© 2023 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW Washington DC 20433 Telephone: 202-473-1000 Internet: www.worldbank.org This work is a product of the staff of the World Bank, with external contributions. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of the World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of the World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Rights and Permissions The material in this work is subject to copyright. Because the World Bank encourages dissemination of its knowledge, this work may be reproduced, in whole or in part, for noncommercial purposes as long as full attribution to this work is given. Any queries on rights and licenses, including subsidiary rights, should be addressed to World Bank Publications, The World Bank Group, 1818 H Street NW, Washington, DC 20433, USA; fax: 202- 522-2625; e-mail: pubrights@worldbank.org. This summary captures key findings from the Mobile Cooling report of the World Bank MENA Regional Advisory Services and Analytics on E-Mobility. The Mobile Cooling Study has been led by Maria Rodriguez De La Rubia Gassol, with contributions from Adam Stone Diehl, Rahul Srinivasan, Ashok Sarkar, Yanchao Li, Tarek Keskes, and Yao Zhao. The analysis underpinning this Summary was commissioned by the World Bank and conducted by a consulting team of Siemens AG. Background and Motivation The air conditioning systems of transport vehicles, in other locales suggests that energy demand for also known as mobile air-conditioning (MAC) mobile cooling in hotter regions like the Middle East systems, pose a challenge to a smooth transition and North Africa results in a significant drain of the toward transport electrification in hot regions, since vehicle battery and hence substantial reduction in these systems constitute one of the biggest auxiliary the EV’s actual driving ranges. This range reduction electrical loads during the operation of an electric is further impaired during times of traffic congestion vehicle (EV). Climatic conditions, such as ambient when the air conditioning loads persist through temperature, relative humidity, and solar radiation intermittent traffic flows with stop-and-go conditions. affect the thermal comfort of drivers and passengers, determining their demand for cabin cooling and thus Mobile cooling is therefore expected to play a crucial MAC energy consumption (IEA 2019). A recent study role in the upcoming transformation of the mobility (Lahlou et al. 2020) shows that within the range of sector toward comprehensive electrification. MAC 29°C to 38°C, a 1°C increase in ambient temperature not only has a significant impact on the available results in a 10 percent to 18 percent increase in driving range of the vehicle and battery life, but it power requirement from the MAC system. For may also result in the need for additional EV charging every 10 percent increase in relative humidity, MAC infrastructure with considerable costs and associated power consumption increases by 5 percent, and for implications for energy generation, transmission, every 10 watts per square meter increase in solar and distribution. Furthermore, the requirement radiation, the MAC power consumption increases by of maintaining mobile cooling within acceptable 2 percent to 9 percent (Lahlou et al. 2020). Drivers’ parameters leads to high greenhouse gas (GHG) and passengers’ characteristics, such as gender, age, emissions from energy consumption where grids incomes, and clothing level, also affect their thermal rely on fossil fuels, as well as potential leakage of comfort preference and hence cumulative MAC refrigerants from the air conditioning components. energy consumption (Zhou, Lai, and Chen 2019). Mobile cooling interventions based on technical innovations, alternative technologies, and efficient The electricity required for MAC systems can reduce equipment are fundamental to minimize cooling the driving range of EVs by up to 50 percent on hot demand and optimize MAC systems. days (Jeffers, Chaney, and Rugh 2015). Experience Background and Motivation 1 Objective and Scope of the Study This report analyzes the impact of MAC systems on The efficient scenarios comprise interventions the energy demand and associated GHG emissions built on international best practices and emerging derived from the electrification of buses and taxis global experiences. Each intervention is evaluated in selected cities of Egypt, Jordan, and Morocco. through a qualitative assessment considering its The findings not only apply to these