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

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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

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• 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.

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0

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20

30

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1920 1940 1960 1980 2000 2020 2040

Actual and projected world-wide discovery, extraction, and demand for conventional oil, 1920-2040

(in billions of barrels per year)

EXTRACTION

Data sources: Oberle Oil Corporation; International Energy Agency

DISCOVERYDEMAND

DISCOVERYDEMAND

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 Fuel Consumption (litres) Rail 304 2.15 billion Truck 233 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 fuel-efficient than truck, based on rolling resistance. It is estimated that rail is 3 times more fuel-efficient 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.

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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 Tax as a % of revenue USA Marine 2.9 % Manufacturing 4.9 % Air 6.3 % 3.2 % Motor Carrier 7.9 % 8.1 % Railway 14.2 % 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

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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) 34 % NOx reduction Tier 1 (2002-2004) 49 % NOx reduction Tier 2 (2005 + ) 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; pre-production 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 fuel-efficient locomotive units.

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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”

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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

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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.

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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.

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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, self-assessment; 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

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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:

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• 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.

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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

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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

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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

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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

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• 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.

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.

De Mann, Bradley et Hughet.- Geophysical Research Letters, 15 mars 1999.

Année

_ _ _ 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)

AN

OM

AL

IES D

AN

S L

A T

EM

PÉ

RA

TU

RE ( °°C

)

Température en surface de l’hémispère Nord au cours du présent millénaire

Erreur estimée

moyens continus

moyens estimés

21

0

10

20

30

40

1920 1940 1960 1980 2000 2020 2040

Actual and projected world-wide discovery, extraction, and demand for conventional oil, 1920-2040

(in billions of barrels per year)

EXTRACTION

Data sources: Oberle Oil Corporation; International Energy Agency

DISCOVERYDEMAND

DISCOVERYDEMAND

CST

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 Passagers Marchandises Technologie 41 % 47 % Occupation 15 % 10 % Virages dans les modes 7 % 24 % Activité 26 % 19 % Coupures 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.

Découvertes, extraction et demande réelles et prévues pour le pétrole classique, de 1920 à 2040

(en milliards de barils par année)

DÉCOUVERTES

EXTRACTION

DEMANDE

Sources pour les données: Oberie Oil Corporation; Agence internationale de l’ l'énergie

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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 Consommation de carburant (litres)

Chemin de fer 304 2,15 milliards Camions 233 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

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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.

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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 Taxes en tant que % des produits É-U. Marine 2,9 % Fabrication 4,9 % Aéronautique 6,3 % 3,2 % Transporteur routier 7,9 % 8,1 % Chemin de fer 14,2 % 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.

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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

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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

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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

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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

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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.

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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’auto-déclaration 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

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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 méga-tonnes d’émissions d’équivalent-CO2. En 1990, les émissions de base étaient de 599 méga-tonnes. 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

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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 :

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• 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.

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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

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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.

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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

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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

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Workshop Proceedings Index Page Reception Presentation Richard Gilbert…………………………………………..42 Opening Address 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

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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 Chair Peter Lloyd History of GO Transit……………………………………….….74 John Pearce Recent Developments in Commuter Rail……………………....75 Tim Lane 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

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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

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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

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

0

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1920 1940 1960 1980 2000 2020 2040

CST

Actual and projected world-wide discovery, extraction, and demand for conventional oil, 1920-2040

(in billions of barrels per year)

EXTRACTION

Data sources: Oberle Oil Corporation; International Energy Agency

DISCOVERYDEMAND

0

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20

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1920 1940 1960 1980 2000 2020 2040

CST

Actual and projected world-wide discovery, extraction, and demand for conventional oil, 1920-2040

(in billions of barrels per year)

EXTRACTION

Data sources: Oberle Oil Corporation; International Energy Agency

DISCOVERYDEMAND

CST

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by mode shifts and activity changes. The OECD’s program for sustainable transportation is concentrated in the following areas:

Area Passenger Freight Technology 41 % 47 % Occupancy 15 % 10 % Mode shifts 7 % 24 % Activity 26 % 19 % Downsizing 11 % 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!

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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 Fuel Consumption (litres) Rail 304 2.15 billion Truck 233 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

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estimated that rail is 3 times more fuel-efficient than truck. Without exception, rail is a more fuel-efficient 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 Tax as a % of revenue USA Marine 2.9 % Manufacturing 4.9 %

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Air 6.3 % 3.2 % Motor Carrier 7.9 % 8.1 % Railway 14.2 % 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

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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.

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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.

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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

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• 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) 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

2) 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.

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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.

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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.

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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.

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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

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3. Charging of air cooling with turbo-charging 4. Electronic controls (independent timing and amount of fuel charge) 5. Lo-Sac injectors 6. Reconfiguration of combustion chambers 7. Increasing of injection pressure/injection rate 8. Rate shaping 9. 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

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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.

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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?

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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, rule-based 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.

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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.

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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.

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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 Switch K2000E NOx 18.1 26.6 7.9 CO 2.0 3.2 1.3 HC 0.67 1.48 0.8 PM 0.46 0.55 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.

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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 non-

technical 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 on-site, 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 Ottawa-Carlton 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 ton-mile. 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) To continue testing to refine the emissions factors and to account for technical progress 2) To refine forecasting methods 3) To determine the effect of EPA rules 4) To continue work on particulates 5) To maintain a consistent set of rules for monitoring.

1 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

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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,

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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 train-speed 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.

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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 ROBERTB@RAILCAN.CA 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 walt_brown@sba.com 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 lcrocker@ecan.cummins.com Dunn, Robert Manager Fuels, Lubricants and Materials U89 Lester Road Uplands Ottawa Ontario K1A 0R6 Tel (613) 998 8016 Fax (613) 957 0831 bob.dunn@nrc.ca

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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 Sfritz@swri.org 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 mhammerli@nrcan.gc.ca Holloway, Christopher The Trans Group 130 Slater Street Suite 750 Ottawa Ontario K1P 6E2 Tel (613) 594 8700 holloway@magma.ca Hubert, Daniel Project Engineer, Advance Engineering Bombardier Transportation

1101 Parent Street Saint-Bruno Quebec J3V 6E6 Tel (450) 441 2020 Fax (450) 441 6417 dhubert@transport.bombardier.com 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 ladouce@tc.gc.ca 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

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Lane, Tim Transport 2000 Ottawa 239 Woodlawn Avenue Ottawa Ontario K2B 5C8 Tel (613) 763-7360 Timlane@istar.ca 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 alain.mercier@transport.alstom.com 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 moulis.charles@epa.gov 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 jk.pearce@ns.sympatico.ca

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Perl, Anthony University of Calgary Department of Political Science 2500 University Drive N.W. Calgary Alberta T2N 1N4 Tel (403) 220 5633 aperl@ucalgary.ca 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

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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)

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