a strategy for sustainable transportation in ontario

Contents Collaboratie?e participants

Message to the Premier

Foreword

A recommended strategy for sustainable transportation

Greenhouse gas facts and figures

Transportation sector facts and figures

Why take action on climate change?

Education and awareness - fundamentul to progress

Towards more compact, mixed-use communities

Effecting a shift from automobiles to transit

Cleaner, more fuel-efficient automobiles

Reducing emissions from freight transport

Conclusions and future directions

Collaborative members signatures

Acknowledgements and

I

Y Cooper Automotive .

Contemporary .Information Analysis

General Motors of Canada

GO Transit ’ 1

Hough Stansbury Woodland Naylor Dance

Iain Angus and Associates

IBI Group

‘International Development Research Centre .

Municipality of Metropolitan Toronto

National Round Table on the Environment and the Economy

Navistar International

Ontario Corn Producers’ Association

Ontario Hydro

Ontario Northland Transportation Commission

‘Ontario Round Table on Environment and Economy

Pollution Probe

Region of York

Runnalls Research Associates Inc.

Sierra Club of Canada

Sunoco Inc.

Union Gas.

University of Toronto

Waterfront Regeneration Trust

Qyhc ; 2

q

Repokbf the Transportatidn and Climate Change Collaborative

Honourable Michael Harris

Premier of Ontario

;i,,i II

I :.. *I ‘1x>.*!, Dear Premier Harris: _>,i cc,:, ,.

It is our pleasure to present the report of Current transportation trends are. not the Transportation and ‘Climate Change sustainable. Canada will not meet its Collaborative. The report contains a national objective of stabilising green- transportation’ strategy and actions that house gas emissions at 1990 levels we believe will move Ontario towards a by the year 2000 without a substantial more environmentally, socially and contribution by Ontario. As a national economically sustainable future. and international leader on transpormtion

policy, Ontario should continue to lead in The members of the Collaborative and the broader context of sustainable trans- the transportation sector stakeholders portation. Other regions. and countries and.individuals who contributed to this .. are beginning to take action on climate report believe climate change is a serious change. Canada ‘cannot afford to fall problem and want to see progress made behind. on reducing carbon dioxide emissions and the related risks of climate change. We To meet the global challenge posed. by believe this can and must be done while climate change, all nations will have to maintaining Ontario’s ,economiL competi- alter some, of their transportation policies, tiveness and providing the public with technologies and practices. Ontario can access to essential and affordable trans- benefit greatly by accepting the challenge .portation services. now and securing a leading position in

developing the technologies and services that will be needed in the next century. We encourage a full range of actions by governments, industries and individuals to meet the transportation needs of the future in a sustainable way.

J& Grant Chair _

A&e Whyte- - Vice-Chair November 1995

2 ‘,

-7% 3 Rep&t of the Transportation and Climate Change. Collaborative

.

mber 1995, the We believe our society can make progress

ioned research and towards meeting the climate change chal!enge and we invite governments, industry and the people of Ontario to deal with the greenhouse gas-implications of their transportation decisions. Collabora- I tive members believe that leadership on climate change in Ontario will build confic$nce in Canada and other nations that progress can be made to resolve one

e emissions, since of the greatest environmental challenges facing the world in the 21st. century.

ntario s tram+. portatian sector. The strategy proposed in this report will contribute to rhe national ’

portation energy demand and related carbon dioxide emissions in Ontario,

-while providing essential services and -

sector. Con- #

cant. including future job losses to corn-

A strategyfor sustaincible t~ansportution in Ontario

.:;g’ A recbmmended st&ey fop sustainable &&$$S I il <>_ <> *j *; ‘J;,*e*

‘I’*’ .‘2”’ , ,:pp i” ,“ly”“’ tramportat~on

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:rjor,s,> ““ ,( ‘I, j $r:@lr’ li ,& la <::>$i : ;,;;;:; <:*’ ;:;;;i:;; ‘>ri>ji<i T+ research studies were cotimissioned to advise the Collaborative on how to deal <~“iWll <, I_ I* <I<:*:I!. with carbon dioxide emissions from transportation. (see last page of this report). The “‘,‘.r” ,” *K;i.f research reports and the eriews of the transportation sector stakeholders who revised iiGii~ ,r,:>:-, and commented on the reports form the base upon which Coilaboratiae members j II,I:, ,.>,, , ,,, >, _,;_; recommend the follo’wing sustainable transportation strate& for which many of the

,: :, / >,, _;, :>, reco&zmendations require provincial leadership. _I ,I, ._,_, : _,_ < - . . The m&n components’of the strategy, not listed in order of priority, are summarised .:.

‘_’ s <I below. The strategy components are explained in greater detail in la& sections of the report.

., : .,

Education and 0 Design and implement a broad range of programs to

awareness - ensure that the public understands the risks of climate fundamental to progress change and the need to economize on the use of .fossil

CD. 15-16) fuels. I

. . r .

I

0 Implement policies that will bring about more compact, Towards more compact,

mixed-use development in urban areas to shorten travel mixed-use communities distances and reduce vehicular travel demand.. (pi 17:18)

Canadian cities use four

Effecting a shift from 0 Establish decision-making bodies in large urban areas to to five tjmes more automobiles to transit evaluate, plan and deliver integrated transportation and energy fortransporta- <p. 19-20) urban development, as well as integration of transit tion than comparable

Existing funds for public systems and services. European cities.

transit must be main-

.tained and used more 0 Implement transit priority measures. to make transit

wisely, and new invest- time-competitive with automobile travel.

ments must be made to 0 Maintain sufficient funding to ensure adequate transit,

ensure that public .. capacity: increase the acceptability of using funds from

transportation choices user pay sources to improve public transit and enhance

rand alternatives are transit service in areas with sufficient populatioridensi-

effective.. ties.

0 Implement pricing and supply policies to control parking and encourage transfer to transit.

I I 0 Implement fuller cost pricing for transportation modes to Cleaner, more fuel-

discourage the overuse of single occupant vehicles and. efficient automobiles encourage the use of more fuel-efficient technologies and (p. 21-25)

