... 21
2. WBG-funded transportation projects .............................................................................. 26
2.1 Cusco Transport Improvement Project (METRA) ......................................................... 26
2.1.1 Project Description ................................................................................................. 26
2.1.2 WBG role in the project implementation................................................................. 28
2.1.3 My role in the WBG tracking of the project implementation .................................. 28
2.2 Support to the Subnational Transport Program Projects (PATS) .................................. 30
2.3 Lima Metropolitano North Extension (Lima BRT) ....................................................... 33
2.4 Lima Traffic Management and Sustainable Transport Project ...................................... 37
2.4.4 Supervision mission made ....................................................................................... 40
3. Towards sustainable transport in Perú: How to reduce emissions? ............................. 42
4. Conclusion and Personal Feedback .................................................................................. 50
Bibliography ........................................................................................................................... 52
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List of Tables
Table 1 : Axes defined in the CCDR to reduce emissions in the sector transport. ................................................ 25
Table 2: Key mobility information in Sao Paulo and Lima (Source: Own elaboration). ...................................... 40
Table 3: Photos taken during the supervision mission made in July 2022. (Source: Own pictures). ................... 41
Table 4: Average number of kilometers of BRT in operation in cities (Source: Ownelaboration based on Globar
BRT data). .................................................................................................................................................... 46
Table 5: GHG emissions estimation by city and kilometers of BRT under operation. (Source: Own elaboration).
...................................................................................................................................................................... 46
Table 6: Summary of the policy proposed to be implemented in Lima and main intermediate cities for NMT.
(Source: Own elaboration). .......................................................................................................................... 47
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List of Figures
Figure 1: Internship calendar. (Source: Own elaboration). ................................................................................. 17

Figure 2: Places visited during WBG missions.(Source: Own elaboration). ........................................................ 18
Figure 3: WBG working regions (Source: WBG presentation document). ........................................................... 20
Figure 4: GHG emission by mode of transport. (Source: Own elaboration) ........................................................ 23
Figure 5: The Via Expresa runs for 6.4 kilometers and connects the eastern neighborhoods of Cusco with the city
center. (Source: Official WBG document). .................................................................................................. 27
Figure 6: Once completed, the avenue will have a BRT, bicycle lanes, auxiliary access roads and wide sidewalks.
(Source: WBG official document). ............................................................................................................... 27
Figure 7: Photos taken during a supervision mission made in June 2022, where the WBG observed the poor
quantity of machinery present. (Source: Own pictures). ............................................................................. 29
Figure 8: Screenshot of the P360 platform, which allows observing geo-referenced images, drones and satellite
images, for remote monitoring of projects. (Source: Screenshot from the platform). ................................. 30
Figure 9: Regions involved in the project, in which roads are intervened: Madre de Dios (violet), Cuzco (green),
Apurimac (yellow), and Ayacucho (blue), considered doors of the Amazonas. (Source: Own elaboration).
..................................................................................................................................................................... 31
Figure 10: Photos taken during the supervision mission made in June 2022. One of the aspects most highlighted
during the visit was the lack of equipment in the field, directly impacting the work pace of execution. (Source:
Own pictures). ............................................................................................................................................. 33
Figure 11: Works progress of the Lima BRT construction. (Source: El Comercio Journal). ............................... 34
Figure 12: Informal meeting held with neighbors of Comas, a neighborhood directly affected by the project.
(Source: Own picture). ................................................................................................................................ 35
Figure 13: Mission made in July 2022, surrounded by the media because of the relevance of this project for the
elections (Left); The preparation of this project also involved some forums and activites related to road
safety (right). (Source: Own pictures). ........................................................................................................ 36
Figure 14: The main cause of traffic congestion in Lima is the increase in the use of private vehicles and poor
management of traffic management of traffic platforms. (Source: Municipality of Lima). ......................... 37
Figure 15: National emissions by year (MtCO2eq): business-as-usual project emissions (in red) and GoP target
(in green). (Source: Own elaboration). ....................................................................................................... 42
Figure 16: Cargo transport logistic corridors in Peru in 2011, and their relevance to the total charge transported,
showing the importance of the Pan-American axe. (Source: Development Plan of the Transportation
Logistics Services - MTC)............................................................................................................................ 44
Figure 17: Emissions trajectories for 2030, compared to the BAU scenario, iNDC scenario, and the integration
of the proposed policies and the NDC mitigation measures. (Source: Own elaboration). .......................... 49
16
1. Introduction
1.1 My time in the World Bank

My time at the World Bank Group (WBG) began in July 2021. In the middle of the
pandemic. This experience, unfortunately, started virtually. As a result, I took the opportunity
to enjoy some more time with my fellows in France, staying for the whole month of July.
However, the 7h time difference between France and Peru made it exhausting to stay up late at
night working. Therefore, in August, I returned to Argentina for a few months. Finally, in
February 2022, the Bank's office opened, being optional to go in person. Faced with my anxiety
and desire to live the experience of knowing a country with such a different and attractive
culture, I did not hesitate to embark fully on it and move to Lima in March.
Figure 1: Internship calendar. (Source: Own elaboration).
My desire to go to Peru as soon as possible, even though it was not mandatory until
June, was to fully immerse myself in the experience, and learn things that are lost with virtuality.
The human contact allowed me to find extra motivation, including the simple fact of sharing
the workspace with someone, talking with colleagues about aspects beyond work issues, and
having time to know Peru, a country with beautiful landscapes.
In addition, the WBG is a stakeholder with important relationship with governments.
Being in Peru allowed me to participate in different meetings, events and gatherings that were
organized. It also allowed me to participate in various missions: trips that are organized to visit
the different projects’ field that are financed through a WBG loan.
17
Figure 2: Places visited during WBG missions.(Source: Own elaboration).
1.2 The World Bank Structure and Organization1
The WBG is a leading source of financing and knowledge for developing countries.
With 189 member countries, staff from more than 170 countries, and more than 130 offices
around the world, the WBG has five institutions working together to find sustainable solutions
to reduce poverty and share prosperity2:
→ IBRD (International Bank for Reconstruction and Development): is the world's largest
development bank. It provides advice and financial products to help countries reduce poverty
and extend the benefits of sustainable growth to all their people. IBRD provides loans and
advice to creditworthy middle-income countries.
→ IDA (International Development Association): This is the World Bank institution that helps
the world's poorest countries. Overseen by 173 shareholder countries, IDA aims to reduce
poverty by providing loans and grants for programs that stimulate economic growth, reduce
inequality and improve the lives of the poorest. IDA is a significant donor to 76 of the world's
poorest countries, 39 of which are in Africa, and is the largest source of donor contributions to
1
The provided information comes from WBG private welcoming staff documents.
2
Reducing poverty and sharing prosperity are the twin goals of the WBG, main objectives in which every
activity and project financed by the WBG must consider and be aligned with.
18
essential social services. IBRD and IDA share the same staff and headquarters and evaluate
projects according to rigorous standards.
→ IFC (International Finance Corporation): an institution that works with the private sector in
developing countries to help create opportunities for all. It is the world's largest development
assistance institution whose activities are exclusively focused on the private sector in
developing countries. IFC uses and mobilizes its products and services to provide development
solutions tailored to its client's needs. IFC's financial resources, technical expertise, global
experience, and culture of innovation enable it to help its partners overcome financial,
operational, and policy challenges.
→ MIGA (Multilateral Investment Guarantee Agency): responsible for promoting cross-border

