Railways and the Environment_1999

Railways and the Environment
Workshop
June 21-23, 1999
Winnipeg, Manitoba
Overview............................................................….Page 1
Survol: la version française..................................Page 19
Workshop Proceedings Index.......................…...Page 40
Proceedings by
Transport Institute
University of Manitoba
Overview
Railways and the Environment - Workshop
A Renaissance
The Railways and the Environment Workshop gathered all the major players involved in the
railway industry to develop a broad scale view of the future. The result was an assessment of
the challenges that must be faced in meeting Canada’s environmental concerns. The general
conclusion of the workshop is that the rail industry offers a means to reduce the environmental
impact of moving freight in Canada.
The major remedies for reducing transportation originated emissions fall in the areas of human
activity change, modal shifts and technology. Changes in human activity are extremely difficult
to accomplish, however, a modal shift from truck back to rail is practical, feasible and a
concrete solution to a significant part of the transportation related emissions problem. As we
learned during the workshop, the application of existing technology will make a major
contribution to emissions reduction.
The future portrays a renaissance for railways.
The Problem
Richard Gilbert, The Centre for Sustainable Transportation, set the stage for the workshop by
identifying the need for all parties to focus on emissions by defining the relationship between
transportation and the environment and by describing what the centre is about. The starting
point for the discussion is a common understanding of “sustainable transportation”. The centre
describes it as follows:
“Transportation that meets our economic and social needs without harming human
health or the environment or, more simply stated, transportation that does not mess up
the planet for our grandchildren.”
The centre is a federally chartered, non-profit organization sponsored by Environment Canada
and Transport Canada. Its role is to provide leadership in achieving sustainable transportation in
Canada by facilitating cooperative actions, and thus contributing to Canadian and global
sustainability.
The importance of addressing the transportation emissions problem in Canada was crystallized
in the following points: transportation is responsible for
•
•
•
most of Canada’s local pollution
about 1/3 of our contribution to global pollution
more than half of the current increase in greenhouse gases
1
•
more than 2/3 of Canadian oil consumption
Dramatic changes in the environment and oil consumption are expected. The graph of surface
temperature of the Northern Hemisphere over the past 1,000 years demonstrates the warming
since 1900. A new benchmark was set in 1998 as the warmest year in recorded history and the
largest incremental increase year over year. Global warming is no longer disputed in
knowledgeable circles. The need to address the issue has been defined.
The demand for petroleum products for transport purposes has steadily grown with worldwide
access to cheap oil. This is about to change dramatically because major oil discoveries peaked
about 1960. Prediction models indicate that the access to cheap oil will end in the next decade.
Consequently, oil production will shift to more expensive sources such as the oil sands projects
and the use of more costly mechanical means to extract oil from conventional wells. The graph
of predicted discovery, extraction and demand curves highlights the problem.
2
Actual and projected world-wide discovery, extraction,
and demand for conventional oil, 1920-2040
(in billions of barrels per year)
40
DEMAND
DISCOVERY
30
20
EXTRACTION
10
0
1920
1940
1960
1980
2000
2020
2040
Data sources:Oberle Oil Corporation; International Energy Agency
CST
A negative economic impact of higher oil prices can only be avoided if demand for fuel is
reduced. Current research suggests that technology is likely to be less than half the solution. The
other half must come from profound changes in mode shares and activity changes. The OECD
sees the effort to attain sustainable transportation concentrated in these areas:
Area
Passenger
Freight
Technology
41 %
47 %
Occupancy
15 %
10 %
Mode shifts
7%
24 %
Activity
26 %
19 %
Downsizing
11 %
0
Increasing oil prices will have significant effects on oil production. As prices rise, unconventional
oil production will increase which could ultimately result in the cost of energy extraction
becoming greater than the energy extracted. Correspondingly, the environmental impact of
energy production is likely to increase too.
Canada’s Railways Today and Tomorrow
Bob Ballantyne , Railway Association of Canada, introduced the workshop to Canada’s
railways, clarified the problem and placed Canada’s railways in the transportation emissions
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environment. Canada must reduce its greenhouse gas emissions by 6 % under the Kyoto
accord. Transportation contributes to 27 % of the emissions while railways represent only 4 %
of the transportation sectors emissions.
Railways have been operating in Canada for 162 years on privately financed infrastructure.
Change in the industry reflects the major economic changes of history; trade unions, world
wars, bankruptcies and nationalization, highway construction, civil aviation, seaway
construction, dieselization, free trade, partial deregulation and recently, the privatization of
Canadian National. In reacting to the changes and the development of the global economy, the
North American railways have consolidated into 4 “mega” class 1’s and 500 short-line or
regional carriers in the United States and 2 class 1’s and 42 short-line or regional carriers in
Canada.
One very significant result of change is a reduction in the revenue per tonne kilometer from 2.54
cents in 1989 to 2.35 cents in 1997, a drop of 7.5 %. This benefit to shippers has been
accomplished through major productivity gains, an increase in revenue tonne kilometer (RTK)
per employee of 93% since 1988 while generating an all-time high of 304.2 billion RTK. A
major implication of the reduction in revenue per RTK is the large portion, 19.5 billion RTK of
the 304.2 billion RTK, required to pay the $ 458.9 million bill for fuel, property and other sales
taxes. Rail fuel taxes are disproportionate across Canada, do not reflect infrastructure
investment and ignore the reality of the emissions problem in the transport sector.
Having set the stage for the railway environment, Bob positioned the railways in the movement
of freight tonnage in Canada and the greenhouse gas emissions problem that we are facing.
Billion RTK
Rail
Truck
304
233
Fuel Consumption (litres)
2.15 billion
10.9 billion
The more efficient rail performance is a result of lower rolling resistance that is expressed as a
per cent of weight on the axles. Rolling resistance for trains is approximately 0.1 %, for trucks
0.5 % to 1.5 % depending on tire and road conditions. Rail is inherently 10 times more fuelefficient than truck, based on rolling resistance. It is estimated that rail is 3 times more fuelefficient than truck for competitive traffic.
Having addressed the issue of fuel efficiency, Bob then introduced rail greenhouse gas
performance. Rail carbon dioxide emissions have declined from 39.86 Kg/1000 RTM in 1975
to 27.956 in 1997. Fuel consumption has declined at an average rate of 1.9 % per 1000 GTK
since 1990. Numerous technological changes have contributed to the emission and consumption
improvements including; new locomotives, train handling, rail lubrication, more productive freight
cars, increased gross weights and continuous research and development on all aspects of rail
operations.
4
The Railways in Canada recognize the importance of the greenhouse gas emissions problem and
are actively working towards solutions. In 1995 a voluntary MOU between Environment
Canada and the RAC was reached to limit NOx to 115 KT/year subject to traffic growth levels
of 1.5 % per year. In 1997, NOx emissions were 121 KT with traffic growth averaging 4.3 %
since 1990.
A number of other environmental issues relating to rail operations were highlighted. Most
significant was land use in relation to increasing levels of traffic. The railways have the ability to
double track a single-track corridor and expand capacity without further land requirements. This
is not possible in congested truck corridors.
With over a 100 year history of unregulated land use, the rail yards contain contaminated soils
that must be mitigated. Growing cities have enveloped most rail yards in Canada necessitating
measures to mitigate contamination and to address noise pollution issues.
Bob then addressed the dramatic shift in market share between the railways and the trucking
industry over the past 50 years. In 1955 rail enjoyed just over 80 % of the market. By 1995,
rails share had dropped to less than 40 % with trucks share increasing to slightly over 60 %.
The shift from rail to truck has been strongly influenced by public policy. The driving issues of
public policy are the pricing policy for the use of publicly provided infrastructure, taxation levels
and regulations.
The combination of fuel taxes and capital cost allowance rules disadvantaged the railways
versus other modes and limited the railways’ ability to invest in new equipment.
A comparison of tax burdens between industries graphically highlights the disparity between
modes within Canada and between Canada and the United States:
Industry
Marine
Manufacturing
Air
Motor Carrier
Railway
Tax as a % of revenue
2.9 %
4.9 %
6.3 %
7.9 %
14.2 %
USA
3.2 %
8.1 %
8.1 %
The dilemma of meeting Canada’s greenhouse gas emission targets takes focus as we address
these differences between the trucking industry and the rail industry. Clearly, continuation of the
shift from rail to truck would increase greenhouse gas emissions. Reversing the trend will go a
long way towards Canada achieving its goals. Trucks produce 22.8 % of the GHG from
approximately half of the GTK; rail produces 3.8 % of GHG from the other half of the GTK.
On this basis rail is achieving a performance that is six times better than truck.
Harry Gow, Transport 2000 Ottawa, urged the workshop to focus its attention on the
passenger side of the modal shift equation. In doing so he raised a number of public policy
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issues in Canada including taxation and policies affecting the railways ability to make needed
investments. According to Mr. Gow, the decline of rail passenger service in Canada (VIA) is
attributable to public policy decisions and is thus “politically driven”.
In response to a greater focus on passenger rail travel, Bob Ballantyne stated that the rail
passenger industry is important and has a place in the rail environment. We are in fact seeing a
renaissance in recent times. New operations are entering the market such as Great Canadian
Rail Tours. The passenger business has suffered from public policy decisions over the past
several decades, however, there is now 1 auto for every 2 people in Canada. The railways are
no longer the universal mode of transportation and we must look to passenger rails future as
filling niche markets.
Anthony Perl, University of Calgary, fleshed out the definition of sustainable transportation and
expanded the concept into comprehensive sustainability where society, the economy and the
environment must interact harmoniously to create community livability, sustainable development
and social and economic equity. He more particularly focused on three distinct advantages that
rail has over other modes:
•
•
•
Energy use - railways are 3-5 times more energy efficient than other modes and have the
best potential to use alternative energy sources (e.g. electrification); railways therefore have
the inherent potential to reduce greenhouse gases.
Land use and impacts - because they own their own infrastructure, railways make the
most efficient use of land (the least amount in fact) and thus can prevent such things as urban
sprawl. In these and other ways railways create "green and livable cities."
Infrastructure financing - because they provide their own infrastructure, railways offer the
best opportunities to save on social costs compared to other modes. These savings can in
turn enable lower taxes and/or reinvestment in other social programs.
Perl suggested that new rules for all modes must be established in which there are no
monopolies on mobility. Private infrastructure cannot be placed off limits to legitimate mobility
needs (e.g., rail passenger transport).
Canada has a very difficult balancing act to resolve. It must deal with sources of infrastructure
investment, regulation, taxation, population densities and distribution and compensation for
ownership of infrastructure. However, the evidence clearly demonstrates that the rail industry
has distinct advantages in terms of efficiency and its ability to reduce greenhouse gas emissions.
It can enjoy a renaissance as modal shifts and human activity changes take place.
The American Perspective.
New Regulations, Their Origins and Impacts
6
Charles Moulis, USEPA Office of Mobile Sources, noted at the outset that the primary focus
for emissions standards (promulgated on April 17, 1998) in the United States was NOx
emissions. Locomotives emit 5 % of all NOx in the US or about 1 million tons per year. These
standards apply to all locomotives at the time of manufacture or remanufacture with some
exemptions such as locomotives built prior to 1973, historic steam locomotives and exported
locomotives. Of note is the dramatic reduction in NOx required by the standards:
Tier 0 (units built between 1973-2001)
Tier 1 (2002-2004)
Tier 2 (2005 + )
34 % NOx reduction
49 % NOx reduction
62 % NOx reduction
50 % PM & HC reductions
Locomotives for passenger service are not required to comply until the 2002-2006 period for
new manufacture and until 2007 for units built between 1973-2007. The main focus is on freight
units because it is believed that the financing would be too fragile for the passenger industry.
Key to these standards is a rigorous maintenance system during remanufacture. Both
manufacturers and railroads are responsible for compliance to this system. Moulis believes that
based on current technological advances, standards at all three levels and periods can and will
be met.
Walter Brown, Engine Manufacturers Association, substantiated Charles Moulis’ belief that
technology would be able to deal with the emissions standards that have been set. The main
concern raised by Walter is the balancing act that will take place between lowering fuel
consumption and reducing NOx emissions. Current diesel engines lower fuel consumption but
produce more emissions per litre of fuel consumed. A second concern is that Tier 1 limits are
based on On-Highway capabilities rather than experience with the rail industry. In addition,
secondary and tertiary limits have already been set without the experience of the first set of limits
being examined.
Steven Fritz, Southwest Research Institute, reviewed the capabilities of the Southwest Institute
for engine testing. He particularly noted the shift in testing from 1987 to today. During the period
1978-1987, testing focused on fuels research, what “goo” could be run through the engine.
From 1989 to today testing has focused on emissions research. Three types of testing; preproduction certification, production line testing and in-use testing will be used to ensure that
locomotives meet guidelines. Because of the standards that have been set, the future for the
institute and testing includes the creation of retrofit kits, a CARB fuel study and the working out
of standards for replacement parts with respect to emissions.
Based on these presentations, U.S. regulations will be met. Canadian regulations have not yet
been established, however, the manufacturers are focused on the U.S. with the U.S. fleets
totaling 30,000 units. The solutions will have to take into account the railways need for fuelefficient locomotive units.
7
The Locomotive Unit
Presentations made by representatives of Alstom, Bombardier and Cummins, signaled that their
organizations have locomotive units that meet standards today.
Key to the presentation by Alain Mercier, Alstom, was the practical reality of railroading in
Canada. Alain drew the scenario that of all the locomotives in service in Canada, most (about
2000 units) will continue to be in service for at least the next ten years. He also noted that most
of the remanufactured units are sold to other operations either in Canada or abroad. The need
to meet emission standards will therefore have a dramatic economic impact as all of these units
will have to be remanufactured to meet standards. A driver of this scenario is Canada’s
depreciation rates that extend the life of locomotive units rather than opting for early
replacement. A unit built after 1970 has a 40-50 year life expectancy.
Alain concluded his presentation by stating that Alstom engines achieve Tier 1 standards now
and will achieve Tier 2 standards based on technological changes that can and will be available.
Daniel Hubert, Bombardier Corporation, introduced the workshop to the High Speed NEL
(non-electric locomotive). The NEL is designed for passenger service and would run at 125
mph. The benefits of such a train would be a reduction in upgrade costs for high-speed rail,
while ensuring that it would be able to use existing track infrastructure without significant
improvement costs. The High Speed NEL already meets EPA 2004 emissions rates.
Lloyd Crocker, Cummins Eastern Canada Inc., presented the K2000E, a medium speed
engine that is both fuel efficient and EPA compliant. The engine produces some 15-30 % fuel
savings over older medium speed engines and meets EURO 2 (On-Highway) standards.
In addition to efficiency gains and emission reductions that the industry is looking for, other
forms of new technology can be introduced to improve rail operations. Chris Holloway, The
Trans Group, introduced the use of GPS (global positioning systems) to aid railways in the
development of automatic train control and collision avoidance mechanisms. Discussion
revealed that the AAR has completed a cost benefit analysis of implementing GPS technology.
Costs prohibit use of this technology for the whole industry. However, we have examples in
Canada where the system is being productively used in special markets. A strategic application
may be to concentrate on passenger operations.
Fuel Cell technology provides a fascinating opportunity for reducing emissions in the
transportation industry. Martin Hammerli, Natural Resources Canada, gave a broad overview
of the development of fuel cell technology. The technology is not new, however, the fuel cell
remains only at the (costly) prototype stage. Many questions revolve around the fuel cell
regarding cost, cold climate operation and the cost of ensuring the supply of materials, i.e.
hydrogen. Martin stated that most of the problems with fuel cell technology are “engineering”
8
problems. As such, they will, in time, be solved. The game is only starting and many
breakthroughs are yet to come.
Steven Fritz, Southwest Research Institute, reviewed the development of the LaCHIP or Late
Cycle High Injection Pressure Dual-fuel engine developed by GasRail USA. The goal was to
develop and demonstrate liquified natural gas locomotives that outperform today’s diesel
locomotives in terms of emissions and operating costs.
The LaCHIP was demonstrated on a commuter operation in California with interesting results.
The goal was a 75 % reduction in NOx without fuel efficiency penalties. The test indicated that
only a 50 % reduction could be achieved with no loss in efficiency. At 75 %, fuel efficiency was
penalized by 8-10 %. In each case, other emissions were kept at current baseline diesel levels.
The project is currently in limbo. The $ 2 million in financing is in the bank, but non-technical
issues are holding the project back.
The review of the technology side of the equation clearly leads us to believe that the locomotive
unit of the future will be compliant with the standards that have been set and that developments
will take place to improve the emissions from existing units. Bob Dunn, National Research
Centre, brought the reality of railway operating results to the table. Diesel fuel is the largest
single line item in a railway’s operating budget. Consequently, efficiency and performance
concerns must be balanced with, or traded off against, emission concerns. Increasing fuel
consumption to achieve emission reductions is not an option in today’s environment.
Most of the railways’ efforts in North America have been to reduce fuel consumption.
However, the industry is highly competitive and, any solutions followed to improve emissions
will have to be cost effective. Policy makers must be critically aware that the railways want to
achieve the emissions reduction objectives. Bob suggested that encouraging the industry to
achieve the objective through proactive measures rather than regulation would be a productive
exercise.
A critical issue raised by the Brotherhood of Locomotive Engineers was air quality in the cab,
particularly when crew must ride in the second and third units of a consist. Although industry
presentations were silent on this issue, the representatives supported initiatives to improve the
workplace for the crew. There was no answer to the question of whether CO emissions were a
factor in crew fatigue. The TSB conducted a 5-sector study on factors affecting fatigue on
crews and CO issues were not included in the recommendations. It was pointed out that the
cabs of 99 % of new locomotives in the United States are air-conditioned. Therefore, decisions
on cab air quality are a railway operations issue.
Bob Ballantyne highlighted the Canadian industry’s expenditure of $ 3 million on fatigue
management studies that focused mostly on circadian rhythms (time on duty). A number of
fatigue management strategies are currently being implemented.
The Environment
9
The environment is affected by much more than the emissions from motive power units. The
railways have existed in Canada for 162 years. They have had a lot of opportunity to affect the
environment in many ways. Fortunately, they are also well advanced in understanding the effect
that they have had on the environment, developing measures to reduce pollution and mitigating
existing problems.
Anne Tennier, CP Rail, outlined the new Responsible Care program at CPR. The program,
which has been adopted by the chemical industry in 43 countries, involves the company,
outreach and partnership with local communities and its customers. It takes into account
environmental, safety and health considerations at a voluntary level. Its guiding principle is to
provide a framework to improve environmental health and safety performance in chemical
management.
The system has a code of practice in six areas including distribution, manufacturing, hazardous
waste, transportation, research and development and emergency response/community
awareness. Each Code within CPR has a ‘champion’ – a senior level official who is responsible
for the implementation of this practice across the country. All codes require thorough
assessments of the process of management in that given area. For example, in the ‘distribution’
code, the selection of suppliers, distributors, the short-line companies and its facilities are
assessed with respect to a given ‘code of practice’. The ultimate goal is to integrate this type of
thinking and process throughout CPR in its Safety Plan Process.
Chris Ludwig, CP Rail, spoke of how CP is learning how to deal with site management
environmental issues. Environmental issues had a low profile pre-1990. Awareness of the
environmental impact of the actions of the rail industry has grown since 1990. To this end an
environmental engineer was hired and Environmental Affairs was created to meet stringent
environmental regulations, identify environmental issues for liability reasons and move to a
proactive stance with respect to these issues.
The process followed seven steps including questionnaires, historical review, subsurface
investigation, qualitative risk assessment, remediation planning, remediation implementation, and
monitoring and closure. Sites were classified into five classes with action being taken in all with
high-risk sites. Work is underway with the assessment, development of plans and remediation
activity in each class of site.
A number of key lessons have been learned in the process to date. At the forefront is the need
to spend up front to characterize the site properly, follow the phased approach in sequence (do
phase 1 & 2 before you dig) and set realistic, obtainable and measurable remediation goals. In
response to a question about whether the problem was best left in place, or moved, Chris
recommended that it is wise to transfer the material from a sensitive site to a safe site. This
lowers the risk in the future.
10
Bill Aird, Canadian Transportation Agency, detailed the process through which citizen
complaints on noise pollution are handled. In cooperation with the RAC, the Canadian
Transportation Agency has developed a voluntary complaint process to allow amicable
settlement between the railway and the complainant. The most important measure for mitigating
noise is the amount of land separation between the rail area and the population. Topography can
only effect noise to a certain extent. Both CPR and CNR follow a 950- foot benchmark and
noise complaints have been reduced because of this strategy.
Another means by which the rail companies have been more proactive and conscious of
environmental issues is with respect to working near waterways and water in general. A
proactive approach by CPR has been taken by the hiring of an environmental biologist, and
introduction of a process that, when implemented on-site, can reduce negative environmental
issues for the company.
Pam Ladyman, CP Rail, notes that the rail companies are guided by the Fisheries Act, with
broad definitions with respect to working near fish-related water. The Act is stringent with
respect to the harming of water and adding man-made elements to an area with a negative
impact on the fish population and the environment as a whole. Environmental knowledge of
working with/near water rules must be incorporated into the planning, design, construction and
operation of a site from the outset. As with site management, up front expenditure entails fewer
costs on the back end of a project. Penalties are severe.
CP Rail is not the only company interested in environmentally sound processes throughout its
company. Rick Masterton, CN Rail, presented the new waste management program that CN
has introduced. Historically, waste has been a low priority. It has been subject to complexity
and confusion because of the large number of service providers and local responsibility for
waste management. Liability and environmental issues went hand in hand to make this an issue
of concern.
Under the new program, CN developed a baseline understanding of their need in the area of
waste management. Through the collection of site-by-site data, it was noted that a national
strategy was required to make sense of waste management for safety, environmental and liability
issues. A major benefit of the new national waste management contract is that local contractors
are again being used, but national guidelines and policies are now followed with respect to
cleanup standards and liability. Savings of $ 0.5-1.0 million per year are being achieved.
Similar environmental and liability concerns have driven Environment Canada to create a
database and guidelines with respect to new and used railway ties. Barry Munson,
Environment Canada, revealed the problem that exists with respect to creosote in wooden
railway ties, 1.4 million of which are replaced each year and another 1 million are treated. The
preservative materials in the ties are in fact pesticides.
11
A comprehensive approach involving prevention, continuous improvement and a
verification/accountability aspect is required to mitigate the problem. It is expected that a system
will be implemented in 2002. All stakeholders will provide report cards in 2003 and 2005. The
critical message in Barry’s presentation is that we cannot eliminate all the ties and poles in
service today. The life cycle of these materials is too long for planned phase out in the short and
medium terms. Our approach will have to be one of continuous improvement over the long
term.