transportation modes. Hidden costs should be

0. Develop a Memorandum of Understanding with automotive manufacturers to increase the availability of fuel-

~~~~~c~s~~a~~~flaS :

efficient models, recognizing the linkage between gaso- costs.of pollution,

line prices and consumer demand for more fuel-efficient accidents, health and

vehicles. : ‘. policing are paid for by society, but their

0 Implement mandatory vehicle inspection and maintenance programsin large urban areas to ensure the

connection to transportation Is poorly under-

proper operation of emission- control equipment. stood by most people.

of the Transportation and Climate Change Collaborative

I

A strategyfor sustainable t&nspdrtation in Ontario

0 Maintain incentives for the use of cleaner alternative Any move to significantly

fuels and explore ways to promote further the development .and use of alternative fuelled vehicles.

increase taxes or user charges should be

0 Develop an Ontario capability to participate in the U.S. government’s and the Big Three auto manufacturers’ Partnership for a New Generation of Vehicles (PNGV). The PNGV is working to develop vehicles that will achieve a threefold increase in fuel efficiency over today’s vehicles; while maintaining size, performance, utility and safety.

Reducing emissions from 0 Enhance inter-modal freight transfer facilities and serv- freight transport ices and encourage the development of new inter-modal (p. 26-28) technologies and service levels. Properly applied, user fees and fuller cost

considered in the

broader context of overall reform of the tax system, including,th.e

issue of fair and equitable taxation,.and should recognize the need for a’ comprehensive plan to sustain the health of the environment and the

economy.

Report of the Transportation and Climate Change Collaborative

A strategyfor sustainable transportation in Ontario

A ~cotim~nded stmtegy for swtcknable transportation

.If fully implemented, ‘the recommended The.railways are, however, making’ Current urban tknspor- strategy will yield significant benefits in significant improvements. in their tatiora trends are not terms of improved public health, due to inter-modal operations and services and it swsta~~a~le. In the lower smog levels and lower levels. of is here that some of the best prospects for Greater Tcrontc Area,

toxic chemicals (such as benzene) in the future fuel efficiency gains can be found. the amount of energy air, economic savings from timely mainte- eQ~s~med by transpor- name, rehabilitation and improvements If implemented.as a comprehensive tation c~uid aimost to existing transportation infrastructure, package, the sustainable transportation double by the year and lower carbon dioxide emissions than strategy should set in motion an upward 2021, duets the ex- projected as. a result of current transpor- trend of increasing urban population panding popufation, tation trends. It will also help restore density, land use diversity and public increasiag levels of car Ontario’s economic competitiveness,. transit use, in concert with decreasing ownership and increase5 which is threatened by traffic congestion single occupant vehicle use, increasing in the distance travelled in major cities, ‘particularly the Greater automobile fuel efficiency and a more per ‘person.

Toronto Area. energy-efficient freight transportation system. %conomic benefits to the prov-

The strategy is proposed as a comprehen- ince should result from lower energy

sive and integrated package of initiatives. costs .and the stimulus provided by

Education and awareness-raising initia- increased investment in transit systems. Benefits cf the recom-

tives explain to people- the economic, New and improved transportation tech- endeql strategy: social and environmental benefits of nologies should be developed and com- 0 Bower greenhouse gas more sustainable transportation, includ- mercialized, resulting in additional emissions ing the need to conserve fossil fuels. economic benefits. Finally, the strategy. I

Compact, mixed-uge’communities sup- * lower smog ievels

should result in lower pollution levels,

port cost-effective public transit and improved public health and safer, more * tess traffic congestion

reduced automobile dependency. : vibrant city streets. * shorter travel times

Increased gasoline prices reduce single 8 more cost-effe&e occupant vehicle travel and promote the The Collaborative believes the ‘more transportation systems

use of cleaner fuels and.efficient vehicles. broadly the strategy is shared across 1 B lower net energy costs

More fuel-efficient vehicles decrease Canada, the greater the effect it will

carbon dioxide emissions and reduce have. The strategy should be widely vestment and em-

transportation costs. disseminated to the people of Ontario and oynnent related to .‘,

new technologies and’ 5;” shared with other governments.in ~serwiees I l:l:l,l_

Freight movement poses a special chal- Canada. Many of the cqmponents of the : g ;gg

* more vibrant city lenge. Carbon dioxide emissions are

:,,:,_>

strategy work ‘best when implemented on :> ,,,, > $,,

streets , ;:,“:p’,y

expected to increase as Ontario’s popula- a Canadian or a North American basis. <_ >‘a, I”< > e more transportation ‘3 ” :’

tion grows, commercial freight volumes I. ;, <,,a,

choices and better _~,~‘?:,~“~~ increase and industrial activity .becomes a&ess for people ,,:,’

..integrated into a North American freight ‘;. ; ,,” . .

logistics-system dependent on timely, ,,,:

‘EcopaomiC imp+s of tll.e

efficient transpcrtation. Improvements r~e~mme~de~strategy:

in vehicle technologies and operating e higher transportation performance will continue to be made, user fees for some

but a major’modal shift from truck to rail mode;

does not appear. likely in the absence of e research and deweiob-

policy measures that were beyond the ment costs for n&w

scone of the Collaborative to address. _ technologies

e effect .on gasoline producers

./

+\I& =\ 8 Report ofthe Transportation cd Climutc Change Colkzborutiue

9d :

k strategyfor sustainable transportation in O?itati

Greenhtqse gas facts and j?&wes

Relative contributions to the greenhouse effect Relative contributions to the greenhouse effect of greenhouse gas emissions from-human activities of greenhouse gas emissions from-human activities

Global 1989 Canada 1990

Carbon Dioxide Nitrous Oxide

15% athane

Othey&Cs Nitrous Oxide Carbon Dioxtde

Source: J. T. Houghton, et. al., Climate Change: The IPCC Scientific Assessment, 1990.

SOUWL Canada’s National Report on Climate Change, 1994.

:

Carbon dioxide emissions by region Source: Carbon Dioxfde Information Analysis Centar

1950

Australia Canada & United States

Europe

Canadian CO, emissions, 1990

by province by sector

Ontario CO, emissions, 1990

by sector by transportation mode

Residential, h,dustria, commercial and

Residential, commercial and

32% 32% Automobiles

Ontario Transportation source: Source: Canada’s National Report on Climate Change, Energy Outlook; Natural R&ources Canada,

Source: Canada’s National Report on Climate Change, 1994. 1994. October 1994



Dansportation sector facts ‘and figures

Modal distribution of freight traffic in Ontario, 1992

RAIL3

Source: Statistics Canada; 53-222,5552-216,54~205,51-501 E (percentages had on relative total tonnages transported)

.

How people travel in Ontario

Mode Millions of tiehicle-km (1990)

Vyalking, cycling 200 Cars and light trucks .75,000 : Public transit - Intercity. bus ‘152 - Urban and GO Transit 457 Rail (VIA and ONTC) 12 Air 298 SOURCE:

Total 76,709 Ontako Round Table on Environment and Economy,

Transportation Sector Task Fqrce Report, 7992

&, =\ 10 sepoti ofthe fkansportation und Climate ChangeCollaborative

A strategyfor.susta&table transportation in Ontario

.

Confident projections of regionhl characteristics

of climate change and variability, and the related frequency and severity of extreme weamer events, are still beyond the capabilities of science. Such .----a-t ities do not reauce me risk of

5ut do increase

the need for fl&xibility in resnonse measures.

The effects identified in the Climate Change Impacts Studs done for the Collabdrative indicate that climate change might have beneficial effects, such as improved growth potential for vegetation in some areas of the province, but would also have negative effects. The greatest risks of related damage.maj, well come from the local and regional eflects of altered frequency, sever&and duration of extreme events, including thunderstorms, hail, tornados; droughts and floods, as well as the increased variabil- i@ of water supplies.

:

.. Inte+nationul and national climate national transportation sector emissions.

change eommitlz‘lents Thus, the Ontario transportation sector

Canada tabled its National Action Pro- accounted for approximately 10 per cent

gram on Climate Change at.the first of Canada’s total carbon dioxide emis-

Conference of the Parties to the Frame- sions in 1990.

work Convention held in Berlin in April. 19.95. The National Action Program

During the past 200 years, carbon dioxide

noted that current forecasts predict concentrations in the atmosphere have

Canada’s greenhouse gas emissions could increased by more than 25 per cent

be 13 per cent higher than 1990 levels by relative to the average levels analysed for

the year 2000, if no further measures are at least the past l,OO.O years. If the

undertaken. All jurisdictions in Canada concentration of carbon dioxide doubles,

are actively studying additional measures as appears almost certain within the next

that can be taken to meet the national century, global temperatures will warm,

objective. These measures will be dis- likely by 1.0 - 3.5 degrees Celsius accord-

cussed at a joint meeting of the Canadian ing to the best scientific estimates. A

Council of Ministers of the Environment warming of this magnitude and in so short

and the Council of -Energy Ministers in a time is unprecedented in human history

November 1995. There is an emerging international scien-

Progress on reducing greenhouse gas tific consensus, recently expressed by the

emissions from the transportation sector Intergovernmental Panel on Climate

will be essential to’meeting Canada’s Change in its draft Second Assessment

international commitments. Carbon Report (1995), “that global mean tem-

dioxide is the principal greenhouse gas perature changes over the last century

emitted by Canada, accounting for more are unlikely to be.entirely due to natural

than 80, per cent of the total effect of all causes, and that a pattern of climate

Canadian greenhouse gas emissions. In - response to human activities is identifi-

1990, the transportation sector was able in observed climate records.” For

responsible for more than 30 per cent of example, the 12 warmest years during the

the carbon dioxide emissions in Canada. past Century have all occurred in the last

In turn, the Ontario transportation sector 15 years. Seven of the worst forest-fire

accounted for more than 30 per cent of years in recorded &nadian history have

Major windstorm disasters (1960-l 989 global estimates)

1960-69 1970-79 1980-89

Windstorm disasters 8 13 29 ._ . . SOURCE:

Loss to -the economy 20.5 billion 28S billion .34.3 billion (1990 - B U.S.) Munich Reinsurance Company (I 99 1).

insured loss Windstorm - New Loss Dimensions of CI

4.6 billion 7.5 billion 16.6 billion Notoral,Hazord. p. 7.

A strategy for sustainable tynsportation in Ontario


occurred-in the last 15’years. While there Efsect.9 of climate change on Ontario are uncertainties associated with the

A study done for the Collaborative titled prediction of rates and regional distribu- tions of climate change and the associated

Climate Change Impacts: An Ontario

risks, the phenomenon of greenhouse gas Perspective indicates many potentially

induced climate change itself is well serious effects if the concentration of

-established. carbon dioxide in the atmosphere doubles.

I Several of these potential results are

Glob& effects of climate change noted below:

Climate change poses many threats to the 0 Average warming across the province

world economy and international secu- of 3 to 8 degrees Celsius is likely to

rity. Sea level rise due to the thermal occur (i.e. greater than the global “...the insurance industry

expansion of water- and the melting of average warming of 1 .O to 3.5 degrees

isfirst in line’to be glaciers may displace millions of people in .celsius).

affected by climate change. It is clear that

low.-lying deltas. Increased risk of re- 0 The ,net supply of surface’ water to the gional aridity and drought may create .

glob&warming could Great Lakes basin is expected to

bankrupt the industry.” severe local food shortages. An increase .decrease by as much as 50 per cent.

Frank Nutter, President of the Reinsurance kociation of America

in extreme weather events, sutih as floods, droughts and cyclones, may cause- losses

0 Mean lake levels appear likely to fall

that exceed the financing capacity of the from 0.5 to 2.5 metres in the Great

insurantie and reinsurance industries. Lakes.

Ontario and Canada have an interest in . 0 Parts of Ontario would be invaded by helping to prevent these large-scale species of.insects and wildlife not changes because we will not be able to normally seen in this province,

I

ignore their donsequence- ~n~~n~~~~ developing countries will 0 Canada and other industi 1

for the transfer of energy

Lbke /eve/ drop during 7 960’s . .

a. IVL”ID”YO1,

look towards ialieed countries -efficient tech- ouse gas emis-

drought, rllustratespne of the potentid effects of climate change under a CO, doubling scenario.

nol.ogies to reduce greenhc &mc and fnr hQln tn cnn y--“y “:‘- avz ‘-y IV -Y e with the effects of climate- change. -0

New diseases would move into Ontario and those-already present may increase in severity and distribution. A higher mortality due to heat stress would also be expected.

An estimated 30 new warm water fish species may invade the Great Lakes, while some existing species may -disappear.

0 Conditions suitable for the boreal forest are. likely to disappear in much of the Great Lakes basin, to be replaced by temperate forest.

F~ 0 Some outdoor winter recreation

i. 5 activities and related industries could

be eliminated,. including the southern ,‘ p;z Ontario ski industry.

f The negative economic. and social effects’ ;Ir .w of climate change would likely include:

L loss of. shoreline amenities and recrea- c.

tional opportunities: less hydroelectricity production in, the Great Lakes region,

port of the Transportation and C&mate Change Collaborative

---I A strategyfor sustainable transportakion in Ontario

conflicts- and .trade-offs among water cient than older cars that are being

users, including demands for the diver- retired, efficiency improvements have

sion of Great Lakes water to the United begun to level off in recent years. The, States and within Ontario; more frequent gains made during the past two decades in

dredging .of shipping channels and reducing emissions of regulated air pollut-

harbors; a higher rate of mortality due -to ants and improving fuel efficiency will

heat stress; more frequent air quality soon be overcome by increasing per incidents, with related fatalities. and. capita rates of car ownership and use, and respiratory and cardiovascular illnesses; by .the: projected increase in Ontario’s

and increased forest losses from fires, population. insects and diseases.

‘Current emission trends, if not checked, Economic importance ofl bntario ‘s

automotive sector

suggest that a tripling of the carbon .$ Concerns about climate change and other L_

dioxide concentration in the atmosphere ;

could occur in the next century.. The z environmental impacts of transportation

provide an impetus for action, but pro- -z =

speed ‘of warming and the frequency and 2

: 1 1 severity of climatic events accelerate

posed measures to deal with these issues must be weighed against the costs of the

g

under scenarios that go beyond a dou- I

bling of the carbon dioxide .level in the measures and the benefits the people of Ontario derive from transportation Smog alert

atmosphere. systems and employment in this sector. The projected decline of

There are environmental concerns other than climate change to which the transportation sector is a major contributor. For example, transportation accounts for. about-one-third of the province’s emissions of nitrogen oxides.and volatile organic compounds, both of which are : .major contributors to the formation of ground-level ozone (a major component of smog). The transportation sector. also accounts for two-thirds of provincial carbon monoxide emissions and releases chlorofluorocarbons (CFCs) to the atmosphere through leakage from vehicle air conditioning units in 1994, and older model vehicles. CFCs damage the ozone layer that protects .us from’ultraviolet radiation.

The following statistics-show the, eco- - vehicle-related emissL, nomic importance of the automotive of nitrogen oirides and sector to Ontario. The automotive sector volatile organic com- is profiled since many of the Collabora- pou,nds is likely to be tive’s recommendations relate to this offset by increases In sector: vehicle-kilometres

0 The automotive sector accounts -travelled and emissions

directly for approximately five per cent of Ontario’s Gross Provincial Product.

from other industrial sources, in&ding

transboundary sources 0 This sector directly employs more

than three per cent of Ontario’s workforce (six per cent including retail and services).

0 More than 90 per cent of Canada’s vehicle manufacturing industry is. located in Ontario.

- .-. 11 . . , c

in the U.S. Higher summer temperatures and any potential increase in vehicle emissions would likely

result in worsening ground-level ozone conditions ir C---rL -. 1 auuruern

u Nmety per cent or vehicles manurac- Ontario in future years. ._ -

io are.exported to the Ground-level ozone is During the past decade, progress has been. made in imuroving the energv efficiencv

tured in Untar United States.

* -” of automobiles and in reducing regulated air pollutants. On a per kilometre basis, smog-causing emissions have been reduced by more than 90 per cent since the 1970s and corresponding improvements have been made in new car fuel consumption. Although new cars are more effi-

The automotive irk---‘-- ~,, - --:,-

spin-off effect on 1 It is a large custoi providing steel, ir plastics, tires, gla: cry, and construcLron arm ULUPI WI VIS:S.

LlLLLLJLl y 11sLJ SL .IllzlJ”’ other industrial sectors. mer of companies on, copper, aluminum, ss, chemicals, machin- &1-- --1 -LL-- ,.--.I,.--

‘.

also becoming an lnrrmsacinnlv significant ..‘-.-.se.“y’,

-..---L-.--- greennouse gas.


A strategyforsustcdable transportation in Ontario


The Ontario industry is focused on motor Windsor and Cornwall, links between vehicle assembly and on the supply of northern and southern Ontario are automotive parts. The assembly +dustry important for- the exchange of raw niate- is 100 per cent foreign-owned and foreign rials and manufactured goods, as well as head offices make many major invest- people movements. While transportation ment, production and purchasing deci- in southern Ontario can take advantage sions for Ontario plants. Almost all of economies of scale, especially in product design and development takes densely populated and highly industrial- place outside Canada. The automotive ised areas, northern Ontario must cope parts industry is diverse, with Canadian with a low population density, community ownership concentrated in smaller isolation and much greater distances for companies in the industry, although there the movement of goods and people. Both are a few large Canadian multi-plant northern residents and people in rural firms. Continued reinvestment in the areas across Ontario rely on’the road automotive industry will depend upon system for access to goods, jobs, eco- maintaining a competitive investment nomic opportunities, and social and climate. cultural services, including health care.

Equity andfaipess Fairness and equity are key guiding

Transportation cannot be viewed solely in principles in the provision of transporta-

a province-wide context. Although 90 per tion systems and services, both in a

cent of the traffic in Ontario moves along ‘regional context and in terms of access to

a narrow transportation corridor between affordable transportation by children, the elderly and the disabled, and by people with lower incomes. The Collaborative’s recommendations take fairnessand equity principles into account by encouraging greater choice and availability of travel modes. Where user pay initiatives are proposed, measures should be tailored to minimise or offset the impacts on transportation costs in rural and remote areas, and.on economically disadvantaged travellers.

The automotive sectorjs a significant source of employment in Ontario.

< t

Modern technologies and industrial practices have created a,competitive qutomotive sector in Ontario.

30 per cent of imports of goods ($39 billion)

<&&” 5‘14 Report of the Transportation and Climate Change Collaboratke

q/ .I

I I

xreliess -

The City of Ottawa recently developed a

Comprehensive Cycling Plan that encourages and supports the bicycle

as a means of transpor- tatlon. A high degree of community Involve- ment occurred in the consultation process leadhtg to the plan.

Transportation planning in Ottawa must now

include the bicycle as part of the overall transportation system,

and bicycles are encour- aged as an alternative to the automobile.

The Collaborative coticludes that citimzns need to understand they’ can make a &jor contribution to reducing carbon dioxide emissions by &mging their travel beha&or and their purchasing decisions.

The benefits of more sustainable transpor- Taki$ action &ion systems and travel choices are substantial. This report recommends a

0 Educational initiatives targeted at

strategy that includes a package of linked drivers during vehicle inspections at

actions which can lead to significant inspection and maintenance stations

reductions in carbon dioxide emissions (I&M).

from the Ontario transportation sector. 0 Driver training initiatives aimed at These initiatives and the benefits they developing driving habits that conserve convey need to be understood by the fuel. public, and by governments and other decision-makers, as preferable to the