three countries, applicability, implementation complexity (including but also to other countries with a similar hot climate labor and material costs, hurdles, and barriers), and throughout the Middle East and North Africa. To maturity. Benefits and impact mechanisms for each of evaluate this impact, four scenarios were modeled: the interventions are also detailed. the business-as-usual (BAU) scenario represents current EV models operating in these countries, which The study assesses barriers and gaps faced by the integrate conventional MAC systems and were not three countries and outlines mitigation strategies designed considering cooling demand optimization, for promoting MAC optimization. The mitigation and three efficient scenarios (ES1, ES2, ES3), where strategies interlink policy regimes and market- e-buses and e-taxis would integrate energy-efficient enabling instruments to the countries’ regulatory MAC systems and would be designed to minimize context, and they prioritize interventions defined in their cooling load. efficient scenarios based on each country’s unique hurdles and strengths. Technical Analysis: Energy Consumption from MAC in E-Buses and E-Taxis There are some parameters that need to be identified their similar weather conditions (temperature and to derive energy consumption and associated GHG humidity) and cultural preferences for clothing. The emissions from MAC systems: (i) the temperature main parameters used for the thermal modeling set point of the cabin to ensure passengers’ thermal (length, breadth, vehicle volume, glass area, etc.) of comfort, (ii) vehicle characteristics, (iii) thermal load the two vehicle types—e-bus and e-taxi—derive from of the cooling requirements needed to keep the each specific country analysis for Egypt, Jordan, and cabin temperature under the set point, (iv) mobility Morocco. These are presented in separate reports patterns, and (v) routes analyzed per city. and match the specifications of current e-buses and e-taxis in these countries. This model represents The optimal temperature set point of the cabin in the BAU scenario, which serves as the baseline for buses and taxis that would provide thermal comfort the cooling load and energy consumption of MAC (Tartarini et al. 2020) was found to be similar in all systems. Based on the thermal comfort analysis three countries: a setting at around 22°C, owing to 2 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling and vehicle profiles, cooling load requirements and of the bus also contributes to a significant amount of distributions across metabolic, radiation, ambient, radiation load—over 25 percent of the total load. and ventilation loads (assuming a set point of 22°C) were calculated using the Heat Balance Method. The share of the metabolic load of a standard e-taxi3 Results indicated little variation occurs across the is relatively small (about 8 percent), as its cooling three countries by EV type, as presented in figure ES.1. capacity is mainly used to balance the heat from Thermal load analysis resulted in total cooling load of solar radiation and ambient hot air. Air conditioning around 33 kWth1 for e-buses and 7 kWth for e-taxis. systems stay on throughout each complete journey as the EVs operate in dense urban traffic during times The largest thermal load components of a full- of traffic congestion, bus stops (as passengers board capacity e-bus are contributed by the metabolic 2 and alight from the bus), or during idle parking and load of the passenger cabin and the ambient load waiting times when the only occupant is the taxi driver. due to temperature difference between the ambient The overall cooling demand of vehicles, therefore, and cabin air, that will consume over two-thirds of has a strong correlation with the overall driving time. the overall cooling capacity. The large surface area FIGURE ES.1. • Summary of Thermal Load Modeling Egypt Jordan Morocco Morocco Jordan Key Findings Metabolic load is significantly higher in e-buses than Metabolic 36% 35% 36% 8% 8% in e-taxis because buses have been modeled with a Load large number of passengers, i.e., as fully-occupied seats in addition to standing passengers 3% 5% 8% 11% 7% Ventilation load is similar in both types of vehicles Ventilation as the share of fresh air require is the same (in %) in Load both cases. Although radiation load from reflection, di usion, Radiation 27% 22% 27% 49% 42% and direct loads is proportional to vehicle surface Load area, it is a smaller part of overall load for buses because of higher total cooling load of the buses Ambient load across the two types of vehicles varies Ambient 33% 38% 29% 33% 44% slightly because of the similar external temperatures, which are higher in Jordan, and required internal Load temperatures in both cases. Another reason is the similar material used in the construction of both vehicles. 