For the purposes of this law, the following shall be understood:
(...)
- b)Electric vehicle: any movable good powered by one hundred percent electric energy or with zero-emission technology and that does not contain a combustion engine, new, in its version of automobiles, motorcycles, bicycles, microbuses, buses, trains, and any other defined in the regulations of this law.
(...)" It is worth mentioning that international experience shows that for those countries, a successful and large-scale electrification of buses requires a comprehensive approach that combines various support mechanisms. These mechanisms applied in other latitudes can be grouped into three main categories: a) fiscal incentives; b) direct subsidies; and c) non-fiscal incentives or of another nature:
- a)Fiscal incentives: these are government measures that seek to reduce the financial burden on investors by lowering the taxes associated with the purchase, importation, or ownership of electric vehicles. and reduction or exemption in other taxes. As an example, some cities have included a reduction of the Value Added Tax (VAT), discount on the vehicle tax, exemption from tariffs and consumption tax (Bogotá); as well as the permanent exemption from the green tax and temporary exemption from the circulation permit (Santiago).
- b)Transport subsidies: these are direct financial contributions, generally from the government, to cover part of the service costs and make it more viable for operators. Internationally, these subsidies are crucial to overcome the barrier of the high initial capital cost of battery electric buses. The modalities include direct grants for the purchase of vehicles, loans on favorable terms from development banks (as in Santiago and Bogotá), or public financing for the recharging infrastructure.
- c)Non-fiscal incentives or of another nature: these are mechanisms incorporated into the service regulation that encourage specific investments without being a direct fiscal transfer. International examples include the extension of the concession contract terms for operators with electric fleets (Santiago) or the implementation of legally binding purchase mandates (Bogotá).
4.2.1. On the components associated with the incorporation of battery electric buses According to international experience regarding the implementation of electric buses in public transport systems and the various technical studies conducted for Costa Rica to analyze the economic and financial viability of implementing this technology locally, the components associated with the incorporation of battery electric buses are related to investments and operation:
In investments, the components are:
- a)Battery electric buses b) Batteries c) Chargers d) Infrastructure for recharging the buses e) Management systems associated with recharging the buses mechanisms applied in other latitudes can be grouped into three categories f) Adaptations to the electrical energy distribution network According to international experiences, capital costs have been one of the main barriers to the introduction of electric buses in public transport systems due to the high prices of the assets in relation to traditional diesel bus technologies, which is further complicated, as they require other investments that complement the rolling stock, such as chargers and recharging infrastructure, which tend to be highly variable in each city or country where they are implemented (PNUMA, 2022).
In some studies, it is suggested that the costs of recharging infrastructure and updates to the energy distribution network may increase significantly as the number of buses recharging at a single point increases, whereby it is possible that there is an optimal size for the recharging point from the perspective of implementation cost and that economies of scale may occur (Deloitte Consulting, 2019; ICCT, 2021; PNUMA, 2022).
Operating costs include components such as:
- a)Electrical energy consumption b) Maintenance of electric buses c) Maintenance of recharging infrastructure and recharging management systems a. On battery electric buses In general, electric buses are less complex vehicles than internal combustion buses, as they have a smaller number of components and moving parts that are subjected to high temperatures, wear, and vibrations within the combustion process and mechanical transmission of motion (PNUMA, 2022). On the other hand, the chassis of the buses undergoes significant changes to support the weight of the electric batteries and the electric motors, among others (ANTP, 2023). These and other aspects are what result in their acquisition cost being higher than that of internal combustion ones.
The battery electric buses that will operate in the fleets of the country's routes must comply with the provisions for the urban electric bus typology (TUE) approved by the CTP in 2022 (article 3.5 of the minutes of the ordinary session 53-2022, approval of technical report CTP-DT-INF-0044- 2022), within which it is appropriate to cite:
- a)TUE buses may operate on urban routes with distances of less than 20 kilometers per direction, with maximum grades of 10% and a weighted average of 8%, on asphalt or concrete roads almost entirely.
- b)Motors with a minimum nominal power of 200 kW achieved with one or more motors.
- c)Minimum nominal torque of 800 Nm in the motors.
- d)Provide sufficient force to handle a minimum grade of 12% under maximum passenger load conditions.
Additionally, the CTP establishes that the party interested in managing the registration of electric buses must present certified tests from the manufacturer regarding compliance with the indicated requirements, where the following information must be clearly stated: manufacturer and model, motor type, nominal and maximum power, and nominal torque.
Although the operational range or simply range, understood as the number of kilometers an electric bus travels on a single battery charge, can be understood as a characteristic of the unit, it is more a characteristic of the battery, the service operation, and in a way, the recharging strategy. The determination of the range is related to the specific characteristics of the route where the unit operates, since this will not only be conditioned by the kilometers traveled, but also by the operating conditions related to the number of passengers transported; the grades, since on ascents there is higher energy consumption, while on descents, due to the regeneration from braking, they can recharge the battery in non-negligible amounts; the use of the air conditioning system; as well as the use of other accessories or functionalities such as having USB ports for charging mobile devices.
As an illustration of the variability in the cost of a battery electric bus, the following table shows the average cost in different Latin American countries, obtained from a 2023 study, based on interviews with the authorities of 34 cities that have implemented electric fleets in transportation systems or are conducting pilot projects to implement them.
Table 2. Average cost of electric buses in Latin American countries
| Country | Cost per unit (US $) (1) |
|---|
| Brazil | 526,500 |
| Ecuador | 350,000 |
| Colombia | 285,000 |
| Mexico | 454,000 |
| Panama | 390,000 |
| Argentina | 521,700 |
| Chile | 433,931 |
| Uruguay | 330,000 |
| Guatemala | 527,000 |
| El Salvador | 450,000 |
| Costa Rica | 330,000 |
Source: Adapted from the table on pages 14 to 15. C40 & CFTA. (2023) (1): "Padrón" type units with lengths between 11.5 to 12.5 meters similar to those used in Costa Rica. Includes the cost of the battery.
As observed in the previous table, the cost of the units varies across a very wide range, depending on the country and undoubtedly on the operating characteristics, which is why the usual recommendation from the consulted references is to conduct a market study with manufacturers to obtain specific costs in each country.
b. Regarding batteries Bus batteries are a central, core element in electric transport systems, because in them chemical energy is transformed into electrical energy. They are composed of cells that form part of a pack that must match the characteristics of the electric motors it will power.
Batteries, as a critical element of the bus powertrain, configure its performance characteristics and directly affect the acquisition cost, since greater capacity means greater cost. For example, a city with very long-distance routes, with high bus frequency per hour, complex topographical conditions, and with bus depots located far from the route starting points, requires great autonomy to be able to replace a diesel bus with an electric bus. On the other hand, when considering short routes without major topographical demands, the bus configuration in terms of battery capacity could be completely different (ICCT, 2020).
Another important aspect related to batteries is the recharging strategy (number of sites and times available for recharging). When recharging is performed less frequently (for example, at night or few recharges during the day), batteries with greater capacity are needed, which translates into a larger volume of battery cells and greater weight, implying recharging over longer periods with lower power requirements; these battery systems are called slow charging. On the other hand, when charging frequency increases, for example, with chargers at each terminal station, the battery capacity can be reduced and with it their size, but in these cases, the battery must be capable of withstanding high power ranges to perform the greatest charge in shorter times; these battery systems are called fast charging (UNEP, 2022).
All batteries face a degradation process in their storage capacity, referred to as the state of health (SOH) of the battery, a characteristic measured in charge and recharge cycles, which must be known (supplied by the providers) and studied in the design and implementation stage of electric mobility systems, since based on its behavior and the necessary operating range of the buses, the useful life of the battery for its use in public transport systems can be determined (ICCT, 2020; UNEP, 2022).
In battery management to maximize its useful life, there is an indicator known as state of charge (SOC), which measures the battery's charge level, both its minimum and maximum level, such that the smaller the difference between the maximum and minimum SOC value (this difference is known as the SOC window), the lower the battery degradation will be over its useful life. The definition of the SOC window and the recharging strategy, in each electric bus implementation, must be validated with the company that supplies the batteries to guarantee operation during the period the buses are intended to be used (ICCT, 2020; UNEP, 2022).
In the battery market, there is accelerated development that has allowed cost reduction, improved performance, and provided greater access to batteries, which has driven the implementation of electric buses in public transport systems (Deloitte Consulting, 2019; Creara, Energy Experts, 2019; ICCT, 2020; BASE, 2021; Aamondt, Coney, & Cory, 2021; Linscott & Posner, 2021; UNEP, 2022).
The batteries of electric buses that will operate in the fleets of the country's routes must comply with the provisions established in the Electric Urban Bus Typology (Tipología de autobús urbano eléctrico, TUE) approved by the CTP in 2022 (article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022), among which it is pertinent to cite:
- a)The battery capacity during the first 24 months must not degrade more than 15% of its nominal capacity, for which the manufacturer must guarantee that the State of Health (SOH) of the batteries cannot be less than 85%.
- b)The batteries must be free of defects for a period of 7 years.
- c)The batteries must withstand at least 2500 cycles before losing 30% of the energy stored at 100%.
- d)The batteries and their associated systems must comply with certain international standards.
According to the provisions established by the CTP, the party interested in managing the registration of electric buses must also provide manufacturer-certified proof of compliance with the indicated requirements for the batteries, where the following information must be clearly stated: manufacturer and model; real and effective capacity, total weight, composition, life cycles before losing 80%, along with its technical data sheet, nominal voltage per cell, maximum capacity per cell, nominal voltage of the battery system, maximum capacity of the battery system, maximum discharge current, and autonomy according to the offered chargers.
In the national context, of the studies conducted on the technical and financial viability for fleet electrification of the remunerated passenger transport service, only one collected the breakdown of the total bus value into chassis and bodywork separate from the battery, even though manufacturers offer buses with the battery included and these generally handle specific capacities (BASE, 2021). In the indicated study, a survey was applied to brand representatives identified in Costa Rica at that time, in order to obtain the values in a disaggregated form; from the above, the information in the following table is extracted.
Table 3. Cost of electric buses and batteries in Costa Rica
| Manufacturer/ Representative | Cost of bus chassis and bodywork (US $) | Cost of bus battery (US $) | Total cost of bus (US $) | Battery capacity (kWh) | Percentage of battery cost relative to total unit cost |
|---|
| Yutong | 224,250 | 130,750 | 355,000 | 374 | 37% |
| BYD | 238,000 | 109,500 | 347,500 | 330 | 32% |
| SUNWIN | 164,160 | 115,840 | 280,000 | 362 | 41% |
| QEVTech | 181,700 | 107,800 | 289,500 | 300 | 37% |
| Average | 202,028 | 115,973 | 318,000 | 342 | 36% |
Source: Adapted from figure 19 p. 20 report 2, BASE, (2021) As shown in the previous table, the cost of the units varies by brand and battery capacity. The average cost of US $318,000 is below the value of US $330,000 included in Table 2. According to this information, the cost of the battery represents on average 36% of the total bus cost, a value that serves as an adequate reference when it is impossible to obtain the battery cost separately from the cost of the chassis and bus bodywork.
c. Regarding chargers In the electric bus market, there are different typologies of equipment used for battery recharging; these differences in equipment allow diverse recharging strategies in conjunction with the characteristics of the vehicle batteries, which determine the entire daily process of vehicle preparation and operation (UNEP, 2022).
It is important to consider that depending on the fleet size, the recharging strategy, and the charger characteristics, the operation of electric buses has a direct impact on the power and electrical energy consumption, which, depending on the dimensions, could require another type of electrical infrastructure to support it, such as transformers, adaptations in the electrical distribution network, or electrical substations for its proper functioning.
The most common and commercially available recharging equipment at the time of preparing this document are:
Table 4. Typologies of electric bus recharging equipment
| Type | Output power | Output current |
|---|
| Hose and connector or "plug-in" chargers | Up to 80 kW per hose. There are alternatives capable of delivering higher power (150 to 200 kW); these usually work with 2 or more hoses distributing power in doses of 75-80 kW for one or several vehicles simultaneously | DC or AC |
| Pantographs | 150 - 600 kW. Their design allows energy transmission in high power ranges. Operates with communication protocols that allow synchronization with the vehicle to perform recharging. | DC |
| Catenaries or overhead lines | Variable. Requires substations located along the network (every 2-3 kilometers) to maintain the voltage and current of the overhead feeder lines. | DC |
| Induction charging: Wireless electricity transfer by static or dynamic induction. | 50 - 250 kW | N/A |
Source: Table 2. Typologies of electric bus recharging equipment, (UNEP, 2022) DC: Direct Current / AC: Alternating Current / N/A: Not Applicable The concept of recharging strategy refers to the logistics that must be implemented for recharging electric bus batteries without compromising or conditioning service provision. According to providers and the literature consulted (Deloitte Consulting, 2019; Creara, Energy Experts, 2019; ICCT, 2020; BASE, 2021; Aamondt, Coney, & Cory, 2021; Linscott & Posner, 2021; UNEP, 2022; ANTP, 2023), the terminologies for recharging strategies vary; as an example, the one used in UNEP, 2022 is reproduced below:
Table 5. Electric bus recharging strategies
| Strategy | Description |
|---|
| Nighttime charging at depots | This strategy is similar to the refueling activity for diesel buses, which is carried out once a day during the vehicles' overnight stay. For this, it is necessary that the time available for vehicles to recharge during the night is sufficient to carry out this activity. Likewise, it is necessary that the battery capacity allows achieving the vehicles' daily range. Practically all electric bus systems use this strategy either as the base of their operation or as a complement to another recharging strategy. In general, this application is based on hose and connector chargers located at one or a few recharging points. |
| Nighttime and daytime charging at depots or terminals | In this strategy, nighttime bus recharging is complemented by planned recharging events within the units' service schedule. This dynamic is necessary and widely used because, in many cases, the available charge range of the batteries does not allow completing the daily service schedule with a single recharge per operating vehicle. This recharging strategy is usually based on the same infrastructures as nighttime charging, sometimes supported by a few recharging points strategically located to facilitate the daytime recharging of some units. |
| Opportunity charging | This is the name given to the strategy of recharging the vehicle at every opportunity that the operation allows. This generally occurs in short moments when vehicles make scheduled pauses of 1 to 3 minutes (or more) at stops or terminals. Due to the time and because the vehicle is en route, the application of recharging must be done in a standardized, fast manner, providing the maximum amount of energy possible to the buses. For the operation of this recharging strategy, pantograph-type chargers have been developed and implemented. However, other types of equipment can be coupled with this recharging strategy, for example, the strategic use of catenary sections or inductive recharging in bus transit lanes. |
| Continuous charging | This recharging application means that the vehicle is in contact with a power source permanently or for a large part of its route. This recharging application is directly related to trolleybuses and their catenaries; however, it is also used by inductive battery recharging systems. |
Source: UNEP, 2022 The optimal number of chargers required per bus for fleet electrification is the result of analyses and particular design, considering the type of charging, the recharging strategy, the battery capacity, the charger characteristics, and the operation of the electric buses (available time window for the charging process). In the references consulted for the preparation of this document, some indicate that with the same charger, during the period available for recharging, two (Creara, Energy Experts, 2019; Adamson & Cipoletta Tomassin, 2022) and up to almost four buses can be attended simultaneously (BASE, 2021; ZEBRA, 2022), with two buses per charger being the most used in the references.
In relation to electric bus chargers, the CTP, in the Electric Urban Bus Typology (TUE) approved in 2022 (article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022), establishes general specifications and requirements that must be met by the equipment used in the incorporation of electric buses into service fleets. Below is a summary:
- a)They must comply with safety and technical effectiveness elements during electric bus charging, for which providers must comply with the regulations developed by the International Electrotechnical Commission (IEC), for both direct current and alternating current charging (IEC 61851-1:2017 Part 1; IEC 61851-21-1: 2017; IEC 61851-21-2: 2018; IEC 61851-23: 2014; IEC 61851-24: 2014).
- b)They must be capable of connecting to a three-phase electrical energy supply with a nominal voltage in accordance with the official voltages of Costa Rica typified in the standard "Supervision of the quality of the electrical supply in low and medium voltage" (AR-NT-SUCAL).
- c)They must be configured to initiate and sustain battery charging at any state of charge, automatically ending the charge upon reaching a full state of charge or in case of dangerous or anomalous conditions.
- d)They must be configured to interconnect with the onboard battery management systems and locking systems.
- e)They must be capable of functioning continuously without performance or safety degradation under the environmental conditions typically found at the purchaser's location.
- f)The equipment must be capable of being installed outdoors, exposed to the elements, without additional protections beyond those of the equipment itself.
d. Regarding infrastructure for recharging The acquisition of new bus technologies is accompanied by investments in the infrastructure necessary for recharging, whether new installations or adaptations to existing ones.
For conventional diesel bus technology, the necessary infrastructure for fuel refueling already exists, such that the purchase of a new diesel unit is not accompanied by additional infrastructure costs to supply the energy to power the engine. For the operation of conventional buses, in general, the units are refueled with diesel at fuel stations (with the exception of those service operators that have self-consumption tanks at their depots), and within the fuel cost, the construction cost of those stations, the fuel distribution cost, and other costs are included, such that from the perspective of the diesel bus operator, it corresponds more to an operating cost than an investment.
As indicated in the previous sections, the requirements or components of the infrastructure for electric bus recharging (excluding chargers) can vary significantly depending on the charger characteristics, the recharging strategy to be used, and the size of the implementation (number of buses and battery capacity) (Linscott & Posner, 2021).
The simultaneous operation of one or more chargers requires adequate support infrastructure. This could mean the need for a new substation or transformers inside the depot, as well as dedicated conduits and wiring, which need to be designed and installed according to the particular characteristics of each implementation.
The cost of the recharging infrastructure works will depend on each definitive design of the electrical installation and its associated works. These costs do not grow linearly with the electric fleet; rather, once the voltage line, the necessary power, and its components are resolved, the rest of the adaptations correspond to the enabling of electrical panels and wiring, so it can be extrapolated up to a certain number of chargers as long as the recharging power is not compromised (ZEBRA, 2022; UNEP, 2022). In some cases, the depots are connected to low-voltage electrical energy distribution networks, like other commercial connections, so incorporating electric buses may require necessary adaptations in the distribution network, both in primary and secondary lines, as well as in transmission infrastructure (additional modules in substations or new substations, and even high-voltage lines). As an example, the following figure shows the general components of the infrastructure needed to achieve energy transmission from the energy transmission network to the bus:
Figure 4. General scheme for electric bus battery recharging Given that electricity distribution networks in cities have their own capacity restrictions and, in some cases, overload situations, the introduction of electric buses makes an early sizing of the power requirement necessary, as well as planning that seeks to optimize the concentration of energy demand on the electricity distribution network, for which the participation of electrical energy distribution companies throughout the planning and implementation process of the electric bus fleet is crucial (UNEP, 2022).
Due to the specific characteristics of the electrical and electromechanical design (particular technical regulations of the applicable engineering disciplines), as well as the particular requirements for the installation and operation of electric buses in the fleet of a remunerated passenger transport service operator, the CTP has not established specific requirements for the recharging infrastructure (excluding chargers). In what was approved in 2022, in article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022, it is mentioned that the equipment must be capable of connecting to the electrical energy supply and official voltages in the country according to the particular regulation.
e. Regarding management systems associated with electric bus recharging Management systems associated with electric bus recharging are tools that allow controlling the use of chargers in the depot, as well as knowing the vehicles' state of charge. These computer tools allow coordinating and optimizing the fleet's recharging logistics, which become especially complex as the number of electric buses at a recharging point increases (UNEP, 2022).
Recharging management systems have the following benefits:
- a)They allow reducing power peaks in the energy distribution network, which is particularly critical during certain operational periods of the electrical energy supply service, which has an associated different charge for power consumed for some users.
- b)They allow optimizing consumption by keeping charging needs stable, taking advantage of the lowest rates, and without exceeding the maximum service power.
- c)They allow knowing the status of the additional infrastructure and controlling its correct operation.
- d)They allow managing, if required, that electric bus mobility systems can serve as part of the electrical energy distribution system.
These recharging management systems, integrated with fleet management systems (used for monitoring and controlling the service schedule), can potentially monitor the SOC of the batteries of buses in operation in real time, allowing automated charger assignments to vehicles and simplifying communication between depot personnel and drivers. This type of software allows creating automatic charging strategies that facilitate operation with electric buses in large-scale fleets (UNEP, 2022).
Recharging management systems must include the following components (ICCT, 2020):
- a)Data capture at the charger. This corresponds to the recording of all information from a charging event, including at least date, time, vehicle and charger identification, the initial state of charge of the battery pack, the energy transferred, and the state of charge upon finishing the process. Information on the charger status must also be captured, allowing the recording of events such as errors in charger operation.
- b)Data transmission. The information management system must have a communication system with the chargers available at the bus depot, allowing the transmission of information on charging events and events associated with the operation and status of the charger.
- c)Data processing, storage, and backup platform. The platform must store and process the information collected from the chargers, allowing monitoring of the bus charging process in order to optimize charging processes to maximize charger usage and bus availability. The platform must also facilitate charger management, including monitoring their operational condition and managing failure events.
- d)Information display. The system must have an interface for displaying information for managing charger operation and the bus charging process.
- e)Data security and privacy. The system must have information backup solutions and security and protection protocols for data transmission and storage.
In the Electric Urban Bus Typology (TUE) approved by the CTP in 2022 (article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022), no additional or particular requirement is specified or detailed for electric bus recharging management systems. On the other hand, it does establish that the battery chargers must be configured to automatically apply an appropriate charging protocol for the battery's state of charge, in accordance with the practices recommended by the battery manufacturer, and that they must be configured to interconnect with the onboard battery management systems and locking systems.
f. Regarding adaptations in the electrical energy distribution network As indicated in section 4.2.1.d above, depending on the dimensions of the electric bus implementation in fleets of the remunerated passenger transport service, updates to the medium and high voltage network may be required. However, according to the regulations in force in the country, the capital costs associated with such adaptations shall be borne by the electricity distribution company according to the conditions and criteria established in articles 123 and 124 of the technical standard "Supervision of the commercialization of the electrical supply in low and medium voltage" (AR-NTSUCOM).
Based on the foregoing, it is not appropriate to include in the rate for the remunerated passenger transport service the capital costs of adaptations in the electrical energy distribution network, since these, as applicable in the generality of cases, could form part of the costs included in the electricity supply service rate.
g. Regarding electrical energy consumption Electrical energy consumption, also called efficiency or energy performance, corresponds to the amount of energy required to travel one kilometer, expressed in kilowatt-hours per kilometer (kWh/km).
Electrical energy consumption can vary considerably depending on various operational factors such as (ICCT, 2020; HEAT International, 2021; Linscott & Posner, 2021; UNEP, 2022):
- a)Vehicle technology.
- b)Weight or load (quantity of passengers transported).
- c)Use of onboard equipment, mainly the use of air conditioning.
- d)Driving cycle and route characteristics: traffic and congestion characteristics, frequency of stops and traffic lights.
- e)Average operating speed.
- f)Slopes.
- g)Driving habits.
According to the 2022 UNEP study, considering standard 12-meter-long buses as a reference, the energy consumption in operating fleets in various cities in Latin America and the Caribbean ranges between 1.1 and 1.8 kWh/km under urban passenger route circumstances without air conditioning (see the red box in figure 5), which differs from the commercial promises of some electric vehicle manufacturing companies, with consumption equal to or less than 1.0 kWh/km.
Figure 5. Energy consumption in operating fleets in cities of Latin America and the Caribbean BE / BEB: Battery Electric Bus. BRT: Bus Rapid Transit, a mass transit or high-capacity system based on buses, exclusive-use lanes, stations or stops, prepayment, vehicle access at the waiting platform level, and other strategies for agile passenger boarding and greater system efficiency and transport capacity.
In order to determine a value for the energy consumption parameter for the implementation of electric buses in fleets, in practice at least three different techniques have been used (Linscott & Posner, 2021; HEAT International, 2021; UNEP, 2022):
1. Simulation of bus energy consumption. This technique takes advantage of the ease with which energy consumption for electric vehicle components can be predicted when the conditions in which they operate are known. Detailed surveys of the route profiles where electric buses are intended to be introduced are conducted, as well as the driving cycle on those routes, and with this, energy consumption is estimated using behavior models of electric vehicles, developed previously or for each particular situation. This technique has proven to be effective and accurate and its use has become widespread in cities in Latin America and the Caribbean.
