5 TRANSPORTATION AND THE ENVIRONMENT
Levels of green house gas emissions from freight transportation have increased,
however, emissions grew at lower rate than the increase in activity level.
OVERVIEW
Although transportation provides many economic and
social benefits, the movement of people and goods can
have significant environmental consequences, which in
turn have social and economic repercussions.
Sustainable transportation calls for ensuring that the
environment is considered along with economic and
social factors in transportation decision-making.
Environmental impacts from transportation include air,
water and noise pollution, greenhouse gas (GHG)
emissions, and the loss of agricultural land and wildlife
habitat. A range of transportation activities contributes to
these pressures, including: constructing and financing
infrastructure; operating airports and ports; operating and
maintaining the road system; producing, operating,
maintaining and disposing of vehicles; and supplying of
energy and fuel.
The different sectors that make up Canada's
transportation system are under the jurisdiction of all
three levels of government. The federal government has
jurisdiction over most international and interprovincial
transportation, while provincial governments are
responsible for intraprovincial transportation.
Municipalities largely govern urban transportation
systems. Coordination of these different levels is
conducted by the Council of Ministers Responsible for
Transportation and Highway Safety.
TRANSPORT CANADA'S ROLE
Transport Canada's mandate is to provide the best
transportation system for Canada and Canadians — one
that is safe and secure, efficient, affordable, integrated
and environmentally friendly. The authority of the Minister
of Transport Canada to affect environmental issues is
through various Acts, including the Navigable Waters
Protection Act, Arctic Waters Pollution Prevention Act,
Canada Shipping Act, Motor Vehicle Fuel Consumption
Standards Act and Transportation of Dangerous Goods
Act. In carrying out its mandate, Transport Canada works
with other federal departments to promote sustainable
transportation. Significantly, it collaborates with Natural
Resources Canada to promote the production and use of
alternative fuels and to introduce fuel efficiency
technologies. Air emissions from the on-road and off-road
sectors are regulated by Environment Canada.
In order to set a positive example and to reduce its own
environmental impacts, Transport Canada has increasingly
been integrating environmental considerations into daily
planning and decision-making. To achieve this objective,
Transport Canada has adopted an Environmental
Management System, or EMS, an approach that has been
used by governments and private companies around the
world to ensure environmentally sound practices and to
minimize liability.
ENVIRONMENTAL TRENDS IN TRANSPORTATION
Transportation is an important contributor to Canada's
economy. The benefits of transportation systems should
be weighed against their impacts on the environment. An
obvious impact, for example, results from using energy to
propel our vehicles, whether on land, on water or in the
air. The challenge is to reduce the transportation-related
impacts on the environment while still achieving the
objectives of mobility and access that transportation
systems afford.
This section will illustrate the most recent trends in both
GHG and criteria air contaminants (CAC) emissions
related to transportation. It will show that despite growth
in transportation services, improvements have been made
in particular areas while challenges remain in others.
CLIMATE CHANGE AND GREENHOUSE GAS EMISSIONS
Climate change is a major challenge for transportation,
as it is for all other sectors of the Canadian economy.
Climate change is caused by increases in GHG
emissions, which may significantly alter weather and
climate patterns around the world, thus increasing the
frequency of severe weather events and enhancing the
risk of weather-related disasters. However, attempts to
reduce GHG emissions in the transportation sector must
recognize that transportation is a derived demand and
that mobility makes an important contribution to the
Canadian economy.
Total Canadian GHG emissions in 2002 were
731 megatonnes (Mt), a 2.1 per cent increase from 2001.
Figure 5-1 shows that the transportation component of
total emissions was 26 per cent, or 190 Mt. This is up
slightly from the 2001 level of 187 Mt (also 26 per cent of
total emissions). On-road emissions accounted for
72 per cent of total transportation emissions, domestic
air-related emissions accounted for seven per cent,
and rail and domestic marine both accounted for
three per cent. The remaining transportation-related
emissions, off-road and pipelines, accounted for a
combined 15 per cent of total GHG emissions in 2002.
Figure 5-2 shows the trends from 1990 to 2002 in
on-road GHG emissions and activity levels from the
passenger and freight sectors (1990 levels indexed to
100). Emissions from on-road passenger travel increased
by roughly 12 per cent over this period, from 69 to 77 Mt.
Activity levels measured by passenger-kilometres
increased by the same amount as tracked GHG emission
levels throughout this period.
