Transport Canada's 2020-2021 Departmental Sustainable Development Strategy Report

All new buildings will be constructed to be net-zero carbon unless a lifecycle cost-benefit analysis indicates net-zero carbon ready construction

Opportunities to implement energy efficiency retrofits in Transport Canada buildings will be considered, such as:

• lighting upgrades (LED lighting)
• upgrades to buildings envelope (insulation, windows, etc.)
• reduce plug-load demand
• initiate energy performance contracts implement recommissioning measures (buildings and systems optimization to improve comfort and save energy)

Starting point:

6.332 ktCO₂e for facilities as of 2005 to 2006 baseline year^{Footnote 1} (updated from 5.68 ktCO₂e from 2020 to 2023 DSDS)

Performance indicator:

• Percentage (%) change in GHG emissions from facilities as calculated by:
  • GHG emissions from facilities in fiscal year 2005 to 2006 (base year)6.332 ktCO₂e
  • GHG emissions from facilities in current reporting fiscal year = [Y] ktCO₂e
  • percentage (%) change in GHG emissions from facilities from fiscal year 2005 to 2006 to current reporting fiscal year = [Y/X] %

Target:

• GHG emissions from buildings reduced by 40% by 2025 (2.533 ktCO₂e) and 90% by 2050 (5.699 ktCO₂e)^{Footnote 2}

 Target:

• Baseline year updated: GHG emissions from facilities in fiscal year 2005 to 2006 = 6.332 ktCO₂e
• GHG emissions from facilities in current reporting fiscal year = 4.963 ktCO₂e
• Percentage (%) change in GHG emissions from facilities from fiscal year 2005 to 2006 to current reporting fiscal year = 21.6% decrease

Through departmental actions such as building retrofits and recommissioning, GHG emissions from Transport Canada's facilities have been reduced, moving the department closer to meeting the 40% by 2025 goal

SDG 7
SDG 9
SDG 11
SDG 12
SDG 13

Telematics will be used to inform the replacement of on-road vehicles and optimize fleet management

100% of new light-duty unmodified administrative fleet vehicle purchases will be zero-emission vehicles (ZEVs) where operations permit

All new Transport Canada executive fleet vehicle purchases will be ZEVs or hybrids

Promote uptake of online Ecodriving course to encourage positive driving habits

Starting point:

1.717 ktCO₂e, GHG emissions from Transport Canada light-duty, unmodified on-road vehicle fleet in 2005 to 2006^{Footnote 3} (updated from 56 ktCO₂e from 2020 to 2023 DSDS)

Performance indicator:

• Percentage change in GHG emissions from on-road vehicle fleet as calculated by:
  • GHG emissions from on-road vehicle fleet in fiscal year 2005 to 2006 (base year): = 1.717 ktCO₂e
  • GHG emissions from on-road vehicle fleet in current reporting fiscal year = [Y] ktCO₂e
  • percentage (%) change in GHG emissions from on-road vehicle fleet from fiscal year 2005 to 2006 to current reporting fiscal year = [Y/X] %

Target:

• GHG emissions from on-road vehicle fleet reduced by 40% by 2025 (0.684 ktCO₂e) and 90% by 2050 (1.545 ktCO₂e)^{Footnote 4}

Target:

• Base year updated: GHG emissions from on-road vehicles in fiscal year 2005 to 2006: = 1.717 ktCO₂e^{Footnote 5} (56 ktCO₂e value is for all fleets; aircraft and ferries included)
• GHG emissions from on-road vehicles in current reporting fiscal year = 0.916 ktCO₂e

• Percentage (%) change in GHG emissions from on-road vehicles from fiscal year 2005 to 2006 to current reporting fiscal year = 46.65%

By continuing to purchase ZEVs where operationally feasible, Transport Canada's fleet has produced less GHG emissions in 2020/21, therefore contributing to the 40% by 2025 goal

SDG 7
SDG 11
SDG 12
SDG 13

Develop and conduct surveys to understand current waste streams generated at large Transport Canada facilities (10,000m2 or more)

Track and disclose waste diversion rates by 2022

Starting Points 1 and 2:

• No waste data is available at this time

Performance indicator 1:

• Survey conducted at targeted facilities and data analyzed to determine next steps to increase diversion rates

Target 1:

• (a) Surveys have been conducted at targeted Transport Canada facilities by March 31, 2021
• (b) A waste management plan is implemented by March 31, 2022

Performance indicator 2:

• From fiscal year 2021 to 2022:

  Non-hazardous operational waste diversion rate as calculated by:

  • mass of non-hazardous operational waste generated in the year: [X] tonnes
  • mass of non-hazardous operational waste diverted from landfill in the year: [Y] tonnes
  • non-hazardous operational waste diverted: [Y/X] %

Target 2:

• 75% diversion rate (by weight) by 2030

Target 1:

• Waste surveys were conducted at targeted facilities in March 2021
• Waiting for guidance from TBS & PSPC for the development of a waste management plan

Target 2:

• Waste diversion calculations are not available to report for 2020 -2021

Surveying Transport Canada facilities for waste production and diversion data will help develop a Transport Canada waste management plan which will contribute to the diversion target of 75% by 2030

SDG 11
SDG 12
SDG 13

Promote the use of alternatives to single use plastics in Transport Canada procurement decisions

Promote the reuse or recycling of plastics in Transport Canada waste management decisions

Develop and conduct surveys to understand use of plastic products in Transport Canada operations

Track and disclose plastic waste diversion rates by 2022

Starting point 1 and 2:

• No waste data available at this time

Performance indicator 1:

• Survey conducted at targeted facilities and data analyzed to determine next steps to increase diversion rates

Target 1:

• (a) Survey has been conducted at targeted Transport Canada facilities by March 31, 2021
• (b) A waste management plan is implemented by March 31, 2022

Performance indicator 2:

• From fiscal year 2021 to 2022:

  Plastic waste diversion rate as calculated by:

  • mass of plastic waste generated in the year: [X] tonnes
  • mass of plastic waste divested from landfill in the year: [Y] tonnes
  • plastic waste diverted: [Y/X] %

Target 2:

• 75% diversion rate (by weight) by 2030

Target 1:

• Waste surveys conducted at targeted facilities in March 2021
• Waiting for guidance from TBS & PSPC for the development of a waste management plan

Target 2:

• Waste diversion calculations are not available to report for 2020 -2201

Surveying Transport Canada facilities for waste production and diversion data will help develop a Transport Canada waste management plan which will contribute to the diversion target of 75% by 2030

SDG 11
SDG 12
SDG 13

Track and disclose construction and demolition waste diversion rates by 2022

Starting point:

No waste data available at this time

Performance indicator:

• From fiscal year 2021 to 2022:

  Percentage (%) of construction and demolition waste diverted from landfill as calculated by:

  • Mass of construction and demolition waste generated in the year = [X] tonnes
  • Mass of construction and demolition waste diverted in the year = [Y] tonnes
  • Percentage (%) of construction and demolition waste diverted = [Y/X] %

Target:

• 90% diversion rate (by weight) by 2030

Target:

• Waiting for guidance from TBS and PSPC for the development of a waste management plan
• Waste diversion calculations are not available to report for 2020 -2021

As work has not yet begun on the development of a waste management plan in 2020/21, this is not applicable 

SDG 11
SDG 12
SDG 13

100% of new light-duty unmodified on-road fleet vehicle purchases will be zero-emission vehicles (ZEVs) where operations permit

All new Transport Canada executive fleet vehicle purchases will be ZEVs or hybrids

Install charging stations at Transport Canada facilities

Starting points 1 and 2:

As of 2019 to 2020, Transport Canada's on-road fleet is composed of 11% of ZEVs

Performance indicator 1:

• Percentage (%) of ZEVs in Transport Canada's on-road fleet as calculated by:
  • number of Transport Canada's on-road vehicles in the current year = [X]
  • number of ZEVs in on-road fleet in the current year = [Y]
  • percentage (%) ZEVs in Transport Canada's on-road fleet = [Y/X] %

Target 1:

• By 2030, 80% of Transport Canada's new light-duty unmodified on-road fleet will be ZEVs

Performance indicator 2:

• Percentage (%) of on-road vehicles purchased that are ZEVs as calculated by:
  • number of on-road vehicles purchased in the year = [X]
  • number of ZEVs purchased in the year = [Y]
  • percentage (%) new on-road vehicles purchased that are ZEVs = [Y/X] %

Target 2:

• 100% of Transport Canada's new purchases of light-duty unmodified on-road fleet will be ZEVs where operations permit

Starting point 3:

17% of Transport Canada facilities equipped with at least 1 charging station as of 2019 to 2020

Performance indicator 3:

• Percentage of facilities that are equipped with at least 1 charging station

Target 3:

• By 2023, all Transport Canada facilities will be equipped with at least 1 charging station

Target 1:

• Number of Transport Canada's on-road vehicles in the current year = 287
• Number of ZEVs in on-road fleet in the current year = 72
• Percentage (%) ZEVs in Transport Canada's administrative fleet = 25% 

Target 2:

• The total number of on-road vehicles purchased = 37
• The total number of ZEVs purchased = 37
• Percentage (%) new on-road vehicles purchased that are ZEVs = 100%

Target 3:

• No charging stations were installed in 2020 to 2021 due to a number of factors including COVID-19 impacts on employee work patterns and disruption to the manufacturing and supply chain for ZEVs and charging stations

100% of vehicles purchased in 20/21 were ZEVs, contributing to the goal of 80% ZEV on-road fleet by 2030

SDG 7
SDG 9
SDG 11
SDG 13

By 2021, departments will take action to understand the wide range of climate change impacts that could potentially affect federal assets, services and operations across the country

Building on the completion of a departmental climate risk assessment in 2019 to 2020, Transport Canada will also undertake the following series of actions which are organized by three results chains:

1. Assessing and addressing climate change risks
   1. Establish measures to reduce climate risks to Transport Canada and increase departmental resilience, through the development of the second departmental climate change adaptation plan
   2. Implement the Transportation Assets Risk Assessment initiative to: 
      • Support risk assessments of federally-owned and/or managed transportation infrastructure 
      • Support research and analysis on risk assessments and climate change adaptation solutions that are of benefit to federal infrastructure 
      • Share information and analysis with the broader transportation sector to aid in spurring action and increasing the understanding of risks and potential solutions that can be employed
2. Building knowledge and capacity
   1. Facilitate departmental adaptive capacity building activities that help strengthen Transport Canada's climate change adaptation knowledge and capacity
3. Mainstreaming climate change considerations
   1. Account for current and future potential climate risks within departmental business continuity and risk planning in order to adjust Transport Canada's risk response and processes, thus strengthening departmental resilience
   2. Inform Transport Canada's investment planning process through the incorporation of climate change impacts and adaptation within capital and operating approval documents
   3. Integrate climate change impacts and adaptation into departmental program design and delivery criteria

1 a) Starting point:

Transport Canada's first climate change adaptation plan sunset in March 2016. In early 2020, Transport Canada completed a climate risk assessment, by identifying and evaluating climate risks and opportunities in areas such as Transport Canada's: assets and operations, regulatory role, policies and programs. This work will help inform the development of the department's second climate change adaptation plan (between 2020 to 2021 and 2024 to 2025)

Performance indicator 1:

• Finalize the development of Transport Canada's second climate change adaptation plan

Target 1:

• Transport Canada senior management approval of the second departmental climate change adaptation plan by March 31, 2021

Performance indicator 2:

• Status of the climate change adaptation plan's implementation presented to senior management annually

Target 2:

• First year progress report to senior management no later than September 30, 2021

1 b) Starting point:

Budget 2017 announced investments of up to $16.35 million over five years, beginning in 2017 to 2018, to better understand climate risks to federal transportation assets

The Transportation Assets Risk Assessment initiative also undertakes dissemination of lessons learned from the support of climate risk assessment projects

Climate risk assessments of transportation assets are intended to lead to the incorporation of climate considerations into asset management plans and other decision documents 

As at October 2020, 42 projects have been approved for funding under the TARA initiative. These projects have supported full or partial climate risk assessments of 44 federal transportation assets across Canada

Performance indicator 1:

• Percentage of asset management plans and component of Transport Canada's Sustainable Transportation Assessment Tool (STAT) will be done as part of the STAT (as a result of Transportation Assets Risk Assessment initiative climate risk assessment projects supported with operating funding)  

Target 1:

• By the end of the 2020 to 2021 fiscal year, establish a baseline percentage of the documents integrating climate considerations in order to establish a target

Performance indicator 2:

• Number of dissemination activities (for example, conferences, presentations, webinars) undertaken to share lessons learned and best practices in assessing climate risk gained from the delivery of the Transportation Assets Risk Assessment initiative

Target 2:

• At least ten dissemination activities undertaken per year over two years, until  March 31, 2022 

2. Building knowledge and capacity:

2 a) Starting point:

Between 2015 and 2019, Transport Canada has hosted 13 transportation adaptation webinars, which have attracted over 1000 participants from all levels of government (including Transport Canada), industry, academia and non-governmental organizations. Many of Transport Canada's climate change knowledge and capacity activities, such as the webinar series, extend to external transportation stakeholders, thus fostering both internal and external capacity