2. Pilot vehicle tests: In this technique, the consumption in kWh provided by the charger's power meter or through telemetry installed with onboard devices on the bus (for monitoring and controlling the motor and other devices) is directly measured, with which the state of charge can be known in real time and thus determine the detailed energy consumption during the entire operation. Tests are conducted with buses temporarily incorporated into operation or under specific test protocols. Although this technique requires having a vehicle, it has been employed in several cities; some vehicle manufacturing companies even have test vehicles that are made available to cities for operational testing.
3. Establishment of standardized management cycles and homologation of vehicles prior to their acquisition or incorporation into operation: This is a technique that has been implemented in Chile, but it is important that, in the future, vehicle testing protocols be defined and homologated at the regional level that allow suppliers to submit their vehicles to these cycles, yielding reliable results for transport companies and authorities.
In the national context, in some studies carried out (Deloitte Consulting, 2019; Creara, Energy Experts, 2019; BASE, 2021; Zarama V. & others, 2024) on the technical and financial feasibility for the introduction of electric buses in fleets of the remunerated passenger transport service, values for electric energy consumption obtained from secondary sources from studies in other countries have been used.
In 2020, in the study carried out by the International Council on Clean Transportation (ICCT) for UNEP, values for the energy consumption of electric buses were determined using simulation techniques for different routes in the Greater Metropolitan Area of San José (AMSJ). The main results obtained in the study are presented below.
Table 6. Average energy consumption obtained through simulations for AMSJ routes
| Scenario | Energy consumption (kWh/km) (average values) | |
|---|
| Bus 1 | Bus 2 | |
| 50% passenger load Without air conditioning | 1.27 | 1.31 |
| 50% passenger load With air conditioning | 1.61 | 1.63 |
| 100% passenger load Without air conditioning | 1.72 | 1.74 |
| 100% passenger load With air conditioning | 1.77 | 1.78 |
Source: Adapted from Table 4 of ICCT, 2020.
Bus 1: Length of 12 meters; 277 kWh battery; depot charging with an 80 kW alternating current charger (4.75 hours to charge the battery 100%); 30 seats and 81 passengers total capacity.
Bus 2: Length of 12 meters; 324 kWh battery; depot charging with a 150 kW direct current charger (1.5 hours to charge the battery 100%); 27 seats and 87 passengers total capacity.
Between 2019 and 2023, energy consumption measurements were carried out in the country using the pilot test technique with electric buses, within the framework of two different projects. The first tests were carried out in 2019 with an electric bus under an agreement between the University of Costa Rica (UCR) and the Instituto Costarricense de Electricidad (ICE) to be used in the internal passenger transport service operating on the university campus.
Then, between 2020 and 2023, pilot tests were carried out with electric buses under normal operating conditions for different routes of the remunerated passenger transport service. The results of the first trips were obtained within the framework of the Mi Transporte project, led by ICE with the support of the German Agency for International Cooperation (GIZ) and the company HEAT Internacional for monitoring. Once the period of the Mi Transporte project ended, ICE, as the beneficiary of the acquired buses, continued conducting tests and monitoring the results. The results obtained for energy consumption for the tests carried out in Costa Rica are presented in the following table.
Table 7. Average energy consumption obtained in the MiTransporte pilot project | Test route | Average daily distance traveled (km) | Average energy consumption (kWh/km) | | --- | --- | --- | | University of Costa Rica Campus (1) | n.d. | 1.40 | | San José-Desamparados-San Rafael Route (2) | 150 - 170 | 0.92 | | San José-Alajuela via INVU Route (2) | 235 | 0.87 | | San José-Alajuela via Heredia Route (2) | 160 - 170 | 0.83 | | Liberia-Aeropuerto Daniel Oduber Route (2) | 315 - 355 | 0.88 | Source: Escuela de Ingeniería Eléctrica. UCR, 2020; HEAT Internacional, 2021; ICE, 2022; ICE, 2023.
(1): BYD brand bus, 12 meters; 320 kWh battery; depot charging with an 80 kW alternating current charger; 30 seats and 80 passengers total capacity.
(2): BYD brand bus, 12 meters; 270 kWh battery; depot charging with an 80 kW alternating current charger; 32 seats and 81 passengers total capacity. n.d.: Not available.
As indicated at the beginning of this section, energy consumption depends on several factors, where aspects specific to the operation on each route stand out.
Finally, in the urban electric bus typology (TUE) approved by the CTP in 2022 (article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022), no requirement regarding energy consumption is specified.
h. Regarding the maintenance of electric buses The maintenance cost of a vehicle fleet consists of several sets of tasks that seek to maintain the operational state of the bus in optimal conditions. For electric buses, the elimination of the combustion engine reduces the number of high-wear and friction moving parts, they do not require lubricating oil or filter changes, and they present lower costs associated with transmission maintenance, hence why publications and literature generally indicate that they have a significant reduction in maintenance costs (Deloitte Consulting, 2019; UNEP, 2022).
Despite the progress made in incorporating electric buses into transport systems, information on the maintenance costs of electric fleets is limited and, in some cases, presents wide dispersion; even the reported information is not homogeneous or presents significant variability, because some reports include labor, other cases include the costs of lubricants and tires, and on other occasions only the overall percentage of savings obtained between using a diesel bus and an electric bus is reported (BASE, 2021).
In other cases, depending on the business model used for the introduction of electric buses into transport systems, the cost of maintenance activities is a cost shared by several actors, and the associated contracts (for road concessions and provision) do not rigorously specify what is included (ZEBRA, 2022). Other publications indicate that, as a result of the low maturity of the electric bus market, the cost of maintenance can become more expensive due to the low availability and high price of spare parts or even the lack of qualified personnel to service the electric propulsion system (Deloitte Consulting, 2019; Adamson & Cipoletta Tomassin, 2022). There is also a difference in the way the maintenance cost is expressed, either as an amount of money per year or per kilometer traveled; the latter is the most used in financial and economic feasibility analyses for introducing electric buses.
To analyze the total maintenance cost, the different types of maintenance required must be understood: preventive maintenance and corrective maintenance. Preventive maintenance consists of a group of scheduled tasks established based on kilometers traveled and mainly corresponds to cleaning, inspection, and adjustment activities for parts that keep the vehicle in good working order. Corrective maintenance corresponds to random events that cause an early end to the useful life of any of the parts considered under the preventive maintenance category and that are not covered under warranty plans by the manufacturers. In some cases, in practice, some corrective interventions are associated with repairing or adjusting parts that did not receive adequate preventive maintenance (BASE, 2021).
Based on the studies carried out for the country and other references consulted for the preparation of this document, and considering those where the maintenance cost for spare parts and accessories details the cost per kilometer traveled for both diesel and electric buses, the following table synthesizes these values and shows the percentage of savings in the maintenance cost of spare parts and accessories for electric buses compared to diesel buses. As an example, in the first line of the table, there is a saving of 70 dollars per 1,000 kilometers (0.220 - 0.150 $/km), which represents a 32% saving in the maintenance cost of diesel buses (0.220 $/km).
Table 8. Cost of spare parts and accessories for diesel and electric buses and percentage of savings | Study / Reference | Cost of spare parts and accessories for buses (US $/km) | % Savings in the cost of spare parts and accessories (1) | City | | | | --- | --- | --- | --- | --- | --- | | Diesel | Electric | | | | | | Deloitte Consulting, 2019 | 0.220 | 0.150 | 32% | Buenos Aires | | | 0.280 | 0.220 | 21% | Mexico | | | | 0.220 | 0.120 | 45% | Montevideo | | | | 0.240 | 0.170 | 29% | Santiago | | | | 0.150 | 0.090 | 40% | Sao Paulo | | | | 0.199 | 0.144 | 27% | (2) | | | | Creara, Energy Experts, 2019; Adamson & Cipoletta Tomassin, 2022 | 0.099 | 0.049 | 50% | (2) | | | BASE, 2021 | 117.55 (3) | 76.4 (3) | 35% | (2) | | | 101.67 (3) | 66.28 (3) | 35% | (2) | | | | 87.38 (3) | 56.99 (3) | 35% | (2) | | | | ICCT, 2021 | 0.380 | 0.210 | 45% | (2) | | | ZEBRA, 2022 | 0.310 (4) | 0.220 (4) | 29% | Santiago | | Source: Adapted from table p.164, Deloitte Consulting, 2019 / Adapted from table 85 p. 140, Creara, Energy Experts, 2019 / Adapted from table A19 p. 203, Adamson & Cipoletta Tomassin, 2022 / Adapted from figure 30 p. 30 report 2, BASE, 2021 / Section 3.1 Discussion of results, ICCT, 2021 / Adapted from table 4 p.13, ZEBRA, 2022.
(1): The percentage of savings in cost is calculated with respect to the cost of the diesel bus.
(2): Estimates by the authors for the case of Costa Rica based on different secondary sources.
(3): Corresponds to costs expressed in colones per kilometer for the three cases analyzed in the study.
(4): Corresponds to the sum of the mean value of preventive and corrective maintenance presented in the table.
Ultimately, the review of different feasibility and pre-feasibility analyses related to the introduction of electric technologies shows that electric buses have a reduction in maintenance costs for spare parts and accessories of between 21% and 50% of the respective costs of diesel buses.
Analogously, for the cost of labor, the following table is prepared, using the references and studies carried out for the country that consider separately the maintenance personnel cost per kilometer, for both diesel and electric buses. As an example, in the first line of the table, there is a saving of 80 dollars per 10,000 kilometers (0.025 - 0.017 $/km), which represents a 33% saving in the maintenance personnel cost of diesel buses (0.025 $/km).
Table 9. Maintenance personnel cost for diesel and electric buses and percentage of savings | Study / Reference | Maintenance personnel cost for buses (US $/km) | % Savings in maintenance personnel cost (1) | | | --- | --- | --- | --- | | Diesel | Electric | | | | Deloitte Consulting, 2019 | 0.025 (2) | 0.017 (2) | 33% | | BASE, 2021 | 298.73 (3) | 290.51 (3) | 3% | | 386.06 (3) | 378.47 (3) | 2% | | | 644.46 (3) | 637.52 (3) | 1% | | Source: Adapted from table p.164, Deloitte Consulting, 2019 / Adapted from figure 30 p. 30 report 2, BASE, 2021 (1): The percentage of savings in cost is calculated with respect to the cost of the diesel bus.
(2): Estimates by the authors for the case of Costa Rica.
(3): Corresponds to costs expressed in colones per kilometer for the three cases analyzed in the study.
i. Regarding the maintenance of chargers and charging infrastructure Chargers and the rest of the charging infrastructure also require maintenance activities.
This equipment requires minimal maintenance. Additionally, they generally consist of modular designs that allow damaged components to be replaced without the need to intervene the charger or other equipment in its entirety. The periodic maintenance routines for this equipment can include general and filter cleaning, review of electrical input and output performance, and of the equipment's own fault alerts (UNEP, 2022).
Consistent with what was previously indicated in section 4.2.1.d, given that the components of the infrastructure for charging electric buses can vary significantly depending on the characteristics of the charger, the charging strategy to be used, and the size of the implementation (number of buses and battery capacity), in that same vein, the maintenance costs of said equipment will be very diverse depending on each particular implementation.
j. Regarding the maintenance of energy management systems associated with charging The systems associated with the management of electric bus charging at the depots also require maintenance activities, which, depending on the business model under which the software systems are commercialized, may include permanent use licenses (for an indefinite time) or for a determined time, as well as support service for use and access to system updates.
As indicated in section 4.2.1.e, the management systems associated with charging include charger management systems and fleet management systems, which, depending on the scale of the electric bus implementation, may be very complex or simple.
As a conclusion to this section 4.2.1, the introduction of electric buses into a transport system requires specific analyses and designs based on the characteristics of the routes where the units will operate, in order to size and select all the necessary components that adapt to each particular situation, seeking to minimize investment and operating costs, in order to enhance the benefits of fleet electrification.
4.2.2. Regarding the adjustments required in the text of the current ordinary methodology As a fundamental part of the adjustments in the text of the current ordinary methodology, it was considered that said regulatory text must be capable of being used for the calculation of the service fare for three conditions or levels of electric bus introduction: i) all transport units of the fleet authorized to a provider that are propelled by a battery-powered electric motor, ii) all transport units of the fleet authorized to a provider that are propelled by a diesel internal combustion engine, and iii) a combination of the two previous conditions.
Once the cost components required for the implementation of electric buses in a public transport system were reviewed (section 4.2.1), new components were determined to be incorporated into the categories of the cost structure of the current ordinary methodology, and in others, adjustments are required, which is why what proceeds is their formulation, detail, and expansion in what is provided for in the current ordinary methodology, for their effective recognition in each application of said methodological instrument. Given the above, the adjustments in the text correspond to:
- a)Inclusion of sections for new cost components.
- b)Changes in sections, equations, and existing variables to allow the coexistence of units with both propulsion technologies within the calculation.
- c)Clarifications in sections to indicate that the elements correspond to one or the other technology.
- d)Adjustments in table and equation numbering.
Below is a detailed description of how the components are incorporated into the cost structure of the methodology, considering them, in accordance with subsection a) of Article 6 of Law No. 7593, as investments made, costs incurred, or expenses effected, such that, for their effective incorporation into the fare, said condition will be reviewed and demonstrated within the fare review process in the respective fare study.
a. Battery electric buses Battery electric buses (without the battery) are considered within the ordinary methodology as fixed assets, for which the recognition of the investment made for their acquisition is carried out through the cost concept of depreciation and the return on the non-depreciated invested capital. Notwithstanding the above, for those exceptional cases where the service provider has implemented a mechanism different from the acquisition of battery electric buses, the leasing cost or equivalent concept will be recognized for this component, similarly to what happens when buses propelled by diesel engines are not owned by the service provider. To consider the above, the section corresponding to the recognition of bus leasing is adjusted to take into account the differences between buses with calculation rule types 1 and 2 and those with calculation rule type 3.
As battery electric buses correspond to another technology with other investment levels, a new calculation rule is introduced in the text of the current ordinary methodology to better separate and identify what corresponds in the text of said regulatory instrument. To achieve the above, the description of the classification of calculation rule type 3 is included in the application rules section, and the description of the variables associated with the total authorized fleet, which includes both diesel units (calculation rule 1 and 2) and battery electric buses (calculation rule 3), is also adjusted.
In recognizing the depreciation of battery electric buses, it is considered that this type of asset undergoes equal and constant wear over time throughout its useful life, for which the straight-line method is proposed. This method, besides coinciding with the treatment given to other assets in the current ordinary methodology, allows for its equal and proportional recognition without causing abrupt changes in the fare. For the purpose of establishing the useful life of battery electric buses, 15 years are considered, in accordance with the provisions of Article 46 bis of Law No. 7600 and its reforms, "Law on equal opportunities for people with disabilities," and Article 2 of Decreto N°29743-MOPT, "Regulation on the maximum authorized life for units of remunerated collective passenger transport and special services" (published in La Gaceta No. 169 of September 5, 2001), and with a salvage value of zero at the end of said period in accordance with what is already established in the ordinary methodology for units with calculation rule 2.
In terms of the return on the capital invested in battery electric buses that has not been depreciated, the recognition uses the procedure followed for other similar fixed assets, which consists of applying a rate of return to the proportion of the non-depreciated investment, for which the accumulated depreciation is determined using the straight-line method.
For the rate of return, it is considered as an opportunity cost of the investment made in battery electric buses, for which a rate of return is defined for calculation rule type 3, corresponding to that of calculation rule type 2 included in the current ordinary methodology, which uses the Weighted Average Cost of Capital (WACC) methodology, which includes in its calculation the complete structure of assets, liabilities, and equity of the companies providing the transport service, as well as the sources of financing (debt and own resources). To determine the value of the battery bus, a process similar to that used to determine the value of diesel buses will be followed. For this, the information on the units authorized by the CTP and the values recorded for them in the Ministerio de Hacienda will be used. In the event that information on the value of the bus from the Ministerio de Hacienda is not available, and if necessary, the average value of US $318,000 obtained from the available technical studies (see table 3) could be used as an initial value. The above is included as an additional rule in the section on the procedure for obtaining data with approximate variables.
b. Batteries For purposes of recognizing the cost of the electric bus battery, a separate treatment is made in the ordinary methodology, in order to be able to account for the difference in the useful life of the battery compared to the rest of the unit. The batteries of electric buses, like the rest of the unit, are considered within the ordinary methodology as fixed assets, for which the recognition of the investment made for their acquisition is carried out through the cost concept of depreciation and the return on the non-depreciated invested capital. In the event that the provider has opted for a mechanism different from acquisition, the cost of leasing or an equivalent concept will be recognized for this component.
In recognizing the depreciation of electric bus batteries, it is considered that this type of asset undergoes equal and constant wear over time throughout its useful life, for which the straight-line method is proposed. This method, besides coinciding with the treatment given to other assets in the current ordinary methodology, allows for its equal and proportional recognition without causing abrupt changes in the fare. For the purpose of establishing the useful life of electric bus batteries, the period of 7 years established by the CTP is considered (article 3.5 of the minutes of ordinary session 53-2022, approval of technical report CTP-DT-INF-0044-2022), a period during which the supplier must guarantee that the batteries will be free of defects and will only undergo normal wear during charge cycles. While there may be some alternative use for the batteries after their period of use in electric buses (for example, battery storage systems used by subscribers of the electric service or interconnected to the distribution grid and that also operate in conjunction with distributed electricity generation systems), due to the incipient nature of that market, a salvage value of zero will be recognized at the end of that 7-year period.
For the recognition of the return on the capital invested in batteries that has not been depreciated, the procedure followed for other similar fixed assets is used, which consists of applying a rate of return to the proportion of the non-depreciated investment, for which the accumulated depreciation is determined using the straight-line method. To establish the accumulated depreciation, it is necessary to know the age of the asset at the time of applying the methodology, that is, its age. If it is the first battery integrated into the electric bus, the age of the bus based on the data from the Registro Nacional de la Propiedad will be used. In the event that the battery has been replaced, the age will be determined from the records of regulatory accounting as the primary source; if these are not available, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a fare criterion that the asset is at the midpoint of its useful life, as an intermediate position that eliminates the need to know in which year of the seven years each battery of the buses included in the fare review is located and at the same time corresponds to an average recognition within the fare costs, benefiting both the user and the provider.
As the rate of return to recognize the opportunity cost of the investment made in the batteries, the rate of return for calculation rule type 3 is used, as detailed for electric buses.
In accordance with what is indicated in section 4.2.1.b, the battery is the component that needs to be chosen according to the particular characteristics of the routes where the electric buses will operate, in order to adequately size it so that its capacity is not over-dimensioned and thus raise its investment cost, or, conversely, so that the chosen capacity is not unable to meet the kilometers required for operation or require opportunity charging that could increase the costs of the charging infrastructure. Additionally, they must comply with the requirements established by the CTP. Based on the above, for the determination of battery values, the particular information of each service provider that has buses with this propulsion technology authorized and in operation must be used, in the following order of availability:
i. The most recent information available at the time of the fare study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in resolutions RIT-002-2018 and RE-0107-IT-2019 and any others that modify or replace them. This first source of information is the most complete for these purposes, given that its level of detail corresponds to a complete fiscal period and its annual submission is an obligation for service providers.
ii. Information from electronic receipts submitted by the service provider at the time of the fare study, whose date of issue is prior to the date of submission of the request or the opening of the fare file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda on electronic receipts for tax purposes. This second source is information from the service provider itself, which is verified through the respective receipts, and the defined period is considered reasonable for Aresep to have it as soon as possible, without needing to wait for its registration in regulatory accounting, which has a period of one year for its compilation, registration, and an additional maximum period for its submission.
In the event that the information from the indicated sources is not available to determine the value of the batteries, but information is available that allows concluding that the available value of the electric bus corresponds to a unit that includes the added value of the chassis, bodywork, and battery (complete electric bus), if necessary, 36% of the value of the complete bus may be used as the default value for the battery, an average percentage obtained from the available technical studies (see table 3). The above is included as an additional rule in the section on the procedure for obtaining data with approximate variables.
c. Chargers The chargers for battery electric buses are considered fixed assets within the ordinary methodology, for which the investment made is recognized by incorporating the concepts of depreciation and return. Like other assets, in the event that the provider has opted for a mechanism different from acquisition, the cost of leasing or a figure legally accepted in national legislation will be recognized for this component.
As indicated in section 4.2.1.c, the optimal number of chargers required per bus for the electrification of a fleet is the result of the specific analyses and design of the routes where the buses are to be introduced; however, it is normally indicated that a single charger, within a given time window, can serve two buses simultaneously. For the purposes of this ordinary methodology, the minimum used will be that one charger can serve two buses at the same time, without prejudice to an operator presenting a more efficient design in a fare review, meaning that a single charger could serve more buses.
Like the two previous assets, for the recognition of the depreciation of the chargers for electric buses, it is considered that they undergo equal and constant wear over time throughout their useful life, for which the straight-line method is proposed, a method that allows for equal and proportional recognition without causing abrupt changes in the fare. For the useful life of electric bus chargers, a period of 15 years is used, considering that these must fulfill their function during the entire useful life of the units; on the other hand, a salvage value of zero is considered at the end of their useful life.
The profitability of the capital invested in the chargers that has not been depreciated uses the procedure followed for other similar fixed assets, which consists of applying a rate of return to the portion of the investment not depreciated, for which the accumulated depreciation is determined using the straight-line method. To establish the accumulated depreciation, it is necessary to know the age of the asset at the time of applying the methodology, that is, its age, which will be determined by taking the information available in the regulatory accounting records as the primary source, or failing that, the electronic receipts. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the asset is halfway through its useful life, as an intermediate position that eliminates the need to know in which year of the fifteen years each charger included in the tariff review is located and at the same time corresponds to an average recognition within the tariff costs, benefiting both the user and the provider. The rate of return to recognize the opportunity cost of the investment made in chargers uses the rate of return for type 3 calculation rules, as detailed for electric buses.
For the purposes of determining the values of the electric bus chargers, the specific information of each service provider that has authorized and operating buses with this propulsion technology must be used, due to the reasons already stated that each introduction of electric buses requires specific analyses and designs that condition the investments to be made. Based on the above, the following information sources are used, according to this order of availability:
i. The most recent information available at the time of the tariff study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in the corresponding resolutions.
ii. Information from the electronic receipts submitted by the service provider at the time of the tariff study, whose issuance date is prior to the date of submission of the application or the opening of the tariff file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda regarding electronic receipts for tax purposes.
d. Management systems associated with recharging The logistics of operating a fleet of battery electric buses become more complex as the number of electrified units increases, which is why, for certain levels of scale, computer systems are required for the adequate management of battery charging, which, depending on the scale, may include a system for charger management and a system for fleet tracking and control to coordinate and optimize the recharging logistics of the units. Depending on the computer management systems for recharging, in some cases there is a single initial payment that allows indefinite use, in others there is an initial payment and support and maintenance licenses for a period of time (normally one year), while in other more complex cases, in addition to the computer program or its use license, some additional hardware device is required (which allows knowing the geographic position of the unit, as well as monitoring different parameters of the unit, such as the battery charge level).
For the recognition of the costs associated with the information systems associated with recharging, a uniform and equal amortization over the useful life will be considered for the charger management system and the fleet management system. For the purposes of establishing the useful life of the charger management system and the fleet management system, these are homologated in terms of the management, tracking, and control functionalities to the SCADA systems used in the different stages of the electric power supply service, which for regulatory purposes have a useful life of 8 years, in accordance with the useful life table established in the resolution of the Intendencia de Energía RE-0032-IE-2019 of April 1, 2019 (published in Alcance N° 78 to La Gaceta N° 66 of April 3, 2019), available on the website www.aresep.go.cr, in the regulatory information section of the regulated electricity service.
Complementarily, for the recognition of the profitability of the capital invested in the charger management system and the fleet management system that has not been amortized, a procedure similar to that used for batteries and chargers is used, which consists of applying a rate of return to the portion of the investment not amortized, determining the age of the asset from the information available in the regulatory accounting records as the primary source, or failing that, the electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the systems are halfway through their useful life. Although in a strictly accounting sense, computer systems correspond to an intangible asset, according to the references consulted, in the implementation of electric buses in transport systems, it is common to include the systems supporting bus recharging as part of all the investment necessary for fleet electrification, which is why a return on the capital invested in these systems is recognized.