100% 100% 100% 100% 100% Source: Original compilation. 1 kWth indicates thermal capacity. 2 100 passengers. 3 Five occupants: four passengers plus driver. Technical Analysis: Energy Consumption from MAC in E-Buses and E-Taxis 3 The performance of MAC systems is therefore per year, 25 trips of 6 km per day, with e-taxi trips very dependent on mobility patterns, which are averaging a duration of 30 minutes, and a total determined by trip distance, hours of operation, wait time per day between rides estimated as 150 number of stops, number of passengers, or average minutes (out of a 16-hour workday). The total fleet velocity of each specific route. Routes selected per of 10,700 taxis in Amman would be electrified. city are described in detail in the country-specific • Rabat, Morocco: Four existing bus routes, reports. The main characteristics are as follows: covering around 300,000 km per year, at an • Great Cairo, Egypt: Nine existing bus routes of average velocity between 24 and 43 km/h, and the Cairo Transportation Authority (CTA), covering an average daily driving time between 6 and around 1.2 million kilometers (km) per year, at an 7 hours. The total fleet of 5,100 buses in Rabat average velocity between 18 and 45 km/hour (h), would be electrified. and an average daily driving time between 11 and • Casablanca, Morocco: Three routes from an 15 hours. The total fleet of 3,000 buses owned by existing taxi fleet, covering around 15 million km CTA would be electrified. per year, 30 trips of 8 km per day, with e-taxi trips • Amman, Jordan: Two existing bus routes of the averaging a duration of 20 minutes, and a total Greater Amman Municipality (GAM), covering wait time between rides of 240 minutes (out of around 141,000 km per year, at an average the work day). The total fleet of 84,000 taxis in velocity between 16 and 22 km/h, and an Casablanca would be electrified. average daily driving time around 10 hours. The total fleet of 490 buses operated by GAM would Results of cooling demand (kWhth) and MAC be electrified. electricity consumption (kWhel) per year, on average • Amman, Jordan: Routes of the existing yellow/ per vehicle and across the total fleet for different cities and modes of transport are summarized in Al-Mumayyaz taxi fleet, covering 15.3 million km table ES.1. TABLE ES.1. • Cooling Demand and MAC Electricity Consumption Average of E-Bus and E-Taxi Modes in Four Cities Electricity MAC share of MAC share of total Cooling demand GHG emissions consumption per total EV electricity EV electricity peak per year per year year consumption (%) load (%) Cairo Average per e-bus 126,022 kWhth 9,574 kWhel 4.7 tCO2e 7 11 (Egypt) Total 3,000 e-buses 378 GWhth 28.7 GWhel 14 ktCO2e Average per e-bus 118,028 kWhth 8,970 kWhel 6.1 tCO2e 16 17 Amman Total 490 e-buses 58 GWhth 4.4 GWhel 3 ktCO2e (Jordan) Average per e-taxi 19,195 kWhth 5,092 kWhel 3.2 tCO2e 34 25 Total 10,700 e-taxis 206 GWhth 54.5 GWhel 35 ktCO2e Rabat Average per e-bus 83,413 kWhth 6,339 kWhel 4.7 tCO2e 9 17 (Morocco) Total 5,100 e-buses 426 GWhth 32.3 GWhel 24 ktCO2e Casablanca Average per e-taxi 14,781 kWhth 3,921 kWhel 2.8 tCO2e 31 25 (Morocco) Total 84,000 e-taxis 1,242 GWhth 329.3 GWhel 240 ktCO2e Source: Original compilation. (tCO2e) tons of CO2 equivalent 4 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling The electricity consumption of MAC across the national grids. different modes of transport analyzed in the four selected cities shows the importance of optimizing Results of this analysis reveal that the electricity MAC, as it can have significant implications. The consumption of MAC systems due to the share of MAC electricity consumption from the e-bus electrification of the current fleet of taxis and buses battery varies from 7 percent to 16 percent on average in the cities analyzed may lead to very different per city but may be up to 20 percent on specific increases in the total electricity consumption of routes in Amman. The contribution is even higher in the city, from 0.1 percent in Cairo4 to above 8 e-taxis, where the average per city shows that MAC percent in Casablanca. These differences derive could consume between 31 percent and 34 percent from assumptions made, like