Transport Canada’s Edgar Ladouceur described a program to create a database of
emergency response contractors who can provide a full range of services. To date, knowledge
has been ad hoc and uncertain as no system exists to establish the capability of contractors. The
four-step identification process included self-identification via classification standards, selfassessment; verification and cooperation through the trade association. Issues including modes
of transportation, mitigation, remediation, dispute resolution, training processes and procedures
and equipment used were examined at various points during these stages.
The main challenge has been to develop a process to encourage a highly competitive industry to
cooperate and develop proactive solutions for the future. Future developments will include
involvement from the trucking and marine sector and development of equipment and training
standards including approval and certification procedures.
Brent Laing, CP Rail, noted that no national policy exists for brownfield site cleanup.
Brownfields are abandoned, idle or underused sites that could be redeveloped which have
certain environmental conditions that must be cleaned up prior to redevelopment. Typically we
will find all the historically hazardous materials at these sites, creosote, asbestos, fuels, heavy
metals and an unbelievable number of foundations. Brownfield sites have become an issue given
changes in the rail industry. The move from steam to diesel, industry decline and related track
abandonment and relocation to non-urban areas has left a company like CPR with a number of
unused facilities that, if made environmentally sound, could be redeveloped for commercial use.
Laing highlighted two case studies of brownfield redevelopment. In both instances, these were
large sites with a tremendous history of use, and abandonment over time. A staged process was
implemented starting with a survey of previous use that estimated the leftover materials and
chemicals on the site. In both instances, several lessons were learned. Original plans change
over time, detailed studies are at times but rough guides. Expect the unexpected with respect to
what may be found. In all instances, proactive measures by the rail companies, as well as the
taking of an inclusive and voluntary approach will mitigate overt government involvement and
regulation, as well as create good outreach with clients and citizens.
Day to day business for the railway operators will be more complex and costly. They must be
cognizant of the environment in which they operate and not only stop polluting activities, but
mitigate problems created over their 162 year history. Mitigating the problems of the past
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cannot be achieved overnight. It takes time, planning and money to move one of the oldest
major industries in Canada to an environmentally clean operation.
Passenger Rail
The presentations in the passenger rail session delivered two critical messages:
•
•
As cities exceed their capacities to handle automobile traffic, alternative passenger systems
must be built.
Do not dispose of old railway rights of way, particularly ones that carried passengers before
we modernized our passenger movement systems.
Peter Lloyd, GO Transit, presented a history of GO Transit, its successes and its future. GO
has been tremendously successful since the first train ran on May 23, 1967 and currently
achieves an operating ratio approaching 85-90 %. However, GO Transit faces a combination of
capacity, funding and political issues at a time when forecasts indicate a near doubling of
ridership on existing services in the next 20 years.
John Pearce, Transport 2000 Atlantic and Tim Lane, Transport 2000, Ottawa discussed the
opportunities that have been looked at for commuter rail in Western Canada and the problems
that we face in introducing light rail projects in Canadian cities. Key to these developments is the
access to rail corridors. Once they are lost, the opportunity for this type of passenger
transportation system is also lost.
Climate Change and Air Quality Issues
The Process
Lionel King, Environment Canada, explored the current context in which locomotive emissions
monitoring takes place in Canada by addressing the origins of the monitoring program, the
reporting requirements, results to date and the future direction of emissions monitoring in
Canada.
Emissions monitoring began in November 1990 when the Canadian Council of Ministers of the
Environment (CCME) published Phase 1 of a management plan for NOx and VOCs, which
called for a 115,000 tonne cap on total NOx emissions from locomotives effective in 1992. In
December 1995 an MOU was signed between EC and the RAC calling for the implementation
of a number of monitoring and reporting activities. First and foremost, between 1990 and 2005
the RAC will collect data to calculate and report annually on total NOx emissions from its
members. The MOU includes the 115,000 tonnes voluntary cap on NOx emissions. In addition,
the RAC report will include gross and net ton-miles, total fuel consumption, total HC, SOx,
PM, CO and CO2, provide projections for the years 2000 and 2005 and composition of
locomotive fleet and progress in N0x technology introduction. Reporting is focused on three
13
Tropospheric Ozone Management Areas (TOMAs); Quebec/ Windsor Corridor, B.C. Lower
Fraser Valley and Saint John N.B.
The reports on data to 1997 show NOx reductions of 25 % (1975 - 0.8 Kg NOx per 1,000
NTM; 1997 - less than 0.6). NOx emissions have fluctuated with economic cycles but are
reducing over time and are almost meeting the 115,000 tonne cap despite the current economic
upturn. N0x emissions will likely be reduced by a further 15 percent during the next decade.
Similarly, CO2 emissions have been reduced by more than 25 percent over the same period.
The main focus of the monitoring program is a refinement of the Emissions factors through
testing and to account for technical progress that is being made in the industry. Forecasts will be
improved and we will monitor the results of the EPA regulations in the U.S. With progress being
made on NOx, more attention will be given to particulates (PM). Key to the process is a
continuation of industry and government working together to maintain a consistent set of rules
for monitoring.
Catherine Conrad, Federal Climate Change Secretariat, discussed the Kyoto challenge and
the national process, the progress made towards achieving goals set during the 1990s, the
National Implementation Strategy (NIS) and the critical steps in the year ahead.
The Kyoto challenge was very defined in terms of megatonnes of CO2 equivalent emissions. In
1990, baseline emissions were 599 Mt. If business was left to its own endeavors (business as
usual), it was predicted that CO2 emissions would rise to a range of 703-748 Mt in 2010, a
gap of 20-25 % above the Kyoto target of 563 Mt. Both provincial and federal governments
recognize that climate change is an important global issue that must be addressed.
Conrad explored the unequal distribution of greenhouse gas emissions between regions and
sectors of the economy. In terms of sheer volumes, Ontario and Alberta are the greatest
polluters and have exceeded their 1990 levels by 23 and 35 percent respectively. Although at
much lower levels, every province and territory had exceeded 1990 levels of CO2 equivalent
emissions. Transportation was by far the most significant contributor to the generation and
release of CO2. In discussing the disparity between regions, Conrad stated that it is fully
understood that no region of the country should be asked to bear an unreasonable burden of
action. Furthermore, the key to ensuring equity and fairness lies in our ability to understand the
impact and the costs/ benefits associated with implementation.
The National Climate Change Process is led by the First Ministers working closely with the
energy and environment ministers, steering committees, federal-provincial councils, a national
secretariat and an integrative group composed of the chairs of each Issue Table.
Progress to date has been substantial. The 16 Issues Tables are aggressively working towards
developing and prioritizing options for presentation to the first ministers later this year. The prime
focus of the options being developed is on mitigation activities.
The National Implementation Strategy (NIS) has two key components:
14
•
•
Alternate future paths that will meet the -6% Kyoto target
An initial package of immediate measures (common to all paths)
The NIS is not a ‘one pass’ approach. Its business plan recognizes that climate change is a
long-term issue that must be responsive to changing decisions made in the international and
domestic context. It is an iterative process that involves ongoing options analysis and requires
regular monitoring and evaluation of existing and new measures.
By the end of the year it is hoped that an agreement will have been reached by the Ministers on
the key elements of the process: an approach to strategy, immediate measures for 2000-02,
selection of alternate paths and an implementation plan.
John Spacek, Government of Manitoba, focused on the Issues Tables dealing specifically with
the mandate, challenges and the work plan of the Transportation Table. The Issues Tables
included eight Horizontal Tables (International Mechanisms, Analysis & Modeling, Public
Education, Technology, Emissions Trading, Sinks, Credit for Early Action and Voluntary
Actions) and seven Sector Tables (Transportation, Electricity, Agriculture, Industry,
Municipalities, Forestry and Buildings).
The Transportation Table’s mandate is twofold:
•
•
To identify and assess costs, benefits and impacts of greenhouse gas reduction measures
and
To build incremental packages to reach the Kyoto target and beyond
The idea is to begin with the easier, cheaper options and to progress to more difficult, more
expensive options. Spacek stressed that ‘everything is on the table’: regulation, incentives,
taxation, technology, promotion, emissions trading and modal shifts.
The beginning point for the Transportation Table was its foundation paper written in December
1998. The Table has devised an analytical work plan to study vehicle technology and fuels,
freight and passenger services. To date, 24 analytical studies have been conducted on such
diverse topics as freight, fuels, vehicle, infrastructure, technology, taxation, competitiveness,
urban/inter-city passenger and emissions trading. Mid way through the summer the table will
produce its options paper.
Two rail freight studies are now in draft report form:
• Review the socio-economic, regulatory, policy or taxation issues affecting the railway’s
ability to improve greenhouse gas emissions performance
• Survey of rail industry technological and operation improvements and alternatives.
15
The conclusions are favourable. Anticipated savings will come from ongoing cost effective
measures such as: new locomotives, automatic shut down devices/ reduced idle time, lubrication
between rail gauge and wheel flange and freight car improvements (heavier payload & less tare
weight). Changes have been recommended in capital cost allowance rates that would serve as
added incentives for further introduction of new technologies and infrastructure improvements
needed to reduce greenhouse gases.
The main goal of the Options Paper is to establish effective measures to reduce the emission of
greenhouse gases. The challenge is serious as demand is currently outstripping efficiency. In
establishing these mitigating measures, government must assess the costs of the measures and
upon whom the major portion of the associated burden will lay. As Conrad stated earlier, no
region or sector should be asked to bear an unreasonable burden of action. The ministers will
review and assess the Options Paper in the fall of 1999.
The Political Reality
Darren Praznik, Minister of Highways and Transportation, Province of Manitoba, brought 6
key messages to the workshop.
The highway system is tired. The Province has a total of 12,000 km in its road network.
Each year about 200 km or roughly 1/60th of the system is replaced. However, the average life
of a road in the Province is 20 years. In sum, we should be replacing three times as much road
as we are in any given year simply to maintain them.
Development of short-line railways is critical. In transport, few areas have been more
significantly impacted by change than rail. The future story of the industry, in part, will be about
the development of short-line railroads. A prime example in Manitoba will be the growth,
development and expansion of the Churchill line and the Port of Churchill that presents an
alternative to the Mississippi River system. When we consider the replacement rate of highways
and the current rate of rail line abandonment, it is essential that the Province work to promote
and support the short-line industry. Our current highway structure cannot take the added traffic
from the abandonment of rail branch lines.
Common running rights on rail lines. A key recommendation of the Estey Report is the need
to establish common running rights on the existing main lines in Canada. The Minister believes
that there is a need to protect the ability of shippers to access markets through this type of
policy initiative.
Highway funding must be resolved. A major problem that all provinces face is federal road
fuel taxation and its failure to support the maintenance of the road infrastructure. While the
province collects approximately $147 million, it returns roughly the same amount to roads. The
federal government collects $5 billion from fuel taxes and only returns $300 million, virtually
16
none of it for the Western Provinces. There is a clear need to firmly establish in principle and
practice a dedicated system of taxation for highways and road infrastructure and in fact, for the
entire transportation system.
We need good infrastructure planning. The Minister spoke about trends and future
developments. In particular, he referred to Mayor Glenn Murray’s interest in good infrastructure
planning and the need to ensure that Winnipeg and Manitoba are well served by its
infrastructure. The current topic on this agenda is intermodal infrastructure. We must ensure that
the facilities in Manitoba will meet the needs of the future.
Increasing fuel taxes is not a political reality. There is a thin line to be negotiated between
reality and responsibility when addressing the issue of transportation and the environment. The
Minister brought the practical reality of the equation to the forefront when he stated that no
elected public official is going to support a flat out increase of 10 cents per litre for fuel. In fact,
this issue is not even on the table for a province and a country where so many people commute
daily upwards of an hour or more. The key to solving much of the environmental problems in
transport is to become leaner and more competitive; maximizing efficiencies and reducing
delays.
The Minister left us with a challenge; we must find ways to reduce costs because first and
foremost, Manitoba must remain competitive in its marketplace. As we address the
environmental issues, the solutions that are found must fit within this context.
Observations
The discussion about whether global warming is fact or fiction has come to an end. The scientific
data supports the notion that our climate is changing and that man is contributing to the change.
Our governments have accepted this reality and have begun the process of mitigating the
problem and creating a better environment for the future. The objective of this workshop was to
establish where the rail industry fits in the overall equation and assess its ability to achieve the
aggressive targets that have been established under the Kyoto accord for greenhouse gas
emissions.
The evidence presented by the railways, the regulators, the locomotive manufacturers and
remanufacturers, and the locomotive engine testing experts support the conclusion that in many
areas the industry is well on its way to meeting emissions standards today. With continued
development of existing technologies, the industry will meet the EPA standards for greenhouse
gas emissions. All parties are actively engaged in the process and the goals appear to be
achievable.
Bob Ballantyne stated in his concluding remarks to the workshop that “railways are part of the
solution rather than the problem”. Their ability to move freight tonnage with the least impact on
the environment has been established. The long term modal shift from railways to trucking has
17
been identified as one of the major problems in the transportation sectors contribution to
greenhouse gases. The railway industry will meet the challenge of achieving the emission
standards. In doing so, it can look forward to reversing the trend and enjoying the benefits of
the required modal shifts necessary for Canada to meet its goals. All the industry requires to
achieve this goal is equitable treatment in relation to its competing modes.
Change will continue for the rail industry. As in the past, the regulators will play a significant role
in shaping the future of the industry. As they shape that future, the regulators must recognize a
number of fundamental issues that were highlighted during the workshop:
Timing
The transportation industry in Canada has been driven by public policy over a long period of
time. Fundamental changes to the system cannot take place quickly. Options must be designed
to reflect the current reality that our transportation systems compete in the global economy.
Taxation
The Minister of Highways and Transportation brought political reality to the workshop with the
statement that an increase in fuel taxes was not on. In fact the political agenda for the short term
is tax reduction. The public will no longer stand for the level of taxation that exists in Canada.
The problem of using fuel taxation for general purpose funding must end. Taxation must be
balanced with transportation infrastructure requirements.
Cost effectiveness
The importance of fuel cost to a railway’s operating budget was emphasized by several of the
participants in the workshop. The option of increasing rail expenses to achieve the emission
targets is not a viable option. The railways, like any other business enterprise, must make a
good return on their investment and cannot be used for public policy decisions as they have
been in the past.
Regulation
Regulation is not the answer to the problem. Public policy must be established to set the
direction and identify the standards that the industry must strive to achieve. Our industry
operates within the open world economy. We depend on trade. Any regulation must reflect this
reality and provide the rail industry with equal access and a level playing field. A framework for
self-monitoring should be a key element of any implementation strategy.
Doug Duncan
Transport Institute
University of Manitoba
18
Survol
Les chemins de fer et l’environnement – Atelier de travail
Une renaissance
L’atelier de travail des chemins de fer et de l’environnement a réuni tous les principaux
participants de l’industrie du chemin de fer afin d’élaborer une vision très large du futur. Le
résultat a été une évaluation des défis devant être relevés pour mettre fin aux préoccupations
environnementales du Canada. La conclusion générale de l’atelier de travail est que l’industrie
du chemin de fer offre un moyen de réduire l’impact environnemental causé par le transport des
marchandises au Canada.
Les principaux moyens permettant de réduire les émissions entraînées par le transport relèvent
des domaines des changements dans l’activité humaine, des virages modaux et de la
technologie. Les changements dans l’activité humaine sont très difficiles à accomplir, toutefois,
un virage dans le mode de transport, soit des camions vers les chemins de fer, s’avère pratique,
réalisable et constitue une solution concrète à une importante partie du problème des émissions
découlant du transport. Comme nous l’avons appris au cours de l’atelier de travail, l’utilisation
de la technologie existante apportera une importante contribution à la réduction des émissions.
Le futur dépeint une renaissance pour les chemins de fer.
Le problème
Richard Gilbert, du Centre pour un transport durable, a ouvert la voie pour l’atelier de travail
en mentionnant la nécessité pour toutes les parties de se concentrer sur les émissions en
définissant la relation entre le transport et l’environnement et en décrivant le Centre. Le point de
départ
de
la
discussion
est
une
compréhension
commune
du
« transport durable ». Le Centre le décrit comme suit :
« Un transport répondant à nos besoins économiques et sociaux sans mettre en péril la santé
humaine ou l’environnement, ou, plus simplement, un transport qui ne ruine pas la planète pour
nos petits-enfants ».
Le Centre est un organisme canadien à charte, sans but lucratif, parrainé par Environnement
Canada et Transports Canada. Son rôle consiste à assurer une direction dans le cadre de la
recherche d’un transport durable au Canada, en facilitant les actions collectives, contribuant
ainsi à la durabilité canadienne et mondiale.
L’importance de s’attaquer au problème des émissions liées au transport au Canada a été
démontrée dans les points suivants : le transport est responsable
19
•
•
•
•
de la plus grande partie de la pollution interne canadienne
d’environ 1/3 de notre contribution à la pollution mondiale
de plus de la moitié de l’augmentation actuelle des gaz à effet de serre
de plus des 2/3 de la consommation de pétrole canadienne
De remarquables changements dans l’environnement et dans la consommation de pétrole sont
prévus. Le graphique de la température en surface de l’hémisphère Nord au cours des 1000
dernières années démontre le réchauffement depuis 1900. Un nouveau point de référence a été
établi en 1998 en tant qu’année la plus chaude dans l’histoire écrite et l’augmentation
incrémentielle la plus importante d’année en année. Le réchauffement de la planète ne constitue
plus une question litigieuse au sein des cercles avertis. Le besoin d’aborder cette question a été
défini.
Température en surface de l’hémispère Nord au cours du présent millénaire
ANOMALIES DANS
LA TEMPÉRATURE (° C)
Erreur estimée
_ _ _ reconstruction (apr. J.-C. 1000-1980)
____ données instrumentales (apr. J.-C. 1902-1998)
…… période de calibrage (apr. J.-C. 1902-1980) moyens
____ reconstruction (continue durant 40 ans)
__ . __ tendance linéaire (apr. J.-C. 1000-1850)
moyens
continus
moyens
estimés
Année
De Mann, Bradley et Hughet.- Geophysical Research Letters, 15 mars 1999.
La demande pour des produits pétroliers pour le transport a augmenté de façon continue en
raison de l’accès mondial au pétrole bon marché. Ceci est sur le point de changer de façon
saisissante étant donné que des importantes découvertes relatives au pétrole ont été faites à
partir des années 60. Les modèles prédictifs indiquent que l’accès au pétrole bon marché ne
sera plus possible au cours de la prochaine décennie. Par conséquent, la production de pétrole
passera à des sources plus coûteuses, telles que les projets de sables pétroliers et l’utilisation de
moyens mécaniques plus coûteux pour extraire le pétrole des puits classiques. Les segments du
graphique des découvertes prévues, de l’extraction et de la demande mettent le problème en
relief.
20
Découvertes, extraction et demande réelles et
prévues
pour
le pétrole
classique,
de 1920
à 2040
Actual
and
projected
world-wide
discovery,
extraction,
(en milliards
de barils par oil,
année)
and demand
for conventional
1920-2040
(in billions of barrels per year)
40
DEMANDE
DEMAND
DISCOVERY
DÉCOUVERTES
30
20
EXTRACTION
EXTRACTION
10
0
1920
1940
1960
1980
2000
2020
2040
Data sources: Oberle Oil Corporation; International Energy Agency
CST
Sources pour les données: Oberie Oil Corporation; Agence internationale de l’
l'énergie
Un impact économique négatif découlant des prix plus élevés du pétrole peut être évité
seulement si la demande pour le carburant est diminuée. La recherche actuelle indique que la
technologie semble constituer moins de la moitié de la solution. L’autre moitié doit provenir de
changements profonds dans les partages de modes et dans l’activité. L’OCDE remarque que
les efforts pour atteindre le transport durable sont concentrés dans ces domaines :
Domaine
Technologie
Occupation
Virages dans les modes 7 %
Activité
26 %
Coupures
Passagers
41 %
15 %
Marchandises
47 %
10 %
24 %
19 %
11 %
0
L’augmentation des prix du pétrole aura des effets importants sur la production de pétrole.
Tandis que les prix augmenteront, la production de pétrole non classique augmentera, ce qui en
bout de ligne, pourrait entraîner un coût d’extraction de l’énergie plus élevé que l’énergie
extraite. De ce fait, l’impact environnemental de la production de l’énergie est susceptible
d’être également plus important.
21
Les chemins de fer du Canada, aujourd’hui et demain
Bob Ballantyne , de l'Association des chemins de fer du Canada, a présenté les chemins de fer
du Canada à l’atelier de travail, a clarifié le problème et a placé les chemins de fer du Canada
dans le contexte des émissions liées au transport dans l’environnement. Le Canada doit réduire
ses émissions de gaz à effet de serre de 6 % en vertu de la Convention de Kyoto. Le transport
contribue à 27 % des émissions tandis que les chemins de fer représentent seulement 4 % des
émissions liées aux secteurs du transport.
Les chemins de fer fonctionnent depuis 162 ans au Canada et sont financés par le secteur privé.
Les changements dans l’industrie reflètent les principaux changements économiques dans
l’histoire; les syndicats, les guerres mondiales, les banqueroutes et les nationalisations, la
construction d’autoroutes, l’aviation civile, la construction de voies maritimes, la conversion au
diesel, le libre-échange, la déréglementation partielle et récemment, la privatisation de Canadien
National. En réaction aux changements et au développement de l’économie mondiale, les
chemins de fer nord-américains se sont regroupés en 4 « méga » chemins de fer de catégorie 1
et 500 transporteurs de courtes lignes ou régionaux aux États-Unis et en deux chemins de fer de
catégorie 1 et 42 transporteurs de courtes lignes ou régionaux au Canada.
Un résultat très important du changement est la réduction de la tonne/kilomètre payante, soit de
2,54 cents en 1989 à 2,35 cents en 1997, une baisse de 7,5 %. Cet avantage pour les
expéditeurs a été obtenu par le biais d’accroissements importants de la productivité, d’une
augmentation de 93 % de la tonne/kilomètre payante (TKP) par employé depuis 1998, tout en
entraînant un record de tous les temps de 304,2 milliards de TKP. Une conséquence grave de
la diminution de la TKP est la portion importante, soit 19,5 milliards de TKP sur un total de
304,2 milliards, nécessaire pour payer la facture de 458,9 milliards de dollars pour la taxe sur
les carburants, la taxe foncière et les autres taxes de vente. Les taxes sur les carburants pour
les chemins de fer ne sont pas identique partout au Canada, ne reflètent pas l’investissement
d’infrastructure et ne se préoccupent pas de la réalité du problème des émissions dans le
secteur du transport.
Ayant ouvert la voie pour l’environnement des chemins de fer, Bob a placé les chemins de fer
dans le contexte du transport du tonnage de marchandises au Canada et du problème des
émissions de gaz à effet de serre auquel nous faisons face actuellement.