As the rate of return to recognize the opportunity cost of the investment made in the charger management system and the fleet management system, the rate of return for type 3 calculation rules is used, as detailed for electric buses. For the purposes of determining the values of the charger management system and the fleet management system, the specific information of each service provider that has authorized and operating buses with this propulsion technology and that, due to the particular conditions of their implementation, have incorporated this type of systems must be used. Based on the above, the following information sources are used, according to this order of availability:
i. The most recent information available at the time of the tariff study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in the corresponding resolutions.
ii. Information from the electronic receipts submitted by the service provider at the time of the tariff study, whose issuance date is prior to the date of submission of the application or the opening of the tariff file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda regarding electronic receipts for tax purposes.
e. Electrical and electromechanical infrastructure for recharging As indicated in section 4.2.1.d, the introduction of electric buses is accompanied by investments in the infrastructure necessary for recharging, which require electrical and electromechanical installations, which are considered fixed assets within the ordinary methodology, such that to recognize these investments, the concepts of depreciation and profitability are incorporated. Like other assets, in the event that the provider has opted for a mechanism other than acquisition, the cost of the lease or equivalent concept will be recognized for this component.
In the recognition of the depreciation of investments in electrical and electromechanical installations for recharging, a straight-line depreciation method is used, considering equal and constant wear over time, throughout their useful life, thereby avoiding sharp changes in the tariff. For the purposes of establishing the useful life of the electrical and electromechanical installations for recharging, it is considered that these include various components (transformers, power lines, conduits, pedestals, panels, etc.) that are commonly used in medium voltage electric distribution lines, such that for the regulatory purposes of this ordinary methodology, a single useful life value of 35 years is used, based on the useful life table established in the resolution of the Intendencia de Energía RE-0032-IE-2019 of April 1, 2019 (published in Alcance N°78 to La Gaceta N°66 of April 3, 2019), available on the website www.aresep.go.cr, in the regulatory information section of the regulated electricity service.
Like other assets, as a complement, a return is recognized on the capital invested in the electrical and electromechanical installations for recharging that has not been depreciated, for which a rate of return is applied to the portion of the investment not depreciated, determining the age of the asset from the information available in the regulatory accounting records as the primary source, or failing that, the electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electrical and electromechanical installations for recharging are halfway through their useful life. As the rate of return to recognize the opportunity cost of the investment made in the electrical and electromechanical installations, the rate of return for type 3 calculation rules is used, as detailed for electric buses.
For the purposes of determining the values of the electrical and electromechanical recharging installation system, the specific information of each service provider that has authorized and operating buses with this propulsion technology and that, due to the particular conditions of their implementation, have made this type of investments, must be used. Based on the above, the following information sources are used, according to this order of availability:
i. The most recent information available at the time of the tariff study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in the corresponding resolutions.
ii. Information from the electronic receipts submitted by the service provider at the time of the tariff study, whose issuance date is prior to the date of submission of the application or the opening of the tariff file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda regarding electronic receipts for tax purposes.
f. Maintenance of chargers and recharging infrastructure For the recognition of the costs incurred in the maintenance activities of the electrical and electromechanical infrastructure for recharging, as well as the chargers, a component is included within the cost structure, the amount of which will be a function of the particular characteristics of the introduction of electric buses to the fleet, which will be determined as a monthly amount from the following information sources, according to this order of availability:
i. The most recent information available at the time of the tariff study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in the corresponding resolutions.
ii. Information from the electronic receipts submitted by the service provider at the time of the tariff study, for the last six closed months prior to the date of submission of the application or the opening of the tariff file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda regarding electronic receipts for tax purposes.
g. Maintenance of the management systems associated with recharging For the case of charger management systems and fleet management systems, the cost structure of the ordinary methodology includes a component to recognize the expenditures related to maintenance activities, which, depending on the business model under which the computer systems are commercialized, may include permanent use licenses (for an indefinite time) or licenses for a determined time, as well as support service for the use and access to system updates. Due to the particularities of each introduction of electric buses into the fleet, to determine the monthly maintenance value of the management systems associated with recharging, the following information sources will be used, according to this order of availability:
i. The most recent information available at the time of the tariff study from the regulatory accounting records submitted by the provider, in accordance with the detail and deadlines established in the corresponding resolutions.
ii. Information from the electronic receipts submitted by the service provider at the time of the tariff study, for the last six closed months prior to the date of submission of the application or the opening of the tariff file if it is an ex officio study. The documents provided must comply with the regulations established by the Ministerio de Hacienda regarding electronic receipts for tax purposes.
h. Adjustments to costs calculated based on the value of the bus In the current text of the ordinary methodology, there are several cost components that are calculated as a proportion of the value for tariff purposes of the entire authorized fleet. Given that these proportions were determined based on the values of diesel buses and that the values of electric buses are significantly higher, in order not to introduce distortions in the calculation of those cost components, it is necessary to include a rule in the ordinary methodology that applies in cases where there is at least one electric bus within the authorized fleet, such that the valuation of those electric buses is as if they were diesel buses.
The components of the cost structure in which the described rule needs to be applied correspond to: the depreciation and return on facilities, machinery, equipment, and furniture; spare parts and accessories; other expenses and return on capital invested in procurement.
i. Adjustments to bus maintenance costs: personnel and spare parts and accessories According to studies, technical reports, and references in general, there is a consensus that electric buses have a lower maintenance cost than diesel buses (see section 4.2.1.h). Additionally, given the type of components in electric buses, more specialized personnel are required for maintenance tasks, and in some cases, fewer personnel might be required compared to what would be used in the maintenance of diesel buses.
In the current text of the ordinary methodology, bus maintenance is considered in two separate components: on one hand, the cost of the labor that performs these tasks (called the mechanic salary cost) and on the other, the cost of the necessary inputs (called the cost of spare parts and accessories).
To consider the specialization required for electric bus maintenance personnel, the calculation of the salary cost considers the minimum salary equivalent to a worker in a specialized occupation (TOE for its acronym in Spanish, as used in the minimum wage decrees), which according to the administrative resolution N°4-95 of the Ministerio de Trabajo, "Application and classification of various existing occupations in the Private Sector within the Minimum Wage Decree"5, specialized workers perform tasks that have a high degree of mental or physical difficulty and require deep general knowledge about a specific subject, in addition to specific knowledge in an area of the same. To incorporate the above and also update the descriptions of the categories and acronyms used in the minimum wage decrees, this new type of salary, the new descriptions, and acronyms are added to the table titled "Type of worker according to occupation" in the text of the ordinary methodology.
Considering that the ordinary methodology must be capable of being applied for different percentages of electric bus introduction into the fleet (100% electric, 100% diesel, or a combination of both), it is necessary to adjust the text facilitating those three possible conditions __________ 5 Available at the address http://www.pgrweb.go.cr/scij/Busqueda/Normativa/Normas/nrm_texto_completo.aspx? aram1=NRT C&nValor1=1&nValor2=56265&nValor3=0&strTipM=TC .
In the calculation of the mechanic salary cost, an additional component is included to separate the cost of maintenance labor for diesel buses and electric buses. Given that in the ordinary methodology, the calculation of the mechanic salary cost is determined as the multiplication of the coefficient of mechanic need for a diesel bus (calculated from the accumulated mileage for the average age of the entire authorized fleet), the minimum salary, and the number of buses, the first component of the equation is adjusted to be multiplied by the number of diesel buses and the minimum salary of a worker in a qualified occupation (diesel bus mechanic). The second component corresponds to the multiplication of three elements: the coefficient of mechanic need for a diesel bus, the adjustment factor for savings in maintenance hours of an electric bus, the minimum salary of a worker in a specialized occupation (electric bus mechanic), and the number of electric buses.
Given the dispersion regarding the maintenance savings of an electric bus compared to a diesel one, and that in general the references used in the preparation do not distinguish between labor and spare parts and parts (see section 4.2.1.h), for the purposes of the ordinary methodology, the factor or coefficient of savings in maintenance hours of an electric bus compared to a diesel one will be 3%, since it corresponds to the highest value from the most recent study prepared for the country (see table 9). In the future, as electric buses are introduced and information is gathered, more information will be available to determine a new value for that coefficient. The text of the ordinary methodology enables the possibility that when another value is available, it can be changed, following the corresponding procedure in order to guarantee the participation of stakeholders, users, and other involved parties.
For the calculation of the cost of spare parts and accessories, an additional component is included to separate the cost of inputs for the maintenance of diesel and electric buses. In the ordinary methodology, the calculation of the cost of spare parts and accessories is determined as the multiplication of the coefficient of spare parts and accessories consumption for a diesel bus (calculated as a proportion of the value of diesel buses and the accumulated mileage for the average age of the entire authorized fleet) by the tariff value of the fleet. The first component of the equation is adjusted so that the calculation of the coefficient of spare parts and accessories consumption of a diesel bus is applied only to the value of the authorized units that use a diesel internal combustion engine (type 1 and 2 tariff calculation rules). The second component that is added corresponds to the multiplication of three elements: the coefficient of spare parts and accessories for a diesel bus, the adjustment factor or coefficient for savings in spare parts and accessories of an electric bus compared to a diesel one, and the tariff value of the electric buses calculated as if they were diesel units.
Given the dispersion regarding the maintenance savings of an electric bus compared to a diesel one, and that in general the references consulted for the preparation of this document do not distinguish between labor and spare parts and parts (see section 4.2.1.h), for the purposes of the ordinary methodology, the factor or coefficient of savings in spare parts and accessories of an electric bus compared to a diesel one, from table 8, only the references from the studies conducted for the case of Costa Rica are considered, and the reduction percentage value of 35% is used, as it corresponds to an intermediate point between the values presented in the most recent studies. In the future, as electric buses are introduced and information is gathered, more information will be available to determine the coefficient for savings in spare parts and accessories of an electric bus compared to a diesel one. The text of the ordinary methodology enables the possibility that when another value is available, it can be changed, following the corresponding procedure in order to guarantee the participation of stakeholders, users, and other involved parties.
j. Adjustment to the cost of diesel and electric energy consumption One of the main necessary changes in the ordinary tariff calculation methodology when introducing electric buses is the type and cost of the energy to power the motors that propel the unit. Considering that the ordinary methodology must be capable of being applied for different percentages of electric bus introduction into the fleet (100% electric, 100% diesel, or a combination of both), it is necessary to adjust the text facilitating those three possible conditions.
To address the above, the existing section on fuel consumption cost is adjusted, to separate it into two components: one for the diesel consumption cost (existing) and a new one for the electric energy consumption cost. Taking into account that in general, transport units are authorized by the CTP for a set of branches or routes and not for use on a particular branch or route exclusively, which makes it impossible to know the number of kilometers traveled by each bus, it is necessary to include a rule to distribute the mileage traveled on the route set according to the unit's technology.
In the case of the diesel consumption cost, a factor is included in the equation that multiplies the existing formulation by the quotient between the number of diesel buses and the total number of buses authorized for the route set. This factor takes the value of zero when there are no diesel buses, such that the value of the corresponding cost is zero, which is consistent with not incurring that cost when 100% of the fleet is electrified.
In the case of the second component, a formulation similar to that of diesel is added, where a coefficient of electric energy consumption (in kilowatt-hours) per kilometer traveled is multiplied by the number of kilometers traveled on the route set, adjusted by an adjustment factor for unproductive mileage, the price of electric energy (in colones per kilowatt-hour), and another factor associated with the number of electric buses authorized within the fleet of the route set. This last factor takes the value of zero when there are only diesel buses, such that the value of the corresponding cost is zero, which is consistent with not incurring that cost when 100% of the fleet is diesel.
Regarding the price of electric energy, it is important to note that at the time of preparing this document, the Intendencia de Energía, given that electric buses have not been implemented in fleets and in compliance with the provisions of the Plan Nacional de Transporte Eléctrico, with the available information, set a promotional tariff for the recharging of electric buses at depots for regular routes, of the single-rate type considering only energy (there is no explicit amount for power consumption). According to what is established by the Intendencia de Energía, that tariff will be reviewed and adjusted in the future based on statistical information on the corresponding technical and operational conditions, as electric buses are incorporated, without ruling out the future use of time-of-use tariffs or other alternatives, in order to generate signals for the optimal use of electric energy and infrastructure (resolution RE-0021-IE-2023 of March 6, 2023, published in Alcance N°38 to La Gaceta N°44 of March 9, 2023). In the event that in the future the structure of the electric energy tariffs for recharging battery electric buses at the depot is modified, a review and modification of the ordinary methodology for the paid passenger transport service, bus mode, must be carried out, in order to adjust it to the new tariff structure.
Regarding the coefficient of electric energy consumption, as indicated in section 4.2.1.g, there are various techniques to determine it. In the national context, there are results from simulations with computer models and pilot tests for the purposes of this ordinary methodology. Although pilot tests offer a more precise approximation to real consumption under operating conditions, in the case of the national context, many of these tests were carried out during a period in which mobility was influenced by the sanitary measures implemented during the COVID-19 pandemic. For this reason, the results obtained are conditioned to those circumstances and might not be completely representative of a usual mobility scenario. Therefore, it is necessary to complement other sources of information; considering that the coefficient of energy consumption in several cities in the region is above the value of 1.0 kWh/km (see figure 5), a value of 1.00 kWh/km is selected as the energy consumption coefficient value to use in the ordinary methodology, a value that is consistent with that used in the most recent study carried out for the national context (Zarama V. & others, 2024). The above, on the understanding that as new pilot plans are carried out or more electric buses are introduced into fleets, more information will be available to refine the value of that coefficient, enabling the possibility within the text of the ordinary methodology that when another value is available, it can be incorporated following the corresponding procedure in order to guarantee the participation of stakeholders, users, and other involved parties.
In the case of electric buses, although the references consulted indicate that there may be differences in energy consumption according to operating conditions, such as the use of air conditioning, number of passengers, slope of the route, etc., no reference is made to adjustments in consumption due to rolling surface conditions; this adjustment factor will not be included until there is information in the national context to consider it.
k. Adjustments to other operating costs of diesel buses As indicated in section 4.2.1.h, in electric buses, by eliminating the combustion engine, the number of moving parts subject to high wear and friction is reduced, meaning lubricating oil or filter changes are not required. Additionally, considering that the ordinary methodology must be capable of being applied for different percentages of electric bus introduction into the fleet (100% electric, 100% diesel, or a combination of both), as well as that in general, transport units are authorized by the CTP for a set of branches or routes and not for use on a particular branch or route exclusively, making it impossible to know the number of kilometers of each bus, a rule is included to distribute the mileage traveled on the route set according to the unit's technology.
In the equations for the cost of engine oil consumption, gearbox oil, differential oil, grease, fuel filters, and hydraulic oil, a factor is included that multiplies the existing formulation by the quotient between the number of diesel buses over the total number of buses authorized for the route set. This factor takes the value of zero when there are no diesel buses, such that the value of the corresponding cost is zero, which is consistent with not incurring that cost when 100% of the fleet is electrified.
Regarding the cost of tire consumption, according to the references consulted, greater wear could occur because electric buses are heavier (mainly due to the batteries), which could shorten their useful life (travel fewer kilometers) and therefore increase the cost. To consider the change in tire consumption, the cost equation is adjusted by separating consumption for diesel and electric buses, introducing a tire change frequency differentiated by bus technology type, and multiplying each component by the corresponding factor to assign the kilometers traveled according to the percentage of electric bus introduction into the fleet. As indicated, there could be greater tire consumption in electric buses according to some references; given that at the moment there is no information for the country's conditions, in the adjustment of the tire consumption cost for these buses, the same change frequency for a new tire of an urban bus is used, until specific information for the national context is available.
Regarding the cost of batteries, despite electric buses including batteries as an energy source to propel the motors, lead-acid batteries, for example, continue to be necessary in electric buses for the initial start-up of the unit. Furthermore, for safety reasons, traditional batteries operate at a voltage of 12 V or 24 V, while in the other batteries the voltage is higher, potentially putting people at risk if proper protocols are not followed during charging and maintenance activities. Based on the foregoing, it is not necessary to make any type of adjustment to the cost of lead-acid battery consumption.
In electric buses, even though there is the capacity to harness energy from the braking process (regenerative braking) to store it in the batteries that power the electric motors, electric units require brake fluid; hence, it is not necessary to adjust the cost of brake fluid consumption.
When including the recognition of costs necessary for the operation of electric buses, it is required that such costs contain the payment for commissions associated with the electronic payment system, for which the corresponding equation is adjusted, explicitly incorporating the maintenance costs of the recharging equipment and associated management systems, as well as the maintenance cost of the electrical and electromechanical infrastructure for recharging electric buses. It is clarified that the other costs necessary for the operation of electric buses included in this document are part of other equations, so it is not necessary to adjust other equations.
Finally, in order to maintain the integrity and continuity of the ordinary methodology document, it is necessary to adjust the numbering of sections, tables, and equations once all the previously indicated elements are incorporated.
By way of illustration, the following figure summarizes the components that are incorporated into the text of the current ordinary methodology, those that are adjusted, as well as their categorization as investment or operation, and their classification as fixed cost, variable cost, or profitability as defined in the methodology.
Figure 6. Components included in the partial modification to the ordinary methodology 4.2.3. On the determination of the tariff values of the units Based on what is indicated in section 4.1.5, it is necessary to modify section 4.9.2 of the current tariff methodology so that the taxable value (valor tributario) of new buses entering the country after October 4, 2023 (entry into force of Ley N°10390) reflects market values, for which the following components are added according to the regulations and procedures previously used by the Ministry of Finance in determining the values of the units:
For diesel and hybrid (diesel-electric) buses of 45 passengers or more:
- a)Import Tariff Duties (Derechos Arancelarios de Importación, DAI) on goods: 5% expressed in ad-valorem terms (article 17 of Ley N°6986 "Convenio sobre el Régimen Arancelario y Aduanero Centroamericano" and article 11 of Ley N°7293 "Ley Reguladora de Exoneraciones Vigentes, Derogatorias y Excepciones").
- b)Value Added Tax (Impuesto al valor agregado, IVA): 13% (article 10 of Ley N° 6826 "Ley de Impuesto al Valor Agregado (IVA)").
For electric buses of 45 passengers:
- a)Import Tariff Duties (Derechos Arancelarios de Importación, DAI) on goods: 5% expressed in ad-valorem terms (article 17 of Ley N°6986 "Convenio sobre el Régimen Arancelario y Aduanero Centroamericano" and article 11 of Ley N°7293 "Ley Reguladora de Exoneraciones Vigentes, Derogatorias y Excepciones").
- b)Value Added Tax (Impuesto al valor agregado, IVA): gradual exemption percentage on the current rate of 13% according to Ley N°9518. (article 10 of Ley N°6826 "Ley de Impuesto al Valor Agregado (IVA)" and article 9 of Ley N°9518 "Incentivos y promoción para el transporte eléctrico").
In any case, and to maintain consistency with the procedure for determining the tariff value of the units, it must be considered that, according to the procedure established by the Ministry of Finance and previously used (https://www.hacienda.go.cr/docs/INSTRUCTIVO_CALCULO_OBLIGACION_TRIBUTARIA.pdf), the taxable value (valor tributario) used for the calculation of the Value Added Tax (IVA) included an estimated dealer's profit margin of 25%6 on the value obtained after applying all taxes. This additional percentage must be included in the taxable value, in order to reflect the market value used by the Ministry of Finance, being added in the same way to guarantee coherence in the determination of the values of the units.
4.2.4. On the public consultation for updating some values or coefficients within the methodology Based on what is indicated in section 4.1.5, it is required to adjust the text of the current methodology to eliminate the reference to article 361 of the Ley General de la Administración Pública, replacing it with the following text "(.) must be previously submitted to the public consultation procedure (consulta pública) with a period of 10 business days.", in sections 4.4.1.b, 4.4.1.d, 4.4.2, 4.4.2.b, 4.4.3, 4.4.6, 4.4.10, 4.5.6, 4.5.10, 4.6.1.b, 4.6.2.a.ii, 4.6.2.b, 4.6.2.c, 4.6.2.d, 4.6.2.e, 4.6.3, 4.11.1, 4.11.2,4.13.2.b.
____________ 6 The estimated profit margin percentage for the dealer was established at the time in Decreto Ejecutivo 29265-H, published in La Gaceta N°27 of February 7, 2001. Said percentage was used by the Ministry of Finance in determining the taxable value before the entry into force of Ley N°10390.
4.2.5. On the adjustments to the proposal derived from the public hearing process Based on the observations received during the public hearing process, it is recognized that, since electromobility is a new technology in the country and constantly evolving, the initially proposed five-year period for updating the technical coefficients is too extensive for the initial adoption stage. A less frequent review could generate mismatches between the parameters contained in the methodology and the operational reality, affecting the economic balance of the service.
For this reason, and in order to keep the methodology updated based on the experience and data collected at the national level, the recommendation to adjust the periodicity of the reviews for certain key components was accepted. Consequently, for the technical coefficients associated with batteries, chargers, management systems associated with recharging, electrical and electromechanical recharging infrastructure, electric energy consumption, and tire performance of electric buses, it is established that the review and update will be carried out at least once a year during the first five years of validity of the resolution establishing this partial modification. Starting from the sixth year, the review will be conducted at least once every five years. This dynamic approach will allow the regulation to adapt to the technological and operational reality of the country.
Additionally, and in order to provide flexibility to the methodology in the face of possible changes in the structure of the electricity tariff, the definition of the variable representing the tariff for the electric energy supply associated with and dedicated to recharging centers at the depot for electric buses (T-BE) is adjusted to contemplate future charges.
Finally, in order to ensure that the recognized value of goods and services reflects their real cost, the definition of secondary information sources is adjusted and expanded. In point 2 of section 4.11.6 of the proposal, the concept of "electronic vouchers (invoices)" (comprobantes electrónicos (facturas)) is expanded to expressly include documents such as: vouchers for the acquisition of goods and contracting of services, both nationally and internationally; Unique Customs Declarations (Declaraciones Únicas Aduaneras, DUA); vouchers for the importation and nationalization of goods; and other documents that certify the real cost of the goods or services. Furthermore, the reference to "invoices" included in parentheses in the expression "electronic vouchers (invoices)" is eliminated throughout the text.
(.)"
XVI.That by means of official letter OF-0372-DGDR-2025 of November 6, 2025, the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" cited in technical reports IN-0057-DGDR-2025 and IN-0058-DGDR-2025 both of October 2, 2025, and justified the reasons and the pertinence of said adjustment, as well as its final wording.
Said justification, in its relevant parts, is as follows:
"(.)
In response to the reference official letter, through which the Dirección General de Asesoría Jurídica y Regulatoria (DGAJR) inquires about the reasons and pertinence of the adjustments made to the description of the variable TBE, "Tarifa del suministro de energía eléctrica" cited in technical reports IN-0057-DGDR-2025 and IN-0058-DGDR-2025 both of October 2, 2025, the Dirección General de Desarrollo de la Regulación (DGDR) proceeds to indicate the following:
1. Reasons and pertinence of the adjustments in the description of TBE The adjustment to the description of the variable TBE included in the cited reports was made in response to the position presented by the Asociación Cámara Nacional de Transportes (Canatrans), presented at the public hearing for the proposal, visible at folio 3350.
Canatrans argued that the original definition of the variable TBE (limited to colones per kWh) was simple (monomic) and did not consider possible future variations in that electricity tariff. It requested that the definition allow sufficient flexibility to include potential additional charges that the Intendencia de Energía (IE), as the competent body for setting tariffs in the electricity sector, could establish, mentioning some examples such as load factors, power charges, or tariffs associated with distributed energy resources.
This Directorate considered it pertinent to address the request for the following reasons:
a. The current TBE tariff is promotional in nature, and its charge is based on the energy consumed.
b. The IE has indicated in the resolutions where the TBE tariff was set that it will be reviewed and adjusted as electric buses are incorporated and more statistical information is obtained, without ruling out options such as time-of-use tariffs or other alternatives.
c. According to the Reglamento Interno de Organización y Funciones de la Autoridad Reguladora de los Servicios Públicos y su Órgano desconcentrado (RIOF), the IE is responsible for setting tariffs for the public services of energy supply and commercialization, applying the models approved by the Board of Directors. Therefore, the adjustment seeks to allow the methodology for paid transportation of persons by bus (RJD-035-2016 and its reforms) to adapt to future decisions of the IE (following due process) without requiring new reforms or modifications.