investment in developing countries by providing guarantees (political risk insurance and credit
enhancement) to investors and lenders. Guarantees protection for investments against non-
commercial risks and can help investors access sources of financing on improved financial
terms. The Agency draws its unique strength from the World Bank Group and its structure as
an international organization whose shareholders include most countries.
→ ICSID (International Centre for Settlement of Investment Disputes): is the world's leading
institution dedicated to settling international investment disputes. It has extensive experience in
this area, administering most international investment cases. States have designated ICSID as
the forum for investor-State dispute settlement in most international investment treaties and
many investment laws and contracts.
During the internship, I was part of the IBRD, which has more than 10,000 employees and a
matrix organizational structure divided by regions and practices. The six regions into which it
is divided are: (i) SAR (Sub-Saharan Africa); (ii) MNA (Middle East and North Africa); (iii)
LAC (Latin America and the Caribbean); (iv) ECA (Europe and Central Asia); (v) SAR (South
Asia); and (vi) EAP (East Asia and Pacific).
19
Figure 3: WBG working regions (Source: WBG presentation document).
The different topics and issues raised by each practice respond to the needs of developing
countries. Currently, there are fifteen: (i) Agriculture; (ii) Education; (iii) Energy; (iv)
Environment and Natural Resources; (v) Finance; (vi) Competitiveness and Innovation; (vii)
Governance; (viii) Health and Nutrition; (ix) Macroeconomics, Investment and Trade; (x)
Poverty; (xi) Social Protection; (xii) Urban Development, Natural Hazards and Resilience;
(xiii) Transport; (xiv) Digital Development; and (xv) Water and Sanitation.
I was part of the LAC region transport practice. Particularly in the LC6 sub-region, which
includes Peru, Bolivia, Chile, and Ecuador - although I only participated in projects in Peru.
The headquarters of this sub-region is in Lima, but there are also offices in La Paz, Santiago de
Chile, and Quito.
The three transport sector projects under implementation in Peru financed by WBG loans
amounted to US$ 257 million. It is curious that despite this significant value, only four people
make up the transportation team – including the position of the intern who comes from ENPC.
The role of the WBG in each project is not only to provide a loan to execute it, but also to
supervise its execution and provide the expertise that these developing countries often do not
have for projects of this size.
20
The bank's team for each project is composed of:
→ 1 Task Team Leader (TTL) of the corresponding practice (in this case, transport) and 1 co-
TTL.
→ 1 assistant of the practice involved (in the transport projects, myself).
→ 2 social specialists and 2 environmental specialists that supervise the respective aspects in
line with the Socio-Environmental Safeguards of the WBG3.
→ 1 financial specialist, who follows up the loan disbursements and compliance with financial
standards of the WBG.
→ 1 procurement specialist to support contract management.
The LC6 unit’s practices also manage a self-budget to conduct studies that are useful
for a better understanding of the sector's challenges. In particular, during my stay at the WBG,
we conducted a large study to analyze the decarbonization of the transport sector in Peru.
Among my tasks was the writing of the Terms of Reference to hire consultants for the studies
and revising the resulting documents.
To better understand the diversity of actors and contexts involved in these projects, a set
of images of each one and the activities involved will be included in their description.
1.3 Main relevant details of Perú for the transport sector4
The geographic, social, and demographic characteristics of Peru are very important to
define the main lines of action in the transport sector. These main characteristics are:
1. Peru’s total greenhouse gas (GHG) emissions do not have a significant global impact,
but its location and geographic characteristics make it a country vulnerable to climate
change. Peru has a low participation in the world’s total emissions, with a global share of only
0.3 percent. However, it has seven out of the nine5 characteristics recognized by the United
Nations Framework Convention on Climate Change as those of a “particularly vulnerable”
country. Additionally, Peru is in the Pacific “Ring of Fire,” where 90 percent of the world’s
earthquakes occur. The impacts of these natural events are severe in Peru due to its complex
3
https://www.worldbank.org/en/projects-operations/environmental-and-social-framework
4
This section is part of the CCDR current diagnostic of the country, which I elaborate myself, synthesizing
information of WBG official documents.
5
Characteristics of Peru recognized by the United Nations Framework Convention on Climate Change: Low
coastal zones; arid and semi-arid zones; areas exposed to floods, droughts, and desertification; fragile mountain
ecosystems; disaster-prone areas; areas with high urban air pollution; and economies heavily dependent on
income generated by fossil fuel production and use.
21
geography and lack of investments in infrastructure resilience, and they have been exacerbated
by climate change.
2. Peru’s geography and spatial development patterns leave its transport infrastructure
very exposed and vulnerable to natural hazards. Extreme temperatures, floods, and
landslides triggered by heavy rains sometimes lead to closures of essential roads. Thus,
investing in resilient infrastructure that is ready to respond to disaster risk events is essential
for the country. During the 2003–19 period, Peru was affected by 61,708 emergencies caused
by natural phenomena (intense rains, floods, droughts, earthquakes, and landslides). For
example, in the El Niño Costero floods of 20176, 46 percent of the road network and 759 bridges
were damaged, and 18 percent of the road network and 449 bridges were destroyed. Damage
was even higher in the rural roads network. National annual losses from this natural disaster are
estimated at US$4 billion. Transport infrastructure is significantly exposed to disasters, and
with climate change becoming more intense, vulnerability increases.
3. Peru has one of the most unequal distributions of infrastructure in the region, with a
big difference in connectivity between Lima and secondary cities or regions where the
production of exported goods (mining and agriculture) is high. Peru’s goods connectivity,
population, and economic activity are geographically concentrated around Lima and other
coastal urban centers. However, secondary cities and regions that host a large share of the
country’s production of exported goods—in the mining and agriculture sectors, for example,
which represent 13 and 6 percent of GDP, respectively—have some of the lowest connectivity
in the country. This results in high transport costs to reach international markets. Low rates of
connectivity represent a development barrier for most secondary cities, where transport costs
to reach international markets are 50 percent higher than in Lima. In Amazonian regions, these
costs could be 90 percent higher.
4. The transport sector is the fastest-growing sector in terms of emissions due to the
current trends of motorization: 63 percent growth in the last decade and 20 percent
growth in emissions since 2014. Peru’s primary sources of emissions are land-use change and
forestry (48 percent), energy (29 percent), and agriculture (11 percent). The main contributors
of the energy sector are transport (10.25 percent of total emissions nationwide) and
6
https://rpp.pe/peru/actualidad/peru-tras-casi-cinco-anos-del-fenomeno-del-nino-costero-2017-que-avances-
tiene-la-reconstruccion-con-cambios-informe-noticia-1376480
22
electricity/heat production (6 percent of total emissions). Regarding transport subsectors, 92
percent of emissions came from road transport, 5 percent from civil aviation, 2 percent from
sea transport, 1 percent from rail transport, and 0.1 percent from others. Within road transport,
emissions are mostly generated by light-duty trucks, heavy-duty trucks, and buses. Emissions
from this sector are caused by the mobile combustion energy (gasoline) used in various modes
of transportation for both cargo and passengers at the national level. Thus, GHG emissions are
intrinsically related to transportation, and to the country’s overall economic growth.
Figure 4: GHG emission by mode of transport. (Source: Own elaboration)
5. Freight transport is a big contributor to GHG emissions. Many of these emissions are
generated in urban areas during last-mile transport. The 78 percent of Peru’s population
lives in major urban centers and are exposed to this air pollution. Moreover, these areas are
characterized by congestion and inequalities while they continue to agglomerate population and
economic activity. The rate of mass urban transport kilometers per million citizens is at 3.9 in
Peru, three times lower than the regional average. Cars, taxis, and low-occupancy transit units
are carbon inefficient per passenger-km served. Managing motorization and encouraging the
use of much more carbon-efficient modes, such as mass transport systems complemented by
nonmotorized transport (NMT) modes, is fundamental for a low-carbon development trajectory
while supporting sustainable development goals for livable cities, social inclusion, clean air,
and road safety. Efficient and reliable urban mobility systems are also essential for economic
activity and labor markets in cities. Public transport is particularly relevant for helping lower-
income people access opportunities, generate income, and obtain education.
23
6. Development of urban transport systems, including mass transit and NMT, has not
followed Peru’s high urbanization and internal migration rates toward urban centers.
About 78 percent of the total population (32 million) lives in urban areas, with 30 percent
located in the Lima Metropolitan Area (LMA) (10.28 million in 2019). Since the 1950s, LMA
has attracted most of the migration. A recent wave of migration brought Venezuelan immigrants
to Peru, 500,000 of whom settled in LMA. Almost 73 percent of LMA’s population commutes
by public transport, amounting to 12.1 million daily trips. The system includes 560 routes
operated by some 32,000 buses, microbuses, and vans. In terms of modal share, 20.9 percent of
the population travel by minibus (combis) or vans (coasters), 18.4 percent walk, 14 percent use
the bus, 11.7 percent use their own cars, and 6.2 percent travel by bicycle. There is also a limited
mass transit network: Bus Rapid Transit (BRT) and metro line 1 in Lima (ML1) perform 1
million trips per day (9 percent of all trips). The Metropolitano BRT line began commercial
operations in 2011 with a 26-km north-south corridor crossing the historic center of Lima and
covering 12 municipalities. ML 1, a 34.6-km, north-south elevated rail transit line began
commercial operations in 2010. ML 2 is the first underground metro line in the country, which
is currently under construction. In Lima and Callao, nearly 91 percent of the commuters do not
have access to safe, clean, and affordable public transport services. The public transport context
is different in the country’s main intermediary cities—Cusco, Arequipa, Trujillo, Piura, and
Ica. Mobility is similar in the five cities, where the use of minibuses or vans and walking is the
main means of transport while cycling is almost nonexistent. Almost half of these cities’
population (45.5 percent) live in slums or inadequate housing and commute to urban centers
for work, services, or education. Informal settlements continue to expand to peripheral regions
that are prone to climate hazards, increasing the pressure on adequate public service provision
and accessibility to goods, services, and jobs. Promoting an efficient, affordable, and reliable
public transport system, including investments in mass transit systems and NMT infrastructure
will reduce travel times, improve air quality, road safety, and access to economic opportunities.
(METROPOLITANO PAD document, 2019).
24
Considering the sectoral context described above, there are three main axes to improve
efficiency, reduce transportation costs, reduce GHG emissions in freight and urban
transport, and promote resilient transport infrastructure:
Table 1 : Axes defined in the CCDR to reduce emissions in the sector transport.
AXE 1 AXE 2 AXE 3

