Thalys Carbon Footprint 2016

Transcription

1 Thalys Carbon Footprint 2016 The transportation sector is responsible for nearly one fourth of all CO 2 emissions in Europe. The private sector must support the international effort to reduce CO 2 emissions by committing to the transition to a carbon-free economy. Thalys has been committed to the process of managing its carbon footprint since It reached another milestone in October 2015 by becoming the first European rail company to join Science-Based Targets, a joint initiative of the WWF, the Global Compact (United Nations), the World Resources Institute (WRI) and the Carbon Disclosure Project. Thanks to its methodology and expertise, the programme enables Thalys to set an ambitious objective to reduce its CO 2 emissions per passenger by 40%. Thalys has strengthened the sustainable aspect of its positioning by implementing an approach which is compatible with the goal set at COP 21 to limit global warming to two degrees by the end of the century. It is important to accurately understand impacts to be able to take action. In 2017, nine years after implementing the first measures, Thalys updated its complete Carbon Footprint for its 2016 activities with the assistance of the EcoRes research firm. The traction numbers were reviewed by PWC, whose reasonable assurance report is included at the end of the document In April 2016, Thalys launched an innovative new service called Izy, which provides a low-cost alternative to driving. By reducing its speed and simplifying the service offered, Izy is able to provide faster, safer, more sustainable and more comfortable travel at a lower cost than by car. Thalys expanded its offer in Germany in 2016 with a new line serving Dortmund. 1. METHODOLOGY The results of the previous year are challenged annually in view of new scientific knowledge which can lead to differences in the series published each year. This is the most objective method available for reporting the trajectory. In 2016, we worked to standardise the sources used to ensure that they reflected the well-to-wheel scope. This wasn t the case for the Netherlands and Belgium to date.

2 2. "TRACTION" CO2 EMISSIONS PER PASSENGER Comparisons between means of transport are done on the basis of energy consumption per passenger kilometre. This includes: - The energy used to move THI trains (including lighting, air conditioning and heating); - The energy used to move rolling stock (empty train movements to adjust to transport planning requirements). Emissions for "commercial" traction energy are 28,269 T. of CO 2 equivalent. Taking into account that the total distance travelled by Thalys trains is 9,779,454 km 1, emissions are 2.89 kg of CO 2 /veh.km 2. Each of the countries we travel through has a specific CO 2 emissions factor for railway electricity: France Belgium The Netherlands Germany Emissions factor: kg CO 2 / kwh kg CO 2 / kwh kg CO 2 / kwh kg. CO 2 / kwh France: reference value provided in the Order of 10 April 2012 in application of Articles 5, 6 and 8 of Decree n of 24 October 2011 provided by the French Government on information on the quantity of carbon dioxide emitted during transport services, i.e kg of CO 2 per kwh (WTW value, i.e. well-to-wheel). Belgium: reference value provided by Electrabel (Thalys s provider for Belgium via Infrabel) for embodied energy in 2016 (0.165 kg of CO 2 per kwh, i.e., tank-to-wheel), of which the well-to-tank portion (0.029 kg of CO 2 per kwh) was added based on the EcoTransit source. The Netherlands: reference value for embodied energy at the national level (0.464 kg of CO 2 per kwh in 2016, i.e. tankto-wheel), using the national base according to the source and applying the green energy portion (73%), these two data are supplied by NS, the Dutch National Railways company, to which the upstream portion is added (well-to-tank) according to the Ecotransit source (0.029 kg of CO 2 par kwh). Germany: calculations are made using the ESRS (Environmental Strategy Reporting System) method provided by the Sustainable Development Foundation and used by the UIC emissions#environment-strategy-reporting-system-esrs, well-to-wheel. Given the total distance covered by passengers (2,398, trav.km), emissions on a per passenger basis are g CO 2 /trav.km 3. 1 The theoretical value was used because total distances were assessed based on the transport plan. 2 Veh.km (vehicle.kilometre): this is the distance travelled by all trains (for example: two Thalys trains travel 100 km each for a total of 200 veh.km). 3 Trav.km (traveller.kilometre): this is the distance travelled by all passengers (for example: two passengers travel 100 km each for a total of 200 veh.km). 2

