environmental report - Renfe 08 environmental report ... Extension of use of the regenerative braking system ... the Renfe Freight train fleet will be fitted with braking systems that

environmental report

08 environmental report4

5chapter title in lower case 5

Ten achievements in environmental sustainability in 2008 and a great competitive advantage 7

A train with values and commitment to sustainability 11

Towards a new energy management culture 13

Renfe’s contribution to the environment 19The train, a basic pillar of sustainable mobility 19Renfe’s environmental policy 26Environmental costs and investments 29

Renfe’s environmental impact 31Saving in external costs 31Energy efficiency 36The fight against climate change 43Water consumption 59Materials consumption 61Waste management 62Management of polluted ground 68Impact on biodiversity 68Reduction of noise impact 76Environmental certification 77Key indicator of environmental performance (KPI’s). UIC leaflet 330 78

Stakeholders: extending Renfe’s environmental commitment 81Communication channels for environmental information 81Raising workers’ awareness 83“3rd Renfe AVE School Prize” for the topic of “The Train and Renewable Energies” 85Active participation in the CONAMA9 National Environment Conference: Green logistics 86Renfe’s participation in other events and conferences 87Environmental activities among our customers 88The Railway Companies for Sustainability Forum 91Collaboration with Adif on environmental management and promoting sustainability 93

Annex 95Profile, scope and coverage of the Report 95Index of Contents Global Reporting Initiative (GRI) 96Integrated indicators from the Global Compact, GRI and United Nations Millennium Development Goals 99Evaluation of key indicators of environmental management (KPI). UIC leaflet 330 99Audit declaration 102

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6 08 environmental report

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Reduction of CO2 emissions by Renfe: a year of records

Renfe has reduced its CO2 emissions in 2008, both specific and total. This saving is even more significant, given the increase in Alta Veloci-dad service traffic recorded during the year. Thus,

in accumulated terms, between 1990 and 2008 Renfe reduced its emissions for each Transport Unit by 43.74%, to arrive at the current value of

26 grams of CO2. 2008 has been the year with the low-est total emissions of CO2 in this period, with a fall of 32.94% compared to emissions in 1990, despite the in-

crease in traffic. Looking ahead to 2020, Renfe estimates that its emissions for Transport Unit (passenger-kilometre or tonne-kilometre) will be below 20 grams of CO2.

Energy Efficiency Plan: towards a new management culture

Renfe has presented the Bases for an Energy Efficiency Plan, to be implemented in the 2009-2011 period, with which it aims to

optimize the train’s competitive advantage as the most sustain-

able means of transport. The plan, which attempts to consolidate a new culture of financial and environmental management in the company, includes a range of actions linked to the processes of the purchase, sale and consumption of energy, in order to achieve realistic, quantifiable and visible results in the short and medium term. By the end of the plan annual savings are ex-pected of 53 million Euros and 115,000 tonnes of CO2.

Joining the EcoTransIT consortium: technology at the service of the environment

In 2008, Renfe became part of EcoTransIT, a tool made up of various European railway companies that permits evaluation of the environmental impact associated with freight transport, including energy consumption and various pollutant gas emis-sions, and comparison between the different alternative means and inter-modal means of transport (www.ecotransit.org).

Leadership in and cooperation with the railway sector

Renfe’s collaboration with other railway companies supporting sustainability was clearly seen in 2008. The company has par-ticipated actively in the Railway Companies for Sustainability

Ten achievements in environmental sustainability in 2008 and a great competitive

advantage

7


Forum, which has established itself as a key space for dialogue in the railway sector. The Forum has organized, among other events, technical seminars on energy efficiency and noise pol-lution. The different work groups included in the Collaboration Agreement on Environmental Management and Sustainable Mobility, signed by Renfe and Adif in 2007, were also started up in 2008, looking especially at the decontamination of soils.

Extension of use of the regenerative braking system

The Energy Saving Plan approved by the Government included, among other measures, promotion of the development and use of regenerative brakes in electric trains. New trains were put into service in 2008, all equipped with this technology, per-mitting the energy saving to be extended to more traffic. In 2008, a Renfe initiative, in collaboration with Adif, has begun to study its implementation in the conventional network using direct current.

A saving of two and a half million tonnes of CO2 by substitution of means of transport

In 2008, Renfe services saved 2,460,488 tonnes of greenhouse gas emissions by making replacement of other more pollut-ing means of transport. In the case of High-Speed services, the implementation of new routes has resulted in a saving of 521,660 tonnes of CO2. This saving has been especially sig-nificant on the new Madrid-Zaragoza-Barcelona route, where the modal substitution has permitted a saving of 243,897 tonnes of CO2, 10% of the total saved by Renfe. The total CO2 emissions saving of two and a half million tonnes is equiva-lent to the emissions resulting from the domestic electricity consumption in the homes of a population of eight million people, such as in Andalusia.

Significant use of renewable energies: more than 20%

In 2008, Renfe obtained 22.66% of its traction energy from renewable sources, confirming the railway as the only means of transport in Spain that uses renewable energies in a significant way for its traction. Renfe has been above the European Com-

mission’s target for 2020, of 20% of energy consumption from renewable sources, since 2007.

Less noise, lower fire hazard

Currently, 28% of brake blocks installed in freight wagons are syn-thetic, and 95% of passenger traffic uses low noise emission brake systems, making Renfe one of the European railway companies with the most "silent" fleet of trains. In the medium term, half of the Renfe Freight train fleet will be fitted with braking systems that reduce noise by 10 decibels (in many cases, this reduction rep-resents half of perceived environmental noise). These blocks also reduce the risk of starting fires.

Notable participation in CONAMA9, a summit on sustainable development

Renfe, as well as being the main sponsor, was also the official transport provider for the National Environment Conference, held in Madrid in December 2008, under the slogan “The challenge is to act”. The company took a very active part in the different debates, work group and round tables that took place during the event, and organized the dynamic space named “Green logistics: sustainable mobility in freight transport”, with the notable participation of its stakeholders in this area.

Renfe workers support management of sustainability

Renfe workers have shown in the Work Climate Survey, carried out in 2008, that Renfe’s contribution to development and sus-tainable mobility is the best managed corporate goal of the five included in the Strategic Plan. Management of sustainability by Renfe was rated in 64% of the responses as good or very good.

These achievements being so important, the following should be recalled:

Renfe’s main contribution to sustainability is to offer its stakeholders a real alternative to other less sustainable means of transport.

9ten achievements in environmental sustainability in 2008 and a great competitive advantage


11

A train with values and the commitment

to sustainability

Renfe’s Corporate Social Responsibility (CSR) strategy A train with values has signed a four-fold commitment to society: social, cultural, ethical and to sustainability. The commitment

to development and sustainable mobility is one of the main pillars of the company’s CSR, and

is shown in a strong respect for the environment and for the surroundings in which it operates.

The contribution that the company can make to sus-tainability in Spain is fundamental. The train is the

means of transport that generates a lower emission of greenhouse gases, and reduces local air pollution

in urban areas, since its preferred energy for traction is electricity, and it makes efficient use of that energy resource. It is a safe means of transport, and its acoustic

impact is reduced. Moreover, it occupies a small amount of land to offer a very high transport capacity.

Therefore, the principal contribution of Renfe to society in this area is to offer a quality service, so that more and more people choose the train for their short, medium and long distance journeys, and companies make the freight train the

fundamental link in their logistics.

However, the company goes beyond this dedication to service with its environmental policy, complemented by a decalogue

that extends the regulations and voluntary commitments ac-quired to all of its subsidiaries, contractors and suppliers. The goal is to extend good environmental practises as far as pos-sible.

As a result of this commitment to sustainability, and faced by the current financial situation defined by the recession, Renfe has made a deeper commitment to the culture of energy man-agement, which minimizes cost, optimizes energy use and pro-motes the use of renewable energies.

Sustainability, in short, is an important challenge for society and is one of Renfe’s clearest commitments and competitive advantages, as demonstrated by the fact that the environ-mental commitment of A train with values is included in the Program Contract, which is the main document regulating the duties and services of Renfe with the State and, therefore, with the whole of society.

DECLARATION

Juan Manuel Jiménez, technical secretary of the Railway Companies for Sustainability Forum and director of stud-ies and programs of the Spanish Railways Foundation. “Renfe’s effort to transmit to society ‘the sustainable val-ue of the railway’, in comparison with the other means of transport, is important”.

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The efficient use of energy, both in homes and in busi-nesses, is fundamental for the development of the coun-try and its inhabitants. In Spain, transport is the sector

that consumes most final energy, ahead of industry, which is an anomaly in the area of the European Union. Added

to this problem is the current financial situation, defined by the recession, which demands costs savings.

For Spain, therefore, it is crucial to take action on en-ergy efficiency in the transport sector if it wishes to meet

the Kyoto objectives. In this regard, with the responsi-bility of being the biggest consumer of electricity in the

country, Renfe has worked in 2008 to prepare the Bases for an Energy Efficiency Plan, to be carried out in 2009-

2011, with the aim of optimizing the competitive advantage of the train as the most sustainable means of transport.

The project is conceived, moreover, as a tool to cope with the country’s economic recession and to improve the company’s

own profitability, since expenditure on energy may modify the overall positive/negative sign of Renfe’s annual results. Spe-cifically, energy is one of the company’s main cost components – between 250 and 300 million Euros a year –.

The content of the plan, prepared in line with state policies of saving energy, includes a range of actions linked to the processes of the purchase, sale and energy consumption, with which it is hoped to achieve results that are realistic, quantifi-able and visible in the short and medium term.

This Plan is the continuation of the commitment estab-lished voluntarily by Renfe in 2006 to reduce the com-pany’s specific energy consumption (consumption per Transport Unit) by 9.1% at the end of the 2009 financial year, placing it three years ahead of the proposal in the Strategy for Energy Saving and Efficiency in Spain (E4), which looks for a reduction in these percentages for the transport sector in 2012.

Towards a new energy management culture

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Renfe’s Energy Efficiency Plan aims to consolidate a new economic and environmental management culture. It will make possible savings of 53 million Euros and 115,000 tonnes of CO2 a year.

In order to face these challenges, Renfe is undertaking numer-ous savings initiatives. An important example is the optimization of the electric energy, achieved thanks to efficient driving, and regenerative brake in Alta Velocidad trains and in the majority of Cercanías units, as well as renovation of the Renfe Freight and Media Distancia fleet of locomotives and trains, using vehicles de-signed with criteria that are more respectful of the environment.

The company has also decided to innovate in the purchasing process to obtain energy at better prices and to be able to in-crease the use of energy from renewable sources.

It is also intended to install energy converters in the substations of conventional lines to make them reversible, permitting the transformation of direct and alternative current energy, thus making it possible to return energy to the general grid of the 446, 447, Civia, 450, 451, 252 and 253 series. The merging of the effort of Renfe and Adif favours this development.

Moreover, Renfe is concentrating its efforts on continuing to install solar panels in the workshops, to reduce unnecessary consumption, and to promote awareness among workers of the improvement of work processes.

Implementing these actions constitutes a powerful instrument for technological innovation and management in the inter-est of sustainability, profitability and competitiveness, both for the company and for the society for which the service is provided.

15towards a new energy management culture


The Energy Saving and Efficiency Plan ap-proved by the Government in August 2008 comprises 31 measures, including promotion of the development and use of regenerative brakes in Renfe’s electric trains. This mea-sure, number 30, is one of a set of measures to save electricity, and consist of promoting a regulation to permit metropolitan and rail-way companies to set-off in their invoice the electricity recovered by braking.

Traditionally, regenerative brakes allow the conversion of the kinetic energy of trains dur-ing braking into electric energy. The electric energy generated is used, in the first place, to power the vehicle’s auxiliary equipment. The excess energy is sent to the overhead supply line, where it is used to provide electric power to other nearby trains, producing a saving in energy consumption.

Regenerative brakes have been used in Renfe Cercanías trains since 1990, since when the fleet has been equipped with power systems that allow the use of this technology in the braking process. Currently, 517 Renfe Cer-canías trains (167 of the 446 series, 183 of

the 447 series, 24 of the 450 series, 12 of the 451 series and 131 Civia units) are returning electric energy to the overhead supply line. It should be noted that the amount returned by the same vehicle is different according to the line on which it runs, owing to the tech-nology of the train and to other factors, like the system of external electrification to the railway vehicle, the orography of the line and the operational system (frequency, number of stops...). Consequently, registrations of re-covered energy compared to the total energy consumed by the train go from 9% in the 446 units in the Málaga Cercanías network to 33.82% in the Civia in Asturias.

Precisely this last model of train, the Civia, is a great example of energy efficiency. Apart from using the regenerative brake, it has a low weight and great modularity, making it possible to change the number of coaches that make it up, increase the energy efficien-cy of the power system, improve the supply of electric power to auxiliary equipment and, finally, it has as more aerodynamic exterior design that reduces the resistance to forward movement.

Renfe’s commissioning of all this railway material makes it possible to estimate that, in 2008, the 517 Cercanías trains fitted with power systems that permit use of re-generative brakes have returned more than 180 million kWh, meaning a financial sav-ing of more than 18 million Euros and pre-vention of the emission a the atmosphere of more than 72,000 tonnes of greenhouse gases.

Energy returned to the general High Voltage grid

The energy returned to the general grid by a high speed line with medium-high traffic density may be up to 10% of what is con-sumed initially. This technology is being used on Spanish high speed lines and is avail-able in high power locomotives and in the new high speed series, powered by 25 kV alternative current.

Although electric consumption of High-Speed trains is currently close to 15% of Renfe’s total energy consumption for traction, it is forecast that after development of the PEIT,

Regenerative braking system: returning energy to the grid

Case study

17towards a new energy management culture

This makes intelligent use of the inertia of trains, i.e. accumulated kinetic energy and orography the land. On the Madrid-Seville route, between the 35% and the 54% of the journey is made without the train con-suming energy.

The efficient driving system came from an initiative by a group of Heads of Train on the Madrid-Seville Ave. From the summer of 2003, for two years, a group of Renfe workers carried out testing and analysis of speeds, dis-tances, gradients and braking requirements on the route. The results were published in an Efficient driving Guide that reflects the

real energy needs of the trains and that per-mits their kinetic energy to be fully exploited to increase, maintain and reduce the speed without needing to consume electric energy and without affecting the compelling com-mitment to punctuality.

As an example, Renfe has achieved a sav-ing in energy consumption for traction in Ave trains of 9.5% on the Madrid-Seville route, thanks to application of this efficient driving.

The company is studying the extension in coming years of efficient driving to trains on

all Alta Velocidad lines. Series 100, 102 and 103 Ave high-speed trains are equipped to implement this energy saving system thanks to the on-board installation of energy me-ters that enable the real-time collection of the train’s energy consumption data and the processing of these in order to be able to take the pertinent actions.

When the new High-Speed services will be consolidated (Madrid-Barcelona, Madrid-Málaga and Madrid-Valladolid), the system will enable Renfe to plot the corresponding efficient driving curves and procedures.

in 2020, the energy returned to the electric grid by the regenerative brake will be close to 300 GWh a year. Regenerative brakes are currently being used in the 100, 101, 102, 103, 104, 120 and 130 series and in series 252 locomotives running on UIC gauge, i.e., all the equipment used in Ave, Alvia, Altaria and Avant services.

A feature of the new 102 and 103 series is that the energy meters (meters of electric consumption) gather data about the energy that the train returns to the electric grid when it brakes using the regenerative brake.

As mentioned, in the case of the Cercanías transport and future Freight locomotives,

return to the general grid is not yet pos-sible. However, they do give a return to the overhead supply line that powers them (braking trains provide power to trains run-ning on the same electrical section), regen-erative brakes thus yielding energy recovery coefficients of 30-40%.

Efficient driving


19

01The train, a basic pillar

of sustainable mobility

02Renfe’s environmental policy

03Environmental costs

and investments

3.1. The train, a basic pillar of sustainable mobility

According to the data in the 2008 TERM Report, prepared by the Euro-pean Environmental Agency (EEA), in the period 1990-2006 (the last year available), transport sector CO2 emissions in Spain increased by 89%, while total CO2 emissions in Spain increased by 48% in this period. This differential has caused an increase in the specific weight of transport emissions in the total CO2 emissions in Spain, which went from 19.41% in 1990 to 24.09% in 2006.

Renfe’s contribution to the environment

Sustainability is a competitive advantage for Renfe, and as such, is a key strategy for the railway market,

which will be deregulated in the coming years

19


By type of transport, road transport has increased its emissions in this period by 91%, aviation by 74%, shipping by 84% and the railway is the only means of transport that has reduced them, by 27%.

Source: The 2008 TERM Report and the Ministry of Environment, Rural Affairs and Sea.

Source: 2008 TERM Report

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21Renfe’s contribution to the environment

In the same period, the volume of transport traffic has increased by 102%. By modes, road transport traffic has increased by 112%; aviation by 265%; and railway transport by 19%.

