SPACIUM

Environmental Product Declaration

The Climate is Right for Trains

Design for Environment -

environmental sustainability at the core

At Bombardier Transportation we are dedicated to

developing products and services that combine
energy efficient technology, optimal safety, reliability
and cost efficiency. They are designed for
sustainable mobility throughout their life cycle.

The integration of environmental sustainability into product

development has a long proven history at Bombardier
Transportation, where it has a core function in designing
state-of-the-art rail transportation equipment.
Our unique Design for Environment (DfE) approach,
applying a complete life cycle perspective, is central to our

product responsibility strategy. Maximising energy and

resource efficiency, minimising hazardous substances and
related toxic emissions as well as enhancing the overall
product recyclability rate is the result of a high quality
working process applied to product design and cascaded
down our supply chain.
The Bombardier Transportation Design for Environment
Centre of Competence, together with our entire DfE expert
network, acts as a catalyst by providing the essential tools,
expertise and central coordination in projects worldwide.

of product development

Rail transportation has a high efficiency and natural

advantage whether we are talking about capacity, energy,
space or time. Nevertheless it is Bombardiers aim to
further strengthen this natural advantage and we therefore
always work to continuously improve the environmental
efficiency of our vehicles. The Bombardier ECO4
portfolio is one way to ensure that our products have
outstanding environmental performance by combining
energy efficient technology with optimal safety, reliability
and cost efficiency.
Our vehicles are designed for a wide range of passengers:
children, youth, adults and elderly people. We therefore
also put a strong focus on minimising the use of hazardous
materials and related toxic emissions as well as materials
that are complex to recycle.

Jean Berg
President,
Bombardier Transportation France

This Environmental Product Declaration will provide you

with valuable and relevant information on the environmental
impact throughout all life cycle phases of the SPACIUM
train.

Transparent communication of environmental efficiency

We choose to communicate the environmental efficiency of
our products through Environmental Product Declarations
(EPDs) following the international EPD system. EPDs are
part of the BOMBARDIER* ECO4* portfolio and provide full
transparency to the benefit of our customers. An EPD is a
communication tool providing relevant, verified and
comparable information to meet customer and market
requirements. The international EPD system has the
ambition to help and support organisations developing
EPDs in a structured and reliable way according to
ISO14025.

This EPD gives an insight into the environmental efficiency

of the SNCF Francilien commuter train, built on the
BOMBARDIER* SPACIUM* platform, through all phases
of the vehicle life cycle. It follows ISO 14025:2006 as
well as the Product Category Rules for Rail Vehicles
(PCR 2009:05, version 1.1)1 and is validated by an
independent external verifier approved by the technical
committee of the international EPD system.
More information on the international EPD system
is available at www.environdec.com.
1

 roduct Category Rules (PCR) for preparing an environmental product

P
declaration (EPD) for rail vehicles, UNCPC CODE: 495, PCR 2009:05,
version 1.1, International EPD Consortium (IEC).

The SPACIUM train helping cities breathe

The SPACIUM train is a rapid, flexible vehicle
designed to provide maximum seating capacity,
superior passenger comfort, improved access and an
attractive interior design.

Based on the principles of modularity and flexibility, the

SPACIUM train belongs to a product family that meets all
requirements of suburban operation whilst addressing
infrastructure constraints.
The vehicle can be adapted to meet various platform
lengths with seven and eight-car versions and is designed
to adapt to all voltages of the European networks. It also
provides a high level of reliability by incorporating proven
technology that is already in commercial service. The trains
can travel at a speed of 140 kilometres per hour.

The SPACIUM train is an articulated vehicle, composed of

compact, extra-wide cars, providing particularly spacious
passenger areas. The train is designed to offer excellent
passenger comfort and safety whilst providing maximum
seating capacity. According to interior layout and the
number of cars, between 800 and 1,000 passengers can
be accommodated, over half of whom are seated.
Large vestibules, combined with wide doors and
gangways, provide excellent access for travellers and
improve passenger flow. The trains entrance is positioned
to match 920 mm high platforms, with end-cars accessible
to wheelchairs from 920 mm high platforms. Panoramic
windows and large gangways create a transparent and
open atmosphere.
SNCF ordered 172 seven and eight-car SPACIUM trains
for the Ile-de-France region and specified stringent
requirements making this train a point of reference in terms
of environmental performance.

