Freight transport NAMA
|Type of action
|Submitted to UNFCCC registry
|Start of initiative
|Financing and support details
|US$ 19.76 mln
|US$ 0.07 mln
|Financing received to-date
|Principal source of financing
|Principal type of financing
|Capacity building required
|Technology transfer required
|Ministry of the Environment and Natural Resources (Secretaría de Medio Ambiente y Recursos Naturales), Ministry of Communication and Transportation (Secretaría de Comunicaciones y Transportes)
|Organization providing technical support
|Semarnat, Sener, INE, CONUEE
Semarnat: Ana Patricia Martínez Bolívar:
Ministry of Communication and Transportation (Secretaría de Comunicaciones y Transportes):
The main objective of the NAMA is to improve energy efficiency in the federal road freight transport sector through the modernization of the fleet, the inclusion of technologies and training programs for drivers which reduce fuel consumption of trucks and thereby reduce greenhouse gas (GHG) and criteria pollutants emissions.
The NAMA aims to reduce emissions from the freight sector by introducing three different types of measures to improve vehicle fuel efficiency in domestic medium- and large-sized enterprises. These are: enhancing the aerodynamics of freight vehicles, installing Automatic Inflation Systems (AIS) to monitor tyre pressure, and introducing eco-driving training programmes.
NAMA Identification: A low-carbon scenario analysis for Mexico (known as MEDEC) was conducted in 2008 as part of the World Bank’s Investment Framework for Clean Energy. This incorporated a transport sector component that involved testing nine different strategies for CO2 emission reduction in the sector and included a Marginal Abatement Cost Curve (MACC) to analyze the co-benefits of CO2 emission reduction. NAMA development: The NAMA proposal was developed by EMBARQ Mexico in close cooperation with SEMARNAT. The mitigation actions were selected following a review of measures that have been adopted, implemented and impacts monitored in other countries, and they were later refined through a participatory process. NAMA Implementation: TBD (opportunities to access finance for implementation are being pursued).
The interventions of the NAMA are the following, combining the three interventions can increase the fuel-saving potential:
- Include «Eco-driving» courses for truck drivers as a part of the mandatory courses of the Ministry of Communication and Transportation (SCT) taken by road hauliers every two years.
- Technological improvement: Improve aerodynamics, automatic inflating systems (AIS), among others.
These technological improvements are not exclusive but can be applied simultaneously. This increases the fuel saving potential.
- Modernization of the vehicle fleet, via the scrapping and renovation of road transport fleet and the NOM-044-SEMARNAT.
Impact and MRV
|Cumulative GHG reductions: 290 MtCO2e
Ex-ante projections indicate that the potential emission reduction of the NAMA is 290 MtCO2eq. This is approximately 12% of all emissions from the freight transport sub-sector. The cost per unit of tone of CO2e mitigated will be of the order of 26 USD/ tCO2e MtCO2e"Ex-ante projections indicate that the potential emission reduction of the NAMA is 290 MtCO2eq. This is approximately 12% of all emissions from the freight transport sub-sector. The cost per unit of tone of CO2e mitigated will be of the order of 26 USD/ tCO2e MtCO2e" cannot be used as a page name in this wiki.
|Improvement of road safety through the professionalization of drivers and the improvement of the conditions of the road transport vehicles.
|Rise the freight sector’s competitiveness by increasing job opportunities for owner operators and smaller fleet carriers.
The reduction of local pollutants will help to improve the overall health of the local population. The reduction of criteria pollutant emissions will improve air quality.
The proposal estimates that with implementation there would be an 8% reduction
The MRV process has not yet been fully defined yet, but it is proposed that the key parameters for measurement are as follows: Fuel consumption (litres per year) Annual emissions (megatonnes of CO2 per year) Vehicles with improved technology (number of vehicles per year) Trained drivers (number of drivers per period of training per year) Companies that have participated in the driver training program (number of companies per year)
Available data and data needs
The availability of the data required is not clear based on the proposal, but there is recognition that related datasets need to be improved in terms of coverage, reliability and accuracy.
Lessons learned (MRV)
The MRV process will be developed at a later stage but the proposal outlines an initial suggestion to facilitate the process as well as key questions that need to be answered to develop an acceptable approach to MRV. This process has highlighted a number of challenges, which include the fact that there are few accredited validation processes to learn from and that databases containing necessary data they tend to be incomplete.