Taking account of both factors – the evolution of emissions and of traffic –, from 1990 to 2006 a unit emission reduction was recorded in road transport only of 9.84%, (an average emis-sion of 142.14 grams of CO2 per transported unit (TU) to an emission of 128.15 grammes CO2/TU in 2006), compared to a reduction of unit emissions by railway transport of 34.5% (go-ing from 46.56 grammes of CO2 in 1990, to 30.49 grammes of CO2/TU in 2006).

In aviation, a relative fall of 52.03% occurs, somewhat more than in the railway, although, in absolute terms, aviation continues to emit between five and six times more CO2 per TU than the railway. Thus, a domestic flight emits an average of 128.77 grammes of CO2/pkm, similar to road transport, while a Alta Velocidad Renfe train emits an average of 23.7 grammes of CO2/pkm1.

The development of a sustainable transport system therefore of-fers major opportunities to railway companies, since, the nature of the railway fully responds to the main objectives of the Euro-pean Transport Policy: reduction external costs, optimization of means of transport, the use of less pollutant technologies and intermodality.

One of the important benefits of promoting railway transport is in external costs savings, which in 2008 stood at 2,531.2 million Euros. The concept of “external costs” is the clearest integrated indicator of transport sustainability, as it provides financially quantifiable evidence of its lower impact on society. External costs cover climate change, air pollution, accidents, noise pollu-tion, landscape degradation and quality of life indicators.

In major cities, one of the main contributions Renfe makes to sustainability is in helping to resolve problems of metropoli-tan mobility. The company transports 500 million passengers a year on its Cercanías trains, which removes 1.3 million cars from the roads.

% variation of Traffic and Emissions (1990-2006)

In summary, Renfe brings to society technologies that are less polluting than other means of transport, leading to lower CO2 emissions, especially in the case of the High-Speed train, which emits even less than conventional rains per transported unit. High-Speed trains emit 5 and 6 times less CO2 per passenger transported than aircraft and private vehicles, the railway being the only means of transport in Spain that makes significant use of renewable energies in its traction.

In fact, Renfe already complies (since 2007) with the European Community’s goal of using at least 20% renewable energies in 2020. In 2008, the percentage of renewable energies used by Renfe stood at 22.66%.

1 Energy consumption and emissions of the Alta Velocidad train in

comparison with other means of transport, ICAI and Universidad

Pontificia de Comillas, 2007.

Source: 2008 TERM Report, Ministerio de Medio Ambiente y Medio Rural y Marino and Renfe

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% Variation of Emissions (1990-2006)


Renfe has joined EcoTransIT, a web tool (www.ecotransit.org) that permits the en-vironmental footprint of means of freight transport in Europe to be measured in a few minutes. It permits a comparison of en-ergy consumption, greenhouse gases and combustion gases of freight transport by railway, truck, ship and plane, and even of intermodal combinations.

From the commercial viewpoint, Eco-Tran-sIT permits Renfe Mercancías y Logística to disseminate the environmental advan-tages of railway and intermodal freight transport compared to other less sustain-able alternatives, and to share these with customers. For environmental manage-ment, the tool facilitates integrated man-agement of greenhouse gas emissions from the lifecycle of a product or service, for example in an EMAS (Eco-Management and Audit Scheme) system of environmen-tal management.

Apart from Renfe, this project, started in the year 2000, is formed by Railion Deutschland AG from Germany, Schweizerische Bundes-bahnen (SBB) from Switzerland, Green Cargo AB from Sweden, TrenItalia S.p.A from Italy, Société Nationale des Chemins de Fer (SNCF) from France, SNCB from Belgium and EWS from Great Britain, as well as the International Union of Railways (UIC).

EcoTransIT operates on a scientific basis rec-ognised throughout Europe, provided by the Institute for Energy and Environmental Re-search of Heidelberg (Ifeu), which is respon-sible for the tool’s scientific aspects, such as environmental data. The German Federal En-vironment Agency (Umweltbundesamt, UBA) provides data about means of transport, like trucks, the railway, aircraft and ships. Tech-nical implementation and development of the software was carried out by the railway transport management and software devel-opment company, RMCon.

The tool is certified by the EEA (European Environment Agency), which presented EcoTransIT officially at its headquarters in Copenhagen, together with the UIC, in June 2008.

Currently, EcoTransIT can be used for routes passing through Spain, Austria, Belgium, Denmark, Finland, France, Germany, Italy, Luxembourg, Holland, Norway, Poland, Portugal, Slovakia, Slovenia, Sweden, Czech Republic, United Kingdom and Hungary.

How the tool works

EcoTransIT permits calculation of the en-vironmental impact of freight transport in terms of direct energy consumption, emis-sions produced during transport, indirect consumption and emissions from the pro-duction, transport and distribution of en-ergy required to move the vehicles.

Renfe joins the EcoTransIT consortium: technology at the service of the environment

Case study



It also permits the simulation to be adjusted to the particular conditions of each company: means of transport and type of vehicle, type of traction, transport network, use of the ca-pacity of the vehicle, energy supply, freight transport and the special characteristics of international freight transport. Moreover, the means of transport can be combined to meet individual requirements.

Regarding transport by rail, EcoTransIT con-siders type of traction to be the main fac-tor influencing the environmental impact, since, while in the case of electric traction,

environmental impacts occur in the phase of generating electricity, in the case of diesel traction, the major percentage of emissions occur during actual transport of the freight, as in the case of the truck. Another key factor influencing levels of environmental impact per Transport Unit, is the load capacity of a freight train. This value can be changed in EcoTransIT by selecting from among different train lengths.

The results of each calculation are pre-sented in the form of diagrams and tables, which compare the energy consumption

and emissions of different polluting ele-ments and differentiate between the means of transport selected. The user can easily se-lect the routes and means of transport with the lowest environmental impact. With the scientific basis of the information and the independence of its members, the EcoTran-sIT calculations provide reliable results that contribute to achieving environmental bal-ance in the companies.

EcoTransIT helps those who wish to find an al-ternative that is more respectful to the envi-ronment when transporting freight between

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Results of a Barcelona-Copenhagen example.


two points, and helps them to understand the amount of energy resources, CO2 and other emissions companies can save when they transfer from a more pollutant means of transport to a cleaner one. It is aimed at company managers, logistics operators, transport planners, at those who have power in making policy decisions, customers, NGOs and other stakeholders that may be interest-ed in calculating the environmental impact of transport on specific routes and in com-

paring different transport solutions. It can be used by companies of all sizes.

For each means of transport, a GIS (Geo-graphical Information System) system details the freight transport route. The calculations include transfers at borders and when chang-ing the means of transport, and the weight and characteristics of the freight transported permit the size of the train to be specified. Moreover, the type of loading area (train sta-

tion, port, airport, road platform) allows an accurate approximation of the freight at its point of departure and its destination.

Members of the EcoTransIT project are con-tinually perfecting the tool and updating the fields quantifying emissions, taking account of technical improvements in each means of transport and changes in the infrastructures network.

José Manuel Velasco, president of the Association of Directors of Communication (Dircom): “Transport’s great challenge is to reduce greenhouse gas emissions, and the train has a great opportunity in this terrain”

Declaration


3.2. Renfe’s environmental policy

In the field of the environment, Renfe has a Policy, a Commitment and a Decalogue approved by the company’s Board of Directors in 2005,which represent the basis on which the company contributes to the development of a system of sustainable and safe mobility in Spain, reinforcing its main competitive advantages.

Renfe’s Environmental Policy

Renfe’s environmental goal is to reduce and even eliminate the environmental impact of the services it provides. In order to achieve this, the company complies with an Environmental Policy, with three main pillars:

• Fullenvironmentaladaptationoftherailwayoperationthroughscrupulous compliance with current environmental regulations, as well as voluntarily adopted environmental commitments.

• Placingvalueonthetangibleandintangibleenvironmentalassets of the railway operation.

• Appropriatemanagementofenvironmentalaspectsrelatedtothe interrelationship between infrastructure and operation.

These three main pillars are made up of specific action that includes the reduction of atmospheric emissions, correct man-agement of waste, energy efficiency and innovation in environ-mental management and marketing, among others, as shown in the following graphic:

New environmental and sustainability accounting

Relation with interested parties: Communication, Information, Training

Innovation in Management and Environmental Marketing

PLACING

VALUE ON

ENVIRONMENTAL

ASSETS

Environmental Aspect Management

INTERFACE

OPERATION/

INFRASTRUCTURE

Atmospheric Emissions

Waste Products, Recycling, Polluted Ground, Water...

Kyoto Protocol commitments

Energy Efficiency

Noise ENVIRONMENTAL

ADAPTATION

The three pillars of Renfe’s policy


Renfe’s Environmental Commitment

Renfe’s Environmental Commitment is the “road map” for its environmental actions.

It embodies the duties and commitments Renfe adheres to re-garding the environment and its social setting, and forms part of the organization’s interest in sustainable development ex-pressed by its strategic planning in the economic, social and environmental spheres.

Renfe undertakes to:

• Stateitsenvironmentalcommitmentspubliclyandinwriting.

• Assumeenvironmentalcommitmentsofavoluntarynature,going even further than Renfe’s scrupulous compliance with current environmental regulations.

• Develop themostappropriatemanagement instruments toreduce, and even eliminate, these environmental impacts, via adequate provision of the necessary internal resources and procedures.

• Establishadequatechannelsforinterestedpartiestopartici-pate in Renfe's environmental management.

• Checktheefficiencyofitsenvironmentalmanagementbymoni-toring implementation and compliance, and by permanently updating and adjusting it to meet the demands of society.

This Commitment, moreover, is made explicit in an Environmen-tal Decalogue that regulates Renfe’s Environmental Manage-ment System and extends it to suppliers and other stakeholders, with the aim of extending this environmental commitment. The Decalogue is made up of the following clauses:

• Complywithcurrentenvironmentallegislationaswellasvol-untarily adopted environmental commitments; collaborate with official organizations responsible for its supervision and development, in particular with managers of infrastructure; and promote new voluntary initiatives for environmental im-provement.

• Demandthesamecommitmenttocomplywithenvironmen-tal regulations from collaborating and subsidiary companies, contractors and suppliers, making this demand effective via purchase policies for goods and services, for example, using the responsible purchase procedure.

• BymeansoftheActivityAreas,BusinessUnitsandCorpo-rate Bodies that make up Renfe, to establish self-monitor-ing environment surveillance systems, using procedures to confer responsibilities and to supervise environmental management.

• Putprograms inplace topermitcontinual improvementofefficiency in the energy resources used.

• Achieve efficient use of water and non-energy natural re-sources, reducing the use of toxic materials and proceeding to substitute them progressively with less harmful alterna-tives made possible by technology.

• Adoptappropriatemeasuresinthemanagementoffacilitiesand services, in operating the railway and in the acquisition of new materials, in order to minimize the generation of waste and levels of pollution, contributing to noise reduction, emis-sions to the atmosphere and of greenhouse-effect gases.

• Develop theprinciplesprovided for in thisCode foreachRenfe Activity Area, Business Unit and Corporate Body, in the form of goals and programmes of concrete periodical action, consistent with the other policies, in particular those of quality, safety in circulation, public safety and workplace safety.

• Support adoption of specific commitments for continuousenvironmental improvement on the part of Activity Areas, Business Units and Corporate Bodies, based on implemen-tation, certification and periodic auditing of environmental management systems and integrated systems for facilities and services.

• Implementsystemsoftraining,awarenessandmotivationre-garding the environment for workers in all of the company’s Activity Areas, Business Units and Corporate Bodies.


• Establishprogramsthatguaranteemaximumrespect for theenvironment, encouraging accessibility and sustainable and safe mobility, developing communication and dialogue with interested parties in the environmental field, and placing val-ue on Renfe’s tangible and intangible environmental assets.

Sustainability in the Renfe hierarchical structure

Renfe’s Dirección de Calidad y Desarrollo Sostenible business unit is responsible for monitoring the strategic development of the Environmental Policy, and for extending application of the Environmental Commitment and Decalogue to all of the orga-nization’s operations.

This Department answers directly to the Dirección General Económico-Financiera y de Planificación business unit, which in turn answers directly to Renfe's Chairmanship.

Each of the Activity Areas into which the company is organized (Alta Velocidad-Larga Distancia, Cercanías y Media Distancia, Mercancías y Logística and Fabricación y Mantenimiento) also has environmental managers, since these areas are responsible, in their areas, for environmental management.

With the aim of coordinating actions and initiatives in environ-mental matters, Renfe has a Quality and Sustainable Develop-ment Coordination Committee in which the Dirección de Cali-dad y Desarrollo Sostenible business unit and those in charge of environmental issues in the Activity Areas, as well as other corporate areas related with sustainability, all take part.

Dirección de Calidad y Desarrollo Sostenible

business unit

Quality and Sustainable Development Coordination Committee

Environmental Managers of the Activity Areas (*)

Dirección General Económico-Financiera

y de Planificación business unit

General Divisions of the Activity Areas

(Alta Velocidad-Larga Distancia, Cercanías y Media Distancia, Fabricación y Mantenimiento, Mercancías y Logística)(*)

(*) And other areas related to sustainability

CHAIRMANSHIP


3.3. Environmental costs and investments

Renfe applies prevailing environmental protection regulations to all of its operations. Thus, the organisation has adopted appro-priate measures to protect and improve the environment and to minimise, where necessary, the company's environmental impact by complying with prevailing legislation in these matters.

During the financial year 2008 environmental costs have been incurred for an amount of more than one and a half million Euros, according to the following list:

EUROS

Management and cleaning of waste water 343,781

Management and cleaning of hazardous waste 376,775

Management and cleaning of other waste 303,522

Soil and water pollution prevention 447,641

Repairing damage to the environment 48

INECO-TIFSA technical assistance 44,197

Studies, audits and technical assistance on air pollution

1,350

Studies, audits and technical assistance 2,970

Total 2008 environmental expenditure 1,520,284

Expenditure of nature


31

4.1. Saving in external costs

Transport brings enormous advantages to society and companies, but it has significant external fi-

nancial, social and environmental costs. According to the study by INFRAS/IWW in Europe2 these costs are

associated mainly with the effects of climate change (30%), with air pollution (27%), accidents (24%),

noise (7%), as well as other land and urban effects and the environmental impact of the transport system. In

economic terms, the external costs of transport represent in Europe more than 650,000 million Euros annually, a

figure equivalent to 7.3% of the GDP of these countries (Europe of the 15 + Switzerland and Norway). In Spain, this

figure rises to 9.6%.

From the point of view of means of transport, cars cause 43% of external costs, trucks 34%, and civil aviation 14%, the railway remaining below 2%. This is where Renfe’s contribu-tion to sustainability can be crucial.

Policies of sustainable mobility aim to reduce such external costs substantially, fundamentally through planning measures that favour means of transport with lower external costs, de-mand management measures and measures to internalize these costs. The railway, because of its limited external costs, figures in the preferred agenda of these policies. Road freight generates 5 times more external costs per unit of transport than the railway, while air freight generates 16 times more. In passenger transport, the ratio is three to one between cars and the railway, and two to one in the case of the aircraft and the train.

Renfe’s environmental impact

01Saving in external costs

02Energy efficiency

03The fight against climate change

04Water consumption

05Materials consumption

06Waste management

07Management of polluted ground

08Impact on biodiversity

09Reduction of noise impact

10Environmental certification

11Key indicators of environmental

management (KPI). UIC leaflet 330

2 External costs of Infras/IWW transport (2004 discounting study)

31


The high level of external costs of transport constitutes a threat both to the competitiveness of the sector and to sustainability.

DECLARATION

Marta de la Cuesta, vice-rector of the UNED’s Financial Plan-ning department: “Renfe’s principal environmental chal-lenge is to manage to attract more customers with innova-tive strategies and affordable prices, and to get more people

to use public transport. This, along with it improving energy consumption through innovation and efficiency because it is a less polluting means of transport, is the key”.

Renfe evaluates its contribution to sustainability annually by a study of external transport costs that cease to be generated by its way of working as the transport operator. This analysis is carried out through a hypothesis of substituting the means of transport in all services provided, the methodology of which is certified by the Transport Economy Department of the Univer-sity of Leeds. In general, the following hypothesis of means of transport substitution is used:

ACTIVITYCERCANÍAS SERVICES

MEDIA DISTANCIA SERVICES

ALTA VELOCIDAD-LARGA DISTANCIA

SERVICES

FREIGHT AND LOGISTICS SERVICES

Urban area car 80 – – –

Urban area car

– 80 50 –

Bus 20 20 10 –

Plane 40 –

Truck – – – 100

Study of external costs.Substitution (%)

In 2008, Renfe has generated a saving of

2,531.2 million Euros, which puts a figure on Renfe’s main contribution to sustainability,

which is that it offers an alternative to other less

sustainable means of transport and transport companies.

