Carbon Disclosure Project _CDP6_ by absences

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									                          Carbon Disclosure Project (CDP6)
                               Reporting 2007 Data

General Introduction

Climate change, public concern about climate change, and possible political responses to
these phenomena could impact BNSF in a variety of ways. Within the foreseeable future,
BNSF believes the net commercial impact will be positive for the railroad. Concerns
about climate change and the rising cost of fossil fuel enhance the competitive position of
rail transportation vs. less efficient modes of moving freight. Carbon dioxide (CO2) is by
far the most prominent greenhouse gas (GHG). CO2 from fossil fuel combustion in the
United States accounts for approximately 82% of the country’s GHG emissions. i The
amount of carbon dioxide released per unit of transportation service (i.e., per ton-mile) is
directly related to the energy efficiency of the transportation mode providing that service.
Since freight railroads are two to four times more fuel efficient than trucks, railroads emit
two to four times less GHGs than trucks for the same transportation service. Also,
compared with trucks, on a ton-mile basis, railroads emit less than one-seventh the
hydrocarbons and particulates, and just one-third the nitrogen oxides and carbon
monoxide per ton mile.

If just 10 percent of the freight currently moved by highway were diverted to rail, our
nation would save hundreds of millions of gallons of fuel annually. BNSF continues to
leverage this competitive advantage. By partnering with trucking companies to provide
long-haul transportation service, BNSF is moving, via intermodal rail, truckload freight
that would otherwise have gone over the road. One intermodal train is equivalent to
removing 280 trucks or over 1,000 cars, from the highways. ii BNSF continues to improve
the company’s intermodal facilities and operations so that more freight can be moved by
rail.



1. Risks and Opportunities

Question 1(a) Risks:
i. Regulatory Risks: How is your company exposed to regulatory risks related to climate
change?
BNSF’s material GHG emissions consist of CO2 from fossil fuel consumed within the
United States, where there is currently little regulation in place concerning the climate
impact of these emissions. Although we do not know the impact of proposed future
regulations, we believe that they would enhance the competitive position of rail vs. truck
transport. The United States policy response to climate change emphasizes voluntary
collaboration by key industries. In 2002, BNSF made a commitment to the White House

i
   Energy Information Administration. Greenhouse Gases, Climate Change, and Energy. April 2004.
<http://www.eia.doe.gov/oiaf/1605/ggccebro/chapter1.html>
ii
   Association of American Railroads. “Freight Rail Works to Relieve Highway Congestion.”
www.freightrailworks.org


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Council on Environmental Quality to reduce greenhouse gas intensity by 18 percent by
the year 2012. The fuel efficiency of BNSF has increased by 8% in the past ten years
from 717.5 gross ton miles per gallon in 1997 to 777.8 gross ton miles per gallon in 2007.
(Gross ton miles includes the weight of trains and their cargo.)

ii. Physical Risks: How is your company exposed to physical risks from climate change?
BNSF operations are adversely affected by abnormally deep snowfalls, extreme weather
events with very high winds, and by extremely hot weather that affects rails in ways that
reduce the maximum safe speed for trains. Operations may also be affected by flooding
in some locations, as has been seen during the recent flooding along the Mississippi and
its tributaries in the upper Midwest. BNSF operates in a few coastal areas but has only a
small percentage of its track and key facilities at elevations near sea level.

iii. General Risks: How is your company exposed to general risks as a result of climate
change?
A significant portion of BNSF’s revenues result from our transportation of coal for
generation of electricity. This business may be at risk if legislation is passed limiting the
emission of carbon without adequate research into clean coal and sequestration
technologies.

This risk may be offset by the steady increase in intermodal shipments. We expect
intermodal shipments to continue increasing as business customers and citizens focus
more attention on the greenhouse gas emissions that result from their choices. As more
customers become aware of the environmental benefits of moving freight by rail rather
than highway, we believe our overall business will increase.