For freight transport, it is In the urban context, it is Regarding its exposition to
necessary to develop modes crucial to reduce the air natural hazards, develop an
of transportation that pollution and congestion to infrastructure resilient to the
increase efficiency (energy which the population is natural disasters the country
consumption and travel time) exposed, and its negative is exposed to.
and reduce emissions, such consequences on people’s
as rail and cabotage. health and the environment.
To this end, it is necessary to
invest in mass transport
systems complemented by
NMT modes and clean last-
mile logistics systems.
25
2. WBG-funded transportation projects
2.1 Cusco Transport Improvement Project (METRA)
2.1.1 Project Description
This project is being implemented in Cusco, the fifth largest city in Peru, located at
3,300 meters above sea level, with an approximate extension of 380 square kilometers and a
population of nearly 435,000 inhabitants. The city is a UNESCO World Heritage Site with pre-
Inca and Inca archeological sites. Tourism is one of the most important economic activities,
fact that significantly impacts the city’s land use: the local population is moved from the
historical core to the eastern part of the city (working-class neighborhoods).
To better serve the east of the city for commuting, there are 2 main roads: Boulevard de
la Cultura and Via Expresa. The first one is a 6-lane avenue by which an essential part of the
commuter trips on public transport are done. The second one is the avenue involved in this
project. Identified as a structuring axis of the city’s road network, the METRA project aims to
improve life quality and competitiveness in Cusco. It is being promoted as a best practice
example in urban mobility enhancement for intermediate cities in Peru.
The project involves the construction of 6.4 kilometers of a divided roadway with four
local access lanes and four Bus Rapid Transit (BRT) lanes, for a total width of 50 meters, and
minor arrangements to improve connectivity with the surrounding area for pedestrians, and
bicycle users: The Via Expresa will also include a boulevard, and cycle lanes, following a
principle of integration with the urban landscape, placing citizens first over motor vehicles, and
prioritizing universally accessible transport. This project is framed in Axe 2 defined in the
Peruvian transport challenges (see Table 1).
26
Figure 5: The Via Expresa runs for 6.4 kilometers and connects the eastern neighborhoods of Cusco with the
city center. (Source: Official WBG document).
The project also includes the support provission for the development of a mobility plan
in the historical center of the city of Cusco, with special attention for the protection of its
condition as a World Heritage Site, and focusing on the improvement of users’ mobility of
public and non-motorized transport modes, and reducing traffic congestion caused by the
inefficient use of vehicles in the historic city center.
Figure 6: Once completed, the avenue will have a BRT, bicycle lanes, auxiliary access roads and wide
sidewalks. (Source: WBG official document).
27
2.1.2 WBG role in the project implementation
During the project’s execution, technical support is provided for its implementation.
This support seeks to provide an institutional strengthening of the Regional Government of
Cusco so that in the future, it will have the technical and administrative capacity to carry out
projects of this magnitude.
Being a transportation project, the respective team is in charge of monitoring and