0 Media campaigns on the causes of

increasing costs of current trends. Since global warming and potential solu-

widespread understanding of climate change does not. exist, and since such understanding is central to progress on this issue, the Collaborative recommends that measures be taken to increase educa-

tions .

0. Campaigns promoting alternatives to the private automobile, such as walking, bicycling, car/van pooling and public transit.

tion and awareness of climate .change and the implications for Ontario. Community participation in

transportation plkning

A r-a&g of education and awareness-

raising measures can be taken Collaborative members believe that people should have the opportunity ‘for

Throughout the Collaborative process, ,a meaningful and effective participation in variety of education and awareness-raising transportation planning decisions in their measures were identified, including: communities, whether through municipal

Building a~&-ene& and regional planning initiatives or by expressing their views in environmental.

0 Fuel efficiency labelling for new assessment hearings and related proc- vehicles. esses.

0 Incorporating sustainable transportation materials in school curriculums..

Wkat people need to know to reduce

greenhouse gas emissions

0 Guidelines promoting ,energy efficiency advertising by the auto industry.

(Adapted from Environment Canada’s Greenhouse Gas Miser Handbook,

0 Promoting E,nvironmental Codes of January 1993) ’ Practice, such as the one developed by the Canadian Trucking Research

Awareness of the effect that personal transportation decisions have on the

Institute for the trucking industry. environment is essential to achieving carbon dioxide emission reductions. For example, almost 2.5 kilograms of carbon dioxide are released for every litre of gasoline bume.d in. the average vehicle.

‘?&port of the Transportation and Climate Change Collaborative

.

‘A struteg~~.for sustainable transpor<ation in Ontario

Education and awareness -jkndamental to progress

There are currently 6.1 million vehicles Take public transit The.average vehicle in

(i.e. cars and light-duty trucks) in On&&o One passenger on public transit produces Canada releases more and a typical vehicle is driveri 20,000 approxiniately eight times less carbon thiin 5,000 kilograms of

. kilometres each year.. Assuming an dioxide than a. single driver iti a car over carbon dioxide each

average fleet fuei economy of 12 litres per the same distance. year - equal to the

100 kilometres, this amounts to nearly 35 weight of three-and-a-

million tonnes of carbon dioxide emis- Carp001 half cars. sions annually. Save wear and tear on your vehicle and

reduce fuel and parking costs. Each-car in 1990, the City of There are many things each of us can do pool can save an average of 2,000 litres of Edmonton introduced an to reduce carbon dioxide emissions: gasoline a year - almost five tonnes of education and training

carbon dioxide. program to encourage Walk or ride a bicycle drivers to reduce fuel Driving a short distance to and frdm a Buy a fuel-efficient vehicle consumption-by chang- store one kilometre away consumes as Consider fuel efficiency when buying your ing their driving habits. much as 114 litre of gasoline. Taking a next vehicle. The average fuel efficiency. 4 five per cent fuel 20- minute walk instead is good exercise of vehicles in Canada is about 12 litres/ consumption improve- and could save more than half akilogram of carbon dioxide. Eliminating four short

‘100 km. ‘New cars get eight litres/100 km ment has been achieved

on average. based 6n the entire city car trips every week could save up to 100 kg of.carbon dioxide each year. If you buy a car that uses six litr&/lO(!l

fleet. A potential fuel

consumption improve-

km, you could reduce yourcai-bon dioxide ‘ment of 20 per cent is

emissions by half compared to the current considered achievable if

average vehicle fuel. efficiency. a high awareness level can be maintained.

Maintain your vehicle A poorly tuned vehicle constimes up to 10 per cent more fuel. Take your vehicle to an inspection and maintenance facility and get a regular tune-up.

<* I”j$~l<*,“~~ eIgig:jrgw . . I.lijillll*.lii’ _, *, lI<,x”~_ll >.

:.l:‘$l”‘~lil;li: I-<<:.;ii.l*II~ Dqelqp good driving habits

,*a:- ir:*i<i I ,, ,,, ,.,,, I, <A r:pijri,i:Z~~$~~

Speeding costs you money. More’fuel is consumed per kilometre at higher speeds. Most vehicles consume about’ 10 per cent more gasoline when driven at 100 ,km/hr

. _;.; .;; <,

automobile travel. compared to 90 km/hr. At speeds above The &iaborative the legal limit of 100 kmfhr, fuel efficiency recommends that ail decreases by approximately one per cent transportation sector for every 1 km&r increase in speed. stakeholders increase

their effo&to build public understanding

Fuel consumption Average distance CO, emission fat toy AnnucdCO, of the risks of climate rating travelled for gasoline emissions change and the need

6.0 ‘litres/100 km x 20,000 km to economize on the

x 2.4 kg of CO, /litre = 2.8 tonn& of CO, use of fossil fuels.

12.0 lities/lOO km. x 20,000 km x 2.4’kg of CO, /litre = 5.6.toAes of CO, (approximate average of Canadian vehicles)

Annual.CO, savings = 2.8 tonnes of CO, - Annual fuel savin&(@ 55$/L) = $660.00,

#& -- 16 Report of the Transportation and Climate Change Collaborative

3?

,>d ‘,<>“:“*’ ,;>:l~!“‘t’ <q h I! IO 0 i A kategyfor &stainable tranSportation in Ontario

,rri$i:$!i;i 3, ?ssj<‘j .> *\, ,> <> <_ mbix$r &nr!p ,4%$r”:‘ Tow&& kore com-p,ct, mixed-use i;;::;;;;:

> S,&$f .:l*wri; \ijl,il <> ;@~;p” ii’.l*13Y ,, i>Ai. I>^

&%r ‘C comniunities. : . “:r,,,: r;y,::, 2 :i.;::,$, , ,;;:,g’;k’ .*::4:~: ,iili_:<,i Improved urban planning is a long-term foundation upon which &hercom@knts of i; I.>lb, I d&ri i ” b,> ,, <,,,> the Collaborative’s sustainable transportation strategy must be built. More compact, ;j;y:;i;

i ,‘.i-ye. mixed-use communities would r&&t in reduced vehicular travel demand, increased ^; <>, ::‘:‘: ” use of public transit, increased safety of pedestrians and cyclists, and le.& polluti&. “,; . $. ,,j

. .

The Qlfrborativti concludes that current urban tranjportation

’ trends are not sirstain- abkand will result in

Fundamental changes are reqtiired in the way our urban areas and infrastructure are designed and built. The trend in new residential developments towards low density, detached. housing on large, single- use tracts of lax& is leading to further’ automobile dependency and-making public transit inefficient and ineffective. The greatest amount bf travel and the highest effects due to vehicle emissions occur in urban areas. These areas are where the

increase in carbon dioxide. eniissions. Planning measures, by themselves, will not achieve stabilisation of transportation sector carbon dioxide emissions in On- tario, but these measures are a long-term foundation upon which other components of the Collaborative’s sustainable trans.- portation strategy must be built.

A poliqframework and vision for

sustainable transportation exist increased traffic cohges- tion and pollution, in&ding increased emissions of carbon

best opportunities exist to implement sustainable transportation initiat&s.

Ontario has a policy framework under the Planning &t of Ontario that provides

Current urban transportation trends useful direction aid guidance; such as:

dioxide. are not sustainable 0 Promotion of more efficieiit use of

The Greater Toronto Area has more than existing land and infrastructure.

three times as many “lane-kilometres” of 0’ Use of public transit where transit

Villade Homes, an roads per capita in rec&ly created systems exist or may be introduced in

innovative 242 home suburbs than in more mattire built-up the future. areas. Aktomobile ownership is almost

Gbdivisioti in the City of Davis, California, adopted

twice as high in these suburbs, and people 0 Direction of new growth to vacant or

a design based on alter- take fewer than half as many annual underutilised urban latid before

allow@ greenfield developments. native modes of trans-

transit rides per person. The population

portation, energy effi- in the Greater Toronto Area is projected 0 Support for renovation, infillirig and

ciency and comniunity to increase from 4.1 million in 1990 to 6.0. .redevelopment through proper zoning

interaction. An evalua- million by the year 2021. In the absence

tion done in’August 1990 of new policies, current trends indicate

restrictions.

found h&e energy use . that transportation energy consum$d in : 0 Encouraging new developments to.

and energy consumption. this area could almost double by the year have a compact form; mix of uses an.d

for transportation to be 2021, due to the expanding population, densities that efficiently use land,

increasing tevels of car ownership and infrastructure and public service. approriimately one-thrrd less than in conventional

increasing distance travelled per person. facilities.

A T-LxA--L2x- -P L__----___L-L:^- ---1-- -..L-lL.t-t---

, ,““UI”ISI”II,.

Transportation energy use in major - D A

C-~*-* r;*ies and Natural atid support for the best use of existing

rrocess, mlchael Hough, Canadian cities is four to five times larger. than in comparable European cities.

and new transportation systems.

1995 Reducing automobile travel demand by 0 Planning of public streets to meet the

retrofitting and infilling existing developed needs of pedestrians and to be safe,

areas to increase urban density, and by progressive urban planning in new development areas, would bring Ontario’s transportation energy efficiency closer to that of European cities and slow the

lively and accessible to everyone; including the disabled,

cy& I 17 Report of the Transportation and Climate Change Collaborative

y/..

sl strategyfor sustainable transportation in Ontario

Towards more compact, mixed-use communities

The policy framework encourages munici- demand, encourage more use of transit, Vegetation has a major

pal planners to promote the most efficient walking and cycling and greatly improve impact on climate and air

modes of transportation and reduce the the livability of Gntario’s urban areas. quality in cities because it

need for the private automobile by giving absorbsJolarenergyand

priority to energy-efficient, low-polluting The Collaborative also supports the New removes pollutants. This

travel, such as walking, bicycling and Vision for Urban Transportation produced aspect, and the promo-

public transit. The policy framework by the Transportation Association of tion of less energy-

incorporates many of the directions Canada (TAC) in March 1993. The TAC intensive transportation

outlined in the Transit-Supportive .Land vision complements the provincial policy ‘modes, should be part of

Use Planning Guidelines of the Ministry of framework and can help lead Ontario an integrated approach

Municipal Affairs and the Ministry of towards reduced vehicle use, greater to urban planning and

Transportation (1992). These guidelines’ transit use and lower carbon dioxide development.

offer a wealth of additional information on emissions,’ among other benefits. The how integrated planning, design. and : vision is widely supported among profes- delivery of urban development and trans- sional planners and leading municipalities. portation can reduce vehicular travel

