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Turbotrain, Zerotrain, Ecotrain: the Ecological Political Economies of High-Speed Rail in Canada

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Turbotrain, Zerotrain, Ecotrain: the Ecological Political Economies of High-Speed Rail in Canada Turbotrain, Zerotrain, Ecotrain: The Ecological Political Economies of High-Speed Rail in Canada by Ryan Katz-Rosene A thesis submitted to the Faculty of Graduate and Post Doctoral Affairs in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Geography with Specialization in Political Economy Carleton University Ottawa, Ontario © 2014 Ryan Katz-Rosene ABSTRACT Since the late 1980s Canadian proponents of high-speed rail (HSR) have increasingly appealed to the technology’s sustainability potential to sell the idea to decision-makers. This thesis employs an ecological political economy (EPE) approach to examine this phenomenon. It considers when, how, and why high-speed rail became an ‘ecological fix’ – a neoliberal tactic, employed by states and capitalists in search of profit, wherein innovations are proposed as a means of externalizing and internalizing socio- environmental conditions. It demonstrates how this development in Canada’s HSR story was shaped by the underlying transformation of ‘neoliberalization’, a process which in Canada was largely uneven, often contradictory, and featured various national idiosyncrasies. Three distinct ecological political economic narratives for HSR development are identified – ‘Turbotrain’, ‘Zerotrain’ and ‘Ecotrain’ – and these narratives are shown to have competed with one another for legitimacy since the 1960s, during periods of HSR ‘emergence’, ‘impasse’ and ‘unanswered resurgence’. It is argued that HSR became an ecological fix after proponents repeatedly failed to convince decision-makers to invest in the transport infrastructure, a phenomenon that was backgrounded by ‘roll-out’ forms of neoliberalism and the attendant popularization of eco-modernist beliefs. However, considering Canada’s two proposed HSR projects (in the Quebec City-Windsor and Calgary-Edmonton corridors) from an EPE perspective raises doubts about some of the grand claims and motivations underlying this ecological fix, and identifies a number of unintended impacts which could result from the introduction of HSR as a new mode within Canada’s busiest transport corridors. ii ACKNOWLEDGEMENTS “Sometimes a scream is better than a thesis.” - Ralph Waldo Emerson (2008, Vol.5: p.477; originally written in 1836). “Puff, puff, chug, chug, went the Little Blue Engine. ‘I think I can – I think I can – I think I can – I think I can – I think I can – I think I can.’” - The Little Engine That Could (Piper 1976, pp.33–34). Although admittedly written in an entirely different context, Emerson’s famed adage in the epigraph above easily applies to the process of writing a doctoral thesis. Some examples of screaming come to mind: I can’t handle this! Not another draft! Why is this taking so long!? Am I making a meaningful contribution!? Luckily, while researching and writing this dissertation I have avoided the compulsion to scream thanks to an incredible amount of support, advice and inspiration I received from others – including those sage fictional characters in my two-year-old’s book collection. To these supports I am forever grateful (though it should go without saying that the following individuals are by no means responsible for any misguided assessments in the ensuing work): First, I must thank my colleagues – fellow students, faculty and administrators at the Department of Geography and Environmental Studies (DGES) as well as the Institute of Political Economy (IPE) at Carleton University. One carries out an awful lot of formal and informal discussion while carrying out a doctoral degree, and so I thank my professors and fellow students for keeping me on my toes and providing me with the intellectual stimulation required to travel down new roads and open new doors. Thanks are also due to Natalie Pressburger and Donna Coghill, without whom the everyday functioning of both DGES and IPE would, well, no longer occur! iii I would like to specifically thank my co-supervisors – Simon Dalby and Iain Wallace – for sticking with me throughout this journey, for maintaining faith in my project while constructively pushing me through those moments of intellectual uncertainty and turmoil. One receives an awful lot of feedback over a four-year period, but even where I have received biting criticism, it has been with the overall goal of guiding me to produce my best. So I thank my supervisors for this, as well as other intellectual advisors who have helped and inspired me along the way – including Matt Paterson and Gordon Laxer. Thanks are also due to my social supports, including ultimate teammates and bandmates for providing me with sport and music – two spaces in my life where academe