Vehicle Specifications2
Primary power supply

dual voltage 25 kVac & 1.5 kVdc

Mass 8 cars (max.)

240 t

Length (8 cars)

112.5 m

Overall width

3.06 m

Height

2
3

Top of rail to top of A/C Unit

4,280 mm

Top of rail to floor

985 mm

Floor to ceiling

2,038 mm

Wheel Diameter

840 mm

Truck wheelbase

1,900 mm / 63

Auxiliary power supply

400 Vac, 3-phase

Low-voltage power supply

72 Vdc

Based on one empty car.

Weight depends on customer specific equipment request.

Technical information
Implementing environmental sustainability within
product development has a commanding impact on
vehicle design, resulting in the high overall
recyclability and energy efficiency as well as the low
noise levels of the SPACIUM train. Material content

Material content
The table details the material content of the SPACIUM train
as well as all materials required for maintenance during a 40
year operation. Materials are classified according to ISO
22628:2002. Recycled material content has been estimated
to approximately 35% by weight for an 8-car configuration.
Materials used (kg)
Based on 8-car trainset

Manufacturing

Metals

209,083

131,387

340,470

Polymers

13,117

13,327

26,444

Elastomers

6,504

7,169

13,673

Glass

5,479

4,647

10,126

Fluids

1,800

3,052

4,852

MON

1,690

3,216

4,906

Others

4,679

35, 803

40,482

Total

242,352

198,601

440,953

Maintenance

Total

Recyclability and recoverability

Using materials featuring high recyclability, marking major
plastic components and considering disassembly and
dismantling early in the design phase maximise the overall
product recyclability and recoverability rate. The SPACIUM
train is delivered with a recycling manual which facilitates
the end of life treatment and ensures that the process
follows a high standard in terms of quality and safety. The
projected recyclability and recoverability rate at the end of
life phase of the SPACIUM train are 93% and 98% by
weight respectively, following ISO 22628 methodology.
5%

2%
93%

Material Recycling
Energy Recovery
Residues/Disposal

Modular structure
The SPACIUM train is classified as a suburban passenger
service vehicle. The table shows the vehicle modular
structure.
3%
22%

29%

Carbody 69,874 kg
Interior windows
and doors 44,962 kg
Bogies and running
gears 66,896 kg
Propulsion and electric
equipment 52,535 kg

28%

19%

Comfort systems
8,086 kg

Energy efficiency
Regenerative braking, LED technology, using passenger
counting to optimise HVAC system efficiency and a
sustained effort to reduce weight throughout the design
phase, all contribute to maximising the energy efficiency of
the SPACIUM train.
The projected energy consumption is based on a
simulation for the operational profile of the Paris Gare de
Lyon-Corbeil Essonnes route, including curves, altitude,
time table and characteristics of the electric supply

system4. All assumptions on vehicle operation and auxiliary

systems are based on EC Contract No. FP6-0314585. The
load considered is 906 passengers, that correspond to a
full seat occupancy and 4 passengers/m in the standing
areas. In the simulation two different operational scenarios
are considered: regeneration, where all braking energy is
generated in the catenary and rheostatic, where all
electricity is dissipated.

Noise
The SPACIUM train fulfils the TSI Noise requirements with a
large margin. Exterior sound level measurements follow
ISO3095 methodology6.

KWh/vehicle-km

30
25

2.0

20

24.6

The reported figures include energy consumed for

propulsion and operation of auxiliary systems on board the
SPACIUM train as well as pre-heating/pre-cooling, cleaning
and parking. Values are per vehicle, for a covered distance
of 1km. Note that the model used tends to overestimate
the energy consumption. It is expected that the energy
consumed would be lower in actual conditions, especially if
the driver applies an energy efficient driving style.

2.0
15
16.1

10

Exterior dB(A)

Standstill

< 68

Starting

< 82

Pass by (80 km/h)**

< 81

**measured on a TSI Noise reference track.

5
0

Bombardier Document No. 3EST000213-3881 Performances vhicule NAT.

Specification and verification of energy consumption for railway rolling
stock - Railenergy WP 2.2: Input to future UIC/UNIFE Technical
Recommendation (EC Contract No. FP6 - 031458).
6
Bombardier Document No. IF-934-0292-4 Bruit en environnement et en
cabine de conduite pour lhomologation du train - Rapport dessais de type.
4

Rheostatic

Regeneration

Out of service (pre-heating, cleaning and parking)

Operation

Noise

Highlighted features
Applying life cycle thinking when developing the
SPACIUM train has allowed us to maximise
environmental efficiency while meeting passenger
requirements and expectations.