3 Evolution of the emission factor between 2008 and 2016 CO2 emissions per passenger-kilometre in g. CO 2 /pass.km 18,00 16,00 14,00 12,00 10,00 8,00 6,00 4,00 2,00 0,00 16,61 12,89 12,68 12,94 11, The reference CO 2 emissions number per passenger and per journey is obtained by multiplying the emissions factor by the distance travelled for each journey. This approach complies with the requirements of the methodology guide for CO 2 information for transport services published by the French government. CO 2 emissions per traveller km kg. CO 2 Paris Brussels Paris Brussels Izy Paris - Amsterdam Paris - Cologne Brussels - Amsterdam Brussels - Cologne CARBON FOOTPRINT RESULTS 2016 The GreenHouse Gas Protocol (GHG Protocol) was developed in partnership with companies, NGOs and governments to create a common accounting and reporting framework. The GHG Protocol is currently the most-used method globally. The main goal of the method is to assess and prioritise the weight of greenhouse gas (GHG) emissions to reach practical conclusions and develop ways forward for improvement. The method enables the conversion of physical activity data (energy consumption, materials use and transportation, etc.) into estimated GHG emissions using emissions factors. GHG emissions are expressed in tonnes of CO 2 equivalent (t. CO 2 eq). 3

4 The GHG Protocol breaks down the operational scope of greenhouse gases as follows: Scope 1: direct emissions related to the burning of fossil fuel resources owned or controlled by the company. Scope 2: indirect emissions related to electricity purchases or production. Scope 3: all other indirect emissions, from the extended Supply Chain to the transportation of goods and people. This accounts for most of the emissions of the vast majority of companies. The table below shows the scope of emissions for our commitment to Science Based Targets, that is, the head office, communications, services to passengers and train energy. In addition to this quantitative commitment, we have also made a qualitative commitment in support of our maintenance workshops in their eco-responsible strategy. During 2016, Thalys activity resulted in the emission of tons of CO2, i.e. an absolute reduction of 18,792 tons of CO 2 per compared to T CO Buildings Communication On board services Energy in the trains Total Evolution -25,5% -28,4% -34,6% 4

5 Thalys commitment to Science Based Targets is relative, i.e. reported by traveller-km (trav.km). Emissions continue to decrease and the drop currently accounts for approximately 37 points of the 40 points we committed to. 25,00 Thalys CO 2 emissions evolution scope SBT gco 2 / trav.km 20,00 15,00 10,00 5,00 0, Building Siège Communication Services On board aux services passagers Traction Energy in the Headquarter trains 5

6 4. MAJOR LESSONS The carbon footprint confirms that Thalys is providing transport services in line with efforts to prevent climate change. The main reduction areas are: Head office and premises The company is dedicated to decreasing its energy consumption at head office by using electrical power 100% generated from renewable sources, distributing reusable flasks instead of bottles, recycling equipment and waste and integrating environmental performance standards in the specifications of new buildings. Energy & transport As an operating rail company, Thalys takes its responsibility to optimise the energy consumption of its trains very seriously. Energy meters are to be installed throughout the fleet to take accurate measurements and ensure an approach for energy efficiency. In addition, all train drivers will have the opportunity to take a specific training course in eco-driving. The company also intends to reduce auxiliary train consumption (heating, lighting, etc.) and improve the composition of the traction electricity mix in cooperation with its suppliers and partners. On-board catering Menus consist primarily of fresh, seasonal, organic and locally-produced products. In addition, Thalys favours the use of fish certified "sustainable seafood" and will not use threatened species. The use of red meat is limited and the vegetarian offer has been increased. Thalys has thus reduced emissions for meals on board by 50% since 2008 and intends to capitalise on these results. Occupation rate Emissions are calculated according to the level of network use, that is, per traveller based on their journey. We adjust our offers and services to optimise our occupation rate and contribute to limiting emissions per passenger-km. 5. CONCLUSION Another way of looking at the Thalys contribution to European mobility is to consider the emissions avoided thanks to its activities. If Thalys didn't exist, passengers would have had to use more polluting transport modes like the car or the plane. This would have resulted in the additional emission of 200,000 t. of CO₂ eq. (source: Sustainable Mobility 2015, Carbone 4). Our efforts to encourage modal shift and optimise the use of our trains are means to develop our economic activity and make a contribution to limiting emissions in the transport industry overall. In 2017, the change in the French application decree and the UIC s best practices will lead us to modify the methodology to express our emissions in CO₂eq rather than in CO₂. 6. APPENDIX: Reasonable assurance report on a selection of CO₂ indicators published in Thalys 2016 Carbon Footprint on thalys.com by PWC 6

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