In early 2020, Transport Canada conducted an assessment of its departmental adaptive capacity with the use of the Climate Capacity Diagnosis Development tool. This is the first time this tool has been used by a federal department to assess their current and desired level of adaptive capacity

The assessment identified actions for the Department to pursue to increase its adaptive capacity, by transitioning to a higher response level

The assessment showed that Transport Canada’s current adaptive capacity is between Climate Capacity Diagnosis and Development Response Levels 2: Stakeholder Responsive and 3: Efficient Management and the department should strive towards Response Level 5: Strategic Resilience over the long-term

Performance indicator 1:

• Number of Transport Canada employees who attended transportation adaptation webinars

Target 1:

• Increase in the number of Transport Canada attendees, per year

Performance indicator 2:

• Percentage of Transport Canada employees whose knowledge increased as a result of the information they acquired by attending a transportation adaptation webinar

Target 2:

• 75% of webinar survey respondents, per webinar, indicated a moderate or significant increase in their adaptation knowledge

Performance Indicator 3:

• Complete transition from Climate Capacity Diagnosis and Development Response Level 2: Stakeholder Responsive to Response Level 3: Efficient Management

Target 3:

• By March 31, 2023, complete the implementation of all activities that will allow for the transition to Response Level 3

3. Mainstreaming climate change considerations:

3 a) Starting point:

Since 2012, climate risk and transportation adaptation input has been incorporated into Transport Canada's corporate risk profile, Departmental Plans and Departmental Results Reports. Transport Canada has recently moved to an integrated risk approach which includes consideration of public, corporate and climate risks. Additionally, Transport Canada's Business Continuity Plan accounts for natural disasters and extreme weather

Performance indicator 1:

• Climate change considerations continue to inform Transport Canada's integrated risk planning process

Target 1:

• Climate change considerations continue to inform Transport Canada's integrated risk planning process, on an annual basis

Performance indicator 2:

• Percentage of recommended adjustments made to Transport Canada's Business Continuity Plan from a tabletop exercise focused on extreme weather events

Target 2:

• 100% of recommended strategic planning or operational adjustments are incorporated within the Business Continuity Plan, or approval of existing measures, that will strengthen Transport Canada's response to an extreme weather event, by March 31, 2023

3 b) Starting point:

Capital projects at Transport Canada assets (airports and ports) are prioritized on an annual basis according to available funding (urgent health and safety projects are considered to be the highest priorities)

The Business Case and Project Charter provide key parameters for projects submitted for approval and must ascertain the need and justify the course of action chosen for the project. Currently, these documents do not include explicit climate change requirements

Performance indicator 1:

• Extent to which Transport Canada's five-year investment plan references climate change adaptation

Target 1:

• 100% of recommended climate change adaptation input into the investment plan included by March 31, 2021

Performance Indicator 2:

• Requirements to consider climate change risks and options for adaptation, including risk acceptance, be developed within Transport Canada's Business Case/ Project Charter documents

Target 2:

• Application of the revised Business Case/Project Charter template by March 31, 2023

3 c) Starting point:

At Transport Canada, the integration of sustainable development into policies, plans and programs is supported by the use of a Sustainable Transportation Assessment Tool, which, since 2013, has been the basis of the department's Strategic Environmental Assessment Process. This tool requires all potential policies, plans or programs to consider possible effects on the economy, on society and on the environment. It also includes specific questions to assess possible impacts on Federal Sustainable Development Strategy goals and targets

Additionally, Transport Canada has applied a climate change resilience lens to project proposals submitted under its National Trade Corridors Fund which examines how projects will address and account for vulnerabilities to climate risk

Performance indicator 1:

• Updated climate change adaptation component of Transport Canada's Sustainable Transport Assessment Tool

Target 1:

• Sustainable Transport Assessment Tool adaptation component updated by March 31, 2021

Performance indicator 2:

• Established list of existing Transport Canada programs to review to identify opportunities to incorporate change climate risks and adaptation in their design and/or delivery

Target 2:

• By March 31, 2022, establish a list of existing programs for review

Performance indicator 3:

• Percentage of existing programs reviewed

Target 3:

• 100% of existing programs reviewed by March 31, 2023

1. a) Target 1:

• A draft of Transport Canada's Climate Change Adaptation Plan (2021/2022 and 2025/2026) was completed by the end of March 2021.The Plan is expected to receive senior management's approval and begin implementation in 2021 to 2022

1. a) Target 2:

• As a first progress report is planned for spring 2022 instead, this will be reported on in the next DSDS progress report

1. b) Target 1:

• As of March 31, 2021, 46 projects have been approved for funding under the TARA initiative. Transport Canada senior management approval of the second departmental climate change adaptation plan by March 31, 2021
• These projects have supported full or partial climate risk assessments of 50 federal transportation assets across Canada
• Given the limited number of completed TARA projects (using operating funding) by end of the 2020 to 2021 fiscal year, there was insufficient information to establish a baseline and target. As a result, this indicator will be reported on for fiscal year 2021 to 2022

1. b) Target 2:

• 7 dissemination activities were held in 2020 to 2021, a smaller number than anticipated due to circumstances surrounding the COVID-19 pandemic and move to the virtual environment  

2. a) Target 1:

• In 2020 to 2021, Transport Canada held 3 adaptation webinars. A mid-year switch in web-conferencing platforms led to challenges in reporting attendance at 2 of these.  Moving forward, Transport Canada will develop a more robust participation tracking system
• 43 Transport Canada employees attended the Green Resilience & Transportation: Climate Adaptation + Mitigation Synergies webinar held in September 2020, which represents a 358% increase from baseline attendance data, 12 Transport Canada employee attendees, collected in 2019 to 2020

2. a) Target 2:

• Of the Transport Canada employees who responded to the Green Resilience & Transportation: Climate Adaptation + Mitigation Synergies post-webinar survey, 66% indicated a moderate or significant increase in their adaptation knowledge
• Of the Transport Canada employees who responded to the Integrating Future Climatic Design Data and Coastal Hazards into Transportation Infrastructure Design post-webinar survey, 72% indicated a moderate or significant increase in their adaptation knowledge
• Of the Transport Canada employees who responded to the Transportation Asset Risk Assessment: Climate Risk Assessment Tools and Frameworks for the Transportation Sector post-webinar survey, 100% indicated a moderate increase in their adaptation knowledge
• Transport Canada will continue to develop climate change adaptation webinar offerings of relevance to Transport Canada staff and strive to improve upon the post-webinar survey response rate

2. a) Target 3:

• Transport Canada has reviewed the findings of their Climate Capacity Diagnosis and Development assessment and has begun to identify and prioritize Response Level 3 activities to implement in 2021 to 2022

3. a) Target 1:

• Key findings from Transport Canada's departmental climate risk assessment were incorporated within Transport Canada's 2021 to 2022 Integrated Departmental Risk profile as part of the integrated risk planning process

3. a) Target 2:

• No progress to report on at this time. Work is scheduled to begin in 2021 to 2022

3. b) Target 1:

• Climate change adaptation input has been included in Transport Canada's draft 2021/2022 and 2025/2026 investment plan, expected to be finalized in 2021 to 2022. The target (%) will be reported on as part of the 2021 to 2022 reporting cycle

3. b) Target 2:

• No progress to report on at this time. Work is scheduled to begin in 2021 to 2022

3. c) Target 1:

• The climate change adaptation Canada facilities is dependent on provincial grids and are not impacted by the actions or investments Transport Canada makes. As update, to be completed by 2023

3. c) Target 2:

• No progress to report on at this time. Work is scheduled to begin in 2021 to 2022

3. c) Target 3:

•  No progress to report on at this time. Work is scheduled to begin in 2021 to 2022

Transport Canada's Adaptation Plan was approved in 2021 and establishes a range of actions that respond to risks identified through a departmental climate risk assessment. The adaptation plan actions are focused on strengthening Transport Canada's internal knowledge and capacity; embedding climate change considerations into our corporate culture, management and decision processes; understanding and considering climate change impacts to the broader transportation system and implications for Transport Canada's mandate and priorities; and, demonstrating continued leadership in transportation adaptation

For example, Adaptation Plan action 2.9, which seeks to continue to apply a climate lens to proposals under the National Trade Corridors Fund, helps to ensure that infrastructure proposals seeking federal funding support take into consideration current impacts and future climate risks. Action item 1.7, which looks to monitor permafrost under the runway at Kuujjuaq Airport in Quebec, will generate information that can inform maintenance and operations, and that can also be taken into consideration in any future airport rehabilitation or improvement projects. Other Adaptation Plan commitments are aimed at internal awareness and mainstreaming

Together, these actions will help Transport Canada address climate change risks to its assets, services and operations

SDG 9.1
SDG 13.1
SDG 13.2
SDG 13.3

All major real property projects will integrate climate change adaptation into the design, construction and operation aspects

In order to achieve the above objective, over the course of this Departmental Suitable Development Strategy period, Transport Canada will undertake the following progressive actions:

Establish mechanisms that facilitate the consideration of climate risks within the design, construction and operations / maintenance aspects of Transport Canada's assets and real property projects

Starting Point:

Project experiences to-date under the Transportation Assets Risk Assessment initiative (since 2017) have highlighted key challenges for asset owners and operators in translating information gained through a climate risk assessment into adaptation action. Additionally, while the Transportation Assets Risk Assessment initiative has funded risk assessments of 20 Transport Canada transportation assets to date since the launch of the strategy, the department would benefit from a more strategic and rigorous approach to risk assessment across its broader asset portfolio

Performance indicator 1:

• Development of a tool that allows Transport Canada to prioritize the most vulnerable assets within its portfolio for a more comprehensive assessment of climate risks

Target 1:

• Application of the tool during fiscal year 2022 to 2023

Performance indicator 2:

• Creation of guidance on how to consider climate risks in the design, construction and operations / maintenance aspects of Transport Canada's assets and real property projects

Target 2:

• Guidance document developed by March 31, 2023

Target 1:

• The application of the tool is scheduled to begin in 2021 to 2022

Target 2:

• No progress to report on at this time. Work is scheduled to begin in 2021 to 2022

Due to COVID-19, progress on the code development has been delayed until later in 2021. Transport Canada will work to adopt the codes once released

SDG 9.1
SDG 13.1

Use 100% of clean electricity at Transport Canada's facilities by 2025 and, when not feasible, purchase renewable electricity certificates equivalent to that produced by the high-carbon portion of the electricity grid in provinces where the department owns facilities

Starting point:

In 2005 to 2006, 92% of electricity purchased was clean electricity

Performance indicator:

• Percentage of clean electricity used at Transport Canada facilities as calculated by:
  • electricity consumption in the year = [X] kWh
  • electricity consumption from non-emitting sources (including renewable energy certificates) in the year = [Y] kWh
  • percentage (%) of clean electricity = [Y/X] %

Target:

• Use 100% clean electricity, including Renewable Energy Certificates, by 2025

Target:

• Electricity used by Transport Canada facilities is dependent on provincial grids and are not impacted by the actions or investments Transport Canada makes. As we are no longer buying renewable electricity certificates there is nothing to report this year

As the provincial grids become cleaner, so do Transport Canada's facilities

SDG 7
SDG 9
SDG 13

Specify low embodied carbon materials in construction and construction contracts

Starting point:

As of 2019 to 2020, Transport Canada does not specify that low embodied carbon materials must be used in its construction projects

Performance indicator:

• Percentage of major construction projects in which embodied carbon in building materials was minimized

Target:

• By 2025, all Transport Canada construction contracts will include specifications for low embodied carbon materials in construction

Target:

• No progress to report on at this time. Waiting for guidance from TBS Centre for Greening Government

SDG 7
SDG 9
SDG 13

Include criteria that address broader environmental benefits when procuring or disposing of goods and services that have a high environmental impact, by following these best practices:

1. Implementing a new procurement vehicle for printing services with Shared Services Canada (DISO)^{Footnote 6} will enable procurement of environmentally friendly managed printing services
2. Providing functioning equipment that has reached end-of-life to select organizations
3. Deploying an optimized printer service throughout the department
4. Migrating applications from low efficiency legacy data centres to the Cloud

Seek opportunities to adopt new practices, including a current proposal to ensure that IT-based capital projects are assessed for positive environmental impact

Starting Point 1:

The new standing offer for management of printing services procurement vehicle is not implemented

Performance indicator 1:

• Implementation of the new procurement vehicle for electronic devices is completed

Target 1:

• New procurement vehicle implemented nationally by March 31, 2023

Starting Point 2:

100% of end-of-life electronic hardware is disposed of in a safe and environmentally-sound manner:

85% is sent to Computers for Schools +

10% is sent to the Ontario Electronic Stewardship +

5% is sent to Transport Canada's Cyber Security group for secure destruction

Performance indicator 2:

• Percentage of end-of-life hardware disposed of in an environmentally-sound manner

Target 2:

• Maintain the 100% environmentally-sound disposal rate

Starting Point 3:

Number of Multi-Function Devices (MFDs):