has not managed to trespass. Non-work ‘down time’ with these and other friends has been absolutely essential in keeping me sane – so thank-you friends! Sometimes (okay, often…) academe has trespassed into my non-work life, and for this I owe a great deal of gratitude to my wife, Erin, and my daughter, Georgia, for putting up with me all those times I worked late, or (God-forbid) during the weekend! My family has not only put-up with me in such instances, but given me a solid grounding and purpose for my work, fueling my interest in the big story of humans and their relationship(s) with the planet. So, thank-you family! Finally, one spends a great deal of money while completing a dissertation, and so I thank the main funders of this project – the Social Sciences and Humanities Research Council of Canada, the Ontario Government, and Carleton University – for allowing me to make a living from doing what I love to do. iv TABLE OF CONTENTS ABSTRACT ii ACKNOWLEDGEMENTS iii CONTENTS v LIST OF ABBREVIATIONS vi LIST OF TABLES viii LIST OF ILLUSTRATIONS x LIST OF APPENDICES xi PROLOGUE: The Trains Are Always Greener on the Other Side of the Pond xii PART I: Bridging High-Speed Rail and Ecological Political Economy CHAPTER ONE: Introduction 2 CHAPTER TWO: Theoretical Foundations and Methodological Approach 34 CHAPTER THREE: High-Speed Rail in a Canadian Context 72 CHAPTER FOUR: (Ecological) Political Economic Narratives of High-Speed Rail 109 PART II: High-Speed Rail and the 'Neoliberal Turn' in Canada CHAPTER FIVE: Emergence (1964 – 1982) 145 CHAPTER SIX: Impasse (1983 – 1998) 183 CHAPTER SEVEN: Unanswered Resurgence (1999 – 2013) 218 PART III: High-Speed Rail as an 'Ecological Fix' CHAPTER EIGHT: High-Speed Rail’s Limited Socio-Ecological Potential 252 CHAPTER NINE: Conclusion 285 REFERENCES 307 APPENDICES 347 v LIST OF ABBREVIATIONS APT Advanced Passenger Train AVE Alta Velocidad Española (Spanish High Speed) BR British Rail CAC Criteria Air Contaminant CAF Construcciones y Auxiliar de Ferrocarriles (Railway Builders) CBA Cost Benefit Analysis CBC Canadian Broadcasting Corporation CEC Calgary – Edmonton Corridor CO Carbon Monoxide CO2 Carbon Dioxide CPRA Canada Petroleum Resources Act CSR Corporate Social Responsibility CTC Canadian Transport Commission DB Deutsche Bahn (German Railway Company) DGES Department of Geography and Environmental Studies DHC DeHavilland Canada DMU Diesel Multiple Units EM Ecological Modernization EPE Ecological Political Economy FTA Canada-United States Free Trade Agreement FRA Federal Railway Administration (U.S.) G8 Group of Eight G20 Group of Twenty GDP Gross Domestic Product GEA Green Energy Act GHG Greenhouse Gas GM-EMD General Motors Electro-Motive Division HSGT High-Speed Ground Transportation HSR High-Speed Rail HST High-Speed Train ICE Intercity Express IFI International Financial Institution IMF International Monetary Fund IPE Institute of Political Economy IPE International Political Economy IUR International Union of Railways Kt Kilotonne Km/h Kilometers per hour LAV Linea de Alta Velocidad (High-Speed Line) LRC Light, Rapid, Comfortable LRT Light Rail Transit MLA Member of Legislative Assembly MLW Montreal Locomotive Works vi MNC Multinational Corporation MP Member of Parliament Mt Megatonne NAFTA North American Free Trade Agreement NATO North Atlantic Treaty Organization NDP New Democratic Party NEP National Energy Program NPV Net Present Value NTA National Transportation Act OQRTTF Ontario-Québec Rapid Train Task Force PC Progressive Conservative PPP Public-Private Partnership PQ Parti Québecois PR Public Relations QWC Quebec City – Windsor Corridor RENFE Red Nacional de los Ferrocarriles Españoles (Spanish National Railways) SCTIC Standing Committee on Transport, Infrastructure and Communities SGF Société Générale du Financement du Québec (Québec Investment Agency) SNCF Société Nationale des Chemins de Fer Français (French National Railway Company) STOL Short Take Off and Landing TEMS Transportation Economics & Management Systems, Inc. TGV Train à Grande Vitesse ToP Treadmill of Production TTC Toronto Transit Commission TWh Terawatt Hour UK United Kingdom UN United Nations US United States VHSR Very High Speed Rail WTO World Trade Organization vii LIST OF TABLES Table 1A: A Portrait of the ‘Sustainable Bullet Train’ 5 Table 2A: Neoliberalizing Nature: Targets and Tactics 51 Table 2B: Characteristic Political Economies 57 Table 2C: The Tenets of Neoliberalization 59 Table 2D: Phases of Neoliberalization 60 Table 3A: Global Rail Speed Records 76 Table 3B: Founding Nations of the Global HSR Club 78 Table 3C: Costs and Net Present Value (NPV) of HSR in the QWC 91 Table 3D: Person Trips within the QWC by mode 92 Table 3E: Costs and Net Present Value (NPV) of HSR in the CEC 97 Table 3F: Passenger Trips within the CEC 98 Table 4A: Main Public Narrative 118 Table 4B: Should HSR projects be
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