Publication:
Identification of Business Models to Accelerate E-Bus Introduction in Uruguay

Loading...
Thumbnail Image
Files in English
English PDF (4.15 MB)
235 downloads
English Text (0 B)
22 downloads
Published
2022
ISSN
Date
2022-03-25
Author(s)
Editor(s)
Abstract
This report is the product of the technical assistance to develop a business model to finance and scale up e-mobility in Uruguay provided by the World Bank and funded by the Mobility and Logistics (MOLO) Trust Fund. The report systematically analyzes international experiences and synthesizes them as stylized business models. Combining key learnings from other countries and an in-depth assessment of the regulatory and fiscal framework in Uruguay, the report formulates five alternative business models. In a next step, it evaluates these models under different scenarios regarding their expected financial and fiscal impacts. Combining key learnings from other countries and an in-depth assessment of the regulatory and fiscal framework in Uruguay, the report formulates five alternative business models. In a next step, it evaluates these models under different scenarios regarding their expected financial and fiscal impacts. The Uruguayan experience in terms of e-bus deployment since 2019 has shown to be effective based on an integrated assets model (Bus service providers (BSPs) own chassis, batteries, and charging stations), financed through a combination of a fleet renewal trust fund from the Municipality of Montevideo and an investment subsidy from the Government of Uruguay. Beyond the public investment subsidy, the Municipality of Montevideo trust fund for fleet renewal has managed to get financing and guarantees at a moderate interest rate, helping to mitigate the high investment cost of e-buses.
Link to Data Set
Citation
World Bank. 2022. Identification of Business Models to Accelerate E-Bus Introduction in Uruguay. © World Bank. http://hdl.handle.net/10986/37219 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue

Related items

Showing items related by metadata.