The breakdown by services of these savings was the following:

External costs avoided by Renfe in 2008(in millions of Euros)

ACTIVITY CERCANÍAS MEDIA DISTANCIACERCANÍAS Y



SERVICES


TOTAL

Million PKM 8,187 3,396 11,583 10,491 – 22,074

Million TKM – – – – 9,737 9.737

TOTAL SAVING MADE 877.7 203.0 1.080.9 550.6 899.7 2,531.2

33Renfe’s environmental impact

The items of this external costs saving were:

Origin of external costs avoided by Renfe in 2008(in millions of Euros)

EXTERNAL EFFECTCLIMATE CHANGE

AIR POLLUTION ACCIDENTS NOISE POLLUTION OTHERS (*) TOTAL

TOTAL SAVING MADE

911.2 556.9 582.2 151.9 329.1 2,531.2

(*) Urban effects, effects on the landscape and nature, occupation and fragmentation of ground and other inferred effects. This analysis excludes external cost savings made on urban traffic congestion.

The distribution by Autonomous Regions of these savings is the following:

MILLIONS OF EUROS

Andalusia 304.4

Asturias 54.8

Aragón 149.9

Cantabria 25.2

Castile-La Mancha 26.6

Castile and León 198.7

Catalonia 525.5

Extremadura 50.3

Galicia 73.9

La Rioja 7.5

Region of Madrid 508.0

Region of Murcia 32.3

Navarre 20.9

Basque Country 91.0

Region of Valencia 219.2

Distribution byAutonomous Regions

Origin of savings on External Costs in 2008

(*) Urban effects, effects on the landscape and nature, occupation and fragmentation of ground and other effects.

36% Climate change

13% Air pollution

6% Accidents

23% Noise pollution

22% Others (*)


50.3

73.9

54.825.2

198.7

304.4

269.6

149.9525.5

219.2

32.3

7.5

91.0

20.9

508.0

The annual evolution of these savings in the 2005-2008 period was:

Annual evolution(in millions of Euros)




SERVICES

FREIGHT AND

LOGISTICS SERVICESTOTAL

2005 3.396 11.581 10.491 – 22.071

Total saving made 831.4 151.3 982,7 448.4 942.3 2,373.4

2006 3.396 11.581 10.491 – 22.071

Total saving made 867.5 183.0 1,050.5 420.2 962.0 2,432.7

2007 3.396 11.581 10.491 – 22.071


2008 3.396 11.581 10.491 – 22.071


Source: External costs data from the Study of External Costs of Infras-IWW Transport. Ministerio de Economía CPI Data. Renfe railway traffic data. Prepared in-house

Distribution by Autonomous

Regions of the Savings on External

Costs in 2008 (millions of Euros)


Annual saving on external costs

2,250

2,300

2,350

2,400

2,450

2,500

2,550

mill

ions

of E

uroso

s

2005 2006 2007 2008 2009 2010

90.9%

94%

97%

100%

348.99%

338.51%

332.98%

335.85%

2005

2,373.4

2006

2,432.7

2007

2,464.1

2,531.2

2008


In order to keep advancing in reducing energy consumption, the Renfe Management Committee has approved the Bases for an Energy Efficiency Plan, intended to optimize the competitive advantage of the train as the most sustainable means of transport.

4.2. Energy efficiency

In March 2006, Renfe committed to reduce its specific traction consumption by 9.1% in the 2005-2009 period, on base 2004. This reduction commitment was three years ahead of the proposal in the Strategy for Energy Saving and Efficiency in Spain (E4) and its greenhouse gas reduction targets, pursuing a reduction in this percentage for the whole sector in the year 2012.

This commitment to energy savings for the end of 2009 was made voluntarily, within the framework of compliance with the targets for greenhouse gas reduction in Spain, gathered in the National Allocation Plan (PNA).

The goal of this project, drawn up for the period 2009-2011, is to reduce energy costs by 53 million Euros a year, and to reduce greenhouse gas emissions with a reduction of 115,000 tonnes of CO2 by 2011.

In 2008, Renfe advanced in meeting its commitments to energy efficiency targets, as shown in the following tables:

Evolution in 2004-2008 for traction uses

2004 2005 2006 2007 2008 % VAR. 08/07 % VAR. 08/04

TJ diesel traction (direct consumption) 3,705.01 2,956.97 2,929.95 2,845.60 2,740.46 -3.69 -26.03

TJ electric traction (indirect consumption) 7,094.10 7,496.41 7,483.38 7,402.00 7,724.89 4.36 8.89

TJ total consumption 10,799.11 10,453.38 10,413.33 10,247.60 10,465.35 2.12 -3.09

Millions of TUs (transported units) 30,943.60 30,879.20 31,271.60 30,512.75 31,810.66 4.25 2.80

Energy intensity KJ (kilojoules/TU) 348.99 338.53 333.00 335.85 329.01 -2.04 -5.73

Source: Renfe, prepared in-house

The train’s increased market share leads to a reduction in

external costs of transport in Spain


*OTU: Offered Transport Units**SP: Renfe’s 2005-2009 Strategic Plan


2004-2008 evolution for traction uses

2004 2005 2006 2007 2008 % VAR. 08/07 % VAR. 08/04

Millions of OTUs* 71,255.40 71,585.80 71,999.10 72,372.85 75,871.97 4.83 6.48

Millions of TUs 30,943.60 30,879.20 31,271.60 30,512.75 31,810.66 4.25 2.80

Occupation (%) 43.4% 43.1% 43.4% 42.2% 41.9% -0.71% -3.46%

Occupation (%) SP** (2005-2009)

– 42.2% 42.6% 42.8% 42.5% -0.7%2005 Base

0.71%

Energy consumption (TJ) 10,799.11 10,452.93 10,418.84 10,247.61 10,465.35 2.12 -3.09

Production energy intensity KJ/OTU

151.55 146.02 144.71 141.59 137.93-2.58 -8.99

KJ/OTU % (2004) 100 Base 96.35 95.48 93.43 91.01

Energy intensity KJ/TU 348.99 338.51 333.17 335.85 329.01-2.04 -5.73

KJ/TU % (2004) 100 Base 97.00 95.47 96.23 94.27

Production energy intensity


155

145

135

130

150

140

2004 2005 2006 2007 2008

KJ/U

T

151.55

146.02144.71

141.59

137.93


Along with energy consumption per seat offered, usage is an-other factor that influences decisively in consumption per trans-ported unit (passenger-kilometre or tonne-kilometre). The fall in occupation, because of lower occupation of trains caused by the financial crisis, has caused the reduction of energy intensity for 2008 to stand at 5.73%.

The commissioning of new trains has meant a reduction of 8.99% in energy intensity per seat made available in 2008 as compared to 2004, a figure very close to the reduction target of 9.1% set for the end of 2009

Energy intensity in Renfe traction

Occupation


KJ/U

T

345

325

305

335

315

355

2004 2005 2006 2007 2008

Source: Renfe, prepared in-house KJ/TU Real data

Strategic Plan Estimation for 2005-2009

44

42

41

43

2004 2005 2006 2007 2008

KJ/U

T

43.443.1

43.4

42.241.9


DATA BASED ON:

TJ/GWh 3.6

TJ/Million litres of diesel 30.8

Conversion factors used

TJ 1012 Joules

GWh 106 kWh

Unit conversions

DATA BASED ON:

The evolution of primary energy sources in traction consumption

Primary energy sources are the energy resources used to generate the energy finally consumed. In the production of electric energy in the Spanish mainland electric system, these primary energy sources are those used in different proportions in the Spanish mix of electricity production. Apart from electric energy, Renfe uses low sulphur content diesel fuel directly for diesel traction.

Summary of energy consumption in 2004-2008(millions of Euros)

ENERGY CONSUMPTION FOR TRACTION 2004 2005 2006 2007 2008

Electric traction GWh (indirect consumption) 1,970.58 2,082.34 2,078.72 2,056.11 2,145.02

Diesel traction millions of litres (direct consumption) 120.29 96.01 95.13 92.39 88.98

Source: Renfe using Adif data

Transported units

2004 2005 2006 2007 2008

Passengers-km 19,016,590,730 19,808,593,580 20,259,719,910 19,965,590,000 22,073,540,000

Tonnes-km 11,927,000,000 11,070,595,270 11,011,882,950 10,547,160,000 9.737.120.000

TOTAL 30,943,590,730 30,879,188,850 31,271,602,860 30,512,750,000 31,810,660,000

Source: Renfe, railway traffic data from Renfe Management Reports for 2004, 2005, 2006, 2007 and 2008


Primary sources in TJ

2004 2005 2006 2007 2008

Electrical consumptions by source (indirect consumption)

Nuclear energy 1,821.9 1,680.8 1,692.6 1,459.7 1,591.3

Coal 2,187.1 2,260.8 1,858.1 1,911.9 1,243.7

Natural gas 829.9 1,426.7 1,787.7 1,807.6 2,456.5

Fuel oil/gas 220.5 292.5 166.2 59.2 61.8

Hydraulic energy 721.0 364.0 565.0 696.5 579.4

Wind energy 451.2 595.2 637.1 696.5 834.3

Cogeneration and other renewable energies 862.6 876.0 776.3 770.5 957.9

Total TJs accountable to electricity 7,094.1 7,496.0 7,483.0 7,402.0 7,724.9

Diesel consumption (direct consumption)

Total TJs accountable to diesel 3,705.0 2,957.0 2,930.0 2,845.6 2,740.5

Total 10,799.1 10,453.0 10,413.0 10,247.6 10,465.3

In aggregate form by origin of the energy source:

Primary sources in TJ

2004 2005 2006 2007 2008

TJ % TJ % TJ % TJ % TJ %

Total TJ nuclear energy 1,821.9 16.87 1,680.8 16.08 1,692.6 16.25 1,459.7 14.24 1,591.3 15.21

Total TJ Fossil fuels 6,942.5 64.29 6,936.9 66.36 6,742.0 64.75 6,624.3 64.64 6,502.5 62.13

Coal 2,187.1 20.25 2,260.8 21.63 1,858.1 17.84 1,911.9 18.66 1,243.7 11.88

Natural gas 829.9 7.68 1,426.7 13.65 1,787.7 17.17 1,807.6 17.64 2,456.5 23.47

Petrol by-products 3,925.5 36.35 3,249.5 31.09 3,096.2 29.73 2,904.8 28.35 2,802.3 26.78

Total TJs Renewable Energies and Cogeneration

2,034.8 18.84 1,835.2 17.56 1,978.3 19.00 2,163.6 21.11 2,371.5 22.66

Hydraulic energy 721.0 6.68 364.0 3.48 565.0 5.43 696.5 6.80 579.4 5.54

Wind energy 451.2 4.18 595.2 5.69 637.1 6.12 696.5 6.80 834.3 7.97

Cogeneration and other renewable energies 862.6 7.99 876.0 8.38 776.3 7.46 770.5 7.52 957.9 9.15

Total (TJ) 10,799.1 10,453.0 10,413.0 10,247.6 10,465.3

Petrol by-products: the sum of the direct petrol consumption for diesel traction and the indirect fuel oil/gas consumption used in the production of electricity.

The primary sources consumed in traction uses have been distributed as follows in the period 2004-2008:


In 2008, Renfe obtained 22.66% of its traction energy from renewable sources, confirming the railway as the only means of transport in Spain that uses renewable energies in a significant way for traction. Renfe has been above the European Commission's 2020 target, of 20% of energy consumption from renewable sources, since 2007.

22,66%Traction energy from

renewable sources

Primary Energy Sources

40%

20%

0%

30%

10%

50%

100%

60%

70%

80%

90%

2004

16.87

20.25

7.68

36.35

6.684.187.99

2005

16.08

21.63

13.65

31.09

3.485.69

8.38

2006

16.25

17.84

17.17

29.73

5.43

6.127.46

2007

14.24

18.66

17.64

28.35

6.80

6.807.52

2008

15.21

11.88

23.47

26.78

5.54

7.97

9.15

Cogeneration and other renewable energies

Wind energy

Hydraulic energy

Petrol by-products

Natural gas

Coal

Nuclear energy


DATA BASED ON:

Energy consumption for Non-Traction uses

Non-Traction uses (NTU), although a minority in comparison with the uses of traction, are principally the energy consump-tion in workshops, offices and stations.

In 2008, Renfe has included in its expenditure containment plan, the reduction of expenditure associated with energy

Energy consumption for Uses other than Traction (NTU)

UNIT 2005 2006 2007 2008

Electricity for NTU (indirect consumption)

TJ 425.85 430.72 455.35 460.59

Diesel for NTU (direct consumption) TJ 3,42 7,51 9,77 4,16

Total energy consumption for NTU TJ 429.27 438.23 465.12 464.75

Evolution compared to 2005 % 100 102.09% 108.35% 106.05%

DATA BASED ON:

UNIT 2005 2006 2007 2008

Electricity for NTU (indirect consumption)

kWh 124,803,500 113,537,000 112,568,768 149,000,000

Diesel for NTU (direct consumption) litres 111,131 243,720 317,225 135,205

Source: Renfe, using Adif data

2004 2005 2006 2007 2008

Nuclear energy 25.68% 22.42% 22.62% 19.72% 20.60%

Coal 30.83% 30.16% 24.83% 25.83% 16.10%

Fuel oil/gas 3.11% 3.90% 2.22% 0.80% 0.80%

Natural gas 11.70% 19.03% 23.89% 24.42% 31.80%

Hydraulic energy 10.16% 4.86% 7.55% 9.41% 7.50%

Wind energy 6.36% 7.94% 8.51% 9.41% 10.80%

Cogeneration and other renewable energies 12.16% 11.69% 10.37% 10.41% 12.40%

Source: Spanish Power Network and WWF

Energy mix of the Spanish mainland’s electric system

consumed in uses other than traction. The most important measures proposed are: rationalization of what is offered, disconnection of equipment not being used, reduction of consumption in lighting the facilities, heating/air condi-tioning and by suitable equipment settings, and better ra-tionalization of fuel consumption for vehicles. According to the first calculations, these measures may provide a saving of 563,889 Euros.


The transfer from other means of transport to the railway leads to transport having lower environmental and social impacts, especially in terms of CO2 emissions. In 2008, the traffic by Renfe has avoided, by substitution of other means of transport, a total of 2,460,488 tonnes of CO2, 899,476 equivalent tonnes of petrol, avoiding more than three million journeys by car, more than 300,000 by trucks and more than 60,000 by planes.

4.3. The fight against climate change

4.3.1. Savings in emissions and energy consumption by transfer of means of transport

The hypothesis of substitution of means of transport is the same as that used for calculating savings in external costs:

ACTIVITYCERCANÍAS SERVICES



SERVICES

MERCANCÍAS Y LOGÍSTICA SERVICES

Urban area car 80 – – –

Urban area car – 80 50 –

Bus 20 20 10 –

Plane – – 40 –

Truck – – – 100

Study of savings in external costs. Substitution (%)


Savings in emissions and energy consumption




SERVICES


TOTAL

CO2 emissions and energy consumption avoided by Renfe in 2008

Saving in emissions of CO2 (tonnes)

816,343.2 159,525.4 975,868.6 921,430.0 563,189.8 2,460,488.4

Energy saving in Tep. 300,059.0 62,356.3 362,415.4 328,388.8 208,672.2 899,476.4

Journeys by other means of transport avoided by Renfe in 2008 (in thousands of journeys)

Cars 303,958.7 16,752.0 320,710.7 6,240.3 – 326,951.0

Trucks – – – – 326.9 326.9

Planes – – – 66.6 – 66.6

Sources: Renfe, from values in the study by the Universidad Pontificia de Comillas and the ICAI on High-Speed Train Energy Consumption and Emissions in comparison with other means of transport, studies by DEFRA (Department for Environment, Food and Rural Affairs) of the United Kingdom, from the Practical Guide for preparing Transport Plans in the Work centre by the IDAE (Institute for Energy Saving and Diversification of Spain’s Ministry of Industry, Tourisme and Trade), studies by the Metropolitan Mobility Observatory, and information from the Madrid Municipal Transport Company.

The savings in emissions and energy consumption made by Renfe services in 2008 were:

MT OF CO2

Andalusia 301,733.3Asturias 42,741.7Aragón 160,414.3Cantabria 19,728.2Castile-La Mancha 328,737.6Castile and León 178,115.5Catalonia 501,355.8Extremadura 35,144.5Galicia 55,566.0La Rioja 6,467.9Region of Madrid 481,497.7Region of Murcia 28,246.6Navarre 17,045.5Basque Country 76,684.2Region of Valencia 227,009.7

Territorial distributionSaving in emissions by substitution of means of transport(tonnes of CO2)

0

2,000,000

3,000,000

4,000,000

1,000,000

Renfe Emissions

Emissions from other means of transport

Emissions saving in 2008: 2,460,488 MT of CO2

The territorial distribution of this saving in emissions is as follows (MT of CO2):


35,144.5

55,566.0

42,741.7

19,728.2

178,115.5

301,733.3

328,737.6

160,414.3501,355.8

227,009.7

28,246.6

6,467.9

76,684.217,045.5

481,797.7

Unidad: Tm de CO2

These figures for savings in emissions have an order of magnitude equivalent to the emissions resulting from electricity consumption in the homes of a population of eight million people, such as in Andalusia

Unit: Millions of Tonnes CO2


The most significant case of reduced emis-sions in 2008 was in the High-Speed ser-vices, which substitutes means of transport with a higher emission of CO2 per passenger transported, such as aviation and the private car. Moreover, the High-Speed train is the motorized means of transport with the low-est emission of CO2 per passenger-kilometre in Urban transport, having unit emissions even lower than conventional trains.