FIGURE 5-1: TOTAL GHG EMISSIONS BY SECTOR, 2002
![](/web/20071207055841im_/http://www.tc.gc.ca/pol/en/report/anre2004/images/5-1e.gif)
Source: Canada's Greenhouse Gas Inventory, 1990-2002, Environment Canada
By contrast, Figure 5-2 also shows that GHG emission
levels for on-road freight increased by 53 per cent, from
33 to 51 Mt, from 1990 to 2002. While this represents
a significant increase in GHG emissions compared
with passenger emissions, it should be viewed within
the context of the large increase in freight activity levels
over this period, when freight activity, measured in
tonne-kilometres, more than doubled (103 per cent).
This indicates that while freight is accounting for
increasing levels of GHG compared with passenger
travel, it is also becoming more efficient by decoupling
GHG emissions from activity to a greater extent than
on-road passenger travel.
FIGURE 5-2: TRENDS IN GHG EMISSIONS AND
TRANSPORTATION ACTIVITY, 1990 – 2002
![](/web/20071207055841im_/http://www.tc.gc.ca/pol/en/report/anre2004/images/5-2e.gif)
Source: Energy Use Handbook: June 2004; NRCan, OEE
Figure 5-3 shows the trends in GHG emissions from the
rail, aviation and marine sectors for the 1990 – 2002
period. After the on-road sectors, the aviation sector had
the largest share of transportation sector GHG emissions,
with 16 Mt in 2002. Since 1990, aviation GHG emissions
have increased by 18 per cent. This increase occurred
while airlines were employing more fuel-efficient aircraft
as well as larger aircraft with increased load factors.
At eight Mt, the marine sector was the next largest
contributor to GHG emissions; overall, marine emissions
have been relatively constant over this period, with only a
three per cent increase. The rail sector was responsible
for six Mt in 2002, and unlike the other sectors, has had
declining GHG emissions since 1990 (16 per cent
reduction). This is especially impressive considering that
rail freight activity levels have increased by 28 per cent
since 1990. As reported in last year's Annual Report, this
could be due to a combination of factors, such as
technological improvements to locomotives during the
late 1990s, the adoption of new operating practices, and
the rationalization of Canadian National and Canadian
Pacific's fleets.
FIGURE 5-3: RAIL, AVIATION, MARINE GHG EMISSIONS,
1990 – 2002
![](/web/20071207055841im_/http://www.tc.gc.ca/pol/en/report/anre2004/images/5-3e.gif)
Source: Energy Use Handbook: June 2004; NRCan, OEE
AIR POLLUTION EMISSIONS
Roughly eight out of ten Canadians live in urban areas.
This, along with the associated concentrations of
economic activity in urban areas, is putting pressure on
the air, land and water. This section examines trends in
transportation-related air emissions.
Air pollution emissions represent a significant
environmental and health issue for Canadians. These
emissions include pollutants such as nitrogen oxides
(NOx) and sulphur oxides (SOx); volatile organic
compounds (VOC) such as gasoline fumes and solvents;
and particulate matter (PM10 or PM2.5). They are emitted
from a wide range of sources, including the transportation system. Perhaps the most visible impact is urban smog,
which has been linked to several thousand premature
deaths in Canada each year, as well as to numerous
health-related problems. Smog is composed of two main
ingredients: ground-level ozone and particulate matter.
Ground-level ozone is created when NOx and VOC react
together under specific conditions, such as calm, sunny
days. NOx, along with SOx, are also the components of
acid precipitation. Particulate matter is produced during
the combustion of fossil fuels, including motor vehicles,
industrial processes and power plants. Dust from paved
and unpaved roads and road construction as well as
forest fires are also major sources of particulate matter.
The transportation sector as a whole accounts for
roughly 60 per cent of total Canadian NOx emissions,
26 per cent of VOC emissions, seven per cent of fine
PM emissions and four per cent of SOx emissions.
It should be noted that fuels vary considerably in terms
of the emissions to which they give rise. For example,
on-road and off-road diesel engines account for roughly
75 per cent of PM2.5 emissions (off-road diesel use alone
accounts for 53 per cent) and 58 per cent of NOx
emissions. Gasoline engines, on the other hand, account
for 86 per cent of transportation-related VOC emissions.
Figure 5-4 illustrates the trends in transportation-related
PM2.5, SOx, NOx and VOC emissions (1990 trends
indexed to 100). Since 1990, the trend in all of these
emissions has been downward, thanks largely to
regulatory changes introduced by the federal government
to reduce the health impacts of smog and the impacts of
acid rain.