High capacity
An extended width of 3.06 m provides higher seating
capacity while maintaining passenger comfort. Increasing
vehicle capacity reduces the frequency of journeys required
to operate a specific route, making the SPACIUM train a
highly energy efficient regional commuter vehicle.

Material selection
Screening out materials having an impact on health and
environment is a main focal point in product design.
Applying a Project Prohibited & Restricted Substances
List7, combining requirements from Bombardier
Transportation and SNCF, has resulted in the near
elimination of Chromium VI as well as formaldehyde
emitting materials.

Bombardier Document No. 3EST 7-3118 NAT Project Prohibited & Restricted
Substances List.

7

LED lighting
Besides contributing to comfort and aesthetics, LED
lighting reduces replacement intervals and energy
consumption by a factor of eight when compared to
traditional technology.
Energy recuperation
The SPACIUM train is equipped with an electrical braking
system that significantly reduces the need for mechanical
braking and recovers the braking energy by reintroducing it
into the catenary. Electrical braking also results in a
dramatic reduction in brake dust emissions.

ECO4 compatibility
As one of Bombardiers latest train developments, the
SPACIUM train is compatible with BombardiersECO4
technologies which, when combined, can provide energy
savings of up to 50%. ECO4 technologies include the
BOMBARDIER* EBI* Drive 50, a driver assistance system
that guides drivers to operate the train with a view to
optimised energy usage and the ThermoEfficient
Climatisation System, a system that ensures passenger
comfort while saving considerable amounts of energy.

Low interior and exterior noise

Low noise is achieved through optimised wheel design
featuring wheel-mounted brake discs that provide damping
and a smooth running surface. The noise from electrical
equipment and cooling systems has also been reduced to
a minimum through systematic noise control management
and the use of silent-running systems and components.

Facilitated cleaning
The cantilever seating system, without attachments to the
floor, creates additional floor space for increased safety and
facilitates cleaning. Interior decor has been protected
against vandalism with anti-graffiti paneling, tear-resistant
seats and scratch-resistant windows, minimising the use of
environmentally hazardous cleaning products over the
SPACIUM train life cycle.

Low interior noise levels are achieved through low noise

interior systems, insulated floors and elevated gangway
bellows.

Major plastic components are marked to ensure they can

be efficiently identified, separated and processed for
recycling at their end of life. This is done following
ISO 11469 and associated standards.

Low CO2 emissions

The high energy efficiency of the SPACIUM train and the
low carbon intensity of the French electricity mix result in
very low CO2 emissions at operation. When compared to
travelling with other means of transportation such as
buses, cars and two-wheelers, up to 96% of resulting CO2
emissions per passenger/km could be avoided.
90
Grams CO2 equivalents / passenger-km

High recyclability
The SPACIUM train features materials with high recyclability
and a high content of recycled materials. At the end of life
phase of the vehicle life cycle, the recyclability and
recoverability rate of the SPACIUM train is 93% and 98%
by weight respectively.

80
70
60
50
40
30
20
10
0
SPACIUM Two-wheeler***
SPACIUM
train
train
(rheostatic) (regeneration)

Bus***

Car***

*** Based on Efficacits nergtique et environnementale des modes

de transport (Deloitte-ADEME 2008). Data for regional service with
75% occupation rate.

A life cycle perspective environmental profile of the SPACIUM train

Raw material extraction

Manufacturing

End of life

Operation

At Bombardier we apply a life cycle perspective to the

design of our products, highlighting the significance of
different design options and elucidating the true overall
environmental impact these options have.

Resource efficiency, waste generation and overall

environmental impact are estimated throughout all life cycle
phases of the SPACIUM train, following ISO 14040:2006
methodology8. The results are based on an 8-car
SPACIUM train in service for 40 years, with average
running distance of 200,000 km per year.
All assumptions on vehicle operation and auxiliary systems
load are based on EC Contract No. FP6-031458, following
the methodology and operational profiles used for the
energy consumption simulation. Two different scenarios are
considered in the study: regeneration, where all braking
energy is generated in the catenary and rheostatic, where
all electricity is dissipated. The end of life phase of the life
cycle is modelled according to technology available today.
The potential benefit from material recycling and energy
recovery is not included in the environmental impact tables.
8

10

 ombardier Document No. IF-934-0288-1 Analyse du cycle de

B
vie de la rame NAT.