It is plausible that rising fuel prices and carbon limitations could in the long run reduce
demand for long-haul transportation services, by depressing economic activity generally,
and/or by making locally sourced goods and services more attractive and price
competitive compared with goods from distant producers.

iv. Risk Management: Has your company taken or planned action to manage the general
and regulatory risks and/or adapt to the physical risks you have identified?
BNSF continuously monitors current weather conditions and adjusts the operations of
trains and equipment based on the potential severe weather predictions. BNSF also
makes capital improvements to guard against landslides, washouts, and high winds
affecting our transportation in various areas. BNSF also monitors the political and
regulatory risks associated with climate change.

v. Financial and Business Implications: How do you assess the current and/or future
financial effects of the risks you have identified and how those risks might affect your
business?
Reducing the maximum safe speed of our trains during extremely adverse weather
conditions does cost more money due to longer transportation times. However, BNSF
always considers health and safety first in all operations. With regard to coal




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transportation, we do not see a significant risk of reduced coal revenues in the short or
medium term.

Question 1(b) Opportunities:
i. Regulatory Opportunities: How do current or anticipated regulatory requirements on
climate change offer opportunities for your company?

Within the foreseeable future, BNSF believes the net commercial impact of regulatory
requirements will be positive for the railroad. Carbon limitations would join the rising
cost of fossil fuel as factors likely to enhance the competitive position of rail
transportation vs. less efficient modes of moving freight. Business customers and the
general population may be more inclined to use rail as a transportation service since it is
two to four times more fuel efficient than trucks. Because freight railroads are two to
four times more fuel efficient than trucks, railroads emit two to four times less GHGs
than trucks for the same transportation service. Compared with trucks, on a ton-mile
basis, railroads emit less than one-seventh the hydrocarbons and particulates. Just one
BNSF intermodal train can take more than 280 trucks off of our nation’s long-distance
highways. BNSF ships more intermodal containers than any other U.S. railroad. U.S.
trucking companies increasingly are relying on BNSF for long-haul freight transportation
to address their driver shortages and reduce their fuel costs and other expenses.



ii. Physical Opportunities: How do current or anticipated physical changes resulting from
climate change present opportunities for your company?
We see few opportunities for BNSF resulting from anticipated physical changes caused
by climate change.

iii. General Opportunities: How does climate change present general opportunities for
your company?
See answer to question 1(b-i) above.

iv. Maximizing Opportunities: Do you invest in, or have plans to invest in products and
services that are designed to minimize or adapt to the effects of climate change?

We make substantial investments in energy efficiency-- investments that will minimize
carbon emissions as well as operating costs. We improve fuel efficiency and reduce
GHG emissions through research and development, improved operating practices,
redesigned freight cars, track structure improvements, new locomotive technologies, as
well as reducing drag and friction, improving dispatching, and improving training. We
are acquiring new locomotives with advanced microprocessors and other features that
continually monitor locomotive functions to make significant fuel efficiency gains.

We have instituted policies and introduced various technologies to reduce locomotive
idling whenever possible. Idle control technologies are increasingly being used on switch
locomotives that are used primarily in rail yards to move railcars from one track to



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another. Depending on the location and operational requirements of the rail yard, switch
engines may run 24 hours a day, and may idle a fair percentage of the time due to
operating necessities and safety requirements – especially in cold weather. Idle control
technology reduces fuel consumption and the air emissions associated with diesel fuel
combustion. The 2007 BNSF fleet of locomotives (about 6,500 units) includes 3,642
units equipped with idle control technology and future locomotive purchases and
locomotive overhauls will be similarly equipped.

We also use alternative fuels and ultralow emitting locomotives to reduce air emissions.
BNSF operates 72 GenSet locomotives . Compared to conventional switch engines,
GenSets use 15 percent less diesel fuel and reduce emissions by 50 percent. iii The
GenSet locomotive uses a configuration of multiple engines, which operate
independently in response to load conditions, instead of having one large engine
operating at all times. When power requirements are low, only one engine is used and
more engines come on line as power needs increase.