.’ S’i& -- 18 -53,

Report of the Transportation and Climate Change Collaborative .I

“/ I

People should be able to move quickly and easily through regions on public transit. Decision-making bodies are required in la@e urban areas, especially the Greater Toronto Area, to integrate transit sewices, fare schedules and various transport modes, and to ensure that Gansportation, urban development and water/sewer - infra.+ucture are -planned. and delivered on an integrated basis.

The use and ‘cost-effectiveness of public transit are closely linked to development

On average, one passen- patterns and.road system characteristics.’

ger on public transit ’ Population density and urban road infra-

produces approximately structure are key factors that can be

AA+ l %nes less carbon F.Y... C.. influenced by planning to make public

rlinxide -_-___-_ than a single transit more attractive. inducing people

driver in a car over the to move from automobiles to public

same distance (based on transit is a major challenge. If land uses

a fully loaded bus versus are widely separated, road access is

a vehicle with a fuel readily available and public transit sys-

consumption rate of terns are inconvenient, the automobile is

12.0,1/100km). the travel mode of-choice.

Hidd.en. costs should be reflected in transportation deci&ms

All forms of transportation create additional, often hidden, costs, including pollution, accidents, health and police costs. These hidden costs are currently paid for by society, but their connection to transportation is not understood by most people.

The previous section recommended policy directions and actions that will give public transit a better chance to compete for ridership with urban automobiles.. This section focyses on incentives that could be implemented to promote increased us< of public transit and improve its market share relative to the automobile. In- creased transit use would result in major reductions in carbon dioxide emissions.

Wanaportation and urban planning

must be linked

The Full Cost Transportation and Cost-. Based Pricing Strategies study done for the Collaborative estimated the hidden costs of public transit at less than one cent per passenger-kilometre, compared

with two cents per passenger-kilometre for the urban automobile. For automobiles; this works out to $50~ per vehicle per year. The hidden cost of the urban automobile increased to almost eleven

: cents per passenger-kilometre when a broader set of automobile effects was considered, including congestion, parking and land costs. The conclusion is well supported that the hidden costs of public transit are lower than those of the urban automobile. A more cost-effective and. less polluting transportation system would result if these costs were’ included in public and individual decision-making.

Incentives are needed to increake transit use

The following incentives and measures to increase public transit use are supported by the Collaborative:

0 Implement transit priority measures to make transit time4zompetitive with (or better than) automobile travel and improve transit schedule reliability.

0 Ensure inter-municipal fare and service integration, especially in the Greater Toronto Area, and eliminate barriers to cross-boundary transit services.

0 Improve inter-modal integration, including park-and-ride, bike-and-ride, and transfer facilities with intercity bus, rail and air travel.

0 Implement fare policies to reward frequent use, encourage transit use for shorter trips and remove disincentives from the fare system.

=I 19 ‘Report of the Transportation and Climate Change Collaborative

A strategyfor szistuinable transportat& in Ontario

v..

Effect@ a shaft from automobiles to transit

0 Implement tax reform to encourage cost-effective transit.‘services is esseitial. increased transit use where t&sit is Decisions taken now will affect the shape available, such as making employer- of the Greater Toronto Area well into the provided. bus passes a non-taxable next centiiry; benefit to employ&es and an employer- ‘deductible expense, and systematically enforcing existing t& provisions ‘making eniploier-provided free parking a &able benefit.

0 Implement pricing and supply policies -to control parking atid encourage transfer to transit.

These measures and incentives illustrate actions that can be taken to increase the market share of public transit. Additional incentives and measures should be considered on an ongoing basis. In the long, term, for example, road pricing is a major ,initiative that could be used to encourage more efficient use of the road system and greater use of trainsit. Road pricing wotild Innovatkefun&@ sources are

also generate much needed revenue to ‘. required

Senew and improve all transportation modes.

Inte&ating transpfwtation planhing

and urban dewelopmekt

‘Decision-making bodies should be estab-

and improvement i&becoming a critical ii...i.‘iii.,

issue. ‘Revenues from vaeous funding souices should be expiored, such as’

RLCOMMEN&&& . ,, > ,_,‘_. ,., ‘;:

increased car registration fees, toll road I_ .: .”

~ ,“I ” ‘. lished in large urban areas Co plan and charges, pa&ing surcharges and the v

deliver integrated transportation and : -Fealiocation of road-building funds. The The C&#Bborative,

urban development and oversee the next section of the report considers a &xommends the

implem&ation of transit incentives and range of mechanisms to encourage creation of decision-

transit priority measures. Multi-modal, increased transit use and raise revenues making bodies in large

integi-ated transporta&on plans should be for transit gervice enhancenients. New urban areas to plan

developed in conjunction with official .transit developments, however, should be and deliver integrated

plans at the region@ level. This will based on business cases that ensure the tran;p&tatlon and

ensure that land use, transportation .and best transit options are considered. urban development.

environmental planning are prbperly Business analyses should also justify the

integrated to take full advantage of sus- allocation of funds between road and .

tainable transportation‘options, such as transit, as well as the type of transit The Co,,aborative

public transit, walking and bicycling. The investment. The immediate needs, recommendi that

Greater Tordnto Area is an immediate however, are to maintain sufficient increased fundSpg for

priority due to its rapidly expanding funding levels .to ensure adequate transit public transit be

population and its many independent capacity, make the best t&e of the transit obtained from user

public transit authorities. Effective and rail systems we have now, and iniple- fees and a more

planning and delivery of compact, mixed- ment measures to make public transit equitable allocation of

use development, basic road and water/ moi-e desirable as a transpbrtation mode transit and road-

sewer infrastructure, and convenient, in larger urban areas: building funds.

Transportation and Climate Change Collaborative

_ ,, ,,, *> II,,,

>*i*.i>‘!>

I$ $$,>” la

‘_> >_ ,:,., Major red&ions in carbon dioxide and air poll&ants from automobiles and light I AS,, :‘;,l!,y, *‘> -; ,I trucks can be achieved through modifying driving’behavior, impro;ving vehicle $$“:<:a $>,<,, <> iiii:,ili efficiencies and shifting to cleaner j%els and &rnative helled vehicles.

;&&:; i it_ ,> *$,l’;$< ,,;. ,>2r>. I<,G<lj_ ,,,_ ,, An Ontario strategy to reduce carbon increase .from 91 billion in the year 1995 I ‘-*;‘, ,. . . ,,_ ,,>__ ,, ,, dioxide emissions-from the transportation to 140 billion .by the year 2020, according , ,_ :: I,, < 0 l:’ sector must achieve major reductions to Natural Resources Canada. .,l,l 2 .,, :_” -’ from automobiles and light trucks, which >- ‘:, , : ;. _- account for more than 60 per cent of the

> ,:’ E$nits to teohnology-based so1ution.s

,,; ,, province’s transportation sector emissions. ..during the next decade

Planning for compact, mixed-use urban .: areas and enhanced public transit services

If current trends continue, auto sector

will reduce vehicular travel demand and carbon dioxide emissions should.return to

.. trip lengths and provide alternative travel 19.90 levels by the year .2000, then in-

modes for automobile users. These crease by almost six per cent above 1990

measures should be supported by incen- levels by the year 2005. The small pro-

tives to further reduce automobile travel jetted increase in emissions relative to the

and by a commitment to increase the fuel increased travel demand is due to the

effitiiency of the Ontario automobile fleet. penetration of newer, more fueLefficient vehicles into the Ontario-fleet. The

The Ontario fleet of passenger cars and Collaborative concludes that technology-

.light trucks (including vans) in 1995 is based improvements, by themselves, will-

about six million vehicles (4.5 million cars not stabilize auto sector emissions by the

and 1.6 million light trucks). By the year year 2905.

2005, the fleet is expected to total close to seven million vehicles., Carbon dioxide Driving less is: the key to progr&s

emissions from the growing automobile during the next decade

fleet will be further increased .by trends Based on an Auto Sptnr et~trhr Anno fnr towards longer distances driven annually per person and fewer occupants per

the Collaborative, the conclusion was

vehicle. Without new measures.to reduce reached that the greatest progress on

travel demand, the total vehicle kilometres reducing carbon dioxide emissions from

driven by the Ontario fleet is projected to the auto sector during the next. decade can be achieved by encouraging people to drive

7 992. Directions: the &JO/

Report of the Royal Commission on

Notional P&enger Transportation,

Volun?? 2, Chapter2, Ottawa, Ontario,

Canadian Urban Transit Association,

Toronto, Ontario, Canada.

Statistics Canada, Ottawa, Ontario,

Washington D.C.., U.S;A..

Report’of the Transportation and Climate Change Collaborative

4 strategyfor sustiinabk tkansportation in Ontario

Cleaner, more&e&e3icient automobiles

The federal government less (i.e. to- reduce their “vehicle-kilome- The Collaborative finds that sufficient recently passedlegisla- tres travelled”). This can be done in a environmental benefits can be obtained tion requirlng the number of ways, including avoiding from the use of cleaner fuels and the conversion to cleaner unnecessary trips, taking public transit’ development of related technologies to fuels of at least three-- more often, ride-sharing and car pooling, justify the maintenance of government quarters of its vehicle and telecommuting. If the total vehicle- support, such as fuel tax exemptions. fleet by the year 2004. kilometres travelled in Ontario could be . Research is needed to ensure that the

Half of the fleet must be held constant over the next decade, potential carbon dioxide reduction ben- converted to some form emissions of carbon dioxide from the auto efits are achieved in the most cost-effec- of cleaner fuel by 1997. sector would almost be stabilieed at the tive ways. Fleet procurement by govern- Alternative fuels of 1990 level. A three per cent reduction in ments and large companies is the principal interest Include natural total vehicle-kilometres travelled ‘would mechanism by which the feasibility and