The main reasons for this high energy and environmental efficiency are:

• Electrictrainswithhighenergyefficiencyand low CO2 intensity.

• The use of the regenerative brake, con-verting the electric motor into a generator during the braking process.

• Agoodaerodynamiccoefficient.• Alimitednumberofstops.

• Lesstimeusingauxiliaryservicesbecauseof shorter journey times.

• Thepossibilityofefficientdrivingbyen-gine drivers.

• Highoccupationlevels.

From April 2008 to March 2009, Renfe’s High-Speed services (Ave and Avant) saved more than half a million tonnes of CO2. This substitution has avoided consumption of close to 150,000 equivalent tonnes of pet-rol.

The Madrid-Zaragoza-Barcelona route alone, in its first year of operation, has avoided emission of some 250,000 tonnes of CO2, representing a tenth of all the emis-sions avoided by Renfe traffic.

The difference in emissions on a specific route like Barcelona-Madrid is so signifi-

cant, that the CO2 emissions generated by one passenger travelling by plane are ap-proximately 70 kilograms (the weight of a person), while if the passenger covers the route by Ave the emissions generated are about 13 kg (the weight of their luggage).

High-Speed Services

study

*Equivalent tonnes of petrol

Savings through substitution of means of transport

RENFEHIGH-SPEED

SERVICESMADRID-ZARAGOZA-

BARCELONA AVE

CO2 emissions 2,460,488 521,660 243,897

Tep* 899,476 143,906 67,285

70 Kg

13Kg

Plane

Ave



On 26 December 2008 the Plan to Promote and Invigorate freight transport by railway was presented at the Council of Ministers.

The goal of the Plan is to promote the trans-port of freight by rail, reduce traffic on roads, reduce accidents, reduce emissions of green-house gases and reduce transport costs.

This Plan aims to make progress in the man-agement of rail traffic to guarantee better reliability for loaders, better management of railway terminals and a new operational model for Renfe’s Mercancías y Logística Area. The Plan’s central pillar is the cre-ation of a basic freight transport network, resulting from the following action:

• Theconstructionofhighspeedlinesformixed traffic (lines prepared for passen-gers and freight use) on routes where both type of traffic are compatible. The Strategic Infrastructure and Transport Plan (PEIT), made by the Ministry of Pub-lic Works and Transport, is particularly noteworthy in this regard. It includes construction of 7,000 kilometres of high

speed mixed traffic out of the 10,000 ki-lometres comprising this network.

• Adapting conventional lines for freighttraffic on routes where the implementa-tion of high speed lines allows conven-tional lines to be dedicated preferably to freight traffic.

• Theconstructionofnewvariantsontheconventional network.

• Enlarging the capacity of the existingnetwork.

• Reinforcement of the connection be-tween the rail network and the principal ports of general interest in Spain.

Significant improvement to the infrastruc-tures will be accompanied by major invest-ment in mobile materials. This investment effort will be complemented by new mea-sures in the management freight traffic with the goal of increasing competitive-ness and safety.

Renfe’s contribution

As to measures adopted by Renfe that di-rectly contribute to a reduction in CO2 emis-

sions, the main one is improved efficiency in Freight traffic productivity.

In this regard, there has been an important acquisition for Freight services of 100 new series 253 locomotives (5 of them are al-ready in commercial use, and the rest are being manufactured). They are designed to reduce energy consumption to a minimum, being the first locomotives in the freight fleet to have regenerative brakes, thanks to which part of the vehicle’s kinetic energy is transformed into electric energy when braking and is returned to the overhead supply line, which is the locomotive’s en-ergy source.

Another action has been to increase the load of Freight services, with the commis-sioning of 560-metre trains on the Ma-drid-Valencia route, soon to be extended to 600 metres, thus achieving the goal of increasing traffic productivity and ef-ficiency. This has permitted the load to be increased by about 30%, compared to the normal volume that was transported on 400-450 metre trains.

Transport of freight by railway: Key to the sustainability of the sector

Case study


Moreover, during 2008 a feasibility study has been carried out on the use of bio-fuels in Renfe Freight’s fleet of diesel locomo-tives. In order to do this, after selecting the appropriate proportion of bio-fuels (B30: 30% bio-diesel and 70% diesel B), the behaviour of a series 333.3 locomotive has been monitored in commercial operation.

This study has shown that CO2 emissions are reduced by 25%, since 30% of the CO2 comes from vegetable oils.

A project has also been started to make se-lective use of double traction on stretches, according to the orographic differences in the terrain and prolonged halts. This proj-

ect could lead to a reduction in the con-sumption of diesel of 335,000 litres/year, with a consequent reduction in atmospheric emissions of more than 900 tonnes of CO2.


4.3.2. 2008, Renfe’s lowest emissions year

During this year emissions of CO2 generated by Renfe’s trac-tion consumption was 833,209 tonnes, falling for the first time below 900,000 tonnes. This figure represents a reduction of 32.94% in absolute emission values for 1990, with 1,242,413 tonnes of CO2.

This achievement is even more important, taking into account that in 2008 Renfe registered the highest traffic in all of the period studied, with 31,809 million TUs, compared to 26,682 million TUs in 1990.

In absolute terms, 2008 was the year with the lowest emissions by Renfe in

the whole period of 1990-2008 (the auditing period for emissions used by the Kyoto Protocol)

Renfe Traffic

Renfe CO2 emissions

120%

100%

70%

60%

110%

80%

1990 1995 2000 2005 2008

Porc

enta

je

90%

Percentage evolution of traffic and emissions (1990-2008)

Source: Prepared in-house, with Renfe data WWF and REE emissions data

30

35

40

45

50

25

1990 2004 2005 2006 2007 2008

46.56

26.19

39.35

33.5630.49 31.17

CO2 emissions per transported unit (1990-2008)

Source: Traffic and consumption from Renfe and emissions from WWF and REE (Electric Network of Spain)

gm CO2/TU


In the period 1990-2008, CO2 emissions per transported unit of Renfe traffic fell by 43.74%, going from an average emission of 46.56 grammes of CO2 per transported unit in 1990, to an emission of 26.19 grammes of CO2 per TU in 2008.

DECLARATION

Gonzalo Echagüe, president of the Conama Foundation: “Analysis of the environmental impact of Renfe itself and its activities is very important. The goal of continuing to decrease emissions that may be associated with its activity is also very important”.

Summary table of CO2 emissions

1990 2004 2005 2006 2007 2008

Kg CO2 accountable to electricity (indirect emissions)

859,373,086 897,797,615 780,875,625 700,527,629 705,245,730 596,532,400

Kg CO2 accountable to diesel (direct emissions)

383,040,000 319,971,400 255,374,928 253,041,196 245,756,615 236,676,729

Total Kg CO2 1,242,413,086 1,217,769,015 1,036,250,553 953,568,825 951,002,345 833,209,129

Total TU (2) (Pkm + Tkm) 26,682,000,000 30,943,590,730 30,879,188,850 31,271,602,860 30,512,750,000 31,810,660,000

gm CO2/TU 46.56 39.35 33.56 30.49 31.17 26.19

% evolution on 2004 base 100 85.27 77.48 79.20 66.56

% evolution on 1990 base 100 84.52 72.07 65.49 66.93 56.26

Causes of the fall in specific CO2 emissions (CO2 Intensity)

This fall in emissions is attributed to the changed composition of the national electricity mix, to improved energy efficiency in the railway operation and to diesel traction being substituted by electric energy. The fall in emissions attributable to Renfe (19.32%) represents a fall of 296,491.77 tonnes of CO2 in 2008, compared to 1990. Each of these causes is explained in more detail, below:

24.42%

19.32%

Origin of the reduction of CO2 intensity

Total reduction 1990-2008 (43,74%)

Renfe’s management

Improved Spanish mainland Mix


• The fall in emissions is due, in thefirst place, to environ-mental improvement in the national electric mix, which has experienced a reduction in CO2 emissions per kWh consumed in Spain’s mainland electricity system, of 43.26% in the pe-riod of 1990-2008. This is due to the increase in renewable energies and to the substitution of fossil sources like coal by other less polluting sources like natural gas. This change has come about, in part, thanks to the application of mechanisms of allocation in the electric sector and to trading in emission rights derived from the Kyoto Protocol.

This electric production mix permits Renfe to use a significant per-centage (22.66 in 2008) of electricity from renewable energy sourc-es (like wind turbines, hydroelectric energy and solar panels) unlike other means of transport that are based solely on fossil fuels.

The preferential use of electric energy means that Renfe, unlike other means of transport, internalizes in its electric invoice a significant part of its external greenhouse effect costs.

• There have also been improvements in energy efficiency in the railway operation, which is reflected in a reduction of 18.34% of Energy Intensity per Transported Unit, in the period 1990-2008.

18,34%Reduction of intensity

Energy per Transported Unit(1990-2008)

Evolution of specific emissions

of the Spanish mainland’s electric

system (1990-2009)

Source: WWF and REE

0.200

0.250

0.300

0.350

0.400

0.450

0.500

Kg CO2/Kwh

2006

0.337

2005

0.375

2007

0.343

1990

0.490

2003

0.406

2004

0.456

2008

0.278

Source: Renfe

Evolution of Energy Intensity, 1990-2008

329.0

402.8

2008

1990

KJ/TU


• Athirdcauseisthe increased use of electricity instead of diesel in Renfe, which went from an electric/diesel mix of 58.7%/41.3% in 1990 to a mix of 73.8%/26.2% in 2008. This substitution has a twofold effect: it improves energy intensity and reduces specific consumption, and, al-though to a lesser extent, it contributes to the reduction in CO2 emissions per energy unit consumed.

Renfe expects specific emissions of CO2 in 2020 to be less than 20 gm of CO2/TU (19.96 gm of CO2/TU), which would represent an accumulated reduction compared to 1990 of 57.13%.

Distribution of energy in traction (diesel/electric)

30%

40%

50%

60%

100%

20%

70%

80%

90%

1990

58.7

41.3

2004

65.7

34.3

2005

71.7

28.3

2006

71.9

28.1

2007

72.2

27.8

2008

73.8

26.2

TJ diesel traction

TJ electric traction

Source: Renfe’s consumption of diesel and electricity

4.3.3. Outlook for 2020: less than 20 grammes of C02/TU

In order to make this evaluation, evolution forecasts have been included for emissions in the Spanish mainland’s electric sec-tor, according to studies made by Universidad de Comillas and WWF, which envisage a slight reduction in current values of CO2 emissions per kWh consumed.

Regarding the management of Renfe, factors have been taken into account such as improvements in energy intensity (a reduc-tion of 26% for the period of 2008-2020) and in the internal electric/diesel mix for traction in 2020 (82%/18%).


With this scenario, Renfe will maintain its competitive advantage over cars and aviation in terms of greenhouse effect emissions:

Evolution of Specific Emissions of CO2

Source: data from Renfe, REE, WWF and Universidad de Comillas

45

25

15

55

35

1990 1995 2000 2005 2010

Emsi

ones

g C

O2/

UT

2015 2020

50%

75 %

100 %

Estimation Estimation

46.56

39.35

33.56

30.51

31.17

26.19

24.1519.96

2008/2020 scenarios of car/Renfe CO2 intensities

European Commission Proposals for Limits on CO2 Emissions for cars per km

Specific CO2 emission in Renfe in 2008, and forecast for 2020

Average CO2 emissionper car in 2008: 160 gm CO2



2008: 26 gm CO2

2020: 20 gm CO2

Data of emissions used 2004 2005 2006 2007 2008

Kg CO2 emitted / KWh 0.456 0.375 0.337 0.343 0.278

Kg CO2 emitted / L diesel 2.66 2.66 2.66 2.66 2.66

Source: WWF for emissions per KWh and Ministry of Environment, Rural Affairs and Sea for emissions per Litre of diesel

DATA BASED ON:


4.3.4. Emission of other polluting substances

Emissions of other polluting substances like SO2 and NOX have also continued to fall in 2008, as shown in the following tables:

Renfe Emissions of SO2 in MTs

2004 2005 2006 2007 2008

Accountable to electricity (indirect emissions)

2,024.4 2,139.2 1,642.2 1,501.0 1,032.1

Accountable to diesel (direct emissions)

71.0 56.6 56.1 54.5 52.5

Total 2,095.3 2,195.8 1,698.3 1,555.5 1,084.6

Renfe Emissions of NOx in MT2004 2005 2006 2007 2008


1,271.3 1,343.4 1,122.5 1,069.2 819.7


4,763.6 3,801.8 3,767.1 3,658.6 3,523.5

Total 6,034.9 5,145.3 4,889.6 4,727.8 4,343.2

Accountable to diesel

Accountable to electricity

Atmospheric emissions of SO2

500

1,000

1,500

2,000

0

2,500

Tm

2004

2,024.4

71.0

2005

56.6

2,139.2

2006

56.1

1,642.2

2007

54.5

1,501.0

2008

52.5

1,032.1


NM-VOC’s emissions in Million of Tonnes

2004 2005 2006 2007 2008


47,8 50,5 50,5 49,9 52,1


475,5 379,5 376,0 365,2 351,7

Total 523.3 430.0 426.5 415.1 403.8

Percentage reduction (2004 base)

100 82.17 81.50 79.32 77.16

There has also been a generalized reduction in the emissions of other gases and local polluting elements, as detailed in the following tables:

PM emissions in MT

2004 2005 2006 2007 2008


297.6 314.5 314.0 310.6 324.1


525.6 419.4 415.6 403.7 388.7

Total 823.2 734.0 729.6 714.2 712.9


100 89.16 88.63 86.76 86.60

Atmospheric emissions of NOx

Accountable to diesel Accountable to electricity

2,000

3,000

4,000

5,000

0

2006 2007

6,000

Tm

1,000

2004

4,763.6

1,271.3

2005

3,801.8

1,343.4

3,767.1

1,122.5

3,658.6

1,069.2

2008

3,523.5

819.7


PM 2.5 emissions in Million of Tonnes

2004 2005 2006 2007 2008


0,0 0,0 0,0 0,0 0,0


493.9 394.2 390.5 379.3 365.3

Total 493.9 394.2 390.5 379.3 365.3


100 79.81 79.08 76.80 73.97

CH emissions 4 in MT

2004 2005 2006 2007 2008


10,2 10,8 10,8 10,7 11,1


18,4 14,7 14,6 14,1 13,6

Total 28.6 25.5 25.3 24.8 24.7


100 89,04 88,50 86,63 86,43

CO emissions in MT

2004 2005 2006 2007 2008

Accountable to Electricity (indirect emissions)

127,7 134,9 134.7 133.2 139.0


1,094.1 873,2 865.2 840.3 809.2

Total 1,221.7 1,008.1 999.9 973.5 948.3


100 82.51 81.84 79.68 77.62


Emissions of N2O in MT

2004 2005 2006 2007 2008


13,8 14,5 14,5 14,4 15,0


126.8 101.2 100.3 97,4 93,8

Total 140.6 115.7 114.8 111.7 108.8


100 82.34 81.67 79.50 77.39

Renfe CO2 emissionseq in MT

2004 2005 2006 2007 2008

Total kg CO2 (direct + indirect emissions)

1,165,381,314 1,036,250,553 953,568,825 951,002,536 833,209,129

CO2 emissions eq 1,165,423,575 1.036.285.397 953,603,384 951,036,182 833,241,894


100 88.92 81.82 81.60 71.50

Radioactive waste generated indirectly by Renfe’s electric consumption

2004 2005 2006 2007 2008

Low and medium activity in m3 5.110 5.400 4.906 4.318 4.678

High activity in Kg 623.648 659.025 598.670 526.364 572.929

Percentage variation of total polluting gas emissions

CO2 emissions

COV emissions

PM emissions

PM emissions2

CH emissions4

CO Emissions

Emissions of N2O

2004 2005 2006 2007 2008

100%

95%

90%

85%

80%

75%

70%


DATA BASED ON:

Emissions inG/KWH 2004 2005 2006 2007 2008

SO2 1.03 1.03 0.79 0.73 0.481

NOx 0.65 0.65 0.54 0.52 0.382

Emissions of SO2 and NOx per kWh

Source: WWF

Nuclear wasteGM/KWH 2004 2005 2006 2007 2008

Low and medium activity in cm3 0.00259 0.00259 0.00236 0.00210 0.00218

High activity in grammes 0.00032 0.00032 0.00029 0.00026 0.00027

Generation ofradioactive waste per kWh

Source: WWF

Diesel Data for the rest of polluting gas emissions extracted from the Corinair emission inventory 2007, Rail engines SNAP 0802 Code Electricity data for the rest of pollutant emissions estimated by the Ministerio de Medio Ambiente using the SNAP 0101 Corinair emission inventory 2005 code, Emissions to the atmosphere from the electric system

Emissions ofGL/diesel

SO2 0.59

NOx 39.6

Emissions of SO2 and NOx per litre of diesel

Source: Corinair emission inventory 2007, Rail engines Code SNAP 0802

Antonio Lucio, general manager of the Mobility Foundation of Madrid City Council. “One of the outstanding initiatives developed by Renfe, is the work to make a quantified and broken-down estimate of savings in greenhouse gas emis-sions contributed by the company in meeting Spanish mobil-ity needs”.