We continually examine ways to maximize asset utilization to save energy while
enhancing service to customers. BNSF is also collaborating with Vehicle Projects LLC
to produce a switch locomotive powered by a hydrogen fuel cell. Fuel cells convert fuel
to energy through an electrochemical process rather than through combustion, creating an
efficient and quiet process with virtually no emissions. Overall, the fleet modifications
result in decreased fuel usage and reduced air emissions, benefit our environment and
communities where we operate, and save company costs.

v. Financial and Business Implications: How do you assess the current and/or future
financial effects of the opportunities you have identified and how those opportunities
might affect your business?
BNSF predicts costs and revenues from its different shipment modalities, taking
efficiency improvements and market trends into account.

2. Greenhouse Gas (GHG) Emissions Accounting

Question 2(a) Accounting Parameters:

i. Please indicate the category that best describes the company, entities or group for
which your response is prepared:
     a. Companies over which financial control is exercised- per consolidated audited
        financial statements.
     b. Companies over which operational control is exercised.
     c. Companies over which an equity share is held.
     d. Other (please provide details)
Option a – per consolidated audited financial statements

ii. Reporting Year: Please explicitly state the dates of the accounting year or period for
which GHG emissions are reported.
iii
      General Electric. Hybrid Locomotive. http://ge.ecomagination.com/site/products/hybr.html


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         January 1, 2007 to December 31, 2007

         iii. Methodology: Please specify the methodology used by your company to calculate
         GHG emissions.
         To calculate GHG and other emissions from diesel, BNSF uses the following factors
         provided by the U.S. Environmental Protection Agency (EPA) for emissions from its
         locomotives:

                   Greenhouse Gas             Emission Factor (kg/gallon diesel)
                   Carbon Dioxide                           10.15332
                   Nitrogen Oxides                             177.0
                   Particulates                                 6.2
                   Carbon Monoxide                              27.4
                   Sulfur Dioxide                               16.3
                   Hydrocarbons                                 9.8

         Emission factors from EPA 420-F-97-051, Table 9, excluding CO2.

         For its diesel trucks, BNSF uses the EPA-supplied factor of 10.084 kg CO2/gallon diesel.
         To calculate CO2 emissions from locomotive LNG, BNSF uses EPA’s factor of 4.8105
         kg CO2 per gallon LNG.

         Question 2(b) Direct and Indirect Emissions

         i. Are you able to provide a breakdown of your direct and indirect emissions under
         Scopes 1 and 2 of the GHG protocol and to analyze your electricity consumption? If so,
         please provide the following information together with a breakdown of the emissions
         reported under each category by country where possible. If not, please proceed to
         question 2b ii:

         Scope 1 Direct GHG Emissions
             a. Total global Scope 1 activity in metric tons CO2- e emitted.
         Nearly all of the BNSF GHG emissions are produced from combustion of diesel fuel by
         our locomotives. BNSF does not track, nor do we generate, significant emissions of CH4,
         N2O, HFCs, PFCs, and SF6. The following table displays our estimated Scope 1 CO 2
         emissions:

                                                                  Kg CO2 per     Metric Tons
BNSF Scope One GHG Emissions, 2007                                   Unit           CO2           Pct of Total
                                 Quantity             Units
Locomotive Diesel fuel, gallons    1,441,587,000     Gallons       10.15332      14,636,894        98.27%
Switch engines, LNG, gallons          154,108        Gallons        4.8105           741            0.00%
Intermodal Diesel fuel, gallons*     6,000,000       Gallons        10.084         60,504           0.41%
Fleet vehicles, diesel gallons       7,128,896       Gallons        10.084         71,888           0.48%
Fleet vehicles, gas gallons         11,516,811       Gallons        9.0166        103,842           0.70%
Natural Gas, therms                  4,000,382       Therms          5.31          21,242           0.14%



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Total Scope One CO2 emissions                                                                    14,895,112       100.00%
        Reflects data as of 3/18//2008
        *Intermodal diesel fuel quantity is an estimate based on the percentage increase from actual 2005 to 2006
        quantity data

           b. Total Scope 1 activity in metric tons CO 2 -e emitted for Annex B countries.
         BNSF does not produce Scope 1 emissions in Annex B countries

         Scope 2 Indirect GHG Emissions
            a. Total global Scope 2 activity in metric tons CO2 - e emitted.
         The table below describes the indirect GHG emissions from BNSF’s electricity usage.