the number of vehicles of the total battery capacity, rising to 37 percent on to be electrified per city and the current size of the certain routes in Amman. The charging infrastructure local grids. However, they show that MAC can have should be designed and built accordingly, as a fundamental impact on the electricity grids of well as distribution, transmission, and generation countries across the Middle East and North Africa. infrastructure, though this will put more stress on the Potential for MAC Systems’ Optimization There are many parameters that influence MAC parameter on the cooling demand and electricity system energy consumption; consequently, several consumption due to MAC, the selection of the AC set interventions can be implemented to optimize point should be carefully assessed by the e-bus and MAC. One of them is the definition of the temperature e-taxi operators. set point inside the cabin. The BAU analysis was based on the consideration that this set point is 22°C. This study analyzes three different efficient scenarios However, increasing this value to 27°C, which was the (ES) to estimate the potential of MAC optimization. upper limit derived from the thermal comfort analysis, Each scenario considers different combinations of 16 would generate a significant reduction of the energy interventions, based on international best practices demand for MAC, greater than 20 percent in Egypt and emerging global experiences. Each intervention and Jordan and about 45 percent in Morocco. has been evaluated through a qualitative assessment considering its applicability, implementation Yet a set point of 22°C would provide thermal complexity (including labor and material costs, comfort to the majority of passengers and may hurdles, and barriers), and maturity. A comprehensive facilitate gender inclusivity, so that women with description of each measure is included in the full heavy clothing or traditional attire also feel report on Mobile Cooling. Table ES.2 describes comfortable. Given the significant impact of this the interventions selected per ES and their degree 4 Small percentage is due to the fleet size, i.e., 3,000 buses in Cairo compared to a large population with a huge energy demand. Potential for MAC Systems’ Optimization 5 of implementation. Selected interventions were complexity. Those evaluated as very high were not evaluated as having medium or high implementation considered in the ES. TABLE ES.2. • Definition of Efficient Scenarios Based on Implementation Complexity Implementation degree (%) Implementation ID Interventions complexity ES1 ES2 ES3 Technical Interventions TI-1 Window glazing M 20 50 50 TI-2 Zonal cooling M 20 50 50 TI-3 Seat cooling H 0 0 20 TI-4 Heat exchangers H 0 0 20 TI-5 Variable capacity compressor optimization H 0 0 20 TI-6 Refrigerant leakage prevention M 20 50 50 TI-7 Solar reflective paint M 20 50 50 TI-8 Default recirculation controls M 20 50 50 TI-9 Condenser subcooling H 0 0 20 TI-10 Secondary loop (R1234yf or R152a refrigerant) H 0 0 20 Alternative and innovative technologies AIT-1 Magnetocaloric air conditioners VH 0 0 0 AIT-2 Thermoacoustic air conditioners VH 0 0 0 AIT-3 Vacuum-cooled water refrigeration VH 0 0 0 Nontechnical measures NTM-1 Preconditioning M 20 50 50 NTM-2 Shaded parking and charging M 20 50 50 NTM-3 Ride sharing H 0 0 20 Source: Original compilation. Note: VH = very high; H = high, M = medium. 6 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling Results of MAC electricity consumption and infrastructure and national grids. Table ES.4 depicts potential savings under the ES, presented in table how potential energy savings from efficient MAC ES.3, vary from 7 percent to 30 percent, showing would translate from 75 megawatts (MW) (ES1) to the wide potential for MAC optimization and the 307 MW (ES3) reduced peak load capacity, which in relevant impact that it could have, not only on the ES3 would generate over US$6 million savings5 in driving range of e-buses and e-taxis in Egypt, Jordan, distribution network infrastructure upgrades every and Morocco, but also on respective charging year in the three countries. TABLE ES.3. • MAC Electricity Consumption in Great Cairo, Amman, Rabat, and Casablanca Electricity consumption (GWh/year) Savings (%) Countries Vehicles BAU ES 1 ES 2 ES 3 ES 1 ES 2 ES 3 Cairo, Egypt 3,000 e-buses 28.7 26.7 23.7 20.3 7 17 29 490 e-buses 4.4 4.1 3.6 3.1 7 18 30 Amman, Jordan 10,700 e-taxis 54.5 50.5 54.5 38.3 7 18 30 Rabat, Morocco 5,100 e-buses 32.3 30.1 26.6 22.7 7 18 30 Casablanca, Morocco 84,000 e-taxis 329.3 305.1 268.8 231.6 7 18 30 Source: World Bank 2022. TABLE ES.4. • MAC Peak Load in Great Cairo, Amman, Rabat, and Casablanca Distribution network savings Peak load (MW) Peak load savings (MW) (US$/year) Countries Vehicles BAU ES 1 ES 2 ES 3 ES 3 Cairo, Egypt 3,000 e-buses 22.4 1.6 3.9 6.6 131,681 490 e-buses 5.3 0.4 0.9 1.6 31,128 Amman, Jordan 10,700 e-taxis 107 7.9 19.7 31.8 635,429 Rabat, Morocco 5,100 e-buses 56.6 4.1 10.4 17.4 348,095 Casablanca, Morocco 84,000 e-taxis 840 61.8 154.5 249.4 4,988,312 Source: Original compilation. 