Tower C:  132
Other Sites:  388 printers/MFDs

User/Device ratio:

Tower C:  20:1
Regional sites:  9:1

Printing Volume:

Tower C:  10 million sheets
Regional sites: 12.6 million pages

Performance indicator 3:

• a) Reduced number of MFDs
• b) Increased User/Device ratio
• c) Reduced print volume

Target 3:

During 2020 to 2021:

• 1a) reduce Tower C MFDs by 30%
• 1b) increase the User/Device ratio by 50% to 30:1
• 1c) with a return to worksite of 30% Tower C occupancy: reduce print volume by 70-80%

By March 31, 2023:

• 2a) 40% reduction in MFDs
• 2b) reaching a User/Device ratio of 15:1

Starting Point 4:

Less than 1% of applications in the Cloud

Performance indicator 4:

• Percentage of applications migrated to the Cloud

Target 4:

Migration of applications to the Cloud (total % by end of year)

• 2020 to 2021 – 20%
• 2021 to 2022 – 60%
• 2022 to 2023 – 100%

Starting Point 5:

IT-enabled capital projects are currently not assessed for environmental impact

Performance indicator 5:

• Percentage of IT projects assessed for environmental impact

Target 5:

• By March 31, 2021, the process and measurement tools will be in place to ensure that all capital projects reviewed by Transport Canada's Architecture Review Board will be assessed for environmental impact

Target 1:

• Due to procurement delays at SSC, Transport Canada's DISO MPS contract will not be awarded until August 2021
• Target for substantial completion of optimization across Transport Canada nationally should be adjusted to March 31, 2024

Target 2:

• To date, 85% of electronic hardware has been sent to Computers for Schools this fiscal year

  Computers: 180
  Laptops/tablets: 377
  Monitors: 57
  Miscellaneous pieces: 2149

  The remaining 15% of electronic hardware slated for e-waste (OES) and secure destruction (DND) will be disposed of once these stakeholders resume operations previously suspended due to COVID-19

Target 3:

• Status as of March 31, 2021 - waiting for the new DISO MPS contract to be awarded, however, in the meantime the following optimizations were implemented in Tower C:

  1(a) 35 MFDs decommissioned in Tower C – a reduction of 27%

  1(b) User/Device ratio is now 28:1, an improvement of 40% over 2019 to 2020

  1(c) Return to the worksite has not yet occurred in Tower C, however, due to minimal building occupancy print volumes have reduced by 90% vs 2019 to 2020

  Due to DISO MPS procurement delays at SSC, the target date for substantial completion of optimization across Transport Canada nationally should be adjusted to March 31, 2024

Target 4:

• To Date – migrated approximately 5% and began implementation of new cloud-based collaboration capabilities avoiding legacy data centre infrastructure.

With delay of the closure of MacDonald Cartier Data Centre from December 2023 to December 2025, Transport Canada is shifting its cloud strategy for the application legacy portfolio from Everything Cloud (Lift and Shift) to a Cloud Smart approach.  The KPI's currently being tracked will need to be modified to reflect the changes in the strategy

Target 5:

• % of IT projects assessed in 2020-2021: 0%

Status:

The department has not yet put in place the process and measurement tools needed to ensure that all IT-enabled capital projects are assessed for environmental impacts. Staff turnover delayed the development of internal capacity and expertise required within the digital delivery teams to properly conduct the environmental impact assessments

Considering environmental criteria to reduce the environmental impact and ensure best value in government procurement decisions contributes to greening government goals

SDG 11
SDG 12

Train procurement specialists and acquisition cardholders on green procurement using the Canada School of Public Services Green Procurement course

Develop guidance material to support green procurement at Transport Canada

Starting Point 1:

As of 2019 to 2020, 100% of Transport Canada procurement specialists and cardholders have completed training on green procurement

Performance indicator 1:

• Percentage of new procurement specialists and cardholders who have completed training on green procurement

Target 1:

• 100% of procurement specialists and cardholders have taken the course

Starting Point 2:

No guidance available as of 2019 to 2020

Performance indicator 2:

• Guidance material supporting green procurement is developed

Target 2:

• Guidance developed by March 31, 2022

Target 1:

• Procurement Officers:  For 2020 to 2021, 100% of newly hired Transport Canada Procurement Officers have taken the CSPS Green Procurement Course (C235)
• Cardholders:  For 2020 to 2021, 100% of new Transport Canada acquisition cardholders have taken the CSPS Green Procurement Course (C235)

Target 2:

• Procurement Bulletins:
  • Transport Canada had previously developed Green Procurement information bulletins in 2009, 2012, and 2013
  • These will be updated by March 31, 2022
• 2020-21 Activities:
  • Transport Canada's in-house procurement training courses were updated over the course of the fiscal year. The training sessions are now offered monthly and include information on Green Procurement
  • The departmental RFP template was updated to include references to Green Procurement. It further promotes the use of electronic bid submissions
• Upcoming Guidance:
  • Additional guidance is under development and is to be completed no later than March 31, 2022

Training procurement specialists and cardholders in green procurement contributes to greening government commitments

SDG 11
SDG 12
SDG 13

Encourage employees to adopt sustainable workplace practices and engage in greener initiatives through green teams, education and awareness

Starting Point:

No green team in place

Performance indicator:

• Existence of a green team at Transport Canada and conduct of activities and events within Transport Canada promoting sustainable workplace practices

Target:

• By March 31, 2021, a green team is in place and calendar of activities and events has been developed

Target:

• Green Team Launched January 2021
• Helped to coordinate green events at Transport Canada such as Earth Hour, Earth Day, and Environment week
• Continues to work on future green events and engaging Transport Canada employees

Launching a green team helps to spread environmental awareness and engage Transport Canada employees which contribute to greening government commitments

SDG 11
SDG 12
SDG 13

Implement a digital-first culture at Transport Canada where applications facilitating telework are enhanced, mobile phones replace desktop phones, and electronic signatures are enabled

Starting Point:

Transport Canada has already deployed a number of technologies enabling employees to work remotely nationally. We will start reporting on this metric by Quarter 4 of fiscal year 2020 to 2021 and as part of our Transformation Plan, the department continues to look for opportunities to enhance the Remote working experience for employees

More than 90% of Transport Canada employees are equipped with digital tools to work remotely, however, the nature of the work means that not all employees can work remotely

Performance indicator:

• Elements of the digital-first culture are adopted

Target:

• 1a) by March 31, 2021, Transport Canada will have replaced all landlines with mobile phones where feasible
• 1b) by March 31, 2021, Transport Canada will have deployed technology and implemented processes enabling electronic signatures 

Target 1a:

• Landlines were replaced by mobile phones where feasible

  Smartphones deployed – 2,741

  97% of employees have a mobile phone

  Landlines Reviewed – 10,142

  Cancelled – 7,104

  Exempt – 2,799

  TBD – 239

Target 1b:

• Digital Signatures is a priority within the larger objective of a paperless (or less-paper) workplace that is greener and sustainable for the environment. Transport Canada's multi-phased strategy for the adoption of digital signatures is focused on transforming end-to-end business processes as opposed to replacing wet signatures by digital equivalents. As part of this initiative, Transport Canada has converted 625 internal, and 210 external forms to include digital signature fields. Transport Canada has implemented the DocuSign application to enable external digital signature. This has been deployed to key business areas. A Government of Canada-wide standing offer for an ongoing external digital signature solution is in progress and anticipated to be completed in April 2022.

Enabling remote work reduces emissions created by commuting which contributes to the greening government commitments

SDG 12

Transition to digital service delivery (e.g. digitizing Transport Canada Centre in-person services, mobile fingerprinting, and remote inspections)

Starting Point:

Transport Canada is undertaking transformative action to build the tools and processes that enable digital services delivery

Performance indicator 1:

• Percent services transitioned to digital delivery

Target 1:

• By March 31, 2021, Transport Canada will confirm number of in-person services slated for digitization

Performance indicator 2:

• Percent new services delivered digitally

Target 2:

• By March 31, 2023, 100% of new services delivered by Transport Canada will be digital

Target 1:

• A series of initiatives were initiated in spring 2020 to make improvements to Transport Canada Centres to facilitate the need for fewer in-person interactions stemming from COVID-19. Some results included:
  • Implementation of "Quick Receipts" for clients making payments by phone, which has been implemented in all TCCs
  • Full implementation and adoption of online payments using the Common Online Payment System. For fiscal year 2020 to 2021, 122k payments were made and 66 services added.
  • Full implementation of a shared internal and external calendar for exam scheduling
  • Roll-out of a system to support secure transfer of client files to TCC for both Civil Aviation and Marine modes, is now accessible by regions
  • Delivery of oral exams virtually as a default approach
  • Mass invigilation

  • Progress continues to level services and integrate various data to Prioritize the next set of services for digital delivery. Specifically:

    Progress against "Top RAS services and business lines' fee-based services online (2024 to 2025)"

Target 2:

• Through the myTC Account project, the appropriate capabilities for online services have been built in order to improve the online experience for citizens.

Digital services contributes to increased telework and reduced paper usage which both align with greening government commitments

SDG 12

Undertake innovative vessel design to meet Energy Efficiency Design Index set by the International Maritime Organization (IMO) in the replacement of 2 of the 4 Transport Canada owned ferries in Atlantic and Eastern Quebec

Starting Point:

35.450 ktCO₂e, GHG emissions from Transport Canada's ferries in 2005 to 2006^{Footnote 7} (updated from 56 ktCO₂e from 2020 to 2023 DSDS)

Performance indicator:

• Percentage (%) change in GHG emissions from ferries as calculated by:
  • GHG emissions from ferries in fiscal year 2005 to 2006 (base year): = 35.450 ktCO₂e
  • GHG emissions from fleets in current reporting fiscal year = [Y] ktCO₂e
  • percentage (%) change in GHG emissions from fleets from fiscal year 2005 to 2006 to current reporting fiscal year = [Y/X] %

Target:

• GHG emissions from ferries reduced by 40% by 2025 (14.18 ktCO₂e) and 90% by 2050 (31.905 ktCO₂e)^{Footnote 8}

Target:

• Concept design work for the two new vessels progressed in 2020 to 2021, including an analysis of options for the propulsion systems. Key design objectives are to reduce greenhouse gas emissions, air pollution and underwater noise
  • GHG emissions from ferries in fiscal year 2005 to 2006 (base year): = 35.450 ktCO₂e
  • GHG emissions from ferries in current reporting fiscal year = 32.795 ktCO₂e
  • Percentage (%) change in GHG emissions from ferries from fiscal year 2005 to 2006 to current reporting fiscal year = 7.48 % decrease

Reducing emissions from ferries contributes to the Greening Government goal

SDG 7
SDG 11
SDG 12
SDG 13

Address, under the Aviation Sector Regulatory Initiative, greenhouse gas (GHG) emissions from aviation by supporting the International Civil Aviation Organization's (ICAO) development of new international standards and recommended practices and through the development and implementation of new domestic standards

Canada will be implementing the CO₂ Emissions Standard for airplanes, which targets domestic and international emissions, and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), which targets international emissions only

Starting point:

Transport Canada actively leads the Government of Canada's participation at ICAO on the development of environmental standards and on topics related to reducing the impact of aviation on the environment, including contributing to the creation of a Carbon Offsetting and Reduction Scheme for International Aviation, agreed to at ICAO in fall 2016 and its subsequent implementation

Domestic regulatory instruments to reduce GHG emissions (CO₂ Emissions Standard for airplanes and CORSIA) are drafted and targeted for publication, and will align with the ICAO international standards

Performance indicator 1:

• The CO₂ Emissions Standard for airplanes has been implemented domestically

Performance indicator 2:

• CORSIA has been  implemented domestically

Targets 1 and 2:

• Both the CO₂ Emissions Standard for airplanes and CORSIA have been implemented domestically by March 2021

Performance indicator 3:

• Percent of regulatees (manufacturers) who comply with the CO₂ Emissions Standard for airplanes

Target 3:

• Once in force, 100% compliance by airplane manufacturers to the CO₂ Emissions Standard

Performance indicator 4:

• Percent of regulatees (airline operators) who comply with CORSIA

Target 4:

• Once in force, 100% compliance to CORSIA by Canadian airline operators

Target 1 and 2:

• The CO₂ standard and CORSIA are both fully implemented in regulations

Target 3:

• Compliance not applicable until 2023

Target 4:

• 81% of Canadian airline operators are in compliance with CORSIA

The CO₂ Emissions Standard for airplanes, targets domestic and international emissions, and the Carbon Offsetting and Reduction Scheme for International Aviation targets international emissions only Compliance with ICAO standards for GHG emissions will lead to reduced CO₂ emissions attributed to Canadian operators

SDG 13.2

Address GHG emissions from aviation through Canada's Action Plan. This voluntary plan identifies key on-going and planned initiatives to reduce GHGs and includes a fuel efficiency target. The Action Plan is expected to be renewed by 2021

Starting Point:

The Action Plan was signed in 2012 and includes annual reporting of progress against a fuel efficiency target.