                                           Year     CO2 Emissions (tons)-
                                                     Indirect Electrical
                                           2003            50,241
                                           2004            46,926
                                           2005            54,471
                                           2006            53,654
                                           2007            69,811

           b. Total Scope 2 activity in metric tons CO2 -e emitted for Annex B countries.
         BNSF does not produce Scope 2 emissions in Annex B countries

         Electricity Consumption
            a. Total global MWh of purchased electricity
         The table below describes BNSF’s total electricity use in megawatt hours (MWh) in2007.

                                             Year      MWh Electricity
                                                           Used
                                             2003        74,295.14
                                             2004        66,605.26
                                             2005        77,914.46
                                             2006        78,783.58
                                             2007        89,747.12

           b. Total MWh of purchased electricity for Annex B countries
         BNSF does not purchase electricity for Annex B countries

            c. Total global MWh of purchased electricity from renewable sources
         BNSF currently purchases electricity from renewable sources in areas where it is
         commercially available.

           d. Total MWh of purchased electricity from renewable sources for Annex B
               countries.
         BNSF does not produce Scope 1 emissions in Annex B countries




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ii. If you are unable to detail your Scope 2 GHG emissions and/or electricity
consumption, please report the GHG emissions you are able to identify together with a
description of those emissions.
See Scope 2 greenhouse gas emissions provided above.

Question 2(c) Other Emissions- Scope 3 of GHG Protocol
How do you identify and/or measure Scope 3 emissions? Please provide where possible:
i. Details of the most significant Scope 3 sources for your company.
ii. Details in metric tones CO2 -e of GHG emissions in the following categories:
        a. Employee business travel.
BNSF does not currently measure emissions generated through employee business travel.
We will continue to monitor this issue and may consider it in the future.

       b. External distribution/logistics.
BNSF does not currently measure emissions generated by external distribution/logistics.
We will continue to monitor this issue and may consider it in the future, although this is
considered a very small percentage of overall emissions.

        c. Use/disposal of company’s products and services.
As indicated earlier, because freight railroads are two to four times more fuel efficient
than trucks, railroads emit two to four times less GHGs than trucks for the same
transportation service.

   e. Company supply chain.
BNSF does not currently measure emissions generated by our supply chain. We will
continue to monitor this issue and may consider it in the future, although this is
considered a very small percentage of overall emissions.

iii. Details of the methodology you use to quantify or estimate Scope 3 emissions.
Not applicable.

Question 2(d) External Verification.
BNSF’s utility usage data is collected and is run through 35 electronic audits to look for
any billing anomalies based on historical usage.

Question 2(e) Data Accuracy
Does your company have a system in place to assess the accuracy of GHG emissions
inventory calculation methods, data processes and other systems relating to GHG
measurement? If so, please provide details. If not, please explain how the data accuracy is
managed.
Currently external vendors manage our utility bills and our fuel use receipts. Based on the
total electricity and fuel usage from these bills, we use the EPA emissions factors as
shown in Question 2b to calculate our GHG emissions. To maintain data accuracy, we
make comparisons to other operating statistics, and to previous year estimates of
emissions.




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Question 2(f) Emissions History
Do the emissions reported for your last accounting year vary significantly compared to
previous years? If so, please explain the reasons for the variations.
No significant variation.

Question 2(g) Emissions Trading
i. Does your company have facilities covered by the EU Emissions Trading Scheme?
BNSF does not participate in the EU Emissions Trading Scheme.
If so:
    a. Please provide details of the annual allowances awarded to your company in
        Phase I for each of the years from 1 January 2005 to 21 December 2007 and
        details of allowances allocated for Phase II commencing on 1 January 2008.
Not applicable
    b. Please provide details of actual annual emissions from facilities covered by the
        EU ETS with effect from 1 January 2005.
Not applicable
    c. What has been the impact on your company’s profitability of the EU ETS?
Not applicable

ii. What is your company’s strategy for trading or participating in regional and/or
    international trading schemes (e.g.: EU ETS, RGGI, CCX) and Kyoto mechanisms
    such as CDM and JI projects?
BNSF does not presently participate in regional or international trading schemes.