following the day-to-day progress of the project, including all aspects, with the support of:
→ Social Team: Follows up on all social aspects of the project, including compensation for the
use of private land, implementation and good management of a complaints system for citizens,
and follow-up on compliance with the Social Management Plan defined prior to the start of the
project, which includes programs for the participation of the society's leading stakeholders in
defining the project's main aspects.
→ Environmental Team: Monitors the environmental impact of the project, mainly related to
the areas used for extracting materials for pavement construction and disposing of surplus
materials, in compliance with national legislation and WBG regulations.
→ Procurement Team: Oversees everything related to contract management (of the contractor
and the supervising firm) and the hiring of personnel.
→ Financial Team: Approves loan disbursements, overseed the expenditures for which each
one is used.
2.1.3 My role in the WBG tracking of the project implementation
As part of the team leading the project oversight, my role was to support TTL in managing the
project. This included:
→ Follow-up meetings: every week, a follow-up meeting is held via Teams in which the
METRA team reports on relevant aspects of the project implementation to the WBG. My role
involved coordinating with members of the Project Implementation Unit (PIU) on these
meetings, including its content, taking notes on each meeting, and keeping abreast of the day-
to-day running of all aspects of the project to ask pertinent questions during these meetings.
28
→ Document review: On a semesterly basis, the PIU had to submit a report summarizing the
main aspects of the implementation and lessons learned. My role was to review this document
- as well as other relevant documents - and follow up on comments made.
→ Day-to-day issues: This project is very influenced by the regional and national political
context. This led to several changes, including several PIU staff turnovers. Through direct
contact with PIU members, my role involved keeping abreast of significant changes and issues
involving the project, informing the TTL, and organizing meetings when necessary to discuss
and clarify some topics.
→ Missions: Shaping the agenda during visits, coordinating with PIU members to define
activities, and booking flights and hotels.
Figure 7: Photos taken during a supervision mission made in June 2022, where the WBG observed the poor
quantity of machinery present. (Source: Own pictures).
→ P360: P360 is a new WBG platform that aims to monitor construction sites virtually. It
allows the observing of live satellite photography of the site area and images from drones and
cameras uploaded by PIU members. It also allows the observing of the leading news and
publications on social networks related to the project. The platform is in a pilot stage, and the
METRA project was selected within it. The development of this pilot became very relevant
with the beginning of the COVID pandemic, as missions (primary monitoring tool of the
institution) could not be performed. My role was coordinating with PIU members to upload
relevant files and inspect the platform regularly.
29
Figure 8: Screenshot of the P360 platform, which allows the observing of geo-referenced images, drones and
satellite images, for remote monitoring of projects. (Source: Screenshot from the platform).
2.2 Support to the Subnational Transport Program Projects (PATS)
Peru has substantial disparities between urban and rural populations. In 2014, when the
poverty rate was only 15.3 percent in urban areas, it stood at 46 percent in rural areas.
The rural population is located in the Andean zone, where there is heavy rainfall during
the summer period (December-April). This is the area where the consequences of the El Niño
phenomenon are most severe. In addition, this population subsists mainly from agriculture, so
during the rainy season, businesses are hindered by blocked roads. Their accessibility to
services, education, and health is also affected.
The PATS project has been carried out by the GoP since 1990, with strong WBG
collaboration since its inception. The current project, approved in 2015, has a budget of US$
600 million, of which US$ 50 million is funded by the WBG, another US$ 50 million by the
Inter-American Development Bank (IDB), and the remaining US$ 500 million, by the GoP
itself.
This project aims to improve access to services, increase employment, raise coverage of
the social safety net, reduce extreme poverty, and enhance connectivity with the rural areas of
Peru.
30
To this end, the project contemplates the selection of different rural roads to be paved
to avoid the isolation of rural and indigenous communities, both to develop their economic
activity and improve their accessibility to basic services. With the amount financed by the
WBG, 15 sections of an average length of 20 kilometers will be financed, as well as the studies
(technical dossier, environmental impact assessment, resettlement compensation plan, and plan
for the inclusion of indigenous peoples) of the other 30 sections.
This project is framed in Axe 3 defined in the Peruvian transport challenges (see Table 1).
Figure 9: Regions involved in the project, in which roads are intervened: Madre de Dios (violet), Cuzco (green),
Apurimac (yellow), and Ayacucho (blue), considered doors of the Amazonas. (Source: Own elaboration).
The WBG's intervention in this project includes technical support in selecting the
sections to intervene in, by using criteria defined to promote accessibility to services. In
addition, the support is focused on environmental and social safeguard compliance and financial
and procurement aspects. It includes the preparation of Environmental Impact Statements (EIS)
for pavement projects and Socio-Environmental Technical Files (FITSAs) for the maintenance
of routes. The WBG also elaborates the Action Plan for Involuntary Resettlement (PACRI) in
case some land's partial or temporary occupation is required for works. If indigenous
populations are present in the intervention area, an indigenous people’s plan (PPI) is developed.
31
As part of the team leading the oversight of this project, my role was to support TTL in
managing the project. This included:
→ Follow-up meetings: every three weeks, a follow-up meeting is held via Teams in which
the PATS team reports on relevant aspects of the project implementation to the WBG. My role
involved coordinating with members of the PIU on these meetings, including its content, taking
notes on each meeting, and keeping abreast of the day-to-day aspects of the project to ask
pertinent questions during these meetings.
→ Day-to-day issues: One of the main objectives of the WBG collaboration is to support
Vialidad Nacional in strengthening the regional and local offices so that they can manage this
type of work (both in their conception and maintenance). Throughout the day, I was in constant
communication with members of different offices (at national and regional levels) for the
coordination of activities from various aspects (technical, social, environmental, financial, and
contractual), as well as for the follow-up of issues that arose in the day-to-day project’s
implementation.
activities, and booking flights and hotels. For this project, these tasks required a strong
knowledge of the regions, as it involved visiting non-touristic and isolated areas, thus requiring
me to contact local people and experts in the area. Also, my role was to prepare the Aide-
Memoire – a document signed by all the parts with the main agreements and aspects seen.
32
Figure 10: Photos taken during the supervision mission made in June 2022. One of the aspects most highlighted
during the visit was the lack of equipment in the field, directly impacting the work pace of execution. (Source:
Own pictures).
2.3 Lima Metropolitano North Extension (Lima BRT)
This project is being implemented in Lima, where 10.28 million people live (30% of the
Peruvian total population). Lima is Peru’s main center of trade, industry, and services, and
accounts for 49 percent of the national GDP. There are about 1.4 million formal jobs,
concentrated in Central Lima. A significant percentage of the job market and economic
activities are informal, with street vendors widespread across different districts of the city. The
North of the city concentrates a total population of 1.4 million, with high rates of poverty, and
1.6 times the overall population density of the city.
Lima has inefficient and unaffordable urban transport services, hampering access of the
poor to services, markets, and jobs. North Lima districts and other urban peripherical areas have
poor access to economic activity centers. Consequently, they must make a considerable
investment in terms of time and expenses to reach these destinations. Almost 73% of the
population commutes by public transport, with nearly 91% of the commuters not having access
to safe, clean, and affordable public transport services. There is a lack of infrastructure and
facilities such as priority lanes, terminals, or adequate stops are limited.
33
Thus, it is crucial to develop mass transit systems to increase accessibility to services
and job opportunities, and get better commuting conditions (a safe, clean and fast public
transport system).
This project includes a BRT infrastructure and equipment: including 10.2 kilometers of
bi-directional bus lanes, and 17 new stations.
Figure 11: Works progress of the Lima BRT construction. (Source: El Comercio Journal).
Technical support is provided for the implementation of the project. This project is
currently highly politicized since local elections will be held in the coming months. The
municipal government has been under pressure for the project to be completed on time since it
is a work used as part of the campaign platform. For their part, the opposition and the neighbors
have been very critical.
Being a transportation project, the respective team is in charge of monitoring and
following up the day-to-day running of the project, including all aspects, with the support:
34
→ Social Team: Follows-up on all social aspects of the project, including compensation for
the use of private land, implementation and good management of a complaints system for
citizens, and follow-up on compliance with the Social Management Plan defined prior to the
start of the projects. Most of the project's conflicts were related to complaints from neighbors
about the lack of compensation payments, which led to several protests. The WBG team has
organized meetings with the neighbors to understand their concerns and to better manage and
intervene in the project.
→ Environmental Team: Monitors the environmental impact of the project, mainly related to
the tree transplanting. This also generated a lot of neighbor complaints since several of these
were transplanted to remote parks, thus reducing the green areas around them. The conflict was
such that the WBG had to intervene to find a convenient solution for all parties.
→ Procurement Team: Oversees everything related to contract management (of the contractor
and the supervising firm) and the hiring of personnel.
→ Financial Team: Approves total loan disbursements, overseeing the expenditures for which
each one is used.
Figure 12: Informal meeting held with neighbors of Comas, a neighborhood directly affected by the project.
(Source: Own picture).
35
As part of the team leading the oversight of this project, my role was to support TTL in
managing the project. This included:
→ Follow-up meetings: every week, two follow-up meetings are held via Teams in which the
Lima BRT team reports on relevant aspects of the project’s implementation to the WBG. One
of these was centered on technical aspects, and the other on socio-environmental aspects. My
role was to coordinate with members of the PIU on these meetings, including defining its
content, taking notes of each meeting, and keeping abreast of the day-to-day running of all
aspects of the project to ask pertinent questions during these meetings.
→ Day-to-day issues: Most of these issues were of socio-environmental aspects. As a result,
my role involved mainly organizational support.
activities, Preparing the Aide-Memoire – document signed by all the parts with the main
agreements and aspects seen.
Figure 13: Mission made in July 2022, surrounded by the media because of the relevance of this project for the
elections (Left); The preparation of this project also involved some forums and activites related to road safety
(right). (Source: Own pictures).
36
2.4 Lima Traffic Management and Sustainable Transport Project (Under Preparation)
As detailed in the Lima BRT project description, nearly 91% of commuters do not have
access to safe, efficient, affordable public transport services. In addition to the impact of the
COVID-19 pandemic, this lack has led the population to use other means of transport, such as
private vehicles, worsening traffic congestion in the city. Private car use has risen 1.7% since
2019, aggravating traffic congestion and pollution. According to data from the Transitemos
Foundation, in 2017, the sum of trips in low occupancy vehicles (VBO), such as formal and
informal taxis, minibuses or colectivos, and private vehicles, including motorcycles, reached a
total of 8,719,000 daily trips, which represents over 50% of trips in regular and mass public
transportation. The increase in VBO increased environmental pollution and greenhouse gas
emissions. In 2018, the World Health Organization (WHO) recognized that Lima is a city with
a high degree of environmental pollution, expressed in poor air quality and high noise levels.
This context entails a critical road safety condition, as fatalities and injuries from road
traffic crashes in Peru continue to increase. In the past years, around 100,000 crashes have
been recorded every year in Peru, and over 35,000 people have lost their lives in the 29,000
registered traffic crashes involving fatalities.
Figure 14: The main cause of traffic congestion in Lima is the increase in the use of private vehicles and poor
management of traffic management of traffic platforms. (Source: Municipality of Lima).
On the other hand, bicycle use in Lima has increased since the COVID-19 pandemic,
but there is still a need for safe and quality cycling infrastructure interconnected with mass
37
transit corridors. The use of bicycles in Metropolitan Lima and Callao rose from 3.7 percent
before the pandemic, to 6.2 percent after the pandemic (2021).
In this context, the WBG and the Municipality of Lima have concluded that there are
challenges to traffic management in Lima, the integration of active modes of transport, and the
expansion of sustainable mobility infrastructure. Thus, both are jointly preparing a long-term
program with the vision of improving the city’s urban design and mobility network
management system.
This project contains 3 components:
(i) Expansion and modernization of the traffic lights system: this includes
centralized and modern traffic lights, sensors, controllers, 360º rotating cameras,
braille plates and acoustic repeaters, variable messaging panels, and vehicular,
pedestrian, and bicycle traffic lights. These interventions are planned in key
strategic intersections, with high rates of congestion.
(ii) Implementation of a traffic violation detection and control system, and