Power supply
The French average power grid mix was used to model the
use phase of the LCA.
11.8%

4.2%

3.7%

78.0%

Nuclear 78.0%

Solid biomass 0.2%

Hard coal 3.7%

Gaseous biomass 0.1%

Blast furnace gas 0.7%

Waste 0.3%

Natural gas 4.2%

Hydro 11.8%

Heavy fuel oil 0.8%

Others 0.1%

Optimising environmental efficiency

through a life cycle perspective
Life cycle thinking is an integrated part in
the design process at Bombardier. We
apply the Life Cycle Assessment (LCA)
methodology following the ISO 14040
standard to analyse our products
environmental impact throughout all life
cycle stages, raw material extraction,
manufacturing, operation and end of life.
The unique transparency that an LCA
provides allows us to identify key factors
of our design choices and enables us to
optimise the environmental efficiency and
minimise the carbon footprint of our
products.

Design optimisation through a life cycle perspective focusing on water consumption over all life cycle phases.

High energy efficiency during operation and low carbon

intensity of the French electricity mix result in emissions as
low as 4.7 grams and 3.3 grams of CO2 equivalents per
passenger/km respectively for the regeneration and
rheostatic operational scenarios.
The chart details the relative contribution of each life cycle
phase as % of the total mass of CO2 equivalents emitted.

Grams CO2 equivalents / passenger-km

Carbon footprint
The carbon footprint of a passenger travelling for one km
on the SPACIUM train is the result of an allocation of the
total amount of greenhouse gases (GHG) emitted over all
phases of the vehicle life cycle. The total mass of emitted
GHGs is allocated to CO2 equivalents.

4.7

4
3.3
3

0
Rheostatic

Regeneration

End of life

Final assembly

Use

Raw material extraction

11

Environmental impact in detail

Renewable and non-renewable resource
consumption, waste generation and values for
environmental impact categories provide a detailed
insight into the life cycle impact of the SPACIUM
train. Results are reported per passenger, for a
covered distance of 100 km.

Renewable resources
Materials [kg/pass.100km]
Water
Air
Carbon dioxide
Nitrogen
Others
Energy [MJ/pass.100km]

Resource efficiency
The following tables detail renewable and non-renewable
material and energy resource utilization throughout all life
cycle phases of the SPACIUM train. Overall resource
consumption is highest for the use phase of the life cycle.

Hydropower
Biomass
Wind power
Solar energy
Geothermics
Others

Non-renewable resources
Materials [kg/pass.100km]
Inert rock
Natural Aggregate
Limestone (calcium carbonate)
Others
Energy [MJ/pass.100km]
Uranium
Crude oil
Hard coal
Lignite
Natural gas

Waste [kg/pass.100km]
Hazardous
Non-hazardous
Total

Waste generation
Generated waste during the SPACIUM train life cycle is
99.9% non-hazardous and mainly originates from energy
production required for operation.

Environmental impact category

Acidification Potential
Eutrophication Potential
Global Warming Potential

Environmental impact categories

The environmental impact of the SPACIUM train throughout
its life cycle is quantified through environmental impact
categories based on the CML 2001 methodology
framework. For explanation of the environmental impact
categories see Definitions .