Question 2(h) Energy Costs
i. Please identify the total costs in US $ of your energy consumption e.g. from fossil fuels
and electric power.
Locomotive fuel expense was about $3.2 billion for 2007. An amount this high is normal
for the railroad industry as fuel is a critical input to our business.

ii. What percentage of your total operating costs does this represent?
Locomotive fuel expense represented about 25% of our operating expenses.

iii. What percentage of energy costs are incurred on energy from renewable sources?
BNSF currently does not monitor the energy costs from renewable sources.

3. Performance

Question 3(a) Reduction Plans
i. Does your company have a GHG emissions reduction plan in place? If so, please
provide details along with the information requested below. If there is currently no plan
in place, please explain why.
In 2002, BNSF made a commitment to the White House Council on Environmental
Quality to reduce greenhouse gas intensity by 18% by the year 2012 pending $5 million
in federal money for locomotive fuel efficiency. The fuel efficiency of BNSF has




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increased by 8% in the past ten years from 717.5 gross ton miles per gallon to in 1997
to777.8 gross ton miles per gallon in 2007.

We are also reducing emissions by improving the efficiency of our equipment and
operations. We are continuing to improve fuel efficiency and reduce GHG emissions
through research and development, improving operating practices, redesigning freight
cars, improving track structure, reducing drag and friction, improving dispatching, and
improving training for locomotive engineers. We are purchasing new locomotives with
advanced microprocessors and other features that continually monitor locomotive
functions to make significant fuel efficiency gains. We have instituted policies and
introduced various technologies to reduce locomotive idling whenever possible.

In 2005, BNSF joined the U.S. EPA’s SmartWay Transport Partnership, a voluntary
collaboration between U.S. EPA and the freight industry designed to measure and
increase energy efficiency while significantly reducing greenhouse gas emissions and air
pollution. Since joining SmartWay, BNSF has contributed to GHG emissions reductions
and benefited in the following ways:
     Improved fuel efficiency on a gross ton mile basis, from implementing reduced
        engine idling times
     Cost savings from reduced fuel usage
     Collaboration with shippers who also partner with SmartWay
     Ability to quantify, track and manage emissions and emissions reductions
        strategies
     As we have noted, using freight rail is a way to nation can reduce its GHG
        emissions

ii. What is the baseline year for the emissions reduction plan?
2002

iii. What are the emissions reduction targets and over what period do those targets
extend?
In 2002, BNSF committed to achieving an 18 percent reduction in GHG emissions
intensity by 2012. Our commitment to reducing our GHG emissions is discussed in
further detail in Question 3a(i).

iv. What activities are you undertaking to reduce your emissions e.g.: renewable energy,
energy efficiency, process modifications, offsets, sequestration, etc? What targets have
you set for each and over what timescales do they extend?
Almost 60% of our locomotives are equipped with idle control technology to reduce fuel
use and GHG emissions. We also use alternative fuels and hybrids to reduce air
emissions. The hybrid technology employs the use of batteries as the power source for
the locomotive, paired with a small diesel generator to charge the batteries. The GenSet
locomotive uses a configuration of multiple engines, which operate independently in
response to load conditions, instead of having one large engine operating at all
times. When power requirements are low, only one engine is used. Compared to



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conventional switch engines, hybrids use 15 percent less diesel fuel and reduce emissions
by 50 percent. iv

We continually examine ways to maximize asset utilization to save energy while
enhancing service to customers. BNSF is collaborating with the US Department of Army
and Vehicle Projects LLC to produce a switch locomotive powered by a hydrogen fuel
cell. Fuel cells convert fuel to energy through an electrochemical process rather than
through combustion, creating an efficient and quiet process with virtually no emissions.
Overall, the fleet modifications result in decreased fuel usage and reduced air emissions,
and benefit our environment and communities where we operate.