modernization of the traffic control center: This component aims to increase road
safety by implementing a traffic violation control system, to identify vehicles that
do not comply with traffic regulations (traffic lights, maximum speed limits).
(iii) Traffic Action Plans: This includes projects to increase road safety – investing in
road signs and pedestrian zones7 with the construction of inclusive sidewalks – and
incentivize active modes (walking, bicycle), with the construction of
“supermanzanas” – traffic reduced zones in Lima’s neighborhoods.
In components 1 and 2, WBG support is mainly financial, although some technical support will
also be given in project management. However, for component 3, the WBG team is working
hard to propose neighborhoods to intervene and analyze the impact of these measures on Lima's
conditions.
7
60 percent of traffic crashes victims in Lima are pedestrians.
38
To analyze the impact of traffic reduced zones, I had to review and elaborate an
international benchmark with similar project implemented in main cities with similar
characteristics as Lima in terms of mobility.
The International Energy Agency proposes ten actions that can be taken to reduce oil
demand with immediate impact—and provides recommendations to see how these actions can
help to pave the way to put oil demand onto a more sustainable path in the longer term. These
measures implicate some changes in habits in the population, as for example: working from
home up to three days a week, using car-sharing programs, avoiding business trips by meeting
virtually, and using high-speed and night trains instead of planes. Also, it requires a set of
policies, such as reducing speed limits on highways, car-free Sundays in large cities, promoting
active mobility and public transport, the efficient use of freight trucks, and electrification
programs for vehicles, in addition to promoting a change in habits. Immediate actions can cut
oil demand by 2.7 million barrels a day in four months in advanced economies.
In this vein, the world’s biggest cities have already started to adopt travel demand management
(TDM), a set of measures that aim to reduce car travel dependence. The TDM measures are
subdivided into soft and hard. Some examples of soft TDM measures are: personalized travel
planning, promoting carpooling at workplaces and schools, and creating advertising campaigns
for alternative transport modes and increased knowledge about the impact of using private cars.
The main hard TDM measures are:
→ Vehicle restrictions: This measure aims to improve air quality in main cities. It has been
implemented in São Paulo, where circulation is forbidden for certain vehicle plate numbers
during peak hours, depending on the day of the week. In Bogotá, a similar program has been
implemented. But no reliable evidence on the effectiveness of the restriction has been found. In
fact, in the Brazilian case, residents have acquired a second vehicle with a different number
plate to avoid this policy.
→ Congestion charge: This measure involves a cordon pricing system whereby vehicles are
charged on entering into a restricted zone. Singapore is a pioneer of this policy, while London
is a successful example: the city achieved a 20 percent reduction in traffic in the central zone,
39
reduced its emissions, and earned a net revenue of £173.5 million in 2011, which must be
invested in public transport by law.
→ Low-emission zones (LEZs): These are areas restricted to pollutant vehicles, and aim to
improve air quality. London implemented this measure in 2006 to encourage the most polluting
heavy diesel vehicles to become cleaner. Paris’s 2030 target is to allow only battery-electric
and hydrogen fuel cell vehicles in the central zone.
In Brazil, the implementation of LEZs in São Paulo, Belo Horizonte, and Porto Alegre
has been evaluated. Considering residents’ willingness to accept a congestion charge in the
central areas of these cities, surveys showed that 19.6 percent of the people would use a car
with this measure implemented. Banning cars and motorcycles manufactured before 2006 could
reduce the fleet in circulation by 45 percent in Belo Horizonte, 36 percent in Porto Alegre, and
51 percent in São Paulo.
In São Paulo, banning vehicles manufactured before 2006 from entering the proposed
LEZ (city center) would avoid 5.97 metric tons of carbon dioxide (MtCO2eq) of emissions
annually. Also, supposing that 19.6 percent of car users pay a charge for using LEZs, this policy
implies revenues for US$120 million. These results are comparable to the potential measures’
impact in Lima, given the similarities between the two cities, as seen in Table 2.
Table 2: Key mobility information in Sao Paulo and Lima (Source: Own elaboration).
City Lima São Paulo

Population (millions of inhabitants) 9.7 12.3
Motorized mobility index (millions of trips/day) 12.1 16.7
Average distance per trip (km/trip) 5.1 7.1
2.4.4 Supervision mission made
40
During June 2022, the WBG team conducted a series of meetings to prepare and expose
the main aspects of this project. The following is a photographic summary of these meetings :
Table 3: Photos taken during the supervision mission made in July 2022. (Source: Own pictures).
Visit made around the city to see the precarious

Visit to the traffic management control center, which will be
condition of the traffic light system.
expanded with this loan, framed in Components 1 and 2.
Left: Normal streets of a neighborhood. In black are represented

