Business model: (1) single private operator; (2) dual private actor; (3) public ownership, private operation; (4) fully public operator
Business model typology
Fully private operation
Fully public operator
Dual private actor
Dual private actor
Publication year of the procurement process
Year
2019
2025
2019
2023
Institution responsible for issuing the procurement process.
Issuing authority
São Paulo Transporte S/A
Red de Transporte de Pasajeros (RTP)
DTPM + Ministry of Transport and Telecommunications
DTPM + Ministry of Transport and Telecommunications
City or metropolitan region where the procurement process applies.
City / Region
São Paulo
Mexico City
Santiago
Santiago
Entity responsible for provision of bus fleet
Fleet provision
Private operator
Public authority
Private fleet provider
Private fleet provider (leasing option allowed)
Entity responsible for operating public transport services.
Operation
Private operator
Public operator (RTP)
Private operator
Private operator
Entity responsible for charging infrastructure deployment and operation.
Charging infrastructure
Private asset provider (i.e., energy as a service provider) installs under public financing
Charging infrastructure is installed by the fleet supplier in publicly owned terminals
Fleet provider installs; upgrades possible (system-financed)
Fleet provider installs; upgrades possible (system-financed)
Entity responsible for terminals and depots (ownership, upgrades, or operation).
Terminal and depot
Private operator owns terminals and depots
Public authority
Provided by DTPM
Provided by DTPM; upgrades may be proposed and financed by the system
Entity responsible for fleet maintenance.
Maintenance
Operator responsible under fleet provider supervision
Public authority is responsible for fleet maintenance
Same
Operator responsible under fleet provider supervision
Distribution of functional responsibilities among actors involved in the model.
Functional role distribution*
Fully integrated private model (private operator procures, owns and operates fleet)
Fully integrated public model (public authority procures, owns and operates fleet)
Unbundled model (fleet provider, operator and authority with distinct roles)
Unbundled model (fleet provider, operator and authority with distinct roles)
How electrification is phased or structured over time in the procurement design.
Electrification trajectory design*
Fully integrated private model (private operator procures, owns and operates fleet)
Fully integrated public model (public authority procures, owns and operates fleet)
Unbundled model (fleet provider, operator and authority with distinct roles)
Unbundled model (fleet provider, operator and authority with distinct roles)
CAPEX Structure
Country name
Country
#SP
Brazil
#601
México
#204
Chile
#202
Chile
City or metropolitan region where the procurement process applies.
City / Region
#SP
São Paulo
#601
Mexico City
#204
Santiago
#202
Santiago
Minimum fleet size and key vehicle specification requirements described in the procurement.
Minimum fleet size specifications
#SP
Not publicly available
#601
10 vehicles
#204
300 / 1,370 / 360 vehicles by size
#202
3 size categories (8–11m; 11–14m; 14–18m)
How the procurement defines or requires the inclusion of electric vehicles (e.g., percentage of total fleet, categories affected)
Electric requirement
#SP
—
#601
—
#204
—
#202
—
Warranty requirements for vehicles, batteries, or systems when disclosed.
Warranty requirements
#SP
Not publicly available
#601
2 years / 150,000 km (vehicle); 8 years / 800,000 km (battery)
#204
Not publicly disclosed
#202
Not applicable (operation contract)
Main source of CAPEX payment or revenue in the contractual arrangement.
CAPEX payment or revenue source
#SP
Private operator, but SPTrans subsidizes a percentage equivalent to the difference in value between a diesel bus and an electric bus.
#601
Public budget (government-funded procurement)
#204
Public remuneration per: vehicle acquisition; maintenance compliance certification
#202
Public remuneration structure; additional items may include vehicle acquisition, terminal improvements and charging infrastructure
CAPEX payment or revenue values and units disclosed in the procurement.
CAPEX payment or revenue values
#SP
Internal Rate of Return (IRR) of 9.1% on invested capital*
#601
Not publicly available
#204
Unspecified; defined by bidders as part of their economic proposal. Electric buses are paid in 168 monthly installments, and diesel buses in 120. Number of installments determines contract duration
#202
Not publicly available
How residual value risk of assets is allocated among stakeholders.