2. Clarification on the specific phrase According to official letter OF-0045-DGAJR-2025, the inquiry focuses on the following phrase included in the adjusted description of the variable TBE: "(.) as well as any other future charge associated with the electricity supply, without being limited to: power charges, network use, or other specific charges.
(...)".
It is clarified that the inclusion of that phrase was not intended to define a new technical rule nor to establish the structure of that electricity tariff. The cited examples only sought to reflect the flexibility requested by Canatrans in its position.
This Directorate General considers that the elimination of said phrase does not compromise the objective of the adjustment, which is to signal flexibility, as proposed by Canatrans.
3. Adjustments in reports IN-0057-DGDR-2025 and IN-0058-DGDR-2025 It is requested that this official letter serve as a clarification and support for the adjustment in technical reports IN-0057-DGDR-2025 and IN-0058-DGDR-2025. The final wording of the variable TBE must be adjusted in both documents so that the documents integrally do not include the mentioned phrase, as indicated below:
"(.)
TBE = Tariff for the electric energy supply associated with and dedicated to recharging centers at the depot for electric buses in colones per kWh or that which is determined by the Intendencia de Energía for electric energy distribution and commercialization companies. For purposes of determining the tariff for the electric energy supply associated with and dedicated to recharging centers at the depot for electric buses or its equivalent, the value set by Aresep that is in force on the day of the public hearing for the respective tariff study shall be used.
(.)" The description of the variable TBE is found in:
a. Page 42 of technical report IN-0057-DGDR-2025, section "4.4.4. On the cost of electric energy consumption".
b. Page 116 of technical report IN-0058-DGDR-2025, of item XXIII, section "5.1. On the formulation for the recognition of costs associated with the incorporation of electric buses and others".
This adjustment maintains the objective of reflecting flexibility, addresses what was requested by Canatrans, and recognizes that said determination falls upon the Intendencia de Energía.
(...)"
XVII.That the responses to the positions presented at the virtual public hearing, held on July 28, 2025, are based on report IN-0057-DGDR-2025, of October 2, 2025, as well as official letter OF-0372-DGDR-2025, of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording.
XVIII.That based on the resultandos and considerandos that precede, it is appropriate to 1- Issue the partial modification to the "Metodología para la Fijación Ordinaria de Tarifas para el Servicio de Transporte Remunerado de Personas, Modalidad Autobús", established in resolution RJD-035-2016 of sixteen hours on February twenty-fifth, two thousand sixteen, and its reforms, related to the formulation for the recognition of costs associated with the incorporation of battery electric buses. 2- Consider as a response to the positions presented at the virtual public hearing, held on July 28, 2025, what is indicated in report IN-0057-DGDR-2025, of October 2, 2025, as well as official letter OF-0372-DGDR-2025, of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording, and to thank for the valuable participation in this process. 3- Instruct the Secretaría de la Junta Directiva of Aresep, in accordance with the responsibilities and functions assigned in the Reglamento Interno de Organización y Funciones of Aresep and its órgano desconcentrado (RIOF), to proceed to publish this resolution in the official gazette La Gaceta, in accordance with the provisions of article 23.2 subsections c) and d) of the Reglamento de Sesiones de la Junta Directiva of Aresep.
4- Instruct the Secretaría de Junta Directiva of Aresep to proceed to notify the Consejo de Transporte Público, the Consejero del Usuario, Mr. Mario Roberto Durán Ortiz, and the Asociación Cámara Nacional de Transporte de Costa Rica, and the technical response report to the positions presented (IN-0057-DGDR-2025) as well as official letter OF-0372-DGDR-2025, of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording, and this resolution, in a single act. 5- Communicate this resolution to the Dirección General de Desarrollo de la Regulación, the Dirección General de Atención al Usuario, the Intendencia de Transporte, the Intendencia de Energía, the Dirección de Relaciones Institucionales, and the Ministerio de Obras Públicas y Transportes, for whatever may correspond. 6- Instruct the Dirección General de Desarrollo de la Regulación to proceed with the consolidation of the "Metodología para fijación ordinaria de tarifas para el servicio remunerado de personas, modalidad autobús", established in resolution RJD-035-2016 of sixteen hours on February twenty-fifth, two thousand sixteen, and its reforms, once this partial modification is in force, which must be forwarded to the Dirección de Relaciones Institucionales to proceed with dissemination on the institutional website.
XIX.That in extraordinary session 91-2025, held on November 14, 2025, ratified on November 21, 2025, the Junta Directiva of the Autoridad Reguladora de los Servicios Públicos, based on technical reports IN-0057-DGDR-2025 and IN-0058-DGDR-2025, both of October 2, 2025, prepared by the Task Force, submitted by the Dirección General de Desarrollo de la Regulación through official letter OF-0336-DGDR-2025, of October 2, 2025, as well as official letter OF-0372-DGDR-2025 of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording, and OF-0047-DGAJR-2025 of November 12, 2025, from the Dirección General de Asesoría Jurídica y Regulatoria, agrees to issue this resolution as ordered.
Based on the powers conferred in the Ley de la Autoridad Reguladora de los Servicios Públicos (Ley 7593), in Decreto Ejecutivo 29732-MP "Reglamento a la Ley 7593", and in the "Reglamento Interno de Organización y Funciones de la Autoridad Reguladora de los Servicios Públicos y su Órgano Desconcentrado" (RIOF); the following is ordered:
LA JUNTA DIRECTIVA DE LA AUTORIDAD REGULADORA DE LOS SERVICIOS PÚBLICOS
I.Issue the partial modification to the "Metodología para la fijación ordinaria de tarifas para el servicio de transporte remunerado de personas, modalidad autobús", resolution RJD-035-2016 of sixteen hours on February twenty-fifth, two thousand sixteen, and its reforms, related to the formulation for the recognition of costs associated with the incorporation of battery electric buses, in accordance with the following:
"(.)
I.In section "4.2 Aplicación de reglas para el cálculo tarifario", modify the text of the subtitle "Reglas de aplicación" by adding the reference to type 3 rules so that it reads as follows, being clear that the cutoff date referred to by type 1 and type 2 rules is that derived from resolution RJD-035-2016:
"(...)
Reglas de aplicación:
II.In the description of the variable representing the total number of units in the authorized fleet of route "r", (Fr), of equations 9, 12, 13, 14, 22, 23, 24, 25, 26, 40, 47, 51, 64, 71, 73, and 74, add the reference to the type 3 calculation rule, so that it reads as follows:
"(.)
Fr = Total number of units of the authorized fleet of route "r".
This includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 recognized in the tariff calculation.
(.)"
III.In the description of the variable representing the total number of units of the authorized fleet of route "r" that have the validation equipment installed, (Fre), of equations 10, 36, 37, 38, 39, and 68, add the reference to the type 3 calculation rule, so that it reads as follows:
"(.)
Fre = Total number of units of the authorized fleet of route "r" that have the validation equipment installed. Includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 considered in the tariff calculation and that have the validation equipment installed.
(.)"
IV.In the reference to the public consultation procedure (consulta pública) for updating some coefficients, categorizations, values, relationships, calculations, or results, included in sections 4.4.1.b, 4.4.1.d, 4.4.2, 4.4.2.b, 4.4.3, 4.4.6, 4.4.10, 4.5.6, 4.5.10, 4.6.1.b, 4.6.2.a.ii, 4.6.2.b, 4.6.2.c, 4.6.2.d, 4.6.2.e, 4.6.3, 4.11.1, 4.11.2,4.13.2.b, adjust the text of the phrase that refers to article 361 of the Ley General de la Administración Pública, so that it reads as follows:
"(.)
must be previously submitted to the public consultation procedure (consulta pública) with a period of 10 business days.
(.)"
V.In section "4.4. Costos fijos", add two components in equation 3 and the description of their variables so that it reads as follows:
"(.)
Where:
"(.)
GMCSr = Monthly maintenance expense for the recharging equipment for electric buses and associated management systems for route "r".
GMICr = Monthly maintenance expense for the electrical and electromechanical infrastructure for recharging electric buses for route "r".
(.)"
VI.In section "4.4.1 Costos por depreciación de activos fijos", modify the text of the first paragraph and add three components in equation 4 and the description of their variables so that it reads as follows:
"(.)
The monthly depreciation costs of fixed assets (CDAFr) are composed of the depreciation suffered by the motor vehicles that make up the fleet used (buses propelled by diesel and/or electric motors), the depreciation of installations, machinery, equipment, and furniture, the depreciation of the automated passenger counting system, the depreciation of the validation equipment required for the electronic payment system, the depreciation of the battery of electric buses, the depreciation of recharging equipment for electric buses and associated management systems, and the depreciation of electrical and electromechanical infrastructure for recharging electric buses, according to the following equation:
Where:
"(.)
CDBr = Monthly depreciation cost of the batteries of electric buses on route "r". The procedure for obtaining this cost is detailed in section 4.4.1.e.
CDSCr = Monthly depreciation cost of the recharging equipment for electric buses and associated recharge management systems for route "r". The procedure for obtaining this cost is detailed in section 4.4.1.f.
CDICr = Monthly depreciation cost of the electrical and electromechanical infrastructure for the operation of battery chargers for vehicles with type 3 tariff calculation rules on route "r". The procedure for obtaining this cost is detailed in section 4.4.1.g.
(.)"
VII.In section "4.4.1.a Costo de depreciación de la flota", modify the text of the first paragraph to add the reference to tariff calculation rule 3 so that it reads as follows:
"(.)
The monthly depreciation of the fleet (CDFr) is obtained by estimating the total annual depreciation amount of the authorized fleet and converting it into a monthly fee, which allows distributing the depreciation over its useful life, in order to permit its replacement. This calculation includes the depreciation obtained through the depreciation calculations of the vehicles when tariff calculation rules 1, 2, and 3 are applied. The inclusion of the depreciation cost allows the service provider to be recognized for the wear and tear of the invested capital as a consequence of its use, aging, or obsolescence.
(.)"
VIII.In section "4.4.1.a Costo de depreciación de la flota", in subsection "ii. Para los vehículos con reglas de cálculo tarifario tipo 2", modify the second paragraph to read as follows:
"(.)
It is important to emphasize that, at the time of processing this methodology, the maximum authorized age for the circulation of transport units on regular routes has been established at 15 years, according to that indicated in article 46 bis of Ley N° 7600 and its reforms "Ley igualdad de oportunidades para las personas con Discapacidad" and in article 2 of Decreto N°29743-MOPT, "Reglamento de vida máxima autorizada para las unidades de transporte colectivo remunerado de personas y servicios especiales" (published in La Gaceta No 169 of September 5, 2001). For regulatory purposes, said maximum usable age may be modified in accordance with the provisions established in changes introduced in binding regulations.
(...)"
IX.In section "4.4.1.a Costo de depreciación de la flota", add a subsection "iii. Para los vehículos con reglas de cálculo tarifario tipo 3", after subsection "ii. Para los vehículos con reglas de cálculo tarifario tipo 2" to read as follows:
"(.)
iii. For vehicles with tariff calculation rules type 3 The units of this calculation rule will correspond to buses that use an electric motor as a means of propulsion powered by batteries; for them, the depreciation method shall be of the linear type, where 100% of the value of the unit shall be recognized over the 15-year useful life of the asset. The depreciation factors for each age of the type 3 units that make up the authorized fleet are specified in Cuadro 4.
Cuadro 4. Annual fleet depreciation factors by unit age for vehicles with tariff calculation rules type 3
| Age of the public transport unit (years) | Annual depreciation factor 𝒇𝒅𝒇𝜺 𝒃 |
|---|
| 0 | 0.06250 |
| 1 | 0.06250 |
| 2 | 0.06250 |
| 3 | 0.06250 |
| 4 | 0.06250 |
| 5 | 0.06250 |
| Age of the public transport unit (years) | Annual depreciation factor 𝒇𝒅𝒇𝜺 𝒃 |
| 6 | 0.06250 |
| 7 | 0.06250 |
| 8 | 0.06250 |
| 9 | 0.06250 |
| 10 | 0.06250 |
| 11 | 0.06250 |
| 12 | 0.06250 |
| 13 | 0.06250 |
| 14 | 0.06250 |
| 15 | 0.06250 |
| 16 or more | 0.00000 |
Source: Own elaboration.
The monthly depreciation cost for this type of unit is given by the following equation:
Where:
𝑪𝑫𝑭𝒓𝜺= Monthly depreciation cost of the authorized fleet on route "r" of the unit group 𝜺. This item will be expressed in colones.
𝒇𝒅𝒇𝒃 𝜺= Annual depreciation factor of the units that make up the authorized fleet for age "b" of the unit group "E". The annual depreciation factors of the units that make up the authorized fleet according to age "b" shall be obtained from Cuadro 4 as appropriate.
𝑽𝑻𝑨𝑵𝜺𝒃𝒓= Tariff value of the fleet without tires and without electric battery for the paid transportation of persons by bus units of age "b" of the authorized fleet on route "r", of the unit group "?". The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
𝜺 = Group of vehicles with tariff calculation rules type 3.
b = Age of the unit obtained from the year of manufacture.
r = Route for paid transportation of persons.
(.)"
X.In section "4.4.1.a Costo de depreciación de la flota", modify the text of the last paragraph referring to the total monthly depreciation cost, to add what corresponds to the depreciation cost of the fleet for calculation rule type 3, adjusting the respective equation and its variables, so that it reads as follows:
"(.)" The total monthly depreciation cost shall be the sum of the vehicles with tariff calculation rules type 1 plus the vehicles with tariff calculation rules type 2 and the vehicles with tariff calculation rules type 3 that are registered in the authorized fleet, combining equation 5, 6, and 7 above, as indicated in the following equation.
Where:
(...)
𝑪𝑫𝑭𝜺𝒓= Monthly depreciation cost of the authorized fleet on route "r" of the unit group "?". This item will be expressed in colones. (See equation 7) (.)
𝜺 = Group of vehicles with tariff calculation rules type 3.
(.)"
XI.In section "4.4.1.b Costo de depreciación de las instalaciones, maquinaria, equipo y mobiliario", modify the text of the first two paragraphs to add what corresponds to the calculation rule type 3, adding an additional component to the respective equation and the description of its variables, so that it reads as follows:
"(.)
The monthly depreciation of facilities, machinery, equipment, and furniture (CDMEIr) is estimated as a proportion of the sum of the tariff values of the remunerated passenger transportation units in bus mode with tariff calculation rules type 1, type 2, and type 3, that make up the authorized fleet of the route. This component excludes the depreciation and amortization costs of investments in assets associated with electric bus recharging infrastructure, which are included in other sections. The estimation of this value takes into account the number of units, the tariff values according to age obtained from the year of manufacture, and the type of vehicle used on the route with the different rules that apply to the tariff base as defined in Table 1.
The monthly depreciation cost of facilities, machinery, equipment, and furniture is finally estimated by multiplying the tariff values of both vehicle groups with tariff calculation rules type 1, type 2, and type 3 by the monthly depreciation coefficient for machinery, equipment, and facilities, which is expressed jointly according to the following equation:
Where:
(.)
𝑽𝑻𝑨𝑭𝑫𝜺𝒓 = Tariff value of the fleet for the remunerated passenger transportation units in bus mode used on route "r", for the set of units "?" valued as if they were units powered by diesel engines. The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
(.)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(...)"
XII.In section "4.4.1 Depreciation cost of fixed assets", add a section "e. Depreciation cost of electric bus batteries", after section "d. Depreciation cost of the validation equipment required for the automated electronic payment system" so that it reads as follows:
"(.)
e. Depreciation cost of electric bus batteries The depreciation of electric bus batteries (CDBr) is obtained by estimating the total annual depreciation amount of the electric bus batteries and forming it into a monthly installment, which allows distributing the depreciation over its useful life, in order to allow its replacement. The depreciation cost recognizes the wear and tear on the capital invested by the service provider as a consequence of its use, aging, or obsolescence.
The electric bus batteries, in accordance with the provisions established by the Board of Directors of the Public Transport Council, must be free from defects for a period of seven years, which must be guaranteed by the manufacturer to the operator and this, in turn, to the Council.
The depreciation method for this asset is the straight-line method, considering that the asset suffers equal and constant wear and tear over time, throughout its useful life. No salvage value is considered for the electric bus batteries at the end of that useful life. Table 9 shows the annual depreciation factor and the useful life for electric bus batteries:
Table 9. Annual depreciation factor and useful life of the battery for vehicles with tariff calculation rules type 3
| Annual depreciation factor fdb | Useful life (years) |
|---|
| 0.1429 | 7 |
To obtain the monthly depreciation of the electric bus battery, the annual depreciation factor is multiplied by the value of said asset and divided by twelve, to express it on a monthly basis, which is reflected by the equation:
Where:
CDBr = Monthly depreciation cost of the electric bus batteries on route "r". This item will be expressed in colones. It will apply to vehicles with tariff calculation rules type 3.
fdb = Annual depreciation factor of the battery for vehicles in the set of units "?". This factor is detailed in Table 9.
VTBr = Tariff value of the batteries for the authorized fleet on route "r" for the set of units "𝜺". This item will be expressed in colones. The value of the batteries is determined as indicated in section 4.11.6 of this methodology.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
r = Remunerated passenger transportation route.
The calculation procedure for depreciation, useful life, and salvage value of the electric bus battery and its corresponding annual depreciation factors will be subject to variation according to technical studies carried out, contracted, or endorsed by the Aresep. These review and update studies shall be conducted at least once a year during the first five years, counted from the effective date of the resolution that incorporates what is indicated in section 4.4.1.e into the methodology. Starting from the sixth year, the review and update studies shall be conducted at least once every five years. The update of the values in Table 9 must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values allows for the periodic review of the methodology so that changes in the financial environment are incorporated, as well as the technological and legal changes relevant to the service object of this methodology. Cases of inclusion, elimination, and variation in the rules contained for the definition of the calculation procedure for depreciation, useful life, and salvage value, must be previously submitted to the public hearing process provided for in Article 36 of Law N°7593.
(.)"
XIII.In section "4.4.1 Depreciation cost of fixed assets", add a section "f. Depreciation cost of electric bus recharging equipment and associated management systems", after section "e. Depreciation cost of electric bus batteries" so that it reads as follows:
"(.)
f. Depreciation cost of electric bus recharging equipment and associated management systems The depreciation of electric bus battery recharging equipment and associated management systems (CDCSr) is obtained by estimating the total annual depreciation amount of the electric bus chargers and the computer systems for the proper management of battery charging (charger management and fleet management) and forming it into a monthly installment, which allows distributing the depreciation over its useful life, in order to allow its replacement. The depreciation cost recognizes the wear and tear on the capital invested by the service provider as a consequence of its use, aging, or obsolescence.
The electric bus battery recharging equipment and associated management systems, in accordance with the provisions established by the Board of Directors of the Public Transport Council, must be configured to interconnect with the onboard battery management systems and the locking systems to automatically apply an appropriate charging protocol for the battery's state of charge, in accordance with the practices recommended by the battery manufacturer.
The depreciation method for these assets is the straight-line method, considering that the assets suffer equal and constant wear and tear over time, throughout their useful life. No salvage value is considered for the electric bus battery recharging equipment and associated management systems at the end of their useful life. Table 10 shows the annual depreciation factors and useful lives for the bus battery chargers and the battery charging management system:
Table 10. Annual depreciation factors and useful lives for recharging equipment and associated management systems for vehicles with tariff calculation rules type 3
| Asset type | Annual depreciation factor variable | Annual depreciation factor value | Useful life (years) |
|---|
| Chargers | fdc | 0.0667 | 15 |
| Charger management system | fdsgc | 0.1250 | 8 |
| Fleet management system | fdsgf | 0.1250 | 8 |
To obtain the monthly depreciation of the electric bus battery recharging equipment and associated management systems (charger and fleet), the annual depreciation factor is multiplied by the value of each asset and divided by twelve, to express it on a monthly basis, which is reflected by the equation:
Where:
CDCSr = Monthly depreciation cost of the electric bus recharging equipment and associated recharge management systems for route "r". This item will be expressed in colones. It will apply to vehicles with tariff calculation rules type 3.
fdc = Annual depreciation factor of the recharging equipment for vehicles in the set of units "𝜺". This factor is detailed in Table 10.
VCr = Tariff value of the recharging equipment for vehicles in the set of units "?" on route "r". This item will be expressed in colones. The value of the recharging equipment is determined as indicated in section 4.11.6 of this methodology.
fcfer = Number of vehicles in the set of units "?" that the recharging equipment can serve simultaneously. The number of vehicles in the set of units "?" that the recharging equipment can serve simultaneously is determined as indicated in section 4.11.6 of this methodology.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
fdsgc = Annual depreciation factor of the charger management system for route "r" for the set of units "?". This factor is detailed in Table 10.
VSGCr = Tariff value of the charger management system for route "r" for the set of units "𝜺". This item will be expressed in colones. The value of the charger management systems is determined as indicated in section 4.11.6 of this methodology.
fdsgf = Annual depreciation factor of the fleet management system for route "r" for the set of units "𝜺". This factor is detailed in Table 10.
VSGFr = Tariff value of the fleet management system for route "r" for the set of units "?". This item will be expressed in colones. The value of the fleet management systems is determined as indicated in section 4.11.6 of this methodology.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Remunerated passenger transportation route.
The result of the quotient between FEr and fcfer, if it does not correspond to an integer value, must be rounded up to the nearest higher integer, in order to have the required number of chargers for route "r".
The calculation procedure for depreciation, useful life, and salvage value of the electric bus recharging equipment and recharge management systems (charger management and fleet management), as well as their corresponding annual depreciation factors, will be subject to variation according to technical studies carried out, contracted, or endorsed by the Aresep. These review and update studies shall be conducted at least once a year during the first five years, counted from the effective date of the resolution that incorporates what is indicated in section 4.4.1.f into the methodology. Starting from the sixth year, the review and update studies shall be conducted at least once every five years. The update of the values in Table 10 must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values allows for the periodic review of the methodology so that changes in the financial environment are incorporated, as well as the technological and legal changes relevant to the service object of this methodology. Cases of inclusion, elimination, and variation in the rules contained for the definition of the calculation procedure for depreciation, useful life, salvage value, and annual depreciation factors must be previously submitted to the public hearing process provided for in Article 36 of Law N°7593.
(.)"
XIV.In section "4.4.1 Depreciation cost of fixed assets", add a section "g. Depreciation cost of electrical and electromechanical infrastructure for electric bus recharging", after section "f. Depreciation cost of electric bus recharging equipment and associated management systems" so that it reads as follows:
"(.)
g. Depreciation cost of electrical and electromechanical infrastructure for electric bus recharging The depreciation of electrical and electromechanical infrastructure for electric bus recharging (CDICr) is obtained by estimating the total annual depreciation amount of the electrical and electromechanical facilities necessary for the operation of the electric bus battery chargers and forming it into a monthly installment, which allows distributing the depreciation over its useful life, in order to allow its replacement. The depreciation cost recognizes the wear and tear on the capital invested by the service provider as a consequence of its use, aging, or obsolescence.
The electrical facilities for the operation of the electric bus chargers, in accordance with the provisions established by the Board of Directors of the Public Transport Council, must be able to connect to a three-phase electrical power supply with a nominal voltage in accordance with the official voltages in the country typified in the standard "Supervision of the quality of the electrical supply in low and medium voltage" (AR-NT-SUCAL).
The depreciation method for these asset groups is the straight-line method, considering that the assets suffer equal and constant wear and tear over time, throughout their useful life. No salvage value is considered for the electrical and electromechanical facilities for the operation of the electric bus battery chargers at the end of their useful life. Table 11 shows the annual depreciation factors and useful lives for the electrical and electromechanical facilities for the operation of the electric bus battery chargers:
Table 11. Annual depreciation factors and useful lives for electrical and electromechanical facilities for the operation of chargers for vehicles with tariff calculation rules type 3
| Asset type | Annual depreciation factor variable | Annual depreciation factor value | Useful life (years) |
|---|
| Electrical facilities | fdiec | 0.0286 | 35 |
| Electromechanical facilities | fdimc | 0.0286 | 35 |
To obtain the monthly depreciation of the electrical and electromechanical facilities for the operation of the electric bus battery chargers, the annual depreciation factor is multiplied by the value of each asset group and divided by twelve, to express it on a monthly basis, which is reflected by the equation:
Where:
CDICr = Monthly depreciation cost of the electrical and electromechanical infrastructure for the operation of the battery chargers for vehicles with tariff calculation rules type 3 on route "r". This item will be expressed in colones.
fdiec = Annual depreciation factor of the electrical facilities for the operation of the battery chargers for vehicles in the set of units "?". This factor is detailed in Table 11.