5 The estimated value of reduced capacity requirements is US$20/kW-year. Potential for MAC Systems’ Optimization 7 MAC systems’ Optimization and Mitigation Strategies The implementation of interventions aimed at with the regulatory regime. Table ES.5 summarizes increasing the efficiency of MAC systems and the specific instruments evaluated, and table ES.6 reducing their energy consumption and greenhouse shows the interlinks between them, along with the footprint require enabling regulatory frameworks implementation priority level recommended per supported by market-enabling instruments. Based country. Tables ES.7, ES.8, and ES.9 present main on a thorough assessment of global best practices, barriers and mitigation strategies per country. this report interlinks regulatory measures and market- enabling instruments to overcome the barriers that As reflected in tables ES.7 to ES.9, one persistent the three countries under analysis are currently barrier across the three countries is the lack of facing. The description of each regulatory measure technical capacity or investigation on the issues of and market-enabling instrument is included in the full MAC. This is correlated with the nascent stage of the report on Mobile Cooling. efficient MAC market around the world, so national and regional capacity should be developed as the The regulatory measures identified outline international market grows. However, international mandatory legal requirements and obligations set market on e-mobility is currently more advanced and enacted at a legislative level; sets of rules and in Europe, USA and China where the weather is legal obligations that reflect the vision, mission, quite different from the MENA region. Heating and and long-term objectives of legislative authorities; cooling needs differ, and consequently technical and the initiation of upstream transformational solutions developed for these counties may not be changes that ripple downstream to government fully adequate for the MENA countries. Therefore, bodies, ministries, and further down to involved technical capacity in countries with very hot weather sectors and end customers. The market-enabling like MENA should be boosted to allow the region instruments proposed cover mandatory and taking the lead on the acceleration of efficient MAC voluntary schemes and programs designed in line systems’ market development. TABLE ES.5 • Regulatory Regimes and Market-Enabling Instruments Evaluated Regulatory measures Market enabling instruments RG-1 Mandatory equipment labeling MI-1 Mechanism to update vehicle emission testing standards RG-2 Reporting obligations MI-2 Incentive scheme for retrofitting inefficient equipment Training and certification programs for mobile air-conditioning RG-3 Regulatory approval for new technologies MI-3 technicians RG-4 Maximum GWP limit for refrigerants MI-4 Punitive measures for noncompliance RG-5 Import regulations to include emissions standards MI-5 Incentive scheme for vendors and car manufacturers Updated policy guidelines for fuel economy regulation RG-6 Updated standards for testing MI-6 testing 8 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling Regulatory measures Market enabling instruments Sectorwide implementation of Minimum Energy Performance RG-7 Import regulations to penalize indirect HFCs MI-7 Standards MI-8 Guidelines for GWP recycling MI-9 Guidelines for mandating upper limits for refrigerant leakage Policy instrument to regulate maximum thermal transmittance MI-10 for vehicle windows and glass surfaces MI-11 Establish a funding initiative for MAC innovation Establish an incentive scheme to retrofit MACs with specific MI-12 interventions Awareness campaign for best practices through multiple MI-13 channels MI-14 Policy guidelines to promote parking shades Source: Original compilation. TABLE ES.6 • Priority Implementation Level Recommended per Country and Interlinks Between Regulatory Measures and Market-Enabling Instruments Priority RG-1 