4.4. Water consumption

Maintenance facilities, such as workshops and train cleaning centres, Cercanías stations and, to a lesser extent, offices are Renfe's main wa-ter consumption points. In these facilities, the point of capture is the mains water distribution network. No water is captured from springs or wells.

Water consumption increased in 2008 by the identification of new sources of consumption, previously attributed to other collaborating companies.


Water consumption

2005 2006 2007 2008

Workshops 330,969 351,940 302,518 369,144

Cercanías stations 337,167 264,762 270,661 339,506

Train cleaning Centres 131,724 114,326 137,058 226,524

Offices 22,000 17,126 30,514 90,595

Total 821,860 748,154 740,751 1,025,769

Water consumption at Renfe (m3)

In train cleaning centres with wash tunnels, Renfe is making efforts to decrease its water consumption. A clear example is the new washing tunnel for Alta Velocidad/Larga Distancia trains in the Cerro Negro workshop, which recycles between 60% and 70% of the water used.

In Cercanías Networks the following action was taken in 2008 to reduce water consumption:

• In the Cercanías Network ofAsturias, the design of a newwater supply to avoid leaks, in Calzada de Asturias station.

• In the Cercanías Network of Valencia, installation of tapsequipped with timers and sprayers in order to save water.

All WCs also have a dual flushing device. In stations with gardens, watering is automated with sprinklers and solenoid valves, and at certain points by drip.

• IntheCercaníasNetworksofSeville,MálagaandCádizsemi-nars on Information and Awareness about Limiting Use were given to personnel. These included a section on good practices in the use of water.

During 2009 consideration is to be given to the rational use of water resources in Renfe.

0

200,000

400,000

600,000

800,000

1,000,000

2005 2006 2007 2008

821,860748,154 740,751

1,025,769

Consumption of water by facilities in 2008

0

200,000

400,000

600,000

800,000

1,000,000

2005 2006 2007 2008

821,860748,154 740,751

1,025,769

Workshops: 35,99%

Cercanías stations: 33,10%

Train cleaning Centres: 22,08%

Offices: 8,83%


DATA BASED ON:

2005 2006 2007 2008

Workshops 447,688 492,716 435,383 535,523

Cercanías stations 456,072 370,667 389,536 492,526

Train cleaning centres 178,177 160,057 197,254 328,621

Offices 29,758 23,977 43,916 131,427

Total 1,111,694 1,047,416 1,066,089 1,488,097

Water costs in Euros

Source: Dirección de Sistemas Contables, and Ministerio de Economía for CPI increases.

2005 2006 2007 2008

Euros/m3 1.35 1.40 1.44 1.45

Year

Renfe Media Distancia services collaborate in saving water, as part of A train with values

To celebrate Water Day, Renfe distributed to customers on Media Distancia services in Catalonia, Andalusia and the Centre a total of 3,000 watering dispensers for domestic use, with the message “Save water”. The dispenser, named Rido, saves significant consumption of water when watering plants in pots, using a capillary system.

Waste water

Waste water generated at Renfe facilities is basically discharged into the general drainage system, though in facilities where waste water with chemical content is generated as a result of industrial processes, waste water is treated before being discharged into the general system. The volume of this waste remains largely un-changed with respect to previous years.

Renfe assigned 343,781 Euros in 2008 to the management and cleaning of waste water, according to data provided by the Direc-ción de Sistemas Contables and the Dirección General de Fabri-cación y Mantenimiento business units.

4.5. Materials consumption

Renfe materials - mainly oils, solvents and paints - are con-sumed primarily in train maintenance shops. As far as paper consumption is concerned, in addition to that which is gener-ated by workshops and offices, a large part is accounted for by passenger ticket printing.


Materials used

One of the initiatives implemented by Renfe in order to reduce materials consumption as part of its Fabricación y Manteni-miento Activity Area is the analysis of engine oil, in collabora-tion with Repsol. This enables it to increase the useful life of oils and to replace them only in extremely low performance situations, thus reducing their consumption.

In the Cercanías Network of Asturias, implementation of the Renfe card&Tú, used to pay for tickets, permit greater ease, speed and reliability, and reduce the consumption of paper in the tickets section, where there has been a saving of 645 kg since the card came into service in July 2008.

Another initiative implemented in offices in order to reduce pa-per consumption is the application of good use practices, such as, for example, preferring the use of computer files, printing on both sides of the sheet and the use of recycled paper.

4.6. Waste management

Pursuant to Law 10/98 on Waste, Renfe has a series of specific procedures to properly manage its waste.

With respect to the management of Hazardous Waste (HW), clas-sified in accordance with the relevant regulations (Royal Decree 833/1988, Royal Decree 952/1997 and Order MAM/304/2002), Renfe contracts its collection, management, cleaning and recy-cling to companies authorised for as managers such purposes by the different public administrations.

Since the 1990s, Renfe has produced approximately 1,000 tonnes of hazardous waste per year, generated mainly in repair and maintenance shops of railway equipment.

During 2008, 1,582.95 tonnes of hazardous waste were generated. Oils/greases (kg): 43%

Paper/cardboard (kg): 16%

Paint (kg): 10%

Solvents (l): 10%

Oxygen (m3): 4%

Others (kg): 17%

Materials consumed in 2008

2008 2007

Oil/grease (kg) 656,058 679,339

Paper/cardboard (kg) 254,470 177,907

Paint (kg) 158,816 115,764

Solvents (l) 158,391 161,206

Oxygen (m3) 58,290 6,993

Source: Renfe, drawn up in-house from data provided by Cercanías y Media Distancia, Alta Velocidad-Larga Distancia, Fabricación y Mantenimiento, and Mercancías y Logística Activity Areas.


Waste(Tonnes)

2007 2008VARIATION

(2008-2007)

Oil 283.13 384.19 101.06

Water from cleaning processes 164.04 242.85 78.81

Polluted soils 88.83 180.17 91.34

Sewage sludge 148.68 132.89 -15.79

Oily sludge and hydrocarbons 83.92 93.49 9.57

Solvents 11.05 74.36 63.31

Polluted material Containers 56.14 67.92 11.78

Grease and wax 13.92 56.46 42.54

Hydrocarbon absorbents 19.05 54.77 35.72

Non-halogenated solvents 107.07 48.32 -58.75

Ni-Cd, alkaline batteries 60.73 45.62 -15.11

Oil and diesel filters 48.27 40.52 -7.75

Liquid paint 22.25 34.91 12.66

Water with hydrocarbons, diesel 46.99 32.35 -14.64

Varnish 7.90 21.35 13.45

Acid, Pb batteries 18.60 21.03 2.43

Greasy rags 44.62 9.75 -34.87

Fluorescent tubes 9.17 9.08 -0.09

Sacks and plastic containers 3.84 8.65 4.81

Electrical and electronic equipment 4.48 7.72 3.25

Asbestos 2.68 2.48 -0.20

Ni-Cd basic electrolyte. 1.73 2.23 0.50

Base solutions 0.26 2.15 1.90

Halon gases 1.28 1.80 0.52

Resins 0.00 1.78 1.78

Polychlorobiphenyl PCB 0.00 1.63 1.63

Steel powder and shot 1.28 0.93 -0.35

CFC 0.28 0.91 0.63

Aerosols 0.70 0.41 -0.29

Acids 0.06 0.28 0.22

Totals 1.274.15 1.582.95 308.80

Source: Renfe, drawn up in-house from data provided by the Dirección General de Seguridad Organización y Recursos Humanos business unit, and by Cercanías y Media Distancia, Alta Velocidad-Larga Distancia, Fabricación y Mantenimiento, and Mercancías y Logística Activity Areas, presented in the 2008 Annual Hazardous Waste Producer Declarations.


The main hazardous waste generated were oils, making up 25% of the total, followed by water from cleaning processes and potentially polluted soil.

Regarding other waste, the amounts generated are indicated below:

Solid urban waste (kg) 1,784,906

Paper/cardboard (kg) 803,729

Wood (kg) 78,183

Glass (kg) 30,256

Generated waste

Source: Renfe, drawn up in-house from data provided by Cercanías y Media Distancia, Alta Velocidad-Larga Distancia, Fabricación y Mantenimiento, and Mercancías y Logística Activity Areas.

Hazardous waste 2008

Oils: 25%

Water from cleaning processes: 15%

Polluted ground: 11%

Sewage sludge: 8%

Oily sludge and hydrocarbons: 6%

Solvents: 5%

Polluted materials: 4%

Grease and wax containers: 4%

Hydrocarbon absorbents: 3%

Non-halogenated solvents: 3%

Others: 16%

USW (kg): 66%

Paper/cardboard (kg): 30%

Wood (kg): 3%

Glass (kg): 1%



In the framework of the commitment to implementing a responsible environmental policy, it has started a campaign of mea-sures and good practices in offices of the Dirección General de Cercanías y Media Distancia business unit, providing equip-ment for selecting and collecting waste.

Selective collection of waste has the goal of integrating the environmental consumption cycle and the recycling of generated waste with the activity carried out in offices. Per-sonal wastepaper bins have been installed for disposing of paper, as well as a total of 12 yellow-topped containers for dispos-ing of wrappings and cans, and another 12

red-topped containers for disposing of other waste. The cleaning services on the different floors are responsible for placing the waste for the wrapping, cans and other waste to be collected by the municipal cleaning services, and the paper by a specialist company.

This action was communicated to all workers by e-mail and the Renfe Intranet. Also, from August, in order to improve the collection of waste and despite the fact that the offices do not produce large quantities used batteries, at the suggestion of the Quality Committee of this General Division the Council of Madrid was asked to install used battery containers, which are also collected by the Council.

The Dirección General de Servicios de Alta Velocidad-Larga Distancia business unit has also taken action to minimize the quantity of waste generated in various ways:

• Actiontakentoseparatewasteonboardtrains.

• Substitutionofwrapping/canswithrecy-clables.

• Installationofmovement sensors inar-eas with little use, to reduce the con-sumption of fluorescent lighting.

• Hiringofacleaningmachineformechan-ical parts, to reduce impregnated rags.

Recycling and waste initiatives

Case study



4.7. Management of polluted soils

In January 2008, Renfe’s Management Committee approved a Plan of Action for polluted soils, which covers previsions up to 2013 for action on characterization, control of soils pollution and decontamination, as applicable, in facilities for the manufacture and maintenance of railway materials. The Management Committee also assigned to the Dirección General de Fabricación y Mantenimiento business unit the main responsibilities for managing polluted soils.

In October 2008, Renfe and Adif signed a collaboration agree-ment on decontamination of soils with the aim of taking action initially in eleven manufacture and maintenance shops, potential-ly affected by historic pollution or that have Adif fuel tanks dating from before the split of the two companies and of their assets.

As a result of the Action Plan and the Collaboration Agreement with Adif, during 2008 Renfe has carried out, through its Direc-ción General de Fabricación y Mantenimiento business unit, a range of action related to preventing pollution. Specific action taken in our facilities includes, characterization studies, work to control and monitor the evolution of indicators, and decontami-nation work. This action has been taken voluntarily, applying the principle of prevention.

It is worth highlighting the work being carried out jointly by Adif and Renfe, at the request of the Government of Galicia, to decontaminate and control the grounds of the Railcars and Lo-comotives Maintenance Shop in Orense, following an accident in April 2008 in the diesel fuel B filling installations, which Adif has within the workshop area.

4.8. Impact on biodiversity

Renfe's main interaction with biodiversity can occur at those facilities that are near to, or located in, protected natural areas. The company manages 67 facilities located in protected natural areas, or in nearby areas. Of these, 55 are Cercanías stations, and 12 are railway materials maintenance shops.

The facilities that Renfe has in natural areas, or high biodiver-sity areas, cover a surface area of 0.2608 km2. Exact calculation of this occupied surface area is pending definitive delimiting of the corporate assets of Renfe and Adif.

The aforesaid facilities affect the following natural areas:

In solidarity with biodiversity

As part of the “A Train with Values for a Better World” Solidarity Project, the WWF project “Restoring the Riverside in Doñana” has been undertaken with the aim of recovering La Parrilla brook by introducing indigenous plants, removing invasive species and installing food and water deposits and perches for birds.

Furthermore, to commemorate the 35th anniversary of the Earth Day on 22 April, the Alta Velocidad-Larga Distancia Area collaborated with the Sponsor a Tree Foundation to repopulate the pine woods of Ducado de Medinaceli (Guadalajara), devastated by fire in July 2005.


NATURAL AREAS FACILITY TYPE NAME OF FACILITY MUNICIPALITIES PROVINCEAUTONOMOUS

REGION

Nature Reserveof Bahía de Cádiz

Cercanías Station University

Cádiz

Cádiz

Andalusia

Cercanías Station Las Aletas

Cercanías Station San Severiano

Cercanías Station Segunda Aguada

Cercanías Station Estadio

Cercanías Station Cortadura

Cercanías Station Bahía SurSan Fernando

Cercanías Station San Fernando

Cercanías Station Puerto Real Puerto Real

Cercanías Station Puerto de Santa María Puerto de Santa María

Nature Reserve ofSierra Norte de Sevilla

Cercanías Station Cazalla Constantina Cazalla de the Sierra

SevilleCercanías Station Fabrica El Pedroso El Pedroso

Cercanías Station El Pedroso El Pedroso

Nature Reserve of Los Galachos

Maintenance shopof Railway Material

Rolling Stock and Towed Material Shop of Zaragoza

Zaragoza Zaragoza Aragón

Cabo de Peñas Protected Landscape

Cercanías Station San Juan de Nieva San Juan de Nieva Asturias Asturias

L'Alberà Nature ReserveMaintenance Shop of Railway Materials

Maintenance Shop of Towed Material of Port-Bou

Port Bou Girona

Catalonia

Costes del Garraf ZEPA

Cercanías Station Platja de Castelldefells Castelldefels

Barcelona

Cercanías Station Garraf Garraf

Cercanías Station Sitges Sitges

Cercanías Station Vilanova i la GeltrùVilanova i la GeltrùMaintenance Shop

of Railway MaterialsCentral Repairs Workshopof Vilanova i la Geltrù

Serralada Litoral Park

Cercanías Station El Masnou El Masnou

Cercanías Station Premià de Mar Premià de Mar

Cercanías Station Vilasar de Mar Vilasar de Mar

Serralada Marina Park

Cercanías Station Montcada i Reixach

Montcada i ReixachCercanías Station Montcada Bifurcació

Maintenance Shopof Railway Materials

Montcada Self-Propelled Rolling Stock Maintenance Shop

Sierras del Montnegre-El Corredor Park

Cercanías Station Sant Celoni Sant Celoni

Cercanías Station Gualba Gualba

Costas del Maresme i La Selva LIC

Cercanías Station Mataró

MataróMaintenance Shopof Railway Materials

Maintenance Shop for Self-Propelled Rolling Stock of Mataró


OPEN SPACE FACILITY TYPE NAME OF FACILITY MUNICIPALITIES PROVINCEAUTONOMOUS

REGION

Regional Park of Sureste

Cercanías Station San Martín de la Vega San Martín de la Vega

MadridRegion of Madrid

Cercanías Station Ciempozuelos Ciempozuelos

Regional Park of Cuenca Altadel Manzanares

Cercanías Station Tres Cantos Tres CantosCercanías Station Colmenar Viejo Colmenar ViejoCercanías Station El Goloso

MadridCercanías Station Universidad Pontifica de ComillasCercanías Station PitisCercanías Station El Tejar

Las RozasCercanías Station Pinar de Las RozasCercanías Station Las MatasMaintenance Shopof Railway Materials

Maintenance Base for the TALGO in Las Matas

Cercanías Station Torrelodones TorrelodonesCercanías Station Galapagar-La Navata GalapagarCercanías Station Villalba Collado-Villalba

Sierra de Guadarrama LIC

Cercanías Station Alpedrete AlpedreteCercanías Station Collado Mediano Collado MedianoCercanías Station Los Molinos Los MolinosCercanías Station Cercedilla

Cercedilla


Cercedilla Self-Propelled Rolling Stock Maintenance Shop

Cercanías Station Siete PicosCercanías Station CamorritosCercanías Station Las HerasCercanías Station Puerto de Navacerrada

NavacerradaCercanías Station Dos CastillasCercanías Station VaquerizasCercanías Station Cotos Rascafría

Zona Ramsar de Txingudi - Bidasoa

Cercanías Station Ventas de Irún

Irún Guipúzcoa Basque CountryMaintenance Shopof Railway Materials

Irún Towed Material Maintenance Shop


Maintenance Shopof Self-Propelled Rolling Stock in Irún

Submerged Coastline LIC (Site of European Interest) in the Region of Murcia

Cercanías Station ÁguilasÁguilas Murcia MurciaMaintenance Shop

of Railway MaterialsRepairs Shop of Towed Material in Águilas

Nature Reserve of L'Albufera de Valencia

Cercanías Station Sueca Sueca

ValenciaRegion of Valencia

Cercanías Station El Romaní El RomaníCercanías Station Sollana SollanaMaintenance Shopof Railway Materials

Maintenance Shop of Self-Propulsion in Valencia

ValenciaMaintenance Shopof Railway Materials

Valencia Towed Material and Rolling Stock Maintenance Shop

Sierra de Malacora LIC Cercanías Station Siete Aguas Siete Aguas

LIC (Site of European Interest)ZEPA=Special Bird Protection Area


Its high safety levels make the transport of hazardous freight by railway a key element in protecting land and water ecosystems, in as much as it avoids the use of other types of transport with greater impact on biodiversity.