Milliards de TKP
Chemin de fer 304
Camions
233
Consommation de carburant (litres)
2,15 milliards
10,9 milliards
La performance plus efficace des chemins de fer est le résultat d’une résistance au roulement
inférieur, exprimée en tant que pourcentage du poids sur les axes. Pour les trains, la résistance
22
au roulement est d’environ 0,1 % et pour les camions, de 0,5 % à
1,5 %, en fonction des pneus et de l’état de la route. Le chemin de fer est essentiellement 10
fois plus efficace que le camion, en fonction de la résistance au roulement. On estime que le
chemin de fer est trois fois plus efficace que le camion pour le trafic concurrentiel en ce qui a
trait au carburant.
Ayant abordé la question de l’efficacité en ce qui a trait au carburant, Bob a par la suite amené
le sujet de la performance du chemin de fer relativement aux gaz à effet de serre. Les émissions
de dioxyde de carbone découlant des chemins de fer sont passées de
39,86 kg par 1000 tonnes-milles payantes en 1975, à 27,956 en 1997. La consommation de
carburant a diminué en moyenne de 1,9 % par 1000 tonnes-kilomètre brutes depuis 1990. De
nombreux changements technologiques ont contribué aux améliorations relatives aux émissions
et à la consommation, dont; les nouvelles locomotives, l’acheminement par train, le graissage des
rails, les wagons de marchandises plus productifs, l’augmentation des poids bruts et le
développement et la recherche continue sur tous les aspects des activités ferroviaires.
Les chemins de fer du Canada reconnaissent l’importance du problème des émissions des gaz à
effet de serre et travaillent activement à trouver des solutions. En 1995, un PE volontaire entre
Environnement Canada et le CCR a été conclu afin de limiter les NOx à 115 kt par année,
sujettes à des niveaux de croissance du trafic de 1,5 % par année. En 1997, les émissions de
NOx étaient de 121 kt avec une moyenne de croissance du trafic de 4,3 % depuis 1990.
D’autres questions environnementales ayant trait aux activités ferroviaires ont été mises en relief.
Une des plus importante était l’utilisation des terres en relation avec les niveaux grandissants de
trafic. Les chemins de fer ont la possibilité de transformer en voie double un couloir composé
d’une voie simple et augmentent la capacité sans qu’on ait à utiliser davantage de terres. Cela
est impossible dans des couloirs pour camions très encombrés.
Avec une histoire de plus de 100 ans d’utilisation non réglementée des terres, les dépôts de rails
contiennent des sols contaminés qui doivent être atténués. Les villes grandissantes ont
enveloppé la plupart des dépôts de rails du Canada, nécessitant des mesures pour atténuer la
contamination et régler les questions de la pollution par le bruit.
Bob a par la suite abordé le remarquable virage dans les parts de marché entre les chemins de
fer et l’industrie du transport routier au cours des 50 dernières années. En 1955, le chemin de
fer possédait un peu plus de 80 % du marché. En 1995, les parts du chemin de fer avaient
chuté à moins de 40 %, celles des camions ayant augmenté jusqu’à un peu plus de 60 %. Le
virage du chemin de fer aux camions a été fortement influencé par la politique gouvernementale.
Les questions conductrices de la politique fédérale sont la politique d’établissement des prix
pour l’utilisation de l’infrastructure, les niveaux de taxation et les réglementations établies par le
secteur public.
23
La combinaison des taxes sur les carburants et des règlements sur la déduction pour
amortissement désavantage les chemins de fer par rapport à d’autres modes de transport et a
limité la capacité de ces derniers à investir dans un nouvel équipement. Une comparaison du
fardeau fiscal entre les industries met en relief les anomalies entre les modes de transport au sein
du Canada et entre le Canada et les États-Unis :
Industrie
Marine
Fabrication
Aéronautique
Transporteur routier
Chemin de fer
Taxes en tant que % des produits
2,9 %
4,9 %
6,3 %
7,9 %
14,2 %
É-U.
3,2 %
8,1 %
8,1 %
Le dilemme que représente le fait d’atteindre les cibles établies en ce qui a trait à l’émission de
gaz à effet de serre au Canada devient le centre d’intérêt tandis que nous abordons ces
différences entre l’industrie du transport routier et l’industrie ferroviaire. De toute évidence, la
poursuite du virage du chemin de fer vers les camions augmenterait les émissions de gaz à effet
de serre. Renverser la tendance permettra au Canada de faire de grands pas vers l’atteinte de
ses objectifs. Les camions produisent 22,8 % des gaz à effet de serre à partir d’environ la
moitié des tonnes-kilomètre brutes; le chemin de fer produit 3,8 % des gaz à effet de serre à
partir de l’autre moitié des tonnes-kilomètre brutes. D’après ce calcul, la performance du
chemin de fer est six fois mieux que celle des camions.
Harry Gow, de Transport 2000 Ottawa, a fortement encouragé l’atelier de travail à concentrer
son attention sur le point de vue du passager de l’équation du virage dans le mode de transport.
Ce faisant, il a soulevé de nombreuses questions relatives à la politique gouvernementale au
Canada, y compris la taxation et les politiques diminuant la capacité des chemins de fer
d’opérer les investissements nécessaires. Selon M. Gow, la diminution des services voyageurs
ferroviaires au Canada (VIA) est le résultat de décisions de l’ordre de la politique
gouvernementale
et
est
donc
«
fondée
sur
la
politique ».
En réponse à un accent davantage placé sur les services voyageurs ferroviaires, Bob Ballantyne
a déclaré que l’industrie des services voyageurs ferroviaires est importante et qu’elle a une place
dans l’environnement du chemin de fer. Nous assistons en fait à une renaissance du chemin de
fer dernièrement. De nouvelles activités font leur entrée dans le marché, telles que Great
Canadian Rail Tours. Le secteur d’activités des voyageurs a souffert des décisions relevant
de la politique gouvernementale au cours des dernières décennies, toutefois, il y a maintenant
une voiture par deux personnes au Canada. Les chemins de fer ne constituent plus le mode de
transport universel et nous devons considérer le futur des services voyageurs ferroviaires en tant
que marchés à créneaux devant combler des vides.
24
Anthony Perl, de l’Université de Calgary, a étoffé la définition du transport durable et a étendu
le concept à la durabilité globale, où la société, l’économie et l’environnement doivent interagir
harmonieusement afin de créer l’habitabilité de la collectivité, le développement durable et
l’équité sociale et économique. Plus particulièrement, il s’est concentré sur trois avantages
distincts que présente le chemin de fer par rapport à d’autres modes de transport :
• utilisation de l’énergie – les chemins de fer sont de trois à cinq fois plus efficaces que les
autres modes de transport en ce qui a trait à l’énergie et sont le plus susceptibles d’utiliser
des sources d’énergie de rechange (p. ex. l’électrification); de ce fait, les chemins de fer
sont donc susceptibles de réduire les gaz à effet de serre.
• utilisation des terres et impacts – parce qu’ils possèdent leur propre infrastructure, les
chemins de fer utilisent le plus efficacement les terres (la moins grande quantité de terres en
fait) et peuvent ainsi prévenir certaines choses, telles que l’expansion tentaculaire. De cette
façon, et de d’autres façons, les chemins de fer créent des « villes vertes et habitables ».
• financement de l’infrastructure – parce qu’ils fournissent leur propre infrastructure, les
chemins de fer offrent la meilleure occasion de sauver des coûts sociaux par rapport à
d’autres modes. Ces économies peuvent en retour permettre la diminution des taxes et/ou
le réinvestissement dans d’autres programmes sociaux.
Professeur Perl a suggéré que de nouveaux règlements doivent être établis pour tous les modes
de transport dans lesquels n’existe aucun monopole en ce qui a trait à la mobilité.
L’infrastructure privée ne peut être hors d’atteinte afin de légitimer les besoins relatifs à la
mobilité (p. ex. les services ferroviaires voyageurs).
Le Canada a une question d’équilibre très difficile à résoudre. Il doit faire face aux questions
relatives aux sources d’investissement pour l’infrastructure, à la réglementation, la taxation, les
densités de la population et la distribution et la compensation pour la possession de
l’infrastructure. Cependant, les preuves démontrent clairement que l’industrie ferroviaire
possède de nets avantages en ce qui a trait à l’efficacité et à sa capacité de réduire les émissions
des gaz à effet de serre. Elle pourrait faire l’objet d’une renaissance tandis que les virages dans
les modes de transports et les changements dans les activités humaines prendront place.
Le point de vue américain
Nouvelles réglementations, leur origine et leurs impacts
Charles Moulis, de l’USEPA, Office of Mobile Sources, a noté au début que l’accent
premier pour les normes relatives aux émissions (promulguées le 17 avril 1998) aux États-Unis
était les émissions de NOx. Les locomotives émettent 5 % de tous les NOx aux É-U. ou
environ un million de tonnes par année. Ces normes s’appliquent à toutes les locomotives au
moment de la construction ou de la remise à neuf, avec quelques exemptions, notamment les
25
locomotives construites avant 1973, les locomotives à vapeur historiques et les locomotives
exportées. À noter est la réduction remarquable des NOx exigée par les normes :
Catégorie 0 (unités construites entre 1973 et 2001) réduction de 34 % des NOx
Catégorie 1 (entre 2002 et 2004)
réduction de 49 % des NOx
Catégorie 2 (à partir de 2005)
réduction de 62 % des NOx
réduction de 50 % des PM et HC
Les locomotives pour les services ferroviaires voyageurs ne doivent pas se conformer à ces
normes avant la période allant de 2002 à 2006 pour les nouvelles constructions et l’année 2007
pour les unités construites entre 1973 et 2007. Le principal accent est mis sur les unités servant
au transport des marchandises parce qu’on croit que le financement serait trop fragile pour
l’industrie des services ferroviaires voyageurs.
Un élément crucial du respect de ces normes est un système de maintenance rigoureux durant la
remise à neuf. Les constructeurs autant que les chemins de fer sont responsables de la
conformité à ce système. Moulis croit que, selon les avancements technologiques actuels, les
normes aux trois niveaux et périodes pourront et seront respectées.
Walter Brown, de l’Engine Manufacturers Association, a corroboré le croyance de Charles
Moulis à l’effet que la technologie serait en mesure de respecter les normes ayant été établies
relativement aux émissions. La principale inquiétude de Walter est la question d’équilibre qui
prendra place entre la réduction de la consommation de carburant et la réduction des émissions
de NOx. Les moteurs diesel actuels diminuent la consommation de carburant mais produisent
davantage d’émissions par litre de carburant consommé. Une deuxième inquiétude a trait au fait
que les limites de la Catégorie 1 sont établies en fonction des capacités routières plutôt qu’en
fonction de l’expérience avec l’industrie ferroviaire. De plus, les limites des Catégories 2 et 3
ont déjà été établies sans que les limites de la première catégorie aient été examinées.
Steven Fritz, du Southwest Research Institute, a examiné les capacités de ce dernier de
mettre des moteurs à l’essai. En particulier, il a noté le virage ayant eu lieu dans les essais de
1987 à aujourd’hui. Au cours de la période allant de 1978 à 1987, les essais étaient concentrés
sur la recherche relative aux carburants, soit quelle « mixture » pouvait passer dans le moteur.
De 1989 à aujourd’hui, les essais sont concentrés sur la recherche relative aux émissions. Trois
types d’essais : la certification préalable à la fabrication, les essais relatifs à la chaîne de
fabrication et les essais en cours d’utilisation seront utilisés afin de s’assurer que les locomotives
respectent les lignes directrices. En raison des normes ayant été établies, le futur de l’institut et
des essais comprend la création de nécessaires de modification, une étude relative au
réchauffage-carburateur et l’élaboration de normes pour les pièces de remplacement
relativement aux émissions.
D’après ces présentations, les réglementations des É-U. seront respectées.
Les
réglementations canadiennes n’ont pas encore été établies, toutefois, les constructeurs se
concentrent sur les É-U., les flottes américaines totalisant 30 000 unités. Les solutions
26
possibles devront tenir compte des besoins des chemins de fer pour des groupes de traction
efficaces en ce qui a trait à l’utilisation du carburant.
Le groupe de traction
Les présentations effectuées par les représentants de Alstom, Bombardier et Cummins ont
signalé que ces organisations ont des groupes de traction respectant les normes d’aujourd’hui.
Un élément crucial de la présentation d’Alain Mercier, d’Alstom, était la réalité pratique des
entreprises ferroviaires au Canada. Alain a élaboré le scénario selon lequel de toutes les
locomotives en service au Canada (environ 2000), la plupart continueront à être en service pour
au moins dix ans. Il a également noté que la plupart des groupes de traction remis à neuf sont
vendus à d’autres exploitations au Canada ou à l’étranger. La nécessité de respecter les normes
relatives aux émissions aura de ce fait un impact économique remarquable, étant donné que tous
ces groupes de traction devront être remis à neuf afin de respecter les normes. Les taux de
dépréciation du Canada qui allongent la durée de vie des groupes de traction plutôt que
d’encourager le remplacement préventif constituent un élément directeur de ce scénario. Un
groupe de traction construit après 1970 a une espérance de vie de 40 à 50 ans.
Alain a conclu sa présentation en déclarant que les moteurs d’Alstom respectent actuellement
les normes de la Catégorie 1 et respecteront celles de la Catégorie 2 en fonction des
changements technologiques qui pourront être et qui seront disponibles.
Daniel Hubert, de la Société Bombardier, a présenté la LNE (locomotive non électrique) à
haute vitesse à l’atelier de travail. La LNE est conçue pour les services ferroviaires voyageurs
et roulerait à 125 mi/h. Les avantages d’un tel train seraient la réduction des coûts de remise à
neuf pour les trains à haute vitesse, tout en assurant que ces derniers seraient en mesure d’utiliser
l’infrastructure ferroviaire existante sans entraîner de coûts d’amélioration importants. La LNE
à haute vitesse respecte déjà les taux d’émissions EPA 2004.
Lloyd Crocker, de Cummins Eastern Canada Inc., a présenté le K2000E, un moteur à
vitesse moyenne efficace en ce qui a trait à la consommation de carburant et conforme à l’EPA.
Le moteur permet des économies de carburant d’environ 15 à 30 % par rapport à des moteurs à
vitesse moyenne plus anciens et respecte les normes EURO 2 (routières).
En plus des gains en efficacité et des réductions des émissions auxquels aspire l’industrie,
d’autres formes de nouvelle technologie peuvent être introduites pour améliorer les activités
ferroviaires. Chris Holloway, de Trans Group, a présenté l’utilisation des GPS (système de
positionnement global) comme un élément permettant d’aider les chemins de fer dans le cadre
de l’élaboration de mécanismes de contrôle automatique de la marche des trains et
d’anticollision. La discussion a révélé que l’AAR a complété une analyse de rentabilité de la
mise en oeuvre de la technologie des GPS. Les coûts interdisent l’utilisation de cette
technologie pour la totalité de l’industrie. Cependant, nous avons des exemples, au Canada, où
27
le système est utilisé efficacement dans des marchés spéciaux. Une utilisation stratégique
pourrait consister à se concentrer sur les services ferroviaires voyageurs.
La technologie des réservoirs à carburant fournit une occasion exceptionnelle de réduire les
émissions dans l’industrie du transport. Martin Hammerli, de Ressources naturelles Canada,
a donné un large aperçu du développement de la technologie des réservoirs à carburant. La
technologie n’est pas nouvelle, cependant, elle est encore au stade (coûteux) de prototype. De
nombreuses questions gravitent autour des réservoirs à carburant, qui se concentrent sur les
coûts, l’exploitation en climat froid et le coût relatif à l’approvisionnement en matières, i.e.,
l’hydrogène. Martin a déclaré que la plupart des problèmes liés à la technologie des réservoirs à
carburant
sont
des
problèmes
« de construction ». En tant que tels, ils seront résolus avec le temps. La partie ne fait que
commencer et de nombreuses découvertes seront réalisées.
Steven Fritz, du Southwest Research Institute, a examiné le développement du LaCHIP ou
du Late Cycle Injection Pressure Dual-Fuel engine (moteur mixte à cycle à haute pression
d’injection retardé) élaboré par GasRail aux É-U. Le but était d’élaborer et de présenter des
locomotives au gaz naturel liquéfié surclassant les locomotives au diesel d’aujourd’hui en ce qui
a trait aux émissions et aux coûts d’exploitation.
Le LaCHIP a été présenté dans le cadre des activités d’un migrant journalier en Californie avec
des résultats intéressants. Le but était d’atteindre une réduction de 75 % dans les NOx sans
pertes au niveau de l’efficacité. L’essai a indiqué qu’une réduction de seulement 50 % a pu être
réalisée sans perte d’efficacité. À 75 %, l’efficacité du carburant a été diminuée de 8 à 10 %.
Dans chaque cas, d’autres émissions ont été gardées aux niveaux de base des diesels actuels.
Le projet est présentement en suspens. Les deux millions de dollars servant au financement
sont à la banque, mais des questions d’ordre autre que technique ralentissent le projet.
L’examen de la question de la technologie dans l’équation nous amène clairement à croire que le
groupe de traction du futur sera conforme aux normes ayant été établies et que des
développements seront réalisés afin d’améliorer les émissions provenant des groupes existants.
Bob Dunn, du Centre national de recherches, a amené sur la table la réalité des résultats des
activités ferroviaires. Le carburant diesel est l’élément individuel le plus important dans un
budget alloué pour des activités ferroviaires. Par conséquent, les inquiétudes quant à l’efficacité
et la performance doivent être équilibrées avec celles relatives aux émissions, ou être échangées
contre ces dernières. L’augmentation de la consommation de carburant afin de diminuer les
émissions ne constitue pas une solution dans l’environnement d’aujourd’hui.
La plupart des efforts fournis relativement aux chemins de fer en Amérique du Nord ont été de
réduire la consommation de carburant. Cependant, l’industrie est hautement concurrentielle et
toute solution recherchée pour améliorer les émissions devra être rentable. Les personnes
responsables de l’établissement des politiques doivent être extrêmement conscients du fait que
les chemins de fer veulent atteindre les objectifs de réduction des émissions. Bob a suggéré que
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le fait d’encourager l’industrie à atteindre l’objectif par le biais de mesures proactives plutôt que
par le biais d’une réglementation s’avérerait un exercice productif.
Une question cruciale soulevée par la Fraternité internationale des ingénieurs de locomotives
était la qualité de l’air dans la cabine de conduite, en particulier lorsque l’équipe doit voyager
dans les deuxièmes et troisièmes groupes de traction dans un train. Bien que les présentations
de l’industrie n’aient pas abordé ce sujet, les représentants appuyaient les initiatives visant à
améliorer le lieu de travail pour l’équipe. Il n’y a pas eu de réponse à la question à savoir si les
émissions d’oxyde de carbone étaient un facteur de la fatigue de l’équipe. Le BST a réalisé une
étude touchant cinq secteurs sur les facteurs provoquant la fatigue des équipes et les questions
relatives à l’oxyde de carbone n’étaient pas comprises dans les recommandations. On a noté
que les cabines de conduite de 99 % des nouvelles locomotives aux États-Unis sont climatisées.
Pour cette raison, les décisions au sujet de la qualité de l’air dans les cabines de conduite
constituent une question relative aux activités ferroviaires. Bob Ballantyne a attiré l’attention sur
les dépenses de trois millions de dollars des industries canadiennes pour des études sur la
gestion de la fatigue, qui se concentraient surtout sur le rythme circadien (temps en service). Un
grand nombre de stratégies de gestion de la fatigue sont actuellement mises en oeuvre.
L’environnement
L’environnement est touché par beaucoup plus d’éléments provenant des unités motrices que
par les seules émissions. Les chemins de fer existent depuis 162 ans au Canada. Ils ont eu
plusieurs occasions de modifier l’environnement de plusieurs façons. Heureusement, ils sont
également très avancés en ce qui a trait à la compréhension de l’effet qu’ils ont produit sur
l’environnement, à l’élaboration de mesures visant à réduire la pollution et à l’atténuation des
problèmes existants.
Anne Tennier, de CP Rail, a mis en relief le nouveau Programme de gestion responsable au
sein de CPR. Le programme, qui a été adopté par l’industrie chimique dans 43 pays, met en
jeu l’entreprise, la sensibilisation des collectivités locales et de leurs clients et les partenariats
avec ces derniers. Il prend en considération les préoccupations environnementales et celles
liées à la sécurité et à la santé à un niveau volontaire. Son principe directeur est de fournir un
cadre de travail pour améliorer la performance sur le plan de l’environnement, de la sécurité et
de la santé dans la gestion des produits chimiques.
Le système comporte un code de pratique dans six domaines, comprenant la distribution, la
fabrication, les déchets dangereux, le transport, la recherche et le développement et les
interventions en cas d’urgence ou la sensibilisation de la collectivité. Chaque code au sein du
CPR a un « champion » - un dirigeant de niveau supérieur responsable de la mise en oeuvre de
cette pratique à travers le pays. Tous les codes nécessitent des évaluations du processus de
gestion dans le domaine donné.
Par exemple, dans le code de
« distribution », le choix des fournisseurs, les distributeurs, les entreprises de courtes lignes et
leurs installations sont évalués selon un « code de pratique » donné. Le but ultime est d’intégrer
29
ce type de pensée et de processus dans tout le CPR dans le cadre de son processus de plan de
sécurité.
Chris Ludwig, de CP Rail, a parlé de la façon dont CP apprend à faire face aux questions
environnementales relatives à la gestion des sites. Les questions environnementales ne tenaient
pas une grande place avant 1990. La sensibilisation à l’impact environnemental découlant des
actions posées par l’industrie ferroviaire a augmenté depuis 1990. À cette fin, un ingénieur en
environnement a été engagé et la Direction générale des affaires environnementales a été créée
afin de respecter les réglementations environnementales sévères, de désigner les questions
environnementales pour les obligations de réparer et d’en arriver à une position proactive en ce
qui a trait à ces questions.
Le processus était composé de sept étapes comprenant des questionnaires, un rappel
historique, une reconnaissance du sol en profondeur, une évaluation de risque qualitative, la
planification des mesures correctives, la mise en oeuvre des mesures correctives et le contrôle et
la clôture. Des sites ont été classifiés en cinq classes, des mesures étant prises pour tous les
sites présentant de hauts risques. Le travail est en cours, avec l’évaluation, l’élaboration de
plans et les activités relatives aux mesures correctives, et ce, dans chaque classe de site.
Un grand nombre de leçons cruciales ont été apprises jusqu’à maintenant dans le cadre du
processus. Aux premières lignes se trouve le besoin de faire des dépenses initiales pour
caractériser le site de façon adéquate, vient ensuite l’approche par étapes, en ordre (réaliser
l’étape 1 et 2 avant de creuser) et établir des objectifs correctifs réalistes, atteignables et
mesurables. En réponse à une question à savoir s’il était préférable de laisser le problème tel
quel ou de le déplacer, Chris a recommandé de transférer le matériel à partir d’un site délicat à
un site sécuritaire. Cela diminue le risque dans le futur.
