Entre os destaques, NAPs bem-sucedidos devem incluir especialistas diversos em seu desenvolvimento, serem projetados para se adequarem às prioridades locais e regionais, identificando claramente funções, responsabilidades e prazos, ao mesmo tempo que incluam planos de monitoramento e avaliação. O perfil comercial do país e sua frota relativamente jovem (cerca de 15 anos), torna vantajoso priorizar medidas de descarbonização técnicas e operacionais e o uso de combustíveis alternativos “drop-in”, pois essas medidas não requerem mudanças significativas nos sistemas de propulsão e abastecimento das embarcações. Além disso, o Brasil poderia prestar atenção especial pode ser direcionada ao setor de óleo e gás e à descarbonização das embarcações de apoio, que operam apenas em transporte de curta distância e são responsáveis por 37% das emissões de transporte na Zona Econômica Exclusiva. 

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Among the highlights are that successful and impactful NAPs should include outside experts in their development, are designed to fit local and regional priorities, and clearly identify roles, responsibilities, and timelines while also including monitoring and evaluation plans. Because Brazil’s fleet is relatively young (around 15 years old), it is advantageous to prioritize technical and operational decarbonization measures and the use of drop-in alternative fuels, as these do not imply changes to the propulsion and supply systems of ships. Additionally, Brazil could pay special attention to decarbonizing supply vessels, which operate only in short-distance transport and are responsible for 37% of the shipping emissions in its Exclusive Economic Zone. 

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The International Council on Clean Transportation (ICCT), in cooperation with the United Nations Environment Programme (UNEP), established a working group on soot-free and zero-emission heavy-duty transport with funding provided by the Climate and Clean Air Coalition (CCAC). During the implementation of this project, the ICCT and UNEP consulted with individual ministerial representatives from ASEAN member countries, as well as with the ASEAN Land Transport Working Group (LTWG) via the ASEAN Secretariat.

The soot-free working group hosted four regional workshops, which were conducted with participation from various regional key ministries. The primary goals of the workshops were to:

• Identify country-specific priorities and opportunities for implementing soot-free heavy-duty transport.
• Discuss potential actions to improve the emissions performance of heavy-duty transport in the ASEAN region by involving key government agencies, such as transport, energy, and environment authorities.
• Create a critical mass of informed stakeholders and establish a platform to facilitate the exchange of information on soot-free heavy-duty in the ASEAN region.

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• The number of governments setting 100% ZEV targets is accelerating. At least 15 national governments, as well as the European Commission and numerous U.S. states and Canadian provinces, have set targets for the full phase-out of combustion engine vehicle sales. Some national governments, including Canada and the United Kingdom, have advanced their targets in light of promising market and technology developments and increased urgency to reduce emissions.
• The early ZEV market has grown in large part due to vehicle CO2 standards, present in every major market, and ZEV regulations, present in California, China, British Columbia, and Quebec. Strengthened regulations will be similarly crucial for ensuring that the market moves toward 100% ZEVs, although different regulatory designs may be needed in the late stages of the transition, with more restrictions on use of flexibilities and the inclusion of plug-in hybrids.
• Cities have strong ZEV ambitions and innovative policies but would gain from national support. At least a dozen major cities have set targets for fully transitioning to ZEVs. However, the scope of authority varies widely across cities, and most lack the funding or authority to regulate vehicle sales or support a full transition to combustion vehicles. Cities also must rely on national vehicle regulations to ensure an increasing supply of ZEV models in far greater volume to reach their goals.
• To realize broad long-term benefits, industrial policies will need to be tailored to each market. Beyond climate mitigation and clean air, the ZEV transition brings direct fuel and maintenance benefits, as well as broader economic benefits. Tailored industrial policies that are aligned with national and city-level market development policies will help realize these benefits. For example, jurisdictions with a strong automotive industry presence can work in partnership with companies, local governments, and trade unions on unique regional transition strategies. Other jurisdictions can similarly use public-private partnerships to support the growing ecosystem of ZEV component suppliers, specialty vehicle manufacturers, and raw material providers.

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The G20 Transport Task Group (TTG) was established by G20 members in 2014 to serve as a voluntary platform for countries to share experience and work together to improve the energy and environmental performance of motor vehicles, especially heavy-duty vehicles. The group is co-led by the United States Environmental Protection Agency (US EPA) and the European Union’s Directorate-General for Climate Action (DG-CLIMA). It is supported by two implementing organizations: the International Council on Clean Transportation (ICCT) and the Global Fuel Economy Initiative (GFEI). Participation in the TTG is voluntary and open to all G20 economies.

2019 Meeting of the TTG

The second in-person meeting of the TTG took place from October 28–30, 2019 in Tokyo, Japan. Attendees included representatives from eleven G20 economies (Argentina, Australia, Brazil, Canada, China, European Union, Germany, India, Japan, Kingdom of Saudi Arabia, and the United States), five additional countries in the region, and ten intergovernmental and nongovernmental organizations. The meeting was held at the facilities of the Japan Standards Internationalization Center in Tokyo.

The objectives of the three-day meeting were to take stock of recent policy updates in G20 economies, exchange knowledge on the policies and technologies available to improve the energy and environmental performance of motor vehicles and engage in a strategic discussion of the group’s activities and vision for 2020. This report summarizes the proceedings and outcomes of the meeting. The list of participants and presentations are available on the meeting event page.

