FACTSHEET
VCS-CutyRyde - Methodology For Determining GHG Emissions
Reductions Through Bicycle Sharing Projects
Developer
Developed by the CityRyde LLC with support and assistance from the First Environment,
Inc.
Location
http://v-c-s.org/methodologies/methodology-determining-ghg-emission-reductionsthrough-bicycle-sharing-projects
This methodology uses core elements of the approved methodologies listed below to
determine the general approach to mode shift and baseline emission factors per mode of
transit; including core parameter determinations.
Methodology Name
Reference Number
GHG Program
Status
Baseline Methodology
for Bus Rapid Transit
Projects1
AM0031 (v3)
CDM - UNFCCC
Approved
Baseline Methodology
for Mass Rapid Transit
Projects2
ACM0016 (v2)
CDM - UNFCCC
Approved
Furthermore there is a complimentary factsheet concerning these CDM methodologies
available from the CAI Helpdesk Database3.
1
More information on Baseline Methodology for Bus Rapid Transit Projects (AM0031):
http://cdm.unfccc.int/methodologies/DB/L18WYSE9691BYHEW5I3P2LW857NFEG/view.html
2
More information on Baseline Methodology for Mass Rapid Transit Projects (ACM0016):
http://cdm.unfccc.int/methodologies/DB/8PBZENI1PK0QIJW8RJ5LEDXV6WX60O/view.html
3
http://www.cleanairinstitute.org/helpdesk/database.php
Methodology
While the approved methodologies are only applicable for mode shifts towards mass
transit, this methodology is designed for project activities that reduce GHG emissions
through the usage of public sharing-based bicycle transportation systems; typically found
in an urban setting. The purpose of this methodology is to calculate emissions of baseline
and project activities and to show the effect of modal shift on emission reduction by
comparing the emission results.
The methodology has the following applicability:
1. There are several transport mode options available to get from origin to
destination in the baseline scenario.
2. The project activity is road-based. The baseline transport system including public
transit means are road or rail-based.
3. As a result of the analysis of possible baseline scenario alternatives, continuation of
current modes of transport reasonably represent the emissions by sources of
greenhouse gases (GHG) that would occur in the absence of the proposed project
activity.
4. The project activity is applicable to new bike sharing initiatives and/or extensions
of existing bike sharing initiatives. Extensions should involve the following increase
in capacity: for projects with less than 10,000 bicycles – 10%; for projects with
10,000 or greater but less than 30,000 bicycles – 7.5%; and for projects with
greater than 30,000 bicycles – 5%.
5. The project must be located in urban or sub-urban zones.
6. The project activity must have at least 60% of its bike share stations powered by
renewables, e.g. solar and must incorporate emission-free mechanisms by which to
abate any emissions that may be associated with redistributing bicycles throughout
the program. If project activity doesn't adhere to this criterion, project proponents
must refer to the CDM “Tool to calculate baseline, project and/or leakage emissions
from electricity consumption”4 to calculate any such additional emissions from
their project.
With regard to geographic boundary, it is important to consider that the spatial area of the
project is the entire zone in which the project operates. This is the entire area bounded by
the trip origins and trip destinations.
Emission sources not considered in the methodology (outside the project boundary)
include:
1. Those caused by the remaining transport system (taxis, cars, conventional public
transport, etc.).
2. Those caused by freight, ship, and air transport.
4
More information about “Tool to calculate baseline, project and/or leakage emissions from electricity
consumption” is available at:
http://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-05-v1.pdf
Emission sources considered in the methodology (inside the project boundary) include:
1. Project Emissions – Emissions stemming from the project activity i.e. bicycling.
2. Baseline Emissions – Emissions stemming from baseline activity.
Baseline Scenario
It is necessary to determine baseline activities to calculate baseline emissions. The steps
required to determine the baseline scenario are as follows:
1. Identify realistic and credible alternative scenarios to the proposed project activity
that are consistent with current laws and regulations in accordance with the CDM
“Tool for the demonstration and assessment of additionality.”5 These shall consider:
a. The proposed project activity not being registered as a VCS project activity;
b. The continuation of the current public and individual transport systems.
2. Analyze all options identified in Step 1 using the latest version of the CDM “Tool for
the demonstration and assessment of additionality” to determine the most plausible
baseline scenario.
Furthermore, additionality6 shall be determined by using the most recent version of the
“Tool for the demonstration and assessment of additionality” as approved by the Executive
Board of the CDM. The project additionality can be proven based on a financial assessment
(investment analysis) or on barriers. In case of using an investment analysis the most
recent guidelines of the EB of the UNFCCC on the assessment of investment analysis shall
be used (Guidelines on the Assessment of Investment Analysis7). In case of using a barrier
analysis the most recent “Guidelines for Objective Demonstration and Assessment of
Barriers”8 of the EB of the UNFCCC shall be used.
The common practice test is made in two steps:
1. Has the mode share of bicycles increased in the project geographical region in the
last decade by more than five percentage points? (Yes /No).
2. Does the project compete in its geographical zone with other bike-sharing projects?
(Yes/No).