gas, propane, ethanol, result in carbon dioxide emissions five per cent lower than the 1990 level.. Thus,

advantages of these fuels and vehicles -in methanol, hydrogen and the automobile fleet can be demonstrated. electricity. immediate attention should be ‘focused on This should be followed by broad. con-

measures that can medify driving sumer marketing of the vehicles developed behavior. and demonstrated in government and

private fleets. The benefits of using-c1eanerfuei.s .

and altematiwe.fuelled’wehicles Research and develop.ment funding sup-

Creen.F/eets, an initiative of the Toronto-based International Council for Local Environmental Initiatives (ICLEI), is

designed to reduce carbon dioxide and mobile source emissions

in urban areas through improved efficiency of energyuse in the trans- po,rtation sector. This includes better fleet

management and fuel .choice trip reduction

Further reductions in carbon dioxide port to original equipment manufacturers nal equipment manufacturers

emissions may be made by increasing the could help Ontario get on the leading edge Intario get on the leading edge

use of cleaner fuels, such as .natural gas, of technology development for alternative ;y development for alternative

propane, ethanol, methanol, hydrogen and fuels and vehicles, as has already happened hicles, as has already happened

electricity. The use of these fuels can also to a considerable extent with natural gas rable extent with natural gas

result in major reductions in several of the vehicles. Limited incentives to encourage mited incentives to encourage

regulated air pollutants, such as nitrogen .consumers to purchase alternative fuelled :o purchase alternative fuelled

oxides, volatile organic comljounds and vehicles are warranted. The maintenance warranted. The maintenance

carbon monoxide. There is considerable of existing tax exemptions and support for ax exemptions and support for

debate, however, about the extent to. alternative fuels. should be considered to uefis.should be considered to

.I.‘” .,:b,“,+ -n.&,x, which. these fuels reduce total greenhouse

help establish’a vibrant market..

gas emissions when a life cycle approach .. is used to calculate.emissions from the production, distribution and consumption of these fuels.

strategies and land use practices that reduce

dependence on automobiles. Canadian munlci-

palities committed to Green Fleets include: Toronto, Ottawa, Edmon-

ton, Montreal, and -Vancouver. Other participants include cities from the U.S., South America and. Europe.

Ontario is a leader in natural gas technologies; such as natural gas buses.

Report of the Cl+ansportation and Climate Change Collaborative


A new generation if wehick

After 2005, auto sector carbon dioxide emissions will increase rapidly unless further fuel-efficiency gains are made. One of the best possibilities for vehicle technology breakthrough beyond 2005 is the Partnership for a New Generation of Vehicles (PNGV). The PNGV is the. principal U.S. policy instrument to promote energy-efficient motor vehicle technology. It involves a research and development partnership between the Big Three vehicle manufacturers and- the U.S. government. The PNGV’s goal is to -develop concept vehicles by the year 2000, and production prototypes by the year 2004, for vehicles that will achieve a threefold increase in fuel efficiency over today’s vehicles, while maintaining size, performance, utility and safety. It is difficult to predict the success of this initiative, but Ontario should play an active role in the PNGV, both to help the initiative succeed and to maximize the economic benefits that could flow to Ontario from involvement in it.

carbon monoxide. The only significant air pollutant emitted would be nitrogen oxides. The use of hydrogen as a vehicle fuel is not expected to be widely commer- cialized before the year 2010. Hybrid vehicles driven by a combination of batteries and a small internal combustion engine also offer great promise.

A Policy Instruments study done for the Collaborative looked at financial and regulatory incentives that could be used to reduce vehicle-kilometres travelled and encourage people to purchase more fuel- efficient vehicles. The following instrn- ments were studied in depth:

l Gasoline pricing

l Feebates

l Parking pricing and parking supply

l Corporate averaPe file1 economv

standard .a- ----- ---------.’

. .

m- ----. - --- gasoline were i of the Collaborative as

l Congestion pricing

Progressive increases in the price of .dentified by some members

measure for Ontario. Various studies a cost-effective

have shown that the short-term consumer response to an increased gasoline price is to reduce vehicle-kilometres travelled

development work is needed before the through.mode-shifting, car pooling or

The potential contribution of electric vehicles to reducing carbon dioxide emissions and achieving other environmental and economic benefits should be actively explored. The Collaborative did not reach firm conclusions on the merits of,electric vehicles. Further study and

role of electric vehicles in Ontario’s transportation system can be adequately -assessed.

Natural-qas fuelling station.

Over. the longer term, breakthrough technologies may be developed for alternative.fuels, such as hydrogen. Vehicles powered by hydrogen could conceivably generate no net.carbon dioxide emissions and only minor emissions of other greenhouse gases if the hydrogen is not produced from fossil fuel sources. A hydrogen-fuelled vehicle would also emit virtually no hydrocarbons, particulates or

Transportation and Chute Change Collaborative

.,


; ‘-.

Cleaner, more fuel-efficient automobiles

foregone travel. The longer term con- The macroeconomic impacts of a real

sumer response, particularly with an gasoline price increase of 2-3Mitre

expectation of future gasoline price annually have been studied in Canada, . increases, is to shift to more fuel-efficient the United States and the United:King-

vehicles. Automobile manufacturers I dom, with the conclusion reached that

respond by incorporating cost-effective the long- term effect on the. economy in

technologies into their. products. ,Ap- each case would be small &nd manage-

proximately half the projected fuel con- able, .or even positive. The revenues ,

sumption reduction due to a price in- Public akeptability of

could be used by the government in

crease would come from reduced vehicle several ways that might be acceptable to new taxes or other usage,. with the other half coming from the public, according to opinion polls, gokrnment revke increased fuel efficiency of the fleet. including: sources requires an explicit linkage to the

l Funding transportation system im- The Policy Instruments study. estimated

benefits received, such’ that an incremental real (i.e. inflation provements, such as transit and non;

‘as improved transit motorized transport improvements,

adjusted) gasoline price increase of 2@/ services, or to concepts litre annually for the next 20 years would

cleaner fuel incentives and technology

such as “‘revenue neu- development.

reduce carbon dioxide emissions from the trality”, in which new automobile and light truck fleet to the

l Deficit reduction.

, revenues are offset. 1990 level and maintain this level to the .. l Personal and corporate income tax against reduced costs to year 2015. An annual price increase of reduction. the public in other areas.’ 3Mitre would achieve a 20 per cent

reduction in .carb,on dioxide emissions by The Collaborative supports the further

the year 2015. If a gasoline tax were used development of public transit and related

to effect the price increases at these transportation system improvements.

levels, it would generate annuaI incre- Higher gasoline prices that permit the

mental revenues for the Ontario Govern- government to recover the hidden costs .

ment on the order of two billion dollars related to automobile use would move

by the year 2015. Revenue increases of towards fuller cost pricing; Road tolls or

this magnitude would require careful congestion pricing would be another

consideration in the context of overall tax longer term mechanism that could be

reform, which is currently under review considered. The net result should be a

in Canada and other countries, -and more cost-effective, equitable and less

should also be considered in the context polluting transportation system in On-

of overall economic comp,etitiveness. tario.

The inequity of potentially higher gasoline prices for rural and northern areas of Ontario would have to be addressed. This might be accomplished by applying

’ d.ifferential automobile registration fees in these areas in recognition of the longer distances between communities and the higher cost of fuel in the north. yew policies may be required to ensure that issues of macroeconomic stability and industrial competitiveness are addressed,

SOURCE and assistance to lower income groups Petroleum Communicatic?n Foundation, _

Cosoline Price Report Aptil, 1994. may be necessary to address measures

Cdgq Alberta. :

,’

and Climatk Change Collaborative


:

.

that are regressive. Education and public. ’ vehicle I&M programs to enable Ontario in the first full year of awareness .of the need for and benefits of to successfully introduce a mandatory operation, British the policy changes would be essential to program. In April 1995, Ontario opened a .’ Columbia’s AirCare successful. implementation.. ‘pilot vehicle I&M station in Mississauga. program reduced light-

This station has tested more than 3,000 duty vehicle pollution in Automotke sector supportfor cars and light trucks for hydrocarbon, the Lower Fraser Valley .- improvingfleetf;cel efliciency carbon monoxide and. nitrogen oxide by 20 per cent - a

Higher gasoline prices encourage. consum- emissions, in accordance with U.S. Envi- reduction of 113,000’

ers to purchase more fuel-efficient vehi- ronmental Protection Agency (EPA) tonnes of harmfu!

cles, thus creating a demand that manu- emission standards. Based on preliminary pollutants. The pro-

: facturers can address. In conjunction results, an average of 20-25 per cent of gram will be extended

with increased gasoline prices, the auto- Ontario vehicles voluntarily brought to to include emission ,’

motive sector.should develop a Memoran- the station are expected to emit pollution testing of heavy-duty

dum of Understanding to increase the levels that exceed EPA standards, mainly trucks and buses on a

availability of fuel-efficient models. The due to poor maintenance. The B.C. voluntary basis in early

voluntary approach, supported by gasoline. experience also indicates there are multi- 1996, and will be ‘.

price increases, is preferred by some ple benefits from a properly designed I&%1 replaced within two

Collaborative members over a regulatory program, including reductions of carbon years by a mandatory dioxide emissions. approach tha,t could introduce economic testing program;

distortions. Regulation should be pursued if the voluntary/incentive approach does The effectiveness of the measures pro-