FIGURE 5-4: AIR POLLUTION EMISSIONS FROM THE
TRANSPORTATION SECTOR, 1990 – 2002
![](/web/20071207055841im_/http://www.tc.gc.ca/pol/en/report/anre2004/images/5-4e.gif)
Source: Environment Canada: 2000 Criteria Air Contaminant Inventory
Congestion affects the environment through the
additional time required for commuting or for goods
movement and the increased time spent by vehicles idling
in heavily congested areas. The consequences include
increased environmental, social and economic costs,
such as foregone paid work, lost time and productivity,
wasted fuel, increased GHG emissions, air and noise
pollution, and increased stress. Canada relies heavily on
exports and imports, especially to and from the United
States. This movement of goods and people requires
reliable and timely traffic flows at border points, as well as
the efficient movement on our highways, rail yards,
airports and ports. The costs of congestion have been
estimated to be in the billions of dollars annually for the
Canadian economy.
The design of low-density urban areas can have an
impact on the environment through increased
infrastructure needs, including investment in roads.
The benefits to Canadians of such development can
include lower housing costs and greater access to green
space. However, so-called "urban sprawl" also means
longer commuting times with the associated increase in
harmful emissions.
FEDERAL INITIATIVES
Federal government departments introduced a number
of new initiatives in 2004, many focussed on Canada's
urban transportation areas. These initiatives targetted
passenger and freight transportation as well as other
transportation modes such as air and water
transportation. These initiatives are highlighted below.
THE ONE-TONNE CHALLENGE
Launched on March 26, 2004, the One-Tonne
Challenge is a three-year, $45 million social marketing
campaign that provides Canadians with information and
tools to help them take action to reduce their own GHG
emissions by one tonne — at home, at the office and
when travelling. Complementary initiatives under the
program include partnerships with various groups and
communities such as educators and youth to raise
awareness of the Challenge and engage Canadians to
take action. An $8 million print and television advertising
campaign was launched in December 2004.
ANNOUNCEMENT OF HYDROGEN HIGHWAY
As an important part of the $215-million initiative to
stimulate the development and commercialization of
hydrogen and fuel cell technologies, the federal
government announced the development of the first
Canadian Hydrogen Highway on April 1, 2004. Targetted
for full implementation by the Whistler 2010 Olympics, the
Hydrogen Highway will attract international attention and
be a showcase of sustainable transportation, creating a
highway with hydrogen fuelling infrastructure that will
allow visitors to travel via fuel cell vehicles between the
Vancouver Airport and Whistler for the 2010 Olympics.
SUSTAINABLE
DEVELOPMENT STRATEGY
On February 16, 2004, Transport Canada tabled its third
Sustainable Development Strategy in Parliament. The strategy
defines seven strategic challenges and 32 specific commitments
for action over the next three years (2004 – 2006). In 2004,
Transport Canada wrapped up the 2001 – 2003 Sustainable
Development Strategy and initiated the implementation of the
2004 – 2006 strategy. The department reports on its progress
annually within the Departmental Performance Report and in the
Sustainable Development Strategy Progress Report. Both are
available on-line at www.tc.gc.ca/publications/en/menu.htm and
www.tc.gc.ca/SDS, respectively.
Transport Canada's Sustainable Development Strategy
demonstrates the department's long-term commitment to work
with partners in order to achieve sustainable transportation in
Canada.
URBAN INITIATIVES
The Urban Transportation Showcase Program
The Urban Transportation Showcase Program (UTSP)
is a $40 million initiative to demonstrate and evaluate the
impacts of integrated strategies for reducing GHG
emissions from urban transportation. The program
evaluates the effects of these strategies on GHG
emissions, as well as on other urban challenges such as
air pollution, congestion, urban form and land use,
operating costs and increased active transportation
(e.g. cycling, walking). Information on sustainable urban
transportation from the showcase demonstrations and
other sources is disseminated via learning events,
Internet communications, publication of case studies, and
transportation awards to encourage the replication of
successful strategies across Canada.
In 2004, five municipalities began implementation:
Halifax, Waterloo, Toronto/Hamilton, Whitehorse
and Vancouver. For more information, visit
www.tc.gc.ca/programs/environment/utsp/menu.htm.
THE MOVING ON SUSTAINABLE TRANSPORTATION
(MOST) PROGRAM
Since it started in 1999, the MOST program has funded
74 projects aimed at encouraging sustainable transportation
practices among Canadians. Originally slated to last three years
and allocated roughly $1 million, MOST was extended in 2004
until fiscal year 2007 and given $2.5 million in additional funding
in response to ongoing demand for the program.