12

Ozone Depletion Potential

Photochemical Ozone Creation Potential

Upstream
Upstream module
module
Raw material extraction and
component production

Core module
Final assembly

9,78E-02

3,03E-02

5,13E+00

3,51E+00

4,63E-02

5,85E-02

1,95E+00

1,34E+00

2,82E-04

3,48E-05

1,17E-02

7,30E-06

2,52E-12

1,56E-06

Rheostatic

Downstream module
Use
Regeneration

Total
End-of-life

Rheostatic

Regeneration

3,67E-03

5,27E+00

3,65E+00

5,98E-03

2,06E+00

1,45E+00

8,03E-03

6,60E-07

1,20E-02

8,35E-03

4,34E-06

4,34E-06

4,68E-13

1,16E-05

1,16E-05

0,00E+00

2,22E-06

2,22E-06

0,00E+00

3,78E-06

3,78E-06

1,82E-02

5,01E-03

1,72E+00

1,18E+00

4,98E-05

1,75E+00

1,20E+00

2,79E-04

7,55E-07

3,43E-04

3,07E-04

6,22E-08

6,22E-04

5,86E-04

8,61E-04

1,49E-04

4,84E-02

3,31E-02

5,56E-05

4,95E-02

3,42E-02

2,71E-03

3,28E-04

1,10E-01

7,56E-02

8,47E-06

1,13E-01

7,86E-02

2,36E-03

8,43E-06

3,38E-03

2,47E-03

8,17E-08

5,75E-03

4,84E-03

3,71E-08

0,00E+00

3,41E-08

3,41E-08

0,00E+00

7,12E-08

7,12E-08

Upstream
Upstream module
module
Raw material extraction and
component production

Core module
Final assembly

5,05E-02

2,49E-03

7,72E-01

5,35E-01

7,23E-05

7,12E-05

1,12E-02

7,65E-03

1,24E-03

8,05E-05

8,83E-03

2,98E-02

1,24E-04

2,14E-02
4,11E-02

Rheostatic

Downstream module
Use
Regeneration

Total
End-of-life

Rheostatic

Regeneration

7,85E-04

8,26E-01

5,89E-01

1,17E-05

1,14E-02

7,80E-03

6,26E-03

3,56E-05

1,02E-02

7,62E-03

1,52E-02

1,40E-02

3,79E-05

4,52E-02

4,39E-02

9,82E-02

3,37E+01

2,30E+01

8,66E-04

3,39E+01

2,31E+01

2,27E-03

5,09E-01

3,55E-01

3,88E-04

5,53E-01

3,98E-01

6,26E-02

6,02E-03

1,99E+00

1,37E+00

5,43E-04

2,06E+00

1,44E+00

9,69E-03

3,67E-04

8,45E-02

5,89E-02

5,93E-04

9,51E-02

6,96E-02

3,80E-02

7,91E-02

1,54E+00

1,05E+00

2,98E-04

1,65E+00

1,17E+00

Upstream
Upstream module
module
Raw material extraction and
component production

Core module
Final assembly

Rheostatic

Regeneration

6,83E-04

3,54E-05

1,24E-02

8,49E-03

7,04E-05

1,32E-02

9,28E-03

7,38E-02

3,52E-03

7,76E-01

5,40E-01

5,88E-03

8,59E-01

6,23E-01

7,45E-02

3,56E-03

7,88E-01

5,49E-01

5,95E-03

8,72E-01

6,33E-01

Upstream
Upstream module
module
Raw material extraction and
component production

Core module
Final assembly

Rheostatic

Regeneration

6,17E-05

1,32E-05

1,58E-03

1,09E-03

4,58E-07

1,65E-03

1,16E-03

5,81E-06

1,96E-06

1,24E-04

8,54E-05

5,91E-08

1,32E-04

9,32E-05

1,33E-02

6,75E-03

4,51E-01

3,09E-01

1,08E-03

4,72E-01

3,31E-01

5,71E-10

2,65E-09

9,10E-07

6,20E-07

2,33E-11

9,14E-07

6,24E-07

5,91E-06

3,23E-06

1,07E-04

7,43E-05

3,79E-08

1,17E-04

8,35E-05

Rheostatic

Rheostatic

Downstream module
Use
Regeneration

Downstream module
Use
Regeneration

Total
End-of-life

Total
End-of-life

13

Environmental management

In order to keep the commitment of delivering

superior products, solutions, and services
Bombardier Transportation utilises clearly defined
business processes and a common integrated
Business Management System.

Bombardier Transportation has a comprehensive Business

Management System in place throughout its manufacturing
and service sites. As it is aligned and based on continuous
improvement, we believe this management system to be
critical in helping us to increase resource and energy
efficiency and reduce waste.
The Bombardier Transportation site in Crespin, France, has
achieved certification under the ISO 14001:2004 standard.

14

Bombardier Transportation site in Crespin, France.

Regardless of the system, we follow the practice that each

site must be certified individually prior to its inclusion in
matrix certification. Sites that have not yet achieved
certification are, however, in conformance with our
integrated business system that is aligned with ISO 14001
requirements, which is checked by independent internal
auditors. Besides achieving certification for our own sites,
we also encourage our suppliers to implement an
environmental management system.