5
More information about “Tool for the demonstration and assessment of additionality” is available at:
http://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-01-v6.0.0.pdf
6
The concept of “additionality” under the CDM refers to the project has to prove that the emission reductions are
additional to any that would occur in the absence of the certified project activity. (CDM Rule book:
http://cdmrulebook.org/84)
7
More information about “Guidelines on the Assessment of Investment Analysis” is available at:
http://cdm.unfccc.int/public_inputs/2010/guid_inv/cfi/AH06LN5144ILD4JL48566JCD4I6QGO
8
More information about is available at:
http://cdm.unfccc.int/EB/050/eb50_repan13.pdf
In case one of any or both questions is answered with “Yes” the project is considered as
“common practice” and therefore the project would not be additional.
Baseline emissions as in most any carbon finance project are determined ex-post based on
the activity level of the project. The methodology, however, determines ex-ante the
baseline emission factors per mode of transport in terms of emissions per passengerkilometer per mode. The activity level which is the distance per bicycle user which would
have used different modes in absence of the project is monitored and determined ex-post.
Project Emissions
The project emissions shall only stem from the new transport system. It can be zero ‘0’ if
zero-emitting human-powered peddle bicycles are utilized throughout the project and
applicability point 6 is met. If electric-powered project units are used, project emissions
can be calculated based on annual average distance driven by project e-bikes, emission
factor of project e-bikes and quantity of electricity.
The quantity of leakage emissions can be calculated after monitoring the first year bicycle
users by asking if they made a significant detour to use the bicycles to determine if the full
baseline trip distance would have been significantly shorter than the project. Then,
potential detour leakage level, determined by the percentage of respondents with a longer
trip length, will be used for subsequent years within the project period. Basically, two
interrelated datasets need to be collected: Origin and destination of bike trip and mode the
person would have used in absence of the project.
Inputs
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Trip distance of passengers (TD)
Average occupation rate of vehicle category (OC)
Passengers transported by buses (P)
Total distance driven by buses (DD)
Number of vehicles (N)
Specific fuel consumption of vehicle category (SFC)
Net calorific value of fuel (NCV)
CO2 emission factor for fuel type (EFCO2)
Emission Factor (EF)
Transmission and distribution losses for providing electricity (TDL)
Percentage of detour leakage level (DLL)
The relevant vehicle categories may include:
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Buses, differentiating between the sub-categories of large, medium and small
buses, if appropriate;
Passenger cars;
Taxis;
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Motorcycles;
Motorized tricycles or motorcycles with more than two wheels used for
transporting
passengers;
Subway/metro, rail, LTR (Light Transit Rail), trolley or tram;
NMT (Non-Motorized Transport);
Other.
The parameters below are required for monitoring the project activity progress in
accordance with “Indicative Simplified Baseline and Monitoring Methodologies for Selected
Small-Scale CDM Project Activity Categories”9 Version 13 EB 54 Annex 13.
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Passengers of the project which in absence of the project would have used baselines
(P)
Detour passenger respondent (DPR)
Average trip distance of project passengers which in absence of the project would
have used baselines (AD)
Annual average distance driven of e-bikes (DD)
Quantity of electricity consumed by e-bikes (EC)
Pollutants/Gases Analyzed
CO2 (CO2 is included for liquid and gaseous fuel-based projects)
CH4 (Only included where gaseous fuels are the source of emissions of the different modes
passengers which use project activity would have in absence of the project activity)
9
More information about “Indicative Simplified Baseline and Monitoring Methodologies for Selected Small-Scale
CDM Project Activity Categories” is available at:
http://cdm.unfccc.int/Panels/ssc_wg/meetings/025/ssc_025_an09.pdf
Evaluation
No independent evaluation has been undertaken of this methodology. However as a CDM
based methodology the following strengths and weaknesses apply.
Strengths
Weaknesses
This methodology allows estimating
accurately the emission reduction of
bicycle sharing interventions. It does
an ex-ante appraisal, which has to be
validated in the future with ex-post
estimation in order to get the CER.
(Emissions reduction estimations may
result in the acquisition of CER)
This methodology is considerably
data-intensive due to the requirement
for verification of progress during the
lifetime of the project and the need to
undertake ex-ante and ex-post
analyses. These data may also not be
readily available in developing
countries.
Strict guidelines for data collection
and a clear procedure make this
methodology the accurate.10
Costly data collection which frequently
exceeds what CDM credits pay. (Punte,
2011)
Guidelines are available online.
Detailed requirements may not be
considered viable when taking into
account the likely emissions
reductions.
References
CityRyde LLC, 2011, Methodology for Determining GHG Emission Reductions Through Bicycle
Sharing Projects
CDM – Executive Board. Baseline Methodology for Bus Rapid Transit Projects
AM0031/Version 03.1.0, Sectoral Scope: 07, EB 58.
CDM – Executive Board, Baseline Methodology for Mass Rapid Transit Projects
ACM0016/Version 02.1.0, Sectoral Scope: 07, EB 55.
Punte, S., Replogle, M., Mejia, A., 2011. Transport Emissions Evaluation Models for Projects
(TEEMP). Nationally Appropriate Mitigation Actions as Catalysts for Environmentally
Sustainable Transport. Seoul, South Korea.
http://www.transport2012.org/bridging/ressources/documents/2/1362,4.-TEEMPOverview-Seoul-12Apr2011-f.pdf
10
Each CDM project has to be verified during the lifetime of the project comparing the real emissions with the
corresponding forecasted emissions.