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Joint Regional Workplan

South American countries wish to address outdoor air pollution from motor vehicles and reduce health impacts and fuel consumption. There is also a need to ensure that the environmental and social benefits provided by more stringent regulations on paper translate to real-world gains, through robust compliance and enforcement programs. The joint regional workplan developed during the meeting summarizes strategies and specific actions that South American regulators can study, develop, and implement to achieve their air-quality and social goals. The workplan serves as a guideline to strategize resources and prioritize the work ahead. The main action items are:

• Adoption of soot-free engine standards
• Improvements on fuel quality
• Developing and implementing compliance and enforcement programs
• Starting national transitions at the city level
• Address high emissions from legacy fleet

Cumbre Sudamericana sobre el control de emisiones vehiculares: resumen del evento y plan de trabajo regional

La cumbre sudamericana sobre control de emisiones vehiculares se llevo a cabo en Buenos Aires los días 26 y 27 de septiembre de 2018. El objetivo fue equipar a los reguladores sudamericanos con el conocimiento para mejorar el cumplimiento de las normas de emisiones de vehículos, y proporcionarorientación sobre la posible adopción de programas y normas para acelerar una transición hacia un transporte eficiente y sin hollín. La cumbre fomenta el intercambio de conocimiento regional y proporciona una demostración práctica de la cooperación internacional en esta área. Funcionarios de los gobiernos de Argentina, Brasil, Chile, Colombia, Ecuador, Perú y Uruguay participaron en la cumbre,junto con funcionarios y expertos de la Estados Unidos, Canadá, y el Unión Europea, así como representantes de academia e industria.

Plan de trabajo regional

Los países sudamericanos desean abordar la contaminación ambiental de los vehículos y reducir los impactos a la salud y el consumo de combustible.También se identifico la necesidad de asegurar que los beneficios ambientales y sociales proporcionados en el papel por regulaciones más estrictas, se traduzcan en ganancias tangibles, mediante robustos programas de cumplimiento y fiscalización. El plan de trabajo regional desarrollado en conjunto durante la reunión resume estrategias y acciones específicas que los reguladores nacionales pueden estudiar, desarrollar e implementar para lograr sus objetivos sociales y de calidad del aire. El plan de trabajo sirve como una guía para crear estrategias de recursos y priorizar el trabajo a futuro. Los principales elementos de acción son:

• Adopción de estándares de motor sin hollín
• Mejoras en la calidad del combustible.
• Desarrollar e implementar programas de cumplimiento y aplicación
• Iniciando transiciones nacionales a nivel de ciudad
• Abordar las altas emisiones de la flota mas antigua

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During the first day, the opening remarks of Argentinian officials marked the freight sector as a priority to reduce greenhouse gases, mitigate health impacts and increase economic competitiveness. They presented current government initiatives to improve data collection, infrastructure and vehicle technology, and emphasized the importance to collaborate with industry, academia and international organizations to design effective policies. Experts from the EPA, CCAC, ICCT, and the World Bank among others, provided an overview of the programs and tools implemented in other regions such as the North American SmartWay program and the Global Green Freight Action Plan. In a very engaging session, officials from Brazil, Chile, Colombia, Mexico, Peru, and Uruguay shared current and future initiatives to green the freight sector. Key recommendations from the first day included: leverage existing resources to facilitate capacity building; share knowledge and experiences across different countries to harness synergies; promote program harmonization to account for trade integration in the region; and encourage communication across relevant stakeholders.

On the second and third days of the workshop, the EPA provided training on program design and implementation and technology verification. These sessions enabled active participation and exchange of ideas on how to learn from SmartWay’s experience. During breakout sessions, the participants worked in small groups to identify barriers and potential solutions to green freight in areas such as regulation, finance, technology, information and education, industry, and government capacity and resources.

In the end, there was a general consensus to keep the communication and look for mechanisms to share information among the different government agencies and countries; the aim is to share efforts and facilitate the harmonization of green freight programs in the region. Hence, one immediate next step is to find those venues and activities to maintain the collaboration. Additionally, Argentina will implement a pilot program which requires follow-up work, and the event sparked opportunities to expand green freight programs to other Latin American countries.

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The workshop “Emerging Technologies for Heavy-Duty Vehicle Fuel Efficiency” was convened by the American Council for an Energy-Efficient Economy (ACEEE) and the International Council on Clean Transportation (ICCT). The workshop brought together expert manufacturer, supplier, fleet, government, and non-profit organization stakeholders for a technical exchange on heavy-duty tractor-trailer efficiency, and this report summarizes key points from that workshop.

The exchange revealed that, although there are many emerging efficiency technologies with great potential, the uptake of the technologies in the market is uneven. The findings indicate that, going beyond the Phase I U.S. regulatory requirements, it would be feasible to reduce tractor-trailer fuel consumption by as much as 15% from advanced engine technology, 8% from integrated engine-transmission approaches with downspeeding, and 10-15% from trailer technologies.

The report also details a number of recommendations made by workshop participants concerning how regulation could better promote the available efficiency technologies.

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