5.1.11. Clean Freight Transport Program

It is assumed that at the federal level, all new freight vehicles are obliged through a standard to incorporate three technologies to improve performance of new HDV-F vehicles based on [49]: i) improvement in aerodynamics to achieve a 6.9% increase in efficiency; ii) improvement in inflating tire technology, with which an increase in efficiency of 2% is achieved; and iii) installation of an auxiliary power unit for air conditioning when the vehicle is not moving (energy independent of the truck engine), which reduces energy consumption by 75% for this use. For this last technology according to the information from [49], it is considered that the air conditioning unit consumes an average of 5,443 liters of diesel per truck per year, due to the vehicle's engine is turned on idle mode to power it. The implementation of these measures would start from the ninth year of the analysis period. According to the information from [49], we assumed a unitary investment costs of 624 USD due to the new aerodynamic design, 87 USD costs for tire inflating technology, this value is estimated as an average between 58 and 117 USD for class 7 and class 8 trailers, and 4,286 USD cost of an air conditioning unit integrated with an independent auxiliary power unit for class 8 trailers by year 2020.

### 5.1.12. Urban Development Oriented to Sustainable Transportation (DOST)

According to the study [50] related to urban development in three cities in Mexico, and specifically Mérida, it is assumed that urban development policies may achieve an average improvement of 30% in each of the following four urban indicators applied to new urban developments: population density, mixed land uses index, jobs per house, and employment-workers balance. According to this author, it is assumed that new urban policies affect only new houses and the new population travel patterns, this assumption is conservative as it does not consider interactions with population living outside the new urban developments. The new population growth is estimated considering historical annual growth rates of 56 Mexican urban areas, whose average is 1.5%, according to [51], and a population of 63.8 million people in 2010 [52]. With these data and considering the prospective 2011–2015 of new housing loans [53], projecting the data for 2015 towards the rest of the analysis period, and a constant occupancy of 3.95 persons per housing throughout the period; throughout these assumptions it is possible to obtain the number of new national homes and the number of new homes in the mentioned 56 urban areas, the latter in terms of the percentage of new dwellers in the period. In order to reach a 30% increase in the mixed land use index, it is assumed a 4.3% increase in the area built per person, when compared to the base case, which represents an extra cost of 291.2 USD/m<sup>2</sup> [54]. This is the only additional investment cost considered in this measure.

It is also according to [36] assumed that new houses share, designed with DOST criteria, increases from 1% in the year 1, to 35% in the year 3, to 60% in the year 5, to 90% in year 7 and to 100% from year 9 and forward. In order to quantify the effects of the 4 aforementioned indicators in the travel patterns, both in the average distance and frequency of daily trips, the elasticities in Table 8 were used, originally estimated for the city of Merida by [50]. Finally, the suggested urban development policies have the effect on the trip pattern departing from 2.59 daily trips per person and an average time per trip of 52.73 minutes [55]. Modal changes are not assumed.

> **Table 8.** Effects of new urban development on mobility pattern.


Source: [50].