Bill Aird, de l’Office des transports du Canada, a détaillé le processus par le biais duquel les
plaintes des citoyens concernant la pollution par le bruit étaient entendues. En collaboration
avec le CCR, l’Office des transports du Canada a élaboré un processus de plainte volontaire
afin de permettre des règlements à l’amiable entre le chemin de fer et le plaignant. La mesure la
plus importante permettant d’atténuer le bruit est la quantité de terrain entre la région de la voie
ferrée et la population. La topographie peut modifier le bruit seulement jusqu’à un certain point.
Le CP Rail et le CN Rail se basent sur un repère de 950 pieds et les plaintes relatives au bruit
ont été diminuées grâce à cette stratégie.
Un autre moyen grâce auquel les entreprises ferroviaires ont été davantage proactives et
conscientes des questions environnementales est le fait de travailler près des cours d’eau et de
l’eau en général. CP Rail a adopté une mesure proactive en embauchant un biologiste spécialisé
en environnement et en introduisant un processus qui, lorsqu’il est mis en œuvre, peut réduire les
questions environnementales négatives pour l’entreprise.
30
Pam Ladyman, de CP Rail, note que les entreprises ferroviaires sont guidées par la Loi sur les
pêches, qui comporte de larges définitions en ce qui a trait au travail réalisé près de l’eau
peuplée de poissons. La Loi est sévère en ce qui a trait au fait de nuire à l’eau et d’ajouter des
éléments anthropiques entraînant un impact négatif sur la population de poissons et sur
l’environnement en entier. La connaissance des règles environnementales relatives au travail
réalisé avec ou près de l’eau doit être comprise dans la planification, l’élaboration, la
construction et l’exploitation d’un site et ce, dès le départ. Comme c’est le cas avec la gestion
du site, la dépense immédiate nécessite moins de coûts en fin de projet. Les sanctions sont
sévères.
CP Rail n’est pas la seule entreprise intéressée à des processus sûrs pour l’environnement.
Rick Masterton, de CN Rail, a présenté le nouveau programme de gestion des déchets
introduit par le CN. D’un point de vue historique, les déchets n’ont pas constitué une question
de haute priorité. Ils ont été sujets à la complexité et à la confusion en raison du plus grand
nombre de fournisseurs de services et de la responsabilité locale pour la gestion des déchets.
La responsabilité et les questions environnementales allaient de pair pour faire de cette question
un sujet de préoccupation.
Dans le cadre de ce nouveau programme, Le CN a défini une compréhension de base dans le
domaine de la gestion des déchets. Par le biais d’une collecte de données pour chaque site, on
a noté qu’une stratégie nationale était nécessaire pour réconcilier la gestion des déchets avec la
sécurité et les questions relatives à l’environnement et à la responsabilité. Un avantage important
du nouveau contrat national de gestion des déchets est le fait que les contractants soient de
nouveau utilisés, mais cette fois, les lignes directrices et les politiques nationales sont respectées
en ce qui a trait aux normes de nettoyage et à la responsabilité. Des économies de 0,5 à 1
million de dollars par année sont réalisées.
Des sujets de préoccupation semblables relatifs à l’environnement et à la responsabilité ont
poussé Environnement Canada à créer une base de données et des lignes directrices au sujet
des plaques de chemins de fer nouvelles et anciennes. Barry Munson, d’Environnement
Canada, a révélé le problème existant en ce qui a trait au créosote dans les plaques de chemins
de fer de bois, desquelles 1,4 million sont remplacées chaque année et un autre million sont
traitées. Les matériaux de préservation dans les plaques sont en réalité des pesticides.
Une approche globale comprenant la prévention, l’amélioration continue et un aspect de
vérification ou de responsabilisation est nécessaire pour atténuer le problème. On prévoit qu’un
système sera mis en œuvre en 2002 incluant des fiches de rendement par toutes les parties
intéressées en 2003 et 2005. Le message-clé de la présentation de Barry est que nous ne
pouvons pas éliminer toutes les plaques et les bordures en service aujourd’hui. Le cycle de vie
de ces matériaux est trop long pour une élimination progressive planifiée à court et à moyen
terme. Notre approche devra plutôt être une amélioration continue à long terme.
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Edgar Ladouceur, de Transports Canada, a décrit un programme permettant de créer une
base de données des contractants spécialisés dans les interventions en cas d’urgence pouvant
fournir une gamme complète de services. À ce jour, la connaissance a été fondée sur les
besoins du moment et incertaine, étant donné qu’aucun système n’existe pour raffermir la
capacité des contractants. Le processus d’identification en quatre étapes comprenait l’autodéclaration par le biais de normes de classification, l’auto-évaluation, la vérification et la
collaboration par le biais d’associations commerciales. Des questions dont les modes de
transport, l’atténuation, la remédiation, la résolution de litiges, les processus de formation, les
procédures et les équipements utilisés, ont été examinées à différents moments au cours de ces
étapes.
Le principal défi a été d’élaborer un processus visant à encourager une industrie hautement
concurrentielle à collaborer et à mettre sur pied des solutions proactives pour le futur. Les
développements futurs comprendront la participation des secteurs de la marine et du transport
routier et l’élaboration de normes pour la formation et l’équipement, dont les procédures
d’approbation et de certification.
Brent Laing, de CP Rail, a noté qu’il n’existait aucune politique nationale pour le nettoyage
des sites existants. Les sites existants sont abandonnés, insuffisamment ou pas du tous utilisés
alors qu’ils pourraient être exploités de nouveau, après avoir été nettoyés conformément aux
conditions prescrites. Généralement, nous trouverons dans ces sites tous les matériaux
considérés jusqu’à maintenant dangereux; le créosote, l’amiante, les carburants, les métaux
lourds et un nombre incroyable de fondations. Les sites existants sont devenus un sujet de
préoccupation en raison des changements survenant dans l’industrie ferroviaire. Le virage de la
vapeur vers le diesel, le déclin de l’industrie et l’abandon afférent des voies, ainsi que la
relocation vers des régions rurales, ont laissé une entreprise telle que CP Rail avec un grand
nombre d’installations inutilisées qui, si elles étaient rendues sécuritaires pour l’environnement,
pourraient être exploitées à nouveau pour usage commercial.
Laing a mis en relief deux études de cas de réexploitation de sites existants. Dans les deux cas,
ces sites étaient importants et comportaient une histoire d’utilisation exceptionnelle et d’abandon
avec le temps. Un processus par étapes a été mise en œuvre, débutant avec une enquête au
sujet des utilisations précédentes évaluant les matériaux restants et les produits chimiques
présents au site. Dans les deux cas, de nombreuses leçons ont été apprises. Les plans
originaux changent avec le temps et les études détaillées ne sont quelquefois que des guides de
base. Attendez-vous à l’inattendu en ce qui a trait à ce que vous pourriez trouver. Dans tous les
cas, des mesures proactives prises par les entreprises ferroviaires ainsi qu’une approche
inclusive et volontaire atténueront la participation ouverte du gouvernement ainsi que sa
réglementation, et permettront une bonne communication avec les clients et les citoyens.
Les activités quotidiennes seront plus complexes et coûteuses pour les opérateurs de chemins
de fer. Ils doivent avoir une bonne connaissance de l’environnement dans lequel ils travaillent et
ne pas seulement arrêter les activités causant de la pollution, mais également atténuer les
32
problèmes créés au cours des 162 années d’histoire. Atténuer les problèmes du passé n’est
pas un objectif pouvant être atteint en un jour. Cela prend du temps, de la planification et de
l’argent pour transformer une des plus vieilles industries du Canada en une exploitation
sécuritaire pour l’environnement.
Les services voyageurs ferroviaires
Les présentations effectuées dans le cadre de la séance traitant des services voyageurs
ferroviaires ont communiqué deux messages-clé :
•
•
Alors que les villes dépassent leur capacité en ce qui a trait au trafic automobile, des
systèmes de rechange pour les voyageurs doivent être mis sur pied.
Il ne faut pas dès le départ se débarrasser des vieux chemins de fer, en particulier de ceux
qui transportaient des passagers avant la modernisation de nos systèmes de transport des
passagers.
Peter Lloyd, de GO Transit, a présenté une histoire de cette dernière entreprise, de ses
succès et de son futur. GO a obtenu un énorme succès depuis que son premier train a roulé le
23 mai 1967 et atteint actuellement un taux d’exploitation de 85 à 90 %. Cependant, cette
entreprise fait face à un ensemble de questions touchant la capacité, le financement et la politique
au moment où les prédictions indiquent que le remplissage doublera presque dans les services
existants au cours des 20 prochaines années.
John Pearce, de Transport 2000 Atlantique et Tim Lane, de Transport 2000 Ottawa, ont
discuté des occasions ayant été examinées au sujet d’un chemin de fer de banlieue dans l’Ouest
canadien et des problèmes auxquels nous faisons face lorsque nous voulons introduire des
projets de rail léger dans les villes canadiennes. Un élément crucial de ces développements est
l’accès aux couloirs ferroviaires. Une fois que ces derniers sont perdus, l’occasion d’avoir ce
type de système de transport des voyageurs est également perdue.
Questions relatives au changement climatique et à la qualité de l’air
Lionel King, d’Environnement Canada, a examiné le contexte actuel dans lequel le
contrôle des émissions produites par les locomotives est effectué au Canada, en abordant les
origines du programme de contrôle, les exigences relatives aux déclarations, les résultats
obtenus jusqu’à maintenant et la direction future du contrôle des émissions au Canada.
Le contrôle des émissions a commencé en novembre 1990 lorsque le Conseil canadien des
ministres de l’Environnement (CCME) a publié l’étape 1 du plan de gestion pour les NOx et les
COV, qui nécessitait une limite de 115 000 tonnes sur le total des émissions de NOx provenant
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des locomotives, en vigueur en 1992. En décembre 1995, un PE a été signé entre EC et le
CCR, exigeant la mise en œuvre de nombreuses activités de contrôle et de déclaration. D’abord
et avant tout, entre 1990 et 2005, le CCR recueillera des données afin de calculer et de
déclarer les émissions totales de NOx provenant de ses membres. Le PE comprend la limite
volontaire de 115 000 tonnes sur les émissions de NOx. De plus, le rapport du CCR
comprendra les tonnes-mille brutes et nettes, la consommation totale de carburant, le total des
HC, des SOx, des MP, de CO et de CO2, fournira les prédictions pour les années 2000 et
2005, la composition de l’ensemble des locomotives et le progrès réalisé dans le cadre de
l’introduction de la technologie des NOx. Les déclarations sont axées sur trois Zones de
gestion de l’ozone troposphérique (ZGOT), soit le couloir Québec-Windsor, la vallée du bas
Fraser en Colombie-Britannique et Saint John au Nouveau-Brunswick.
Les rapports concernant les données de 1997 démontrent des réductions de NOx de 25 % (en
1975, 0,8 kg de NOx par 1000 tonnes et en 1997, moins de 0,6 kg). Les émissions de NOx
ont varié avec les cycles économiques mais sont réduites avec le temps et respectent presque la
limite de 115 000 tonnes malgré l’amélioration actuelle de la conjoncture. Les émissions de
NOx seront probablement réduites d’un autre 15 % au cours de la prochaine décennie. Dans
le même ordre d’idées, les émissions de CO2 ont été réduites de plus de 25 % au cours de la
même période.
Le principal centre d’intérêt du programme de contrôle est un affinement des facteurs
d’émissions par le biais d’essais et un contrôle du progrès technique réalisé dans l’industrie.
Les prédictions seront améliorées et nous surveillerons les résultats des réglementations de
l’EPA aux É-U. Avec les progrès réalisés sur les NOx, on portera davantage attention aux
matières particulaires (MP). Un élément-clé du processus est la poursuite du travail de
collaboration entre l’industrie et le gouvernement afin de maintenir un ensemble de règles
conséquent en ce qui a trait au contrôle.
Catherine Conrad, du Secrétariat fédéral aux changements climatiques, a discuté du défi que
représente la Convention de Kyoto, du processus national, du progrès réalisé en ce qui a trait à
l’atteinte des objectifs établis durant les années 90, de la Stratégie de mise en oeuvre nationale
et des étapes cruciales devant être franchies au cours de la prochaine année.
Le défi que représente la Convention de Kyoto a été très défini en ce qui a trait aux mégatonnes d’émissions d’équivalent-CO2. En 1990, les émissions de base étaient de 599 mégatonnes. Si les activités n’avaient été laissées qu’à elles-mêmes (la routine habituelle), on avait
prédit que les émissions de CO2 auraient atteint un chiffre d’environ 703 à 748 méga-tonnes en
2010, soit un surplus de 20 à 25 % par rapport à l’objectif de Kyoto de 563 méga-tonnes. Les
gouvernements provinciaux comme le gouvernement fédéral ont reconnu que le changement
climatique constitue une question globale importante devant être abordée.
Conrad a exploré la question de la distribution inégale des émissions de gaz entre les divers
secteurs et régions de l’économie. En ce qui a trait aux volumes purs, l’Ontario et l’Alberta
34
sont les plus grands pollueurs et ont dépassé leurs niveaux de 1990 de 23 à
35 % respectivement. Bien qu’à des niveaux nettement inférieurs, chaques provinces et
territoires aient dépassé les niveaux de 1990 relativement aux émissions d’équivalent-CO2. Le
transport est des loin le plus grand responsable de la génération et de l’émission de CO2.
Tandis qu’il discutait de la différence entre les régions, Conrad a déclaré qu’il était clair
qu’aucune région du pays ne devait avoir à transporter un fardeau trop lourd relativement aux
mesures à prendre. Qui plus est, la clé permettant d’assurer l’équité et la justice repose dans
notre capacité de comprendre l’impact et les coûts ou les avantages liés à la mise en œuvre.
Le Processus national pour lutter contre les changements climatiques
est dirigé par les Premiers Ministres travaillant étroitement avec les ministres de l’Énergie et de
l’Environnement, les comités directeurs, les conseils fédéraux et provinciaux, un secrétariat
national et un groupe interactif composé de présidents de chaque table de concertation. Le
progrès réalisé jusqu’à maintenant a été important. Les 16 tables de concertation travaillent
activement à l’élaboration et au classement par ordre de priorité des solutions possibles, pour
fins de présentation aux Premiers Ministres plus tard cette année. Les solutions possibles
présentement élaborées sont principalement axées sur les activités liées à l’atténuation.
La Stratégie nationale de mise en oeuvre comporte deux éléments-clé :
•
•
des voies de rechange futures qui respecteront l’objectif de Kyoto de -6 %
un ensemble initial de mesures immédiates (commun à toutes les voies)
La Stratégie nationale de mise en oeuvre n’est pas une approche constituée d’une seule étape.
Son plan d’activités reconnaît que le changement climatique est une question à long terme
devant être ouverte à des décisions changeantes prises dans le contexte international et intérieur.
Elle constitue un processus itératif comportant une analyse des choix présents et nécessitant un
contrôle fréquent et une évaluation des nouvelles mesures existantes.
D’ici la fin de l’année, on espère qu’un accord aura été conclu par les ministres au sujet des
éléments cruciaux du processus, soit une approche pour la stratégie, des mesures immédiates
pour 2000 à 2002, un ensemble de voies de rechange et un plan de mise en œuvre.
John Spacek, du Gouvernement du Manitoba, s’est concentré sur les tables de concertation
s’occupant particulièrement du mandat, des défis et du plan de travail de la table de transport.
Les tables de concertation comprenaient huit tables horizontales (mécanismes internationaux,
analyses et élaboration, éducation du public, technologie, échange de droits d’émission, puits,
crédit pour les actions entreprises tôt et les actions volontaires) et sept tables de secteur
(transport, électricité, agriculture, industrie, municipalités, foresterie et bâtiments).
Le mandat des tables de transport comporte deux aspects :
35
• Désigner et évaluer les coûts, les avantages et les impacts des mesures visant à réduire les
gaz à effet de serre et
• établir des ensembles additionnels pour atteindre l’objectif de Kyoto et davantage
Le but est de commencer avec les solutions possibles plus faciles et moins coûteuses et de se
diriger vers celles qui sont plus difficiles et plus coûteuses. Spacek a souligné que
« toutes les cartes sont ouvertes » : la réglementation, les mesures incitatives, la taxation, la
technologie, la promotion, l’échange de droits d’émission et les virages dans les modes.
Le point de départ de la table de transport était son document de base rédigé en décembre
1998. La table a divisé un plan de travail analytique visant à étudier la technologie des véhicules
et les carburants, ainsi que les services ferroviaires voyageurs et marchandises. Jusqu’à
maintenant, 24 études analytiques ont été réalisées sur divers sujets, tels que les marchandises,
le carburant, les véhicules, l’infrastructure, la technologie, la taxation, la concurrentialité, le
transport interurbain ou urbain et l’échange des droits d’émission. Vers le milieu de l’été, la
table rédigera son document des solutions possibles.
Deux études concernant les services ferroviaires marchandises font présentement l’objet d’un
rapport préliminaire :
• Examen des questions relatives au contexte socio-économique, à la réglementation, à la
politique ou à la taxation, touchant la capacité des chemins de fer d’améliorer leur
performance en ce qui a trait à l’émission de gaz à effet de serre
• Examen des améliorations et des choix de rechange technologiques et d’exploitation pour
l’industrie ferroviaire.
Les conclusions sont favorables. Les économies attendues proviendront de mesures rentables
permanentes telles que : de nouvelles locomotives, des systèmes d’arrêt automatiques ou de
temps d’immobilisation réduit, une lubrification entre le correcteur d’écartement et l’aiguillage
talonnable et des améliorations au niveau des voitures à marchandises (de plus grandes charges
transportées et moins de tare). Des changements ont été recommandés en ce qui a trait aux
taux de déduction pour amortissement, qui serviraient de mesures incitatives supplémentaires
permettant d’introduire davantage de nouvelles technologies et de réaliser les améliorations de
l’infrastructure nécessaires à la réduction des gaz à effet de serre.
Le but principal du document des solutions possibles est d’élaborer des mesures efficaces visant
à réduire l’émission des gaz à effet de serre. Le défi est grand alors que la demande dépasse
l’efficacité. Dans le cadre de l’élaboration de ces mesures d’atténuation, le gouvernement doit
évaluer les coûts des mesures et sur qui la plus grande partie du fardeau afférent reposera.
Comme Conrad l’a déclaré plus tôt, aucune région ou aucun secteur ne devrait avoir à porter un
fardeau déraisonnable en ce qui a trait aux mesures à prendre. Les ministres examineront et
évalueront le document des solutions possibles à l’automne 1999.
36
La réalité politique
Darren Praznik, ministre de la Voirie et du Transport de la province du Manitoba, a présenté
six messages-clé dans le cadre de l’atelier de travail.
Le réseau d’autoroutes est fatigué. La province comporte un total de 12 000 km de réseau
d’autoroutes. Chaque année, environ 200 km, soit environ le 1/60 du système est remplacé.
Cependant, la durée de vie moyenne d’une route dans la province est de 20 ans. En résumé,
nous devrions remplacer trois fois plus de routes que nous le faisons maintenant et ce, à tous les
ans, simplement pour les entretenir.
La construction de chemins de fer de courtes lignes est cruciale. Dans le transport, peu
de domaines ont été si sévèrement touchés par le changement que le chemin de fer. L’histoire
future de cette industrie concernera en partie la construction des chemins de fer de courtes
lignes. Un exemple dominant au Manitoba sera la croissance, la construction et l’expansion de
la ligne Churchill et du Port de Churchill, qui présentent un choix de rechange au système de la
rivière Mississippi. Lorsque nous tenons compte du taux de remplacement des autoroutes et du
taux actuel d’abandon des lignes de chemin de fer, il s’avère essentiel que la province
encourage et appuie l’industrie des chemins de fer de courtes lignes. Notre structure
d’autoroutes actuelle ne peut supporter davantage de trafic découlant de l’abandon des lignes
de chemin de fer.
Les droits de circulation communs sur les lignes de chemin de fer. Une
recommandation-clé du Rapport Estey est le besoin d’établir des droits de circulation communs
sur les lignes principales existantes au Canada. Le ministre croit qu’il existe un besoin de
protéger la capacité des expéditeurs d’accéder aux marchés par le biais de ce type d’initiative
politique.
Le problème que pose le financement des autoroutes doit être résolu. Un important
problème auquel font face toutes les provinces est la taxation fédérale sur les carburants routiers
et son incapacité à soutenir l’entretien de l’infrastructure routière. Alors que la province perçoit
environ 147 millions de dollars, elle retourne le même montant, environ, pour les routes. Le
gouvernement fédéral perçoit 5 milliards de dollars en taxe sur les carburants et n’en retourne
que 300 millions, desquels très peu sont remis aux provinces de l’Ouest. Il existe un besoin
précis d’élaborer fermement, en principe et en pratique, un système spécialisé pour la
perception des taxes pour les autoroutes et l’infrastructure routière et qui plus est, pour tout le
système de transport.
Nous avons besoin d’une bonne planification relativement à l’infrastructure . Le ministre
a parlé des tendances et des développements futurs. En particulier, il s’est reporté sur l’intérêt
du maire Glenn Murray pour la bonne planification de l’infrastructure et pour le besoin d’assurer
que Winnipeg et le Manitoba sont bien servis en ce qui a trait à leur infrastructure. Le sujet
37
actuel pour cet agenda est l’infrastructure plurimodale. Nous devons nous assurer que les
installations du Manitoba répondront aux besoins du futur.
L’augmentation des taxes sur les carburants ne constitue pas une réalité politique . Il
existe une mince ligne devant être négociée entre la réalité et la responsabilité lorsque l’on
aborde la question du transport et de l’environnement. Le ministre a placé la réalité pratique de
l’équation au premier plan, lorsqu’il a déclaré qu’aucun fonctionnaire élu n’appuiera une
augmentation évidente de 10 cents par litre de carburant. Qui plus est, cette question n’est
même pas sur la table pour une province et un pays où tant de gens voyagent quotidiennement
durant une heure ou plus. La clé permettant de résoudre plusieurs des problèmes
environnementaux liés au transport est de devenir rentables en ce qui a trait aux ressources et
d’être davantage concurrentiels; en maximisant le rendement et en réduisant les temps d’attente.
Le ministre nous a enfin lancé un défi : nous devons trouver des moyens de réduire les coûts
parce que d’abord et avant tout, le Manitoba doit demeurer concurrentiel dans son marché.
Tandis que nous aborderons les questions environnementales, les solutions trouvées devront
pouvoir être utilisées dans ce contexte.
Observations
La discussion à savoir si le réchauffement du globe relève de la réalité ou de la fiction est close.
Les données scientifiques appuient la notion selon laquelle notre climat change et que l’être
humain contribue au changement. Nos gouvernements ont accepté cette réalité et ont
commencé le processus visant à atténuer le problème et à créer un meilleur environnement pour
le futur. L’objectif de cet atelier de travail était de déterminer la place de l’industrie ferroviaire
dans l’équation globale et d’évaluer sa capacité d’atteindre les cibles agressives ayant été
établies dans le cadre de la Convention de Kyoto en ce qui a trait aux émissions de gaz à effet
de serre.