Seventeen new projects totalling $714,524 were approved for
funding in 2004, for a total of 40 ongoing projects during the
course of the year. These projects represent a wide variety of
initiatives, ranging from car sharing to quantifying the positive
impacts of teleworking. An annual review rolled up the six
completed projects, including The Sheltair Group's citiesPLUS, a
100-year sustainability plan that won the Grand Prix at the
International Competition for Sustainable Urban System Design.
Public Transit
Over the course of 2004, the federal and provincial
governments announced a number of investments in
public transit. Funding for these projects came from the
Canada Strategic Infrastructure Fund to support
increased transit ridership that encourages a more
environmentally sustainable transportation system.
The October 2004 Speech from the Throne affirmed the
Government of Canada's commitment to bring forward a
New Deal for Cities and Communities. A component of
the New Deal includes allocating federal gasoline tax
revenue for environmentally sustainable municipal
infrastructure such as public transit and rehabilitation of
roads and bridges. For more information, please see the
Chapter 7 — Road Transportation.
Also in 2004, Environment Canada partnered with the
Canadian Urban Transit Association (CUTA) to deliver a
national urban transit bus retrofit program. This program
will enable up to 240 older, higher-polluting urban busses
to be retrofitted with diesel oxidation catalysts. This will
reduce emissions of PM by 20 per cent, carbon monoxide
by 40 per cent and hydrocarbons by 50 per cent.
In December 2004, Transport Canada invited
employees of all federal government departments and
agencies in the National Capital Regional to enroll in the
Transit Pass Program. Enrollment is being phased across
departments over the coming year. The Transit Pass
Program enables employees to purchase a transit pass
through a monthly payroll deduction (with OC Transpo) at
a reduced price or through a pre-authorized payment
(with the Société de transport de l'Outaouais). Participating
employees save 10 to 15 per cent (10% for STO and 15%
for OC Transpo) and gain the convenience of an annual
transit pass.
RELEASE OF SUSTAINABLE TRANSPORTATION
PLANNING TOOL
On November 8, 2004, Transport Minister Jean Lapierre
announced the release of TransDec, a new software tool that will
give organizations considering investing in urban transit projects
the ability to include environment factors in their cost/benefit
analysis. This software will help transportation planners make
more environmentally friendly urban transit decisions.
TransDec provides a framework for analyzing a wide range of
prospective transit investments, as well as rehabilitation and
maintenance work. The framework applies to various transit
modes, including bus systems, light rail, heavy rail, commuter rail
and highways.
Canadian governments, transit authorities, universities, nongovernmental
organizations and independent contractors working
for these organizations can use the software free of charge. For
more information, visit www.tc.gc.ca/programs/Environment/EconomicAnalysis/model/menu.htm.
Advanced Technology Vehicles Program
The goal of the Advanced Technology Vehicles
Program (ATVP) is to support Transport Canada's efforts
to reduce GHG emissions in the transportation system.
As of December 2004, the ATVP has assessed
94 vehicles for their fuel efficiency, emissions and safety
performance. This includes the Mercedes-Benz
Smart Car, which was introduced to the Canadian market
on October 4, 2004. This fuel-efficient car gets
3.8 litres/100km on the highway and 4.6 litres/100km
in the city. In addition, 4.8 million Canadians have
been reached through a program of 105 special
events undertaken to showcase advanced technology
vehicles and to raise public awareness of advanced
technology vehicles.
FREIGHT TRANSPORTATION
Freight Efficiency and Technology Initiative
The Freight Efficiency and Technology Initiative (FETI)
is led by Transport Canada in collaboration with Natural
Resources Canada and is designed to reduce the growth
of GHG emissions from freight transportation. It has three
components: the Freight Sustainability Demonstration
Program (FSDP); voluntary performance agreements
between the federal government and modal associations
to improve fuel efficiency and reduce GHG emissions;
and information-sharing initiatives with the freight
industry. In 2004, the FSDP allocated approximately
$1.2 million for eight new demonstration projects,
bringing the total to $2.7 million for 23 projects. Two
demonstration projects were completed, and 11 began
implementation following the signature of contribution
agreements during the summer and fall months. FETI
co-funded and/or organized two industry events to
promote understanding and actions in support of
sustainable freight transportation.
