After announcing in March that it had begun a first stage of verification to confirm the implementation of QR code marking on hydrocarbon transport and distribution units, the National Energy Commission (CNE) in Mexico continues to monitor compliance with these provisions among permit holders in the sector.

In this context, Carlos Vallejo, founding partner of QUA Energy Consulting , explained in an interview with T21 that several permit holders recently received requests to report the degree of progress in the implementation of these provisions and to accredit, through certified photographic evidence, the units registered with the authority .

“All wheeled transport equipment, including railway tank cars, must have a QR code that identifies it and links it to the company name holding the permit, the permit number, the products authorized to transport, and the identification data of the unit,” he explained.

According to the specialist, these measures are intended to strengthen the traceability of fuels transported by means other than pipelines, allowing the identification of origin, destination, routes, journeys and movements of the units.

Vallejo explained that the information requested by the authority seeks to compare the physical evidence of the units with the information registered in the System of Registration , Administration and Control of Permit Holders (SIRACP) , an electronic platform used to report the equipment linked to the permits.

“What the authority wants is to verify that the units that appear registered in the system are the same ones that the permit holder physically has and that they also have the corresponding QR code and markings,” he said.

Operational and technological challenges remain

The specialist indicated that the implementation represented an operational challenge for some companies , particularly those with large fleets , because they had to register units, update inventories, physically place the QR codes and make administrative and technological adjustments to comply with the provisions.

He also commented that some regulated entities have reported situations related to pending registrations or information that is not yet correctly reflected on electronic platforms , despite having been previously reported.

In addition to the marking , the provisions contemplate the interoperability of satellite geopositioning systems with the authority.

“It’s not just about having a GPS installed, but about having a system that meets the technical requirements established in the regulations,” he pointed out.

Vallejo explained that a subsequent stage involves greater participation from the unit operators , who will have to report information related to trips, operational pauses, accidents, thefts, or any incident that affects the transport of fuels using electronic tools.

In his opinion, these mechanisms will provide more information on the origin , transfer, and destination of fuels, as well as strengthen controls over an activity that authorities are seeking to monitor in the face of problems such as fuel theft and the illicit transport of petroleum products.

Regarding the sanctions, he recalled that the legislation provides for economic consequences for those who fail to comply with the established obligations and, in serious cases, even the revocation of permits.

The specialist recalled that during the first months of 2026, training processes were developed related to the operation of the Registration, Administration and Control System for Permit Holders (SIRACP) , a platform through which permit holders report operational information of their units, as well as with the interoperability of GPS systems.

However, he considered that the recently sent requests show that the authority seeks to corroborate that the information reported by the permit holders coincides with the operational reality of the registered units.

“Everything indicates that we are now entering a stage of full compliance with obligations and verification by the authorities,” he concluded.

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To date, the capacity of the National Refining System (SNR) does not allow it to meet the quality conditions of Ultra Low Sulfur Diesel (DUBA) . By 2019, of the six refineries that the country has, practically four were or were in the process of being maintenance or in the reconditioning phase, today the situation is not very different.

In this sense and regarding the entry into force of the update of NOM-044 (referring to emissions from diesel engines) of the Secretariat of the Environment and Natural Resources (Semarnat), which determines that starting in 2025 only market vehicles in Mexico with Euro VI and EPA 2010 technologies, Carlos Vallejo, founding partner of QUA Energy Consulting , says that the SNR is working at 40% of its capacity, although at certain times there is a production peak that sometimes helps to have certain types of oil products.

“Strictly speaking, DUBA diesel is a product that will not be able to be supplied due to the specific conditions of the six refineries in the country. What we are going to see in the future is a kind of additional extension. Although the transporters have an interest in the sale of this product, including for issues of equipment policies because some are affected because they are not respecting the guarantees because UBA diesel is not supplied,” Vallejo assured.

The specialist explained that once the new administration takes office there will be greater openness to review and make a modification to NOM-016 of the Energy Regulatory Commission (CRE) that details the quality specifications of petroleum products.

Vallejo advocates that the associations and chambers linked to road freight transportation, as well as the manufacturers of heavy commercial vehicles, have close communication ties with the institutions in charge of the issue and even with the new science and technology agency.

“This would push us to work together and get the issue unblocked, but this more than a political will, in the end the person who materializes the issue is Pemex , if the parastatal does not have the capacity to produce and supply UBA diesel, at least in geographically strategic areas. “it will not be possible to meet the objectives,” he stated.

The situation opens a window of opportunity for fuel importing companies that could import a greater quantity of UBA diesel to satisfy demand.

“Strictly speaking, the renewal of the freight transport vehicle fleet and even the growth of fleets due to the effects of nearshoring is driven to a certain extent by compliance with the standard, however, due to technical issues the SNR has not been able to achieve it. and in the short term it is not seen as a reality that it will be achieved,” he concluded.

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