RG-2 RG-3 RG-4 RG-5 RG-6 RG-7 Egypt Jordan Morocco MI-1 E E E H H H MI-2 S S H H H MI-3 S S H H H MI-4 E E E H L L MI-5 S S L L L MI-6 E L L H MI-7 E H H H MI-8 E L H H MI-9 E E E L L H MI-10 E E L L L MI-11 S L H L MI-12 S L H H MI-13 S H H H MI-14 H H H Egypt H L L L H H L Priority Jordan H L L H H H L Morocco H H L L H H H Source: Original compilation. Note: RG = regulatory measure; MI = market-enabling instrument; E = essential MI required for the implementation of RG; S = supplementary MI facilitating a better implementation of RG; H = high priority, short- to medium-term implementation; L = low priority, long-term implementation. MAC systems’ Optimization and Mitigation Strategies 9 TABLE ES.7 • Mitigation Strategies for Promoting MAC Energy Efficiency in Egypt. Barriers Mitigation strategy Through the efforts of the Ministry of Higher MAC systems to be integrated into existing vehicle training and certification Education and Scientific Research (MoHE), a pool programs for local technicians, e-mobility-related campaigns, and research of local EV and transport energy efficiency experts grants; and higher education curriculums at technical institutions and is slowly forming in Egypt, but most of them do universities. These efforts will produce a pool of local skilled workers and not cover MAC. Events, competitions, as well experts in MAC to implement future MAC technical interventions, and to as research grants have been offered to attract develop technologies to further improve MAC energy efficiency. Technical capacity universities’ and students’ interest in MAC and Training and certification programs on MAC systems for local technicians support local research on EV technology and its to be launched in partnership with international and local institutions application in Egypt. In addition, various international to develop a local skilled workforce to implement MAC technical and local institutions have provided training and interventions. certifications for technicians to perform energy- saving retrofits of vehicles. However, when it comes MoHE to incorporate MAC energy efficiency in future e-mobility–related to MACs, education and training still focus mostly events, competitions, and research campaigns. on function without much consideration of energy efficiency. MoHE to collaborate with technical institutions and universities to add MAC systems into higher education curricula in relevant disciplines to ensure the long-term availability of a skilled MAC workforce and experts. The MAC industry in Egypt (suppliers, vendors, MAC systems to be included in existing or new EE regulations and installers, maintainers, testers, certifiers, measures, standardization, and testing procedures, and license renewal etc.) functions with a central industry body, requirements. supervising regulator, and compliance to national Adoption of MAC-related interventions are to be included in Traffic Law standards through the Egyptian Organization for 66/193 as a requirement for license renewal; MAC systems are to be added Policy and regulation Standardization (EOS). There is, however, a lack of to vehicle emission testing standards. both mature market players with enough experience and of neutral agencies that could test and certify Minimum energy performance standards (MEPS) for compressors and equipment. fans, regulation of the MAC efficiency of imported vehicles, and testing procedures and energy performance of MAC systems are to be monitored Egypt has made progress in EE in sectors like by developing low-cost, reliable, and reproducible standard testing transport—where EOS regulates the EE of vehicles procedures. Manufacturers of MAC and e-vehicles should comply with entering the domestic market—and of buildings, these reguations even when vehicle purchasers will look at energy through minimum energy performance standards performance of the vehicle as a whole. However, the energy efficiency and mandatory labeling schemes for home label of the MAC system may be available too if the customer is interested, appliances. But MAC EE is yet to be integrated in especially in countries with extreme weather. both schemes. There are no studies or official statistics on the Public awareness campaigns on MAC EE can use multiple channels like Information and energy consumption of MAC systems in public social media. awareness and private transport. There is a lack of market Mandatory labeling for MAC. Adding MAC to the existing EE labeling availability of efficient MAC technologies and scheme would provide