v. What investment has been or will be required to achieve the targets and over what time
period?
BNSF has made excellent progress to reduce our GHG emissions by purchasing low
emission and hybrid locomotives. We will continue to invest in upgrades to our fleet.

vi. What emissions reductions and associated costs or savings have been achieved to date
as a result of the plan?
Over the past 25 years, freight trains have increased their fuel efficiency by 80%. v Since
2000, BNSF’s fuel efficiency has increased by 4%. See table below for average gross ton
miles per gallon:

                                                      Gross Ton Miles
                                          Year
                                                      per Gallon Diesel
                                          2000               746.2
                                          2001               761.7
                                          2002               760.1
                                          2003               751.5
                                          2004               752.9
                                          2005               756.9
                                          2006               757.7
                                          2007               777.8
                                      Reflects data as of 2/29//2008

Our decrease in fuel use results in fewer emissions per gross ton mile and ultimately
saves company costs. During 2007, we were able to achieve record fuel efficiency with a
nearly 3 percent improvement over 2006, avoiding the purchase of more than 38 million
gallons of fuel, saving $90 million, and benefiting the environment by burning less fuel
per ton-mile. We expect our annual savings on fuel to continue as the price of fuel
increases and the efficiency of our locomotives increases.

Question 3(b) Emissions intensity
i. What is the most appropriate measurement of emissions intensity for your company?
Gross ton miles per gallon (the total weight of trains and cargo, multiplied by the miles
traveled by each ton)

iv
     General Electric. Hybrid Locomotive. http://ge.ecomagination.com/site/products/hybr.html
v
     Association of American Railroads.


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ii. Please state your GHG emissions intensity in terms of tons of CO2 -e reported under
Scope 1 and Scope 2 per US $m turnover and EBITDA for the reporting year.
No response

iii. Has your company developed emissions intensity targets? If so:
     a. Please state your emissions intensity targets.
     b. Please state what reductions in emissions intensity have been achieved against
     targets and over what time period.
In 2002, BNSF made a commitment to the White House Council on Environmental
Quality to reduce greenhouse gas intensity by 18% by the year 2012. In the past 10 years
(1997 to 2007), the fuel efficiency of BNSF railroads increased by 8% (717.5 to 777.8
M).

Question 3(c). Planning
Do you forecast your company’s future emissions and/or energy use? If so:
   i.     Please provide details of those forecasts, summarize the methodology used
          and the assumptions made.
   ii.    How do you factor the cost of future emissions into capital expenditure
          planning?
   iii.   How have these considerations made an impact on your investment decisions?
No response

4. Governance

Question 4(a). Responsibility
Does a Board Committee or other executive body have overall responsibility for climate
change? If not, please state how overall responsibility for climate change is managed. If
so:
    a. Which Board Committee or executive body has overall responsibility for climate
       change?
BNSF management reports annually to its Board of Directors on environmental matters.
However, BNSF does not have a board level position with specific responsibility for
climate change.

    b. What is the mechanism by which the Board or other executive body reviews the
        company’s progress and status regarding climate change?
BNSF’s Environmental Health and Safety Committee meets quarterly to review
environmental policy and performance. The responsibility for managing climate change
and other environment-related issues is assigned to the position of Assistant Vice
President for Environment and Research and Development. In its annual report and in
special quarterly and annual Environmental Reports, BNSF details fuel consumption and
CO2 and other emissions, and discusses the energy efficiency advantages of rail
transportation. BNSF has also formed a cross-functional team to study and make
recommendations on public policy issues related to climate change.




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Question 4(b). Individual Performance
Do you assess or provide incentive mechanisms for individual management of climate
change issues including attainment of GHG targets? If so, please provide details.
We hire individuals and companies whose sole purpose is to develop and implement
efficiency improvements. In addition, BNSF recognizes employees who exemplify
environmental excellence and ingenuity through award recognition programs such as the
John H.Chafee Environmental Excellence Award and the BNSF Environmental
Employee of the Year Award.