The latest report (2018) shows that Canadian air carriers improved their annual average fuel efficiency by 2% between 2008 and 2018

Performance indicator 1:

• Annual average fuel efficiency improvements between 2008 and 2020

Target 1:

• The Action Plan set a target to improve annual average fuel efficiency by 1.5% between 2008 to 2020

Performance indicator 2:

• Renewal of the Action Plan

Target 2:

• Renew the Action Plan by 2021

Target 1:

• Development of the 2019 annual report took place in 2020 to 2021. The report is expected to be published in fall 2021

Target 2:

• Parties to the Action Plan have agreed to extend the plan until 2022 to provide time for a proper renewal.  Over the next year, Parties will work together to develop a renewed, ambitious Action Plan

Transport Canada is working with stakeholders to implement measures under the Action Plan, such as fleet renewal and upgrades, improving aircraft and airport ground operations, and enhancing air traffic management which will increase efficiencies and support the reduction of greenhouse gas emissions from the aviation sector.

SDG 7.2
SDG 8.4
SDG 9.4
SDG 13.2

Address, under the Marine Sector Regulatory Initiative, greenhouse gas (GHG) and other air emissions from maritime shipping by working with the International Maritime Organization (IMO) in the development of new international standards and recommended practices for marine vessels, as well as through the implementation of new Canadian regulations

*this departmental action also contributes to the reduction of air pollutant emissions, which supports the Federal Sustainable Development Strategy's (FSDS) ‘Safe and Healthy Communities' goal

Starting Point:

During 2019 to 2020:

Progress on negotiations related to the Initial IMO GHG Strategy, including adoption of a resolution inviting Member States to encourage voluntary cooperation between the port and shipping sectors to contribute to reducing GHG emissions from ships, that Canada played an instrumental role in developing.

85% of the regulatory instruments were aligned with domestic legislation or international standards

All vessels were 94% in compliance with vessel emissions regulations (based on minor deficiencies observed)

Performance indicator 1:

• Percentage of instruments that are aligned with domestic legislation or international standards

Target 1:

• 100% of instruments are aligned with domestic legislation or international standards

Performance indicator 2:

• Percentage of regulatees who comply with the regulations

Target 2:

• 100% compliance with regulations

Target 1:

• Compliance rate for 2020 to 2021 is not available since fuel testing of vessels was not carried out due to COVID-19 restrictions.
• Domestic alignment related to all other emissions remains at 85%
• Discussions continued to reach agreements on both technical and operational measures that reduce GHGs on a global scale

Target 2:

• Compliance rate for 2020 to 2021 is not available since fuel testing of vessels was not carried due to COVID-19 restrictions

Working with IMO on the development of measures targeting the reduction of GHGs will contribute to international consistency and lower emissions

SDG 3.9
SDG 7.2
SDG 7.3
SDG 7.a
SDG 9.5
SDG 17.16

Support, under the Support for Vehicle GHG Emissions Regulations, Environment and Climate Change Canada's development and implementation of greenhouse gas (GHG) emission regulations for light-duty vehicles and heavy-duty vehicles under the Canadian Environmental Protection Act, 1999

Starting Point:

From 2005 to 2017 (latest year for which data is available):

• GHG emission intensity decreased by 10% for passenger transportation, not including off-road equipment
• GHG emission intensity decreased by 19% for freight transportation, comprised mainly of road, rail and marine transport

Performance indicator:

• Change in transportation emissions intensity as measured in grams per unit of activity (e.g.: tonnes-km, passenger-km)

Target:

• Continuous improvement in emissions intensity by March 31, 2023

Note: it will only be possible to set an absolute value if the transportation sector's share of the Government of Canada's reduction targets are established and published

Target:

Based on latest available data released in 2020, from 2005 to 2018:

• GHG emissions intensity decreased by 11% for on-road passenger transportation, not including off-road equipment
• GHG emissions intensity decreased by 8% for on-road freight transportation

Note: 2019 data is expected to be published later in 2021

The overall emissions performance of the passenger on-road fleet has continued to improve, albeit slightly, while for road freight transport, GHG emissions intensity increased from 2017 to 2018, which may be due to increasing use of relatively less efficient last mile delivery vehicles

GHG emissions performance improvements of on-road vehicles helps to offset the increase in emissions from a growing population of on-road vehicles.

The regulations, together with complementary actions, will also spur private investment in the development of advanced low-carbon vehicle technologies such as zero-emission vehicles (ZEVs) which are critical to the achievement of Canada's longer term climate goals

SDG 13.2

Conduct research to generate technical evidence required to support legislative and regulatory approaches to reducing greenhouse gas (GHG) and air pollutant emissions, and to promote the adoption of clean technologies across several modes of transportation, including:

• eTV: Supporting projects under the ecoTECHNOLOGY for Vehicles Program to address GHG emissions from the road sector through its testing of advanced technologies and innovative practices to inform the development of regulations, as well as industry codes and standards to ensure that new technologies are introduced in Canada in a safe, secure and timely manner

*these departmental actions also contribute to the reduction of air pollutants, which supports the FSDS "Effective Action on Climate Change" and "Safe and Healthy Communities" goals

Starting Point:

In 2019 to 2020, Transport Canada's Innovation Centre supported over 100 projects across all modes to advance research, development and testing of clean technology solutions for Canada's transportation system

Multiple road research projects were conducted in 2019 to 2020, including: testing the aerodynamic benefits and dynamic performance of cooperative truck platooning systems; occupant protection performance testing in electric and conventional vehicles, the studying the safety and environmental benefits of low rolling resistance tires, on-board sensor testing for measuring heavy duty vehicle NOx emissions and evaluating the long term performance of electric vehicle batteries

Performance indicator:

• Percentage of the total research budget for testing and evaluation projects committed or spent

Target:

• 90% of total research budget committed or spent

Target:

• eTV Program – 100% of total research budget under the ecoTECHNOLOGY for Vehicles (eTV) Program was committed or spent
• In 2020 to 2021, 22 road research projects were conducted, including on and off-road testing of Cooperative Truck Platooning Systems, track and on-road testing with and without riders of a Low Speed Automated Shuttle using Advanced Driver Assistance Systems, testing and evaluating battery electric vehicle performance in a range of Canadian conditions, tire safety and environmental testing and connected and automated vehicle emissions simulation and modeling

Results from the eTV Program testing and evaluation projects help reduce GHG and air pollutant emissions by assessing the performance of emerging technologies in Canada and informing the development of environmental and safety regulations, codes, standards and guidelines. This helps to ensure innovative technologies can be introduced in Canada in a safe and timely manner

SDG 13.2
SDG 14.2

Address greenhouse gas (GHG) emissions under the Heavy-Duty Vehicle Retrofit Requirements Program by working with other federal departments, provinces, territories and industry to explore the challenges and barriers to adopting fuel-saving retrofits on heavy-duty trucks, informing the development of future strategies to reduce GHGs from this sector

 *this departmental action also contributes to the reduction of air pollutant emissions, which supports the FSDS ‘Safe and Healthy Communities' goal

Starting Point:

A commitment was made in the Pan-Canadian Framework on Clean Growth and Climate Change to develop requirements to retrofit in-use heavy-duty vehicles with fuel saving devices

A federal-provincial-territorial (FPT) working group was created explore opportunities to support the adoption of fuel saving devices in the sector

Performance indicator:

• Phase 1 Report presenting a landscape of the sector and detailing where the challenges lie in increasing adoption of fuel-saving retrofits

Target:

• Phase 1 Report will be complete in fall 2020

Target:

• The Phase 1 Report was completed and endorsed by the Policy, Planning and Support Committee for final approval by the Council of Deputy Ministers on June 23, 2021
• The FPT Task Force has begun developing a Phase 2 Work Plan for its next report. This report will provide policy options for increasing the adoption of heavy duty vehicle retrofits

HDVs are the second largest contributor of GHG emissions in the transportation sector and these emissions continue to rise. Improving efficiencies in this sector is critical in achieving GHG reductions goals to mitigate climate change

SDG 13.2

Address greenhouse gas (GHG) emissions from the rail sector by enhancing collaboration with the Railway Association of Canada (RAC)

Starting Point:

A Memorandum of Understanding with the rail industry was renewed to cover 2018 to 2022

Performance indicator:

• Annual average fuel efficiency improvements between 2018 and 2022

Target:

• By 2022, reduce emissions intensity for Class 1 freight by 6%, intercity passenger by 6% and regional and short line railways by 3% - from a 2017 baseline

Target:

• In 2018 (the period assessed in 2020 to 2021), GHG emissions intensity decreased by 0.8% for Class 1 freight and by 0.66% for intercity passenger. Regional and short lines increased intensity by 6.7%

The MOU encourages the RAC members, including freight, intercity passenger, shortline and commuter railways, to continue to voluntarily reduce locomotive emissions intensity in Canada through measures, targets, and actions that reduce the intensity of GHG emissions from rail operations

The sector continues to move more freight and passenger traffic. In 2018, freight traffic was up by 4.7% over 2017, with passenger traffic up 8.2% over the same period. Despite these increases in traffic, absolute emissions increased by only 3.9% from 2017 levels

SDG 7.a
SDG 9.4
SDG 13.2
SDG 17.17

Collaborate with provincial and territorial governments through the Federal-Provincial-Territorial Zero-Emission Vehicle Working Group (FPT ZEV Working Group) to advance the uptake of zero-emission vehicles in Canada

Environment and Climate Change Canada, Innovation, Science and Economic Development Canada and Natural Resources Canada are also members of this working group

Starting Point:

The FPT ZEV Working Group was established Under the Pan-Canadian Framework on Clean Growth and Climate Change, As of September 2019, the group's objectives are to exchange information related to the development and implementation of ZEV measures which increase their uptake, with a view towards ensuring alignment and complementarity of policies and programs across the jurisdictions, where appropriate

Performance indicator:

• Percentage of new light-duty vehicle sales that are ZEVs

Target:

The Government does not have specific ZEV sales targets for the in-between years, however, notional benchmarks have been developed to ensure Canada is on a path towards meeting its 2025 target. For 2020 to 2023 the annual benchmarks are as follows:

• 3.9% of new LDV sales to be ZEVs by December 31, 2020;
• 4.5% of new LDV sales to be ZEVs by December 31, 2021; and
• 5.4% of new LDV sales to be ZEVs by December 31, 2022

Target:

• The Federal-Provincial-Territorial (FPT) ZEV Working Group met quarterly, where members provided updates on jurisdictional ZEV activities and shared best practices and experiences to increase ZEV uptake in Canada
• Canada continued to be a member of the International Zero-Emission Vehicle Alliance (IZEVA), participating in monthly meetings which have covered discussions on  ZEV supply dynamics and electrifying public and private fleets

Ongoing engagement with the FPT ZEV Working Group and IZEVA supports the development of federal policy advice on increasing ZEV uptake in Canada

SDG 11.2
SDG 11.6
SDG 13.2

Support increased adoption of zero-emission vehicles (ZEVs) by Canadians and Canadian businesses through Transport Canada's Incentive for Zero-Emission Vehicles program (iZEV)

Starting Point:

In January 2019, the government announced ZEV sales targets as follows: 10% of new light-duty vehicle (LDV) sales are to be ZEVs by 2025, 30% by 2030 and 100% by 2040

To help advance towards these targets, Budget 2019 allocated $300 million over three years^{Footnote 9}, starting 2019 to 2020, for the iZEV program

For iZEV: 63.5% of the incentive rebate fund used as of March 31, 2020

Performance indicator 1:

• Percentage of new LDV sales that are ZEVs

Target 1:

The Government does not have specific ZEV sales targets for the in-between years, however, notional benchmarks have been developed to ensure Canada is on a path towards meeting its 2025 target. For 2020 to 2023 the annual benchmarks are as follows:

• 3.9% of new LDV sales to be ZEVs by December 31, 2020
• 4.5% of new LDV sales to be ZEVs by December 31, 2021; and
• 5.4% of new LDV sales to be ZEVs by December 31, 2022

Performance Indicator 2:

• Percentage of iZEV program's available incentive funds provided to Canadians (i.e., used)

Target 2:

• 100% of incentive rebate funding provided to Canadians by March 31, 2022

Target 1:

• According to Transport Canada's analysis of IHS Markit data, Canada's percentage of LDV sales that are ZEVs was 3.8% in 2020, up from 3.1% in 2019
• The 2020 Fall Economic Statement provided an additional $287 million over two years, starting in 2020 to 2021, for Transport Canada to continue delivering the iZEV program until March 2022
• In 2020 to 2021, over 39,000 additional Canadians and Canadian business benefitted from the iZEV program (over 83,000 in total since May 1, 2019)

Target 2:

• As of March 31, 2021, 60% of the iZEV program's available incentive funds have been provided to Canadians

Canada's 2020 ZEV market share (3.8%) puts Canada on track to meet its 2025 ZEV sales targets^{Footnote 10}

Making progress towards Canada's ZEV sales target is helping to achieve Canada's goal of transitioning to a low carbon economy

SDG 11.6
SDG 13.2

Through the Northern Transportation Adaptation Initiative, Transport Canada supports the research, development and testing of innovative adaptation technologies, and capacity-building efforts (for example, through adaptation outreach and engagement activities), with the goal of increasing capacity to adapt existing and future northern transportation infrastructure and operations to climate change

Starting Point:

Transport Canada has been implementing the Northern Transportation Adaptation Initiative since 2011. This program is scheduled to sunset (end) on March 31, 2021.