Renfe transported 1,983,263 tonnes of hazardous freight in 2008, equivalent to 50,000 trucks a year.

4.8.1. Hazardous goods transport

The majority correspond to gaseous hydrocarbons in liquefied mix, fuel for diesel engines, ethanol and vinyl chloride.

DESIGNATION TONNES

Gaseous hydrocarbons in liquefied mix

406,629.44

Fuel for diesel engines 317,866.24

Ethanol 183,322.35

Vinyl chloride 111,058.68

Sulphuric acid 89,559.57

Styrene Monomer, Stabilized 83,051.59

Acrylonitrile, Stabilised 75,767.79

4-Thiapentanal 55,923.90

Hazardous Material 53,072.06

Butadiene, Stabilised 38,205.26

Rest 568,806.12

Total 1,983,263.00

The 10 types of hazardous freight most transported in 2008


This figure of hazardous freight transported by railway is equiv-alent to removal by more than 50,000 trucks a year, with the consequent minimizing of risks that the greater safety of rail-way transport offers.

4.8.2. Measures to prevent fire

Important action taken by Renfe in 2008 to reduce risk factors in starting fires, includes:

• Preparationofthe2008AnnualPlanforthePreventionofForest Fires. This Plan forms part of the Renfe Contingencies Plan, prepared each year in accordance with the Railway Regulations. Action to be taken by Renfe is published in

section 5.2 of the annex on “Measures in the Action Plan for Preventing and Combating Forest fires for the year 2008” which is agreed annually by the Council of Ministers.

• Surveillanceoftrainstopreventpossiblesourcesofignitionwith control of the braking and escape systems.

• AcampaigntogettoknowtheCivilDefencedepartmentsofthe Autonomous Regions and the different fire brigades. Spe-cifically, meetings were held with the autonomous regions of Castile and Leon, Catalonia, Madrid, Castile-La Mancha and Andalusia. The Renfe 2008 Annual Plan for Preventing Forest Fires was presented at these meetings. Importantly, the Ad-ministrations were informed of action taken to prevent forest fires in each Autonomous Region and the coordination of the action of both parties, in order to reduce the number of fires and minimize their consequences.

Type of hazardous goods transported in 2008

Gaseous hydrocarbons in liquefied mix: 20%

Fuel for diesel motors : 16%

Ethanol: 9%

Vinyl chloride: 6%

Sulphuric acid: 5%

Styrene Monomer, Stabilized: 4%

Acrylonitrile, Stabilised: 4%

4-Thiapentanal: 3%

Hazardous Material: 3%

Butadiene, Stabilised: 2%

Rest: 28%

Evolution of annual transport of hazardous goods 2005-2008

Source: Renfe, prepared in-house by the Dirección General de Servicios de Mercancías y Logistica business unit

0

2,000,000

1,000,000

500,000

2,500,000

1,500,000

2005 2006 2007 2008

tonn

e

2,144,224

2,094,558

2,119,453

1,983,263


• Acommunicationandawarenesscampaignamongourem-ployees, consisting of producing awareness leaflets of pre-ventive measures to be taken to reduce the risk of starting forest fires. Other action was also taken, such as safety semi-nars for the different Activity Areas, articles in the sector’s magazines, statements, etc.

• Thecampaignofpreventivesurveysofvehiclebrakingsystems(wagons, coaches and locomotives) continued.

• InJunethecoordinationmeetingwasheldwithAdiftodiscussthe summer prevention campaign.

• Workhascontinuedtosubstitutesyntheticblocksinfreightwagons, following positive results obtained in the tests made during 2007 with blocks of type LL.

Additionally, Renfe performs exhaustive controls on trains run-ning in areas of special fire risk, such as tracks that are close to wooded areas and protected natural areas. In this sense, it works off the information collected in the IREN (Adif’s Inventory of the natural areas Network) mapping project. This refers to a map of Spain that contains a complete inventory of the opera-tive rail network, abandoned lines, green tracks and catalogued protected open spaces.

In 2008, there were 532 fires on tracks and their surroundings, of which the majority (94.5%) were started by causes not as-sociated with the railway, 5 were of undetermined cause (0.9%) and 24 were attributable to the railway operation (4.5%), mean-ing that responsibility for them is shared by Renfe and Adif.

22 of the fires with possible responsibility shared by Adif/Renfe were started by interaction between the system of brakes and the infrastructure. The other two fires were caused by the engine unit of a locomotive, and by a wagon bearing in bad condi-tion. The majority of the fires occur in the summer period, for obvious climatic reasons, a period in which Renfe increases its surveillance.

Fires on tracks and their surroundings in 2008

400

600

200

0

503

245

Outside the company

Uncertain

Possible joint assignment to Adif/Renfe


Fires possibly attributable to the braking system/infrastructure, 2008

Source: Renfe, drawn up in-house by the Dirección de Protección Civil y Prevención de Riesgos business unit.

0

1

2

3

4

5

6

7

8

9

January February March August September October November DecemberApril May June July

1 1 1

3

0

9

1

3

1

2

0 0

Brakes (possible shared responsibility)


There has been a reduction of fires recorded by the sides of tracks compared to 2007, when a total of 552 fires occurred, of which 513 (almost 93%) were not attributable to Renfe. An-other six were of undetermined origin, and the remaining 33 were attributable jointly to Renfe and Adif.

2008 2007

Outside the company 503 513

Uncertain 5 6

Possible allocationrailway system

24 33

Reduction of fires

Innofreno, and Renfe’s innovative spirit in environmental management

The 2008 Environment Award of the 14th Renfe Innovation Projects Contest went to the design of a valve to remove overloading in brake distributors on freight trains, this minimizing the risk of fires.

Renfe, in collaboration with the company Knorr-Bremse, which specializes in the design of braking systems and their components, has developed an overflow valve that removes overloads in the brake distributors of freight wagons us-ing controlled leaks. It is designed to eliminate 100% of brake overloads that do not represent a reduction in safety and are redundant, to be robust (with reliable, tried com-ponents) and to be low cost, in both money and time. More-over, its maintenance cycles are the same as those of the distributors on which it is to be mounted.

The purpose of this device is to prevent unwanted braking (or considerable alterations in the application and distribu-tion of the braking system) due to overloading in the control

deposit in brake distributors, which is caused by excessive pressure during use. Braking due to overload, which con-stitutes somewhat more than half of the total registered, is estimated to occur 368 times a year, and can cause dam-age to rolling stock. This produces added costs for removing and checking vehicles, and environmental damages by fires started by sparks emitted on the track.

By identifying negative braking incidents in the opera-tion of freight traffic, Renfe workers belonging to Integria, to the Mercancías y Logística Area, and to the Dirección Corporativa de Seguridad en la Circulación business unit, along with Knorr-Bremse, decided on a solution, consisting of designing and manufacturing this overflow valve.

Apart from the reduction in braking, use of this valve in wagons equipped with Knorr type KE brake distributors will bring a reduction in:


• Therepaircostsformaterialintheworkshop.

• Stoppagecosts.

• Penaltiesforunpunctuality.

• Damagestothirdparties.

• Humanerrors,avoidingtheriskofbrakingoccurringbe-cause of badly applied rapid release, and couplings of sets with different reference values, among others.

• ThesebenefitswillredoundtoRenfe’sgoodimage.

Implementation of the overflow valve will also help the company to position itself well in its commitment to sus-tainability. As already mentioned, braking can cause fires,

which are expected to be reduced by around 21 a year (attributable to braking in freight wagons) with the instal-lation of this device.

This innovation is currently in the testing stage on a opera-tional vehicle, having been successful in tests performed in the laboratory in 2007 and in a stationary train during the last financial year. Its validation and start of implementa-tion is planned for the end of 2009, although the latter process may take two years.

4.9. Reduction of noise impact

Renfe is doing important work to reduce noise emission and prevent fires, especially in freight transport.

With 28% of blocks in freight wagons currently being sinterized, Renfe has become one of the European railway companies with the most “silent” fleet of trains. In the medium term, half of the Renfe Mercancías y Logística fleet, the most operated fleet and the one that carries out most services, will be fitted with braking sys-tems that reduce noise by up to 10 decibels (in many cases this reduction represents half of perceived environmental noise). These blocks also reduce the risk of starting fires.

Number of freight wagons by types of blocks (2008):

K 3,718 27.12%

LL 162 1.18%

Synthetics total 3,880 28.30%

Cast Iron 9,828 71.70%

Total 13,708 –

Typesof blocks

Types of blocks

Members of the “Innofreno” Initiative and Improvement Team


Source: Renfe, drawn up by the Dirección General de Fabricación y Mantenimiento business unit.

Cast Iron: 72%

K: 27%

LL: 1%

Additionally, the Dirección General de Fabricación y Manten-imiento business unit plans to mount blocks of type “LL” on some 350 wagons that enter for repair between 2008 and 2009.

Renfe Mercancías y Logística requires in its technical specifi-cations that new wagons come equipped with blocks of type “K”, meaning that the 363 wagons currently in the process of construction or of having their tender awarded will have these blocks installed.

In High-Speed trains, cast iron blocks will only be used in the Talgo, Alaris and series 252 traction locomotives, representing 17.5% of total traffic, while the rest of the self-propelled se-ries (100, 101, 102, 103, 120, and 130) have braking systems equipped with disc brakes and synthetic blocks, with lower noise emission, representing 82.5% of traffic in the Alta Velocida/Larga Distancia Activity Area.

In Cercanías y Media Distancia, all traffic is carried out with disc brakes and synthetic blocks.

Therefore, 95% of the passenger traffic is carried out with low noise emission braking systems.

4.10. Environmental certification

Environmental Management Systems Certificates (ISO 14001)

Renfe services certificated on environmental management in 2008 were:

• Integrated Management System Certificate for passengertransport and the provision of service on the Madrid-Seville and Madrid-Málaga Alta Velocidad lines, as well as monitor-ing and control of the activities contracted, with number SGI-001/2003, validated by the following Quality and Environ-ment certificates:

– Company Register Certificate: ER-1143/2003 in accordance with UNE-EN ISO 9001:2008

– Environmental Management Certificate: GA-2003/0255 in accordance with UNE-EN ISO 14001:2004

• WithintheFabricaciónyMantenimientoActivityArea:

– Córdoba workshop. The certification number is CGM 01/065.

– Orense workshop. The certification number is CGM 01/074.

• Within the Activity Area of Cercanías y Media Distancia,the service and transport of passengers on Regional Die-sel Trains (TRD), Exprés network trains and R-598 trains, of the Media Distancia Conventional Division, have full cer-tification (2008) in systems of quality and environmental management. The certification in environmental manage-ment was obtained in December 2006, with the number GA-2007/0093.

• TheMercancíasyLogísticaAreahasintegratedauthorizationin systems of environmental management and quality for the process loading, transporting and unloading vinyl chloride between Martorell and Irún-Hernani. The number of this cer-tification is GA-1999/0229. Moreover the whole Mercancías y Logística Area is in the process of integrated certification for quality (ISO 9001:2008) and systems of environmental management (ISO14001:2004).

Types of blocks


UNE EN 13816

One of the obligations of the UNE IN 13816 Public Passenger Transport standard, with which the Cercanías Networks of As-turias and Bilbao and three lines of the Valencia network are certified, is to establish environmental indicators.

To this end, Renfe has developed a range of action related to environment conservation and recycling paper in various Met-ropolitan and urban Cercanías networks.

The Cercanías networks of Valencia and Asturias have installed reactive energy compensation systems in stations where energy efficiency makes this a requirement, thus saving electric con-sumption. In 2008, five actions were carried out. Three on the C-1 line (Gandía, Catarroja and Alfafar) and two on the C-6 line (Sagunto and Moncófar).

In Asturias, moreover, timers and photoelectric cells have been installed in the facilities and administration offices to adjust consumption to real needs.

The Bilbao Cercanías network has tried to reduce the use of paper with technological innovation plans and a growing use of new technologies. At the same time, all paper used is from recycling.

4.11. Key indicators of environmental management (KPI’s) of UIC

The key indicators of environmental performance (KPI’s), de-fined in 2008 by the International Union of Railways (UIC) in its leaflet number 330, establish a new standard for environmental management and information in railway companies at world

level. Renfe has taken part in preparing this document, being represented in the UIC’s Core Group on Environment, Sustain-ability and Energy.

(For further information: http://www.uic.org/etf/codex/codex-detail.php?langue_fiche=E&codeFiche=330)

The existence of standardised indicators at world level permits evaluation of environmental management in railway compa-nies, and comparison of companies in the sector and with other means of transport.

The incorporation of this specific section in Renfe’s Environ-mental Report complies with the two principal objectives in Leaflet 330 of the UIC:

• Tomakeavailable immediatecomparabilityamongrailwaycompanies of the main environmental management param-eters.

• Topromoteviaevaluationoftheseparameters,asstipulatedin Leaflet 330 of the UIC, the continued improvement of their quality, reliability and traceability.

The performance of these key indicators of environmental per-formance (KPI’s) in Renfe in 2008 was as follows:

With the evaluation of these indicators, Renfe becomes the first railway company in the world

tomakean evaluation of its environmental performance in accordance with the UIC criteria found in its Leaflet 330


(*) This indicator evaluates consumption in the whole chain of energy processing.(**) This indicator evaluates Renfe processes prior to final consumption.

INDICATOR 1. ENERGY CONSUMPTION

1.1. Final energy consumption (Energy Intensity)

1.1.a Specific final energy consumption of passenger transport

1.1.b Specific final energy consumption of freight transport

Electricity: 0.0765 kWh/pkm Diesel: 0.0025 L diesel/pkm

Electricity: 0.0469 kWh/tkm Diesel: 0.0031 L diesel/tkm

1.2. Primary Energy Consumption (Primary Energy Intensity) (*)

1.2.a Specific primary energy consumption of passenger transport

1.2.b Specific primary energy consumption of freight transport

653.00 KJ/pKm

464.01 KJ/tKm

INDICATOR 2. SHARE OF RENEWABLE ENERGY (**)

2.1. Share of renewable electric energy from total energy consumption 14,39%

2.2. Share of bio-fuels as part of diesel fuel 0% (Insignificant, only consumed in tests)

INDICATOR 3. CO2 EMISSIONS

3.1. Specific CO2 emissions from passenger 27.88 gm CO2/pkm

3.2. Specific CO2 emissions from freight transport 21.15 gm CO2/tkm

INDICATOR 4. LOCAL AIR POLLUTION

4.1. Exhaust NOx emissions

4.1.a Specific NOx emissions from passenger transport

4.1.b Specific NOx emissions from freight transport

0.128 gm NOx/pkm

0.141 gm NOx/tkm

4.2. Exhaust particles emissions

4.2.a Specific PM emissions from passenger transport

4.2.b Specific PM emissions from freight transport

0.022 gm pm/pkm

0.021 gm pm/tkm

INDICATOR 5. NOISE EMISSION

5.1. Proportion of low-noise emission rolling stock (% according to formula weighted with wagon milleage)

5.2. Proportion of infrastructure meeting national limits (% according to formula)

94.93% for passenger services57.91% for freight services

Not applicable to Renfe because it is a railway operator

INDICATOR 6. OCCUPATION OF GROUND

6.1. Specific land take of rail infrastructure (passenger and/or freight. Km2/TU)Not applicable to Renfe because it is a railway operator



5.1. Communication channels for environmental information

Pursuant to Law 27/2006 of 18th July, which regulates access rights to information, to public participation and to legal access in environmen-tal matters, Renfe provides environmental information to interested parties that ask for it.

