Power, signalling and telecom

Environmental Product Declaration for power, signalling and telecom systems on the

Reg. no. S-P-00201 UN CPC 53212 Date 2010-03-19

1 Introduction

This environmental product declaration (EPD) describes, from a 14001:2004 (environmental management) and AFS 2001:1 lifecycle perspective, the total environmental impact of power, (work environment management) certification. signalling and telecom systems on the Bothnia Line. The EPD is entirely restricted to the power, signalling and telecom sys- This EPD sets out the environmental performance of power, tems; substructure (tunnels, bridges, track foundations) and signalling and telecom systems on the Bothnia Line. The fol- the track are not included. lowing EPDs are also available for other Bothnia Line systems: Within the International EPD system based on ISO standard • EPD for passenger transport on the Bothnia Line. 14025, this EPD was drawn up in accordance with Product • EPD for freight transport on the Bothnia Line. Category Rules (PCR) 2009:03 for Rail Transport and Railway • EPD for railway infrastructure on the Bothnia Line. Infrastructure (see www.environdec.com for further information • EPD for railway tunnels on the Bothnia Line. about the EPD system). • EPD for railway track foundations on the Bothnia Line. The aim of this EPD is that it should provide experts and • EPD for railway bridges on the Bothnia Line. scientists (in the construction and infrastructure sectors) with • EPD for railway track on the Bothnia Line. objective and reliable information on the environmental impact of constructing, operating and maintaining power, signalling As this EPD is based on data relating to Bothnia Line in- and telecom systems. frastructure, the results might not be representative of other This EPD was developed by Botniabanan AB in cooperation railway power, signalling and telecom systems. In order to with Banverket (the Swedish Rail Administration). It has been decide if the results can be representative for other railway po- certified by Bureau Veritas Certification AB and the certification wer, signalling and telecom systems, the most important areas is valid for three years (after which it can be prolonged). that should be checked to be comparable with the Bothnia Botniabanan AB has been responsible for the financing, Line are: detailed planning and building of the Bothnia Line. On comple- • Railway functionality (e.g. type of traffic, single or double tion, Botniabanan AB will own the infrastructure and lease it to track, etc.). Banverket (the infrastructure manager). From 2050 onwards, • Technical systems (e.g. power and signalling system, etc.). infrastructure ownership will be transferred to Banverket. Bot- • Origin of materials (mainly metals and concrete). niabanan AB has ISO 9001:2000 (quality management), ISO Facts about the infrastructure of the Bothnia Line The Bothnia Line is a new Swedish railway ting power in the catenary system. running from Nyland (north of ) Approximately 3,500 catenary posts, Technical data Infrastructure to Umeå. It is routed via Örnsköldsvik and 150 transformers and more than • Minimum radius of curvature: comprises 190 km of new single-track rail- 200 km of electric cabling have been 3,200 m way with 22 sidings (each 1 km long) and used in building the Bothnia Line. •Maximum gradient: 10‰ 7 travel centres/stations. The latter have •Track gauge: 1,435 mm good connections for pedestrians, cyclists, Signalling system The Bothnia Line •Power supply voltage: 15 kV, local and regional bus traffic and private is the first railway in to be 16 2/3 Hz, AT system vehicles. There is a large freight terminal built using the new European rail •Track: ballasted, concrete in Umeå and a smaller container terminal traffic management system (ERTMS sleepers, UIC 60 rails (conti- nuous welded) in Örnsköldsvik. – level 2 in this case). This is a •Signalling system: ERTMS radio-based system. Consequently, level 2 The line has 90 railway bridges (total there are no optical signals along the •Maximum axle load: 25 ton- length of 11 km) and 16 tunnels (25 km of line. ERTMS makes it possible for nes (30 tonnes on bridges) main railway tunnels and 16 km of service passenger trains to go faster (up to and access tunnels). Designed for combi- 250 km/h on the Bothnia Line) than ned passenger and heavy freight traffic, the Bothnia Line offers with conventional signalling systems. maximum speeds of 250 km/h for passenger trains and 120 It also increases railway capacity in km/h for freight trains with a maximum axle load of 25 tonnes. terms of number of train services. The groundbreaking for the project took place on 14 August ins. 1999 and the railway will become operational in autumn 2010. Location of the Bothnia Line. Telecom systems To facilitate com- The Power supply system A catenary system and an auxiliary munication between different parts of the railway system, power system are the Bothnia Line’s main power supply sys- telecom systems are installed all along the Bothnia Line. tems. The catenary system supplies the trains with propulsion The main parts of the telecom system are telecom cables power. Signalling, telecom, switch heating, illumination and (mostly optocables), telephony systems (emergency and other systems are supplied by the auxiliary power system. An service telephones), transmission facilities, radio equipment automatic transformer system (AT system) is used for distribu- (GSM-R), detectors and information systems. 2 Environmental performance Resource use and emissions