One of Transport Canada's key outcomes under this initiative has been the engagement of other governments (provincial, territorial), academia and private industry

As of March 31, 2020 a total of 95 NTAI research studies have been funded since the program's launch in 2011

Performance indicator 1:

• Number of working group or network meetings, workshops and/or conferences funded, hosted, facilitated or presented at related to transportation adaptation

Target 1:

During 2020 to 2021:

• Five working group or network meetings, workshops and/or conferences funded, hosted, facilitated or presented at

Performance indicator 2:

• Number of research studies funded

Target 2:

• Four research studies funded

Target 1:

• Pandemic travel restrictions meant that Transport Canada and other sector events that would have been leveraged were cancelled. All engagement was concentrated in one online 3-day meeting where a broad range of issues were addressed, with a diverse partners and stakeholders present

Target 2:

• Nine research studies were funded in 2020 to 2021

Our Department's support for northern transportation adaptation research and related activities helps to:

• foster interdisciplinary collaboration;
• advance knowledge sharing; and
• strengthen institutional capacity to adapt northern transportation to the acute impacts of climate change

SDG 13.3

Continue on-going implementation of the National Trade Corridors Fund (NTCF), which is investing $2.3B to strengthen the resiliency and efficiency of the transportation system

Starting Point:

To date, Transport Canada has launched and concluded two NTCF calls for proposals: an open national call (July 2017), and a call for investments in the three territories (November 2018)

A third call for projects supporting trade diversification call was launched (January 2019) and remains open as long as there are funds available.

Budget 2019 also provided an additional $400M for the Canada's Arctic and northern regions, increasing the total NTCF funding that will be allocated to $2.3B through 2027-28.

Performance indicator:

• Number of program calls for proposals

Target:

• One new Arctic and northern-focused NTCF call for proposals launched and implemented by 2023

Target:

• Continued to invest in and advance transportation infrastructure projects through the competitive, merit-based National Trade Corridors Fund (NTCF) to improve the fluidity of the Canadian transportation system
• Launched the NTCF Arctic and Northern call for proposals in October 2020, which will allocate funding from the $400M envelope provided in Budget 2019 for Arctic and northern communities. This call closed in March 2021, with announcements of funding decisions expected in 2021 to 2022
• Issued 4 NTCF calls for proposals since 2017 (NTCF National call for proposals; NTCF Northern call for proposals; NTCF Continuous call for proposals; and NTCF Arctic and Northern call for proposals), resulting in nearly $1.9B in federal funding, leveraging total investments of more than $3.9B, for 89 meritorious transportation infrastructure projects across the country
• Worked with proponents to ensure NTCF projects could continue to advance despite the challenges created by COVID-19, and supported new project applicants through the proposal process
• Between April 2020 and March 2021, the Government announced over $92M, leveraging total investments in excess of $226M, for 7 projects supporting trade diversification, as part of the NTCF Continuous call for proposals (launched January 2019). The Continuous call for proposals remains open for transportation projects that support the diversification of Canadian trade to overseas markets

Transport Canada requires project proponents to consider how their project will increase the resilience of the transportation system to a changing climate in their proposals

By incorporating resilience criteria in NTCF project evaluation and selection processes, the program can encourage proponents to include climate resilience components in their project design at the outset

SDG 9.1
SDG 9.4
SDG 11.2

Address, under the Core Clean Transportation Research, Development and Demonstration (RD&D) – Aviation, Marine and Rail Transportation Program, greenhouse gas (GHG) and air pollutant emissions from aviation, marine and rail transportation through targeted research on emerging technologies and innovative practices

Aviation: High quality research projects are selected for funding by Transport Canada in the current priority areas of: emissions contributing to climate change, air pollutant emissions and aviation fuels. These research areas are selected in accordance with current identified priorities of the Department and within the industry in general

Rail:  Supporting projects to address GHG emissions from the rail sector by testing advanced technologies and innovative practices to inform the development of regulations, as well as industry codes and standards, in order to ensure that new technologies can be introduced in Canada in a safe, secure and timely manner

Marine: Supporting projects to address GHG emissions from the marine sector by testing advanced technologies and innovative practices to inform the development of regulations, as well as industry codes and standards, in order to ensure that new technologies can be introduced in Canada in a safe, secure and timely manner

* Given this work contributes to the reduction of GHGs and air pollutants, this departmental action also supports both the Federal Sustainable Development Strategy's (FSDS) "Effective Action on Climate Change" and "Safe and Healthy Communities" goals

Starting Point 1:

In 2019 to 2020,

• Rail research projects  included a Hyperloop Feasibility Study and a Rail Innovation in Canada Scan that identified the top ten most promising rail technologies
• Marine research projects included a small vessel electrification pilot project; assessing the effectiveness of hull coatings on vessel emissions; assessing the effectiveness of hull and propeller cleaning on vessel energy efficiency and emissions. A new $4.7M call for proposals was also launched to advance the development and testing of clean technology solutions for the marine sector
• Aviation research projects included a project to develop a novel calibration method for instruments measuring emissions from aircraft engines, and an inflight study of contrail characteristics when various fuels are used

Performance indicator 1:

• (a) Number of priority areas in which Transport Canada has funded high quality research projects.
• (b) Funded research projects provide evidence used to support policy making, regulatory development, and the development of negotiating positions

Target 1:

For research projects:

• (a) at least 1 project in each identified priority area is funded each year
• (b) 80% of funded projects provide evidence/data which is used to support policy making, regulatory development, and the development of negotiating positions

Starting Point 2:

As of March 31, 2020, 29% of the grant funding envelope has been invested into 13 projects

Performance indicator 2:

• (a) Percentage of federal grant funding envelope (an overall $3 million funding envelope) invested to address GHG and air pollutant emissions from aviation, marine and rail transportation, through calls for proposals for research on emerging technologies and innovative practices

• (b) Number of projects funded by federal grants to study and advance emerging technologies and innovative practices related to addressing GHG and air pollutant emissions from aviation, marine and rail transportation^{Footnote 11}

Target 2:

• (a)  80% of the grant funding envelope invested
• (b) At least 30 projects funded by March 31, 2023

Aviation Target 1a:

• At least 1 project was funded in each of the 3 priority areas for aviation research. Aviation research projects funded in 2020 to 2021 included a project conducting at altitude measurement of particulate emissions and contrails characteristics comparing conventional jet fuel and a sustainable aviation fuel; and demonstration of a rapid, on-site calibration method for a non-volatile particulate matter (nvPM) mass measurement instrument, using a gas turbine engine as the source

Aviation Target 1b:

• 97% of funded aviation projects provided evidence/data used to support policy making, regulatory development, and the development of negotiating positions

Rail Target 1b:

• In 2020 to 2021, 80%+ of funded rail research projects were completed and provided evidence/data to support policy-making and regulatory development, including:
  • A hydrail switcher locomotive feasibility study;
  • A study to assess the technical, operational, economical, and societal impacts of transitioning the rail sector from diesel to hydrogen;
  • A project to advance the development of an advanced catalytic converter; and
  • Research to advance the development and testing of lignin-derived fuel blends for the rail sector

Marine Target 2b:

• In 2020 to 2021, 80%+ of funded marine research projects were completed and provided evidence/data to support policy-making and regulatory development, including:
  • Supporting the prototype design of an on-the-go robotic ship cleaning technology as a hull cleaning device to be used in transit;
  • Supporting the development of a web-based tool that uses dynamic weather and ship trajectory to identify a fuel efficient route for vessels;
  • Supporting the development of best practices/maintenance strategies to accomplish fuel savings, environmental benefits, and optimize maintenance costs associated with hull coating and propeller polishing on Laker vessels; and,
  • Identifying potential underwater vessel noise performance results and GHG reductions from the application of graphene coatings to fishing vessels

Target 2a:

• 53% committed or spent as of March 31, 2021. Transport Canada is on track to meet this target as the program runs to March 31, 2023

Target 2b:

• 19 projects have been approved for funding as of March 31, 2021

Rail:

Results from Rail RD&D projects contribute to the reduction of GHG and air pollutant emissions by assessing the performance of emerging technologies in Canada and informing the development of environmental and safety regulations, codes, standards and guidelines. This helps to ensure innovative technologies can be introduced in Canada in a safe and timely manner

Marine:

Results from the Marine RD&D projects support the adoption of low-noise and low-emission vessel innovations – domestically and internationally. This helps to ensure innovative technologies can be introduced in a safe and timely manner

Aviation:

By collaborating with research partners, the department will contribute to improved air quality in Canadian communities and reduced GHG emissions, by supporting research that improves the measurement, impact assessment and mitigation of aviation emissions

Through commitment of 97% of the allocated aviation research budget, aviation research projects were funded in the areas of: emissions contributing to climate change, air pollutant emissions, and aviation fuels

Rail:

Results from Rail RD&D projects contribute to the reduction of GHG and air pollutant emissions by assessing the performance of emerging technologies in Canada and informing the development of environmental and safety regulations, codes, standards and guidelines. This helps to ensure innovative technologies can be introduced in Canada in a safe and timely manner

Marine:

Results from the Marine RD&D projects support the adoption of low-noise and low-emission vessel innovations – domestically and internationally. This helps to ensure innovative technologies can be introduced in a safe and timely manner

SDG 3.9
SDG 9.4
SDG 13.2

Implement the Oceans Protection Plan – Pillar I: A State-of-the-Art Marine Safety System

Pillar 1- Initiatives involved in enhancing the prevention of marine incidents include:

• new information-sharing systems – the Government of Canada will work with Indigenous and coastal communities to design new information-sharing systems and platforms so they have access to real-time information on marine shipping activities to support safer navigation in local waters

• pilot project to enhance marine weather services to support marine traffic operations and improve safety in higher-risk areas
• Proactive Vessel Management - allow those involved in the marine safety system – governments, communities, Indigenous groups – to inform local traffic management
• safer resupply in Arctic communities – funding new tools and equipment to unload essential goods in northern communities
• stronger polluter-pay principle – remove the per-incident limit of liability on Canada's Ship-Source Oil Pollution Fund to provide unlimited compensation to responders and victims of a ship-source oil spill
• Places of refuge:  Pre-identifying potential coastal locations where a ship in need of assistance can take action to stabilize the condition of the vessel in order to protect human life and the environment. The department is revising its National Places of Refuge Contingency Plan based on the results of engagement activities, research and the addition of new regional annexes
• Anchorages Initiative - Research and analyze the environmental, economic, social, safety and security impacts of anchorages
• Seamless Regime Response – develop a broad and integrated framework for preparedness and response to all spills beyond ship-source oil

Initiatives involved in strengthening of responses to marine incidents include:

• a stronger Canadian Coast Guard - The Canadian Coast Guard's command systems will be strengthened where gaps have been identified. The Coast Guard will be given greater power to intervene directly to prevent marine incidents, such as where ship operators have been reluctant to act
• increased emergency response: 24/7 response capacity will be established to effectively manage marine incidents; and baseline environmental data on B.C.'s North Coast will be collected
• enhance Environment and Climate Change's capacity to enforce wildlife and environmental laws for the east and west coasts, and expand set of 3D ocean products and enhance service by making it available 24/7
• increased towing capacity - towing kits will be added to major Canadian Coast Guard vessels on the East and West to improve the capability to take swift action. Two new vessels will be leased with the ability to tow large commercial ships in distress
• alternative response measures (ARMs) – research and policy on ARMs – such as dispersants and in-situ burning – that could be used only when there is an environmental benefit to do so

Starting point:

Since 2016, the Government of Canada has been working with Canadians and Indigenous peoples through the Oceans Protection Plan to protect our coasts and waterways for future generations, while growing the economy. Three years later, the Plan has made our marine safety system stronger, and our coastal ecosystems more protected, than ever before. Work will continue to ensure that the Oceans Protection Plan delivers on its commitments

Performance indicator:

• The number of marine safety incidents and spills from vessels in Canada's waters

Target:

• By 2022, a reduction in the number of small oil spills and marine incidents relative to the number of vessel trips, compared with the average of the previous five years

Rate of Marine Incidents and Oil Spills:

• 2016: 8.94 accidents (including spills) per 10M nautical miles (NM) sailed
• 2019: 7.59 accidents (including spills) per 10M nautical miles (NM) sailed^{Footnote 12}

Other actions that have enhanced prevention and response to marine incidents include:

• In 2020 to 2021, Transport Canada completed 71 demonstrations and 59 training sessions to improve use of the Enhanced Maritime Situational Awareness (EMSA) system. Up to 625 licenses are issued to Indigenous communities, federal government, and marine partners and stakeholders across Canada for greater maritime awareness and safety, information sharing, and collaborative management of the marine space
• In 2020 and 2021, input from the marine community helped Environment and Climate Change Canada to make improvements to the MetPort Website, including the presentation of observations and forecast products
• 10 new radars are being funded to establish network coverage for 9 separate navigation areas which will increase vessel traffic monitoring. New Radars are being installed at 2 existing radar sites. First deliveries and installation of Radar system were in 2020. Subsequent Radar deliveries and installations planned for FY 2021 to 2022 and beyond
• As of March 2021 the Canadian Hydrographic Service has completed the bathymetric survey for 23 ports.  Charts have been fully completed for 10 of the ports, are in progress for a further 8 ports, while the charts for the remaining 5 ports are scheduled for completion by March 31, 2022
• The Proactive Vessel Management (PVM) initiative has partnered with Indigenous Nations and organizations in BC and the Arctic to launch five pilot projects. Through these projects, collaborative forums have been created to identify marine management and vessel traffic concerns, and to co-develop voluntary measures with marine industry and other stakeholders
• Work continued in 2021 on developing a national framework and a national engagement strategy for the enhanced Places of Refuge (POR) regime in Canada (including researching other international best practices). Pacific region has already completed two new sub-regional annexes for Haida Gwaii and Queen Charlotte Strait. Other regions have initiated engagement and research activities for the identification of potential additional places of refuge
• Under a second call-for-proposals targeted at the governments of Nunavut, the Northwest Territories, Katavik Regional Government representing the Nunavik Region, and the Nunatsiavut Government to improve the marine environment and the safety and efficiency of sealift and resupply operations in northern communities announced a contribution of $64.9 million for 15 projects that will improve sealift/resupply operations
• For fiscal year 2020/21, due to the COVID-19 pandemic Public Health Agency Canada travel restrictions, the National Arial Surveillance Program (NASP) aircrew did not deploy to the Arctic. However, the aircrew remained in an operational state of readiness for urgent requests such as vessel groundings, oil spills, etc. and remained available if deployment was required
• Provided Incident Command System (ICS) and Transport Canada Incident Management System training to enhance the effectiveness of response capacity
• Baseline information was collected on marine birds and their habitats in northern British Columbia to better understand the impact of threats.as well as assessed the effects of oil (dilbit) on marine birds
• Coastal imaging and refinement of shoreline classification was completed in Northern BC as well as a National Wildlife Emergency Response Framework to provide guidance on wildlife issues during emergency response
• The capacity of Environment and Climate Change Canada was enhanced to enforce wildlife and environmental laws for the east and west coasts by cross-training officers on both wildlife, and environmental legislations to respond to reported incidents that may contravene 5.1 of the Migratory Bird Convention Act and 36(3) of the Fisheries Act
• Developed a Lessons-Learned dashboard to document previous and current major maritime incidents and prioritize improvements to Operating Procedures
• Opened new Canadian Coast Guard search and rescue stations in Victoria, British Columbia and St. Anthony, Old Perlican, and Twilingate, Newfoundland and Labrador and Reopened the Canadian Coast Guard's Maritime Rescue Sub-Centre in St. John's, Newfoundland to better coordinate on-the-water responses to marine incidents
• Increased the staffing levels of trained and certified Officers at our Marine Communications and Traffic Services (MCTS) Centres contributing to the efficiency and effectiveness of the federal government's response to marine emergencies, including marine pollution incidents, and the strategic management of all marine transportation-related emergencies. In addition, created four MCTS regional training officers that support the continuous training and certification of MCTS Officers
• Developed and deployed into operations two higher resolution coastal ocean models for enhanced marine safety (e-navigation) and environmental response
• Protected coastal waters and communities on the West Coast with two offshore emergency towing vessels that supported the Coast Guard's Environmental Response and Search and Rescue mandates, as well as being capable of towing large ships in distress. In support of a Seamless Response Regime, completed initial analysis and Phase I national engagement, with relevant federal partners across Canada, aimed at identifying and validating response actions to a non-ship source oil spill
• Coast Guard successfully established 24/7 Regional Operations Centers (ROCs) in the Atlantic, Western, and Central and Arctic regions, as well as a 24/7 National Command Centre. These centers monitor and assess marine events, mainly marine pollution incidents
• Acquired emergency tow kits for large Canadians Coast Guard vessels to strengthen our ability to tow large disabled vessels
• Invested in new, modern environmental response equipment for the Canadian Coast Guard across Canada, and continued to take delivery of a variety of new equipment in all three regions
• Environment and Climate Change Canada undertook and reported on multiple laboratory and field studies to advance Alternative Response Measures research

The Oceans Protection Plan aims to further protect Canada's coasts and coastal communities from the potential impacts of shipping. This means improving how we prevent and respond to marine pollution incidents. Through the Oceans Protection Plan, the Government of Canada is developing emergency response plans tailored to local needs, increasing on-water presence and response capacity, enabling rapid, science-based response actions in the event of a spill, and expanding the role of the Canadian Coast Guard Auxiliary

SDG 14.2

Implement the Oceans Protection Plan – Pillar II: Preservation and Restoration of Marine Ecosystems

Pillar 2 - Preservation and Restoration of Marine Ecosystems initiatives include:

• collection of baseline data and cumulative effects assessment - working closely with Indigenous and coastal communities, the Government of Canada will create a pilot baseline program to better understand the cumulative effects of shipping on coastal ecosystems
• protect aquatic ecosystems - new measures will be funded that implement a real-time whale detection system to alert mariners to the presence of whales, which will help them avoid interactions and vessel strikes
• addressing abandoned and wrecked vessels - the Government is implementing a national strategy that focuses on the prevention and removal of these problem vessels

Starting point:

Since 2016, the Government of Canada has been working with Canadians and Indigenous peoples through the Oceans Protection Plan to protect our coasts and waterways for future generations, while growing the economy. Three years later, the Plan has made our marine safety system stronger, and our coastal ecosystems more protected, than ever before. Work will continue to ensure that the Oceans Protection Plan delivers on its commitments

Performance Indicator:

• The number of abandoned and wrecked vessels addressed

Target:

• By 2022, at least 275 vessels of concern addressed

National Strategy on Abandoned and Wrecked Vessels:

Under the Oceans Protection Plan, in partnership with the Department of Fisheries and Oceans and the Canadian Coast Guard, we have met our federal objective of addressing at least 275 abandoned and wrecked vessels by March 31, 2022

Other actions that preserve and restore marine ecosystems by using new tools and research mechanisms, and by taking measures to address abandoned, hazardous and wrecked vessels, include:

• Assessing options to enhance the pleasure craft-licensing system to better identify ownership, and options to create a vessel-owner financed remediation Fund; developing a national inventory of abandoned or wrecked vessels and a methodology for prioritizing these vessels for removal;
• Enforcing the Wrecked, Abandoned or Hazardous Vessels Act, which came into force in July 2019. To date, Transport Canada has addressed approximately 300 vessels using authorities under this Act, including 172 in 2020 to 2021
• Addressing to date an additional 282 vessels under the Small Craft Harbours Abandoned and Wrecked Vessels Removal Program in partnership with the Department of Fisheries and Oceans; and
• Taking continued measures to address abandoned, hazardous and wrecked vessels under the Abandoned Boats Program (ABP). In 2020 to 2021 we provided funding for an additional 44 projects to assess abandoned boats and 51 projects to remove abandoned boats
• In 2020 to 2021, $200,000 in funding was provided under the Abandoned Boats Program to support research into vessel design for the environment. To date the program has provided funding towards three research projects to enhance vessel recycling options and five education and outreach initiatives to improve vessel owner awareness of their responsibilities for end of life vessel management
• Issuing 2 grants totaling $1.8M under the Innovative Solutions Canada program to support the prototype development of economically viable and energy efficient means to recycle fiberglass hulls from vessels that have reached end of life
• Since 2017, across implicated departments, fishery officers have spent more than 43,000 hours supporting marine mammal response across Canada, more than 2,200 hours related to air surveillance and nearly 22,000 hours dedicated to Marine Protected Areas
• Worked with Indigenous and coastal communities and other stakeholders to undertake 56 projects with 40 partners to collect coastal environmental baseline information at six sites along the Pacific, Arctic and Atlantic coasts
• Transport Canada collaborated with Indigenous Nations to identify valued components for cumulative effects assessments in 4 pilot sites in the Cumulative Effects of Marine Shipping initiative
• After collaborating with Indigenous partners, academic experts and other stakeholders, Transport Canada distributed a draft national framework for cumulative effects assessments and received feedback from 15 partner organizations, including Indigenous Nations, academia, governmental and other stakeholders

All the initiatives under the National Strategy contribute to the FSDS goal of healthy coasts and oceans, and pristine lakes and rivers as they will reduce or eliminate the risks posed by abandoned or wrecked vessels on the marine environment, as well as health and safety of citizens

SDG 14.2

Implement the Oceans Protection Plan – Pillar III: Indigenous Partnerships

The Government will create opportunities for Indigenous communities to participate and play an active role in responsible shipping and the marine safety regime

Starting point:

Since 2016, the Government of Canada has been working with Canadians and Indigenous peoples through the Oceans Protection Plan to protect our coasts and waterways for future generations, while growing the economy. Three years later, the Plan has made our marine safety system stronger, and our coastal ecosystems more protected, than ever before. Work will continue to ensure that the Oceans Protection Plan delivers on its commitments

Performance indicator:

• The number of Indigenous groups that participate in Canada's marine safety system

Target:

• By 2027, an increased number of interested Indigenous groups are active partners in Canada's marine safety system [specific target to be determined by April 2022 following engagement with Indigenous partners]

Indigenous groups participation in Canada's marine sector:

• Continued to build regional Indigenous partnerships to address marine planning, shipping, marine safety and oceans protection over a large geographic area
• The Reconciliation Framework Agreement for Bioregional Oceans Management and Protection (RFA) partnership agreement with 14 Pacific North and Central Coast First Nations was signed and announced in June 2018; and later signed with Kitselas First Nation and Kitsumkalum Indian Band in September 2020
• Approved over $4.1 million in grant funding through Transport Canada's Community Participation Funding Program (CPFP) to support Indigenous and local community participation in developing and improving Canada's marine transportation system. Under a contribution agreement, the Assembly of First Nations is currently developing a conceptual framework to guide the co-development indicators assessment process between Oceans Protection Plan Departments and Indigenous partners
• Although the COVID-19 pandemic created training delays, the Marine Training Program provided funding to three schools to help underrepresented groups, such as women, Northerners, Inuit and Indigenous Peoples, access marine training
• Provided emergency response and waterway management training to Indigenous communities in British Columbia to increase their knowledge and skills, and support the important role they play in marine safety in their communities
• Coast Guard continued to negotiate a number of contribution agreements with Indigenous communities and organizations to strengthen their ability to respond to local emergencies and better protect coastlines, including funding for: new marine liaison positions; specialized training and exercising; access to local marine traffic information; and, community boats to support local search and rescue and environmental response
• To date, identified 6 pilot sites and engaged communities and Indigenous nations across all sites to collaboratively understand issues and concerns with respect to marine vessel traffic activities on all three coasts, and worked to identify geographic boundaries for the study areas
• As part of the Northern Low Impact Shipping Corridors Initiative, completed Phase I engagement with provincial, territorial and regional governments, and Inuit, Métis and First Nations organizations with a total of 16 sessions; completed a study on governance models

Indigenous coastal communities share ties to Canada's oceans that span generations. As part of the Oceans Protection Plan, we are actively working together and partnering with Indigenous peoples across the country to improve our marine safety system. As of March 2021 we have held over 1,681 engagement sessions, including over 1,257 engagement sessions with Indigenous groups

SDG 14.2

Implement the Oceans Protection Plan – Pillar IV: A Stronger Evidence Base and Increased Community Participation and Public Awareness

Starting point:

Since 2016, the Government of Canada has been working with Canadians and Indigenous peoples through the Oceans Protection Plan to protect our coasts and waterways for future generations, while growing the economy. Three years later, the Plan has made our marine safety system stronger, and our coastal ecosystems more protected, than ever before. Work will continue to ensure that the Oceans Protection Plan delivers on its commitments

Performance indicator 1:

• The percentage of policies and operational response plans developed through the OPP that are supported by scientific, local/traditional, and other relevant information and knowledge

Target 1:

• By 2022, 100% of policies and operational response plans are supported by scientific, local/traditional, and other relevant information/knowledge

Performance indicator 2:

• The percentage of Canadians who are confident in Canada's marine safety system

Target 2:

• By 2022, at least 70% of Canadians and at least 75% of coastal communities have moderate or full confidence in Canada's marine safety system

Stronger Evidence Base and Increased knowledge of the behaviour and impacts of oil if spilled in marine environments

