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Technical Workshop

“Training on NAMA development” 16 - 18 October 2012 – San José, Costa Rica

Summary report

Prepared by Miguel Ángel Vallejo Solís

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CONTENT

1. BACKGROUND AND OBJECTIVES ............................................................................................ 1

2. EXECUTIVE SUMMARY ............................................................................................................ 2

3. CONCLUSIONS AND RECOMMENDATIONS BY SECTOR .......................................................... 6

3.1 Transport .......................................................................................................................... 6

3.2 Solid waste ....................................................................................................................... 7

3.3 Agriculture ........................................................................................................................ 8

4. GENERAL CONCLUSIONS ......................................................................................................... 9

5. RECOMMENDATIONS FOR POST-WORKSHOP ACTIVITIES ................................................... 10

6. ANNEX: PARTICIPANTS LIST .................................................................................................. 11

1. BACKGROUND AND OBJECTIVES

Costa Rica has set itself the target of becoming carbon neutral by 2021. In order to address this

challenge, a workshop for the development of nationally appropriate mitigation actions

(NAMAs) was held on 16-18 October 2012, within the framework of the International

Partnership on Mitigation and MRV: It was aimed at experts from Costa Rican public and

private institutions in three priority sectors: agriculture, transport and solid waste. The

workshop was organised by Costa Rica's Ministry of Environment, Energy and

Telecommunications (MINAET), with the support of GIZ's Project for Supporting Costa Rica's

climate-neutral strategy (NEL) and the Inter-American Institute for Cooperation on Agriculture

(IICA).

The expected outcomes of the workshop included the identification of NAMAs for the

agricultural, transport and solid waste sectors and discussion of the specific steps to be taken

for joint management of the implementation process. In the long term, these NAMAs will not

only contribute to achieving the national goal of low-emission development, but also

strengthen the position of Costa Rica as a model low-emission country, setting a global example

of well-planned management of climate change actions.

The objectives of the workshop were to:

1) strengthen the capacity of relevant actors in selected sectors in Costa Rica for the

development of NAMAs;

2) develop roadmaps for three NAMAs in the agricultural, transport and solid waste sectors,

determining the steps to be taken and defining responsibilities and timeframes for the

design and implementation process

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2. EXECUTIVE SUMMARY The workshop provided general training on the ten steps to be followed to design a NAMA,

based on the NAMA tool developed by the GIZ Competence Centre for Climate Change. The

tool guides actors through ten steps involving the processes necessary for assessing, planning,

implementing, monitoring and verifying potential greenhouse gas (GHG) mitigation actions.

During the two days of training, the participants used this tool to simulate the process of

formulating their ideas to design NAMAs for the three priority sectors in Costa Rica. Options

with high mitigation potential were identified, based on emission data gathered in each sector,

information concerning relevant environmental policies and future economic growth trends. A

variety of methodologies were used, including introductory presentations given by specialists,

interactive dynamics and working groups.

On the third day of the workshop, the participants, assisted by experts who facilitated

discussion and information management, elaborated on the ideas put forward in the first part

of the workshop, so that the working groups could develop the respective roadmaps for the

selected sectors, defining the steps to be taken and the distribution of responsibilities for

implementing the NAMAs.

In the transport sector, the main barriers identified were the lack of a domestic transport policy

and investment stimulating policy, legislation that is not conducive to modernisation, the lack

of coordination and interaction among the sectors and actors involved, poor territorial planning

and the lack of a clearly defined baseline.

The working group for the transport sector defined the scope of the NAMA as the

'modernisation of urban public transport'. The application of the NAMA tool showed that there

are national plans and technical documentation available for the design of the NAMA, including

abatement cost curves for public transport, which are useful for selecting and prioritising the

most viable GHG reduction technologies in cost-benefit terms. Co-benefits identified included

improved air quality and its impact on public health, the development of national energy

sources and social inclusion.