The Renfe business unit responsible for providing environmental infor-mation is the Dirección de Calidad y Desarrollo Sostenible, answering to the Dirección General Económico-Financiera y de Planificación busi-ness unit, which in turn reports directly to the Presidencia de Renfe and the Ministerio de Fomento.

Stakeholders: extending Renfe's

environmental commitment

01Communication channels for

environmental information

02Raising workers’

awareness

03“3rd Renfe AVE School Prize”

for the topic of “The Train and Renewable Energies”

04Active participation in the

CONAMA9 National Environment Conference: Green logistics

05Renfe’s participation in other

events and conferences

06Environmental activities among our customers

07The Railway Companies

Sustainability Forum

08Collaboration with Adif on environmental

management and promoting sustainability

81


INTEREST GROUP COMMUNICATION CHANNELS

Aimed at all stakeholders

Telephone: 913006161

In person and by post to: Avda. Pío XII, n.º 110, Caracola 11, 28036 Madrid

Web page www.renfe.es

E-mail [email protected]

Meetings with stakeholders

Conferences, participation in debates

Annual report

Press releases on environmental issues

Communication campaigns such as “Little Ideas for a Better World” and “A train with values”

Employees

Articles in the En Punto internal magazine

Weekly “Railway and Sustainable Development” bulletin published on the “Interesa” intranet

Work climate survey

Four meetings a year of the Environment workgroup with trades' union representatives

Other companies in the sector

Meetings of the Railway Companies Sustainability Forum

Collaboration agreement between Renfe and Adif on environmental management and promoting sustainable mobility

Web page www.ferrocarrilsostenible.org

Participation in the CONAMA9 Environment Congress

Participation in international UIC and CER projects

mAIN CHANNELS OF COmmUNICAtION ABOUt tHE ENVIRONmENt EStABLISHED WItH StAKEHOLDERS

In the course of 2008, Renfe received 29 requests for environ-mental information, all of which received a reply within less than of month of reception of same. The following reflects the distribution of the type of information applicants:

• Sevenrequestsfromthegeneralpublic.• TwelvefromassociationsandNGOs.• Sixfromcompaniesandprofessionals.• Fourfrompublicadministrations.

83Stakeholders extending Renfe’s environmental commitment

General public: 7%

Associations or NGOs: 12%

Companies or professionals: 6%

Public Administrations: 4%

Requesters of environmental information

Source: Renfe, Dirección de Calidad y Desarrollo Sostenible business unit, drawn up in-house using the report on application of Law 27/2006, for the Ministerio de Fomento.

5.2. Raising workers’ awareness

Training and dissemination

Renfe has carried out several different training and environ-mental information actions during the course of 2008 for em-ployees. The following are the most significant:

• IntheActivityAreaofMercancíasyLogísticanineintegratedsystems courses (ISO 9001 and ISO 14001) were given.

• IntheAltaVelocidad-LargaDistanciaActivityAreatraininghas been given on 14001 certification and on work-related environmental topics to newly contracted staff. Also, a good environmental practices guide has been disseminated to contract staff.

• IntheCercaníasyMediaDistanciaActivityAreaeight16-hourcourses have been given on environmental management for engine drivers and inspectors and another 95 courses of 378 hours on environmental management for engine drivers and inspectors. The goal of this training was to make known the environmental policy, its application and the need to col-laborate in protecting the environment, encouraging conduct that is respectful of the environment.

12 awareness raising courses of 24 hours about environmental management were also given, with the goal encouraging con-duct that is respectful of the environment and the application of good practices.

Other general initiatives for raising awareness among workers are the different articles and reports published in Renfe internal magazine, “En Punto”, and on the company intranet, “Interesa”. This same portal publishes weekly the “Railway and Sustainable Development Bulletin”, with news about the railway, transport, the environment and sustainability.

A specific case is the desktop calendar published by the Gerencia Centro de Media Distancia for internal offices in order to raise awareness about the importance of the Environment, with rec-ommendations on each month’s page about the consumption of water, paper and electricity, generating waste, recycling, etc.


The Environmental Work Group

Renfe has a workgroup at the core of the company that liaises about company information with workers' legal representatives, regarding environmental management and its relation to occupational health and safety. This workgroup was set up in 2000 as a consultancy body for the Health and Safety Committee at Work.

Those in charge of environmental matters in the company, both from the corporate bodies, as well as from the Activity Areas, and workers trades’ union representatives, along with prevention rep-resentatives from the various trades’ union representatives on the Works Committee (SEMAF, CCOO, UGT, CGT and SF)

During the course of 2008, the workgroup held four meet-ings in accordance with the quarterly frequency provided for in Article 563 of the XII Renfe Collective Bargaining Agreement and in Article 6.3.6 of the company’s Occupational Health and Safety Integrated Management System. However, for justified emergency reasons extraordinary meetings can be called, either by the coordinator or upon the request of any of the parties, depending on the business to be dealt with.

The main functions of the Environmental Workgroup are:

• Tostudyanddiscussspecificworktechniquesandproceduresrelating to the environment that affect the health of com-pany workers and to submit them to the General Health and Safety Committee afterwards.

• To interpret current legislation concerning environmentalmatters with respect to occupational health.

• Topromoteandsetupenvironmentaltrainingprogrammesfor Renfe employees.

• Tosharewithworkers'legalrepresentativesthemainpillarsof Renfe’s environmental management, responding to their suggestions and channelling their questions.

14th Innovation Project Competition

With the goal of disseminating, strengthening and recognizing the activity of workers’ Systems of Participation in Renfe, the 14th In-novation Projects Contest was organized in 2008, including, among other categories, one specifically on the Environment.

This prize went to the “Innofreno” EIM (Innovation and Improvement Team), the designer of a valve to eliminate overload from brake dis-tributors in freight trains, which minimizes the risk of fires.

85Stakeholders extending Renfe’s environmental commitment

The work climate survey carried out by Renfe among its workers in 2008 shows that Renfe’s contribution to development and sustainable mobility is valued in 64% of responses as good or very good.

Employees considered sustainability as the best managed of the five corporate objectives in the Strategic Plan.

5.3. “3rd Renfe AVE School Prize” for the topic of “The Train and Renewable Energies”

In April 2008, Renfe Alta Velocidad/Larga Distancia gave awards for the contest, “3rd Renfe AVE School Prize for Environmental Research and Sustainable Development: The Train and Renewable Energies”, with the participation of schools from all over Spain.

The third edition of the Renfe AVE School Prize coincided with the 16th anniversary of the start of the Renfe Ave Madrid-Seville service and with the declaration by the General Assembly of the United Nations of 2008 as the “International Year of Sanita-tion”. Approximately 140 pieces of work were presented, lead-ing the jury to decide to award, apart from the two prizes per category, a special mention in each of these.

The winning teams were presented with a journey from their city of origin to any Renfe Ave destination, with a night at a hotel in-cluded and a Nintendo Wii video-console for each of the pupils in the work team, and for the teacher or tutor.

Apart from the work teams, their schooling centres received a prize consisting of financing for a project of environmental improvement in the education centre, to a maximum value of 2,000 Euros for the winning centres and 1,000 Euros for the finalists, projects that are overseen by the Dirección de Calidad y Desarrollo Sostenible business unit.

Prizes awarded

1st and 2nd year Secondary School Students Category

• Firstprize:Asustainablegame:“TheRecytrain”,bystudents of the Hamelin-International Laie School (Alella, Barcelona).

• Secondprize:“TowardsasustainableSecondarySchool”, by a group of student from the Campo Charro Secondary School (La Fuente de San Esteban, Salamanca).

• Specialmention:“Thegreatenergygame:gowithenergy and save the earth” from the Cardenal Cisneros School (Guadalajara).

3rd and 4th year Secondary School Students Category

• Firstprize:“Atrainfullofenergy”,bystudentsofAdajaSecondary School (Arévalo, Ávila)

• Secondprize:“Reducingemissions,reusingenergyand recycling material, fulfilling the three Rs of our education centre”, by a group of students from Baelo Claudia Secondary School (Tarifa, Cádiz); and

“Auditing the energy of a building”, by students of the Sagrado Corazón School (Albacete)

• Specialmention:“Let’sconserveourPlanet:Let’sDoSomething”, by students of El Sauce School (La Carlota, Córdoba).

Renfe employees’ valuation of the sustainability management objective

Very Good

Good

Not good

Bad

Very bad

Don’t know/No answer

40%

20%

0%

30%

10%

50%

100%

60%

70%

80%

90%

16.87

27.2

1.3

52.5

11.2

1.6

63.7

Muy

Bie

n y

Bien

27.2%

1.3%

52.5% 11.2%1.6%

63.7% Very Good and Good

6.2%

Source: 2008 Work Climate Survey.

Sustainability in Renfe as seen by its workers


5.4. Active participation in the CONAMA9 National Environment Conference: green logistics

Renfe took part in the ninth National Environment Congress (CONAMA9), participating actively in the debates and work groups, as well as being a sponsor and official transport provider.

CONAMA9 was inaugurated on 1 December 2009 by the minis-ter of Medio Ambiente, Medio Rural y Marino, Elena Espinosa, under the slogan “The challenge is to act”. The event, which took place until 5 December in the Municipal Conference Cen-tre of Madrid, included round tables, work groups, technical seminars, debates about current issues, dynamic spaces and other special activities regarding sustainability. There was also an exhibition area, in which Renfe, among others, had a stand, where visitors could find out about the actions and environmental commitments of organizations and participat-ing companies.

Renfe took part in different activities, including:

• The “Global change and sustainability strategies” debate,which highlighted the importance of raising awareness in the general public as a fundamental way of combating the climate change and of establishing a new transport model, a sector with controversial effects, but vital for society.

• The dynamic space, “Green logistics: sustainable mobilityfor freight transport”, in which Renfe presented the sustain-ability strategy of the Mercancías y Logística Services Activity Area to its stakeholders, and presented the EcoTransIT tool.

• Theworkgroups“Transport:sustainablemobilityandenergyefficiency”, and “Sustainability returns, measurement and reports”, as well as the debate on “Sustainable urban mobil-ity plans: challenges” and the round table “Saving, efficiency and systems of energy management”, in which the company took part.

87Stakeholders extending Renfe's environmental commitment

5.5. Renfe’s participation in other events and conferences

Renfe and Expo Zaragoza 2008

Under the slogan “Water and sustainable development ”, the Zaragoza 2008 International Expo was held in Zaragoza from 14 June to 14 September 2008, with the participation of more than 80 countries and international organizations in more than 50 pavilions. This international cultural event was a meeting point for an issue of interest to the whole world: “Water”.

Renfe collaborated with Expo’08 as Official Transport Provider, making available its most modern fleet of High-Speed trains to visitors to the International Expo, and inaugurating the new Zaragoza Cercanías network to facilitate access and mobility in the city. Renfe also collaborated with Expo’08 by disseminating its communication campaign by showing videos on trains, with

articles in the Paisajes magazine, and the placement of vinyl Expo logos on trains, among other actions.

Renfe also sponsored the Spain Pavilion in Expo2008 organized by the Sociedad Estatal de Exposiciones Internacionales-SEEI. The SEEI is the organization responsible for representing Spain at international exhibitions. The Spain Pavilion presented vari-ous didactic workshops with capacity for 80-90 people. Renfe sponsored two of these workshops: “Change the change”, about climate change, and “The life in a drop”, about the efficient use of water.

At the end of these workshops Renfe presented each of the par-ticipants with a collection postcards with “10 ideas for a better world”, giving 10 pieces of advice on more sustainable behaviour and explaining what Renfe does in each of these areas. This col-lection was a renewed edition of the postcards distributed to our customers on 5 June 2007, as part of World Environment Day.


Renfe, at the 9th International Walking Conference “Barcelona Walk 21”

Renfe participated, along with other companies and profession-als from 25 countries, in the 9th International Walking Confer-ence Barcelona Walk 21, which took place in the Centre of Con-temporary Culture of Barcelona (CCCB), from 8 to 10 October.

This initiative is a benchmark platform that brings everyone linked with the use and design of public space into contact with those who work to improve the conditions of citizens, from mobility experts to health specialists. The Conference was aimed at experts in urban and transport planning, envi-ronmental protection, safety, health, education, tourism, etc.

The “Barcelona Walk21 2008” conference, under the slogan “Walk with Barcelona” had 150 sessions distributed in 13 con-ferences, 94 parallel sessions, 30 demonstrations, and various city walks.

5.6. Environmental activities among our customers

The Nature Train, a different way of experiencing the mountains of Madrid

The Nature Train is an environmental education programme carried out within the framework of a collaboration agree-ment between the Region of Madrid’s Environment and Land Management Department and Renfe Cercanías, which brings us in contact with the Sierra de Guadarrama mountains. 2,707 people took part in the programme in 2008, 13% more than in 2007.

The Nature Train lets you visit the countryside lying only a few kilometres outside Madrid, making the journey entirely by train. This programme enables you to learn about and study the Madrid mountains not only as an onlooker, but also as an integral part of the surroundings.

This activity gives you the chance to enjoy a guided trip to the Madrid mountains in the capable hands of instructors from the

Valle de la Fuenfría Environmental Education Centre, with spe-cial conditions for school groups. The activity is also open to other types of groups and individual trips.

The activity, which takes place between the Cercedilla and Cotos Cercanías stations, can be done from Mondays to Fridays – unless a public holiday falls on the day in question – during the months of May, June and October for school groups. For other groups, or individual passengers, the general campaign takes place in July, August and the first fortnight in September, depending on each campaign schedule.

The activity is divided into three parts:

• On arriving at Cercedilla, an audio-visual presentation isgiven inside the old C-9 line train, which as been perfectly adapted to this end. The presentation deals with concepts about nature and perception of it through the five senses.

• Duringtheactivity,anarrowgaugetrainisusedthatregu-larly runs between the town of Cercedilla and Mountain Pass of Cotos.

• Afterwards, people then proceed on foot for about 5 kmthrough the Peñalara nature reserve, during the course of which several stops are made to do different activities. A longer stop is made along the way for a picnic. Throughout the day, participants are accompanied by environmental educators from the centre.

These activities last a whole day and are aimed at groups of between 10 to 60 people. A free pass is provided for one teacher for every 10 students. During the general campaign, the minimum group number is 10 while the maximum is 455, though it the activity can also be done individually.

The activity is aimed at pupils in the third primary school cycle and second school students.

The basic aims of the didactic programmes are as follows:

• Toencourageawarenessofthenatural,culturalandhistori-cal heritage of the Sierra de Guadarrama mountains.


• Tostudythevarietyoffloraandfaunathatarecharacteris-tics of the Mountains.

• Todiscovertheindirectbenefitstoalltheinhabitantsofthetowns that are provided by the good health of our natural areas.

• Learnaboutthebenefitsofusingpublictransport.

The contents are adapted to the knowledge of each one of the participating educational group levels. Moreover, the activity consists of didactic material that is available to the teacher.

Other environmental initiatives in Cercanías networks

In 2008, 25,000 “A special day out on your Cercanías” Guides were published and distributed in the Cercanías Networks of Asturias, Santander, Bilbao, San Sebastián, Valencia, Murcia, Seville, Málaga and Cádiz, to inform about and en-courage use of Cercanías trains in order to visit places of cul-tural, historic and environmental interest.

The Cercanías Network of Valencia has installed bicycle parking on Lines C-1, C-2, C-3 and C-6, in different stations (Benifaio, La Pobla Llarga, Moixent, Sueca, Sollana, Massanassa, Albuix-ech, Xilches, Puçol, Burriana, Aldaia, Cheste and Loriguilla) to encourage the use of bicycles to get to Cercanías stations.

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An Alta Velocidad-Larga Distancia Environmental advertising campaign based on biomimicry

At the end of 2008, the Publicity Department of the Dirección General de Alta Velocidad-Larga Distancia business unit decid-ed to create a graphic campaign for the press and written media reflecting its commitment to Renfe’s environmental policy.

S-102 and S-103 trains appeared in this campaign, as they rep-resent two of the most modern series running on the high speed lines and are best suited to the visual idea being transmitted.

The final campaign uses the concept of biomimicry. Biomim-icry (from bio, life and mimesis, to imitate) consists of imitating nature when building artificial systems, to make them compat-ible with the biosphere.

The message of this campaign is that the evolutionary develop-ment of living beings over thousands of years provides a func-

tional perfection that is worthy of imitation and adaptation by humans. This concept is well conveyed in the campaign’s title: “The best way to protect nature, is to imitate it”.

Graphically, this campaign presented two apparently contradictory images (an animal and a train) in order for the reader or person receiving the advertisement to associate them mentally. In the campaign the image of the S-103 train is associated with that of an eagle and the image of the S-102 train with that of a duck.