• Advanced knowledge and the scientific advice provided to oil spill responders to inform the response approach to a spill and the resulting decision-making. For example, under the new Oceans Protection Plan project, Improving Drift Prediction and Near-shore Modelling, the Government of Canada is in the process of developing and refining new high resolution hydrodynamic models for accurate prediction of ocean characteristics including surface currents, water level, temperature, and salinity within 6 high priority ports. These ocean models will allow the Government of Canada to accurately track spills and predict their path and fate, enhancing the protection of coastal communities
• Funded contribution programs that produced 47 publications on the fate, behaviour and effects of oil in marine ecosystems and oil spill clean-up technologies
• Continued to increase data processing requirements by investing in new IT services such as High-Performance Computing (HPC), which is used in the creation and analysis of complex scientific models used to help predict the future state of our oceans
• Signed agreements with partners to develop and/or test technologies able to detect the presence of whales in near real-time, specifically the North Atlantic right whale and the Southern Resident killer whale
• Advanced scientific research to better understand the impact of shipping-related noise on the endangered North Atlantic right whale, St. Lawrence Estuary Beluga and Southern Resident killer whale
• Continued collaborative lab- and tank-scale studies designed to determine and potentially enhance natural degradation pathways for crude oil and selected pre-treated and refined products. Reported on results and shared with spill modellers through the following approaches:
  • One journal paper was published and 4 conference presentations given. As well, continued working with publisher for book chapter on biodegradation of petroleum (Expected publication date is currently January 2022)
  • In-house research capabilities were enhanced through collaborations with the Institut national de la recherche scientifique (INRS) (Quebec City) and University of Alberta for toxicity testing and the New Jersey Institute of Technology for spill tank energy modelling
  • Contributed to the International working groups organized by the US National Oceanic and Atmospheric Agency (NOAA) to update spill science data to improve numerical oil spill model performance for the response community
• Participated in field-scale spill tests being led by academics. In particular, collaboration continued with the International Institute for Sustainable Development Experimental Lakes Area oil spill test program in a northern Ontario fresh water lake where one joint publication was published and a new project, assessing the performance of natural biodegradation processes to reduce diluted bitumen and conventional heavy oil contamination in lake water and sediment, was initiated
• Utilized Natural Resources Canada's spill science knowledge and expertise to:
  • Initiate a research project for Indigenous clients, in collaboration with Environment and Climate Change Canada and Department of Fisheries and Oceans
  • Contribute impact assessment reviews to three major projects including Roberts Bank and Delta Port Expansions in Vancouver and one oil exploration Environmental Impact Statement for Newfoundland Offshore
  • inform a day-long spill response exercise in northern British Columbia requested by BC Oil and Gas  
  • Review two Spill Impact Mitigation Assessments upon request from the Science Table for the Canada-Newfoundland Offshore

Level of Public Confidence in Canada's Marine Safety System:

Continued to raise awareness about the Oceans Protection Plan and marine safety, including engaging and receiving ongoing input from Canadians

The Angus Reid Public Opinion Research, commissioned by the independent Clear Seas Centre for Responsible Marine Shipping in February 2021, showed a 6% increase in public confidence in Canada's marine safety system since the start of the Oceans Protection Plan (71% very/fairly confident versus 65% in 2016). Government of Canada public opinion results from the previous year (February 2020) showed 67% of Canadians have confidence in Canada's marine safety system

As part of the Oceans Protection Plan, the Government of Canada is invested in scientific research and technology to better prevent and respond to ship-source oil spills, while increasing our understanding of how to protect coastal ecosystems

SDG 14.2

Support the protection and recovery of Canada's endangered whale populations through research and monitoring

Starting point:

World-leading underwater listening station (ULS) in Boundary Pass is capturing underwater noise data in real-time from vessels in both inbound and outbound shipping lanes, as well as ambient noise and marine mammal calls

Performance indicator 1:

• Number of management measures to support the protection and recovery of Southern Resident killer whales (SRKW) that are informed by the data collected on underwater vessel noise from the ULS

Target 1:

• Underwater vessel noise database will be used to help develop at least 1 management measure by March 31, 2024 to support the protection and recovery of the SRKW from the impacts of vessel noise

Starting point:

Remotely Piloted Aircraft System (RPAS) – or drone – supports aerial surveillance in the Dynamic Shipping Zone in the Gulf of St. Lawrence to detect the presence of North Atlantic right whales (NARW)

Performance indicator 2:

• Integration of the RPAS to support management of dynamic measures for the protection of NARW

Target 2:

• RPAS contributes to support management of dynamic measures, for the protection of NARW starting in 2020

Target 1:

• The ULS is a critical piece of scientific infrastructure that directly supports the department's efforts to mitigate underwater noise on the marine environment, and at-risk marine mammals – including the Southern Resident killer whale (SRKW) population
• The data collected by the ULS is compiled into a database. This enables Transport Canada and key stakeholders, such as the Enhancing Cetacean Habitat and Observation (ECHO) program of the Vancouver-Fraser Port Authority, to assess the effectiveness of measures to reduce underwater noise and improve them year over year. It also contributes to improving our understanding of noise emissions from different sizes and types of ships
• The underwater vessel noise database supported the development of the 2020 and 2021 vessel slowdown measures in Haro Strait and Boundary Pass; in addition, it continues to provide integral data to be used in the review and adaptive management of mitigation measures

Target 2:

• RPAS surveillance method contributed 72 whale monitoring hours in 2020 to support NARW vessel management measures and is expected  to contribute the same in 2021

Collecting data on vessel noise source levels will help increase our understanding of the contribution of vessels to underwater noise and help target research and development of technologies to reduce noise from ships. These efforts will help support the recovery and protection of Canada's endangered whale populations and contribute to the overall conservation and sustainable use of Canada's oceans for sustainable development

Monitoring for NARW presence in the shipping lanes of the Northern Gulf of St-Lawrence allows for implementation of management measures that reduce the risk of lethal collisions with whales. These efforts will help support the recovery and protection of Canada's endangered whale populations and contribute to the overall conservation and sustainable use of Canada's oceans for sustainable development

Support the protection and recovery of Canada's endangered whale populations through management measures

Starting Point:

On February 27, 2020, the Government of Canada announced its 2020 measures to protect the endangered North Atlantic right whale (NARW) including vessel speed restriction measures to reduce the risk of lethal collisions with NARW

For 2020, as part of protection measures for the Southern Resident killer whale (SRKW), the Government of Canada partnered again with the Vancouver Port Authority's Enhancing Cetacean Habitat and Observation (ECHO) Program to implement a voluntary vessel slowdown incentive^{Footnote 13} during the summer of 2020 in Haro Strait and Boundary Pass in the Salish Sea

Performance Indicator:

• Percentage of ships that are compliant with slowdown measures that mitigate the impacts of vessel traffic on marine species

Target:

• By March 2021, at least 85% of ships 20 metres and greater to comply with vessel slowdown measures

Target:

• Over 90% of ships 20 metres and greater transiting in Haro Strait and Boundary Pass participated in the ECHO program's voluntary vessel slowdown measures and over 99% of ships 20 metres and greater in length were in compliance with the Transport Canada mandatory speed limit in the Gulf of St. Lawrence

The various mandatory and voluntary vessel management measures implemented in 2020 helped reduce vessel traffic impacts on Canada's endangered NARW and SRKW, contributing to the overall conservation and sustainable use of Canada's oceans for sustainable development

SDG 14.2

Set the legal and regulatory frameworks through domestic legislation and international conventions that govern the protection of the marine environment from pollution, and advance Canadian positions on reducing and managing global marine pollution from ships

Starting Point:

Since 2006, and as amended in 2012, the Vessel Pollution and Dangerous Chemicals Regulations implement standards set out under the International Convention for the Prevention of Pollution from Ships (MARPOL) to prevent pollution from vessels.

This includes pollution from oil, chemicals, sewage, garbage, air emissions and greenhouse gas emissions 

The Regulations also set controls for paints used to prevent marine growth on hulls that have been found to be harmful and greywater discharges from large passenger vessels

Performance indicator:

• Canada's Vessel Pollution and Dangerous Chemical Regulations are aligned with the new international standards

Target:

• By March 2023 :
  • Publication of proposed regulations in Canada Gazette, Part I and implement the updated Vessel Pollution and Dangerous Chemicals Regulations which reflect new international standards

Target:

• The Vessel Pollution and Dangerous Chemicals Regulations (VPDCR) will be amended in three distinct stages, to align with new international standards
• A departmental working group has been established, and work is underway to draft the policy paper to guide drafting instructions for these amendments

Amending the Vessel Pollution and Dangerous Chemicals Regulations (VPDCR) will help Canada remain up to date with our international commitments to prevent vessel-sourced pollution, thereby contributing to the goal of healthy coasts and oceans

SDG 14.2
SDG 17.7

Contribute to reducing pollution from vessels by monitoring compliance of marine transportation firms with Canadian legislation, such as the Canada Shipping Act, 2001, through the National Aerial Surveillance Program (NASP), inspections, audits, monitoring and enforcement

Starting Point:

In order to measure Transport Canada's success in protecting Canada's oceans and marine environment from ship source oil pollution

Transport Canada's NASP monitors the number of vessels using the Automatic Identification System (AIS), vessel overflights and the number of ship-source oil spills detected over 10 litres. Smaller spills are typically non-recoverable and have a negligible impact on the environment

The rate of ship-source oil spills is calculated per hours flown, per year.

In 2019 to 2020, the National Aerial Surveillance Program monitored 338,575 vessels using AIS, 31,335 overflights and detected six ship source spills over 10 litres

Performance indicator 1:

• Percentage of actual vs forecasted pollution patrol hours conducted

Target 1:

• 90% of actual pollution patrols are conducted as planned

Performance indicator 2:

• Number of vessels monitored using AIS per hour flown

Target 2:

• Vessels monitored at a rate of 80 per hour using the AIS

Performance indicator 3:

• Number of vessels overflown per hour

Target 3:

• Vessels overflown at a rate of 5.5 per hour

Performance indicator 4:

• Number of ship-source oil spills observed over 10 litres

Target 4:

Ship-source oil spills into Canada's oceans and marine environment decline over time in relation to the level of activity

Target 1:

• 95% of pollution patrols were conducted as planned

Target 2:

• Vessels were monitored at a rate of 108 per hour using the Automatic Identification System (AIS)

Target 3:

• Vessels were overflown at a rate of 12.4 per hour

Target 4:

• There were 11 ship-source oil spills observed over 10 litres

Performing a high rate of pollution patrols contributes towards deterring possible pollution from vessels as they are aware surveillance is being conducted

AIS is used to provide situational awareness on vessels by tracking identification and voyage info to help with compliance and enforcement

During overflights, vessels are inspected visually and/or with sensors to detect possible pollution

The NASP flew a total of 3,877 hours of surveillance. During these patrols, 11 ship source spills were reported to be over 10 litres for a rate of 0.0028 spills per hour

SDG 14
SDG 17

Update the regulatory framework for protecting the marine environment from the introduction and spread of aquatic invasive species by ships' ballast water, giving effect to the international Ballast Water Convention, to which Canada is party

*this departmental action also contributes to the ‘Pristine Lakes and Rivers' Goal

Starting Point:

On June 8, 2019 Transport Canada published new proposed Ballast Water Regulations in the Canada Gazette Part I

Performance indicator:

• Canada's Ballast Water Control Management Regulations are updated in accordance with the requirements of the Ballast Water Convention that came into force worldwide in September of 2017

Target:

• By March 2023, Canada intends to have finalized and implemented new Ballast Water Regulations

Target:

• Ongoing consultations on proposed provisions for the new Ballast Water Regulations with a view to publication in 2021 to 2022

Updating the Ballast Water Regulations will better protect Canadian waters from aquatic invasive species, thereby contributing to the goals of healthy coasts and oceans, and pristine lakes and rivers

SDG 14.2
SDG 15.8

Monitor marine transportation firms and vessels for compliance with the Ballast Water Control and Management Regulations, and as amended.