easily comprehensible information, encouraging interventions because of an unclear business case customers and EV operators to incorporate MAC efficiency into their evaluation by vendors and suppliers. purchasing decisions. Lack of financing for emerging technologies, like Map risk-mitigation mechanisms (such as guarantees, grants, and fiscal MAC EE, at favorable terms. Lack of understanding incentives) to encourage private sector financing, particularly targeting of the technology leads to higher interest rates to institutional investors. accommodate associated risks. Map the full range of financial instruments available to facilitate investment Lack of incentives and mitigation mechanisms. in mobile cooling, at different stages of the project life cycle and across the Finance entire risk-return spectrum. This may focus on new forms of equity and debt investment. Understand opportunities and challenges of financing instruments alternative to traditional debt, in different economic and regulatory environments and in light of ongoing financial reforms. Increase awareness of banking institutions and provide training to bankers on MAC technologies. 10 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling TABLE ES.8. • Mitigation Strategies for Promoting MAC Energy Efficiency in Jordan. Barriers Mitigation strategy Local technicians are able to implement (or retrofit) Implement vocational training programs at organizations such as VTC certain technical interventions like solar reflective (Vocational Training Centers) and LTUC (Luminus Technical University paints but lack the requisite skills, training, and College) to build capacity in MAC EE interventions. certifications for interventions like variable capacity Technical capacity Training and certification programs on MAC systems for local technicians compressor optimization. to be launched in partnership with international and local institutions to develop local skilled workforce to implement MAC technical interventions. Incorporate MAC EE in future e-mobility–related events, competitions, and research campaigns. Collaborate with technical institutions and universities to add MAC systems into higher education curricula in relevant disciplines to ensure the long- term availability of a skilled MAC workforce and experts. There are no regulations or standards specific to Identify and revise regulations that are applicable for common types of MAC. vehicles imported into the country. Build an incentive and penalty structure for transport operators (such as Policy and regulation public transport and taxi operators) to reduce MAC loads. Amend Traffic Law No. 49 to introduce stricter environmental and emissions standards for vehicles, including those emitted from MAC systems. Amend the Vehicle Licensing and Registration Bylaw No. 104 to condition the initial licensing and license renewal of vehicles on the adoption of certain technical interventions. This could be limited—at least initially—to vehicles with a commercial license (such as public transport and taxis). Introduction of new standards by the Jordan Standards and Metrology Organization (JSMO) specific to MAC systems. Beyond general awareness on vehicle exhaust Build awareness through partnerships with international agencies in various Information and emissions, there is no awareness or information entities, such as the Ministry of Interior (and associated departments), awareness sharing on matters related to MAC. municipalities and transport regulators, the JSMO, VTC and other vocational training centers and technical universities, and the Royal Scientific Society (RSS) and other testing labs. Lack of financing for emerging technologies, like Map risk-mitigation mechanisms (such as guarantees, grants, and fiscal MAC EE, at favorable terms. incentives) to encourage private sector financing, particularly among institutional investors. Lack of understanding of the technology by financial institutions leads to higher interest rates to Map the full range of financial instruments available to facilitate investment accommodate associated risks. in mobile cooling, at different stages of the project life cycle and across the Finance entire risk-return spectrum. This may focus on new forms of equity and debt Lack of incentives and mitigation mechanisms. investment. Understand opportunities and challenges of financing instruments that are alternatives to traditional debt, in different economic and regulatory environments and in light of ongoing financial reforms. Increase awareness of banking