Les preuves présentées par les chemins de fer, les personnes chargées de la réglementation, les
constructeurs de locomotives et les gens chargés de la remise à neuf, ainsi que les experts
chargés des essais effectués sur les moteurs des locomotives appuient la conclusion selon
laquelle l’industrie est en bonne voie de respecter les normes actuelles relatives aux émissions, et
ce, à plusieurs niveaux. Grâce à un développement continu des technologies existantes,
l’industrie respectera les normes de l’EPA relativement aux émissions de gaz à effet de serre.
Toutes les parties concernées participent activement au processus et les buts semblent
atteignables.
Dans son mot de la fin, Bob Ballantyne a déclaré que les « chemins de fer font partie de la
solution plutôt que du problème ». La capacité de transporter le tonnage de marchandises en
causant le moins d’impact possible sur l’environnement a été démontrée. Le virage modal à
long terme des chemins de fer vers les camions a été désigné comme étant un des principaux
problèmes des secteurs du transport contribuant aux émissions de gaz à effet de serre.
38
L’industrie ferroviaire relèvera les défis que représente l’atteinte des normes relatives aux
émissions. Ce faisant, elle pourra espérer renverser la tendance et profiter des avantages des
virages modaux nécessaires pour que le Canada atteigne ses objectifs. Tout ce dont l’industrie
a besoin pour atteindre cet objectif est un traitement équitable relativement à ses modes
concurrentiels.
L’industrie ferroviaire continuera d’être sujette au changement. Comme cela a été le cas dans le
passé, les personnes chargées de la réglementation joueront un rôle important dans le fait de
façonner le futur de l’industrie. Tandis qu’ils façonnent ce futur, ces dernières devront
reconnaître un nombre de questions fondamentales ayant été mises en lumière durant cet atelier
de travail.
Choix du moment
L’industrie du transport au Canada a été pendant longtemps menée par la politique
gouvernementale. Des changements fondamentaux au système ne peuvent avoir lieu
rapidement. Des solutions possibles doivent être élaborées afin de refléter la réalité actuelle au
sein de laquelle nos systèmes de transport concurrencent dans le cadre de l’économie mondiale.
Taxation
Le ministre de la Voirie et du Transport a amené le sujet de la réalité politique lors de l’atelier,
en déclarant qu’une augmentation des taxes sur les carburants n’était pas envisageable. Qui
plus est, l’agenda politique à court terme est la diminution des taxes. Le public ne supportera
plus le niveau de taxation existant au Canada. Le problème que constitue l’utilisation de la taxe
sur les carburants pour le financement général doit être résolu. La taxation doit être équilibrée
avec les exigences relatives à l’infrastructure du transport.
Rentabilité
L’importance des coûts relatifs au carburant dans un budget d’exploitation des chemins de fer a
été mise en lumière par de nombreux participants à l’atelier de travail. La solution consistant à
augmenter les dépenses relatives aux chemins de fer pour atteindre les objectifs en ce qui a trait
aux émissions n’est pas viable. Les chemins de fer, comme toute autre entreprise commerciale,
doivent obtenir un bon rendement du capital investi et ne peuvent être utilisés pour des décisions
gouvernementales comme ils l’ont été par le passé.
Réglementation
La réglementation ne constitue pas la réponse au problème. Une politique gouvernementale doit
être mise sur pied pour désigner les normes que l’industrie doit s’efforcer de respecter. Notre
industrie fonctionne au sein de l’économie mondiale ouverte. Nous dépendons du commerce.
Toute réglementation doit refléter cette réalité et fournir à l’industrie ferroviaire un accès égal et
39
des règles de jeu uniformisées. Un cadre de travail pour l’auto-surveillance devrait constituer un
élément-clé de toute stratégie de mise en oeuvre.
Doug Duncan
Transport Institute
University of Manitoba
40
Workshop Proceedings Index
Page
Reception Presentation
Opening Address
Richard Gilbert…………………………………………..42
Bob Ballantyne…………………………………………..45
Session 1
Canada’s Railways Today and Tomorrow
Richard Gilbert
Chair …………………………………………………………….48
Harry Gow
So Near and Yet So Far………………………………………….49
Anthony Perl
Railways and Sustainable Transportation……………………….49
Lunch Speaker
Darren Praznik Minister of Highways and Transportation,
Province of Manitoba …………………………………………...51
Session 2
The American Perspective: New Regulations, Their Origins and Impacts
Terry Burtch,
Chair
Charles Moulis
United States Emission Standards for Locomotives and Locomotive
Engines………………………………………….…53
Walter Brown
The Locomotive Manufacturer’s View on
Emission Regulations…………………………………………...54
Steven Fritz
Locomotive Exhaust Emissions……………………………..….55
Session 3
Technical Advances in Locomotives and Equipment
Alain Mercier
Chair
Alain Mercier
Technical and Economic Aspects of
Engine Emission Upgrades……………………………………..57
Chris Holloway
Using Train Operated GPS for a Safer and
Cleaner Environment…………………………………………...58
Daniel Hubert
High Speed Non-Electric Locomotive
Environmental Assessment…………………………………….59
Lloyd Crocker
Cummins Eastern Canada Inc………………………………….60
Session 4
New Directions for Motive Power
Alain Mercier
Chair
Martin Hammerli
Fuel Cells………………………………………………………61
Bob Dunn
Railroad Diesel Fuel …………………………………………..62
Steven Fritz
Development of a Low Emissions, Dual Fuel Locomotive
41
Engine……………………………………………………….....63
Session 5
Environmental Management Systems
Anne Tennier
Chair
Anne Tennier
Responsible Care …………………………………………....…65
Chris Ludwig
Genesis and History of a Site Management Program………......66
Bill Aird
Railway Noise and the Public………………………………......68
Pamela Ladyman
Working Near Water…………………………………………....68
Session 6
Pollution Prevention
Anne Tennier
Chair
Rick Masterton Waste Management Program at CN Rail…………………....…70
Barry Munson
Management of Used Railway Ties…………………………....71
Edgar Ladouceur
Emergency Response Contractors as a Clean-up Resource…....71
Brent Laing
Brownfield Redevelopment………………………………........72
Session 7
Passenger Rail
Pamela Sweet
Peter Lloyd
John Pearce
Tim Lane
Chair
History of GO Transit……………………………………….….74
Recent Developments in Commuter Rail……………………....75
Introducing a Commuter Rail System into a Canadian City…...77
Session 8
Climate Change and Air Quality Issues
Russ Robinson Chair
Lionel King
Locomotive Emissions Monitoring in Canada…………………79
Catherine Conrad
Update on the National Climate Change Process……………....81
John Spacek
Transportation and Climate Change: The Transportation
Table…………………………………………………………....82
Presenters
Contact information………………………………………….....84
Participants…………………………………………………………………………....88
42
Reception Presentation
Richard Gilbert
The Centre for Sustainable Transportation
Richard Gilbert’s presentation set the stage for the conference. His discussion on the work
done at the Centre for Sustainable Transportation focused the debate on the relationship
between transportation and the environment.
The Centre, sponsored by Environment Canada and Transport Canada, is a federally chartered,
non-profit organization. Its role is to facilitate cooperation between stakeholders in the
transportation industry in Canada. Its goal is to lead the industry in achieving national and global
environmental sustainability. Gilbert defines Sustainable Transportation as: “transportation
that meets our economic and social needs without harming human health or the
environment. More simply stated sustainable transportation is transportation that
does not mess up the planet for our grandchildren.” The transport industry in Canada is
responsible for
•
•
•
•
most of Canada’s local pollution
about 1/3 of Canada’s contribution to global pollution
more than half of the current increase in greenhouse gases
more than 2/3 of Canadian oil consumption
Figure 1: The Global Temperature from 1900-1998
43
In the future, both the environment and the pattern of oil consumption will change dramatically.
The graph of surface temperature of the Northern Hemisphere over the past 1,000 years
illustrates the warming trend since 1900. 1998, a benchmark year, was the warmest year in
recorded history. The rise in temperature that occurred between 1997 and 1998 was the
largest incremental increase since 1900. The fact of global warming is no longer disputed.
The transport industry’s demand for petroleum products, especially for road diesel, has been
growing steadily. Yet worldwide access to cheap oil is not likely to continue in the future.
Discoveries of new sources of oil peaked about 1960. There will not be any more major
discoveries. Access to cheap oil will end in the next decade. Oil production will become more
expensive as more costly mechanical processes are resorted to in order to extract oil from
conventional wells. The exploitation of new sources of oil will also add to production costs.
The oil sands projects for example, are expensive. Given increasing demand and dwindling
supply, oil prices will go up.
Figure 2: Petroleum Production and Demand
CST
Actual and projected world-wide discovery, extraction,
and demand for conventional oil, 1920-2040
(in billions of barrels per year)
40
DEMAND
30
DISCOVERY
20
EXTRACTION
10
0
1920
1940
1960
1980
2000
2020
2040
Data sources: Oberle Oil Corporation; International Energy Agency
CST
We must reduce our reliance on fuel if we are to avoid the economic impact of the predicted
price shift. Current research suggests that technology will provide less than half the solution. We
must profoundly change the way we operate. Innovations in technology must be accompanied
44
by mode shifts and activity changes. The OECD’s program for sustainable transportation is
concentrated in the following areas:
Area
Technology
Occupancy
Mode shifts
Activity
Downsizing
Passenger
41 %
15 %
7%
26 %
11 %
Freight
47 %
10 %
24 %
19 %
0
The Centre for Sustainable Development has identified how the increase in oil prices will affect
the development of sustainable transport:
•
•
•
•
oil prices will go up but, given that the oil price is a small component of retail prices,
oil processing companies will accept the increases
higher prices will encourage the allocation of resources into unconventional oil
development
unconventional methods of producing oil will be substantially more damaging to the
environment than conventional methods have been; environmental impacts will be
worse
the cost of extracting energy could become greater than the value of the energy
extracted
The Centre for Sustainable Transportation is committed to ensuring that we meet the challenges
ahead rationally, in a manner that protects our environment, protects our economy, and protects
our society. We need your help!
45
Opening Address
Canada’s Railways and the Environment
Bob Ballantyne, President Railway Association of Canada
Bob addressed the issue of sustainable transportation and Canada’s railways.
Under the Kyoto Accord Canada must reduce its greenhouse gas emissions by 6%. While
Canadian transportation contributes 27% of the emissions, the railways are responsible for only
4% of the sector’s emissions.
In Canada, railways have been operating for 162 years on privately financed infrastructure.
Changes in the railway industry have reflected broader historical and economic shifts—the
history of trade unions, world wars, major economic depressions and nationalization. The
railways have also been affected by changes in highway and seaway construction, civil aviation,
the introduction of diesel, free trade, partial deregulation and recently, the privatization of
Canadian National. Responding to the development of the global economy, the North American
railways have consolidated. In the United States the rail system has been concentrated into four
“mega” class 1’s and 500 short-line or regional carriers. In Canada, two class 1’s and 42
short-line carriers have emerged.
The most significant outcome of these changes is a decrease in revenue per tonne/kilometer
(RTK) from 2.54 cents in 1989 to 2.35 cents in 1997, a drop of 7.5%. Major productivity
gains, including a 93% increase since 1988 in revenue/tonne kilometer per employee, have
benefited shippers. These gains have generated an all-time high of 304.2 billion RTK. A major
implication of the reduction in RTK is that a large proportion of revenue goes towards paying
the $458.9 million bill for fuel, property and other sales taxes. Of the 304.2 billion RTK, 19.5
billion goes to pay operating costs.
The following table compares railway and truck movements of freight (tonnage) and fuel
consumption in Canada—a measure of the contribution of each mode to greenhouse gas
emissions.
Billion RTK
Rail
Truck
304
233
Fuel Consumption (litres)
2.15 billion
10.9 billion
Rail’s more efficient performance is due to rolling resistance--expressed as a percentage of the
weight on the axles. Rolling resistance for trains is approximately 0.1%. For trucks it is between
0.5% and 1.5%, depending on tire and road conditions. Consequently, based on rolling
resistance, rail is inherently 10 times more fuel-efficient than truck. For competitive traffic, it is
46
estimated that rail is 3 times more fuel-efficient than truck. Without exception, rail is a more fuelefficient mode of freight transport than truck.
Rail’s fuel efficiency is the reason for its low contribution to greenhouse gas emissions. Rail’s
carbon dioxide emissions have declined from 39.86 Kg/1000 RTM in 1975 to 27.956 in 1997.
Fuel consumption has declined at an average rate of 1.9% per 1000 GTK since 1990.
Technological innovations have facilitated more efficient fuel consumption and lower gas
emissions. Continuous commitment to research and development on all aspects of rail
operations has led to the introduction of new locomotives, new methods of handling trains,
better rail lubrication, more productive freight cars and increased gross weights—all factors that
have improved rail performance.
The railways and the Railway Association of Canada (RAC) recognize the importance of the
greenhouse gas emissions problem and are actively working towards solutions. In 1995 a
voluntary memorandum of understanding (MOU) between Environment Canada and the RAC
was reached to limit NOx emissions to 115 KT/year subject to traffic growth levels of 1.5% per
year. In 1997, NOx emissions were 121 KT with traffic growth averaging 4.3% since 1990.
Rail also performs well when we look at the relationship between increasing levels of traffic and
land use. The railways have the ability to double track a single-track corridor and thus to
expand capacity without requiring more land. This is not possible in congested truck corridors.
Given their 100-year history of unregulated land use, rail yards contain contaminated soils that
must be cleaned-up. In Canada, growing cities have enveloped most rail yards, necessitating
measures to mitigate contamination and noise. Nonetheless, railways are the most appropriate
means to ship dangerous goods because they are federally regulated, facilitating cooperative
handling across all jurisdictions in Canada.
Over the past 50 years, market share has shifted dramatically from the railways to the trucking
industry. In 1955 rail enjoyed just over 80% of the market. By 1995, rail’s share had dropped
to less than 40% while the trucking industry had gained slightly over 60%. The shift from rail to
truck has been strongly influenced by public policy. The trucking industry has benefited from the
public provision of infrastructure for roads, airports, marine terminals and seaways. Taxation
policy, regulation and pricing for the use of publicly provided infrastructure have given trucking
an advantage over rail.
Fuel taxes and capital cost allowance rules have limited the railways’ ability to invest in new
equipment and have unfairly disadvantaged them relative to other modes. A comparison of the
tax burden carried by each industry highlights the disparity between modes:
Industry
Marine
Manufacturing
Tax as a % of revenue
USA
2.9 %
4.9 %
47
Air
Motor Carrier
Railway
6.3 %
7.9 %
14.2 %
3.2 %
8.1 %
8.1 %
Meeting Canada’s GHG emission targets necessitates the introduction of public policy that does
not give trucking an economic advantage over rail. Clearly, a failure to contain the shift from rail
to truck will increase GHG emissions rather than decrease them. Reversing the trend will enable
Canada to achieve its environmental goals. Trucks produce 22.8% of the GHG from
approximately half of the GTK while rail produces 3.8% from approximately half of the GTK.
Using environmental criteria, Canada’s rail industry is performing six times better than trucking.
Canada needs all modes of transport to move its goods and people. The rail industry has a
major role to play in reducing GHG emissions, but it needs no special advantages. Public policy
has distorted the operation of the market. For rail to be a part of the solution, it requires
equitable public policy.
Canada’s Railways are Efficient, Effective and Safe
Issue: The rail industry is opposed to rail taxes because they affect the efficiency of its
operations. Since rail is more fuel-efficient than the trucking industry, it should be
advocating higher fuel taxes.
Response: Fuel taxes are a fact of life that is not going to change in the near future. A major
problem is the discrepancy of tax rates across Canada. At any rate, fuel taxation policy
has not been based on an analysis of the different GHG emission factors between
modes.
Issue: In Sweden, government policy has successfully reversed the modal shift from rail to
truck.
Response: The rail industry has not adopted a defeatist attitude, the industry is alive and well.
However, it must keep working and rail marketing has to improve. We agree that public
policy changes must come into the marketplace.
Issue: Another important issue that you might have presented in favour of rail is its safety
record in comparison with that of the trucking industry.
Response: The focus of the workshop is on environmental issues, not safety.
Issue: Rail might also be a means of reducing the pollution generated by automobiles.
Passenger rail service should be promoted.
Response: The rail passenger industry in Canada is important and has its place in the rail
environment. We are now seeing a renaissance. VIA is doing a great job. New
48
operations are entering the market such as the Great Canadian Rail Tours. The
passenger business has also suffered from public policy decisions over the past several
decades. However, there is now 1 auto for every 2 people in Canada. The railways are
no longer the universal mode of transportation and we must look to passenger rail filling
niche markets.
49
Session 1
Canada's Railways Today and Tomorrow
Chair: Richard Gilbert, The Centre for Sustainable Development
Richard Gilbert supplied the context for the session by outlining the transportation sector’s role
in energy consumption and its contribution to GHG emissions and other forms of pollution on a
global scale. He also put recent concerns about GHG emissions and their contribution to global
warming in an historical context, illustrated with a graph charting changes to the earth’s surface
temperature in the last 1,000 years. The year 1998 stands as a benchmark as the hottest and
the change from 1997 was the largest single year change on record. According to Mr. Gilbert,
these facts effectively end the debate on global warming.
Transportation is responsible for 1/3 of all global pollution and 1/2 of the increase in GHG
emissions. This is despite the fact that until 1995 overall transport fuel usage (with the notable
exception of road diesel) remained basically constant as efficiency gains from better technology
kept pace with the increase in the number of kilometres traveled. Since 1995, however, the
situation has changed dramatically for the worse because of the large increase in road diesel
consumption (up 9% between 1997 and 1998) resulting from increased freight traffic, and by
consumer behaviour patterns—the trendiness of sport utility vehicles for example.
Mr. Gilbert highlighted transportation's role in the depletion of what he calls “cheap oil”. He
argues that we are at the beginning of the end of cheap oil in Canada. The supply curve has
started to divert sharply from that of demand. This will result in higher unit prices in the very near
future. In addition, the depletion of reserves of cheap oil—the traditional source of oil supply in
Canada--has meant an increase in extraction of what can be called “expensive oil”. Oil derived
from oil sands or offshore projects such as Hibernia are costly from both an economic and
environmental point of view. According to CST estimates, by the year 2002 up to 50% of
Canada's oil supply will have to come from such sources. Canada's emerging dependence on
expensive oil is going to become a major problem.
The discussion that followed focused on modal shifts and behavioral changes. Given that the
technologies and methods necessary to achieve significant reductions in CO2 emissions are
already highly developed (although not necessarily widely adopted) the focus on modal shifts
seemed an appropriate focus for the remainder of the session.
50
Harry Gow, Transport 2000 Ottawa
So Near And Yet So Far
Harry Gow urged conference participants to focus their attention on the passenger side of the
modal shift equation. He raised a number of related public policy issues. In Canada regulation,
taxation, and other policies impinge on the railways’ ability to make investments in passenger
rail. According to Mr. Gow, the decline of rail passenger service in Canada (VIA) can be
attributed to public policy decisions. It has thus been “politically driven.”
Gow compared the recent history of Canadian passenger rail with that of international success
stories such as the TGV in France and Amtrak in the United States. Surprisingly, VIA’s seat
occupancy ratio was higher than the TGV’s prior to the large VIA cuts of the last decade.
Comparing capital funding levels for VIA and Amtrak, Mr. Gow once again highlighted that, in
Canada, the problem is political. VIA received $21 million in capital funding in (1997) while
Amtrak received $1 billion! It should be noted that the funding imbalance for passenger rail is
part of the larger story of the comparative disadvantage of Canada's transportation system with
our U.S. counterparts where $200 billion in infrastructure funding has been allocated under
TEA-21.
The excessive taxation and regulation of Canadian railways is the corollary to the paltry federal
funding for rail transportation. On average Canada’s railways pay more than double the taxes of
their U.S. counterparts—federal fuel taxes are twice as high in Canada as in the U.S. and
provincial fuel taxes average seven times more, despite recent moves by some provinces
(Manitoba) to lower them.
Canada’s potential to reduce gaseous emissions lies in using the advantages of rail—in
encouraging short-line operations, increased commuter rail activity, the implementation of high
speed rail passenger services and infrastructure investment. Countries around the world have
already taken advantage of rail’s potential. Public policy in Canada should follow these
initiatives.
Anthony Perl, University of Calgary
Railways and Sustainable Transportation
Anthony Perl defined sustainable transportation and outlined the role of railways in a more
sustainable system.
Transportation is sustainable if:
•
Mobility patterns/levels do not risk the health of human populations or the
ecosystem
51
•
•
Transport emissions and waste are kept in line with the planet’s capacity to absorb
them
The movement of goods and people supports a vibrant and equitable economy
To achieve comprehensive sustainability, society, the economy and the environment must
interact harmoniously. Livability, sustainable development and social and economic equity must
characterize the organization of the community.
As a means to sustainable transportation, railways have three distinct but overlapping
advantages over other modes:
•
Energy use - railways are 3 to 5 times more energy efficient than other modes. They also
have the best potential to use alternative energy sources (e.g. electrification). Railways
therefore are inherently capable of reducing GHGs
•
Land use and impacts - because the railways own their own infrastructure, they make the
most efficient use of land—in fact they use the least amount of land—and thus can prevent
such things as urban sprawl. In these and other ways railways create "green and livable
cities."
•
Infrastructure financing - because railways pay for their own infrastructure, they offer a
better opportunity than other modes to save on the social costs of transportation. These
savings can in turn result in lower taxes and/or reinvestment in other social programs.
Railways have an inherent potential but require a favorable policy environment in order to take
advantage of the opportunity. Dr. Perl isolated two main needs
1)
•
•
•
•
2)
New "rules of engagement" among all modes—a system in which:
the public interest overrides the needs of the private sector in transport finance and
regulation
private infrastructure is not off-limits to legitimate public mobility needs
there is a level playing field between modes (no monopolies on mobility)
no mode is "entitled" to government support through taxes, user fees or tax expenditures
A clearer understanding of rail's beneficial environmental impacts
Rail’s environmental potential can be achieved most effectively by letting best practices around
the world lead the way. The two leading examples are the European passenger rail service and
the North American freight railways.
European passenger rail service, particularly the French TGV, is a clear example of rail’s
capacity to reduce environmental impacts. In fact, the French TGV outperforms air travel in
France in both economic and environmental terms. Meanwhile, the North American freight
railways, notably the development of double-stack intermodal unit trains, are a model to be
emulated by the rest of the world.
52
Rail is unique in that it is the only commercial mode of transport that can be adapted to new
energy sources within its existing network. In other words, if sustainable transportation is the
goal, rail is the mode of the future. In both passenger and freight transport government must set
policy designed to facilitate shifts to modes that are environmentally sustainable.
