New rules from the California Air Resources Board (CARB) are generating much controversy, with critics saying they are not feasible, and dependent on technology that does exist.
The new Carb regulations would require freight trains to operate the state in zero-emission configuration by 2035.
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Other critics note that the effect of the new rules could be the move of freight from rail to truck - not a green outcome. |
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Further, by the end of the decade, the rules would require the retirement of diesel locomotives 23 years or older, despite typically useful lives of over 40 years.
Then starting in 2030, new passenger locomotives must operate with zero emissions, with new engines for long-haul freight trains with the same requirements by 2035.
Given the interstate nature of rail carriage, California needs the EPA to grant it a waiver to put the rules into effect. If the agency agrees, the policy will inevitably affect the entire continental United States.
An outfit called the Competitive Enterprise Institute (CEI) observes that “If engines must be built to CARB’s standards to operate in California, manufacturers will come under heavy pressure to build CARB-compliant locomotives for all states.”
In addition to all the technology and operational barriers, the new rules mandate that starting in 2026, the state’s locomotive operators must set aside hundreds of millions of dollars annually to fund a transition to a zero-emission rail system.
The new rules are generating much pushback.
For example, the reason.com web site notes that “the kicker is that no technology exists today to enable railroads to comply with California.”
There are concerns in the trucking sector about the ability of batteries to consistently power heavy duty trucks. Now translate that challenge to freight trains weighing significantly more.
The stakes are high. Freight rail accounts for about 40% of long-distance ton-miles - more than trucking.
Commenting on the proposed new rules, the Association of American Railroads warned that the technology for zero-emission (ZE) freight trains “has not been sufficiently tested in prototype or operational service and is not commercially available on the market today.”
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CEI notes that smaller train companies are also scrambling to understand how to comply with this regulation and survive. That’s because many of their locomotives are 40-50 years old, far older than the age of 23 years that would serve as the cutoffs for locomotives to operate in California after 2029 under CARB’s plan.
The smaller railroads play an essential role in the freight ecosystem, providing the “first mile” and “last mile” connections that feed goods from local producers into the national rail network for long-distance carriage.
A company called Wabtec has introduced a pioneering advance in rail technology with the launch of the world's first battery-powered locomotive, bthe dream of a freight train fully powered by batteries remains highly dubious.
“The challenges of substituting diesel with batteries—primarily due to batteries' substantial weight and volume—make it an impractical solution for long-haul trains,” reason.com points out, adding that “the risk of battery overheating and potential explosions, which can emit harmful gases, is a significant safety concern.”
Other critics note that the effect of the new rules could be the move of freight from rail to truck - not a green outcome.
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