VIECr = Tariff value of the electrical facilities for the operation of the battery chargers for vehicles in the set of units "?" on route "r". This item will be expressed in colones. The value of the electrical recharging facilities is determined as indicated in section 4.11.6 of this methodology.
fdimc = Annual depreciation factor of the electromechanical facilities for the operation of the battery chargers for vehicles in the set of units "?". This factor is detailed in Table 11.
VIMCr = Tariff value of the electromechanical facilities for the operation of the battery chargers for vehicles in the set of units "?" on route "r". This item will be expressed in colones. The value of the electromechanical recharging facilities is determined as indicated in section 4.11.6 of this methodology.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Remunerated passenger transportation route.
The calculation procedure for depreciation, useful life, and salvage value of the electrical and electromechanical facilities for the operation of the electric bus battery chargers, as well as their corresponding annual depreciation factors, will be subject to variation according to technical studies carried out, contracted, or endorsed by the Aresep. These review and update studies shall be conducted at least once a year during the first five years, counted from the effective date of the resolution that incorporates what is indicated in section 4.4.1.g into the methodology. Starting from the sixth year, the review and update studies shall be conducted at least once every five years. The update of the values in Table 11 must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values allows for the periodic review of the methodology so that changes in the financial environment are incorporated, as well as the technological and legal changes relevant to the service object of this methodology. Cases of inclusion, elimination, and variation in the rules contained for the definition of the calculation procedure for depreciation, useful life, salvage value, and annual depreciation factors must be previously submitted to the public hearing process provided for in Article 36 of Law N°7593.
(.)"
XV. In section "4.4.2. Operation and maintenance personnel cost"
amend the content of Table 8 and renumber it so that it reads as follows:
"(.)
Table 12. Type of worker according to occupation
| Salary Acronym | Operation and Maintenance Personnel by Occupation | Minimum Salary Category | Category Acronym (1) |
|---|
| SCH | Bus driver (collector) | Worker in Specialized Occupation | TOE |
| SD | Bus checker | Worker in Unskilled Occupation | TONC |
| SMD | Diesel bus mechanic | Worker in Skilled Occupation | TOC |
| SME | Electric bus mechanic | Worker in Specialized Occupation | TOE |
Source: Minimum Wage Decrees MTSS.
(1) Corresponds to the acronyms of the categories according to the Minimum Wage Decree (...)"
XVI.In section "4.4.2.c. Costs for mechanics' salaries", amend equation 14, renumber it, and amend the description of its variables and the second-to-last paragraph of the section so that it reads as follows:
"(.)
Where:
CSMAr = Monthly cost for mechanics' salaries on route "r". This item will be expressed in colones.
cmr = Coefficient of mechanic needs on route "r". This coefficient corresponds to the maintenance tasks for buses that use a diesel engine as a means of propulsion. See Equations 19 through 23.
SMD = Monthly salary of bus mechanics who use a diesel engine as a means of propulsion. Corresponds to the minimum salary for an ordinary working day decreed by the MTSS of Costa Rica, in effect on the day of the public hearing for the application of this methodology, according to the occupation indicated in Table 12 above, and multiplied by 26 working days corresponding to the workday factor to obtain the monthly value.
FDr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 1 and 2. This corresponds to the authorized units that use a diesel engine as a means of propulsion and includes the sum of vehicles with tariff rule type 1 and tariff rule type 2.
cahme = Coefficient of savings in maintenance hours for a bus that uses an electric engine as a means of propulsion compared to a bus that uses a diesel engine as a means of propulsion. This coefficient is presented in the following Table 16.
Table 16. Coefficient of savings in maintenance hours for a bus powered by an electric motor compared to one powered by a diesel engine SME = Monthly salary of bus mechanics who use an electric motor as a means of propulsion powered by batteries. Corresponds to the minimum salary for an ordinary working day decreed by the MTSS of Costa Rica, in effect on the day of the public hearing for the application of this methodology, according to the occupation indicated in Table 12 above, and multiplied by 26 working days corresponding to the workday factor to obtain the monthly value.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
CS = Social charges factor according to current legislation. See Table 13.
r = Remunerated passenger transportation route.
(.)
The procedure for determining the value of the mechanic needs coefficient and the coefficient of maintenance savings for a bus powered by an electric motor compared to one powered by a diesel engine will be subject to variation according to technical studies carried out, contracted, or endorsed by the Aresep. The maximum value shall be updated at least once every five years, starting from March 7, 2016 (effective date of resolution RJD-035-2016). The update of the value of the coefficients must be previously submitted to the public consultation process with a period of 10 business days.
(...)"
XVII.In section "4.4.5 Spare parts and accessories cost", amend the first paragraph, equation 28 regarding its numbering, content, and description of its variables, as well as adjust the second-to-last paragraph of the section so that it reads as follows:
"(.)
The monthly spare parts and accessories cost (CRAr) is determined as a proportion of the sum of the tariff values of the remunerated passenger transportation units in bus mode, for vehicles with tariff calculation rules type 1, type 2, and type 3 that make up the authorized fleet of the route. Note that this formulation takes into account the number of units and the tariff values according to the age and type of vehicle used on the route.
The monthly spare parts and accessories cost is determined by the following equation:
Where:
CRAr = Monthly spare parts and accessories cost of route "r". This item will be expressed in colones.
ccrar = Spare parts and accessories consumption coefficient of route "r".
This coefficient corresponds to the maintenance tasks for buses that use a diesel engine as a means of propulsion. See equation 34.
𝑽𝑻𝑨𝑭x𝒓 = Total tariff value of the fleet for the remunerated passenger transportation units in bus mode used on route "r", for the set of units "?" (see equation 104).
𝑽𝑻𝑨𝑭𝒓𝜸 = Total tariff value of the fleet for the remunerated passenger transportation units in bus mode used on route "r", for the set of units "?" (see equation 107).
capme = Coefficient of savings in spare parts and maintenance accessories for a bus that uses an electric engine as a means of propulsion powered by batteries compared to a bus that uses a diesel engine as a means of propulsion. This coefficient is presented in the following Table 18.
Table 18. Coefficient of savings in spare parts and maintenance accessories for a bus powered by an electric motor compared to one powered by a diesel engine.
𝑽𝑻𝑨𝑭𝑫𝒓𝜺 = Tariff value of the fleet for the remunerated passenger transportation units in bus mode used on route "r", for the set of units "?" valued as if they were units powered by diesel engines. The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
r = Remunerated passenger transportation route.
a = Set of vehicles with tariff calculation rules type 1.
y = Set of vehicles with tariff calculation rules type 2.
𝜺 = Set of vehicles with tariff calculation rules type 3.
(.)
The procedure for determining the value of the standardized parts consumption coefficient per 1,000 Km and the coefficient of savings in spare parts and maintenance accessories for a bus that uses an electric engine as a means of propulsion powered by batteries compared to a bus that uses a diesel engine as a means of propulsion will be subject to variation according to technical studies carried out, contracted, or endorsed by the Aresep. The maximum value shall be updated at least once every five years, starting from March 7, 2016 (effective date of resolution RJD-035-2016). The update of the value of the coefficient must be previously submitted to the public consultation process with a period of 10 business days.
(...)"
XVIII.In section "4.4.6. Other expenses", amend equation 31, renumber it, add a component and the description of its variables, so that it reads as follows:
Where:
(.)
𝑽𝑻𝑨𝑭𝑫𝒓𝜺 = Tariff value of the fleet for the remunerated passenger transportation units in bus mode used on route "r", for the set of units "?" valued as if they were units powered by diesel engines. The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
(.)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(.)
XIX.In section "4.4.7.a. Expense for payment of commissions associated with the electronic payment system", add two components to equation 35 and the description of their variables, as well as renumber them so that it reads as follows:
Where:
(...)
GMCSr = Monthly maintenance expense for electric bus recharging equipment and associated management systems of route "r". This item will be expressed in colones and is determined as indicated in section 4.4.11.
GMICr = Monthly maintenance expense for electrical and electromechanical infrastructure for electric bus recharging of route "r". This item will be expressed in colones and is determined as indicated in section 4.4.12.
(.)"
XX.Add a new section "4.4.11 Maintenance cost of electric bus recharging equipment and associated management systems", after section "4.4.10. Cost for cleaning and washing of vehicles and engine" so that it reads as follows:
"(.)
4.4.11 Maintenance expense for electric bus recharging equipment and associated management systems The maintenance of the electric bus battery recharging equipment and management systems associated with the recharging process (GMCSr), includes a set of activities to prevent and mitigate failures in the chargers (preventive maintenance), as well as to repair chargers that suffer some failure or damage (corrective maintenance) and the payment of licenses for the computer systems for the proper management of battery charging. The monthly expense for this concept is calculated as follows:
Where:
GMCSr = Monthly maintenance expense for electric bus recharging equipment and associated management systems for route "r". This item will be expressed in colones. It will apply to vehicles with tariff calculation rules type 3.
VMCr = Annual maintenance value of the electric bus battery charging equipment. The unit annual maintenance value per electric bus charger shall be determined as indicated in section 4.11.6 on route "r". This item will be expressed in colones per bus. It will apply to vehicles with tariff calculation rules type 3.
fcfer = Number of vehicles in the set of units "?" that the recharging equipment can serve simultaneously. The number of vehicles in the set of units "?" that the recharging equipment can serve simultaneously is determined as indicated in section 4.11.6 of this methodology.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
VLGCr = Annual value of the license for the computer-based monitoring system for the charger of the electric bus batteries. The annual unit value of the license for the computer-based charger monitoring system shall be determined as indicated in section 4.11.6 for route "r". This item shall be expressed in colones per bus. It shall apply to vehicles with tariff calculation rules type 3.
VLGFr = Annual value of the license for the computer-based monitoring system for the electric bus fleet for recharge management.
The annual unit value of the license for the computer-based monitoring system for the electric bus fleet for recharge management shall be determined as indicated in section 4.11.6 for route "r". This item shall be expressed in colones per bus. It shall apply to vehicles with tariff calculation rules type 3.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Paid passenger transport route.
The result of the quotient between FEr and fcfer, if it does not correspond to an integer value, must be rounded up to the nearest higher integer, in order to have the number of chargers required for route "r".
(.)"
XXI.Add a new section "4.4.12 Electrical and electromechanical infrastructure maintenance expense for electric bus recharging", after section "4.4.11. Maintenance expense for electric bus recharging equipment and associated management systems", so that it reads as follows:
"(.)
4.4.12 Electrical and electromechanical infrastructure maintenance expense for electric bus recharging The maintenance of the electrical and electromechanical infrastructure for electric bus recharging (GMICr), includes a set of activities to prevent and mitigate failures in the electrical and electromechanical installations. The monthly expense for this concept is calculated as follows:
Where:
GMICr = Monthly expense of the electrical and electromechanical infrastructure for electric bus recharging for route "r". This item shall be expressed in colones. It shall apply to vehicles with tariff calculation rules type 3.
VMIECr = Annual value of the maintenance of the electrical installations for electric bus recharging for route "r". The annual unit value of the maintenance of the electrical installations for electric bus recharging shall be determined as indicated in section 4.11.6 for route "r". This item shall be expressed in colones. It shall apply to vehicles with tariff calculation rules type 3.
VMIMCr = Annual value of the maintenance of the electromechanical installations for electric bus recharging for route "r". The annual unit value of the maintenance of the electromechanical installations for electric bus recharging shall be determined as indicated in section 4.11.6 for route "r". This item shall be expressed in colones. It shall apply to vehicles with tariff calculation rules type 3.
r = Paid passenger transport route.
(.)"
XXII.In section "4.5 Variable costs" modify the text of the first paragraph, as well as equation 41, in order to adjust so that the variable related to the cost of diesel fuel consumption also refers to electrical energy consumption and to renumber, so that it reads as follows:
"(.)
4.5 Variable costs Variable costs (costos variables, CVr) are composed of diesel fuel and electrical energy consumption, tires, motor oil, gearbox oil, differential oil, brake fluid, grease, fuel filters, hydraulic oil, lead-acid batteries, and are related to the specific consumption coefficients of each input, the monthly kilometers traveled on the route, and the price of each input. The calculation of variable costs is represented, in general terms, as follows:
Where:
(.)
CCDEr = Monthly cost of diesel fuel and electrical energy consumption for route "r".
(.)"
XXIII.In section "4.5.1. Fuel consumption cost" modify the title to "4.5.1. Diesel fuel and electrical energy consumption cost", as well as its content, so that it reads as follows:
"(.)
4.5.1. Diesel fuel and electrical energy consumption cost The diesel fuel and electrical energy consumption cost corresponds to the sum of the consumption cost of the energy source used for propulsion of the motor of the authorized fleet units, whether diesel and/or electrical energy, as indicated below:
𝑪𝑪𝑫𝑬𝒓 = (𝑪𝑪𝑪𝑫𝒓 + 𝑪𝑪𝑬𝑬𝒓) Equation 48 Where:
CCDEr = Monthly cost of diesel fuel and electrical energy consumption for route "r".
CCCDr = Monthly cost of diesel fuel consumption for route "r". This item shall be expressed in colones and shall be determined as indicated in section 4.5.1.a of this methodology. It shall apply to vehicles with tariff calculation rules type 1 and 2.
CCEEr = Monthly cost of electrical energy consumption for route "r". This item shall be expressed in colones and shall be determined as indicated in section 4.5.1.b of this methodology. It shall apply to vehicles with tariff calculation rules type 3.
r = Paid passenger transport route.
a. Diesel fuel consumption cost The monthly diesel fuel consumption cost (CCCDr) is obtained by multiplying the diesel fuel consumption coefficient (adjusted by the coefficient associated with the rolling surface conditions of the route journey), the kilometers traveled on the route in a one-month period, the price of fuel, and the proportion of buses propelled by diesel engines with respect to the total authorized fleet recognized in the tariff calculation. The kilometers traveled per month on the route is obtained by multiplying the distance of the route (adjusted by the unproductive mileage coefficient) and the number of monthly trips. The cost for this input is determined as follows:
Where:
CCCDr = Monthly diesel fuel consumption cost for route "r".
This cost shall be expressed in colones. It shall apply to vehicles with tariff calculation rules type 1 and 2.
cccdy = Diesel fuel consumption coefficient per bus for route type "y". The values of these coefficients shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in Table 21 below.
Table 21. Diesel fuel consumption coefficient by route type
| Route type | Unit diesel fuel consumption (L/km) |
|---|
| Urban Route within the GAM, one-way journey ? 25 km | 0.47 |
| Urban Route outside the GAM, one-way journey ? 25 km | 0.47 |
| Short Interurban Route, one-way journey > 25 km and ? 50 km | 0.46 |
| Medium Interurban Route, one-way journey > 50 km and ? 100 km | 0.43 |
| Long Interurban Route, one-way journey greater than 100 km | 0.43 |
ccsr = Adjustment coefficient according to the rolling surface conditions of the route journey. These coefficients are taken from the MOPT (1997) and are presented in Table 22 below.
Table 22. Adjustment coefficient according to rolling surface conditions
| Description | Adjustment coefficient according to rolling surface conditions |
|---|
| If the journey of route "r" has 20% or less unpaved surface | 0.00 |
| If the journey of route "r" has more than 20% unpaved surface | 0.10 |
Dr = Distance of the trip on route "r". It is the length in kilometers adding both directions of travel on route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or finish an operating cycle. These coefficients are taken from the MOPT (1997) and are presented in Table 23 below.
Table 23. Recognition coefficient for unproductive mileage
| Distance range per route trip (km) | Zone | Recognition coefficient for unproductive time |
|---|
| 0 to 25 | Urban | 0.10 |
| Greater than 25 | Non-urban | 0.05 |
CMr = Number of monthly trips on route "r". The values to be used in the tariff calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PC = Average price of fuel in colones per liter. The average price of fuel in colones per liter shall correspond to the simple arithmetic mean of the daily value of the price of a liter of diesel fuel established for the final consumer, in force during the preceding calendar semester (i.e., January to June and July to December) prior to the public hearing for the application of this methodology (the calendar semester is the time from the first calendar day of the first month of the semester to the last calendar day of the last month of the semester, both included). For purposes of determining the average price of diesel fuel in colones per liter, the values set by Aresep shall be used.
FDr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 1 and 2. It corresponds to the authorized units recognized in the tariff calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units in the authorized fleet of route "r". This includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 recognized in the tariff calculation.
r = Paid passenger transport route.
y = Type of paid passenger transport route according to travel distance.
The values of the fuel coefficients (cccy), adjustment for rolling surface condition (ccsr), and recognition for unproductive mileage (cki) shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values of the coefficients allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes relevant to the service subject to this methodology, are incorporated. The cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology to define coefficients must be previously submitted to the public hearing process provided for in Article 36 of Law No. 7593.
b. Electrical energy consumption cost The monthly electrical energy consumption cost (CCEEr) is obtained by multiplying the electrical energy consumption coefficient (adjusted by the coefficient associated with the rolling surface conditions of the route journey), the kilometers traveled on the route in a one-month period, the price of electrical energy, and the proportion of buses propelled by electric motors with respect to the total authorized fleet recognized in the tariff calculation. The kilometers traveled per month on the route is obtained by multiplying the distance of the route (adjusted by the unproductive mileage coefficient) and the number of monthly trips. The cost for this input is determined as follows:
Where:
CCEEr = Monthly electrical energy consumption cost for route "r".
This cost shall be expressed in colones. It shall apply to vehicles with tariff calculation rules type 3.
ccee = Electrical energy consumption coefficient per bus. The value of this coefficient shall be that established by Aresep through a reasoned resolution based on the corresponding technical reports and is presented in Table 24 below.
Table 24. Electrical energy consumption coefficient per bus for all Route types (.)
Dr = Distance of the trip on route "r". It is the length in kilometers adding both directions of travel on route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or finish an operating cycle. These coefficients are taken from the MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly trips on route "r". The values to be used in the tariff calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
TBE = Tariff for the electrical energy supply associated with and dedicated to depot recharging centers for electric buses in colones per kWh, or that determined by the Energy Regulatory Authority for electrical energy distribution and commercialization companies. For purposes of determining the tariff for the electrical energy supply associated with and dedicated to depot recharging centers for electric buses or its equivalent, the value set by Aresep that is in force on the day of the public hearing for the respective tariff study shall be used.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. It corresponds to the authorized units recognized in the tariff calculation that use an electric motor as a means of propulsion powered by batteries.
Fr = Total number of units in the authorized fleet of route "r".
This includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 recognized in the tariff calculation.
r = Paid passenger transport route.
The values of the electrical energy coefficients (ccce) and recognition for unproductive mileage (cki) shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. These review and updating studies shall be conducted at least once a year during the first five years, counted from the effective date of the resolution that incorporates into the methodology what is indicated in section 4.5.1.b. Starting from the sixth year, the review and updating studies shall be conducted at least once every five years. The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values of the coefficients allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes relevant to the service subject to this methodology, are incorporated. The cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology to define coefficients must be previously submitted to the public hearing process provided for in Article 36 of Law No. 7593.
(.)"
XXIV. In section "4.5.2. Tire consumption cost" modify the content, so that it reads as follows
"(.)
4.5.2. Tire consumption cost The monthly cost of tire consumption (CCLLr) is obtained by multiplying the number of tires per bus and the performance of a new tire according to the type of bus (adjusted by the coefficient associated with the rolling surface conditions of the route journey), the kilometers traveled on the route in a one-month period, and the price of tires (the use of a specific number of tires is established). The kilometers traveled per month on the route is obtained by multiplying the distance of the route (adjusted by the unproductive mileage coefficient), the number of monthly trips, and the proportions of buses propelled by diesel engines and electric motors with respect to the total authorized fleet recognized in the tariff calculation. The cost for this input is determined as follows:
Where:
CCLLr = Monthly tire consumption cost for route "r". This cost shall be expressed in colones. It includes the tire consumption cost for buses propelled by diesel engines and electric motors.
clldy = Number of tires per bus propelled by a diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in Table 25 below.
Table 25. Number of tires per diesel bus by route type
| Route type | Number of tires per bus (units) |
|---|
| Urban Route within the GAM, one-way journey ≤ 25 km | 6.0 |
| Urban Route outside the GAM, one-way journey ≤ 25 km | 6.0 |
| Short Interurban Route, one-way journey > 25 km and ? 50 km | 6.0 |
| Medium Interurban Route, one-way journey > 50 km and ≤ 100 km | 6.0 |
| Long Interurban Route, one-way journey greater than 100 km | 6.0 |
fclldy = Frequency of change of a tire per bus propelled by a diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in Table 26 below.
Table 26. Frequency of change of a new tire for a diesel bus by route type
| Route type | Frequency of change of a new tire (km) |
|---|
| Urban Route within the GAM, one-way journey ≤ 25 km | 61,000 |
| Urban Route outside the GAM, one-way journey ≤ 25 km | 61,000 |
| Short Interurban Route, one-way journey > 25 km and ? 50 km | 61,000 |
| Medium Interurban Route, one-way journey > 50 km and ? 100 km | 61,000 |
| Long Interurban Route, one-way journey greater than 100 km | 72,000 |
ccsr = Adjustment coefficient according to the rolling surface conditions of the route journey. These coefficients are taken from the MOPT (1997) and are presented in Table 22 above.
Dr = Distance of the trip on route "r". It is the length in kilometers adding both directions of travel on route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or finish an operating cycle. These coefficients are taken from the MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly trips on route "r". The values to be used in the tariff calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PLL = Price of a new tire. The price of a new tire is determined as indicated in section 4.11 of this methodology.
FDr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 1 and 2. It corresponds to the authorized units recognized in the tariff calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units in the authorized fleet of route "r".
This includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 recognized in the tariff calculation.
clle = Number of tires per bus propelled by an electric motor for any route type. This quantity shall be that established by Aresep through a reasoned resolution based on the corresponding technical reports and is presented in Table 27 below.
Table 27. Number of tires per electric bus for all route types fclle = Frequency of change of a tire per bus propelled by an electric motor for any route type. This change frequency shall be that established by Aresep through a reasoned resolution based on the corresponding technical reports and is presented in Table 26 below.
Table 28. Frequency of change of a new tire for an electric bus for all Route types FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. It corresponds to the authorized units recognized in the tariff calculation that use an electric motor as a means of propulsion powered by batteries.
r = Paid passenger transport route.
y = Type of paid passenger transport route according to travel distance.
The value of the number of tires per diesel bus (clldy), the average performance of a diesel bus tire (fclldy), the adjustment for rolling surface condition (ccsr), the recognition for unproductive mileage (cki), the number of tires per electric bus (clle), the average performance of a tire for an electric bus (fclle), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of the technical coefficients related to diesel buses shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The values of the technical coefficients related to electric buses shall be reviewed and updated at least once a year during the first five years, counted from the effective date of the resolution that incorporates into the methodology what is indicated in section 4.5.2. Starting from the sixth year, the review and updating studies shall be conducted at least once every five years. The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values of the coefficients allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes relevant to the service subject to this methodology, are incorporated. The cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology to define coefficients must be previously submitted to the public hearing process provided for in Article 36 of Law No. 7593.
(.)"
XXV.In section "4.5.3. Motor oil consumption cost" modify the title to "4.5.3. Motor oil consumption cost in diesel buses" and its content, so that it reads as follows:
"(.)
4.5.3. Motor oil consumption cost in diesel buses The monthly motor oil consumption cost (CCAMr) in buses propelled by diesel engines is obtained by multiplying the motor oil consumption coefficient in diesel buses (adjusted by the coefficient associated with the rolling surface conditions of the route journey), the kilometers traveled on the route in a one-month period, and the price of motor oil. The kilometers traveled per month on the route is obtained by multiplying the distance of the route (adjusted by the unproductive mileage coefficient), the number of monthly trips, and the proportion of buses propelled by diesel engines with respect to the total authorized fleet recognized in the tariff calculation. The cost for this input is determined as follows:
Where:
CCAMr = Monthly motor oil consumption cost for route "r". This cost shall be expressed in colones. It includes the motor oil consumption cost for buses propelled by diesel engines.
ccamy = Number of liters of motor oil per bus propelled by a diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in Table 29 below.