the streets in which cars can circulate.
Right: A supermanzana: the internal roads of it (represented with
green) are streets thought for the people – where they can only
circulate by bike or on foot.
Image of a street after the implementation of a
Supermanzana project, in which active mobility
predominates.
41
3. Towards sustainable transport in Perú: How to reduce
emissions?8
The main project I was part of, mainly because of the time dedicated and the fact that it
started and ended during my internship, was the elaboration of the CCDR. This document aims
to present a CO2 emissions diagnostic of the transport sector and propose a plan to reduce them.
The projects mentioned above are part of the plan to reduce emissions, marked in the different
action lines defined in Table 1.
For this project, three consultants were hired to work on studies. My role was to coordinate
the tasks performed by each of them, correct the model calculations and reports of each one,
and unify the relevant information in a single document.
Considering the main details of the Peruvian transport sector (Section 1.3), in 2018, the GoP
approved the Law of Climate Change. This law was followed by the development of the
Intended Nationally Determined Contributions (iNDC), a technical report that defines the last
decades' GHG contributions and the 2030 and 2050 objectives. The government's primary goal
is to not exceed its net GHG emissions of over 208.8 MtCO2eq in 2030. Additionally, the GoP
considers that GHG emissions could be reduced to 179.0 MtCO2eq, depending on international
external financing and favorable conditions. By 2050, the GoP aims to decarbonize the country
with 0 GHG emissions in all sectors.
Figure 15: National emissions by year (MtCO2eq): business-as-usual9 project emissions (in red) and GoP target
(in green). (Source: Own elaboration).
8
The information of this section is in the CCDR’s draft, elaborated by myself, with the correction of the TTL.
9
Business-as-usual (BAU) is a scenario in which everything continues to be done without changes.
42
AXE 1: Freight Transport10
1. Promoting the development of ten cargo service centers or “truck centers” in key
strategic points of the logistics network could avoid extra tours of trucks and save between
0.11 MtCO2eq and 0.57 MtCO2eq of emissions by 2030, and between 0.15 MtCO2eq and
0.75 MtCO2eq by 2050. In the last decade, GoP has prioritized the development of road
infrastructure, and to date progress has been important: 83 percent of the national road network
is paved. The first proposed policy aims to increase efficiency in the distribution of goods by
road, considering that in the past years this option has been a priority for the government and a
focal intervention point.
The supply of cargo services is developed along the road network without prior planning. The
high logistics costs of cargo transport include not only how to guarantee good road condition,
but also an efficient distribution of cargo across strategic points along the route. Through the
services offered by truck centers, transport companies could reduce their kilometers traveled
per vehicle unit, better distribute goods, and avoid11 extra routes, with an impact on GHG
emissions. For this analysis, the following 10 zones were considered for the implementation of
truck centers: North Lima, South Lima, Arequipa, Truillo, Chiclayo, Huarmey, Chala, Piura,
Ica, and Desaguadero. Increasing logistics efficiency will affect the number of kilometers
traveled annually per truck. To analyze this policy, three scenarios were considered. According
to interviews with specialists from the trade union, a truck reduces its distance traveled by 85
km for each trip made, 60 km in a conservative scenario, and 20 km in a pessimistic scenario
with the implementation of this policy. Annually, it means that this policy reduces the average
distance travelled per vehicle to 34,000, 32,000, and 30,000 km, respectively. Therefore, the
implementation of the cargo service centers by 2030 could reduce GHG emissions in relation
to BAU between 0.11 MtCO2eq and 0.57 MtCO2eq, and by 2050, this could be between 0.15
MtCO2eq and 0.75 MtCO2eq.
2. Scrapping programs to reduce vehicles more than 15 years old will implicate savings of
0.18 MtCO2eq by 2030 and 0.50 by 2050. Several analytical studies demonstrate a
relationship between the age of vehicles and fuel consumption performance. Older vehicles’
fuel consumption increases for each kilometer traveled. According to the Minister of Transport
and Communications (MTC), in 2015, of the entire cargo transport fleet, 39 percent was more
than 10 years old, and 25 percent more than 15 years old. In many cases, these vehicles do not
10
The GHG emissions reduction of these 3 policies are calculated throw the fuel saved.
11
Framed in the avoid-shift-improve approach to sustainability.
43
receive adequate maintenance (which affects fuel performance) and do not have the mandatory
technical inspections.
Encouraging the renewal of the cargo transport fleet through economic incentives, scrapping
programs for older vehicles, and financing for the purchase of vehicles would reduce diesel fuel
consumption and, consequently, GHG emissions. Considering three scenarios, by 2030, 15 year
or older vehicles could be reduced by 50, 70, and 100 percent. As a result of fleet renewal and
lower fuel consumption, by 2030, emissions would be reduced by 0.18 MtCO2eq on average.
3. Peruvian geographical conditions (including more than 2,400 km of coastline between

Tacna and Tumbes) open the door to the intermodal exchange of land cargo to cabotage.
This could result in the savings of 0.05 MtCO2eq by 2030 if 60 percent of the total tons
currently transported by the Pan-American Highway are transported by cabotage, and
of 0.13 MtC02eq by 2050. Several studies indicate that cabotage is more cost-efficient than
ground transportation; perhaps one of the greatest benefits of maritime cargo transportation is
that it is a viable alternative to quickly connect the different regions of the country when road
infrastructure services (national or departmental) are interrupted due to events such as natural
disasters and blockades, among others. For this reason, the promotion of maritime cabotage is
of vital importance for the economic development and commercial security of the country.
COLOMBIA
ECUADOR
Iquitos
Tumbes
La Tina
Talara
Sullana
San Ignacio
Paita Piura
Yurimaguas
Bayóvar Chachapoyas Moyobamba
Tarapoto
Chiclayo BRASIL
Cajamarca
Trujillo
Pucallpa
Nodos Producción
Chimbote
Tingo María Nodos Consumo
Huaraz
Huanuco Nodos Distribución
Cerro del Pasco

OCÉANO Iñapari
Junín
PACÍFICO Carretera principal
Tarma
Carreteras pavimentadas
Callao Huancayo
Carretera sin pavimentar
Pto. Maldonado Carretera en proyecto
LIMA Huancavelica Ferrocarril
BOLIVIA
Ayacucho Aeropuertos
Cusco
Pisco Abancay
Puertos
Ica
Ámbito de tráfico transfronterizo

Nazca
LEYENDA San Juan de Marcona Juliaca Nodos logísticos secundarios
La Paz
Ciudades principales Nodos logísticos principales

Arequipa Puno
Relaciones logísticas consolidadas Camaná
Desaguadero Macro ámbitos funcionales
Corredores logísticos consolidados Matarani Moquegua
Ámbito funcional regional
Corredores logísticos con potencial Ilo
Tacna
de consolidación Relaciones logísticas consolidadas
Eje estructurante nacional
CHILE
Arica
Figure 16: Cargo transport logistic corridors in Peru in 2011, and their relevance to the total charge
transported, showing the importance of the Pan-American axe. (Source: Development Plan of the
Transportation Logistics Services - MTC).
44
Since 2018, the government has been making efforts to establish a regulatory framework
to facilitate this means of transportation. Today’s regulation allows national and foreign flag
shipping companies to transport cargo. To estimate its potential, logistic corridors between
main regional ports that are at least 500 km from the Callao port (main port of Lima and Perú)
have been considered. Taking this into consideration, four ports are appropriate places to focus
on promoting cabotage: the Port of Paita, Port of Salaverry, Port of Matarani and Port of Ilo.
By 2030, the potential demand that can be promoted by cabotage through these ports could
reach a maximum of 21.9 million Mt, representing 14 percent of Peru’ nonmineral national
cargo.
To estimate GHG emissions reduction considering this policy, three scenarios were
considered, which represent a capture of 20, 40, and 60%, respectively, of the total tons that are
currently transported by the Pan-American Highway and have been defined as the potential
demand to be replaced. As a result of the implementation of this policy, by 2030 GHGs would
be reduced, relative to the BAU, by between 0.02 MtCO2eq and 0.07 MtCO2eq, and by 2050
between 0.06 MtCO2eq and 0.19 MtCO2eq.
AXE 2: Urban Mobility
4. Expanding the kilometers of BRT in operation in Peru’s major cities could help to
significantly reduce emissions, improve accessibility, and reduce fuel consumption. A 400
km BRT construction program could implicate savings of 0.22 MtCO2eq by the year 2030
and savings of 0.69 MtCO2eq by 2050. BRT systems have demonstrated themselves to be
transport solutions that reduce kilometers traveled by vehicles in a city by shifting commuters
to high-capacity vehicles and reducing emissions from other more polluting transport modes.
In addition, BRT vehicles also incorporate modern fuel efficiency technologies, and natural gas
(liquefied natural gas) in Peru, which contribute to reducing air pollution in the urban areas.
Furthermore, BRTs have proven to be lower-cost systems to build than mass transit systems,
such as metros and light rail transit, better solution to developing countries’ main cities.
The model developed for this study takes as a reference the emissions reduction
achieved for the 10.2 km extension of the Lima BRT, which estimates 0.18 MtCO2eq on
average per year. An estimated 400 BRT km, to operate in Peruvian cities by 2050, is based on
a case study of BRT systems in 13 different cities.
45
Table 4: Average number of kilometers of BRT in operation in cities (Source: Own elaboration based on Globar
BRT data).
Population (million Cities Average number of km Average daily BRT