Lunch Speaker
Darren Praznik
Minister of Highways and Transportation, Province of Manitoba
The Minister emphasized the distinction between government and ‘good’ government. Good
provincial governments accept responsibility for bringing issues that are perhaps unpopular but
critical to the well being of the province. Good governments introduce such issues in public
forums for discussion and keep them at the fore of policy initiatives. The sustainability of
transportation, both in the narrow, financial, and the broader sense would have to remain a
centrepiece of the Manitoba government’s effort to improve the quality of life in the province.
Six critical themes are pertinent to the future of transport.
A common misperception within government, industry and the public is that roads and
infrastructure are ‘durable’—once built they last forever. “Manitoba’s roads are tired”. The
Province has a total of 12,000 km in its road network. Each year approximately 200
kilometres, roughly 1/60th of the system, are replaced. Yet the average lifespan of a Manitoba
road is about 20 years. If we are to maintain existing infrastructure, in any given year we should
be replacing three times as much road each as we currently do.
The new more competitive global environment offers Manitobans both challenges and
opportunities. The privatization of CN has been a positive step in railroad development. Since
Kyoto, environmental challenges have emerged, to be faced by all levels of government. In
addition, Manitoba’s economy is changing dramatically, moving towards value-added and
increasing exports. The province is moving away from production for domestic consumption.
Agriculture is in a state of nothing short of ‘revolution’ and has been since the loss of the grain
subsidy several years ago. The ideal for the future is to have only grain that has value added
leave the province. There is a dichotomy between ‘internal’ and ‘external’ freight. The former is
geared to markets within the province, while the latter is for developing international markets.
Increasingly, Manitobans are selling services and support, in addition to value-added products.
Few areas of transport have been as significantly impacted by these changes as rail. The
industry’s future will, in part, be in the development of short-lines. A prime example in Manitoba
will be the growth, development and expansion of the Churchill line—a consequence of the
development of the Port of Churchill for both export and import traffic. The Port of Churchill
will provide an alternative to the Mississippi River system.
53
When we consider the replacement rate of highways and the potential for rail line abandonment,
it is essential for the provincial government to promote and support the use of short-lines.
Manitoba’s highways cannot absorb the additional traffic that will result from the abandonment
of the branch rail lines. The issue of ‘common running rights’, as addressed in the Estey report,
must be advanced in order to protect the ability of shippers to access markets. This issue must
be at the forefront of our policy initiatives
There are gross inequities between the collection and reallocation of provincial and federal fuel
tax dollars. Fuel taxes should be used to improve the road infrastructure. The province collects
approximately $147 million in revenues from fuel taxes, then reinvests that amount in the roads.
At the same time, the federal government collects $5 billion from fuel taxes and returns only
$300 million. Virtually none of it goes to the western provinces. Clearly we need to firmly
establish, in both principle and practice, a dedicated system of taxation for highways and road
infrastructure. In fact, we need to do it for the entire transportation system.
The Minister spoke about trends and future developments in transportation. Winnipeg Mayor
Glenn Murray is right to be committed to good infrastructure planning, to making sure that
Winnipeg and Manitoba are well served. The development of intermodal infrastructure needs to
be addressed so that we can consider what facilities are required to meet Manitoba’s future
needs.
There is a thin line to negotiate between reality and responsibility when addressing the issue of
transportation and the environment. The practical, political reality is that no elected public official
is going to support a flat out tax increase of 10 cents per litre on fuel. In fact, in a province and a
country where so many people commute daily, some for an hour or more, the issue cannot even
be put on the table. The solution to the environmental problems caused by transport is to make
it leaner and more competitive, to maximize efficiencies and reduce delays. There are a number
of alternatives to fuel efficiency, including the development of new technologies and new systems
designed to reduce the emission of pollutants. Canadians cannot always take the lead on issues.
Given that, in the U.S., there are no immediate plans to increase fuel taxes it would not be
competitive for Canadians do so.
We must find ways to reduce costs so that Manitoba can remain competitive in the
marketplace. As we address the environmental issues, the solutions found must fit within this
context.
54
Session 2
The American Perspective: New Regulations, Their Origins and
Impacts
Chair: Terry Burtch, Transport Canada
Charles Moulis, USEPA Office of Mobile Sources
U.S. Emission Standards for Locomotives and Locomotive Engines
In the United States, the primary focus for emission standards is on NOx emissions.
Locomotives emit 5% of all NOx in the US, about 1 million tons/year. Emission standards were
promulgated in the USA on April 17, 1998. These standards apply to all locomotives when
manufactured or remanufactured. Some exemptions include:
•
•
•
•
Locomotives built prior to 1973
Exported locomotives
Historic steam locomotives
Low powered, some re-powered and switch locomotives, Tier 0 and Mexican and
Canadian locomotives used for border traffic
For the non-exempted locomotives there are three levels:
•
•
•
Tier 0 (1973-2001) 34% reduction is required
Tier 1 (2002-2004) 49% reduction
Tier 2 (2005+)
62% NOx, 50% PM and HC reductions
Locomotives for passenger service are not required to comply with the legislation until the
period from 2002 to 2006 for newly manufactured and 2007 for units built between 1973 and
2007. The fragility of the passenger rail industry’s financing would make an earlier time frame
for compliance too difficult. Thus, the focus had to be on the manufacturers of freight
locomotives.
It is important to note that NOx reduction standards increase substantially during each period of
the phase-in schedule. New requirements are also added in each period. Locomotives built
during the second and third phases of the process will be built with the emissions standards in
mind. Technology will be developed to ensure that the construction of new locomotives
complies with the reductions outlined in the system.
Standards will be maintained through a rigorous maintenance system during the re-manufacturing
process. Manufacturing companies and railroads are both responsible for ensuring compliance
to the system. These standards can and will apply during in-use, defined as the ‘average period
to manufacture’, and after-use periods.
55
The Environmental Protection Agency (EPA} has made it known that there are government
standards for testing, but it is allowing the rail companies and manufacturers to develop
‘equivalent’ tests. Nonetheless, it is important to note that there is an industry concern with
respect to Tier 1 and 2 reduction levels. The concern is based upon the fact that the EPA has
not gone through the Tier 0 phase, and has already set standards for future years. The
assumptions made by EPA may not come true.
Standards at all three levels and periods can and will be met. Based on current technological
advances (and presumed to carry over into future years) rail companies and manufacturers will
be able to design locomotives that can meet these standards without being coerced to do so.
Issue: Were multi-modal issues considered when the standards were set? Has the EPA for
example considered the relevance of a modal shift from truck to rail?
Response: Modal shifts are not the primary issue.
Issue: How are you going to enter into a dialogue with Environment Canada.
Response: The EPA would like to hear from the RAC on this issue.
Walter Brown
Engine Manufacturers Association
The Locomotive Manufacturers’ View on emission Regulations
Walter Brown confirmed that technology capable of meeting future standards is and will be
available in the future but he cited some concerns. Meeting the emissions standards will require
the railway companies and manufacturers to strike a balance between lowering fuel consumption
and reducing NOx emissions. Current diesel engines consume less fuel but produce more NOx
emissions. While EPA standards are focused on reducing NOx emissions, the industry also has
an interest in lowering fuel consumption, since fuel is one of a rail company's single largest
expenses. A second concern is that the Tier 1 limits are based on On-Highway rather than rail
capabilities. Finally, secondary and tertiary limits have been set even before anyone knows the
limits of the first set, before they have been experienced and examined.
The EPA assumes that the standards are technology-forcing. Companies, knowing they have to
meet the standards, will develop technologies to ensure that they can meet the EPA’s
requirements. Without the standards the technological solutions would neither be sought nor
discovered. Current technological possibilities include:
1. No ram air effects
2. Retarded timing of fuel injection
56
3.
4.
5.
6.
7.
8.
9.
Charging of air cooling with turbo-charging
Electronic controls (independent timing and amount of fuel charge)
Lo-Sac injectors
Reconfiguration of combustion chambers
Increasing of injection pressure/injection rate
Rate shaping
Reduction of oil consumption
In many instances, the technological innovations cited above are either based on On-Highway
technology or are already found within the rail industry. Some of them, however, return back to
this problem of reducing emissions while, at the same time, lowering fuel consumption.
For Tier 2, two possibilities exist, but as of yet are unproven in the rail sector. These include
EGR and SCR (Selection Catalytic Rejection). EGR experience (on-highway) will not be
available until 2004, so the rail industry will not know until then if the technology is useful to it.
In Canada, EPA-style regulations do not exist. An agreement exists between Environment
Canada and RAC to cap NOx emissions and to report annually. The standards laid out in the
agreement are strongly based on EPA regulations.
The Canadian government and the rail industry are jointly working through Canada’s
commitment to the Kyoto Accord, and to lowering CO2 emissions. Improvements in fuel
economy meet some of these requirements, but once again balancing the need to reduce fuel
consumption with that of reducing NOx emissions comes into play.
Issue: How are manufacturers dealing with the issue of air quality? What is their position on air
conditioners and filters in the cab air systems?
Response: The manufacturers are focusing on reducing emissions. They fully support research
into the health effects of conditions within the cabs. In the United States, 99% of the
new motive power units have air conditioning systems. Therefore, the issue should be
addressed within the policy of the individual railways rather than by the manufacturers.
Steven Fritz, Southwest Research Institute
Locomotive Exhaust Emissions
Steven Fritz talked about the Southwest Research Institute, a comprehensive, independent
research facility with about 2,500 employees. The Automotive Products and Emissions
Research group and the Engine and Vehicle Research group employ about 1000 people and
have over 200 engine dynamometers at their disposal. Testing has shifted focus in the last 20
57
years. Between 1978 and 1987 testing focused on research into fuels, on what “goo” could be
run through an engine. Since 1989 testing research has focused on emissions.
Steve discussed the three types of tests the EPA plans to use to determine if locomotives meet
the guidelines. These include (i) pre-production certification, (ii) production line testing and (iii)
in-use testing. With the in-use method, only .15% of a fleet needs to be tested but the units
tested should be selected in proportion to the makeup of the fleet. An eligible engine will have
been in operation for 100% of its useful life.
The Institute’s current testing methods differ from those used in the past. Until 1987, the
Institute’s focus was driven by the needs of California—its research concentrated on the
development of alternative fuels and on ways to lower fuel consumption. Now, while it
continues to research fuel and fuel consumption, it devotes about half of its time to research into
lowering NOx emissions, as required by EPA regulations.
The standards set out by the EPA for testing are very stringent. Testing must not only take
temperature and humidity levels into account it must also assess a multitude of standards for
NOx, HC, PM and CO, and, in certain ambient conditions (temperature for example), smoke.
A 7,000 foot standard has also been set.
Focusing on the EPA’s standards, future work at the Institute will include the creation of retrofit
kits for testing, a CARB fuel study and the working out of emissions standards for replacement
parts. Certain issues remain unclear, especially those related to the altitude requirement, the
deterioration determination and before and after maintenance emission guidelines.
EPA regulations are tough. They already have and will continue to force significant changes on
the industry in all areas, including research and development and testing procedures. There is a
balance to be struck between EPA requirements and the interests of the rail companies. There
are concerns about the Tier 1 and Tier 2 criteria. Nonetheless the criteria will be adhered to
and met.
58
Session 3
Technical Advances in Locomotives and Equipment
Alain Mercier, Chair
As noted in Session Two, the EPA guidelines are technology-forcing. Industry will have to
come up with new technology in order to meet emission standards at all three Tier levels.
Alain Mercier, Alstom
Technical and Economic Aspects of Engine Emission Upgrades
Alan Mercier argued that of the almost 2,000 locomotives currently in service in Canada, most
will continue to be used for at least the next ten years. Furthermore, 95% of the remanufactured
locomotives are sold to other operations either in Canada or abroad. The need to meet emission
standards will have a dramatic economic impact because all remanufactured units will have to be
constructed to meet standards.
In Canada, the use of remanufactured units is high because of depreciation rates. Low
depreciation rates compel rail companies to keep and maintain older equipment instead of
purchasing new and technologically updated locomotives. At present, maintenance costs are
low but, with the need to comply with emission standards, costs will increase. Without
significant fuel savings, the railways are not likely to make investments just to meet emissions
standards. To do so would not be economically viable.
The preventive measures that can be taken include a number of engine adjustments-- changes to
the fuel injection timing, the injection pressure, the air manifold pressure and the compression
ratios. Other adjustments to be made to older locomotives, to facilitate compliance with the
standards, include the use of Intelligent Engine Management (fuel injection control), exhaust gas
re-circulation, and altering the water injection processes. De-NOxing, Selective Catalytic
Reduction and the trapping of Particulate are appropriate measures to take to render older
machines capable of meeting EPA guidelines.
Alstom engines have already achieved Tier 1 standards and will attain Tier 2 standards on time.
The technological changes necessary to do so can and will be available.
Issue: What would happen if a railway used cheap fuel?
Response: Fuel standards are specified for EPA requirements.
Issue: We do not have emission standards in Canada. How will that effect Alstom?
59
Response: The EPA standards are the only standards that are legislated. As most of the
industry is focused on U.S. norms and U.S. fleets (30,000), engine manufacturers will
build to those requirements.
Chris Holloway, The Trans Group
Using Train Operated GPS for a Safer and Cleaner Environment
Chris Holloway indicated that the use of intelligent systems, such as Global Positioning Systems
(GPS), would also enable older machines to meet EPA guidelines.
Holloway cited a number of trends that have combined to create new problems for the industry.
An increase in the tonnage hauled by rail, the prevalence of single-operator locomotives and the
more frequent use of single line track, higher speeds and more trains indicate the need for
greater safety and environmental precautions. Recent train collisions highlight the need for
solutions to the new problem.
Post-accident reports highlight the need for better communication and positioning information.
While the introduction of GPS will not reduce the need for vigilance in communications, rulebased operations, traffic control, switching, dispatching and other normal courses of action, it
will assist the rail companies in the development of automatic train control and collision
avoidance mechanisms.
GPS works by connecting satellites that provide the precise reference points of given objects.
Parts of the rail industry are already using GPS. A Vancouver-based commuter service that
uses existing CPR lines has installed GPS. With GPS, the service can inform passengers of
delays and can locate disabled trains immediately. Because the service shares the track with
CPR, exact windows must be found for the commuter trains. GPS makes sure that information
concerning track use is provided to both the commuter service and CPR. The system helps
keep trains running on time. If there are delays, the users of the track know about them and can
take alternative action.
The use of GPS to track freight movement along its lines provides CPR accurate information on
train locations and delays. The Quebec North Shore Line (single track, single locomotive) uses
GPS for safety reasons. GPS is relevant to those concerned with environmental issues. The
information it provides enables railways to prevent collisions that can have significant adverse
affects on the environment.
Current technology already enables railways to meet EPA standards at the Tier 1 and Tier 2
levels in both the passenger and freight areas of operation.
60
Issue: The AAR has completed a cost-benefit analysis of implementing GPS technology. It
found that the cost to implement GPS to the entire industry would be prohibitive. There
is no payback.
Response: Analysis of crash statistics indicates that a single accident can cost $12 million. We
have two examples in Canada where GPS is being used in short-line applications. The
current CTC and other control systems are just not cutting it in today’s safety
environment. New systems such as GPS should be looked at more seriously. A
strategic application may be to concentrate on passenger operations.
Issue: How do CO emissions contribute to fatigue?
Response: We don’t know. The TSB undertook a 5-sector study on factors contributing to
crew fatigue. CO was not included in the recommendations.
Comment: Bob Ballantyne indicated that CN, CP and Via spent $3 million to investigate how
circadian rhythms affect crews during different times on duty. As a result, a number of
fatigue management strategies are now being implemented.
Daniel Hubert, Bombardier Corporation
High Speed Non Electric Locomotive Environmental Assessment
Daniel Hubert indicated that Bombardier already has a high-speed non-electric locomotive to
provide passenger service. This train would run at 125 mph, and would not involve the costs of
electrification ($3-5 million per mile of track)
The benefits of such a train include a reduction in upgrade costs for high-speed rail; the train
facilitates the use of the existing track infrastructure without the need to incur significant
improvement costs. Nonetheless, infrastructure costs, trip-time issues, and safety concerns as
well as operational and funding constraints are challenges that must be addressed before high
speed train transport can become a reality. These challenges will drive the creation of the
locomotive itself and new track technology.
A non-electric locomotive would be as compliant with EPA guidelines as an electric train,
without the costs. In test runs between Montreal-Toronto, the non-electric train (NEL) proved
its ability to be fast, efficient, environmentally friendly and regulation compliant. Its performance
exceeds that of conventional diesel, airplane and automobile engines.
The high speed NEL already meets EPA's 2004 emission standards. Its introduction will
improve air quality and will reduce greenhouse gas emissions and fuel consumption.
61
Issue: What affect does flywheel energy storage have on emissions?
Response: The purpose of the flywheel is to keep the engine running at a constant speed. It
has no effect on emissions.
62
Lloyd Crocker
Cummins Eastern Canada Inc.
Lloyd Crocker, like other presenters in the session, argued that existing technology meets EPA
regulations. The K2000E-50 L V16 is both fuel-efficient and emissions compliant. It provides
an alternative to existing locomotive engines.
The manufacturer has just landed a large contract with Sweden. The K2000E meets EURO 2
(On-Highway) standards as well as those of the EPA. It produces fewer emissions than both
the Line Haul and Switch engines currently in use. It also consumers between 15 and 30% less
fuel than older, medium speed engines. The following table compares the K2000E's emissions
(g/KW-hr) with those of Line Haul and Switch engines.
Linehaul
NOx
CO
HC
PM
18.1
2.0
0.67
0.46
Switch
26.6
3.2
1.48
0.55
K2000E
7.9
1.3
0.8
0.4
The rail industry is at a crossroads. It continues to use a large number of older engines that must
soon be able to meet the EPA's stringent guidelines. At the same time fuel costs compel the
railways to reduce fuel consumption. Current technology allows the railways to meet both
requirements.
63
Session 4
New Directions for Motive Power
Chair: Alain Mercier
Martin Hammerli, Natural Resources Canada
Fuel Cells
Martin Hammerli presented a broad overview of the development of fuel cell technology, an
analysis of its current status and a description of the specific applications of the Ballard Fuel
Cell. To assess whether or not there will be a technological breakthrough to enable rail to meet
the EPA's targets it is necessary to look at the technical and financial hurdles currently impeding
the development of new and alternative technologies.
There are at least 6 different types of fuel cells having three main applications:
1. Utility power generation
2. Portable power
3. Transportation
Fuel cell technology is not new. The concept of a device able to convert chemical reaction
energy into electrical power originated in the 19th century—unlike batteries, fuel cells do not
store energy and must have an external fuel supply. Right now, the fuel cell remains only at
the—costly—prototype stage. Mr. Hammerli discussed a number of applications for existing
prototypes, including:
•
•
•
P2000 fuel cell passenger vehicles
205 KW transit bus engines
Proton exchange membrane (PEM) 205 KW stationary power plants
These are all PEM fuel cells. The other type important to railway applications is the solid oxide
fuel cell that operates at 1000ΕC.
Until the recent resurgence, research and development into fuel cell technology has not been
significantly pursued since the energy crisis in the mid-1970s led to the search for alternative
fuels. Technological hurdles will likely be overcome. However, to date, only gradual progress
has been made in fuel cell technology. In the near future, progress will probably take the form
of developing hybrids and improvements to existing prototypes. Currently, "engineering"
problems are the most significant. In time, these problems will be solved. Nonetheless, fuel cell
technology has a long way to go.
The most important questions relating to fuel cell technology as those revolving around cost:
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•
•
•
•
Can the performance levels achieved in existing prototypes be maintained with cheaper
materials?
Will mass production lower the cost to required levels?
Can the technology successfully adapt to cold climates and other real operating conditions?
Can hybrid vehicles be cheap enough to ensure the mass production of and demand for fuel
cell technology?
Other participants at the Conference raised questions not addressed by Hammerli. What would
be the environmental and financial costs of ensuring a supply of materials? Given current
technology, the production of hydrogen requires high inputs of energy and creates its own
environmental impacts. These costs potentially out-weigh the benefits of the fuel cell.
Issue: From a public policy perspective, how do you explain that fuel cells are being
developed for the automotive industry while little or no work is underway for the railway
industry?
Response: The policy of the department at the National Research Centre is to be fuel neutral in
its research. The issue is emission reduction and not the fuel itself. It will take time for
fuel cells to become commonly and broadly used. It is important to note that the driving
force behind fuel cell research is the need to meet standards set in California to cope
with automotive emissions.
Issue: Are industries working together and with government to ensure that one industry does
not lose out to another because of new developments?
Response: Governments shouldn't dictate an industry’s research.
The next two presentations, by Bob Dunn and Steve Fritz turned the discussion in a more
technical direction, focusing on developments in fuel and locomotive engines.
Bob Dunn, National Research Centre
Railroad Diesel Fuel
Bob Dunn discussed railroad diesel fuel specifications, environmental concerns, fuel property
options, locomotive engine emissions testing and the Canadian railways' attempts to reduce fuel
consumption.
Dunn highlighted the fact that fuel is the single largest line item in a railway’s operating budget.
Developing fuel efficiency is one of the rail industry’s primary goals. Efficiency and performance
concerns must be traded off against three emissions, SOx, NOx and particulates. Increasing fuel
consumption as a means to achieve emission reductions is not an option.
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Methods that reduce one kind of emission can increase others. For example, retarding engine
timing reduces NOx emissions but, because it increases fuel consumption, it drives up the
railways' costs and increases other emissions, especially particulates. At the same time, altering
engine performance will not necessarily achieve the emission standards set by the EPA in 1998
(at present Environment Canada has no EPA equivalent but harmonization with the U.S. is likely
in the future).
Most of the railways’ efforts in North America have been to reduce consumption because it
reduces overall emissions. Initiatives include:
•
•
•
•
Shutting down idling locomotives – idling locomotives contribute a significant percentage of
overall emissions;
Better rail lubrication to reduce friction;
Fuel efficient locomotives;
Improved train handling efficiency;
These efforts to reduce fuel consumption by increasing engine efficiency do not necessarily
reduce specific harmful emissions. Consequently, new engine designs or overhauls are still
required. Work has concentrated on the engines themselves. Very little has been done on fuel
properties. The solutions found to reduce emissions will have to be cost effective. Policy makers
must be aware that the railways want cost-effective solutions. Encouraging the railways to
achieve these objectives will be more productive than forcing a solution on them.
Issue: How much lubricant enters into the groundwater systems when flange lubricator systems
are used?
Response: The lubricant is a grease that is not mobile. Only very, very small squirts of it are
used. The unit will be on all the time and will sense curves for heavier application. Most
of the grease will stay on the rail and the wheel flange.
Issue: Will the grease cause the train to over-speed in rainy weather?
Response: The grease should never migrate to the head of the rail. The system is designed to
apply small quantities that will be consumed as the train passes.