Table 29. Number of liters of motor oil per diesel bus by route type
| Route type | Number of liters of motor oil (liters) |
|---|
| Urban Route within the GAM, one-way journey ? 25 km | 30.0 |
| Urban Route outside the GAM, one-way journey ? 25 km | 30.0 |
| Short Interurban Route, one-way journey > 25 km and ? 50 km | 30.0 |
| Medium Interurban Route, one-way journey > 50 km and ? 100 km | 30.0 |
| Long Interurban Route, one-way journey greater than 100 km | 38.0 |
fcamy = Frequency of change of motor oil per bus propelled by a diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in Table 30 below.
Table 30. Frequency of change of motor oil per diesel bus by route type
| Route type | Frequency of change of motor oil (km) |
|---|
| Urban Route within the GAM, one-way journey ≤ 25 km | 10,000 |
| Urban Route outside the GAM, one-way journey ≤ 25 km | 10,000 |
| Short Interurban Route, one-way journey > 25 km and ≤ 50 km | 10,000 |
| Medium Interurban Route, one-way journey > 50 km and ≤ 100 km | 10,000 |
| Long Interurban Route, one-way journey greater than 100 km | 20,000 |
ccsr = Adjustment coefficient according to the rolling surface conditions of the route journey. These coefficients are taken from the MOPT (1997) and are presented in Table 22 above.
Dr = Distance of the trip on route "r". It is the length in kilometers adding both directions of travel on route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or finish an operating cycle. These coefficients are taken from the MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly trips on route "r". The values to be used in the tariff calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PAM = Price of motor oil in colones per liter. The price of motor oil is determined as indicated in section 4.11 of this methodology.
FDr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 1 and 2. It corresponds to the authorized units recognized in the tariff calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units in the authorized fleet of route "r".
This includes the sum of vehicles with tariff rule type 1, tariff rule type 2, and tariff rule type 3 recognized in the tariff calculation.
r = Paid passenger transport route.
y = Type of paid passenger transport route according to travel distance.
The value of the number of liters of motor oil for diesel buses (ccamy), the frequency of change of motor oil for diesel buses (fcamy), the adjustment for rolling surface condition (ccsr), and the recognition for unproductive mileage (cki) shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the values of the coefficients allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes relevant to the service subject to this methodology, are incorporated. The cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology to define coefficients must be previously submitted to the public hearing process provided for in Article 36 of Law No. 7593.
(.)"
XXVI.In section "4.5.4. Gearbox oil consumption cost" modify the title to "4.5.4. Gearbox oil consumption cost in diesel buses" and its content, so that it reads as follows:
"(.)
4.5.4. Gearbox oil consumption cost in diesel buses The monthly gearbox oil consumption cost (CCACCr) in buses propelled by diesel engines is obtained by multiplying the gearbox oil consumption coefficient in diesel buses (adjusted by the coefficient associated with the rolling surface conditions of the route journey), the kilometers traveled on the route in a one-month period, and the price of gearbox oil. The kilometers traveled per month on the route is obtained by multiplying the distance of the route (adjusted by the unproductive mileage coefficient), the number of monthly trips, and the proportion of buses propelled by diesel engines with respect to the total authorized fleet recognized in the tariff calculation. The cost for this input is determined as follows:
Where:
CCACCr = Monthly cost of transmission oil consumption for route "r". This cost shall be expressed in colones. It includes the cost of transmission oil consumption for buses powered by diesel engines.
ccaccy = Quantity of liters of transmission oil per bus powered by diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 31.
Table 31. Quantity of liters of transmission oil per diesel bus by Route type
| Route type | Quantity of liters of transmission oil (liters) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 16.0 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 16.0 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 16.0 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 16.0 |
| Long Interurban Route, one-way trip greater than 100 km | 16.0 |
fcaccy = Transmission oil change frequency per bus powered by diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 32.
Table 32. Transmission oil change frequency per diesel bus by route type
| Route type | Transmission oil change frequency (km) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 50,000 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 50,000 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 50,000 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 50,000 |
| Long Interurban Route, one-way trip greater than 100 km | 160,000 |
ccsr = Adjustment coefficient according to the running surface conditions of the route's trip. These coefficients are taken from MOPT (1997) and are presented in Table 22 above.
Dr = Distance of the run for route "r". It is the length in kilometers adding both directions of the trip for route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or end an operating cycle. These coefficients are taken from MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly runs for route "r". The values to be used in the fare calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PAC = Price of transmission oil in colones per liter. The price of transmission oil is determined according to what is indicated in section 4.11 of this methodology.
FDr = Total number of units of the authorized fleet for route "r" with fare calculation rules type 1 and 2. It corresponds to the authorized units recognized in the fare calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units of the authorized fleet for route "r". This includes the sum of vehicles with fare rule type 1, fare rule type 2, and fare rule type 3 recognized in the fare calculation.
r = Route for the remunerated transport of persons.
y = Type of route for the remunerated transport of persons according to trip distance.
The value of the quantity of liters of transmission oil for diesel buses (ccaccy), the transmission oil change frequency for diesel buses (fcaccy), the adjustment for running surface condition (ccsr), and the recognition for unproductive mileage (cki), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD- 035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for the updating of the coefficient values allows the periodic review of the methodology so as to incorporate changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology. Cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology for defining coefficients must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(...)
XXVII.In section "4.5.5. Costo por consumo de aceite para diferencial" modify the title to "4.5.5. Costo por consumo de aceite para diferencial en autobuses diésel" and its content, to read as follows:
(.)
4.5.5. Differential oil consumption cost in diesel buses The monthly differential oil consumption cost (CCADr) for buses powered by diesel engines is obtained by multiplying the differential oil consumption coefficient for diesel buses (adjusted by the coefficient associated with the running surface conditions of the route's trip), the kilometers traveled by the route in a one-month period, and the price of differential oil. The monthly mileage traveled on the route is obtained by multiplying the route distance (adjusted by the unproductive mileage coefficient), the number of monthly runs, and the proportion of buses powered by diesel engines with respect to the total authorized fleet recognized in the fare calculation.
The cost for this input is determined as follows:
Where:
CCADr = Monthly differential oil consumption cost for route "r". This cost shall be expressed in colones. It includes the differential oil consumption cost for buses powered by diesel engines.
ccady = Quantity of liters of differential oil per bus powered by diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 33.
Table 33. Quantity of liters of differential oil per diesel bus by route type
| Route type | Quantity of liters of differential oil (liters) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 17.0 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 17.0 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 17.0 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 17.0 |
| Long Interurban Route, one-way trip greater than 100 km | 17.0 |
fcady = Differential oil change frequency per bus powered by diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 34.
Table 34. Differential oil change frequency per diesel bus by route type
| Route type | Differential oil change frequency (km) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 30,000 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 30,000 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 30,000 |
| Medium Interurban Route, one-way trip > 50 km and ? ≤ 100 km | 30,000 |
| Long Interurban Route, one-way trip greater than 100 km | 140,000 |
ccsr = Adjustment coefficient according to the running surface conditions of the route's trip. These coefficients are taken from MOPT (1997) and are presented in Table 22 above.
Dr = Distance of the run for route "r". It is the length in kilometers adding both directions of the trip for route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or end an operating cycle. These coefficients are taken from MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly runs for route "r". The values to be used in the fare calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PAD = Price of differential oil in colones per liter. The price of differential oil is determined according to what is indicated in section 4.11 of this methodology.
FDr = Total number of units of the authorized fleet for route "r" with fare calculation rules type 1 and 2. It corresponds to the authorized units recognized in the fare calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units of the authorized fleet for route "r". This includes the sum of vehicles with fare rule type 1, fare rule type 2, and fare rule type 3 recognized in the fare calculation.
r = Route for the remunerated transport of persons.
y = Type of route for the remunerated transport of persons according to trip distance.
The value of the quantity of liters of differential oil for diesel buses (ccaccy), the differential oil change frequency for diesel buses (fcaccy), the adjustment for running surface condition (ccsr), and the recognition for unproductive mileage (cki), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of the resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for the updating of the coefficient values allows the periodic review of the methodology so as to incorporate changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology. Cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology for defining coefficients must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)
XXVIII.In section "4.5.7. Costo por grasa" modify the title to "4.5.7 Costo por grasa en autobuses diésel" and its content, to read as follows:
(.)
4.5.7. Cost for grease in diesel buses The monthly cost for grease consumption (CCGr) in buses powered with diesel engines is obtained by multiplying the grease consumption coefficient in diesel buses (adjusted by the coefficient associated with the running surface conditions of the route's trip), the kilometers traveled by the route in a one-month period, and the price of grease. The monthly mileage traveled on the route is obtained by multiplying the route distance (adjusted by the unproductive mileage coefficient), the number of monthly runs, and the proportion of buses powered with diesel engines with respect to the total authorized fleet recognized in the fare calculation. The cost for this input is determined in the following manner:
Where:
CCGr = Monthly cost of grease consumption for route "r". This cost shall be expressed in colones. It includes the cost of grease consumption for buses powered with diesel engines.
ccg = Grease consumption coefficient per bus powered with diesel engine for any route type. The value of the coefficient shall be that established by Aresep through a reasoned resolution based on the corresponding technical reports that are presented in the following Table 36.
fcg = Greasing frequency per bus powered with diesel engine for any route type. This greasing frequency shall be that established by Aresep through a reasoned resolution based on the corresponding technical reports presented in the following Table 36.
Table 36. Grease consumption coefficient per diesel bus
| Unit grease consumption (kg/km) | |
|---|
| Grease quantity (kg) | 0.400 |
| Frequency (km) | 5,000 |
ccsr = Adjustment coefficient according to the running surface conditions of the route's trip. These coefficients are taken from MOPT (1997) and are presented in Table 22 above.
Dr = Distance of the run for route "r". It is the length in kilometers adding both directions of the trip for route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or end an operating cycle. These coefficients are taken from MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly runs for route "r". The values to be used in the fare calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PG = Price of grease in colones per kilogram. The price of grease is determined according to what is indicated in section 4.11 of this methodology.
FDr = Total number of units of the authorized fleet for route "r" with fare calculation rules type 1 and 2. It corresponds to the authorized units recognized in the fare calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units of the authorized fleet for route "r".
This includes the sum of vehicles with fare rule type 1, fare rule type 2, and fare rule type 3 recognized in the fare calculation.
r = Route for the remunerated transport of persons. y = Type of route for the remunerated transport of persons according to trip distance.
The value of the grease consumption coefficient for diesel buses (ccg), greasing frequency for diesel buses (fcg), the adjustment for running surface condition (ccsr), and the recognition for unproductive mileage (cki), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for the updating of the coefficient values allows the periodic review of the methodology so as to incorporate changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology. Cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology for defining coefficients must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)
XXIX.In section "4.5.8. Costo de consumo de filtros de combustible" modify the title to "4.5.8. Costo de consumo de filtros de combustible en autobuses diésel" and its content, to read as follows:
(.)
4.5.8. Fuel filter consumption cost in diesel buses. The monthly fuel filter consumption cost (CCFCr) in buses powered by diesel engines is obtained by multiplying the fuel filter consumption coefficient in diesel buses (adjusted by the coefficient associated with the running surface conditions of the route's trip), the kilometers traveled by the route in a one-month period, and the price of the fuel filter set. The monthly mileage traveled on the route is obtained by multiplying the route distance (adjusted by the unproductive mileage coefficient), the number of monthly runs, and the proportion of buses powered by diesel engines with respect to the total authorized fleet recognized in the fare calculation. The cost for this input is determined in the following manner:
Where:
CCFCr = Monthly fuel filter consumption cost for route "r". This cost shall be expressed in colones. It includes the differential oil consumption cost for buses powered by diesel engines.
ccfcy = Fuel filter set per bus powered by diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 37.
Table 37. Fuel filter set per diesel bus by route type
| Route type | Fuel filter set (one racor and one common) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 1.0 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 1.0 |
| Short Interurban Route, one-way trip > 25 km and ? 50 km | 1.0 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 1.0 |
| Long Interurban Route, one-way trip greater than 100 km | 1.0 |
fcfcy = Change frequency of the fuel filter set per bus powered by diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 38.
Table 38. Change frequency of the fuel filter set per diesel bus by type of route
| Route type | Change frequency of fuel filter set per bus (km) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 16,500 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 16,500 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 16,500 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 16,500 |
| Long Interurban Route, one-way trip greater than 100 km | 28,500 |
Dr = Distance of the run for route "r". It is the length in kilometers adding both directions of the trip for route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
cki = Adjustment coefficient for recognition of unproductive mileage. Unproductive mileage refers to the additional travel necessary to start and/or end an operating cycle. These coefficients are taken from MOPT (1997) and are presented in Table 23 above.
CMr = Number of monthly runs for route "r". The values to be used in the fare calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PF = Price of the fuel filter set in colones. The price of fuel filters is determined according to what is indicated in section 4.11 of this methodology. The price of two filters, one racor and one common, must be included.
FDr = Total number of units of the authorized fleet for route "r" with fare calculation rules type 1 and 2. It corresponds to the authorized units recognized in the fare calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units of the authorized fleet for route "r".
This includes the sum of vehicles with fare rule type 1, fare rule type 2, and fare rule type 3 recognized in the fare calculation.
r = Route for the remunerated transport of persons.
y = Type of route for the remunerated transport of persons according to trip distance.
The value of the fuel filter set for diesel buses (ccfcy), the fuel filter change frequency for diesel buses (fcfcy), and the recognition for unproductive mileage (cki), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for the updating of the coefficient values allows the periodic review of the methodology so as to incorporate changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology. Cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology for defining coefficients must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)
XXX.In section "4.5.9. Costo por consumo de aceite hidráulico" modify the title to "4.5.9. Costo por consumo de aceite hidráulico en autobuses diésel" and its content, to read as follows:
(.)
4.5.9. Hydraulic oil consumption cost in diesel buses The monthly hydraulic oil consumption cost (CCHr) in buses powered by diesel engines is obtained by multiplying the hydraulic oil consumption coefficient in diesel buses (adjusted by the coefficient associated with the running surface conditions of the route's trip), the kilometers traveled by the route in a one-month period, and the price of hydraulic oil. The monthly mileage traveled on the route is obtained by multiplying the route distance (adjusted by the unproductive mileage coefficient), the number of monthly runs, and the proportion of buses powered by diesel engines with respect to the total authorized fleet recognized in the fare calculation. The cost for this input is determined in the following manner:
Where:
CCAHr = Monthly hydraulic oil consumption cost for route "r". This cost shall be expressed in colones. It includes the differential oil consumption cost for buses powered by diesel engines.
ccahy = Quantity of liters of hydraulic oil per bus powered by diesel engine for route type "y". These quantities shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 39.
Table 39. Quantity of liters of hydraulic oil per diesel bus by route type
| Route type | Quantity of liters of hydraulic oil (liters) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 10.0 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 10.0 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 10.0 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 10.0 |
| Long Interurban Route, one-way trip greater than 100 km | 10.0 |
fcahy = Hydraulic oil change frequency per bus powered by diesel engine for route type "y". These change frequencies shall be those established by Aresep through a reasoned resolution based on the corresponding technical reports and are presented in the following Table 38.
Table 40. Hydraulic oil change frequency per diesel bus by route type
| Route type | Hydraulic oil change frequency (km) |
|---|
| Urban Route within the GAM, one-way trip ≤ 25 km | 80,000 |
| Urban Route outside the GAM, one-way trip ≤ 25 km | 80,000 |
| Short Interurban Route, one-way trip > 25 km and ≤ 50 km | 80,000 |
| Medium Interurban Route, one-way trip > 50 km and ≤ 100 km | 80,000 |
| Long Interurban Route, one-way trip greater than 100 km | 100,000 |
Dr = Distance of the run for route "r". It is the length in kilometers adding both directions of the trip for route "r". The value of this variable is determined as indicated in section 4.12.1.b of this methodology.
CMr = Number of monthly runs for route "r". The values to be used in the fare calculation shall be those resulting from applying the validation criteria of section 4.12.1.a.
PAH = Price of hydraulic oil in colones per liter. The price of hydraulic oil is determined according to what is indicated in section 4.11 of this methodology.
FDr = Total number of units of the authorized fleet for route "r" with fare calculation rules type 1 and 2. It corresponds to the authorized units recognized in the fare calculation that use a diesel engine as a means of propulsion.
Fr = Total number of units of the authorized fleet for route "r".
This includes the sum of vehicles with fare rule type 1, fare rule type 2, and fare rule type 3 recognized in the fare calculation.
r = Route for the remunerated transport of persons.
y = Type of route for the remunerated transport of persons according to trip distance.
The value of the set of liters of hydraulic oil for diesel buses (ccahy) and the hydraulic oil change frequency for diesel buses (fcahy), shall be subject to variation in accordance with technical studies executed, contracted, or endorsed by Aresep. The values of these technical coefficients shall be updated at least once every five years, starting from March 7, 2016 (the effective date of resolution RJD-035-2016). The updating of the values of these coefficients must be previously submitted to the public consultation process with a period of 10 business days.
The period established for the updating of the coefficient values allows the periodic review of the methodology so as to incorporate changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology. Cases of inclusion, elimination of coefficients, and variation in the rules contained in the methodology for defining coefficients must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)
XXXI.In section "4.6.1 Procedimiento para la determinación de la tasa de rentabilidad", add a section "c. Tasa de rentabilidad para reglas de cálculo tarifario tipo 3", after the section "b Tasa de rentabilidad para reglas de cálculo tarifario tipo 2" to read as follows:
(.)
c. Rate of return for fare calculation rules type 3 The rate of return (tr?) shall be equal to the rate of return for fare calculation rules type 2.
(.)
XXXII.In section "4.6.2 Rentabilidad del capital asociado a los activos fijos" add three components to equation 55 and the description of its variables, as well as renumber accordingly, to read as follows:
(...)
Where:
(.)
RBr = Monthly return on capital invested in the batteries of electric buses on route "r". The procedure for obtaining this cost is detailed in section 4.6.2.f.
RCSr = Monthly return on capital invested in the recharging equipment for electric buses and the recharging management systems associated with route "r". The procedure for obtaining this cost is detailed in section 4.6.2.g.
RICr = Monthly return on capital invested in the electrical and electromechanical infrastructure for the operation of the battery chargers for vehicles with fare calculation rules type 3 on route "r". The procedure for obtaining this cost is detailed in section 4.6.2.h.
(.)
XXXIII.In section "4.6.2.a Rentabilidad del capital invertido en la flota", add a section "iii. Para los vehículos con reglas de cálculo tarifario tipo 3", after the section "ii. Para los vehículos con reglas de cálculo tarifario tipo 2" to read as follows:
(.)
iii. For vehicles with fare calculation rules type 3 For the return estimate of buses that use an electric motor powered by batteries as a means of propulsion, a factor shall be obtained from the application of the straight-line depreciation method where 100% of the unit's value shall be recognized over the 15-year useful life of the asset.
The accumulated depreciation and return factors for each age of the buses that use an electric motor as a means of propulsion that make up the authorized fleet are shown in Table 45.
Table 45. Annual fleet depreciation factors by unit age for vehicles with fare calculation rules type 3
| Public transport unit age (years) | Return factor 𝒇𝒓𝒇𝜺 𝒃 |
|---|
| 0 | 1.00000 |
| 1 | 0.93750 |
| 2 | 0.87500 |
| 3 | 0.81250 |
| 4 | 0.75000 |
| 5 | 0.68750 |
| 6 | 0.62500 |
| 7 | 0.56250 |
| 8 | 0.50000 |
| 9 | 0.43750 |
| 10 | 0.37500 |
| 11 | 0.31250 |
| 12 | 0.25000 |
| 13 | 0.18750 |
| 14 | 0.12500 |
| 15 | 0.06250 |
| 16 or more | 0.00000 |
Source: Own elaboration.
The profitability factor from the previous table for the capital invested in a fleet that uses an electric motor as a means of propulsion powered by batteries, is obtained by deducting the accumulated depreciation of that asset and is calculated according to the following equation:
Where:
𝒇𝒓𝒇 𝜺𝒃= Annual profitability factor according to the age "b" of the units that make up the fleet on route "r", of the set of units "𝜺".
𝒇𝒅𝒂𝒇𝒃 𝜺= Equivalent accumulated annual depreciation factor of the units that make up the authorized fleet for age "b" obtained from the year of manufacture, of the set of units "𝜺".
𝜺 = Set of vehicles with tariff calculation rules type 3.
b = Age of the unit obtained from the year of manufacture.
On the other hand, for these units, the profitability rate associated with tariff calculation rules type 3 will be used, which will be obtained as set forth in section 4.6.2.a.ii. The estimation of profitability for units that use an electric motor as a means of propulsion powered by batteries is obtained from the following equation:
Where:
𝑹𝑭𝒓 𝜺= Monthly profitability of the capital invested in the fleet of vehicles with tariff calculation rule type 3 for route "r". This item will be expressed in colones.
𝑽𝑻𝑨𝑵𝒃𝒓𝜺 = Tariff value of the fleet without tires and without electric battery for remunerated passenger transport units, bus modality, of age "b" of the authorized fleet on route "r", of the set of units "𝜺".
𝒕𝒓𝜺 = Annual profitability rate for vehicles with tariff calculation rules type 3 for route "r" of the set of units "?". This value is obtained as detailed in section 4.6.2.a.ii.
𝒇𝒓𝒇𝜺𝒃= Annual profitability factor of the units that make up the authorized fleet for age "b" of the set of units "𝜺".
These values are obtained as detailed in Table 45.
𝜺 = Set of vehicles with tariff calculation rules type 3.
b = Age of the unit obtained from the year of manufacture.
r = Remunerated passenger transport route.
(...)"
XXXIV.In section "4.6.2.a Profitability of capital invested in the fleet", after the addition of section "iii. For vehicles with tariff calculation rules type 3", modify the text of the following paragraph and add a component and the description of its variables to equation 70, so that it reads as follows:
"(.)
From equations 65, 67, and 69 above, the total monthly profitability of the authorized fleet is obtained, which will be the sum of the profitability of vehicles with tariff calculation rules type 1, vehicles with tariff calculation rules type 2, and vehicles with tariff calculation rules type 3, namely, as indicated by the following equation:
Where:
(.)
𝑹𝑭𝜺𝒓= Monthly profitability of the capital invested in the fleet of vehicles with tariff calculation rule type 3 for route "r". This item will be expressed in colones (see equation 69).
(...)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(...)"
XXXV.In section "4.6.2.b Profitability of capital invested in installations, machinery, equipment, and furniture", modify the text of the first paragraph to add what corresponds to the tariff calculation rule type 3, adding a component to the respective equation, as well as the description of its variables, so that it reads as follows:
"(.)
The monthly profitability of the capital invested in installations, machinery, equipment, and furniture (RMEIr), is estimated as a proportion of the sum of the tariff values of the remunerated passenger transport units, bus modality, with tariff calculation rules type 1, type 2, and type 3, that make up the authorized fleet of the route. Within this component, the profitability costs of investments in assets associated with the recharging infrastructure for electric buses, included in other sections, are excluded. The value takes into account the number of units and the tariff values according to age obtained from the year of manufacture and type of vehicle used on the route, multiplied by the corresponding profitability rate.
The monthly profitability of the capital invested in installations, machinery, equipment, and furniture is estimated according to the following equation:
Where:
RMEIr = Monthly profitability of the capital invested in installations, machinery, equipment, and furniture on route "r". This item will be expressed in colones.
(.)
𝑽𝑻𝑨𝑭𝑫𝜺𝒓 = Tariff value of the fleet for the remunerated passenger transport units, bus modality, used on route "r", of the set of units "?" valued as if they were units propelled by diesel engines. The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
(...)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(...)"
XXXVI.In section "4.6.2. Profitability of capital associated with fixed assets", add a new section "f. Profitability of capital invested in electric bus batteries", so that it reads as follows:
"(.)
f. Profitability of capital invested in electric bus batteries The monthly profitability of the capital invested in electric bus batteries (RBr), is calculated by multiplying the profitability factor of the batteries by the value of the batteries and by the profitability rate.