The Ministry of Public Works and Transport (MOPT), the Ministry of Environment and the seven

operators involved were identified as the key actors. The criteria used to establish the baseline,

the MRV plan, main elements required for NAMA planning and implementation and support

requirements in terms of financing and cooperation from GIZ were also determined. Further

requirements include capacity building and the creation of investment facilities by the Ministry

of Finance (Budget Department).

In the short term (October 2012), the roadmap for the transport sector calls for agreement

among the actors on the design of the NAMA, communication of the challenges to be

addressed and a benchmarking study of similar experiences in Latin America. In the medium

term (November to December 2012), tasks include designing and setting the objectives of the

NAMA, establishing the MRV plan, identifying priority activities, formulating the financing plan

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and raising the awareness of users about co-benefits. In the long-term (2013 onwards),

activities include implementation of the NAMA, international registration, harmonisation of

legislation and MRV.

The public transport NAMA provides a means of taking a proactive approach to defining

solutions and specific actions to improve management and motivating private transport users

to switch to public transport as a means of reducing GHG emissions. The NAMA must have

political backing in order to enhance its credibility in the eyes of international cooperation and

financial institutions. The involvement of all key stakeholders (public institutions, transport

operators, users, etc.) is a success factor which helps to minimise resistance and facilitate the

processes required to develop the NAMA. They must all be engaged, have reached agreement

and be willing to collaborate and work in synergy to ensure effective management. Consensus

is considered to exist in the sector, and the work must be conducted in an integrated manner.

The main barriers identified in relation to the solid waste sector are the lack of a smooth flow of

communication between the Ministry of Health and the Ministry of Environment, the lack of a

regulatory framework for electricity generation from solid waste and emissions, the lack of

resources, the failure to clearly define Ministry of Health responsibilities and the need to

strengthen the institutional capacity of the Climate Change Directorate (DCC).

The scope of the NAMA proposed by the working group for the solid waste sector was ordinary

solid waste (OSW). On applying the NAMA tool, it was concluded that there is a favourable

environment in place in this sector, provided by the integrated solid waste management

(ISWM) policy, the solid waste programme (PRESOL), the ISWM law and regulations, ISWM

municipal plans, etc. The actors have been identified, and there are initial technical estimates

for emission reduction and co-benefits and the information required to establish baselines and

design the MRV plan. Also available are the elements necessary to plan the NAMA, identify

support needs in terms of interinstitutional coordination and international technical and

financial cooperation, and determine other requirements, such as professional ISWM

personnel, training and the exchange of experience.

In the short term (October to December 2012), the OSW NAMA roadmap establishes the

following tasks: create an OSW NAMA Commission with logistical and technical support; secure

political backing; prepare an outline proposal for political purposes; present the proposed

NAMA to potential partners to secure international support and build further linkages with

operators and managers. In the medium term (January to June 2013), the tasks include

analysing and recording institutional efforts for future use, preparing the publicity proposal,

making arrangements with the media to provide coverage, designing the NAMA and sharing it

with key stakeholders, quantifying costs, creating the Human Environmental Protection

Directorate (DPAH) and quantifying emissions and mitigation potential. In the long term (July

2013 onwards), the scheduled activities include the implementation and adaptation of

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technologies and pilot experiences and NAMA administration, monitoring and institutional

support.

For the design and implementation of the OSW NAMA, the lead organisation, which will be

responsible for coordination, and the other organisations involved must be clearly defined and

their respective responsibilities specified. In order to establish the baseline, indicators must be

defined and financial needs quantified. The active involvement of sanitary landfill operators

must also be ensured to facilitate implementation of the activities planned to reduce emissions

in their operations.

The OSW NAMA should also incorporate biomass waste from agribusiness at a later stage.

Integrated regulation of this kind of organic waste is an important opportunity for managing

emissions in the sector, taking advantage of advances progressively made in the field of OSW. It

is recommended that a private company be designated as a facilitating entity to provide solid

waste-related technical services and stakeholder management in order to smooth and speed up

the processes required to design and implement the OSW NAMA.