The environmental performance section of the declaration is and for production of materials was calculated as the average based on a lifecycle assessment (LCA) carried out by IVL Swe- electricity mix for the countries hosting the processes. dish Environmental Research Institute in 2009. An overview of system boundaries and included processes is given in the text, The LCA calculations are based on a calculation period of 60 figures and tables below. years. This means that they include all construction, operation and maintenance processes assumed to take place in that Extraction and production of raw materials, transport of time. All results are presented per kilometre of power, signal- materials and manufacturing of products were included in the ling and telecom systems (main line). LCA calculations. The data in respect of infrastructure-related processes and quantities of materials was collected from the building of the Bothnia Line. Selected generic data for material production was used according to the calculation rules in the PCR 2009:03. The electricity used in construction processes

telecom system

Radio towers

Buildings for electrical Power supply system equipment

Auxiliary power system

Catenary system All processes and elements needed to construct, operate and maintain the power, signalling and telecom systems have been included in the LCA. However, note that substructure (tunnels, bridges, track foundations) and track system are not included. The figures show some of the most important structural elements.

signalling system

Signalling system

3 Overview of processes and elements included in the LCA for power, signalling and telecom systems of the Bothnia Line. Power, signalling and telecom Power, signalling and Power, signalling and systems construction telecom systems operation telecom systems maintenance Power supply Signalling Telecom system system construction system construction system construction Catenary posts Interlocking Radio towers Operation of Reinvestment determined by lifetimes (including all fastening system with foundations electrical equipment of components and constructions equipment) Cables Balises Computer equipment Transformers Cables Cables UPS-system UPS-system UPS-system Buildings for Buildings for Buildings for electrical electrical electrical equipment equipment equipment Construction work

Processes and system elements that were excluded from • Platform equipment the LCA as, under the rules in PCR 2009:03, they make • Train heating posts a negligible contribution to environmental impact catego- • Waste handling processes ries (<1 %). For processes excluded by default, see PCR • Train control centre 2009:03.

4 Environmental impact of 1 km of power, signalling and telecom systems (main line) on the Bothnia Line. All construction, operation and maintenance activities over 60 years are included for the power, signalling and telecom systems. However, note that the substructure and track system are not included. Impact category Unit Construction operation maintenance Total Resource use Non-renewable materials kg 43 110 20 68 714 111 843 Renewable materials kg 752 0 451 1 203 Non-renewable energy MJ 2 275 180 263 2 676 650 4 952 094 Renewabe energy MJ 174 160 139 699 333 192 647 050 Recycled resources kg 6 332 0 4 623 10 955 Water kg 216 103 0 323 520 539 623 Land use m2 88 217 155 460 Emissions

Global warming kg CO2 equivalents 86 306 34 144 313 230 652

Acidification kg SO2 equivalents 844 0.25 1 807 2651 Ozone depletion kg CFC-11 equivalents 0.00022 0 0.00041 0.00063 POCP (Photochemical oxidant formation) kg ethene equivalents 54 0.021 109 163

3- Eutrophication kg PO4 equivalents 57 0.046 103 160 Other Ouput of materials for recycling kg 0 0 35 765 35 765 Waste, hazardous kg 171 0 312 483 Waste, excess soil kg 0 0 0 0 Waste, other kg 3 147 2.1 62 898 66 048

Specification of resources making the largest Dominance analysis contributions to the different resource use categories. 100% 90% Resource use category largest contributors Non-renewable materials Iron: 35.4% 80% Gravel: 19.9% 70% Aluminium: 9.9% 60% Copper: 9.6% Solid rock: 8.2% 50% Calcite, CaCO3: 5.9% 40% Sand and gravel: 4.9% 30% Deforestation Limestone CaCO3: 4.0% Infrastructure operation 20% Renewable materials Wood 100% Infrastructure material transport 10% Infrastructure construction work Coal: 35.0% Infrastructure material Crude oil: 30.6% 0% Global Addification Ozone layer POCP Eutrophica- Natural gas: 18.3% warming depletiom tion Non-renewable energy Nuclear: 16.2% Hydro power: 95.3% Emission impact categories and the relative contributions (in %) made by the process Renewabe energy Biomass fuel: 4.1% groups relevant to the Bothnia Line’s power, signalling and telecom systems. The process Ferrous scrap: 87.3% groups include all activities during the calculation period of 60 years. For example, “Infrastructure material” covers all materials used during construction, maintenance and Recycled resources Copper scrap: 12.6% reinvestment.

Infrastructure material = Emissions from raw material acquisition and production of mate- rials such as steel, concrete, etc.

Infrastructure construction work = Emissions from machines (trucks, locomotives etc.) used in constructing the infrastructure.

Infrastructure material transport = Emissions from vehicles (e.g. trucks and trains) used for transporting infrastructure material (e.g. telecom towers and cables) from suppliers to the construction site.

Infrastructure operation = Emissions from production of electricity used for operation of the infrastructure (e.g. operation of interlocking systems).