An agreement in principle was reached with the Air
Transport Association of Canada (ATAC) to voluntarily
reduce GHG emissions in the aviation sector. This will be
accomplished through a 24 per cent improvement in
energy efficiency by 2012 compared with a base year of
1990. This target will be confirmed in a memorandum of
understanding (MOU) in 2005.
Freight Incentives Program
Launched as part of the Climate Change Plan for
Canada, the Freight Incentives Program (FIP) provides
financial incentives to purchase and install efficiencyenhancing
technologies and equipment in the air, rail and
marine modes. In 2004, the FIP had its first annual
submission deadline, and approximately $1.5 million was
allocated toward four projects. Other work under this
program includes the examination of marine shore power
to reduce ship idling at terminals and an awareness
program for shippers and freight forwarders.
AIR QUALITY
Proposed amendments to the Sulphur in Diesel Fuel
Regulations were published on October 2, 2004. They
introduce limits for sulphur in off-road, rail and marine
diesel fuels and are aligned with the levels and timing
requirements passed by the U.S. Environmental
Protection Agency in June 2004. The interim limit of
150 mg/kg of sulphur set under the Sulphur in Gasoline
Regulations ended December 31, 2004. The final average limit of 30 mg/kg came into effect on January 1, 2005.
Between 2002 and 2003, the national average sulphur
content in gasoline has declined 55 per cent.
In May 2004, the federal government proposed the
Off-Road Compression-Ignition Engine Emission
Regulations, which will introduce emission standards
for diesel engines, such as those used in construction
and agricultural machines, starting in 2006. It is
estimated that there are more than 12 million engines
in off-road vehicles and equipment in Canada.
Environment Canada also initiated consultations on its
planned Marine Spark-Ignition Engine and Off-Road
Recreational Vehicle Emission Regulations, which will
introduce emission standards for recreational marine
engines and vehicles. For more information, visit
Environment Canada's CEPA Registry Web site at
www.ec.gc.ca/CEPARegistry/default.cfm.
WATER ISSUES
In December 2003, a decision was made to transfer
responsibility for the Navigable Waters Protection Act
(NWPA) from Fisheries and Oceans Canada (DFO)
to Transport Canada. The transfer took effect on
March 29, 2004. With the transfer, TC is now responsible
for conducting environmental assessments (EA) pursuant
to the Canadian Environmental Assessment Act for
projects triggered by the NWPA. The number of EAs TC
now conducts on an annual basis has increased
significantly and includes a number of major
assessments, hydroelectric projects, liquefied natural gas
projects and mines.
The Canadian and United States governments are
conducting a joint study to evaluate the infrastructure
needs of the Great Lakes / St. Lawrence Seaway system,
and the engineering, economic and environmental
implications of those needs. The study will focus on the
optimization of the existing infrastructure based on the
system's current configuration and environmental
footprint. Seven partners are involved including five
Canadian and U.S. federal departments and the
Canadian and U.S. Seaway corporations. The study is
scheduled to continue until 2006.
NOISE AND AIR TRANSPORTATION
Air traffic around the world continues to increase
rapidly, as does the number of extra hours aircraft spend
in the air and waiting on the ground. This raises issues
related not only to water and air quality but also to the
noise associated with air travel. In the spring of 2004,
Transport Canada joined the U.S. Federal Aviation Administration (FAA) and the National Aeronautics and
Space Administration (NASA) as a sponsor of the Center
of Excellence (COE) for Aircraft Noise and Aviation
Emissions Mitigation. This partnership provides Transport
Canada with access to a wide range of resources and
expertise from academic institutions as well as
manufacturers.
In February 2004, Transport Canada officials
participated in the activities of the Committee on Aviation
Environmental Protection of the International Civil
Aviation Organization (ICAO) to develop recommendations
to reduce the environmental impact of aircraft noise and
engine exhaust emissions (including more stringent
standards for nitrogen oxides); to make progress on
market-based measures to limit or to reduce emissions;
and to provide guidance on implementing a "balanced
approach" to noise management.
CONTAMINATED SITES
The 2003 Federal Budget includes a commitment of
$175 million over two years to establish a centrally
managed fund to make ongoing resources available to
federal contaminated sites. Transport Canada received
$10 million for three remediation projects and $334,000
for seven site assessment projects in 2004/05 through the
Federal Contaminated Sites Accelerated Action Plan.