There are considered to be no political barriers in the agricultural sector, although measures

must be taken to implement relevant policies. The proposed measures include ensuring

interinstitutional coordination, increasing information-sharing and support among institutions

and actors (confined to a handful of individuals), establishing financing facilities to be provided

through public budgets, development organisations and other donors, formulating specific

rules on public financing based on incentives or direct funding, involving private companies as

final actors responsible for implementing the measures, securing resources for technology

research, development and adaptation and ensuring the involvement of development banks.

The scope of the NAMA defined by the working group for the agricultural sector was the coffee

subsector. Application of the tool established that there is a regulatory and political framework

in place for this productive activity, as well as national and sectoral plans and targets and

technical studies which can be used as input for the work to be carried out. The stakeholders

have been clearly identified, and most of them are engaged with the process, including the

creation of the Climate Change Commission promoted by the Ministry of Agriculture and

Livestock (MAG). Information is available to define the baselines, design the MRV plan and plan

the NAMA. Support needs have been identified in terms of financing, research and

development and the promotion of good practices proven on coffee farms.

The coffee NAMA roadmap establishes two phases, the first up to the Conference of the Parties

(COP 18 to be held in Doha, Qatar, in December 2012), and the second after Doha (2013

onwards). Before Doha, a website will be set up to post and share reference documents. An

initial NAMA document will be drafted, based on the technical information required for Doha.

The Commission will review the draft and make any relevant comments. Once the necessary

amendments have been made, the NAMA proposal will be submitted, after Doha, to the Inter-

American Development Bank Multilateral Investment Fund (IDB-MIF) and other donors. From

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2013 onwards, activities will include information and awareness workshops, international

registration of the NAMA and implementation of the NAMA and MRV methodologies. The

NAMA will be used as a model for replication in other productive activities in the agricultural

sector.

The coffee subsector has sufficient information to design and implement the NAMA. However,

further information and support is required to define MRV system guidelines, define GHG

reduction potential with a view to preparing and submitting the technical datasheets required

for COP 18 and securing financing for implementation. It is also necessary to identify other

good practices in coffee production, which contribute to reducing emissions in this subsector,

and quantify the co-benefits of coffee production activities carried out in accordance with

climate change criteria.

The main stakeholders in each sector must reach agreement and work in synergy to bring about

change and define the processes necessary to formulate the proposed NAMAs and ensure their

viability. It is therefore advisable to work with stakeholders in each sector to develop a

stakeholder engagement strategy, with a view to identifying and mapping who is involved,

determining their interests and expectations, formulating the engagement strategy among the

parties and developing an action plan. This should cover the political, technical, operational,

institutional and financial aspects of NAMA management in each sector. The message that

should be conveyed is that this is a 'country' effort and a window of opportunity for all.

Stakeholder management, training and dissemination are required in each sector, so that the

main actors are able to provide relevant input for the roadmaps developed during the

workshop and contribute to subsequent activities relating to NAMA design and

implementation. The representatives of each sector should identify any other relevant

institutions and organisations that did not participate in the process, contact them and bring

them on board.

The proposed sectoral NAMAs have to be promoted nationally. Taking into account the

political, intersectoral and institutional components of their design and implementation, it is

recommended that an event will be held in early 2013 to enhance public visibility, with the

involvement of the Ministries of Health, Agriculture, Public Works and Environment and

representatives of participating institutions. The aim is to highlight the commitments acquired

through the NAMAs as a country strategy in order to motivate citizens to become involved in

the short, medium and long term.

As part of these efforts to enhance integration, steps should be taken to secure the continued

support of GIZ and other donors who have the resources, capacity and experience required to

meet the targets set for the priority sectors in terms of GHG emission reduction.

In the long term, these NAMAs will not only contribute to achieving the national goal of low-

emission development by 2021, but also strengthen the position of Costa Rica as a model low-

emission country, setting a global example of well-planned and coordinated management of

climate change actions.