institutions and provide training to bankers on MAC technologies. MAC systems’ Optimization and Mitigation Strategies 11 TABLE ES.9. • Mitigation Strategies for Promoting MAC Energy Efficiency in Morocco Barriers Mitigation strategy Although many avenues exist for technical and Expand the current training programs on EE to include MAC systems vocational training in Morocco for air-conditioning, to develop the local workforce for undertaking the MAC technical such as Ecole Hassania des Traveaux Public (EHTP) intervention. and the University of Science Semlalia-Marrakech, Develop training and certification programs on the MAC system for local Technical capacity both schools do not specialize in MAC-related technicians to be launched in partnership with international and local training and certification for electric vehicles. institutions to develop local skilled workforce to implement the MAC There is a similar lack of a standardized testing, technical interventions. training system, and professional certificate Incorporate MAC EE as a part of future e-mobility–related events, programs and professional licenses in MAC systems. competition, and research campaigns. Collaborate with technical institutions and universities to add MAC systems into higher education curriculum in relevant disciplines to ensure long-term availability of skilled MAC workforce and experts. Regulations do not consider the major impact of Include MAC into the scope of Energy Efficiency Law 47-09. MAC on vehicles. Include MAC interventions as part of Traffic Law n°52-05. Lack of standards and agencies to test and approve Set up standards and rules on MAC EE and enforce them with penalties for MAC equipment. noncompliance. No available agencies or laboratories specialized in Standardize test methods to measure MAC energy consumption. Open testing and certifying MAC equipment. up a testing agency or laboratory for local research and development for Policy and regulation While the thermal regulation code specifies the innovative testing method and MAC technologies. rules of EE in buildings, the decrees related to the Expand the existing programs like audit scheme and thermal regulation deployment of EE in industry and transport have yet code to incorporate MAC systems; introduce reporting obligations for MAC to be developed. load in public and private transport fleet operations and limit the maximum thermal transmittance in vehicle glass. Develop a thermal regulation code for MAC that would involve defining the minimum annual cooling requirements of vehicles, the thermal properties of the various components of the envelope of the vehicle, and the minimum energy performance standards for MAC equipment. Speeding up the phase-out of R-22 refrigerant (Freon) in the country by setting up a regulatory framework prohibiting the import of AC systems using it. Every year, AMEE organizes awareness campaigns Organizing awareness campaigns for the public to encourage customers for the public and training for professionals to to go for alternative and innovative technologies for MAC, as well as promote eco-friendly driving but does not cover nontechnical interventions such as parking in the shade (and possibly Information and efficient options for MAC. encourage shaded parking areas) and promoting window glazing as a way awareness to decrease heat from the sun. Limited awareness of the negative impact of AC on climate change and environment in general. Lack of awareness of the negative impact of HFC refrigerants on climate change and environment in general. Lack of financing for emerging technologies, like Map risk mitigation mechanisms (such as guarantees, grants, and fiscal MAC EE, at favorable terms. Lack of understanding incentives) to encourage private sector financing, particularly targeting of the technology leads to higher interest to institutional investors. accommodate associated risks. Map the full range of financial instruments available to facilitate investment Lack of incentives and mitigation mechanisms. in mobile cooling, at different stages of the project life cycle and across the Finance entire risk-return spectrum. This may focus on new forms of equity and debt investment. Understand opportunities and challenges of financing instruments that are alternatives to traditional debt, in different economic and regulatory environments, and in light of on-going financial reforms. Increase MAC technologies awareness and training in banking sector. 12 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Mobile Cooling