PROVINCIAL/TERRITORIAL/MUNICIPAL
INITIATIVES
ONTARIO
The Ontario Ministry of Transportation (MTO) has
embarked on a process to develop a comprehensive,
current and consistent approach to environmental
compliance that will encompass all environmental factors
for all highway activities from planning through to
operation and maintenance. One of the first steps in
developing a systematic approach to environmental
management is the Environmental Standards Project
(ESP). For more information, visit www.mto.gov.on.ca/english/engineering/envirostandards.
SASKATCHEWAN
In 2004, Saskatchewan continued to explore and
implement new initiatives and technologies that reduce
vehicle fuel consumption and vehicle emissions and that
optimize transportation facilities. For example, the
Saskatoon Transit Service and Saskatchewan Highways
are continuing to test canola–oil blend "biodiesel" in
portions of their fleets. Indications are that biodiesel
reduces diesel fuel consumption and NOx and VOC
emissions, and significantly reduces vehicle engine wear.
In addition, private industry has developed a canola
oil-based diesel fuel additive to enhance regular diesel
fuel. The City of Regina and Saskatchewan Energy
vehicle fleets are now using compressed natural
gas, which reduces petroleum consumption and
vehicle emissions.
ALBERTA
Alberta Infrastructure and Transportation (INFTRA), in
partnership with the Clean Air Strategic Alliance (CASA),1
completed successful cold-weather testing of diesel
particulate filter technology with City of Edmonton Transit
buses. After a year of normal operations, the buses
showed decreases in total hydrocarbon emissions
between 61 and 87 per cent, carbon monoxide between
83 and 89 per cent, and total PM between 73 and
75 per cent. All the reductions occurred without a change
in fuel consumption levels.
In 2004, the CASA Board also made recommendations
to help manage transportation demand. CASA
stakeholders and member companies, particularly those
in Edmonton and Calgary, will be asked to evaluate and
assess their current use of transportation demand
management (TDM) measures, to consider implementing
or modifying their programs as appropriate, and to report
back to CASA in three years. Urban municipalities will be
encouraged to promote such programs in their regions,
and CASA will develop communication tools to help with
the implementation and reporting on employer-based
TDM measures.
BRITISH COLUMBIA
In December 2004, the Government of British Columbia
released "Weather, Climate and the Future: B.C.'s Plan."
It includes the development of TDM, congestion-reduction
measures, incentives for hybrid/alternative-fuelled
vehicles and a driver information program. The provincial
government has set a target of 16 per cent GHG
reductions from 2000 to 2005 through changes to its
vehicle fleet by purchasing hybrid/alternative fuel
vehicles, using biodiesel and ethanol fuel blends,
switching to more efficient vehicles, and reducing
kilometres travelled. The provincial government, and BC
Transit (a provincial Crown corporation), is also testing
biodiesel in eight fleets in the province. It is also making
available funding of up to $250,000 to construct new
cycling infrastructure through the provincial Cycling
Infrastructure Partnerships Program.
YUKON
The Northern Climate Exchange Centre (NCE) has
partnered with the City of Whitehorse, Yukon
Government, Energy Solutions Centre, Yukon Science
Institute, Yukon Youth Conservation Corps and Yukon
Conservation Society to develop and launch an Anti-Idle
campaign in the Yukon. Environment Canada's 2004
EcoAction Community Funding Program has provided
additional funds for this program. This project will use a
variety of social marketing techniques to reduce idling in
Whitehorse. Anti-idling signs will be designed, produced
and placed in parking lots, drop-off zones and delivery
areas throughout the city to encourage drivers not to idle.
The anti-idle campaign complements the existing public
education and outreach activities of NCE. The newest
mascot, "Auntie Idle," was developed by a local artist and
will join "Bob and Dog Mackenzie" to deliver the Climate
Change: Are you doing your bit? message in the Yukon.
NORTHWEST TERRITORIES
The Northwest Territories Department of Transportation
annually constructs and maintains the Mackenzie Valley
Winter Road. This road has some 29 different stream
crossings that until recently were made via natural or
artificially thickened ice bridges. While best practices
have been employed in their construction and location,
warmer weather in recent years has made the
construction and removal of these bridges more
problematic. To properly mitigate the potential
environmental impacts from these temporary ice bridges
on fish habitat, the Department has been constructing
new permanent bridges. Construction of these bridges at
all stream crossings will ultimately remove any
interference with natural stream flow and sediment issues
caused by the temporary ice bridges.
1 CASA was established in March 1994 as a new way to manage air quality issues in Alberta. It is a non-profit association composed of stakeholders from
government, industry and non-governmental organizations. Back to text
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