Industry Regs Dominate Mexico Truck Show As Carriers Seek to Modernize Their Fleets

This story appears in the Nov. 25 print edition of Transport Topics.

GUADALAJARA, Mexico — Trucking regulations for this nation, while in a state of tremendous flux, set the backdrop at the Expotransporte truck show here Nov. 13-15.

There are no enforced hours-of-service rules, and size and weight regulations vary, with allowances for up to 80 metric tons, or about 176,000 pounds, on huge double trailers that run on the country’s major roadways.

Ultra-low-sulfur diesel, the primary on-road trucking fuel in the United States, is largely a fuel of the future here, and emissions rules lag their U.S. and European counterparts.

“One of the main issues affecting the Mexican truck market right now is the asymmetry of Mexican and U.S. rules,” according to Miguel Elizalde, president of ANPACT, the Spanish acronym for the association of bus, truck and tractor producers, which sponsors Expotransporte.

“We think government participation is essential, because of the benefits to society,” including reducing emissions, Elizalde said in an interview with Transport Topics. Mexico City, in particular, and other cities in the country are notorious for their heavy smog.

Expotransporte, the largest Spanish-speaking truck show in the world, drew large crowds as Mexico seeks to modernize its trucking fleet and regulations. The show had 330 exhibitors in more than 50,000 square meters (about 165,000 square feet) of space, including 14 members of ANPACT.

Ten countries exhibited during the show, which was attended by trucking industry representatives from more than 20 nations, Elizalde said. He and other OEM officials in Mexico said the show has received so much support that ANPACT is considering holding the meeting annually, instead of every two years.

Elizalde said trucking industry representatives met with members of the Mexican Congress’ transportation committee, and with Juan José Guerra, the country’s environment minister. It also conducted a road-safety event with the participation of the U.S. Department of Transportation and Canadian officials.

That event was attended by Federal Motor Carrier Safety Administration Associate Administrator Bill Quade. He said at the show he was seeking more participants for DOT’s pilot program for Mexican fleets to run beyond the two countries’ border zone. To date, only 14 carriers have signed up.

Many here said a big focus for Mexico was to update fleets with newer trucks. By some estimates, the country has more than 400,000 trucks in Classes 6-8 that are at least 20 years old.

One national program lauded by ANPACT and OEMs is a 15% tax credit for fleets that buy new trucks if they scrap an old one. Right now, the maximum value of that is about $13,000.

Elizalde said boosting that credit to a $22,000 maximum would help spur sales. He said about 7,000 trucks were scrapped last year under the program, “but in order to have a real impact, you need at least 15,000 trucks a year.”

Manufacturers would like to see the equivalent of U.S. EPA 2010 rules by 2017, Elizalde said, adding that while trucks are built in the country, engines are not.

ANPACT also is concerned that border brokers “are exporting really old trucks” into Mexico, he said. “We are receiving scrap trucks from the United States, and that doesn’t help anyone.”

ANPACT wants Mexico to set regulations to prevent trucks older than EPA ’98 models from being imported.

The country lags U.S. and European emissions regulations, currently using EPA 2004 rules that do not require aftertreatment or diesel particulate filters.

There are limited amounts of ultra-low-sulfur diesel in the country, and it is not often noted at pumps. While ULSD is available in some corridors, “the federal government has changed the date several times” for full implementation, Elizalde said. Mexico’s state-owned Pemex oil company is the country’s primary seller of fuel.

Meanwhile, several major OEMs announced at the show that they were introducing versions of their latest U.S. models to the Mexican market. Mack Trucks unveiled its Vision, and Kenworth Truck Co. showcased its T680 and T880.

Navistar International Corp. introduced its CityStar Class 3 and CityStar Class 5 cabover products, displayed its Project Horizon concept vehicle and said that next year Navistar Mexico will introduce the company’s ProStar model with an ISX Euro V engine.