inhabitants) of BRT in operation in passengers
cities (average BRT km)
Population >6 million Bogotá, Ciudad de Mexico, 126.5 1,684,505
Guanzhou, Rio de Janeiro
Population 3 Buenos Aires, São Paulo, 71 745,000
million>inhabitants<6 million Quito
Population 0.4 Bucaramanga, Curitiba, 43.5 53,095
million>inhabitants<1 million Quebec, Lyon,
Albuquerque, Las Vegas
According to the above data, it would be recommended to reach 400 km of BRT

corridors by 2050 in Peru, of which 130 km would be built in Lima, 70 km in Arequipa and
Trujillo, and 40 km in Ica, Cusco, and Piura. The contribution to emissions reductions in each
of the cities and the estimated kilometers of BRT in operation is greater in the larger cities with
larger populations, as shown in Table 2. Total MtCO2eq annual savings in 2050 would reach
0.68 MtCO2eq, three times the estimated MtCO2eq savings reached in the year 2030.
Table 5: GHG emissions estimation by city and kilometers of BRT under operation. (Source: Own elaboration).
City Area Population Recommended Recommended GHG emissions GHG

(km2) (millions) BRT km to BRT km to savings in 2030 emissions
operate by 2030 operate by (MtCO2eq) savings in 2050
2050 (MtCO2eq)
Lima 2,672 9.84 45.5 140 0.078 0.24
Piura 621 0.63 13 40 0.022 0.068
Cusco 385.1 0.43 13 40 0.022 0.068
Arequipa 723.1 1.12 22.75 70 0.039 0.12
Ica 887.5 0.78 13 40 0.022 0.068
Trujillo 1,084 1.01 22.75 70 0.039 0.12
46
5. An efficient public transport network must include the development of Non-Motorized
Transports (NMT) infrastructure for short distances and to increase access to mass public
transport systems. The expansion of the NMT network in Lima, and its implementation
in the main intermediate cities, could mean 0.27 MtCO2eq of emissions savings by 2030
and savings of 1.08 MtCO2eq by 2050. Cities that promote and enhance active mobility
contribute to economic and social justice in their territories. In addition to improving the urban
experience of people that generally cannot afford motorized private transportation, active
mobility projects can unlock the health, environmental, and economic benefits of low-carbon
lifestyles among residents. Thus, NMT options (walking or cycling), as a complement or
alternative to transit services, will be essential in designing a multimodal, environmentally
sustainable, and inclusive urban transport system.
The WBG, with Metropolitan Municipality of Lima support, has elaborated a plan for
the NMT infrastructure development in Lima and Callao and a strategy to promote its use. The
NMT infrastructure plan is considering a 1,383 km bike network for 2041, related to a fully
reachable city with safe infrastructure. This allows one to go from 0.39 percent of the modal
share for bikes in 2020 to 11.58 percent by 2050. This measure could be extrapolated to the
main intermediate cities of the country: Arequipa, Cusco, Ica, Puno, and Trujillo.
Considering that the main intermediate cities are significantly smaller than Lima, the
potential modal share for a city fully covered by a bike network is higher.
Table 6: Summary of the policy proposed to be implemented in Lima and main intermediate cities for NMT.
(Source: Own elaboration).
City Average Estimated bike Potential GHG GHG

distance of network maximum emissions emissions
trips (km) extension (km) modal share savings by savings by
(%) 2030 2050
(MtCO2eq) (MtCO2eq)
Lima 5.05 1,383 12 0.22 0.89
Piura 1.17 321 21 0.01 0.02
Cusco 0.73 199 21 0.01 0.01
Arequipa 1.37 374 21 0.01 0.05
Ica 1.68 459 21 0.01 0.05
Trujillo 2.05 561 21 0.02 0.07
47
6. Around 25 percent of urban transport GHG emissions are related to freight movement.
With the emergence of new business models and the rise of e-commerce, cyclelogistics is
an effective solution for achieving carbon neutrality in urban freight and parcel delivery,
and could reduce emissions by 0.8 MtCO2eq by 2030. Urban logistics is a critical aspect of
supply chains and urban mobility. While goods delivery is inherent to urban life, the associated
negative externalities are partially responsible for the problems most often linked to cities, such
as noise, congestion, pollution, and poor road safety. According to research in Europe, urban
logistics represents between 8 to 18% of traffic flow, using about 30% of road capacity for
pickup and delivery operations. In the case of Lima, congestion causes 76% of trip lengths to
range from 30 minutes to more than an hour. Even in intermediate cities like Piura, 35% of trip
lengths range from 30 minutes to more than two hours. Furthermore, trips related to urban
logistics are responsible for at least 30–50% of nitrogen oxides and particulate matter emissions,
and the transport of goods corresponds to a quarter of CO2 emissions in urban areas.
The COVID-19 pandemic has increased the demand for urban freight and parcel
delivery; new business models such as e-delivery together with technological transformations
in businesses and a rising middle class are expected to increase usage of delivery vehicles by
36% by 2030, resulting in a rise in GHG emissions (by 32%) and congestion levels (by 21%).
E-delivery services in Peru amounted to S/. 2.6 million in April 2021, doubling prepandemic
levels.
Cargo bikes can carry a maximum of 200–350 kilograms and 1.5 cubic meters of load,
and trips do not normally exceed 7–12 km. They are particularly suitable for small, light
consignments, which are currently increasing, especially for deliveries to private customers
(business to customer). Up to 51% of motorized trips for transporting goods in urban areas
could be replaced by cyclelogistics according to data from the European Union 12. Moreover,
according to research in the United Kingdom, cyclelogistics has the potential to replace perhaps
1.5–7.5% of all urban vehicle mileage.
However, to achieve this, there are major challenges regarding legal and regulatory
issues, infrastructure, stakeholders’ engagement, urban planning, data, safety, security, gender,
and labor conditions.
12
The Cyclelogistics Project, funded by the European Union, found that in urban areas on average, 51% of all
motorized trips—associated with the transport of goods—could be shifted from car to bicycle or cargo bicycle.
About one-third of these motorized trips were for commercial transport, whereas private logistics (e.g., shopping
or leisure transport) accounted for two-thirds (Wrighton and Reiter 2015). However, it must be noted that these
numbers reflect research in secondary European cities (of about 240,000 inhabitants).
48
An optimistic scenario, which includes policies related to incentives for the cargo bikes’
acquisition, and investments in needed infrastructure, considers that 25% of cargo motorcycle
trips and 50% of light commercial truck trips could shift to be done by cargo bikes in LMA13.
Considering this, up to 3.6 MtCO2eq could be saved due to urban freight transport in 2050 (0.8
MtCO2eq in 2030). Developing infrastructure to shift to cargo bikes will impact emissions, and
thus the air quality to which people are exposed, as well as traffic congestion levels.
Considering the measures defined by the GoP to meet the 2030 emissions targets, in
addition to the six proposals in which a calculation model was developed to estimate their
reduction in emissions, the transport sector would emit 18.84 MtCO2eq, compared to 15.37
MtCO2eq, there is still a gap to be covered. Although this existing gap is smaller than the one
determined by the GoP, no further actions have been defined to cover the gap since a broader
policy plan than the one already proposed is considered too optimistic.
Figure 17: Emissions trajectories for 2030, compared to the BAU scenario, iNDC scenario, and the integration
of the proposed policies and the NDC mitigation measures. (Source: Own elaboration).
13
Estimations based on Wrighton and Reiter (2015).
49
Conclusion and Personal Feedback
The four main projects I was a part of fall under the three action axes defined for the transport
sector (see table 1), which shows coherence in the funded and encouraged projects – and are
aligned with the objectives set forth in the CCDR and its proposed policies. In addition, all
of them are aligned with the twin goals of the WBG (reduce poverty and share prosperity),
which shows more firmly the guidelines and clear plan of action of the institution.
→ METRA: This project is part of the Axe 2 defined for the transport sector, seeking to reduce
vehicular pollution and congestion in urban areas. In addition, building mass transit networks
increases vulnerable people's accessibility to services (education, health) and job opportunities,
which aligns with the twin goals of the WBG.
→ PATS: This project is aligned with Axe 3 as it promotes a road network resilient to climate
change, mitigating the impact of rains in the Andean and Amazonian Peruvian regions and
preventing entire communities from being isolated during the rainy season. It is also consistent
with the twin goals, as it allows small farmers to sell their products throughout the year,
promoting their economic activity.
→ LIMA BRT: As in the METRA project, the Lima BRT promotes urban mobility by mass
transit systems (Axe 2), increasing access to services and growth opportunities for the
population.
→ Lima Traffic Management: This project is aligned with the Axe 2, and helps reduce the
emissions’ concentration in particular nodes (urban intersections) by favoring vehicular flow.
Personally, this experience showed me 3 things from different points of view:
1. Life Experience: My stay in Lima represented a strong cultural contrast to the other places
where I had lived (Paris and Buenos Aires). It is a city with many differences, mainly
socioeconomic, and has a society frustrated by, and almost resigned to the political
mismanagement, so it became challenging to adapt myself to it. In addition, the PATS project's
mission allowed me to closely understand the country's reality: the large number of rural and
indigenous communities distributed throughout the Andean and Amazon regions and all the
problems living in that context entails. Understanding the project's meaning for these
communities gave it a greater relevance and allowed me to become aware of our social role as
50
civil engineers. My role in the PATS project stood out from the role I played in the others
because of the commitment with which I did it. Once I was out of the WBG, I understood that
this was due to the social and emotional burden it implied for me. From this experience, I
learned that for future experiences, I want to work on projects that mean something to our
society.
2. Professional Learning: The role I was given in the small transport team grew throughout
my internship, making me feel more confident. This increased for two reasons: (i) I was the
only member of the team based in Lima, so I had many day-to-day activities had to manage,
face very enriching challenges - although always with the support of my bosses from afar; (ii)
the CCDR project was led by my boss and me, with the collaboration of three consultants.
Given the short deadlines and high task demands, it was a tremendous challenge for both of us.
There were weeks in which we worked even on weekends to finish it, leaving a very developed
work of which we were both proud to be part.
Although it was an enriching experience, the WBG is a very competitive and corporate
environment. During my time in the institution, there were many situations in which I did not
feel comfortable. For example, during the PATS mission organization, it was necessary to plan
a transfer between two villages, which was an eight-hour trip by car on a mountain road. The
project leader suggested we find a private plane company to hire for this trajectory. This
situation implied a moral dilemma since we were working in parallel on a climate change report
(the CCDR), but this not sound illogical for her. In the end, it was impossible to do the leg by
plane.
3. Professional Future: Everything I experienced, both positive and negative, served as