Asset residual value risk allocation*
#SP
Private fleet provider (inferred)
#601
Public
#204
Private fleet provider (inferred)
#202
Private fleet provider (inferred)
How battery degradation risk is allocated among stakeholders.
Battery degradation risk allocation*
#SP
Private fleet provider (inferred)
#601
Manufacturer / public authority (shared)
#204
Private fleet provider (inferred)
#202
Private fleet provider (inferred)
Primary source of financing for the fleet or infrastructure investments.
Source of financing*
#SP
Shared (private and public)
#601
Public
#204
Operator (inferred)
#202
Operator (inferred)
Currency denomination and risk-sharing structure for payments or contracts.
City or metropolitan region where the procurement process applies.
City / Region
São Paulo
Mexico City
Santiago
Santiago
Minimum fleet size and key vehicle specification requirements described in the procurement.
Minimum fleet size specifications
Not publicly available
10 vehicles
300 / 1,370 / 360 vehicles by size
3 size categories (8–11m; 11–14m; 14–18m)
How the procurement defines or requires the inclusion of electric vehicles (e.g., percentage of total fleet, categories affected)
Electric requirement
—
—
—
—
Warranty requirements for vehicles, batteries, or systems when disclosed.
Warranty requirements
Not publicly available
2 years / 150,000 km (vehicle); 8 years / 800,000 km (battery)
Not publicly disclosed
Not applicable (operation contract)
Main source of CAPEX payment or revenue in the contractual arrangement.
CAPEX payment or revenue source
Private operator, but SPTrans subsidizes a percentage equivalent to the difference in value between a diesel bus and an electric bus.
Public budget (government-funded procurement)
Public remuneration per: vehicle acquisition; maintenance compliance certification
Public remuneration structure; additional items may include vehicle acquisition, terminal improvements and charging infrastructure
CAPEX payment or revenue values and units disclosed in the procurement.
CAPEX payment or revenue values
Internal Rate of Return (IRR) of 9.1% on invested capital*
Not publicly available
Unspecified; defined by bidders as part of their economic proposal. Electric buses are paid in 168 monthly installments, and diesel buses in 120. Number of installments determines contract duration
Not publicly available
How residual value risk of assets is allocated among stakeholders.
Asset residual value risk allocation*
Private fleet provider (inferred)
Public
Private fleet provider (inferred)
Private fleet provider (inferred)
How battery degradation risk is allocated among stakeholders.
Battery degradation risk allocation*
Private fleet provider (inferred)
Manufacturer / public authority (shared)
Private fleet provider (inferred)
Private fleet provider (inferred)
Primary source of financing for the fleet or infrastructure investments.
Source of financing*
Shared (private and public)
Public
Operator (inferred)
Operator (inferred)
Currency denomination and risk-sharing structure for payments or contracts.
Currency exposure structure*
Not specified (likely local currency – R$/BRL)
Not specified (likely local currency – MXN)
Not publicly available
Not publicly available
OPEX & Operational Structure
Country name
Country
#SP
Brazil
#601
México
#204
Chile
#202
Chile
City or metropolitan region where the procurement process applies.
City / Region
#SP
São Paulo
#601
Mexico City
#204
Santiago
#202
Santiago
Main source of OPEX payment or revenue in the contractual arrangement.
OPEX payment or revenue source
#SP
Public payment (gross cost contract – operator paid per km, revenue centrally collected)
#601
Public remuneration per: vehicle acquisition; charging infrastructure acquisiton
#204
Not applicable
#202
Payment per km operated (system)
OPEX payment or revenue values and units disclosed in the procurement.