not yield acceptable results within a posed in this section ,to reduce automobile-related carbon dioxide emissions.

reasonable timeframe. If regulation is required, attempts should be made to seek would be greatly improved if Canada and

. a consistent approach across North the United States followed similar paths. RECOMMENDATIONS

America to ensure that it has the greatest The Ontario government should take the

effect with the least economic distortion. lead in discussing these measures with v other governments in Canada to deter-.

,I& The Collaborative ,:‘I

A mandatory vehicle inspection and mine the extent to which a uniform

_._ ‘, recommends that the .:$,;‘i ,_I

mainteuance program national approach can be developed. The Ontario government,,j,*‘, j:“’ government of Canada should take the

There is sufficient operating experience take the lead in q&: “”

: lead in consultations With the United from British Columbia’s Ah-Care program

’ s.uiting with other:‘ States on a uniform North American governments’in

and the extensive U.S. experience with approach. Canada on the issue of gasoline prices and

B : developing a Memo-

randum of Under-

standing with the automotive sector.

The objectives are to reduce total vehicie- kilometres travelled. and increase the overall fuel efficiency

. of the Ontario and vehicle emission testiflg clinic, Canadian automobile Bolton, Ontario, june 7 995. ‘fleets.

Government of Ontario pilot vehicle 1&M station, Mississauga.

.&\I&.. :

-- 25 Report of the Transpoitution and Climate Change Collaborative .

q/

WBIW” ,?<^,,“, *

;~y,~q~

--*il.: __

i:i+y&

.i:el.,.- j*,* <,< G”, s,,,, Reductions of carbon dioxide emissiom can be a&hi&ved from freight movement s,,,,:,, ‘“‘i*‘“i i:w,: through. better driving practices, vehicle efficiency improvements and the increased ‘,<WUli :~*~j^j~? !i* g,;; ii’? !,Jkb

use of-intermodalism. In the loriger term, prices should reflect ‘the fuller environmen- ..

1 2;;; ta1 and social costs of freight transport.

.I’.Vl, %, ’ ~~<:;,~ . <,,,,;, I,<: _;* Freight transportationincludes truck, logistics system that is dependent on I”, i ) ,: li_ _; rail, marine, air and inter-modal freight timely, efficient tranqjortation. In the

: i -;,;;,,,, movements. Trucks move the largest absence of new measures or population :. tonnage of freight in Ontario (40 per stabilization, carbon dioxide emissions 1-a,_ ,; ;( >; ,;, cent), and move 70 per cent of the freight from the Ontario freight transnortation .,

by value. Railways move the largest share sector are projected to be 14 per cent of freight in terms of tonne-kilometres (51 higher than the 1990 level.by the year per.cent). In general, trucks tend to haul 2000, and .24 -per cent higher by the year small shipments over shorter distances, 2005.’ while rail predominates for the movement of bulk commodities over longer dis- Improved intermbdal services will tances. The two modes compete for cont+ue to .increa& energy efficiency

certain freight movements over a range of distances. They also co-operate to pro;

Measures exarr * - 1 L-- A,-- * .-,I- l.---r2..-

vide inter-modal freight movement serv- to improve vel increase the’ ef

ices. cnrnL +roncrrc--

1lIlBU uy Lilt: ~“lmlJ”IaL1”t:

ricle technologies and Bciency of operations in

I- ‘. LI UcIX1 .&’ ,,,,,drtation would not, on their

I. “WII) “lulg rvU

In 1990, freight movement contributed ,.I.- LA-A in’ 31 carbon dioxide emissions

almost 30 per cent of total carbon dioxide significantly cl oser to the 1990 level by

emissions from the transportation sector the year 2000. ‘The same .iS true of

in Ontario. Truck transportation ac- technologies a nd operational improve-

counted for 70 per cent of freight-related ments for the I rail mode. The- only sce-

carbon dioxide emissions; and rail fol- nario that corn es close to -achieving 1990

lowed with 21 per cent. The marine and levels is if a sul bstantial portion (i.e. one-

air modes contributed relatively small third) of truck shipments over.a 500

shares. kilometre dista once (where truck/rail competition tr: aditionally begins) could be . . .

Carbon dioxide emissionsfrom diverted to rail intermodal service. It is

:

.

freight movement are expected’to too early to as: 3ess the market potential of

increase new intermodaL Lti\rllllV 11 +~~h4ogies~and~se~ce

-. . . * improvements that are, being introducea :

recent years in the energy efficiency of by the railways, but this is clearly a Significant gains have‘been made in direction in which significant carbon .

freight transportation technologies, dioxide emission reductions can be particularly for trucks, -in which fleet achieved. L turnover occurs at a relatively fast ‘pace, but also for rail locomotives. More Freight -movemen t is complex - there

.improvements are anticipated, but not on are no easy answers

the scale of the breakthrough technologies that are possible in the auto sector.

Freight movement decisions are taken in

Thus, carbon dioxide emissions are a highly competitive market; Industries

expected to increase as Ontario% popula- choose transportation modes based on

tion grows, commercial trade volumes many factors, including cost, delivery

increase and industrial activity becomes time, reliability, availability and security.

integrated into a North American freight To test the feasibility of increasing


A strategyfor sus?ainable transpotiation in Ontario

inter-modal freight transport and other increases occurred in the 1970s in re-. efficiency im@-ovement opportunities, sponse to energy crises. Ontario’s the. Ontario Ministry of Transportation economy and many of its communities are commissioned six case studies involving centred around. truck-dependent indus- the following freight transport users: tries. The pattern of development might

l Green Forest Lumber Ltd., Chapleau have been different if the full environmen-

l H.J. Heinz Company of Canada Ltd., tal and social costs of fuel consumption

Learnington had been understood and taken into

l General Motors of ‘Canada Ltd., account in earlier years. Higher fuel costs may have resulted in greater use of rail

Oshawa I

transport, less air transport, more fuel-

’ l Suncor Inc. (Sunoco), Sarnia efficient engines, lighter vehicles, and :

l Canadian Tire Corporation, Brampton

l Mount Sinai Hospital, Toronto

community and industry locations that reduced the overall demand for freight ,transport.

Shippers at these organieations consider a Over the longer term, moving towards full

complex combination of service factors in cost transportation pricing will be essen-

their choice of modes and carriers. The ’ tial to rationalize Ontario’s transportation

multiplicity of choices available, and the systems. It will take time, however, to

weighting of these choices, vary from work out acceptable fuller cost pricing

shipper to shipper. Canadian Tire, for methodologies and implement appropriate .

example, is most concerned with the pricing mechanisms. Account must also

timely delivery of goods to its stores, be taken of the competitiveness effects of

especially for special items advertised in different transportation policies and

its flvers. General Motors needs to practices in the U.S. and Canada. In this I

ensure the time12 receipt of parts at its final assembly plant so that the continuous production of vehicles is not dis- rupted. General Motors will pay a pre- mium for this service. For the shipment of finished vehicles, however, time is not as important a consideration as the freight rate and the condition of the new vehicles when they arrive at their destinations. In. general, shippers who.need fast,. accu- rately timed shipments prefer trucking over rail, while price conscious shippers or shippers with heavy commodities tend to prefer rail,

The case studies commissioned by the Ministry of Transportation highlight the complexity of freight movement’decisions and caution against looking for simple solutions or quick fixes. Ontario’s current ’ industrial system developed largely in, the context of decreasing real fuel prices, although periods of prolonged fuel price

regard, the levying of fuel taxes and property taxes on Canadian railways are particular issues that should be addressed since they result in higher rail transportation costs in Canada’relative to the U.S. ‘Intermodal transportation-

the use of tie ormore ’ transportation modes for the

movement of freiaht.

,Report of the Transport’ation and Climate Change Collaborative

A strategyfor sustainable tramsportution in &ta

Reducing emissionsjkom freight traksport

Short-term measures to increase 0 Examine the economic, social and

energjy efficiency of freight movement environmental effects of changing standards for both truck and rail, such

In the short term, the Collaborative supports the following measures to

as vehicle weights, vehicle dimensions

encourage energy efficiency improve- and intermodal compatibility, &th the

ments in freight transportation: objective of increasing fuel efficiency and reducing emissions of carbon

0 Improve rail intermodal services to dioxide and other a&pollutants.

make this option more attractive to a .

greater share of the freight market, These measures are not expected to ‘. especially for long-haul freight.- stabiliee carbon dioxide emissions from

0 Enhance educational initiatives, such freight movement in Ontario in the near future, but they will begin to move On-

as the Ministry of Transportation’s Drivesave and, in particular, anti-

tario in the right direction. Since the

idling’programs aimed at all modes of Ontario economy operates largely in a

freight transportation. North American trading. system, care must be taken not to damage o.ur economic

0 Conduct research on emissions or competitiveness, while pursuing energy

energy pricing measures that have the efficiency improvements. This argues for RECOMMENDATIONS effect of increasing the market value of working closely with the United States,

fuel efficiency improvements. Mexico and other countries to maintain a V . .

0 Explore ways to redress imbalances in level playing field in the freight transport sector, while finding ways to more fully

The Collaborative.

fuel tax and property tax treatments recommends that

for railways in Canada and the .United reflect the costs of freight transport in market prices and shipping decisions.

railways enhance their

States, as well as imbalances in the intermodal freight

road transport industry that may put’ transfer facilities and

Canada at a competitive disadvantage. In many ways, dealing with freight movement energy efficiendy raised issues

service% and continue to

beyond the- scope of the Collaborative, develop new intermodal

such as trade policy and issues related to technologies. .The

the overall demand for’ goods and services government of Ontario ,.:y,

(i.e. the consumer society debate). Some should encourage the., :,; :I:$!; use of energy-efficie+: :’ ?

r carbon dioxide emissions.

of these issues are best dealt with at the national and international levels.

and cost-effective ,.:j’y,i:l : ”

transportation i+&J? and practices whey 6ppotiuniti& ‘e&t. .

v’” :