Improvements in operating and maintenance practices have an important impact on our
fuel efficiency. Locomotive engineers are trained to shut down idling locomotives, isolate
or shut down unneeded locomotives in the consist, pace trains, and adjust acceleration
and braking to conserve fuel. Our Engineering team lubricates rails to help reduce the
friction between the wheels and the rail, and our Mechanical employees maintain our
locomotives and railcars in top condition.
We recognize and reward employees who use excellent fuel-saving practices. In 2003, we
began Every Drop Counts, a campaign to recognize employees who took measurable
steps to improve our fuel efficiency. And in January 2007, we launched the Fuel MVP
program to reward locomotive engineers who meet or exceed certain fuel efficiency
benchmarks. The initiative was introduced in busy corridors where we have the greatest
potential to save fuel.


Question 4(c). Communications
Please indicate whether you publish information about the risks and opportunities
presented to your company by climate change, details of your GHG emissions and plans
to reduce emissions through any of the following communications:
    i.     The company’s Annual Report or other statutory filings, and/or
    ii.    Formal communications with shareholders or external parties, and/or
    iii.   Voluntary communications such as Corporate Social Responsibility reporting.

If so, please provide details and link to the document or a copy of the relevant excerpt.

BNSF’s 2007 Corporate Citizenship Report (which can be found at:
http://www.bnsf.com/investors/ccr/2007/) recognizes the company’s need to consistently
enhance the quality of life and sustainability of the communities in which we work and
live through environmental stewardship. Our corporate citizenship report reiterates that
at BNSF, we carefully monitor our CO2 emissions, and we’re proud of the fact that we’ve
reduced our carbon intensity by more than 6 percent since 1999. BNSF is the only
railroad to voluntarily report carbon emissions to the Department of Energy (updated
reporting results can be found at: http://www.eia.doe.gov/oiaf/1605/frntvrgg.html). In
addition, we voluntarily report total greenhouse gases per dollar of revenue to the
Business Roundtable. In terms of total carbon footprint, BNSF trains emit about 15
million metric tons of CO2 each year. This number has been fairly constant in recent
years, because even as BNSF has reduced carbon emissions per ton mile, total freight



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volumes continue to rise. In 2007, however, we reduced this to about 14.5 million metric
tons due to improved fuel efficiency.

In addition, as stated in the BNSF corporate citizenship report, BNSF is an industry
leader in the use of alternative power sources, notably solar-powered switches and wind-
powered generators. We installed solar-powered switches in 1996 at one of the
company’s largest rail yards, in Kansas City. Since then we have installed more than 850
of these switches across the BNSF network. We have also installed turbines at more than
50 locations to collect wind energy for power system backup, with plans to install another
50, including several near Hettinger, North Dakota. We installed our first wind-powered
generators in 2004 at 32 locations near Needles, California. As much as possible, we
choose materials and technologies that are recycled, low-impact, non-toxic, produced
through sustainable processes and require minimal energy to run.

At BNSF’s 12-story general office building in Topeka, Kansas, the heat generated by the
main data center is recycled back into the building to heat and cool the entire facility.

BNSF is the only railroad to have joined the Global Environmental Management
Initiative, an organization of leading companies dedicated to fostering global
environmental, health and safety excellence. The group has 40 member companies
representing $915 billion in annual sales, 2.5 million employees and 3,034 manufacturing
facilities around the world.
This initiative focuses especially on sharing best practices and environmental expertise
across companies and industries to help raise the overall quality of environmental
practices globally. For instance, Fortune 500 companies in this initiative have been able
to help smaller companies apply leading-edge environmental practices.

Further information regarding BNSF’s commitments to environmental stewardship can
be found at: http://www.bnsf.com/communities/environmental/ and
http://www.bnsf.com/communities/responsible_care/pdf/Environmentsummary.pdf


Question 4(d). Public Policy
Do you engage with policymakers on possible responses to climate change including
taxation, regulation and carbon trading? If so, please provide details.
No Response




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