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3. CONCLUSIONS AND RECOMMENDATIONS BY SECTOR

3.1 Transport

• In Costa Rica, transport (mobile sources of GHG emissions), mainly private vehicles and

goods vehicles, account for 68% of energy consumption. If the urban public transport

NAMA is successful, private users will switch to public transport, resulting in a reduction

in GHG emissions.

• Modernisation of the transport sector is a collective rather than an individual priority,

and now is the right time and a perfect opportunity to achieve this, taking into account

climate change criteria. The NAMA provides a means of taking a proactive approach to

defining solutions and specific actions to improve management.

• The NAMA must have political backing in order to enhance its credibility in the eyes of

international cooperation and financing institutions.

• The involvement of all the key stakeholders, including public institutions, transport

operators and users, is a success factor in the design and implementation of the urban

public transport NAMA. In order to reduce any resistance and facilitate the processes

required to develop the NAMA, the key stakeholders must be engaged, have reached

agreement and be willing to collaborate and work in synergy to ensure effective

management. Consensus is considered to exist in the sector, and the work must be

conducted in an integrated manner.

• The roadmap must provide for the development of an action plan to ensure consensus

among the actors and transparent implementation of the NAMA in the sector, with a

view to reducing potential risks and threats to its management.

• Based on the exercise carried out by the group to define guidelines for the NAMA, it can

be concluded that there is awareness and interest among the stakeholders and that the

group is familiar with the language used and the information available on the sector.

The most difficult task was delimiting the scope of the transport NAMA, owing to

difficulties associated with cost estimation and coverage.

• Analysis of the cases of Brazil and Colombia revealed that they have different

infrastructure, which means that the model needs to be adapted to the specific

conditions in Costa Rica. Such changes must be made with sector-wide participation and

agreement, which means that private operators in the public transport sector must be

engaged and brought on board.

• Benchmarking case studies to learn from practices in Latin America must include

Colombia's Transmilenio and Transmasivo, which have shared their experiences. One

problem encountered by these companies was that the option of establishing a metro

system instead of strengthening the BRT (bus rapid transit) busway system was

considered, with the result that the system remained limited and investments required

to sustain it over time were not made.

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• Based on the information generated at the NAMA workshop, the working group should

extend some of the activities in each of the steps established, breaking them down into

stages.

• Abatement cost curves are a basic technical tool for supporting management of NAMA

design and implementation processes. In view of the rapid technological advances in

this field, these curves must be updated periodically.

3.2 Solid waste

• In order to design and implement the OSW NAMA, the lead organisation, which will be

responsible for coordination, and the other organisations involved must be clearly

defined and their responsibilities specified.

• In order to establish the baseline, indicators must be defined and financial needs

quantified.

• In the management of the OSW NAMA, the active involvement of sanitary landfill

operators must also be ensured to facilitate implementation of the activities planned to

reduce emissions in their operations.

• The definition of carbon markets, which contribute in terms of integrated management,

and the ongoing identification of suitable technological options should be taken into

account in the NAMA.

• The OSW NAMA must establish incentives to stimulate the private sector. Options that

interest banks should be explored to encourage them to support integrated OSW

management.

• The OSW NAMA must determine the right time for incorporating the management of

biomass waste from agribusiness. Integrated regulation of this kind of organic waste is

an important opportunity for managing emissions in the sector, taking advantage of

advances progressively made in the field of OSW.

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• A private company acting as a facilitating entity to provide solid waste-related technical

services and stakeholder management is a means of smoothing and speeding up the

processes required to design and implement the OSW NAMA.

• Steps should be taken to involve the Costa Rican Chamber of Industry (CICR), in view of

its experience and the information that it handles in the field of GHG mitigation and

solid waste management.

3.3 Agriculture

• The Commission formed in the coffee subsector (now called the Coffee NAMA

Commission), which has been operating for some time, is well known and constitutes a

management platform with an essential role to play in the design and implementation

of the coffee NAMA.

• The coffee subsector has sufficient information to design and implement the NAMA.