The annual profitability factor in the case of capital invested in electric bus batteries is obtained by deducting the accumulated depreciation factor considering that the batteries are depreciated in accordance with what is indicated in section 4.4.1.e, and is calculated with the following equation:
Where:
frb = Annual profitability factor of the capital invested in electric bus batteries.
fdab = Accumulated annual depreciation factor of the investment in electric bus batteries. To determine this factor, it is necessary to establish the age of the asset at the time of the methodology's application; if it is the first battery integrated into the electric bus, the bus's age based on data from the National Registry of Property will be used; in the event that the battery has been replaced, the age will be determined from the regulatory accounting records as the primary source, or failing that, electronic receipts will be used.
In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electric bus batteries are at half of their useful life indicated in Table 9; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor at the end of half of the useful life is given by the expression:
Where:
VUB = Useful life of the electric bus batteries. This value is detailed in Table 9.
fdb = Annual depreciation factor of the battery for vehicles of the set of units "?". This factor is detailed in Table 9.
Thus, the annual profitability in the case of capital invested in electric bus batteries is calculated from the following equation:
Where:
RBr = Monthly profitability of the capital invested in the electric bus batteries of vehicles with tariff calculation rule type 3 for route "r". This item will be expressed in colones.
frb = Annual profitability factor of the capital invested in electric bus batteries.
VTBr = Tariff value of the batteries for the authorized fleet on route "r" of the set of units "?". This item will be expressed in colones. The value of the batteries is determined as indicated in section 4.11.6 of this methodology.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
𝒕𝒓𝜺 = Annual profitability rate for vehicles with tariff calculation rules type 3 for route "r" of the set of units "?". This value is obtained as detailed in section 4.6.2.a.ii.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Remunerated passenger transport route.
The annual profitability factor of the capital invested in electric bus batteries will be subject to variation in accordance with technical studies carried out, contracted, or endorsed by Aresep. The review and update studies will be carried out at least once a year during the first five years, counted from the entry into force of the resolution that incorporates into the methodology what is indicated for section 4.6.2.f. From the sixth year onwards, the review and update studies will be carried out at least once every five years. The update of the factor's value must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the factor's value allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology, are incorporated. Cases of inclusion, elimination of factors, and variation in rules to define factors must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)"
XXXVII.In section "4.6.2. Profitability of capital associated with fixed assets", add a section "g. Profitability of capital invested in electric bus recharging equipment and associated management systems", so that it reads as follows:
"(.)
g. Profitability of capital invested in electric bus recharging equipment and associated management systems The monthly profitability of the capital invested in electric bus recharging equipment and associated management systems (RCSr), is calculated by multiplying the profitability factors of the recharging equipment and the systems by the value of the recharging equipment and the value of the systems and by the profitability rate.
The annual profitability factor in the case of capital invested in electric bus recharging equipment is obtained by deducting the accumulated depreciation factor considering that the recharging equipment is depreciated in accordance with what is indicated in section 4.4.1.f, and is calculated with the following equation:
Where:
frc = Annual profitability factor of the capital invested in electric bus recharging equipment.
fdac = Accumulated annual depreciation factor of the investment in electric bus recharging equipment. To determine this factor, it is necessary to establish the age of the asset at the time of the methodology's application, for which the regulatory accounting records will be used as the primary source, or failing that, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electric bus recharging equipment is at half of its useful life indicated in Table 10; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor of the electric bus recharging equipment at the end of half of the useful life is given by the expression:
Where:
VUC = Useful life of the electric bus recharging equipment. This value is detailed in Table 10.
fdc = Annual depreciation factor of the recharging equipment for vehicles of the set of units "?". This factor is detailed in Table 10.
The annual profitability factor in the case of the electric bus charger management system is obtained by deducting the accumulated depreciation factor considering that the electric bus charger management system is depreciated in accordance with what is indicated in section 4.4.1.f, and is calculated with the following equation:
Where:
frsgc = Annual profitability factor of the capital invested in the electric bus charger management system.
fdasgc = Accumulated annual depreciation factor of the investment in the electric bus charger management system.
To determine this factor, it is necessary to establish the age of the system at the time of the methodology's application, for which the regulatory accounting records will be used as the primary source, or failing that, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electric bus charger management system is at half of its useful life indicated in Table 10; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor of the electric bus charger management system at the end of half of the useful life is given by the expression:
Where:
VUSGC = Useful life of the electric bus charger management system. This value is detailed in Table 10.
fdsgc = Annual depreciation factor of the charger management system for the vehicles of the set of units "?". This factor is detailed in Table 10.
The annual profitability factor in the case of the electric bus fleet management system is obtained by deducting the accumulated depreciation factor considering that the electric bus fleet management system is depreciated in accordance with what is indicated in section 4.4.1.f, and is calculated with the following equation:
Where:
frsgd = Annual profitability factor of the capital invested in the electric bus fleet management system.
fdasgf = Accumulated annual depreciation factor of the investment in the electric bus fleet management system. To determine this factor, it is necessary to establish the age of the system at the time of the methodology's application, for which the regulatory accounting records will be used as the primary source, or failing that, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electric bus fleet management system is at half of its useful life indicated in Table 10; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor of the electric bus fleet management system at the end of half of the useful life is given by the expression:
Where:
VUSGF = Useful life of the electric bus fleet management system. This value is detailed in Table 10.
fdsgf = Annual depreciation factor of the fleet management system for the vehicles of the set of units "?". This factor is detailed in Table 10.
Thus, the annual profitability in the case of capital invested in electric bus recharging equipment and associated management systems is calculated from the following equation:
Where:
RCSr = Monthly profitability of the capital invested in the electric bus recharging equipment and associated management systems of vehicles with tariff calculation rule type 3 for route "r". This item will be expressed in colones.
frc = Annual profitability factor of the capital invested in electric bus recharging equipment.
VCr = Tariff value of the recharging equipment for vehicles of the set of units "?" on route "r". This item will be expressed in colones. The value of the recharging equipment is determined as indicated in section 4.11.6 of this methodology.
FEr = Total number of units in the authorized fleet of route "r" with tariff calculation rules type 3. This corresponds to the authorized units that use an electric motor as a means of propulsion powered by batteries.
fcfer = Number of vehicles of the set of units "?" that the recharging equipment can simultaneously serve. The number of vehicles of the set of units "𝜺" that the recharging equipment can simultaneously serve is determined as indicated in section 4.11.6 of this methodology.
frsgc = Annual profitability factor of the charger management system for the vehicles of the set of units "𝜺".
VSGCr = Tariff value of the charger management system on route "r" of the set of units "?". This item will be expressed in colones. The value of the recharging management systems is determined as indicated in section 4.11.6 of this methodology.
frsgf = Annual profitability factor of the fleet management system for the vehicles of the set of units "𝜺".
VSGFr = Tariff value of the fleet management system on route "r" of the set of units "?". This item will be expressed in colones. The value of the fleet management systems is determined as indicated in section 4.11.6 of this methodology.
𝒕𝒓𝜺 = Annual profitability rate for vehicles with tariff calculation rules type 3 for route "r" of the set of units "?". This value is obtained as detailed in section 4.6.2.a.ii.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Remunerated passenger transport route.
The result of the quotient between FEr and fcfer, in the event that it does not correspond to an integer value, must be rounded up to the nearest higher integer, in order to have the quantity of chargers required for route "r".
The annual profitability factors of the capital invested in electric bus recharging equipment and the management systems associated with electric bus recharging will be subject to variation in accordance with technical studies carried out, contracted, or endorsed by Aresep. The review and update studies will be carried out at least once a year during the first five years, counted from the entry into force of the resolution that incorporates into the methodology what is indicated for section 4.6.2.g. From the sixth year onwards, the review and update studies will be carried out at least once every five years. The update of the factors' values must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the factor's value allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology, are incorporated. Cases of inclusion, elimination of factors, and variation in rules to define factors must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(.)"
XXXVIII.In section "4.6.2. Profitability of capital associated with fixed assets", add a section "h. Profitability of capital invested in electrical and electromechanical infrastructure for electric bus recharging", so that it reads as follows:
"(.)
h. Profitability of capital invested in electrical and electromechanical infrastructure for electric bus recharging The monthly profitability of the capital invested in electrical and electromechanical infrastructure for electric bus recharging (RICr), is calculated by multiplying the profitability factors of the electrical and electromechanical installations for the operation of the chargers for electric bus batteries by the value of the electrical and electromechanical installations for electric bus recharging and by the profitability rate.
The annual profitability factor in the case of capital invested in electrical installations for the operation of chargers for electric bus batteries is obtained by deducting the accumulated depreciation factor considering that the electrical bus recharging installations are depreciated in accordance with what is indicated in section 4.4.1.g, and is calculated with the following equation:
Where:
friec = Annual profitability factor of the capital invested in electrical installations for the operation of chargers for the batteries of vehicles of the set of units "?".
fdaiec = Accumulated annual depreciation factor of the investment in electrical installations for the operation of chargers for electric bus batteries. To determine this factor, it is necessary to establish the age of the assets at the time of the methodology's application, for which the regulatory accounting records will be used as the primary source, or failing that, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electrical installations for the operation of chargers for electric bus batteries are at half of their useful life indicated in Table 11; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor of the electrical recharging installations for electric buses at the end of half of the useful life is given by the expression:
Where:
VUIEC = Useful life of the electrical installations for the operation of chargers for electric bus batteries. This value is detailed in Table 11.
fdiec = Annual depreciation factor of the electrical installations for the operation of chargers for the batteries of vehicles of the set of units "?". This factor is detailed in Table 11.
The annual profitability factor in the case of capital invested in electromechanical installations for the operation of chargers for electric bus batteries is obtained by deducting the accumulated depreciation factor considering that the electromechanical bus recharging installations are depreciated in accordance with what is indicated in section 4.4.1.g, and is calculated with the following equation:
Where:
frimc = Annual profitability factor of the capital invested in electromechanical installations for the operation of chargers for the batteries of vehicles of the set of units "?".
fdaimc = Accumulated annual depreciation factor of the investment in electromechanical installations for the operation of chargers for electric bus batteries. To determine this factor, it is necessary to establish the age of the assets at the time of the methodology's application, for which the regulatory accounting records will be used as the primary source, or failing that, electronic receipts will be used. In the event that the age cannot be derived from the two cited sources, it will be considered as a tariff criterion that the electromechanical installations for the operation of chargers for electric bus batteries are at half of their useful life indicated in Table 11; this criterion is neutral for the calculation of accumulated depreciation when considering linear depreciation for the asset. The accumulated depreciation factor of the electromechanical recharging installations for electric buses at the end of half of the useful life is given by the expression:
Where:
VUIMC = Useful life of the electromechanical installations for the operation of chargers for electric bus batteries. This value is detailed in Table 11.
fdimc = Annual depreciation factor of the electromechanical installations for the operation of chargers for the batteries of vehicles of the set of units "?". This factor is detailed in Table 11.
Thus, the annual profitability in the case of capital invested in the electrical and electromechanical infrastructure for electric bus recharging is calculated from the following equation:
Where:
RICr = Monthly profitability of the capital invested in the electrical and electromechanical infrastructure for the recharging of vehicles with tariff calculation rule type 3 for route "r". This item will be expressed in colones.
friec = Annual profitability factor of the capital invested in electrical installations for the operation of chargers for the batteries of vehicles of the set of units "?".
VIECr = Tariff value of the electrical installations for the operation of chargers for the batteries of vehicles of the set of units "?" on route "r". This item will be expressed in colones. The value of the electrical recharging installations is determined as indicated in section 4.11.6 of this methodology.
frimc = Annual profitability factor of the capital invested in electromechanical installations for the operation of chargers for the batteries of vehicles of the set of units "?".
VIMCr = Tariff value of the electromechanical installations for the operation of chargers for the batteries of vehicles of the set of units "?" on route "r". This item will be expressed in colones. The value of the electromechanical recharging installations is determined as indicated in section 4.11.6 of this methodology.
𝒕𝒓𝜺 = Annual profitability rate for vehicles with tariff calculation rules type 3 for route "r" of the set of units "?". This value is obtained as detailed in section 4.6.2.a.ii.
𝜺 = Set of vehicles with tariff calculation rules type 3.
r = Remunerated passenger transport route.
The profitability factors of the electrical and electromechanical installations for the operation of chargers for electric bus batteries will be subject to variation in accordance with technical studies carried out, contracted, or endorsed by Aresep. The review and update studies will be carried out at least once a year during the first five years, counted from the entry into force of the resolution that incorporates into the methodology what is indicated for section 4.6.2.h. From the sixth year onwards, the review and update studies will be carried out at least once every five years. The update of the factors' values must be previously submitted to the public consultation process with a period of 10 business days.
The period established for updating the factor's value allows for the periodic review of the methodology so that changes in the financial environment, as well as technological and legal changes pertaining to the service subject to this methodology, are incorporated. Cases of inclusion, elimination of factors, and variation in rules to define factors must be previously submitted to the public hearing process provided for in Article 36 of Ley N° 7593.
(...)"
XXXIX.In section "4.6.3 Profitability of capital invested in supplies", modify the text of the first paragraph to add what corresponds to tariff calculation rule type 3, adding a component to the respective equation and the description of its variables, so that it reads as follows:
"(...)
The monthly profitability of the capital invested in supplies (RCPr), is estimated as a proportion of the sum of the tariff values of the remunerated passenger transport units, bus modality, that make up the authorized fleet of the route with tariff calculation rules type 1, type 2, and type 3. The value takes into account the number of units and the tariff values according to the age obtained from the year of manufacture and type of vehicle that is used on the route, multiplied by the profitability rate.
The monthly profitability of capital invested in supplies is estimated according to the following equation:
Where:
(...)
𝑽𝑻𝑨𝑭𝑫𝜺𝒓= Tariff value of the fleet for the remunerated passenger transport units, bus modality, used on route "r", of the set of units "?" valued as if they were units propelled by diesel engines. The indicated tariff values are determined as indicated in section 4.9.2 of this methodology, expressed in colones.
𝒕𝒓𝜺 = Annual profitability rate for vehicles with tariff calculation rules type 3 for route "r" of the set of units "?". This value is obtained as detailed in section 4.6.2.a.ii.
(...)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(.)" XL. In equation 79 and in the description of the variable representing the total number of units in the authorized fleet of route "r" according to age "b", of the set of units "?" and "?", (𝑭𝒃𝒓 𝜶,𝜸), add the reference to tariff calculation rule type 3, so that it reads as follows:
"(...)
(.)
𝑭𝒃𝒓 𝜶,𝜸,𝜺 = Number of units in the authorized fleet on route "r" according to age "b", of the set of units "a", "y", and "𝜺".
(.)
𝜺 = Set of vehicles with tariff calculation rules type 3.
(...)" XLI. In section "4.9 Procedure for the determination of the value of transport units," modify the title and content of section "4.9.2 Valuation of vehicles with tariff calculation rule type 2" to incorporate the corresponding provisions for the determination of the value of transport units under tariff calculation rule type 3, including new equations and the description of their variables, so that it reads as follows:
"(.)
4.9.2 Valuation of vehicles with tariff calculation rule types 2 and 3 a. Procedure for the determination of the tariff value of vehicles according to type and year The tariff value of each bus with tariff calculation rules type 2 and 3 shall be determined according to the following procedure, a value that shall be maintained for the bus throughout its entire useful life.
The estimation of the value of type 2 and 3 units shall be determined in four steps according to the updating procedure described below.
Step I. Periodicity and responsibility for the determination of the tariff value of the units 1.1. The determination of the value of each unit of manufacturing year "v" shall be carried out during the months of November of year "v" to March of year "v+1" and shall be the responsibility of the Transport Directorate (Intendencia de Transporte) of Aresep (IT). The results shall be established by resolution, which must be published in the official gazette La Gaceta no later than the last business day of March of year "v+1". The indicated period for obtaining the result is considered sufficient for the search and collection of information (data from the Ministry of Finance) as well as for its processing, in accordance with the statistical practice of obtaining information in this type of analysis.
1.2. The IT must compile an administrative file (expediente administrativo) in order to document the process of determining the average value per type of unit and manufacturing year, so that it is auditable and allows traceability of the values. For each moment when this value is required to be calculated, the file must include, at a minimum, the spreadsheets, the base information, the technical report supporting the resolution, and the results obtained.
Step II. Obtaining the base information for the determination of the tariff value for transport units 1.3. The following steps shall be followed:
a. The IT requests from the CTP the official and updated list of the authorized bus fleet, including: license plate number, agreement number and date on which its use in the public transport service was authorized, type of bus according to the bus classification used by the CTP, type of route on which it is authorized to operate, and the company operating it; said list shall be requested as of August 30 of each year.
b. The IT requests from the Directorate of Administrative and Tax Valuation (Dirección de Valoraciones Administrativas y Tributarias, DVAT) of the General Directorate of Taxation (Dirección General de Tributación, DGT) of the Ministry of Finance (MH), the complete list of all the indicated bus units that are registered in their Tax Information Systems, or any other system that replaces it, including: license plate number, manufacturing year, tax class, VIN number according to the National Registry, make, and fiscal value for purposes of the Property Tax on Motor Vehicles, Aircraft, and Vessels (values in colones). The IT must make the request to the MH no later than September 20 of each year.
c. The CTP and the DGT deliver the requested information to the IT.
d. With the information received from the two public entities described above, both lists must be consolidated in order to obtain a single information base, which assigns to each authorized bus unit of manufacturing year "v" the market value assigned by the Ministry of Finance (VPn) and the classification of the bus according to the typology formalized by the CTP. By virtue of Transitory Provision VIII of Ley N° 7600, the simple average of the value obtained for each type of bus, of the respective manufacturing year, shall correspond to the value with a ramp for persons with disabilities.
For new units that entered the country after October 4, 2023, the percentage of import customs duties (Ley N° 6986 or the law that reforms or replaces it) and the customs value tax (Ley N°6946 or the law that reforms or replaces it) must be added, as applicable, to the value indicated by the Ministry of Finance. Once the value considers said percentages as applicable, the estimated profit percentage is added to the new amount (according to the regulations and procedures that were considered by the Ministry of Finance). To this new value that already considers the estimated profit, the applicable value-added tax (Ley N°6826 or the law that reforms or replaces it) is added, thus obtaining the market value VPn.
e. This new bus or vehicle value shall be the tariff base upon which the other associated items will be estimated.
Step III. Determination of the average value per type of transport unit according to the typology formalized by the CTP 1.4. With the requested and reviewed information, the IT calculates, for each type of bus (k) according to the bus typology used by the CTP (supplied by that Institution, which may be that indicated in Table 51 or any other that replaces or complements it), the simple average of the market values of the transport units of type "k" and manufacturing year "v".
This average value shall be calculated once for each year "v" and shall apply to units of type "k" of manufacturing year "v" for tariff fixations subsequent to the entry into force of that value.
The results must be previously submitted to the citizen participation mechanism of public consultation with a period of 10 business days. Once the public consultation is completed, the final results shall be established in a resolution, which must be published in the official gazette La Gaceta no later than the last business day of March of each year." Step IV. Determination of the tariff value of a particular unit 1.5. The tariff value of a particular unit (𝑉𝑇𝐴𝑛 𝛾 and 𝑉𝑇𝐴 𝜀𝑛 for the units under tariff calculation rule type 2 and type 3, respectively), with license plate "n", shall be its market value as a new vehicle determined by the Ministry of Finance and adjusted, as applicable, as explained in point 1.3 above. In cases where there are new buses not included in the list sent by the Ministry of Finance according to point 1.3.b above, the IT shall request their respective value from the Ministry of Finance and make the adjustments indicated in point 1.3.d above, unless the Ministry of Finance indicates that said value corresponds to the market value of the unit.
i. For units with tariff calculation rule type 2:
The cost of tires must be subtracted from the tariff value of the type 2 transport unit in colones, given that, within the cost structure of the methodology, that item is considered separately, using the tire values in force and/or available at the time of application of this procedure. The definition of the tariff value of the units without tires (𝑉𝑇𝐴𝑁𝑛𝛾) is:
Where:
𝑽𝑻𝑨𝑵𝜸𝒏 = Tariff value of the paid transport unit for persons, bus modality, without tires, with license plate number "n" from the set of units "y" 𝑽𝑻𝑨𝜸𝒏 = Tariff value of the paid transport unit for persons, bus modality, with license plate number "n" from the set of units "Y".
𝑸𝑳𝑳𝜸𝑽𝑻𝑨𝑵 = Quantity of tires per motor vehicle for the tariff value of the unit from the set of units "?". The tires of each type of motor vehicle are considered.
PLL = Price of a new tire. The price of a new tire is determined according to what is indicated in section 4.11 in force on the day of the public hearing for the application of this methodology.
y = Set of vehicles with tariff calculation rules type 2.
n = Index representing the license plate of the transport unit.
ii. For units with tariff calculation rule type 3:
The cost of tires and the cost of the electric bus battery must be subtracted from the tariff value of the type 3 transport unit in colones, given that, within the cost structure of the methodology, these components are considered separately, using the values in force and/or available at the time of application of this procedure. The definition of the tariff value of the units without tires and without battery (𝑉𝑇𝐴𝑁𝑛 𝜀) is:
Where:
𝑽𝑻𝑨𝑵𝒏 𝜺= Tariff value of the paid transport unit for persons, bus modality, without tires and without battery, with license plate number "n" from the set of units " 𝜺 " 𝑽𝑻𝑨𝒏 𝜺= Tariff value of the paid transport unit for persons, bus modality, with license plate number "n" from the set of units " 𝜺 ".
𝑸𝑳𝑳𝜺𝑽𝑻𝑨𝑵 = Quantity of tires per motor vehicle for the tariff value of the unit from the set of units " 𝜺 ". The tires of each type of motor vehicle are considered.
PLL = Price of a new tire. The price of a new tire is determined according to what is indicated in section 4.11 in force on the day of the public hearing for the application of this methodology.
VTBr = Tariff value of the batteries for the authorized fleet on route "r" from the set of units "?". This item shall be expressed in colones. The value of the batteries is determined according to what is indicated in section 4.11.6 of this methodology.
𝜺 = Set of vehicles with tariff calculation rules type 3.
n = Index representing the license plate of the transport unit.
b. Procedure for the determination of the total value of the authorized fleet Once the tariff value of each unit according to type and year has been determined, the total value of the authorized fleet on route "r" for vehicles according to each calculation rule is defined as indicated below:
i. For units with tariff calculation rule type 2:
Where:
𝑽𝑻𝑨𝑭𝒓𝜸 = Total tariff value of the fleet for the paid transport units for persons, bus modality, used on route "r", from the set of units "Y".
𝑽𝑻𝑨𝒃𝒓𝜸 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "Y".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
Y = Set of vehicles with tariff calculation rules type 2.
In turn, the tariff value of the fleet of paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "?" is defined as:
𝑽𝑻𝑨𝜸𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "Y".
𝑽𝑻𝑨𝜸𝒓 = Tariff value of the paid transport unit for persons, bus modality, with license plate number "n" from the set of units "Y".
𝑵 𝜸𝒑 𝒃𝒓 = Quantity of units of the authorized fleet according to age "b" on route "r" from the set of units "?" for the year of application "p".
n = Index representing the license plate of the transport unit. For this formula, only paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "Y", are taken.
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
Y = Set of vehicles with tariff calculation rules type 2.
p = Year of application of the methodology.
In this way, the total value of the fleet without tires for vehicles with type 2 rule is subsequently determined:
Where:
𝑽𝑻𝑨𝑭𝑵𝒓𝜸 = Total tariff value of the fleet without tires for the paid transport units for persons, bus modality, used on route "r", from the set of units "𝜸".
𝑽𝑻𝑨𝑵𝜸𝒃𝒓 = Tariff value of the fleet without tires for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "𝜸".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
Y = Set of vehicles with tariff calculation rules type 2.
For the tariff value of the fleet, without tires, for the units of age "b" of the authorized fleet on route "r" from the set of units "?", the following is used:
Where:
𝑽𝑻𝑨𝑵𝜸𝒃𝒓 = Tariff value of the fleet without tires for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "Y".
𝑽𝑻𝑨𝑵𝜸𝒏 = Tariff value of the paid transport unit for persons, bus modality, without tires, with license plate number "n" from the set of units "Y".
𝑵𝜸𝒑𝒃𝒓 = Quantity of units of the authorized fleet according to age "b" on route "r" from the set of units "r" for the year of application "p".
n = Index representing the license plate of the transport unit. For this formula, only paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units "Y", are taken.