  • Publication
    Green Infrastructure Finance : Framework Report
    (Washington, DC, 2012) World Bank
    The report estimated that in the East Asia and Pacific (EAP) region alone about US$80 billion a year of additional investments would be required in low-emission projects (green investments), resulting in a significant financing challenge. The report argues that the solution lies in understanding the causes of the financial viability gap, and then investigating how specific actions, including strategic subsidies, concessional financing, and public policy interventions and reforms, can bridge this gap to make green investment transactions viable. The green infrastructure finance framework also underscores the benefits of valuing and monetizing carbon externalities. Moreover, it recognizes the effects of policy distortions and other negative factors that impinge on financial viability, emphasizing the need for an approach to analyze and explain the gap and to attribute its components to different stakeholders. This report shows that it is essential to measure global and local externality benefits against the causes of the viability gap such as perceptions of added risks, cost differentials, policy distortions, and other factors. Once these elements are fully considered, policy makers can identify practical ways to better structure the financing of green investment projects that can be supported by the market. Three key principals have guided the development of the framework: (i) targeting green finance resources on sectors that have large numbers of projects with low abatement costs; (ii) setting ceilings on the value of support that will be provided for a tone of greenhouse gas (GHG) abatement in any sector or project; and (iii) using competitive mechanisms to ensure that projects do not receive more support than needed to make them financially attractive. This report is the second of a continuing series of green infrastructure finance publications. The first part undertook a stocktaking of leading initiatives and literature related to the green infrastructure finance theme. This second part is a conceptual piece that bridges ideas and concepts between environmental economics and project finance practices. Work will continue over the next months by operationalizing this framework (analytical methodology and assessment of green infrastructure investment climate) through a pilot in a selected EAP developing country. Given a better understanding of the financing challenges of different green projects, work will also continue in developing more customized and innovative financing instruments that can be specifically tailored to address the requirements of these projects.
  • Publication
    TRACE Model in Pilot Cities in Latin America
    (Washington, DC, 2015-05-19) World Bank
    This report, supported by the energy sector management assistance program (ESMAP), applies the tool for the rapid assessment of city energy (TRACE) to examine energy use in León, México. This study is one of three requested and conducted in 2013 by the World Bank Latin America and the Caribbean energy unit to begin a dialogue on energy efficiency (EE) potential in Latin America and Caribbean cities. In Puebla and León, TRACE helped the Mexican Secretary of Energy (SENER) develop an urban EE strategy. TRACE is a simple, practical tool for making rapid assessments of municipal energy use. It helps prioritize sectors that have the potential to save significant amounts of energy and identifies appropriate EE measures in six sectors - transport, municipal buildings, wastewater, streetlights, solid waste, and power and heat. Globally, the six are often managed by the cities which have substantial influence over public utility services. The study looked at six areas to determine the three that have the greatest savings potential and where the city has a significant degree of control: streetlights, solid waste, and municipal buildings.
  • Publication
    Formulating an Urban Transport Policy : Choosing between Options
    (Washington, DC, 2014) World Bank
    As the developing world rapidly urbanizes, the demands on transport systems also grow often at a faster pace than the population. Given the above tendency, an effective and coordinated approach to urban transport requires that sound policies be put into place. Such policies enunciate the direction that a government wants to take; they lay the basic framework for downstream planning as well as project identification and prioritization. This document policy lays out the guiding principles for more detailed downstream planning. The objective of this guideline is to improve mobility, environmental quality, universal access, safety, and energy security of any urban transport policy. This guidebook is intended to be a practical support for formulating urban transport policies at the national, provincial, and local levels. To this end, it highlights some of the important issues that arise when creating an urban transport policy. The report is organized as follows: section one gives introduction. Section two presents a framework of possible actions, highlighting the avoid-shift-improve classification that has become common in professional practice. Section three talks about the governance of urban transport: which level of government should be responsible for it, which sector should lead it, and how different aspects should be coordinated. Section four highlights policies relating to land use planning and the benefits of integrating them with transport planning. Section five discusses the different modes of transport and whether there is a need for policies to promote any particular mode in preference to others. Section six delves into issues relating to personal motor vehicles and, more particularly, the extent to which policies should accommodate the car within the overall transport system. Sections seven and eight present policy options relating to public transport and para-transit, covering issues relating to pricing, coverage, technologies, etc. Section nine presents options relating to non-motorized modes. Section ten presents issues relating to parking, and section eleven suggests a balancing of supply-side measures and measures to contain demand. Section twelve highlights options relating to alternative fuels. Sections thirteen and fourteen cover the financing of urban transport and the role of the private sector. Finally, section fifteen covers issues relating to the process for formulating such policies, and options for implementation.
  • Publication
    Urban Mass Transport Infrastructure in Medium and Large Cities in Developing Countries
    (Washington, DC, 2012) World Bank; Asian Development Bank
    Developed at the request of the Mexican G20 Presidency for consideration by the Finance Ministers and Central Bank Governors at the G20 Leaders' Summit in Mexico, and jointly prepared with the Asian Development Bank, this policy paper positioned green transport in the context of cities development. Urban transport determines the shape of a city and its ecological footprint. Many cities in low and middle income countries are at a crossroads. Policy decisions taken now, while car use is still relatively low and cities retain a relatively transit friendly, compact urban form, will affect how people will live in their cities for many decades into the future. A new paradigm of urban transport can be part of the solution to reversing the deteriorating situation in some cities of developing countries, and supporting others to embark on a sustainable, low carbon, green growth path: developing a city for people rather than cars, and including public and mass transport as a major component of the modal structure. Implementing such a new paradigm can be truly transformational. This joint World Bank and Asian Development Bank paper lays out six aspects, which are most difficult to align, yet, are critical to ensure the sustainability of urban transport systems, visionary leadership, integrated strategy for land use and urban transport, coordination among agencies, domestic capacity, adequate cost recovery, and private participation in the operation and construction of urban transport systems. The paper proposes a set of new initiatives for G20 leaders' consideration, including the development of an umbrella toolkit to guide policy makers in charge of urban planning to make transport decisions best suited to their local contexts.
  • Publication
    Thailand
    (World Bank, Washington, DC, 2011-09) World Bank Group; Thailand National Economic and Social Development Board
    Thailand needs to avoid the high-carbon growth path of many developed countries and, instead, take a low-carbon growth path. A green low-carbon growth path is in Thailand's own interest as it can simultaneously tackle local environmental degradation, global climate change, and energy security challenges. It can also position Thailand as a regional leader in green, sustainable growth. Green low-carbon growth in Thailand could focus on the following four pillars: 1) maintaining rapid economic growth while adjusting the country's economic structure toward a less energy, and carbon-intensive economy; 2) achieving greater urbanization while shifting toward green livable low-carbon cities; 3) meeting the huge thirst for energy while transforming the energy sector toward one of high energy efficiency and widespread diffusion of low-carbon technologies; and 4) improving quality of life while shifting toward a resource-efficient and sustainable lifestyle.