However, further information and support is required to define MRV system guidelines,

determine GHG reduction potential with a view to preparing and submitting the

technical datasheets required for the Conference of the Parties (COP 18, Doha, Qatar)

and securing financing for implementation.

• It is also necessary to identify other good practices in coffee production which

contribute to reducing emissions in this subsector.

• The co-benefits of coffee production activities carried out in accordance with climate

change criteria must be quantified.

• The Coffee NAMA Commission must consider and plan the measures required for NAMA

implementation, so that the requirements for effective NAMA management can be met.

• Under the Programme to promote sustainable agricultural production, the Ministry of

Agriculture and Livestock has developed a variety of technological solutions, which it

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has been implementing for a number of years and which contribute to reducing

emissions (e.g. energy efficiency in coffee processing, composting, improved pasture,

etc.). They could be promoted on a larger scale in order to achieve widespread

application, which will contribute to the implementation of the NAMA.

• In order to increase the motivation of producers, it is necessary to conduct

administration studies, determine implementation costs, perform a cost-benefit analysis

and assess co-benefits. The fact that the use of fertilisers is reduced, conservation work

is carried out and agrotourism is developed could motivate producers to bring about

changes on their farms.

• The coffee NAMA poses the challenge of designing, implementing and managing actions

in this subsector, which will generate a viable model that can be used for developing

other NAMAs in the sector. The resulting reduction in overall emissions will benefit the

country as a whole.

4. GENERAL CONCLUSIONS

• NAMAs present an opportunity to secure financing intended for the reduction of GHG

emissions. Preliminary goals provide a focus for reflection on whether enough progress

can be made to achieve the target reduction of 5,825 kt by 2021.

• NAMAs must facilitate the integrated implementation of the initiatives required to

achieve the goal of making Costa Rica a low-emission country by 2021.

• Submitting a convincing NAMA proposal is directly related to the roadmap. The

implementation plan, the distribution of responsibilities and the financing required

should be defined with the greatest possible level of detail.

• Designing and implementing NAMAs today is a global learning experience. The actors in

each sector should be clearly aware of this and willing to learn as much as possible

during the process.

• The sectors selected for capacity building are the priority areas in Costa Rica for NAMA

implementation. However, there are also other sectors in which the experience should

be replicated (energy, industry, etc.).

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5. RECOMMENDATIONS FOR POST-WORKSHOP ACTIVITIES

• The main stakeholders in each sector must reach agreement and work in synergy to

bring about change and define the processes necessary to formulate the proposed

NAMAs and ensure their viability. It is therefore advisable to work with stakeholders in

each sector to develop a stakeholder engagement strategy, with a view to clearly

identifying and mapping who is involved, determining their interests and expectations,

formulating the engagement strategy among the parties and developing an action plan.

This should cover the political, technical, operational, institutional and financial aspects

of NAMA management in each sector. The message that should be conveyed is that this

is a 'country' effort and a window of opportunity for all.

• Stakeholder management, training and dissemination in each sector is essential, so that

the main actors are able to provide input for the roadmaps developed during the

workshop and contribute to subsequent activities relating to NAMA design and

implementation. The representatives of each sector should identify any other relevant

institutions and organisations that did not participate in the process, contact them and

bring them on board.

• It is necessary to promote the proposed sectoral NAMAs nationally. Taking into account

the political, intersectoral and institutional components of their design and

implementation, it is recommended that an event be held in early 2013 to enhance

public visibility, with the involvement of the Ministries of Health, Agriculture, Public

Works and Environment and representatives of participating institutions. The aim is to

highlight the commitments acquired through the NAMAs as a country strategy in order

to motivate citizens to become involved in the short, medium and long term.

• The management work necessary to design and implement NAMAs requires ongoing

support from the working groups and the recording of the process and lessons learned

for future use. It is recommended that a consultancy firm, with experience in

stakeholder engagement and technical expertise in GHG mitigation, be engaged to

contribute to smoothing and speeding up the processes, facilitating the work, managing

and supporting stakeholders and recording work processes for future use.