Issue: How do prices differ for fuels with differing specifications?
Response: In Canada the prices are the same for low sulfur fuels and others.
Steven Fritz, Southwest Research Institute
Development of a Low Emissions, Dual Fuel Locomotive Engine
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Steven Fritz looked at a new locomotive engine, the LaCHIP or Late Cycle High Injection
Pressure Dual-fuel engine developed by GasRail USA, a consortium of industry, government
and R&D interests. An earlier version of a dual-fuel locomotive used by Union Pacific was
prone to problems with the fuel injector so the Southwest Research Institute sought a new
injector design. Steven Fritz concentrated on the difficulties encountered while designing a better
dual fuel injector.
The goal set by GasRail was to develop and demonstrate liquefied natural gas (LNG)
locomotives that could outperform the newest diesel locomotives, with fewer exhaust emissions
and lower operating costs. They wanted to reduce NOx emissions by 75% without losing
output power or fuel economy and without raising other emission levels.
The LaCHIP is not radically different from a conventional diesel engine. The locomotive can run
on 100% diesel if problems occur with the natural gas injection system, making the engine more
attractive to operators concerned with the risks of using new technology.
Once developed, LaCHIP was demonstrated on a commuter locomotive operating in
California. The results are interesting. As, Bob Dunn has already noted, conventional diesel
locomotives can reduce NOx levels by retarding engine timing but reductions come with a
penalty: reduced fuel efficiency. The LNG/diesel engine also retards timing but because LNG
burns differently the loss in fuel efficiency is mitigated. A 50% reduction in NOx emissions was
achieved without loss in fuel efficiency. At 75%, fuel efficiency was reduced by 8-10%. In each
case other emissions were kept at current baseline diesel levels.
Issue: When will a gas demonstration project start?
Response: The project is in limbo. Two million dollars in funding is in the bank but nontechnical issues are holding the project back.
Issue: What is the cost of the additional equipment required for dual-fuel, motive- power
units?
Response: I have no answer to that but it will not be cheap.
Issue: The specifications for emissions will apply to new and rebuilt units. The critical issue is
the maintenance of the units, how the EPA will test for it.
Response: The EPA has not produced any such tests. On-line monitoring will have to take
place. The UP and BNSF have regular smoke emissions (monitoring) programs and in
California, fines do apply. Until the regulations are set, monitoring in Canada will be
informal. As a rule of thumb, if smoke is coming out - the unit should be looked at.
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Issue: We can expect motive-power units to operate about 1 million miles between rebuilds.
Under new emission standards will rebuilds have to be done more often?
Response: Only time will tell. The customer expectation is equivalency.
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Session 5
Environmental Management Systems
Chair: Anne Tennier
Anne Tennier, CP Rail
Responsible Care
Anne Tennier outlined CPR's new Responsible Care Program, its attempt to deal with
environmental issues. Responsible Care involves CPR in outreach and partnership with local
communities, its clients and chemical companies. A voluntary program, it takes into account
environmental, safety and health considerations. The Responsible Care Program has been
adopted by the chemical industry in 43 countries. Its guiding principle is to provide a framework
to improve environmental health and safety performance in chemical management.
The system has a code of practice with 152 elements in six areas: distribution, manufacturing,
hazardous waste, transportation, research and development, emergency response and
community awareness. The U.S. code of practice has only 106 elements. Each code has a
‘champion’ within CPR – a senior level official who is responsible for the implementation of the
practice across the country.
All management processes in a given area are assessed for compliance with the code. For
example, in the ‘distribution’ area, a short-line company’s selection of suppliers and distributors
and its facilities are assessed in accordance with a given ‘code of practice’. At the same time,
this information is communicated to the railway’s clients—chemical companies for example, and
the hundreds of local communities in which CPR has sites.
CPR is working to meet its goal. It wants to attain Phase One within three years—in the U.S.
the goal is to reach it in five years. CPR is working with executives from other companies, its
corporate sponsors and a national advisory panel. CPR’s goal is not simply to accomplish the
specific-area objectives in the Responsible Care process. Ultimately it seeks to integrate
Responsible Care thinking and processes throughout its Safety Plan Process. The goal will be
achieved with group workshops, high level coordination, monthly updates and a Responsible
Care information database.
Meeting these goals presents multiple challenges. Outreach, a necessary component of the
process, is complex because of the number of facilities the CPR manages. The chemical
business represents only a fraction of the railway’s overall business and many of the Responsible
Care code elements do not appear to be directly applicable even though they are and clients
must be made aware of it.
The Responsible Care program will provide a broad range of benefits. CPR will achieve the
alignment and integration of its existing activities, a mechanism for external and internal
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communication in the code areas and commitment at all levels of the organization. The
successful implementation of the program, dependent on the work of project management, will
facilitate a system of integrated planning that combines top down and bottom up dissemination
of information.
Issue: How does CP Rail’s Responsible Care Program compare with ISO 14000?
Response: With its focus on environmental management, the Responsible Care Program goes
beyond ISO 14000. There are some clear similarities although CP will not obtain
certification. A number of industries are moving to self-declaring their standard.
Chris Ludwig, CP Rail
Genesis and History of a Site Management Program
Chris Ludwig spoke of what CPR is learning about how to deal with site management and
environmental issues. Before the 1990s the emphasis was not on environmental issues. A
growing awareness of the environmental impact of rail operations has only developed in the last
decade.
In order to meet stringent environmental regulations, identify environmental issues for liability
reasons and move to a proactive stance on environmental issues, the company hired an
environmental engineer and created a Department of Environmental Affairs.
The process followed seven steps:
Step 1: Questionnaires
The process was initially reactive. The first step taken was to gather data, through
questionnaires and to create a classification system. All sites were assessed for potential trouble
areas – sources, pathways and receptors. In order to set priorities, sites were scored as
immediate, high, medium or low.
Step 2: Historical Review (Phase I)
The second step in the process involved gathering more detailed information on each site.
Geological and hydro-geological information was assessed to identify areas of concern.
Step 3: Subsurface Investigation (Phase II)
Step three involved obtaining hard data on each site. Test pits were dug, bore-holes were
made, wells were monitored, soil and ground water samples were taken and lab tests were
undertaken.
Step 4: Qualitative Risk Assessment
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In step four we analyzed the data in order to identify or confirm on and off-site impacts.
Step 5: Remediation Planning (Phase III)
Step five involved defining remediation goals, developing cost estimates, undertaking pilot
testing, preparing drawings and tendering a RAP work plan.
Step 6: Remediation Implementation (Phase lV)
In step six we undertook the recovery and /or containment of mobile free products on the sites,
we managed impacted soils and developed site-specific risk assessment and risk management
programs.
Step 7: Monitoring and Closure
A site is considered closed if no further action is required, if a land transaction has taken place
or if only routine monitoring and reporting is required.
Sites were classified into five categories. Action is being taken at all the sites in the highest risk
categories. All sites, regardless of classification, are going through assessment, plan
development and remediation. Once a site is ‘closed’ as a result of remedial action, CPR has an
interest in being proactive – making sure that further problems do not occur when establishing a
new site or expanding an existing one. The database CP is creating will assist them in this
process. CP has learned that following the process correctly is important in itself and that good
science should prevail because, in practice, regulation is neither straight forward nor even.
In the process to date, CP has learned a number of key lessons.
•
•
•
•
•
•
•
•
•
Spend the money up-front in order to classify the site properly
Follow the phased approach in sequence, before digging
Set realistic, obtainable and measurable remediation goals
For diesel fuel impacted sites, dissolved hydrocarbons are not an issue
Pilot test any proposed remediation system
Use a risk-based corrective action approach
Not all consultants are created equal
Not all regulators think the same
Let good science and common sense prevail
Issues: What is better, to leave a problem in place or to move it to another location.
Response: Material should be transferred from a sensitive site to a safe site because it lowers
the risk in the future.
Issue: Is CP likely to donate any land to the Trans-Canada Trail? If so, at what stage is the
transfer?
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Response: In most cases the track is gone and CP is just managing the vegetation.
Bill Aird, Canadian Transportation Agency
Railway Noise and the Public
Bill Aird discussed how the rail industry is involved in handling complaints from the public about
the noise resulting from rail operations. He first defined ‘noise’, analyzed how topography
affects the impact of noise in surrounding areas. The presence or absence of buildings in an
area makes a difference. Buildings block noise out, otherwise it flows into the community. Of
course, topography affects noise only to a certain extent. Even in areas where buildings provide
a buffer, rail operations produce noise that has an impact on the lives of the people living near
rail sites. The noise from train whistles, shunting and freight in motion are all within the 100
decibel level.
In cooperation with the RAC, the Canadian Transportation Agency (CTA) has developed a
voluntary compliance process. Prior to any official investigation of a complaint, railways are
contacted so that the problem can be solved amicably and by consensus.
Mr. Aird presented three case studies in which rail companies were faced with citizen
complaints. In most circumstances, a consensus was reached. In cases where a consensus was
not reached, the CTA ruled against the rail company. While it was recognized that shunting was
a normal business activity, the CTA ruled that the noise level created had to be reduced.
Aird maintained that while a number of measures can be taken to reduce noise, the most
important factor is the amount of land that separates the rail area from the population. Both
CPR and CNR now follow a 950-foot benchmark. As a result, noise complaints have
decreased.
Issue: Is there a national standard for noise?
Response: The American Association of Railways sued for and received national noise
standards. In Canada, these are used, informally.
Issue: How does distance affect the noise levels?
Response: The dissipation of decibels is proportional to the distance from the source of the
noise. It is straight-line function.
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Pamela Ladyman, CP Rail
Working Near Water
The measures rail companies take when working near waterways, and water in general,
demonstrates how they have worked to be proactive on environmental issues. For example,
CPR hired an environmental biologist. CP introduced a process that, when implemented onsite, reduces the railway’s negative impact on the environment.
The rail companies are subject to the Fisheries Act, notably to the broad definitions for working
near fish-inhabited water. The penalties imposed for harming water or adding man-made
elements to it that negatively impact either the environment as a whole or the fish population
itself, are particularly severe. The railways have recognized the importance of avoiding penalties
by carefully monitoring their own practices for potential violations of the act.
From the outset, an environmental consideration of the potential consequences of working with
or near water must be incorporated into the planning, design, construction and operation of a
site. The regulations must guide the entire process. Doing so protects a railway from liability—
from the cost of paying out compensation for damages. On any given project, up-front
expenditures result in lower costs over the long term. A proactive stance also facilitates the
creation of good relations with both federal and provincial officials, thus producing long-term
benefits for a rail company looking to invest in similar projects in the future.
The railways have voluntarily undertaken measures to create environmentally sound operations.
They are incorporating environmental policies throughout their organizations because they prefer
to invest in practices that are compliant rather than taking the risk of becoming liable for costly
damages.
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Session 6
Pollution Prevention
Chair: Anne Tennier
Rick Masterton, CN Rail
Waste Management Program at CN Rail
CP Rail is not the only company that has instituted environmentally sound processes throughout
its organization as a means of fostering good client relations and avoiding liability. Rick
Masterton discussed CN’s new waste management program.
Historically, waste management has not been a priority. Waste management is complex and
confusing because of the large number of service providers and orders. In the past it was
typically managed locally but concern for liability and the environment have made waste
management an important issue.
In April 1996 CN created a program to develop a baseline understanding of the kind of waste
management system the railway needed. A site-by-site audit was undertaken to collect data.
The railway began to realize that it needed a national strategy, policy and program if it was to
create a waste management system that was safe, environmentally sound and capable of
protecting CN from liability.
After drawing up a policy, the company realized that it had underestimated the complexity of the
issue. The audit had been rushed. In the future, upper management will be more involved and
more on-site assistance will have to be provided.
CN’s initial goal was to save $0.5 million as a result of the program. It is currently saving
between $0.5 and 1 million per year. The program was successful because of the process used
to identify the scope of the issue, the organization and the communication of the plan. Strong
leadership and shifting to one service supplier also helped us achieve success.
Issue: Given that contracts were awarded on a national scale, did you worry about liability for
sub-contractors?
Response: No. There were no specific liability clauses for sub-contracted services.
Issue: Who is responsible for cleaning up a rail accident site?
Response: The carrier is responsible for the clean-up of the accident. However, the
responsibility for the costs of clean-up is not always clear because it depends on the
cause of accident. If responsibility is not laid out in the contract or Act, a civil court will
decide.
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Issue: Are previous service providers being employed in the clean-up process now that CN
has a common service provider?
Response: In the new CN waste management contract with the service provider, local
contractors that were previously employed are used but now, national guidelines and
policy standards for cleanup and liability are in place.
Barry Munson, Environment Canada
Management of Used Railway Ties
Similar environmental and liability concerns have driven Environment Canada to create a
database and guidelines for used and new railway ties. Barry Munson discussed the problems
caused because of the Creosote in wooden railway ties.
1.4 Million ties are replaced each year and another 1 million are treated. Because of the
presence of pesticides in the ties, the Environmental Protection Act has created a priority
substance list that includes a risk assessment period of five years. 25 of the 44 listed substances
can be found in wooden railway ties, underlining the need for action.
A comprehensive approach involving all stakeholders (voluntarily, at first) is required.
Prevention, continuous improvement and verification of accountability are the components of the
approach. A system is expected to be in place by 2000, to be implemented in 2002 and to
produce report cards in both 2003 and 2005. The government is soliciting alternative
suggestions, indicative of the comprehensiveness and inclusiveness of the approach. However, if
the rail companies and other stakeholders fail to take advantage of this voluntary and inclusive
approach, government will mandate the program.
It is impossible to eliminate all the ties and poles currently in service. The life cycle of these
materials is too long to permit a planned phase-out in the short and medium terms. Our
approach will have to one of continuous improvement over the long haul.
Edgar Ladouceur, Transport Canada
Emergency Response Contractors as a Clean-Up Resource
Transport Canada has also been pursuing a program to create a database of information on
emergency response contractors. To date, the process has been ad hoc and uncertain. The
problem is that there has been no way of measuring or establishing the capability of contractors.
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The Railway Safety Act has to deal with a host of safety management issues because of the
volume of hazardous goods shipped every year (500,000 shipments totaling 30 million tonnes).
Most shipments create no problem, but the ones that do become big news. The issue needs to
be dealt with in a proactive manner.
The CARE program was designed to respond to the Transportation of Hazardous Goods Act.
Under this act, a shipper of hazardous products has to file a plan. At the same time, the
government started to identify emergency response contractors capable of providing a full range
of services. A series of surveys were conducted and a list of the firms’ capabilities drawn up.
Firms with self-guidance abilities as well as those that allow for third party verification that was
based on a clear set of agreed upon standards were classified.
This identification of providers was a four-step process, from self-identification to the inclusion
of classification standards—it included self-assessment, cooperation and verification through the
trade association. At various stages in the process the issues addressed included, the modes of
transportation, mitigation, remediation, dispute resolution, training processes, procedures and
equipment used.
The challenges inhibiting further improvement and verification were identified. One problem
identified was the fact that the industry is very competitive, making cooperation difficult. The
solution is to make providers feel more comfortable working with their competitors. The
trucking and marine sectors of transportation also need to be involved in the process and
equipment and training standards. In addition, related approval and certification procedures are
required.
Issue: Who is to be responsible for liability coverage when emergency response contractors
are used? Are there any regulators in this field?
Response: The guide to contractors is just a guide for companies that need to purchase
services. A carrier that transports dangerous goods has to obtain liability insurance at a
certain dollar value and must conform to regulation.
Brent Laing, CP Rail
Brownfield Redevelopment
Brent Laing discussed brownfield site cleanup. No national policy is currently in place. Yet it is
obvious that a strategy for dealing with brownfields is required, for the sake of the environment,
to facilitate the sale and lease of property and to avoid liability costs.
Brownfields are abandoned, idle or underused sites that could be redeveloped. Because the
sites are environmentally contaminated, they have to be cleaned up before they can be
redeveloped. Brownfield sites have become an issue because of the changes that have occurred
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within the rail industry. The move from steam power to diesel fuel is one example. The
industry’s decline and the resulting track abandonment and relocation to non-urban areas has
left railway companies such as CPR with a number of unused facilities that, if made
environmentally sound, could be redeveloped for commercial use.
Laing presented two case studies of brownfield redevelopment. Both examples were of large
sites with a history of heavy use. Both had been abandoned over time. A staged process for
cleanup was implemented. A survey of previous use was conducted and then the amount of
leftover materials and chemicals was estimated. Materials to be found and cleaned up include
hydrocarbons, asbestos and buried foundations.
In one of the sites, in Montreal, the process of redevelopment was undertaken in consultation
with the city, the province, local residents and area development agencies. Public meetings were
held for outreach purposes and two environmental impact studies were commissioned.
A number of lessons were learned as a result of the two cleanups. CP found that even detailed
studies are at times only rough guides. The original site plans did not necessarily include later
expansions. We found a lot of material we did not expect to find. It is particularly important to
establish good working relationships with all interested parties. Finally, dealing with liability
issues requires a strong legal framework.
In both instances, the proactive measures taken by rail companies and the fact that their
approach was inclusive and voluntary reduced the role of overt government involvement and
regulation. These processes also provided good opportunities for outreach with clients and
citizens. The existence of strong national policies and the willingness to pay for costs up front
mitigates complexity and confusion in the end.
Issue: What did you find when you worked on the Angus Yards? Was there any oil in the
motive power yard? What were the soil conditions? Were there any surprises?
Response: The program starts with an environmental assessment. The team did quite a good
initial assessment. The only real surprise was the extensive turn-of-the-century
foundations of which the team was unaware. They were very difficult and costly to
remove. Future projects will have to plan for these difficulties because they are
expensive and time consuming.
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Session 7
Passenger Rail
Chair: Pamela Sweet
There was no presentation from VIA Rail. Consequently, the passenger rail session focused
heavily on urban and commuter passenger services. The passenger rail session, like the
conference as a whole, found that, in all Canadian cities, there is a pressing need for alternatives
to the automobile. Unfortunately however, even successful passenger rail alternatives such as
GO Transit in Toronto face significant funding problems. That and other challenges will have to
be addressed if the system is to remain viable in the short and medium term.
Peter Lloyd, GO Transit
History of GO Transit
Peter Lloyd presented a history of GO Transit and discussed the challenges it is likely to face in
the future. In the 1960s the government of Ontario created GO Transit because of increasing
commuter automobile traffic along the shore of Lake Ontario. GO Transit was a $24 million
commuter train pilot project to be run on CN line. The first GO Train operated on May 23,
1967. The goal, to obtain a weekday ridership of 15,000 was achieved within 6 months, well
ahead of the two-year project time frame. GO Transit became a Crown Agency in 1974.
Today it operates on a nine-corridor network, on both CN and CP lines. It extends as far as
100 miles from downtown Toronto. Its daily passenger load is 134,000.
GO Transit was the first commuter rail service of its kind in Canada. During its over 30 year
history, GO has successfully met the changing needs of its passengers. With the development of
the “bi-level” GO car it has expanded service to meet growth in demand. It is also offering new
services, such as its “train-bus” service. The bi-level GO car was developed because the station
platforms were only 10 cars long and the trains could not be lengthened to increase carrying
capacity. The train-bus services were introduced in 1989. When the trains are not operating,
bus service is provided between Union Station and other train stations at which riders have
parked cars. The service allows for some degree of continuous service during the day.
These developments in passenger service, equivalent to inter-modalism in freight transport, have
enabled GO to achieve gradual improvements in its operating ratio. In 1999, the operating ratio
reached 85-90%. The train-bus service is, in fact, the fastest growing segment of the bus
industry. GO Transit’s Year 2021 Plan, provides for additional interregional bus services,
necessary in bus-ways and high occupancy vehicle (HOV) lanes.
Despite its success, GO Transit faces a number of problems. It is running beyond its capacity
and funding. Forecasts indicate that in the next 20 years GO Transit will face a near doubling of
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its ridership and an equivalent increase in demand for existing services. The most notable
problems are:
•
The transfer of funding responsibility from the Province of Ontario to the
municipalities in January 1999. The new governing organization is the Greater
Toronto Services Board (GTSB).
•
Over the next 20 years predictions of ridership increases (25,000,000 new
passengers) have put pressure on GO to find the $1.1 billion in identified capital
requirements to meet the forecasted demand. Some are suggesting the funding come
from a portion of the provincial gas tax;
•
Capacity for handling train arrivals and departures at Union Station has reached its
limits.
•
The future of possible rail line rationalization is uncertain. GO needs the cooperation
of the railways and political support for the preservation of rights of way,
particularly for the ROW that carried passengers in the past.
Issue: If the leaders of the various levels of government in Canada do not focus on the issue of
transit services and the movement of people in the future, we are going to be in trouble.
We will not be able to provide the level of service that is required to satisfy the public.
Issue: Does the old belt-line have any role for GO?
Response: No.
Issue: Do you have any data on how many riders to the station complete their trips on TTC?
Response: Approximately 30 - 40%.
John Pearce, Transport 2000 Atlantic
Recent Developments in Commuter Rail
John Pearce discussed the opportunities for high volume passenger corridors, both commuter
and inter-city, in western Canada. The preservation of existing rights-of-way for future
passenger use is a critical issue. If they are abandoned and disposed of, the corridor will no
longer exist to serve passengers. Realizing the potential for future development requires a very
long-term view.
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The Federal Government should honour its commitment to the preservation of such rights of
way. The Transport Minister, Hon. David Collenette made the following comments at a
meeting of the Montreal Chamber of Commerce:
Passenger rail cannot be overlooked as a key strategy to combat the ever-increasing
problems we’re experiencing with greenhouse gas emissions, smog and urban
congestion…. I will insist on better passenger rail service with more and faster
frequencies, restoration of routes that have been cut, new more innovative “niche”
services, and new equipment.
John then offered some examples of high volume corridors in western Canada where passenger
rail service is the most commercially viable, including:
Vancouver – West Coast Express.
The WCE operates 5 round trips weekdays from Mission to downtown Vancouver. The
terminal used to be a CP station. From there passengers can connect onto the Skytrain and the
Seabus to North Vancouver. This operation is a good example of how passenger rail service
can exploit the niche market of the future. Among the services that it offers are cappuccino bars,
5 trains with a minimum 30 minute headway, good, free, transit connections, washrooms, wheel
chair accessibility, insurance for emergency mid-day taxi trips home, and community college
lectures! Only in operation for 3.5 years the service has a 14% market share and is carrying
7,000 riders daily at 90% capacity.
Vancouver – Skytrain (LRT).
The Skytrain is a light rail service with unstaffed remote operated trains that use linear induction
propulsion. Initially criticized for its high capital cost, the train handles up to 140,000 passengers
per day. The train operates at speeds of 80 Km/h and headways of 2 (rush hour) to 5 minutes,
making it very competitive with alternative modes.