OPEX payment or revenue values
#SP
Defined as R$/km (remuneration fare), periodically adjusted; varies by fleet type and cost structure
#601
Unspecified; defined by bidders as part of their economic proposal; final cost of procurement not yet disclosed
#204
Unspecified; defined by bidders as part of their economic proposal. Electric buses are paid in 168 monthly installments, and diesel buses in 120. Number of installments determines contract duration
#202
Maximum reference remuneration of CLP 2,550 (≈ USD 2.68, as of 01 Oct 2025) per km operated by diesel buses and CLP 1,530 (≈1.61 USD ) per km by electric buses; fixed remuneration of CLP 150 (≈ USD 0.16) per passenger transported
Requirement for air conditioning in the vehicles, if specified
Air conditioning requirement
#SP
Required (inferred)
#601
Not required
#204
Recommended
#202
Required for new buses
Minimum technical requirements for batteries and charging systems: autonomy, charging time, and charging type (slow, opportunity)
Battery charging specifications
#SP
Not publicly available
#601
Minimum autonomy of 300 km
#204
215 km / 50 km; 5h / 9 min
#202
200 km (slow) / 50 km (opportunity); 5h (slow) / 9 min (opportunity)
How energy price risk is allocated among stakeholders.
Energy price risk allocation*
#SP
Operator bears energy price risk (inferred)
#601
Public authority (as operator and energy purchaser)
#204
Operator bears energy price risk (not explicitly specified; inferred from model structure)
#202
Operator bears energy price risk (not explicitly specified; inferred from model structure)
Charging model adopted in the procurement (e.g., depot charging, opportunity charging).
Charging model type*
#SP
Energy-as-a-service model: a private provider installs and operates charging infrastructure in operator depots, with service payments structured under public financing mechanisms.
#601
Not publicly disclosed
#204
Operator / supplier-led charging model (infrastructure proposed by bidders and installed in public terminals; compensated via dedicated payment component)
#202
Fleet provider-led charging model (infrastructure installed by fleet provider; system may finance upgrades)
City or metropolitan region where the procurement process applies.
City / Region
São Paulo
Mexico City
Santiago
Santiago
Main source of OPEX payment or revenue in the contractual arrangement.
OPEX payment or revenue source
Public payment (gross cost contract – operator paid per km, revenue centrally collected)
Public remuneration per: vehicle acquisition; charging infrastructure acquisiton
Not applicable
Payment per km operated (system)
OPEX payment or revenue values and units disclosed in the procurement.
OPEX payment or revenue values
Defined as R$/km (remuneration fare), periodically adjusted; varies by fleet type and cost structure
Unspecified; defined by bidders as part of their economic proposal; final cost of procurement not yet disclosed
Unspecified; defined by bidders as part of their economic proposal. Electric buses are paid in 168 monthly installments, and diesel buses in 120. Number of installments determines contract duration
Maximum reference remuneration of CLP 2,550 (≈ USD 2.68, as of 01 Oct 2025) per km operated by diesel buses and CLP 1,530 (≈1.61 USD ) per km by electric buses; fixed remuneration of CLP 150 (≈ USD 0.16) per passenger transported
Requirement for air conditioning in the vehicles, if specified
Air conditioning requirement
Required (inferred)
Not required
Recommended
Required for new buses
Minimum technical requirements for batteries and charging systems: autonomy, charging time, and charging type (slow, opportunity)
Battery charging specifications
Not publicly available
Minimum autonomy of 300 km
215 km / 50 km; 5h / 9 min
200 km (slow) / 50 km (opportunity); 5h (slow) / 9 min (opportunity)
How energy price risk is allocated among stakeholders.
Energy price risk allocation*
Operator bears energy price risk (inferred)
Public authority (as operator and energy purchaser)
Operator bears energy price risk (not explicitly specified; inferred from model structure)
Operator bears energy price risk (not explicitly specified; inferred from model structure)
Charging model adopted in the procurement (e.g., depot charging, opportunity charging).
Charging model type*
Energy-as-a-service model: a private provider installs and operates charging infrastructure in operator depots, with service payments structured under public financing mechanisms.
Not publicly disclosed
Operator / supplier-led charging model (infrastructure proposed by bidders and installed in public terminals; compensated via dedicated payment component)
Fleet provider-led charging model (infrastructure installed by fleet provider; system may finance upgrades)