Definitions
Acidification Potential (kg SO2 equiv.): Acidification

originates from the emissions of sulphur dioxide and oxides

of nitrogen. In the atmosphere, these oxides react with
water vapor and form acids which subsequently fall down
to the earth in the form of rain or snow, or as dry
depositions. Acidification potential translates the quantity of
emission of substances into a common measure to
compare their contributions to the capacity to release
hydrogen ions.

Eutrophication Potential (kg [PO4]3- equiv.): Nutrients

(mainly nitrogen and phosphorus) accelerate the growth of
algae and other vegetation in water. The degradation of
organic material consumes oxygen resulting in oxygen
deficiency. Eutrophication potential translates the quantity
of emission of substances into a common measure
expressed as phosphates.

Global Warming Potential (kg CO2 equiv.): Some of

the gases in the earths atmosphere (in particular water

vapor and carbon dioxide) have an ability to absorb infrared
radiation. They do not prevent sunlight reaching the earths
surface, but they do trap some of the infrared radiation
emitted back into space causing an increase in the surface
temperature. Global Warming Potential, GWP100,
translates the quantity of emission of gases into a common
measure to compare their contributions relative to carbon
dioxide to the absorption of infrared radiation in 100
years perspective. Carbon footprint is a commonly used
term for GWP.

Ozone Depletion Potential (kg CFC 11 equiv.): Ozone

forms a layer in the stratosphere protecting plants and
animals from harmful UV-radiation. The ozone level has
declined as a consequence of CFCs and halons released
into the atmosphere. A depletion of the ozone layer will
increase the UV-radiation at the ground level. Ozone
depletion potential, ODP, translates the quantity of the
emission of gases into a common measure to compare
their contributions relative to the freon R-11 to the
breakdown of the ozone layer.

Photochemical Ozone Creation Potential

(kg C2H4 equiv.): Photochemical ozone, or ground level
ozone, is formed by the reaction of volatile organic
compounds and nitrogen oxides in the presence of heat
and sunlight. Ground level ozone forms readily in the
atmosphere, usually during hot summer weather.
Photochemical ozone creation potential, POCP, translates
the quantity of emission of gases into a common measure
to compare their contributions relative to ethene to the
formation of photochemical oxidants.

Recyclability and Recoverability: The recyclability

and the recoverability rate of a new rail vehicle are
expressed as a percentage by mass of the rail vehicle that
can potentially be recycled, reused or both (recyclability
rate), or recovered, reused or both (recoverability rate).

Recycled material content: The recycled material

content is the amount of material originating from a
recycling process at a recycling plant or a material recovery
facility.

PCR Review was conducted by the technical committee of

the international EPD system:
Joakim Thornus (Chair)
Swedish Environmental Management Council
email: [email protected]
Independent verification of the declaration and data, in accordance
to ISO 14025:2006
Internal

External

Martin Erlandsson, Individual Verifier, c/o IVL Swedish Environmental

Research Institute Ltd., Box 21060, SE-100 31
Stockholm, Sweden
Tel: +46 8 598 563 30, Fax: +46 8 598 563 90
email: [email protected]
Environmental Product Declarations within the same product
category, but from different programs may not be comparable.
This EPD is valid until 2013-04-13.
Registration No. S-P-00189
UN CPC 49520
Date: 2010-06-01

15

Learn more about our commitment to sustainable mobility on:

www.theclimateisrightfortrains.com
If you no longer require this brochure please recycle it responsibly.

Bombardier Transportation
Place des Ateliers - BP 1
FR 59154 Crespin, France
Tel: +33 3 27 23 53 00
Bombardier Transportation
Department PGR TSSE Centre of Competence
Design for Environment
stra Ringvgen 2,
SE - Vsters 721 73 Sweden
Tel: +46 10 852 0000
www.bombardier.com
*Trademark(s) of Bombardier Inc. or its subsidiaries.

2011, Bombardier Inc. or its subsidiaries. All rights reserved. Printed in France/10787/PGR/01-2011/en

This brochure has been printed on cellulose-based paper from certified

sustainably managed forests in accordance with the PEFC system. Bombardier
Transportation has an active set of environmental print guidelines, for further
details click onto:
www.transportation.bombardier.com