Deforestation = Net emissions of CO2 resulting from forest land being permanently chan- ged to railway land. Not applicable for power, signalling and telecom systems.

5 Additional environmental information Management of materials and substances

The impact that the building and operation of the Bothnia Line Throughout the construction of the Bothnia Line, all contrac- has on land use, biodiversity and environmental risk-related tors have, as regards any chemical products and potentially issues has been analysed and is described in the three EPDs environmental harmful materials they use, been required to regarding passenger transport, freight transport and infrastruc- obtain the approval of Banverket’s Chemicals Board. Another ture. However, it is not possible or relevant to relate the requirement has been that PVCs and certain other materials results of the impact analyses to the individual infrastructure (a number of specified harmful substances included therein) elements. Consequently, this EPD contains no such details. must not be used before the contractor has made an environ- mental risk assessment and Botniabanan AB has agreed with the use. If the use of any of these substances could not be avoided, the location of the components containing the sub- stances has been documented by the contractor.

Recycling declaration The satisfaction of these requirements has been checked in audits of all major contractors. The main infrastructure elements that are relevant as regards waste management and recycling in the calculation period (60 Hazardous waste generated in all contracts for the building of years) are track, power, signalling and telecom equipment. the Bothnia Line has been collected in environmental stations Other elements such as track foundations, bridges and tun- supplied by Botniabanan AB and managed by companies ac- nels are not to be replaced during the calculation period. credited for management of hazardous waste.

For older signalling systems, Banverket has listed strategic components that should be returned to Banverket Mate- rial Service for revision when they are replaced.. For other materials, there is currently no national strategy for recycling materials that are replaced during maintenance. Such mate- rials often become the property of the contractor. Banverket’s environmental strategy contains the following prioritised goals for the future: • Development, from an environmental perspective, of long-term reutilisation plans for strategic materials. • Development of environmentally sound and effective mana- gement procedures for prioritised categories of waste.

6 7 Hissjö E4

Travel centre key umeå C the bothnia line roads Umeå Tunnel existing railway E12 Brännland Travel centre umeå east bridge rebuilt existing railway Um sidings (double-track) county/provincial boundary Sörfors eä Vännäs lven goods yard municipal boundary UmeåUmeå City 92 Airport flygplats new section, the ådal line Stöcksjö 0 5 10 km new railway (banverket) Stöcke Holmsund E12 Bjurholm E4 Obbola

Sörmjöle

H ör nå Travel centre n hörnefors Nyåker Ö r eä Hörnefors lv Nordmalings kommunÄngersjön en Umeå kommun N NA BA AM ST

Norrfors Travel centre nordmaling Håknäs

L ed Olofsfors ån Västerbottens län Västernorrlands län Lö Nordmaling Trehörningsjö gdeäl ven

Rundvik Lögdeå

Nordmalings kommun Route and travel centres/stations on Örnsköldsviks kommun Ava Långviksmon Sa the Bothnia Line (tunnels and bridges luån also shown). Saluböle

Gideå H Solberg u så E4 n Björna Travel centre Grundsunda husum 1 Banans högsta punkt ÖrnsköldsviksÖrnsköldsvik 2 Banans längsta tunnel Airport G flygplats i de 3 Banans längsta bro äl ven Husum Här står vi Kasa

Lill Mosjön M o äl ve n Travel centre örnsköldsvik n Arnäs

MoTravel centre örnsköldsvik c Mellansel Bredbyn Moliden Örnsköldsvik Domsjö Själevad

Nätra Sidensjö ån Drömmesjön Skorped Bjästa Kornsjösjön ANAN Drömme MB Köpmanholmen TA S Bjällsta Hinnsjön

Stor Degersjön Örnsköldsviks kommun Örnsköldsviks kommun Sollefteå kommun Kramfors kommun E4

Resele L Gålsjö Bruk e ån

Docksta

Forsmo Boteå Mjällom 90

Styrnäs Ullånger

KramforsKramfors Nordingrå Airport Långsele 90 flygplats Sollefteå Sandslån Bjärtrå Nyland Sollefteå kommun Travel centre Kramfors kommun Å kramforsng er Herrskog ÅD m AL an S äl Nora B ve 87 A n Väja N AN Kramfors Lunde E4

Höga Kusten- bron Ramvik

Utansjö EPDs from different programmes may not be comparable See www.botniabanan.se for more information on the EPD and for background material.

PCR review was conducted by the Technical Committee (TC) of the International EPD Consortium (IEC). See www.environdec.com for more information and contact for IEC. Independent verification of the declaration and data, according to ISO 14025: Internal x external Third party verifier: Bureau Veritas Certification AB Fabriksgatan 13 · SE-412 50 Göteborg SWEDEN Layout: Byrå09, Örnsköldsvik Print: Ågrenshuset Produktion, Bjästa Örnsköldsvik Print: Ågrenshuset Produktion, Byrå09, Layout: 8