Critically important to the development of this line was the use of a B.C. Electric right-of-way
that runs from near the CN/GN downtown station, through an old CP tunnel under Vancouver’s
downtown core and east through Burnaby to New Westminster.
Vancouver - Regio-Sprinter to Langley, Abbotsford and Chilliwack.
In 1998, the use of Siemens Regio-Sprinter self-propelled light rail car as a commuter link
between New Westminster, Langley, Abbotsford and Chilliwack was considered. An old B.C.
Electric railway line would have been used for the service. Unfortunately the light rail vehicle is
not compatible with the heavy freight operations that move through Langley en route to Roberts
Bank. The service cannot afford dedicated track. The vehicle was also considered for use on
Calgary’s LRT and for a 20 mile commuter line into Halifax.
Calgary - Edmonton: Fast Inter-City Service.
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As late as 1985 conventional rail remained a popular service between Edmonton and Calgary.
The service was cut because of a rash of accidents, not because it lacked passengers. Early this
year a 400 Km/h elevated train was proposed for the corridor at a cost of $2 billion. However,
existing technology could be employed to restore and improve the old service in order to build
ridership and justify more sophisticated operations.
Montreal - Blainville service.
In its two years of operation, the Blainville service has grown from 2 to 12 trips per day. The
service runs between the Park Avenue/Jean Talon city terminus and Blainville. It has been so
popular that the province is investing $700,000 to improve infrastructure to cut running time.
Tim Lane, Transport 2000 Ottawa
Introducing a Commuter Rail System into a Canadian City
Transport 2000 Ottawa is working on a project to develop light rapid transit in the OttawaCarlton regional municipality. The Ottawa-Carlton Light Rail Pilot is a future-oriented
experiment that will facilitate transportation planning. The pilot will be an economical way to
gather information about how best to develop transit in the national capital region. The Light Rail
Project, as part of a multi-mode strategy, is one of the least expensive ways of expanding
Ottawa-Carlton’s public transportation system.
The Light rail project will run on 8 kilometres of Canadian Pacific Railway track. The proposed
project, because it links with existing transit ways, will enhance the present system. For people
coming from the south, east or west destined for Carleton University, it will save a lot of time.
The Light Rail Pilot Project will cost significantly less than a new transit-way. The capital cost
for the 8-kilometre light rail pilot is less than the cost of 1 kilometre of new transit-way.
The pilot uses existing tracks, bridges and tunnels. The pilot train accelerates fast because it is
light. It is smooth, safe comfortable, reliable and environmentally friendly. The light rail project
will move high volumes of people quickly. Consequently operating costs will be low.
The project will take place in two phases.
In Phase 1 of the project, the first line will run on 8 kilometres of track, in a north-south
direction from Lebreton Flats to Greenboro or South Keys. Trains will have a 15-minute
headway. The total trip, along the entire length of track, will take 12 minutes. Trains will serve
Confederation Heights, Carlton University and Carling Avenue. Travellers from the west,
heading south and those from the east, heading north will no longer have to go through the
downtown.
In Phase 2 a second line, 33 kilometres long will run east/west from Kanata to Ottawa station.
This line would also use existing track. The proposed line will serve the Kanata North high tech
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area, Bell’s Corners, Queensway-Carlton hospital, the Colonnade Business Park and the South
and East Ottawa industrial areas. The line will connect to buses from Barrhaven at Greenbank
Road and Woodroffe Avenue and from Kanata at the Queensway shoulder lanes west of
Moodie drive.
Issue: We are faced with a group of anti-transit activists in government who are obstructing the
development of transit. Do you see another gas tax as the most suitable form of
financing for transit operations?
Response: The real question is whether any particular project will be approved. The
governments are focused on the capital costs of projects, capital that does not exist.
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Session 8
Climate Change and Air Quality Issues
Chair: Russ Robinson, Environment Canada
Russ Robinson outlined the major challenges facing the transport sector, particularly those
relating to rail’s impact on the environment. A forum such as this provides an ideal opportunity
to learn of ongoing developments and of the inroads made in the transport sector in the recent
past. It helps us determine how to protect the environment.
Lionel King, Environment Canada
Locomotive Emissions Monitoring in Canada
Lionel King explored the program that monitors locomotive emissions in Canada. He discussed
the origins of the monitoring program, the recommended reporting requirements and the
underlying methodology — the ‘Emissions Factors’. He looked at the future of regulation and of
the relationship between government and industry.
The attempt to reduce GHG’s in the rail sector in Canada began in November 1990. At the
time the Canadian Council of Ministers of the Environment (CCME) published Phase 1 of a
management plan for reducing NOx and VOCs. The plan called for a 115,000 tonne cap on
total NOx emissions from locomotives, to become effective in 1992.
Environment Canada (EC) and the Railway Association of Canada (RAC) formed a partnership
and initiated a series of talks that resulted in a Memorandum of Understanding (MOU), signed
in December 1995. The MOU called for the implementation of a number of monitoring and
reporting activities. Between 1990 and 2005 the RAC will collect data, analyze and report total
NOx emissions for each year. The information will be collected from RAC’s members. The
MOU includes the 115,000 tonne voluntary cap on NOx emissions. In addition, the RAC
reports will include information on gross and net ton-miles, total fuel consumption, total HC,
SOx, PM, CO and CO2 emissions. It will provide projections for the years 2000 and 2005, an
analysis of the composition of locomotive fleets and of the progress made introducing
technology to reduce N0x emissions.
The main pollutants of concern are:
•
•
•
•
•
•
NOx  Nitrogen Oxides: Combustion reactions with Nitrogen in the air. A ground level
ozone precursor.
HC  Hydrocarbons (VOC): Unburned fuel.
S0x  Sulfur Oxides: From sulfur in the fuel.
PM  Particulate Matter: Diesel black soot - unburned carbon, under increasing scrutiny.
CO  Carbon Monoxide: Partly burned carbon - poisonous.
C02  Carbon Dioxide: Completely burned carbon, greenhouse gas
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•
H2O  Water: Completely burned hydrogen.
All of Canada has been divided into three Tropospheric Ozone Management Areas (TOMAs),
(1) the Quebec/Windsor Corridor, (2) B.C.’s Lower Fraser Valley and, (3) Saint John, N.B.
Environment Canada’s “Recommended Reporting Requirements for the Locomotive Emissions
Monitoring Program”1 lays out the rules for reporting. Emissions factors are calculated as a
ratio—emissions (grams) per gallon of fuel consumed.
The RAC uses emissions factors to estimate throttle notch profiles. It then assigns percentages
to the three duty cycles: (1) Freight - main and branch, (2) Yard and work train and (3)
Passenger train. A locomotive engine is tested at each notch setting. Three figures are
particularly important: (1) Brake horsepower (bhp), (2) Fuel consumption (lbs per bhp-hour)
and (3) N0x (grams per bhp-hour). Gross inefficiencies occur when engines are idle—idling
engines emit more pollutants than engines operating at middle or higher end speeds.
The RAC’s first report, published in 1997, included data up to 1995. A second edition is now
available for 1996 and 1997. NOx emissions rose, and exceeded the cap, during the economic
upturn of the late 1980s. N0x emissions tend to drop when there is a downturn in the economy.
Nonetheless, there is a more positive trend. N0x emissions (Kg per 1,000 net ton-mile) have
decreased. In 1975 locomotive engines released an average of .8 kg of N0x per 1,000 net tonmile. In 1997 the figure was below 0.6, a reduction of more than 25 percent. N0x emissions will
likely be reduced by a further 15 percent during the next decade. CO2 emissions were also
reduced by more than 25 percent over the same period and will be reduced by an additional
couple of percent by 2005.
In the 1990s both the public and the private sectors have been working together to overcome
the many challenges and barriers standing in the way of achieving a more environmentally
responsible transportation system.
Environment Canada has set the following goals for the future:
1)
2)
3)
4)
5)
1
To continue testing to refine the emissions factors and to account for technical progress
To refine forecasting methods
To determine the effect of EPA rules
To continue work on particulates
To maintain a consistent set of rules for monitoring.
Environment Canada. Report EPS 2/TS/8 (September 1994).
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Catherine Conrad, Federal Climate Change Secretariat
Update on the National Climate Change Process
Catherine Conrad discussed the Kyoto challenge. She considered the progress made towards
the goals set in the 1990s. She focused on the National Implementation Strategy (NIS) and the
critical steps to be taken in the year ahead.
The Kyoto challenge involved reducing CO2 equivalent emissions. In 1990, baseline emissions
totaled 599 megatonnes. If no action was taken to reduce them it was predicted that CO2
emissions would reach a total of 703-748 MT by 2010, 20-25% more than the Kyoto target
of 563 MT.
The Environment Minister held a series of meetings in December 1997 that resulted in an
decision to deal with climate change at the national level. Provincial and federal governments
both recognized the importance of climate change. In order to be equitable and fair to all regions
of the country, it is necessary to understand both the costs and benefits associated with the
implementation of a strategy for dealing with climate change. The Canadian process provides for
full participation of provinces and territories. The federal government, through the ministers of
energy and environment, is responsible for both the ‘management’ and ‘implementation’ of
Kyoto.
GHG emissions are unequally distributed across the regions of the country. Ontario and Alberta
are the biggest polluters. They exceeded 1990 levels by 23 and 35 percent respectively. In
fact, every province and territory had exceeded its 1990 levels of CO2 equivalent emissions, but
at lower levels than Alberta and Ontario.
Responsibility for GHG emissions is also unequally distributed among sectors. Transportation
was by far the most significant contributor of CO2 equivalent emissions. In 1990, transport was
responsible for roughly 150 MT of them and if left unchecked would produce 190 MT by the
year 2010.
The process of national climate change is under the leadership of the First Ministers. They are
working closely with the federal ministers of energy and environment. There are air issues
steering committees, federal-provincial councils, a national secretariat and an integrative group
composed of the chairs of each Issue Table.
Progress to date has been substantial. 16 Issue Tables composed of 450 experts from all levels
of government, from industry and NGOs have been created. The federal, national secretariats
are fully operational and the Integrative Group, composed of the co-chairs of each Table, meets
85
regularly. 21 foundation papers have been produced and each Table is undertaking options
analyses. A Climate Action Fund totaling $150 million has been created. 96 projects have been
approved for $32 million and more than 250 other ones are under consideration. A system
providing credit for early action (CEA) has been developed.
The government has been working to develop a full National Implementation Strategy (NIS)
consisting of: (1) alternate future paths for the NIS that will meet the -6% Kyoto target and (2)
an initial package of immediate measures to be taken (common to all paths). The NIS’s
business plan recognizes that climate change is a long-term issue. It sets out to be responsive to
changes made in both the international and domestic context. The process involves ongoing
options analysis and regular monitoring  evaluation of existing and new measures.
The critical steps to be taken in the years ahead include a timetable for implementation. Up to
the end of 1999 the focus will be on modeling and analysis, including scenario-based analysis to
assess paths. The next step will be to consider the other risk factors affecting the development
of the NIS, for example trilateral cooperation between federal, provincial and territorial
governments. It is hoped that the Ministers agree on key elements of the process, especially: the
strategy, the immediate measures to be taken in 2000-02, the selection of alternate paths and
the implementation plan.
John Spacek, Government of Manitoba
Transportation and Climate Change: The Transportation Table
John Spacek said a few words about the national climate change process and then moved on to
the Transportation Table’s work plan, focusing on the challenges it faces. The process involves
eight horizontal Tables, international mechanisms, analysis & modeling, public education,
technology, emissions trading, sinks, credit for early action and voluntary actions, and seven
sector Tables, Transportation, Electricity, Agriculture, Industry, Municipalities, Forestry and
Buildings.
Spacek showed a graph forecasting Canada’s greenhouse gas emissions (in million tonnes of
CO2 equivalent) by sector. He maintained that by 2020 the transport sector’s contribution to
emissions would exceed 2000 MT per annum. Analysis by fuel type revealed that road gasoline
would account for about two-thirds of the total emissions in 1990 but by 2020 road diesel will
be a more significant contributor to the problem.
The mandate of the transportation Table is: 1) to identify and assess the costs, benefits and
impacts of greenhouse gas reduction measures and 2) to work out an incremental plan to reach,
and perhaps exceed, the Kyoto target of –6 by 2010. The Transportation Table plans to begin
with the easier, cheaper options and then to progress to the more difficult, more expensive ones.
“Everything is on the table”, regulation, incentives, taxes and charges, technology, promotion,
86
emission trading and modal shifts. The transportation table has devised an analytical work plan
to study vehicle technology and fuels as well as freight and passenger services. The Table
includes 25 members from across the sector. Over 100 people are involved in the sub-groups.
The base for the Table’s work to date was a foundation paper written in December 1998.
Since then, 24 analytical studies have been conducted on freight, fuels, vehicle, infrastructure,
technology, taxes, competitiveness, urban/inter-city passenger and emissions trading. Mid-way
through the summer, the Table was expected to produce its options paper.
The Table has produced two draft reports on rail freight. The first reviews the socio-economic,
regulatory, policy or taxation issues affecting rail’s ability to reduce its greenhouse gas emissions.
The second is a survey of improvements made in rail technology and operations. It also
considers alternatives.
These studies forecast considerable savings for the railways. New locomotives, automatic shut
down devices and reduced idle time, lubrication between rail gauge and wheel flange and freight
car improvements facilitate heavier payload and less tare weight. The studies recommend
changes in capital cost allowance rates. These would serve as incentives for the further
introduction of new technologies and infrastructure improvements to reduce GHGs. The
technology of the future, not yet cost effective, includes the use of locomotives powered by
natural gas, cellulosic ethanol, electricity and fuel cells. The Table is going to consider the
potential benefits to be gained from service frequency consolidation, the reduction of trainspeed and the elimination of energy inefficient routings.
The Transportation Table’s options paper sets out to establish effective measures to reduce
emissions of GHGs. The costs of such measures must be assessed. The Table must also analyze
what sectors, regions or individuals are likely to be disproportionately burdened by the
measures and how each will benefit from them. How, for example, will competitiveness be
affected and will the measures reduce smog and traffic-congestion? The ministers are going to
review the options paper in the fall of 1999.
87
Presenters
Aird, Bill
Rail Infrastructure Directorate
Canadian Transportation Agency
Jules Lϑger Building
Terrasses de la ChaudiΠre
Ottawa, Ontario K1A 0N9
Phone: (819) 953 9924
Fax: (819) 953 8353
Ballantyne, Robert
President
The Railway Association of Canada
800 Rene Levesque Blvd. West
Suite 1105
Montreal, Quebec H3B 1X9
Tel (514) 879 8556
Fax (514) 879 1522
[email protected]
Brown, Walter
Director, Government Affairs
Engine Manufacturers Association
401 North Michigan Avenue
Chicago Illinois 60611-4267
Tel (312) 644 6610 Ext. 3581
Fax (312) 321 5111
[email protected]
Burtch, Terry
Director General of Railway Safety
Transport Canada
Tower C, Place de Ville
10th Floor, 330 Sparks Street
Ottawa, Ontario K1A 0N8
Tel (613) 998 2984
Connolly, Cathy
Assistant to the President
CP Railway
5th Floor, Gulf Canada Square
401-9th Avenue SW
Calgary, Alberta T2P 3C5
Tel (403) 319 6135
Fax (403) 319 9046
Conrad, Catherine
Senior Policy Advisor
Natural Resources Canada
Secretariat on Climate Change
55 Murray Street
Ottawa, Ontario K1N 5M3
Tel (613) 943-2686
Fax (613) 943 2694
Crocker, Lloyd
Cummins Eastern Canada Inc
7200 TransCanada Highway
Pointe Claire Quebec H9R 1C2
Tel (514) 695 8410
Fax (514) 695 4555
[email protected]
Dunn, Robert
Manager
Fuels, Lubricants and Materials
U89 Lester Road Uplands
Ottawa Ontario K1A 0R6
Tel (613) 998 8016
Fax (613) 957 0831
[email protected]
88
Ellwanger, Gunther
International Union of Railways
16 rue Jean Rey
Paris France F-75015
Tel 011 33 144 49 2031
Fax 01133 144 49 2029
Fritz, Steve
Emissions Research/Southwest Research
Institute
6220 Culebra Road PO
Drawer 28510
San Antonio Texas 78228-0510
Tel (512) 522 3645
Fax (512) 522 3950
[email protected]
Gow, Harry
Transport 2000 Canada
111 Sparks Street
Box 858 Station B
Ottawa Ontario K1P 5P9
Tel (613) 594 3290
Fax (613) 594 3271
Hammerli, Martin
Natural Resources Canada
580 Booth Street 7th Floor
Ottawa Ontario K1A 0E4
Tel (613) 996 5965
Fax (613) 996 9416
[email protected]
Holloway, Christopher
The Trans Group
130 Slater Street Suite 750
Ottawa Ontario K1P 6E2
Tel (613) 594 8700
[email protected]
Hubert, Daniel
Project Engineer, Advance Engineering
Bombardier Transportation
1101 Parent Street
Saint-Bruno Quebec J3V 6E6
Tel (450) 441 2020
Fax (450) 441 6417
[email protected]
Karimi, Esmail, Dr.,
Alstom Canada Inc.,
2155 Rosser Ave., Apt. 1
Burnaby, B.C. V5C 5E2
(604) 291 8881
Ladoucer, Edgar
Director, Railway Safety Programs
Transport Canada
Place de Ville Tower C 10 Floor B
330 Sparks Street
Ottawa Ontario K1A 0N5
Tel (613) 990 7745
Fax (613) 990 7767
[email protected]
Ladyman, Pamela
Environmental Biologist
CP Railway
2755 Lougheed Hwy., Suite 760
Port Coquitlam, B.C. V3B 3Y9
Tel (604) 944-5160
Fax (604) 944-5164
Laing, Brent
Manager, Environmental Affairs
CP Railway
5th Floor, Gulf Canada Square
Suite 2000
401-9th Avenue SW
Calgary, Alberta T2P 3C5
Tel (403) 319 7546
Fax (403) 319 3883
89
Lane, Tim
Transport 2000 Ottawa
239 Woodlawn Avenue
Ottawa Ontario K2B 5C8
Tel (613) 763-7360
[email protected]
Ludwig, Chris
Remediation Specialist, Environmental
Affairs, CP Railway
5th Floor, Gulf Canada Square
Suite 2000
401-9th Avenue SW
Calgary, Alberta T2P 3C5
Tel (403) 319 6139
Fax (403) 319 3883
Lloyd, Peter
Manager, Rail Equipment,
Willowbrook GO Transit
20 Bay Street Suite 600
Toronto Ontario M5J 2W3
Tel (416) 253 8892
Fax (416) 231 3487
Masterton, Rick
CN Railway
935 de La Guachetiere Street W.
15th Floor
Montreal, Quebec H3M 2M9
Tel (514) 399 4419
Mercier, Alain
Director, Business Development
Alstom Canada Inc
1830 Le Ber Street
Montreal Quebec H3K 2A4
Tel (514) 925 3618
Fax (514) 925 3826
[email protected]
Meyers, David,
Southwest Research Institute
6220 Culebra Road
PO Drawer 28510
San Antonio Texas 78228-0510
Tel (512) 522 3645
Fax (512) 522 3950
Moulis, Charles
AAHLEP
USEPA
National Vehicle and Fuel Emissions
Laboratory/OAR
2565 Plymouth Rd.,
Ann Arbor, MI 48105
Tel (734) 214 4826
[email protected]
Munson, Barry
Environment Canada,
Toxic Substances Division
Prairie and Northern Region
Twin Atria, #2, 2nd Floor
Room 200, 4999-98th Avenue
Edmonton, Alberta T6B 2X3
Tel (780) 951-8733
Pearce, John
President
Transport 2000 Atlantic
40 Lorne Avenue
Dartmouth Nova Scotia B2Y 3E7
Tel (902) 469 3474
Fax (902) 469 3637
[email protected]
90
Perl, Anthony
University of Calgary Department of
Political Science
2500 University Drive N.W.
Calgary Alberta T2N 1N4
Tel (403) 220 5633
[email protected]
Russ Robinson
Environment Canada
National Capital Region
10th Floor, 351 St. Joseph Blvd.
Hull, Quebec K1A 0H3
(819) 953-1601
Spacek, John
Director, Transport Policies and
Service Development Branch
Highways and Transportation, Manitoba
Credit Union Plaza
215 Garry St.
Winnipeg, Manitoba, R3C 3P3
Tel (204) 945-1025
Sweet, Pamela
Regional Municipality of Ottawa-Carleton
111 Lisgar Street
Ottawa, Ontario K2P 2L7
Phone: (613) 560-6058 ext. 6002
Fax (613) 560 6006
Tennier, Anne
Service Area Manager
Field Operations, Northern Ontario
CP Railway
440 South Syndicate Ave.,
Thunder Bay, Ontario P7E 1E5
Tel (807) 625-5621
Fax (807) 625 5634
91
Participants
Anderson, Don - Brotherhood of Locomotive Engineers
Bergman, David - Environment Canada (Winnipeg)
Burton, George - Transport 2000 (Saskatchewan)
Cameron, Roger - Railway Association of Canada
Cerilli, A. - Manitoba Federation of Union Retirees
Di Nella, Jeff - Transport Canada
Dupras, Diane - Via Rail
Eggleton, Peter - Telligence Group
Fronczak, Robert (U.S.)
Gilbert, Richard - Centre for Sustainable Transportation
Grywacheski, Darrell - Environment Canada
Gunhouse, Bryant - Transport 2000 (Winnipeg)
Hannon, Raymond - NAFTA TriCounty Rail Inc.
Harris, Nancy - Transport Canada (Sustainable Development)
Hucker, Thomas G. - Brotherhood of Locomotive Engineers
Lawson, Alex - GFI Control Systems Inc.
Liivamagi, Harri - Canadian National Rail
McDonald, Ken - Brotherhood of Locomotive Engineers
McDougall, Tony - Agriculture and Agri-Food Canada
Nadeau, Kathleen - International Institute for Sustainable Development
Nishizaki, Roy - Transport Canada (Transportation Development Centre)
Nordholm, Art - Transportation Safety Board
Olshewski, Doug - CAW, Canada
Payne, Malcolm - Engine Systems Development Centre
Roger, Lew - Transport Canada (Surface Prairie & Northern Region)
Sandberg, Nels
Sandell, G.A.
Sisler, Robert - Transport Canada (Environmental Services)
Smith, Doug - Transport Canada (Rail Policy)
Sokolowski, Danny - Environment Canada (Environmental Emergencies)
Soloway, Doug - Transport Canada (Winnipeg)
Storry, Guy R.
Tivy, Robert - Transport 2000 (B.C.)
Treichel, Todd - Association of American Railroads
Walker, Wilfrid - Transport 2000 (Ontario)
Wells, Kathleen - Industry Canada
Werner, Endl - Canadian Pacific Railway
Wheten, Michael A. - Brotherhood of Locomotive Engineers
Wilson, W.A. - Transport 2000 (Ontario)
92
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