learning to start planning my future. While writing this report, many ideas came to me about
the next steps and the PFE. Very motivated, I have already started researching something related
to the accessibility to essential services (education and health) in precarious neighborhoods as
my next step.
51
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vans in cities. Transport for Quality of Life.
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Geography of Urban Transportation, (pp. 34–56). New York: The Guilford Press.
IEA (International Energy Agency). 2022. A 10-Point Plan to Cut Oil Use. Paris: IEA.
https://www.iea.org/reports/a-10-point-plan-to-cut-oil-use.
MDS Transmodal Limited 2012. DG MOVE European Comission: Study on Urban Freight
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MINAM (Ministry of the Environment). 2016. INGEI 2016: Inventario Nacional de Gases de
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https://documents1.worldbank.org/curated/en/672541608737214839/text/Disclosable-
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Towards A Sustainability Mobility in Peru: How To Reduce Transports Emissions?

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Towards A Sustainability Mobility in Peru: How To Reduce Transports Emissions?

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École des Ponts ParisTech

Long Internship Report

Damian Pedro SAINT-MARTIN

Engineering Student, Double Diploma

Towards Sustainable Mobility in Perú

Internship carried out at The World Bank

Internship Supervisor: Philippe Poinsot

- Type de stage : Stage Long

- Année : 2021 - 2022

- Auteur (Nom, prénom) : Saint-Martin, Damian Pédro

- Formation 2ème année (IMI, GI, SEGF, etc.) : VET

- Titre du rapport : Towards a sustainable mobility in Perú

- Organisme d’accueil : The World Bank

- Pays d’accueil : Pérou

- Responsable de stage : Irene Portabales Gonzalez

- Mots-clés caractérisant votre rapport (4 à 5 mots maximum) : Transport, Développement

BRT Bus Rapid Transit

Le rapport a été divisé en 4 parties :

Mot Clés : Transport, Développement Durable, Changement Climatique, Transport Urbain,

This report will be divided into 4 sections:

i. Introduction: this section will provide an initial overview of my experience at the

La BM est une source de financement et connaissance pour les pays en développement.

La BM a défini ces 3 axes d’action prioritaires dans le secteur du transport au Pérou

Les trois projets de la pratique de transport actuellement en exécution, financés par un

1. Cusco Transport Improvement Project (METRA)

2. Support to the Subnational Transport Project (PATS)

L’objectif de ce projet est d’améliorer l’accès aux services essentiels, à accroître

L'intervention de la BM dans ce projet comprend un appui technique pour la sélection

3. Lima Metropolitano North Extension (Lima BRT)

Pendant l’exécution du projet, la BM donne un soutien technique à la municipalité de

Considérant quelques aspects clefs du transport au Pérou (voir partie 3 du corps du

→ Programme de ferraillage de véhicules de plus de 15 ans. L’âge des véhicules a un impact

Figure 1: Internship calendar. (Source: Own elaboration). ................................................................................. 17

1.1 My time in the World Bank

Figure 1: Internship calendar. (Source: Own elaboration).

1.2 The World Bank Structure and Organization1

→ MIGA (Multilateral Investment Guarantee Agency): responsible for promoting cross-border

1.3 Main relevant details of Perú for the transport sector4

Figure 4: GHG emission by mode of transport. (Source: Own elaboration)

AXE 1 AXE 2 AXE 3

2.1 Cusco Transport Improvement Project (METRA)

2.1.1 Project Description

Being a transportation project, the respective team is in charge of monitoring and

2.1.3 My role in the WBG tracking of the project implementation

2.2 Support to the Subnational Transport Program Projects (PATS)

2.2.1 Project Description

2.2.2 WBG role in the project implementation

2.3 Lima Metropolitano North Extension (Lima BRT)

2.3.1 Project Description

2.3.2 WBG role in the project implementation

2.4.1 Project Description

2.4.2 WBG role in the project implementation

This project contains 3 components:

(ii) Implementation of a traffic violation detection and control system, and

City Lima São Paulo

2.4.4 Supervision mission made

Visit made around the city to see the precarious

Left: Normal streets of a neighborhood. In black are represented

3. Peruvian geographical conditions (including more than 2,400 km of coastline between

Bayóvar Chachapoyas Moyobamba

Huanuco Nodos Distribución

Cerro del Pasco

Ámbito de tráfico transfronterizo