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
Y = Set of vehicles with tariff calculation rules type 2.
p = Year of application of the methodology.
ii. For units with tariff calculation rule type 3:
Where:
𝑽𝑻𝑨𝑭𝜺𝒓= Total tariff value of the fleet for the paid transport units for persons, bus modality, used on route "r", from the set of units " 𝜺 ".
𝑽𝑻𝑨𝜺𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
𝜺 = Set of vehicles with tariff calculation rules type 3.
In turn, the tariff value of the fleet of paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 " is defined as:
𝑽𝑻𝑨𝜺𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ".
𝑽𝑻𝑨𝜺𝒓= Tariff value of the paid transport unit for persons, bus modality, with license plate number "n" from the set of units " 𝜺 ".
𝑵𝜺𝒑𝒃𝒓 = Quantity of units of the authorized fleet according to age "b" on route "r" from the set of units "r" for the year of application "p".
n = Index representing the license plate of the transport unit. For this formula, only paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ", are taken.
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
𝜺 = Set of vehicles with tariff calculation rules type 3.
p = Year of application of the methodology.
In this way, the total value of the fleet without tires and without battery for vehicles with type 3 rule is subsequently determined:
Where:
𝑽𝑻𝑨F𝑵 𝜺 𝒓 = Total tariff value of the fleet without tires and without battery for the paid transport units for persons, bus modality, used on route "r", from the set of units" 𝜺 ".
𝑽𝑻𝑨𝑵𝜺b𝒓 = Tariff value of the fleet without tires and without battery for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
𝜺 = Set of vehicles with tariff calculation rules type 3.
For the tariff value of the fleet, without tires and without battery, for the units of age "b" of the authorized fleet on route "r" from the set of units " 𝜺 ", the following is used:
Where:
𝑽𝑻𝑨𝑵𝜺𝒃𝒓 = Tariff value of the fleet without tires and without battery for the paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ".
𝑽𝑻𝑨𝑵𝒏 𝜺= Tariff value of the paid transport unit for persons, bus modality, without tires and without battery, with license plate number "n" from the set of units " 𝜺 ".
𝑵 𝒃𝒓𝜺𝒑 = Quantity of units of the authorized fleet according to age "b" on route "r" from the set of units " 𝜺 " for the year of application "p".
n = Index representing the license plate of the transport unit. For this formula, only paid transport units for persons, bus modality, of age "b" of the authorized fleet on route "r", from the set of units " 𝜺 ", are taken.
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
𝜺 = Set of vehicles with tariff calculation rules type 3.
p = Year of application of the methodology.
c. Procedure for the valuation of type 3 units as if they were powered by diesel engines In those cases where all the buses of the set of units authorized on route "r" use an electric motor as a means of propulsion powered by batteries, the tariff value of the unit (𝑽𝑻𝑨𝑭𝑫𝒓 𝜺 ) is calculated as the bus value weighted by branch according to the type of branch determined by the CTP, using the latest available bus value that uses a diesel engine for the type of branch, weighting them by the quantity of monthly kilometers of each branch according to the authorized operational scheme.
In those cases where at least one bus of the set of units authorized on route "r" uses a diesel engine as a means of propulsion, the tariff value of the unit (𝑽𝑻𝑨𝑭𝑫𝒓 𝜺 ) is calculated as the simple average of the values of those diesel buses.
(.)" XLII. In section "4.9.3 Valuation of the total fleet of the route according to age," add the following text after the second paragraph of the subtitle "For vehicles with tariff calculation rule type 2":
"(.)
b. For vehicles with tariff calculation rule type 3 c. Fleet by age for each manufacturing year "v":
By multiplying 𝑽𝑻𝑨e𝒃𝒓 by the corresponding quantity of units 𝑭𝒃𝒓𝜺 corresponding to year "v", the total value of the fleet of vehicles of age "b" with type 3 rule on route "r" for that year is obtained. The foregoing is expressed by equation 131. This value for the year shall be accumulated with the values for each age for the vehicles with type 3 rules, to finally obtain the value of the total fleet for the vehicles of this type, which is expressed in equation 130.
Analogously, the tariff value of the fleet without tires and without battery 𝑽𝑻𝑨𝑵𝜺𝒃𝒓 is calculated by summing the values of each vehicle (by license plate) as expressed by equation 133. And upon accumulating this value for each age, the value of the total fleet without tires and without battery described by equation 132 is obtained.
(.)" XLIII. In section "4.9.3 Valuation of the total fleet of the route according to age," after the third paragraph of the subtitle "For vehicles with tariff calculation rule type 2," modify the text so that it reads as follows:
"(.)
The tariff value of the fleet according to age "b" of route "r" from the set of units "?", "?" and "?" is obtained from equations 134, 127 and 131 as follows:
Where:
𝑽𝑻𝑨𝒃𝒓 = Tariff value of the transport units of age "b" of route "r", from the set of units "a", "y" and " 𝜺 ".
𝑽𝑻𝑨𝑭𝜶𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" used on route "r", from the set of units "a".
𝑽𝑻𝑨𝒈𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" used on route "r", from the set of units "y".
𝑽𝑻𝑨𝒃𝒓𝜺 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" used on route "r", from the set of units "?".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
? = Set of vehicles with tariff calculation rules type 1.
? = Set of vehicles with tariff calculation rules type 2.
? = Set of vehicles with tariff calculation rules type 3.
Likewise, the tariff value of the fleet without tires according to age "b" of route "r" from the set of units "?", "?" and "?" is obtained from equations 129, 133 and 135 as follows:
Where:
𝑽𝑻𝑨𝑵𝒃𝒓 = Tariff value of the fleet for the paid transport units for persons, bus modality, of age "b" used on route "r", from the set of units "?", "?" and "?".
𝑽𝑻𝑨𝑵𝑭𝒃𝒓 𝜶 = Tariff value of the fleet for the paid transport units for persons, bus modality, without tires, of age "b" used on route "r", from the set of units "?".
𝑽𝑻𝑨𝑵𝒃𝒓 𝒈 = Tariff value of the fleet for the paid transport units for persons, bus modality, without tires, of age "b" used on route "r", from the set of units "?".
𝑽𝑻𝑨𝑵𝒃𝒓 𝜺 = Tariff value of the fleet for the paid transport units for persons, bus modality, without tires, of age "b" used on route "r", from the set of units "?".
b = Age of the unit obtained from the manufacturing year.
r = Paid transport route for persons.
? = Set of vehicles with tariff calculation rules type 1.
? = Set of vehicles with tariff calculation rules type 2.
? = Set of vehicles with tariff calculation rules type 3.
(.)" XLIV. In section "4.11 Procedure for the determination of prices of goods used in the cost structure of the methodology," include a new section "4.11.6 Value of equipment, management systems, maintenance and infrastructure and other items necessary for the recharging operation of electric buses:" "(.)
4.11.6 Value of the equipment, management systems, maintenance and infrastructure and other items necessary for the recharging operation of electric buses The determination of the values contained and detailed in this section shall be carried out by the Transport Directorate (IT) in each tariff study in which this methodology is applied, for which purpose it must document in the respective tariff file the process of determining the values, so that it is auditable and allows traceability, including, at a minimum, the spreadsheets, as well as the base information supporting the results obtained following the unequivocal rules of applicable science and technique.
For the determination of the values, the IT must use the particular information of each service provider that has authorized and in operation buses that use electric motors as a means of propulsion powered by batteries, in the following order:
- 1)Firstly, the most recent information available in the regulatory accounting records submitted by the service provider to whom this methodology is applied in the tariff study, in accordance with the detail and deadlines established in resolutions IT-002-2018 and RE-107-IT-2019 and any other that modifies or replaces them.
- 2)Secondly, in those cases where for a service provider the corresponding information is not available in the regulatory accounting records, because the fiscal period has not ended or the deadline for the submission of the information established in the previously indicated resolutions has not expired, the service provider must supply electronic receipts (receipts for the acquisition of goods and contracting of services at both the national and international level, Single Customs Declarations (DUA), receipts for the import and nationalization of goods, as well as other documents that certify the real cost of the goods or services), with issuance dates prior to the date of presentation of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review. The documents provided must comply with the regulations established by the Ministry of Finance regarding electronic receipts for tax purposes.
With the receipts supplied by the provider, the IT, in compliance with current regulations (Ley Nº7593, articles 14 c, 24, 32 b, d and e), must verify and determine the price or value of the services detailed in this section.
In the corresponding cases, the prices and values must include the taxes applicable in the country and any commercial discount granted by the suppliers in the reviewed and analyzed documents.
In cases where any value or price is expressed in United States dollars, to obtain the amount in colones, the simple semi-annual average of the daily sale reference exchange rate, published by the BCCR, shall be used, and the data series for the last six calendar months prior to the date of the public hearing for the application of the methodology in the corresponding tariff study shall be used (a calendar month is the time from the first calendar day of a month to the last calendar day, both inclusive). In cases where any value or price is expressed in an international currency other than the United States dollar, the currency must be converted to United States dollars using the "exchange rate of the US dollar for other currencies", published by the BCCR, and the data series for the last six calendar months prior to the date of the public hearing for the application of the methodology in the corresponding tariff study shall be used (a calendar month is the time from the first calendar day of a month to the last calendar day, both inclusive).
In those particular cases where the service provider has in operation buses that use electric motors as a means of propulsion powered by batteries, where both the units and/or the equipment, the management systems, the maintenance, the infrastructure, and other items necessary for their operation are used through mechanisms other than the acquisition of goods and services, the IT may use other sources of information than those indicated above, such as a copy certified by a notary public of the lease, leasing, or commodatum contracts for all or some of the goods and services, or any other contract regulated in the Civil or Commercial Codes, in order to verify the use of said goods and services by the provider in the service. In these cases, the value of all or some of the goods or services shall be determined, recognizing in the cost structure a monthly amount for the lease or equivalent concept, obtained from the information supplied, as a substitute for the recognition of the costs described in sections 4.4.1.e, 4.4.1.f, 4.4.1.g, 4.4.10, 4.4.11, 4.6.2.f, 4.6.2.g, 4.6.2.h above.
In the event that the necessary information is not available from the indicated sources and it is not possible to determine the values or prices of the goods and services described in the following sections b) and from d) to l), their value in the tariff study in which this methodology is applied shall be zero until the necessary information is available, which shall necessarily be in another tariff study.
The minimum characteristics or specifications that must be met by the goods and services related to the operation of buses that use electric motors as a means of propulsion powered by batteries, for which their price or value will be determined, are detailed below.
a. Value of electric bus batteries The batteries of buses that use electric motors as a means of propulsion, in accordance with what is established by the Board of Directors of the Public Transport Council (Consejo de Transporte Público) in article 3.5 of ordinary session 53-2022 of November 23, 2022, must have a capacity that will not degrade by more than 15% of its original nominal capacity for at least 24 months, so manufacturers must guarantee to the operator, and this in turn to the Council, that the state of health of the batteries (SoH), may not be less than 85% during that period; in addition, they must guarantee that they will be free of defects for seven years.
Given that the acquisition of electric bus batteries corresponds to a non-recurring expenditure over time, in the event that only the source of electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of presentation of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the acquisition of batteries for electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the current and applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
b. Value of the battery chargers for electric buses The battery chargers for electric buses, in accordance with the provisions established by the Board of Directors of the Consejo de Transporte Público in article 3.5 of ordinary session 53-2022 of November 23, 2022, must be configured to automatically apply a charging protocol appropriate for the state of charge of the battery, in accordance with the practices recommended by the battery manufacturer. The battery chargers must be configured to initiate and sustain battery charging at any state of charge. The battery charger must be configured to automatically end the charge upon reaching a full state of charge or in the event of hazardous or anomalous conditions.
The battery chargers must be configured to interconnect with the onboard battery management systems and interlock systems. The charging equipment must be capable of operating continuously without performance or safety degradations in the environmental conditions typically found at the acquirer's location.
Suppliers of battery chargers for electric buses must comply with the following regulations developed mainly by the International Electrotechnical Commission (IEC), which covers both direct current and alternating current charging.
- a)IEC 61851-1:2017 Part 1.
- b)IEC 61851-21-1:2017.
- c)IEC 61851-21-2:2018.
- d)IEC 61851-23-2:2014.
- e)IEC 61851-24-2:2014.
Given that the acquisition of battery chargers for electric buses corresponds to a non-recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the battery chargers for electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the current and applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
c. Number of electric buses charged simultaneously The number of electric buses that can be served simultaneously with a single charger shall be two. Notwithstanding the foregoing, if, based on the information presented by an operator in a tariff review, it is determined that a more efficient design exists in terms of the number of chargers required to electrify a fleet, a higher value may be used, based on the information provided by the provider in accordance with the particular designs of the case under analysis.
d. Value of the computer-based monitoring system for the electric bus charger From the provisions established by the Board of Directors of the Consejo de Transporte Público in article 3.5 of ordinary session 53-2022 of November 23, 2022, it is identified that the chargers require a computer-based management system for the batteries on board the electric buses and interlock systems. Said monitoring system must automatically allow for the application of a charging protocol appropriate for the state of charge of the battery, in accordance with the practices recommended by the battery manufacturer, as well as to manage the chargers to initiate and sustain battery charging at any state of charge. The monitoring system must allow for configuring the charge to end automatically upon reaching a full state of charge or in the event of hazardous or anomalous conditions.
Given that the acquisition of the computer-based monitoring system for the electric bus charger corresponds to a non-recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the computer-based fleet monitoring system for electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the current and applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
e. Value of the computer-based fleet monitoring system for electric buses From the provisions established by the Board of Directors of the Consejo de Transporte Público in article 3.5 of ordinary session 53-2022 of November 23, 2022, it is identified that, for an adequate management of the charging of the batteries on board the electric buses and prioritization of the charging order of the electric buses in accordance with the requirements of the service operation, a computer-based fleet monitoring system is required.
Given that the acquisition of the computer-based fleet monitoring system for electric buses corresponds to a non-recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the computer-based fleet monitoring system for electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the current and applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
The fleet monitoring systems correspond to those that interact directly with the monitoring system of the electric bus charger; should the same system be used that is associated with the electronic payment system, to avoid duplication in the recognition of costs, the value of this system shall be zero.
f. Value of the electrical installations for recharging electric buses The electrical installations for the operation of the electric bus chargers, in accordance with the provisions established by the Board of Directors of the Consejo de Transporte Público in article 3.5 of ordinary session 53-2022 of November 23, 2022, must be capable of connecting to a three-phase electrical power supply with a nominal voltage in accordance with the official voltages in the country typified in the standard "Supervisión de la calidad del suministro eléctrico en baja y media tensión" (AR-NT-SUCAL).
Given that the acquisition of the electrical installations for recharging electric buses corresponds to a non-recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the electrical installations for recharging electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the current and applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
g. Value of the electromechanical installations for recharging electric buses Given that the acquisition of the electromechanical installations for recharging electric buses corresponds to a non-recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the receipt(s) with an issuance date prior to the date of submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the investments made in the electromechanical installations for recharging electric buses, the IT may analyze their reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the applicable regulations, as well as the unequivocal rules of science and the technique of the applicable disciplines.
h. Annual value of the license for the computer-based monitoring system of the electric bus charger Given that the payment of licenses for the computer-based monitoring system of the electric bus charger corresponds to a recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the electronic receipts for a historical series of at least the last six closed months prior to the submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the license for the computer-based monitoring system of the electric bus charger, the IT may analyze its reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, and should it be necessary, it could rely on a market study of those computer systems, for which it must follow the unequivocal rules of science and the technique of the applicable disciplines.
i. Annual value of the license for the computer-based fleet monitoring system for electric buses Given that the payment of licenses for the computer-based fleet monitoring system for electric buses corresponds to a recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the electronic receipts for a historical series of at least the last six closed months prior to the submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the license for the computer-based fleet monitoring system for electric buses, the IT may analyze its reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, and should it be necessary, it could rely on a market study of those computer systems, for which it must follow the unequivocal rules of science and the technique of the applicable disciplines.
j. Annual value of the maintenance of the electric bus battery chargers Given that the payment for the maintenance of the electric bus battery chargers corresponds to a recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the electronic receipts for a historical series of at least the last six closed months prior to the submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the maintenance of the electric bus battery chargers, the IT may analyze its reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the applicable regulations, and should it be necessary, it could rely on a market study of the maintenance of that type of equipment, for which it must follow the unequivocal rules of science and the technique of the applicable disciplines.
k. Annual value of the maintenance of the electrical installations for recharging electric buses Given that the payment for the maintenance of the electrical installations for recharging electric buses corresponds to a recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the electronic receipts for a historical series of at least the last six closed months prior to the submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the maintenance of the electrical installations for recharging electric buses, the IT may analyze its reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the applicable regulations, and should it be necessary, it could rely on a market study of the maintenance of that type of installations, for which it must follow the unequivocal rules of science and the technique of the applicable disciplines.
l. Annual value of the maintenance of the electromechanical installations for recharging electric buses Given that the payment for the maintenance of the electromechanical installations for recharging electric buses corresponds to a recurring expenditure over time, in the event that only the source of information from electronic receipts is available, the service provider must supply the electronic receipts for a historical series of at least the last six closed months prior to the submission of the tariff review request by the provider or the opening of the tariff file if it is an ex officio review.
In the valuation of the maintenance of the electromechanical installations for recharging electric buses, the IT may analyze its reasonableness in accordance with the particular analyses and designs that the service provider has carried out for the introduction of electric buses, taking into account the applicable regulations, and should it be necessary, it could rely on a market study of the maintenance of that type of installations, for which it must follow the unequivocal rules of science and the technique of the applicable disciplines.
(...)" XLV. In section "4.12.2.c Leasing of authorized units", modify the text of the fifth paragraph so that it reads as follows:
"(.)
The procedure to establish the lease would be as follows:
1. The monthly amount corresponding to the unit's lease contract is recorded.
2. The type of tariff calculation rule that corresponds to the unit is defined.
3. The monthly amount corresponding to depreciation of the unit is calculated; for units classified as type 3, the monthly amount corresponding to depreciation of the battery is calculated and added.
4. The monthly amount corresponding to profitability of the unit is calculated; for units classified as type 3, the monthly amount corresponding to profitability of the battery is calculated and added.
5. The values corresponding to the depreciation and profitability of the unit are summed; for units classified as type 3, the depreciation and profitability values of the battery are added.
6. A comparison is made between the value for depreciation and profitability in step 5) above against the amount of the lease contract from step 1), where the following is established:
For units with calculation rule type 1 and 2:
- i)If the amount of the monthly lease contract is greater than the sum of the monthly amount for depreciation plus the amount of profitability of the unit, the unit shall be considered as if it were owned.
- ii)If the amount of the monthly lease contract is less than the sum of the monthly amount for depreciation plus the monthly amount of profitability of the unit, the lease amount must be distributed by allocating 50% to depreciation of the unit and the remaining 50% to profitability of the unit.
For units with calculation rule type 3:
- iii)If the amount of the monthly lease contract is greater than the sum of the monthly amount for depreciation plus the amount of profitability of the unit and the battery, the unit and the battery shall be considered as if they were owned.
- iv)If the amount of the monthly lease contract is less than the sum of the monthly amount for depreciation plus the monthly amount of profitability of the unit and the battery, the lease amount must be distributed by allocating 25% to depreciation of the unit, 25% to profitability of the unit, 25% to depreciation of the battery, and 25% to profitability of the battery.
(.)" XLVI. In section "4.13.2.a Procedure for obtaining data with approximate variables", in item 1, include the reference to vehicles with tariff calculation rules type 3 and add at the end of the section two components to determine the value of the electric bus with battery and the approximate value of the battery, so that it reads as follows:
"(.)
1. Tariff value of bus units: if the value from the Ministerio de Hacienda for a new bus is not available for a specific unit with tariff calculation rules type 2 and 3 with classification "k", its tariff value shall correspond to the average value of the bus type "k" with a manufacturing year equal to that of the unit. If for the manufacturing year of the unit, an average value for type "k" is not available, it shall be assigned the closest subsequent average value to the manufacturing year available for type "k". In the event that subsequent values are not available, it shall be assigned the last calculated average value for that type "k".
(.)
9. Value of the electric bus with battery: In the event that the information detailed in section 4.9.2 or point 1 above is not available to determine the tariff value of the fleet without tires and without electric battery with tariff calculation rule type 3, whose manufacturing year is prior to the most recent available year "v", the value of 318,000 United States dollars obtained from the technical studies available as of the first half of the year 2024 may be used as the tariff value of a complete electric bus (including, in aggregate form, the value of the chassis, body, and battery). To obtain its value in colones, the rule contained in section 4.11.6 shall be used.
10. Value of the battery: In the event that the information detailed in section 4.11.6 is not available to determine the value of the batteries, but information is available that allows concluding that the available value of the electric bus corresponds to a unit that includes the value of the chassis, body, and battery (complete electric bus), it may be used that the default value of the battery represents 36% of the value of the complete bus obtained from the technical studies available as of the first half of the year 2024.
(...)" XLVII. In section "4.13.1. General application", add a section "h. Tariff recognition of electric buses under non-usual business models", after section "g. Ex officio fixings", so that it reads as follows:
"(.)
In cases where the application of the methodology contemplates the incorporation of battery electric buses under a business model different from the usual one (the usual model is where the service provider, in addition to operating, is the owner or lessee of the assets), the Intendencia de Transporte must analyze, value, and technically justify how the costs associated with the implementation of this technology will be included in the tariff, considering new business models and/or other contractual arrangements.
The resolution for the setting of tariffs that is issued must detail all the elements included in the analysis and the valuation carried out.
(...)" XLVIII. Adjust the numbering of tables and equations included in the text of the methodology so that it matches the new numbering of the new sections, tables, and equations included in this partial amendment.
(...)"
II.To hold as a response to the positions presented in the virtual public hearing, held on July 28, 2025, what is indicated in report IN-0057-DGDR-2025, of October 2, 2025, as well as official communication OF-0372-DGDR-2025, of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording, and to express gratitude for the valuable participation in this process.
III.To instruct the Secretaría de la Junta Directiva de la Aresep, in accordance with the responsibilities and functions assigned in the Reglamento Interno de Organización y Funciones de la Aresep y su órgano desconcentrado (RIOF), to proceed with publishing this resolution in the official gazette La Gaceta, in accordance with the provisions of article 23.2 subsections c) and d) of the Reglamento de Sesiones de la Junta Directiva de la Aresep.
IV.To instruct the Secretaría de Junta Directiva de la Aresep to proceed with notifying the Consejo de Transporte Público, the Consejero del Usuario, Mr. Mario Roberto Durán Ortiz, and the Asociación Cámara Nacional de Transporte de Costa Rica, of the technical report responding to the positions presented (IN-0057-DGDR-2025), as well as official communication OF-0372-DGDR-2025, of November 6, 2025, with which the DGDR made an adjustment to the description of the variable TBE "Tarifa del suministro de energía eléctrica" and its final wording, and this resolution, in a single act.
V.To communicate this resolution to the Dirección General de Desarrollo de la Regulación, the Dirección General de Atención al Usuario, the Intendencia de Transporte, the Intendencia de Energía, the Dirección de Relaciones Institucionales, and the Ministerio de Obras Públicas y Transportes, for whatever corresponds.
VI.To instruct the Dirección General de Desarrollo de la Regulación to proceed with the consolidation of the "Metodología para fijación ordinaria de tarifas para el servicio remunerado de personas, modalidad autobús", resolution RJD-035-2016 of sixteen hours on February twenty-fifth, two thousand sixteen, and its reforms, once this partial amendment is in force, which it must forward to the Dirección de Relaciones Institucionales to proceed with its dissemination on the institutional website.
In compliance with what is ordered by articles 245 and 345 of Ley 6227 Ley General de la Administración Pública (LGAP), it is informed that the ordinary remedy of reconsideration and the extraordinary remedy of review may be filed against this resolution before the Board of Directors.
In accordance with article 346 of the LGAP, the remedy of reconsideration must be filed within a period of three working days, counted from the working day following the notification of this act, and the extraordinary remedy of review, within the periods indicated in article 354 of that same law.
It enters into force upon its publication in the official gazette La Gaceta.
LET IT BE PUBLISHED, NOTIFIED, AND COMMUNICATED.