The text used in the campaign is limited to the title already mentioned “The best way to protect nature, is to imitate it” and to a phrase that refers to some positive data about each train: “Thanks to its duckbill design, energy efficiency is increased by 30%”, for the S-102 train, and “The front design inspired by the head of an eagle increases energy efficiency by 25%”.


5.7. Railways Companies for Sustainability Forum

Renfe participated in the third assembly of the Railways Com-panies for Sustainability Forum, held in CONAMA9 on 5 De-cember. At the meeting, questions like energy efficiency and responsible purchasing policies were discussed by the forum’s seven workgroups, which had looked at the following issues during the year:

• EnergyEfficiency:analysisofthesituation,goodpracticesand specific and general inventory of consumption.

• Marketing:analysisofthecustomeropinionaboutsustain-ability.

• Sustainable mobility: actualized external costs, tonnes ofCO2 avoided and GDP saved.

• Eco-Purchase:criteriaofsustainabilityinthedifferentstagesof the contract process.

• Environmentalaction: idea-sharingofenvironmentalcon-trol documentation for works applying to companies, decla-rations on environmental impact of projects and works, and analysis of new regulations.

• Accessibility: Legislative analysis, accessibility plans andsummary of planned investments.

• Noise and vibrations: catalogue of technical solutions tonoise and vibration, and protest about secondary noise.

The new Corporate Social Responsibility workgroup was also presented, and the Transport Network Management Body Fo-rum of the Ports of the Region of Valencia (GTP) was joined. The 2008 forum was thus formed by 15 organizations:


RENFE www.renfe.es

SPANISH NARROW GAUGE RAILWAYS (FEVE) www.feve.es

EUSKOTREN www.euskotren.es

RAILWAYS OF THE GENERALITAT DE CATALUNYA (FGC) www.fgc.es

RAILWAYS OF THE GENERALITAT VALENCIANA www.fgv.es

BILBAO METRO www.metrobilbao.net

MADRID METRO www.metromadrid.es

BARCELONA METROPOLITAN TRANSPORT (TMB) www.tmb.net

EUSKAL TRENBIDE SAREA (ETS) www.ets-rfv.es

ANDALUSIAN REGIONAL GOVERNMENT www.juntadeandalucia.es

IFERCAT www.ifercat.net

MINTRA www.mintramadrid.es

MADRID LIGHT METRO www.melimadrid.es

TFM www.metrotfm.com

GTP http://www.gtp-gva.es/


Seminars

The Railways Companies for Sustainability Forum gave a num-ber of seminars in 2008.

One of them addressed the issue of noise emissions in the railway. During the meeting, held on 31 January 2008, with the participation of Renfe, aspects were made known of the new Royal Decree on noise zoning, quality targets and limits on emissions.

The seminar, organized by the Noise and Vibrations workgroup of the Railways Companies for Sustainability Forum, was at-tended by around one hundred experts on the subject. Renfe explained the action it has taken with brake blocks on freight wagons to lessen noise.

The Railways Companies for Sustainability Forum, together with the Spanish Railways Foundation, the Institute for Energy Saving and Diversification (IDAE) of the Ministry of Industry, Tourisme and Trade, and the Association of Major Energy Consumers in the Services Sector (GranCESS), also organized the second round of seminars on “Energy saving and efficiency strategies in railway transport”, in Sitges (Barcelona), on 5 and 6 June. The funda-mental goal of this meeting place is to present the advances cur-rently being made in various research projects in Spain on energy and emissions in railway transport.

5.8. Collaboration with Adif on environmental management and to promote sustainable mobility

In 2008, in the framework of the Agreement between Renfe and Adif on Environmental Management and the Promotion of Sustainable Mobility, both companies have collaborated in workgroups on savings, energy efficiency and the use of re-newable energies, management of noise and vibrations from the railway, action to be taken in case of railway accidents with environmental impact, and waste management in passenger stations.

An important result of this cooperation has been the signing of an Agreement on Action for Polluted Ground, for joint cleaning of situations affecting ground in areas where the two companies interact, and the treatment of pollution in joint facilities and his-toric pollution of ground linked with the integrated company of Renfe. By this agreement, action was taken to decontaminate and control soil and groundwater outside the Orense Workshop.


95

01Profile, scope and coverage

of the report

02 Index of Contents

Global Reporting Initiative (GRI)

03Global Compact Index

04Evaluation of key indicators of

environmental management (KPI). UIC leaflet 330

05Audit declaration

Annex

6.1. Profile, scope and coverage of the report

The 2008 Renfe Environmental Report aims to re-flect the main actions that the company has car-

ried out with respect to environmental matters in the 2008 financial year. Along with the rest of the

sections that make up the annual report (Financial Report, Environmental Report and Executive Report), Renfe wishes to measure its commitment with respect

to the sustainable development goal from the three per-spectives, covering financial, environmental and social

aspects, as well as providing a public account about this for its main stakeholders.

The report summarises the positive and negative aspects of Renfe's activities during the 2008 financial year and provides information and data for comparison with the two

previous years for most data.

With the aim of facilitating a balanced and reasonable pre-sentation of Renfe's commitment, the report has adhered as closely as possible to the guide for the drawing-up of G3 sus-tainability reports of the Global Reporting Initiative (GRI), adhering to the following principles:

Materiality. The information provided in this report is in-tended to cover all of the indicators stipulated in the G3 Guidelines. Materiality is determined by the analysis of the group's activity - passenger and freight transport -, its impact on the stakeholders, its interaction with the environment and the analysis of the risks and opportunities of the trends that are affecting the organisation, and that may influence mat-ters of sustainability.

Thoroughness. The publication accurately covers those indi-cators and material aspects required so that the stakeholders can assess Renfe’s performance over the course of 2008.

95


Comparability. The information is given in a format that en-ables the comparison and analysis of Renfe’s development over time.

Accuracy and clarity. The information given is accurate and detailed so that the different stakeholders can assess Renfe's performance.

Frequency. Renfe submits its reports every year pursuant to a periodical calendar, in such a way that stakeholders can take decisions based on adequate information. The last report pub-lished was for the financial year 2007.

Reliability. Should you desire any further information, or wish to make queries with respect to that which is contained herein, please

contact, the Dirección de Calidad y Desarrollo Sostenible business unit at the following e-mail address: [email protected]

The environmental report also responds to the indicators required by the Progress Report that all organizations belonging to the Spanish Global Compact Network, including Renfe, must present.

Finally, this Environmental Report includes Key indicators of envi-ronmental management (KPI), defined by the International Union of Railways (UIC) in its Leaflet 330, including an evaluation of the quality and traceability of these indicators.

For further information:http://www.uic.org/etf/codex/codex-detail.php?langue_fiche=E&codeFiche=330

6.2. Index of Contents Global Reporting Initiative (GRI)

This report was prepared using the methodology for reports on Sustainability and/or Social Responsibility of the Global Report-ing Initiative (GRI) G3. This methodology involves the order-ing and reporting of the organisation’s information according to principles and indicators that cover the financial, social and environmental aspects of the information. The indicators that refer to the environmental dimension are listed below:

97annex

tHE ENVIRONmENtAL DImENSION. INDICAtORS OF ENVIRONmENtAL COmpLIANCE

ASPECT: MATERIALS

EN-1 (p) Materials used, by weight or volume. 61-62

EN-2 (p) Percentage of assessed materials used. See Note 1

ASPECT: ENERGY

EN-3 (p) Direct energy consumption, by primary energy source. 11-14; 36-42

EN-4 (p) Indirect energy consumption, by primary energy source. 11-14; 36-42

EN-5 (a) Energy saved due to conservation and efficiency improvements. 11-17; 36-42

EN-6 (a) Initiatives to provide energy-efficient or renewable energy-based products and services, and reductions in energy requirements as a result of these initiatives.

11-17; 36-42

EN-7 (a) Initiatives to reduce indirect energy consumption and reductions achieved. 11-17; 36-42

ASPECT: WATER

EN-8 (p) Total water captured by source. 59-61

EN-9 (a) Water sources significantly affected by withdrawal of water. See Note 2

EN-10 (a) Percentage and total volume of recycled and reused water. See Note 3

ASPECT: BIODIVERSITY

EN-11 (p) Description of land adjacent to, or located in, protected natural areas and unprotected areas of high biodiversity: location and size of unprotected land of high biodiversity owned, leased or managed.

68-71

EN-12 (p) Description of the most significant impacts of activities, products, and services on biodiversity in protected natural areas or in unprotected areas of high biodiversity.

68-71; 72-76

EN-13 (a) Protected or restored habitats. See Note 4

EN-14 (a) Current and projected strategies and actions for managing impact on biodiversity. 68-76

EN-15 (a) Number of IUCN Red List species and national conservation list species with habitats in areas affected by operations , by level of extinction risk.

See Note 5

ASPECT: EMISSIONS, EFFLUENTS AND WASTE

EN-16 (p) Total direct and indirect greenhouse gas emissions by weight. 43-55


tHE ENVIRONmENtAL DImENSION. INDICAtORS OF ENVIRONmENtAL COmpLIANCE

EN-17 (p) Other indirect greenhouse gas emissions by weight. 55-59

EN-18 (a) Initiatives to reduce greenhouse gas emissions and reductions achieved. 43-59

EN-19 (p) Emissions of ozone-depleting substances by weight. See Note 6

EN-20 (p) NO, SO and other significant emissions by weight. 55-59

EN-21 (p) Total waste water discharge by quality and destination. 61

EN-22 (p) Total weight of waste managed by type and cleaning method. 62-67

EN-23 (p) Total number and volume of significant accidental spills. 68

EN-24 (a) Weight of transported, imported, exported, or treated waste deemed hazardous under the terms of the Basel Convention Annex I, II, III and VIII, and percentage of transport waste shipped internationally.

See Note 7

EN-25 (a) Identity, size, protected status, and biodiversity value of water bodies and related habitats significantly affected by the reporting organisation’s water spills and runoff.

See Note 5

ASPECT: PRODUCTS AND SERVICES:

EN-26 (p) Initiatives to mitigate the environmental impacts of products and services, and the extent of the impact reduction. 11-14; 36-42

EN-27 (p) Percentage of products sold and packing material reclaimed at the end of their useful life, by product category. See Note 8

ASPECT: REGULATORY COMPLIANCE

EN-28 (p) Monetary value of significant fines and total number of non-monetary sanctions for non-compliance with environmental laws and regulations.

See Note 9

ASPECT: TRANSPORT

EN-29 (a) Significant environmental impacts of transporting products and other goods and materials used for the organisation’s operations, and staff transport.

See Note 5

ASPECT: GENERAL

EN-30 (a) Total environmental expenditure and investment by type. 29

Note 1: Renfe has not included this data in 2008 as the quantities are insignificant.

Note 2: The capture of water in Renfe does not significantly affect any source of water.

Note 3: Renfe has not included the amount of water recycled and reused in 2008 as the quantities are insignificant.##########

Note 4: Renfe has not undertaken any operation to restore protected habitats in 2008.

Note 5: There are no significant impacts in this regard.

Note 6: The quantity of ozone-depleting substances emitted by Renfe was not significant in 2008.

Note 7: Renfe does not transport waste of this type.

Note 8: Renfe’s activity centres on offering a service of transport for passengers and freight, therefore this indicator does not apply to the company.

Note 9: No such fines were recorded.

99annex

6.3. Integrated indicators from the Global Compact, GRI and United Nations Millennium Development Goals

6.4. Evaluation of key indicators of en-vironmental performance (KPI). UIC leaflet 330

All of the indicators of UIC Leaflet 330 are in section 4.11. The methodology and sources used for their calculation is described below, ending with an evaluation of the data and the indicators according to the criteria of UIC Leaflet 330 for the methodology and sources of data used.

Leaflet available at:http://www.uic.org/etf/codex/codex-detail.php?langue_fiche=E&codeFiche=330

6.4.1. Methodology and sources used

• Renfe’s electricity and diesel consumption in 2008 (totalmeasured data, with estimated distribution for electricity, measured in the case of diesel)

• Dataofrailwaytrafficofpassengersandfreight(datamea-sured)

• Efficiency in the production of electric energy and diesel(data taken from UIC Leaflet 330):

• ElectricmixofSpanishmainlandgenerationin2008(SpanishPower Network and WWF measured data):

ENVIRONMENT

principle 7. Companies should maintain a preventive focus that favours the environment

EN6, EN18, EC-2 (see Executive Summary index)

GOAL 7 Guarantee the sustainability of the environment

principle 8. Companies should encourage initiatives to promote greater environmental responsibility

EN1-29, pR3-4 (see Social Report index)

principle 9. Companies should encourage the development and spread of technologies that respect the environment

EN2, EN5-7, EN10, EN18, EN26-27

PRINCIPLES OF THE GLOBAL COMPACT GRI INDICATORS MILLENNIUM DEVELOPMENT

GOALS

2008 (%)

Nuclear energy 20.6

Fossil fuels 48.7

Renewables 30.7

EFFICIENCY

Nuclear energy 90%

Fossil fuels 34%

Renewables 90%

Electricity

EFFICIENCY

Diesel 88%

Productiondiesel


• Conversionofenergyunits(datatakenfromUICLeaflet330):

1 kWh 3.600 KJ

1 kg diesel 42.960 KJ

• CO2 emissions per kWh (Spanish Power Network and WWF measured data) in 2008:

gm CO2/kWh 278

• CO2 emissions per litre of diesel (official data of the Ministe-rio de Medio Ambiente y Medio Rural y Marino) for 2008:

kg CO2/Litre diesel 2.66

• Emissions of NOx per kWh (Spanish Power Network andWWF measured data) in 2008:

gm NOx/kWh 0.382

• Emissions of PM per kWh (data of the Ministry of Envi-ronment, Rural Affairs and Sea from SNAP 0101 code Corinair emission inventory 2005, Emissions from the electric system to the atmosphere):

gm PM/kWh 0.151

• EmissionsofNOxandPMperLitreofdiesel(datafromCorinair emission inventory 2007, Rail engines Code SNAP 0802):

gm NOx/L diesel 39.60

gm PM/L diesel 4.37

• In order to calculate the acoustic emissions indicator, inthe case of freight it has been estimated that half of wag-ons with synthetic blocks have had high use and the other half medium use, while in wagons equipped with cast iron blocks, half show low use and the other medium use. These uses have been crossed with the kilometres estimated by UIC Leaflet 330 to calculate the indicator’s formula.

6.4.2. Evaluation according to the criteria of UIC Leaflet 330

UIC Leaflet 330 evaluates the level of KPIs according to crite-ria of data quality and processing.

The evaluation by Renfe for 2008 is the following:

101annex

In overall terms, Renfe shows a good level in the quality and processing of its KPIs, although there is room for improvement, especially in the direct and detailed measurement of its environmental indicators

DAtA CAtEGORISAtION: SImpLE LEVEL Some data is measured (e.g. energy consumption, polluting emissions) while others are estimated (e.g. distribution of freight and passengers).

met

hodo

logy

DAtA AGGREGAtION: SImpLE LEVEL Data has been disaggregated in units of passenger and freight traffic, without separating the different passenger services.

DAtA COLLECtION CYCLES: ADVANCED LEVEL The data is collected annually, when making the Renfe Annual Report.

DAtA COLLECtION pROCEDURES: SImpLE LEVELThe data is collected annually in a standard form, without any specific procedure for collection.

QUALItY CONtROL (DAtA AND pROCEDURES): ADVANCED LEVEL The 2008 Renfe Environmental Report, checked both internally and externally, is certified in the validation document.

INDICAtOR 1: ENERGY CONSUmptION: BASIC LEVELEstimate calculations of the distribution of electric consumption between Freight and Passenger services. Data on efficiency in electric production taken from UIC Leaflet 330.

Indi

cato

rs

INDICAtOR 2: SHARE OF RENEWABLE ENERGY: SImpLE LEVEL Data on the percentage of renewables in the mix of Autonomous Regions where Renfe provides services.

INDICAtOR 3: CO2 EmISSIONS: SImpLE-ADVANCED LEVEL Spanish Power Network and WWF data with the unit emission factor of the Spanish mainland system.

INDICAtOR 4: LOCAL AIR pOLLUtION: BASIC LEVEL Average data on emissions from the Spanish mainland electric mix and from Eurostat for emissions from diesel.

INDICAtOR 5: NOISE EXpOSURE: BASIC LEVEL Data of estimated kilometres for freight wagons and actual kilometres for passenger trains.

GLOBAL VALUATION

Advanced Simple Basic


6.5. Audit declaration

Published by

Dirección de Comunicación, Marca y Publicidad

Renfe

Coordination and writing

Media Responsable, S. L.

Photographs

Miguel Ángel Patier

Design and layout

División de Impresión, S. L.

Translation

LioNBRIDGE

Legal deposit

M-44184-2009

Printed by

Global Diseña, S. L.

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environmental report - Renfe 08 environmental report ... Extension of use of the regenerative braking system ... the Renfe Freight train fleet will be fitted with braking systems that