*this departmental action also contributes to the ‘Pristine Lakes and Rivers' Goal

Starting Point:

Transport Canada receives completed ballast water reporting forms on methods used by ships to comply with ballast water management regulations (Ballast exchange or via a Ballast Water Management System)

Performance indicator:

• Compliance with the Ballast Water Control and Management Regulations and ballast water management standards

Target:

100% of vessels will be compliant or they will be requested to manage their ballast water in a manner that is not a threat to the Canadian Ecosystem

Target:

• Depending of the port of call, the inspections were conducted by the joint U.S-Canada Great Lakes Seaway Ballast Water Working Group or under the Port State Control regime
• We performed 1,134 inspections under the Port State Control regime which included a ballast water component. During these inspections, 54 deficiencies were noted on 45 vessels (5%) and one vessel was detained
• The Great Lakes Seaway Ballast Water Working Group performed 536 inspections, of which 296 inspections were conducted by us. During these inspections, a total of 55 vessels (10%) were found with ballast water related deficiencies
• In total, 1,672 inspections were carried out and 1,572 (94%) found the vessel to be in compliance

Ballast water inspections help to ensure compliance with the Ballast Water Control and Management Regulations, thereby protecting Canadian waters from invasive aquatic species

SDG 14.2
SDG 15.8

Monitor the compliance of vessels arriving from overseas and bound for the Great Lakes with current ballast water requirements, as well as cooperative enforcement with the U.S. in accordance with Annex 5 of the Great Lakes Water Quality Agreement

*this departmental action also contributes to the ‘Pristine Lakes and Rivers' Goal

Starting Point:

Transport Canada receives completed ballast water reporting forms on methods used by ships to comply with ballast water management regulations (via ballast water exchange or a ballast water management system)

Performance indicator:

• Percentage of vessels inspected for compliance with the Ballast Water Control and Management Regulations and ballast water management standards

Target:

• 100% of vessels entering the Great Lakes from outside of Canadian waters will continue to be inspected for their compliance with ballast water management requirements, including for mid-ocean exchange to protect the Great Lakes ecosystems

Target:

• As indicated above, the Great Lakes Seaway Ballast Water Working Group performed 536 inspections, of which 296 inspections were conducted by us. During these inspections, a total of 55 vessels (10%) were found with ballast water related deficiencies

Ballast water inspections help to ensure compliance with the Ballast Water Control and Management Regulations, thereby protecting Canadian waters from invasive aquatic species

SDG 14.2
SDG 15.8

Transport Canada's ballast water actions have been included under the FSDS Goal: Healthy Coasts and Oceans. Preventing the introduction of aquatic invasive species in Canada contributes to protecting the health of Canada's lakes and rivers

For detailed information on these actions, please see the Healthy Coasts and Oceans Goal

Please see results achieved under the Healthy Coasts and Oceans Goal

Please see contributions under the Healthy Coasts and Oceans Goal

Please see contributions under the Effective Action on Climate Change Goal

Demonstrate leadership on assessing and remediating contaminated sites

Starting Point:

From 2016 to 2017 and 2019 to 2020 (FCSAP Phase III), 11% of Transport Canada FCSAP-funded sites completed remediation/risk management work

Transport Canada reduced environmental liability in 2019 to 2020 at its highest priority federal contaminated sites by 99.5% of its remediation expenditures

FCSAP annual reports can be found at: 
Federal contaminated sites: publication

Performance indicator 1:  

• Percentage of Transport Canada FCSAP-funded sites during Phase IV that have completed remediation/risk management work

Target 1:

• By March 31, 2025, 25% of Transport Canada FCSAP-funded sites during Phase IV have completed remediation/risk management work

Performance indicator 2:  

• Percentage of Transport Canada remediation expenditures at FCSAP funded remediation sites that reduce liability each fiscal year

Target 2:

• Annually, 95% of Transport Canada remediation expenditures at FCSAP funded sites reduce the environmental liability

Target 1:

• In 2020 to 2021, 2% of Transport Canada's FCSAP Phase IV funded sites completed remediation/risk management work
• 2020 to 2021 is the first year of FCSAP Phase IV.  Transport Canada's progress of 2% will contribute to the 25% target to complete remediation/risk management work by March 31, 2025

Target 2:

• 94% of Transport Canada's remediation expenditures at its highest priority federal contaminated sites reduced its environmental liability in 2020 to 2021

Transport Canada ensures healthy lives and promotes well-being by ensuring people are not impacted by contaminated sites

Transport Canada helped restore, halt and reverse land degradation

SDG 3.9
SDG 15.3

Address, under the Aviation Sector Regulatory Initiative, air pollutant emissions from aviation by supporting the International Civil Aviation Organization's (ICAO) development of new international standards and recommended practices and through the development and implementation of new domestic standards

Canada has domestic regulatory instruments in place for nitrogen oxides (NOx), non-volatile particulate matter (nvPM), carbon monoxide (CO), & unburned hydrocarbons (HC) emissions from aircraft engines. Work is ongoing to incorporate a new nvPM mass and number standard into the Canadian Aviation Regulations. These instruments align Canada with ICAO's international standards

Piston powered aircraft use aviation gasoline fuel, which contains a low level of lead. There is currently no unleaded fuel option that is approved and safe for use for all piston-powered aircraft operating in Canada.  Lead is one of the top ten toxic substances listed in the Canadian Environmental Protection Act (CEPA). The Gasoline Regulations, under CEPA, prohibit the use of lead in fuels, however Canada has an exemption in place to allow for the use of low lead aviation gasoline fuel due to safety issues. Canada is collaborating with others to find a suitable unleaded fuel, such that the exemption can be removed

Starting Point:

A new standard for non-volatile particulate matter (nvPM) mass and number will be incorporated into Canadian regulations in order to align with ICAO Standards

Transport Canada is working in collaboration with others to advance the transition to unleaded aviation gasoline for piston engine aircraft

Performance indicator 1:

• A new ICAO nvPM mass and number standard is implemented into the Canadian Aviation Regulations (CARs)

Target 1:

• New nvPM standard is incorporated into the CARs by December 2022

Performance indicator 2:

• Percentage of regulatees who comply with existing emissions standards for NOx, nvPM, CO, and unburned hydrocarbons, and with the new nvPM mass and number standard, once implemented

Target 2:

• 100% compliance to emissions standards

Performance indicator 3:

• Research and testing on unleaded aviation gasoline candidate fuels

Target 3:

• On an annual basis, research and testing has been conducted. Additional evidence is generated

Target 1:

• The new nvPM mass and number standard is being drafted

Target 2:

• 100% compliance to existing emissions standards

Target 3:

• Transport Canada continues to collaborate with key partners (including, Financial Administration Act, Natural Resources Canada, and Environment and Climate Change Canada) on the transition to unleaded aviation gasoline. Due to impacts of the COVID-19 pandemic, no new research or testing was completed during the 2020 to 2021 fiscal year. Testing is tentatively scheduled to re-start in the 2021 timeframe

The existing air pollutant emissions standards and the new nvPM mass and number standard (once implemented) work to limit air emissions from aircraft, reducing the potential for negative human health impacts

Collaboration with national and international partners on research to advance scientific understanding in the area of aviation gasoline will contribute to finding an unleaded replacement fuel so that the exemption to the Gasoline Regulations can be removed in the future

SDG 3.9

Under the Rail Sector Regulatory Initiative, limit criteria air contaminant (or air pollutant) emissions from the rail sector through the Locomotive Emissions Regulations

Starting Point:

• The Locomotive Emissions Regulations entered into force in June 2017

Performance indicator 1:

• Percentage of railway companies (regulatees) who comply with the reporting requirements under the Locomotive Emissions Regulations by filing Annual Reports and In-use Test Reports with Transport Canada

Target 1:

• 100% of railway companies (regulatees) per year that comply with the reporting requirements under the Locomotive Emissions Regulations

Performance indicator 2:

• Percentage of locomotives operated by railway companies (regulatees) that meet an emission standard, based on the information reported to Transport Canada in the Annual Reports

Target 2:

• Positive change (increase) per year in the percentage of locomotives that meet an emission standard

Target 1:

• By March 31, 2021, 100% of regulatees complied with reporting requirements under the Locomotive Emissions Regulations. 15/15 railway companies required to report under the Regulations submitted an Annual Report to Transport Canada that included information on the locomotive's Tier of standards (or emission standards level) and annual fleet changes to address air pollutant emissions. 2/2 railway companies required to provide emission testing results under the Regulations did so through the In-use Test Reports provided to Transport Canada

Target 2:

• 85% of locomotives operated by railway companies (regulatees) met an emission standard, based on the information reported to Transport Canada in the 2020 Annual Reports

2020 to 2021 is the first year for reporting on this indicator. Change will be measured starting with 2021 to 2022 results

Contribute to reducing air pollutant emissions from locomotives by promoting, monitoring and enforcing compliance with the Locomotive Emissions Regulation, which is good for the health and quality of life of all Canadians. To comply with the Locomotive Emissions Regulations, railway companies must meet regulatory requirements, including emission standards for new locomotives, carry out emission testing and file reports with Transport Canada

SDG 3.9
SDG 11.6

Prevention

Transportation of Dangerous Goods policy and regulatory plan seeks to ensure compliance within industry by anticipating/responding to issues related to the transportation of dangerous goods. This includes:

• conducting education, outreach and awareness activities to ensure that the industry knows its legal and regulatory responsibilities
• bringing Canada's regulations in line with international codes; and
• maintaining an effective oversight regime that seeks to guarantee regulatory compliance and carry out enforcement when warranted

Mitigation

Transportation of Dangerous Goods employs several strategies to mitigate emergencies involving dangerous goods, such as:

• requiring the development of Emergency Response Assistance Plans (ERAPs), to ensure that industry knows what to do in the event of a release or anticipated release of certain higher-risk dangerous goods while in transport
• dispatching Remedial Measures Specialists (RMSs) to the location of dangerous goods emergencies to promote public safety by monitoring remedial measures taken to mitigate the incident

The Canadian Transport Emergency Centre (CANUTEC) is a national advisory service that assists emergency response personnel in handling dangerous goods emergencies on a 24/7 basis

Starting Point:

The rate of reportable releases for 2019 to 2020 was 202.64

Performance Indicator:

• Rate of reportable releases of dangerous goods per year (the number of reportable releases divided by the nominal Canadian Gross Domestic Product for the year)

Target:

• 1% reduction in the rate for current year as compared to the rate of reportable releases in the previous year

Note:
A reportable release means either:

• An actual release has occurred where the amount of dangerous goods released meets the minimum threshold specified by regulation considered to endanger public safety, where "public safety" is defined as the safety of human life and health and of property and the environment; or
• A release of dangerous goods is expected to occur.

Canadian regulations have been updated to include "anticipated releases" as reportable as of December 1, 2016 (SOR/2016-95 May 13, 2016). Some possible examples of an anticipated release include:

1. an incident has occurred and dangerous goods will likely have to be transferred to another container;
2. a container is damaged to the extent that its integrity is compromised and dangerous goods could be released; or
3. a container is lost in navigable waters

Continued efforts by the department are made to reduce number of reportable dangerous goods incidents per year. Since December 2016, companies have to report both a release and anticipated release to the Minister within 30 days of the initial report made to CANUTEC, and the reporting levels are expected to remain steady with improved industry reporting requirement awareness

Target:

• The rate of reportable releases for 2020 to 2021 was 153.2
• The percentage of decrease compared to last year is 24%

Undertook activities identified in the Regulatory Framework Plan to develop regulatory proposals that update the Transportation of Dangerous Goods Regulations (TDGR), including:

• Updating requirements pertaining to the handling, offering for transport, and transportation of dangerous goods to reflect the most current practices and technological advancements;
• Harmonizing the TDGR with the most recent editions of the international codes;
• Maintaining effective and meaningful engagement practices with stakeholders; and
• Continuing to develop and maintain safety standards for means of containment such as tank cars, highway tanks, intermediate bulk containers and cylinders, which are incorporated by reference in the TDG Regulations

Conducted research, including collaborative research with domestic and international partners, to develop and improve requirements for the safe transportation of dangerous goods, including:

• Publication and dissemination of research results on the assessment of the hazard, flammability and behavior properties of crude oil;
• Assessing various issues related to lithium batteries, including packaging for transportation as cargo by air, and hazards in transport as cargo in marine vessels, as well as other modes of transport;
• Evaluating means of containment under non-ideal conditions;
• Validating emergency actions for liquefied natural gas;
• Reviewing criteria for emergency response assistance plans;
• Evaluating risk related to hydrogen transport; and
• Assessing risk for road transport of dangerous goods.

Modernized the TDG oversight regime for transporting dangerous goods by:

• Designing strategies for key oversight activities, such as compliance inspections, supply chain analysis and movements of dangerous goods in Canada and across the Canada-US border;
• Examining ways to improve the inspection process for low-risk regulated entities so that we can dedicate more oversight resources to higher risk areas;
• Providing training, tools and resources to support the inspectorate; and maintaining and strengthening the outreach program and supporting awareness material for the industry, communities/municipalities, first responders, indigenous partners and the general public

The Transportation of Dangerous Goods (TDG) Act and Regulations' primary mandate is to promote public safety. This includes the prevention of dangerous goods releases and incidents. The departmental actions (listed in Column #3) will directly lead to more effective prevention of incidents throughout Canada

In the event of a dangerous goods incident, Transport Canada may send a TDG Inspector or a TDG Remedial Measures Specialist (RMS). The primary role of the RMS is to promote public safety by monitoring remedial measures taken to mitigate the incident by emergency response personnel

In addition, the Canadian Transport Emergency Centre (CANUTEC) is a national advisory service that assists emergency response personnel in handling dangerous goods emergencies on a 24/7 basis^{Footnote 14}

TDG research results are used to develop or improve requirements for the safe transportation of dangerous goods and for public safety. This includes: 

• means of containment safety and standards in order to reduce the likelihood or severity of an incident, reducing potential public exposure; 
• emergency response planning and response actions; 
• evaluation of emerging or potential new issues or technologies; and
• Evaluation of hazards and risks to inform decision-making

As highlighted in Budget 2019, the TDG Regulatory Sandbox on Electronic Shipping Documents exempts carriers of dangerous goods from the current requirement to carry a shipping document in paper form

Different studies and engagement activities are being conducted with first responders and Industry, with the aim of publishing a report in Spring 2022. This report will include recommendations on how paper documents could be eliminated, while maintaining public safety. Eliminating the requirement to carry a paper document would reduce the impact of the TDG program on the environment by reducing greenhouse gas emissions and the impact on forests and water

SDG 3.9