Users also downloaded

Showing related downloaded files

  • Publication
    The Role of Social Ties in Factor Allocation
    (Published by Oxford University Press on behalf of the World Bank, 2019-10) Beck, Ulrik; Bjerge, Benedikte; Fafchamps, Marcel
    We investigate whether social structure helps or hinders factor allocation using unusually rich data from the Gambia. Evidence indicates that land available for cultivation is allocated unequally across households; and that factor transfers are more common between neighbors, co-ethnics, and kinship-related households. Does this lead to the conclusion that land inequality is due to flows of land between households being impeded by social divisions? To answer this question, a novel methodology that approaches exhaustive data on dyadic flows from an aggregate point of view is introduced. Land transfers lead to a more equal distribution of land and to more comparable factor ratios across households in general. But equalizing transfers of land are not more likely within ethnic or kinship groups. In conclusion, ethnic and kinship divisions do not hinder land and labor transfers in a way that contributes to aggregate factor inequality. Labor transfers do not equilibrate factor ratios across households. But it cannot be ruled out that they serve a beneficial role, for example, to deal with unanticipated health shocks.
  • Publication
    Impact of Migration on Economic and Social Development : A Review of Evidence and Emerging Issues
    (2011-02-01) Mohapatra, Sanket; Ratha, Dilip; Scheja, Elina
    This paper provides a review of the literature on the development impact of migration and remittances on origin countries and on destination countries in the South. International migration is an ever-growing phenomenon that has important development implications for both sending and receiving countries. For a sending country, migration and the resulting remittances lead to increased incomes and poverty reduction, and improved health and educational outcomes, and promote economic development. Yet these gains might come at substantial social costs to the migrants and their families. Since many developing countries are also large recipients of international migrants, they face challenges of integration of immigrants, job competition between migrant and native workers, and fiscal costs associated with provision of social services to the migrants. This paper also summarizes incipient discussions on the impacts of migration on climate change, democratic values, demographics, national identity, and security. In conclusion, the paper highlights a few policy recommendations calling for better integration of migration in development policies in the South and the North, improving data collection on migration and remittance flows, leveraging remittances for improving access to finance of recipient households and countries, improving recruitment mechanisms, and facilitating international labor mobility through safe and legal channels.
  • Publication
    Digital Africa
    (Washington, DC: World Bank, 2023-03-13) Begazo, Tania; Dutz, Mark Andrew; Blimpo, Moussa
    All African countries need better and more jobs for their growing populations. "Digital Africa: Technological Transformation for Jobs" shows that broader use of productivity-enhancing, digital technologies by enterprises and households is imperative to generate such jobs, including for lower-skilled people. At the same time, it can support not only countries’ short-term objective of postpandemic economic recovery but also their vision of economic transformation with more inclusive growth. These outcomes are not automatic, however. Mobile internet availability has increased throughout the continent in recent years, but Africa’s uptake gap is the highest in the world. Areas with at least 3G mobile internet service now cover 84 percent of Africa’s population, but only 22 percent uses such services. And the average African business lags in the use of smartphones and computers as well as more sophisticated digital technologies that catalyze further productivity gains. Two issues explain the usage gap: affordability of these new technologies and willingness to use them. For the 40 percent of Africans below the extreme poverty line, mobile data plans alone would cost one-third of their incomes—in addition to the price of access devices, apps, and electricity. Data plans for small- and medium-size businesses are also more expensive than in other regions. Moreover, shortcomings in the quality of internet services—and in the supply of attractive, skills-appropriate apps that promote entrepreneurship and raise earnings—dampen people’s willingness to use them. For those countries already using these technologies, the development payoffs are significant. New empirical studies for this report add to the rapidly growing evidence that mobile internet availability directly raises enterprise productivity, increases jobs, and reduces poverty throughout Africa. To realize these and other benefits more widely, Africa’s countries must implement complementary and mutually reinforcing policies to strengthen both consumers’ ability to pay and willingness to use digital technologies. These interventions must prioritize productive use to generate large numbers of inclusive jobs in a region poised to benefit from a massive, youthful workforce—one projected to become the world’s largest by the end of this century.
  • Publication
    The Firm-Level Impact of the Covid–19 Pandemic
    (World Bank, Washington, DC, 2020-09-02) World Bank
    The World Bank commissioned a firm-level survey to provide quantitative evidence of the impact of the Coronavirus (COVID-19) pandemic. Two rounds of data have now been collected for the months of March and May using a nationally representative World Bank survey providing information on the impact of the Coronavirus (COVID-19) pandemic. The survey includes five hundred firms spanning a wide range of industries and firm sizes, as well as the formal and informal sector. This note provides a snapshot of how the firms’ outcomes and response to the pandemic have changed between the months of March and May 2020.
  • Publication
    MIGA Annual Report 2013 : Insuring Investments, Ensuring Opportunities
    (Washington, DC: World Bank Group, 2013-10-11) Multilateral Investment Guarantee Agency
    In fiscal year 2013, Multilateral Investment Guarantee Agency (MIGA) issued 2.8 billion dollars in investment guarantees for projects in our developing member countries. At 1.5 billion dollars, representing more than half of new business, the bulk of MIGA's guarantees issued support investments in Sub-Saharan Africa. Sixty-nine percent of new business volume this year was in complex projects in infrastructure and extractive industries, a strategic priority for the Agency. This year, 82 percent of MIGA's new volume fell into one or more of strategic priority areas: investments in the world's poorest countries, "South-South" investments, investments in conflict-affected countries, and investments in complex projects. MIGA also established the conflict-affected and fragile economies facility to further deepen support to this priority area.