The, Cdfaborative recommends that the government of Ontario conduct research ori the -social and environmental costs of freight transport, with the

objective of moving towards fuller cost

lntermodal rail servick can also contribute to lower carbon dioxide emissions.

pricing on a North American basis.

>,,,,, <> ,>+ ~~X#ntario faces a major The Collaborative explored a large . . emissions than was projected in.some of

‘i&Shallenge in control- number of options and measures to the research work done for’the Collabora- IXPng carbon dioxide reduce carbon dioxide emissions from tive. Parallels were drawn with the i ‘i,:+ ;::,iomissioris. Our popu- transportation. Urban planning measures positive public response to the Blue Box Ffation is growing that encourage .compact, -mixed-use in Ontario. A similar response to climate ‘;::rapidly compared to developments and lead to reduced travel change: might be triggered by increased “%ther industrialized demand were emphasieed, as were meas- efforts on education and awareness- -rggions, and the ures to increase the market share of raising. economy is expanding public transit rel,ative to urban automo- in concert with this biles: Measures to reduce automobile use Ontario’s success ‘in resolving major popujation growth, and improve vehicle fuel efficiency were environmental problems in the past gives putting conthiuous recommended. Finally, ways to reduce hope that climate change can also be upward, pressure on carbon dioxide emissions from freight .dealt with. The reversal of carbon dioxide emis- movement were examined, with sugges- eutrophication trends in Lake Erie and sions.. ‘Achieving tions made to begin to address this emis- other Great Lakes was one such success, significant per capita sion source through better driving prac- -and the progress currently being made on reductions in carbon tices, vehicle efficiency improvements and combatting acid rain is another. These dioxide emissions can greater use.of truck to rail inter-modal&m.. issues involved environmental damage readily be done, but More work is needed in each of these over extensive regions. They required ,co- stabiliiing Ontario’s areas, but Collaborative members believe operation between the United States and emissions and reduc- : the policy directions recommended in this Canada. And they benefitted from leader- ing them below the report are sound and should be acted ship by the Province of Ontario. Climate 1990 level will be upon without delay. change is a problem that requires both difficult. Fossil fuels regional and global co-operation. are an integral part of The recommended strategy will result in the Ontario .economy a number of benefits beyond reductions in Ontario could play a key national and’ and fossil fuel-based carbon dioxide emissions, including international role on climate change by technologies have reduction of local air pollution, reduced becoming a leader and. showing that established a strong traffic congestion, lower road-building and progress can be made. Leadership means influence on North maintenance costs and the conservation having a visible presence on the’ national American industry and of agricultural lands. Economic benefits and international scenes, supported by culture. Transporta-. will also result from the introduction of continuous progress on reductions of tion technologies and’ advanced electronics, computers and ,carbon dioxide- emissions in Ontario. The infrastructure that communications technologies into the strategy outlined in this report could form lessen fossil fuel transportation sector, and the develop- the basis for leadership in the transporta-’ dependence are essen- ment and implementation of cleaner fuels tion. sector. tial if climate change and alternative fuelled vehicles. is to be effectively addressed, but these Policies such as user fees, gasoline prices will not be imple- or road tolls could significantly reduce mented quickly. A carbon dioxide emissions, but the imple- transition period will mentation of these.measures requires occur, during which public and political support. Some GoI: technologies and laborative members believe that wide- human behavior must spxead public concern already exists and be guided’ towards that the public will respond to political more efficient and and corporate leadership-on climate cleaner transportation change. If this is true, there is a greater systems and choices.’ opportunity to reduce carbon dioxide

&. 29 Report of the ikansportation and Climate Change Collaborative

’

.

I

The members of the Transportation and Clirriate Change Collaborative are pleased to submit this report as a contribution to the ongoing efforts .o;f Ontario and Canada to respond to the Framework Convention on Climate Change. By signing this report, we are committed t0 sharing the strategy tiith other organiaazions and encouraging ficrther public debate. Agreement to sign the report does not mean that Collaborative, members speak for other representatives of their sector or cotitituency, OF that past corporate or organisational positions on specific components of the strategy have changed.

1 Jon-Grant

Chair Ontario Round Table on Environment and Economv

Au& Whyte

Vice-Chair International Development Research Centre

- -- /y$Y/ - V’

Iain Angus

President Iain Angus & Associates

Richard Balrer

President and CEO Canada Transport International Ltd.

Preside&and CEO Commissionei- Union Gas Waterfront Regeneration Trust

(//m-r--

Louise Comeau Campaign Dir&tor Sierra Club of Canada

” -.

Don Dkvees VicerDean, Faculty of Arts and Science, University of Toronto

Al .Cormier Richard Dticharme

Executive Vice-President Managing Director Canadian Urban Transit Association GO Transit

David Crombie City Administrator City of London

JTd;g;;rce

& air Canadian Climate Program Board

Executive Vice-President Ontario Corn Producers’ Association Ontario Hydro

/ John Gartner .Johu Lw no . . p-1 . . . _ i David Ruuu&

ter of Planning President Metro Toronto, Region of York . Runnalls Research Associates Inc.

c1ommws2oner of rlarqung C’ommissior

, .

I

Emmett Grant 1 . -‘#- ‘S n.1:

Hkvey Mead

wnd .Table on Chair I the Economy Department of Civil En&neering,

University of Toronto

rreszaent Cooper Automotive

Member, National Rc the Environment am

Buzz Hargrove Ron ald Munliley. President

Boib Stephe&< _ _

Pkident ar Id CEO President Canadian Auto *Workers Consumers Gas

/ ‘A

//3 z Agincourt Infin; Nissan

Y / ‘- Michael Hough

Principal Hough Stansbury Woodland Naylor. rL.-,.A

B&n Pannell Executive Director Pollution Probe

Tayce W-d -

Vice-President General Motors of Canada

Ma?mging Director IBI Group

Neal Irwin _I . -_

1 n/ I.

Assi Can,

Normand ‘Pellerin ‘stant Vice-President adian National Ontario Northland Tranq

Commission ,ortation

. --

Colin Isa&$!

Principal w _^ Retvesen tat!ves from

C;ontemporary Information Analysis N&tar International and Sunoco Inc. participated in the Collaborative, but elected not to sign the final report.

A strategy for sustainable transportation in Ontario

*

5 31 ‘!Keport of the Transportation and Climate Change Collaborative

*

.~

A strategyfor sustainable trhisportation in Ontario

,4i-:;l’:i!i- &know ledgememts aid $.$&,,,, : * ,J”,$ ;

,,,,;$ c~i~abor&,e research reports ., .i’:‘.: ,,

$l:‘:j:: ( i( !p:G

>;;:” I:‘ ., :::+.j; Research done for the Collaborative Collaborative policy j’, ! ,: ‘I __’ The following research studies and initiatives were commissioned group I<_ ,, < to advise the Collaborative:

:.. , &I’,.-‘. David Bell, Chair ..I

>I ,. :‘_, l C&ate Change Impacts - Wghlights the mo’st up-to-date’ ’ > information on the potential effects of climate change on Karen Baker

,_: ,. :, Ontario. Prepared by Environment Canada, Smith & Laven- Jay Barclay ;,

der Consultants, and Sustainable Futures. Nilam Bedi .’ Bob Bell

l Reducing Greenhduse *s Emissions from the Ontario Automotik Sector - Identifies .and evaluates options to reduce

Bryan Bertie

-ColB.&orative members carbon dioxide emissions (and other greenhouse gases) from Michael Burke the automotive sector that are feasible and implementable in

gratefully acknowledge Bill Burns

Ontario by the year 2005. Prepared by The Osborne Group, the initiative and DesRosiers Automotive Consultants Inc., and Pilorusso

Ovi Colavincenzo

effort; of the multi- Research and Consulting Inc. Bill Davis

stakeholder policy Nick De Carlo

group which guided the l Tkansportation Technologies - Explores the role that emerging Jack Gibbons .,

background research technologies might play in. reducing greenhouse gases from Alistair Gibson

and consultations that transportation sources during’the period 2005 - 2030. Pre- pared. by Pilorusso Research and Consulting Inc.

David Henderson made this report Henry Hengeveld pqssiblo. Thf time, talent and energy of

,* Urban Planning/Public TSYU& - Examines the csntrib&ons Bob Hod&ns that changes in urban form and increased use of public transit. John Hutchison

these individuals during systems could make in reducing carbon dioxide emissions. Jane Inch the past yearare Prepared by LB1 Group.

Gerry Johnston reflected in the following IO research reports. l Full Cost Transportkion and Cost:Based Pricing Strategies -

Tom Klein Beernink

Identifies the full costs, including external environmental and Bruce Lourie

social costs, of major transportation modes, and develops Peter Love pricing and incentive strategies to achieve more sustainable transportation in Ontario. Prepared by Il3i Group, and. Boon,

Eric Miller

Jones & Associates. Mike Moselhy Mark Nantais

l Freight Movement (two separate studies) -Identifies options to Ken Ogilvie reduce freight-related carbon dioxide emissions by the years Bernard Ornstein 2000, .2005 and 2010, and tests these options through case

Ontario Round Table Rob Pringle

studies on actual freight movements from Ontario industries.

staff Prepared by lkansmode Consultants Inc. and by the.Research Keith Puckett.

Ken Ogilvie and Tyaffic Group. Dave Roberts

Rosanne Hahn Mike Ronson

Ron Nielsen - Visioning T Examines alternative and creative approaches to ’ John Sanderson

community design and related transportation options, and Abby -Podhy presents a vision of sustainable transportation. Prepared by the Ellen Schwartzel

Ruth Meehan Metrix Group with the assistance of Joel1 Va.nderwagen. Marianna Shats Adam Socha

Support personnel l Policy Instruments - Identifies a full. range of policy instru- Perry Stover

David Shantz ments that should be considered to reduce carbon dioxide Bryan Swift emissions from the transportation sector, and examines in

Patrice C&e detail those policy instruments most suitable .for Ontario. Randa Tadros Prepared by Apogee Research and The Osborne Group. Yasmin Tarmohamed

Facilitators Rod Taylor

Rodger Schwass l Sustainability Indicators - Develops and assesses criteria for Marcia Weaver

indicators that can be used to evaluate measures that impact on Mary Rowe the sustainability of the transportation sector. Prepared by

IndEco Strategic Corydting inc.

and Climate Change Collabomti&

a strategy for sustainable transportation in ontario

Documents

climate change sustainable

transportation needs

transportation policies

climate report

serious change

sustainable future

sustainable way

house gas emissions