• It is necessary to carry out capacity-building, dissemination and promotion campaigns,

highlighting the co-benefits of GHG mitigation potential in each sector so that users are

properly informed in a timely manner and involved in implementation.

• Abatement cost curves are a basic technical tool for supporting management of NAMA

design and implementation processes. In view of the rapid technological advances in

this field, these curves must be updated periodically.

• It is recommended that the ongoing identification of good practice in mitigation actions

in the targeted sectors be established as a priority, so that this information and lessons

learned can be taken into account in the integrated management of NAMAs in Costa

Rica.

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• The information generated in the course of the NAMA processes should be

systematically recorded, so that the documented experience can be used for decision-

making, change management and replication in other sectors in the country.

• Political authorities need relative images for decision-making. Abatement cost curves

are a useful tool for showing the values that can be achieved in agriculture, solid waste

and transport. It is necessary to focus on the cost-effectiveness of the mitigation

proposals to be implemented, comparing their cost in monetary terms with the

reduction achieved in tCO2e.

• Special attention should be paid to designing measurement, reporting and verification

plans (MRV), which are essential for monitoring and evaluating the progress of NAMA

implementation and recording accurate information on the impact of emission

reduction achieved as a result of the measures and actions implemented in the targeted

sectors.

• Steps should be taken to secure the continued support of GIZ and other donors who can

facilitate achievement of the GHG emission reduction targets set for the priority sectors.

See more information, workshop photos and presentations at:

http://www.mitigationpartnership.net/technical-workshop-training-nama-development-san-jos%C3%A9-costa-rica

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ANNEX: Participants list

Name Institution Solid waste Transport Coffee

1 Ana Villalobos Ministry of Health x

2 Eugenio Androvetto Ministry of Health x

3 Jan Janssen Consultant x

4 Mauricio Blandino ALIARSE x

5 Nury Benavides DCC, MINAET x

6 Ricardo Morales Ministry of Health x

7 Rosa Vásquez ALIARSE x

8 Verena Arauz GIZ x

9 Carolina Flores DCC, MINAET x

10 Cynthia Córdoba DCC, MINAET x

11 Guiselle Alfaro Bogantes Sectoral Planning Directorate, MOPT x

12 Harald Diaz GIZ x

13 Ileana González Matarrita Sectoral Planning Directorate, MOPT x

14 José Madrigal Rodríguez

Engineering Directorate, Public

Transport Council (CTP) x

15 Joyce Arguedas Calderón Sectoral Planning Directorate, MOPT x

16 Leiner Vargas Consultant x

17 Marco Caravaca Reyes Planning Directorate, CTP x

18 Néstor Chinchilla Ministry of Finance x

19 Orlando Ramírez Transportes Este x

20 Ronny Rodríguez Vargas

Traffic Engineering Directorate,

MOPT x

21 Sergio Musmanni GIZ x

22 Carolina Reyes Fundecooperación x

23 Daniela Medina IICA x

24 Ivan Alonso Delgado DCC, MINAET x

25 Luis Roberto Chacón Consultant x

26 Luis Zamora MAG x

27 Marianela Feoli Fundecooperación x

28 Mario Arroyo ICAFE (Costa Rican Coffee Institute) x

29 Marjorie Hartley UNA (Universidad Nacional) x

30 Reinhold Muschler

CATIE (Tropical Agricultural Research

and Higher Education Centre) x

31 Roberto Azofeifa MAG x

32 Víctor H. Calderón Mayorga Office of the Vice-Minister x

33 Andreas Nieters GIZ

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Name Institution Solid waste Transport Coffee

34 Andrea Schloenvoigt IICA

35 Daniel Blank GIZ

36 David Williams IICA

37 Verena Bruer GIZ

38 Verónica Gutman Torcuato Di Tella Foundation

39 William Alpízar MINAET

40 Miguel Vallejo Consultant

Total per group 8 13 11