In a bid to reduce carbon emissions and become more carbon neutral by 2030 and 2050 respectively, The California Air Resources Board (CARB) has enacted a new policy that will phase-out traditional diesel-fueled trains and locomotives of all kinds by 2030.
The San Francisco Chronicle succinctly explained how this new rule will function:
Under the new regulations, zero-emissions models will be required for all switch, industrial and passenger locomotives built after 2030 and for all freight line locomotives built after 2035. Any non-zero emissions locomotive that is 23 years old or more will not be allowed to operate in the state past 2030.
The regulations also require train operators to open a spending account by July 2024 that they must deposit into every year to purchase or lease cleaner diesel trains and buy zero-emissions infrastructure. Operators that generate more pollutants are required to deposit more into the spending account, and the amount required to be deposited would also increase every year.
CARB introduced these propositions in June of last year, which, more specifically, will also add a smattering of new regulations as early as 2024. According to CARB this will include things like reducing the idling time of locomotives, among others things, though some exceptions have been baked into the cake if need be and if undefined emergencies arise. The state will also fund and set up special spending accounts to have companies and railroads make the transition.
Starting in 2024: Spending Account
- Locomotive operators would be required to fund their own trust account based on the emissions created by their locomotive operations in California. The dirtier the locomotive, the more funds must be set aside.
- Spending Account funds would be used to purchase the cleanest locomotives or upgrade existing locomotives to the cleanest tier.
2. Starting in 2030: In-Use Operational Requirements
- Only locomotives less than 23 years old would be able to be used in California.
- Beginning in 2030, all switch, industrial, and passenger locomotives with an original engine build date of 2030 or newer would be required to operate in a ZE configuration—i.e., qualify as either a ZE locomotive or ZE capable locomotive to operate in California.
- Beginning in 2035, all Class I line haul locomotives with an original engine build date of 2035 and beyond would be required to operate in a ZE configuration—i.e., qualify as either a ZE locomotive or ZE capable locomotive to operate in California.
3. Starting in 2024: Idling Limit
- All locomotives with automatic shutoff devices would not be permitted to idle longer than 30 minutes, unless for an exempt reason. Exemptions align with those described by U.S. EPA., and would be granted for reasons like maintaining air brake pressure or keeping the driver cabin heated or air conditioned.
4. Starting in 2024: Registration and Reporting
- Locomotives operating in the state would be required to register with CARB.
- Locomotive activity, emission levels and idling data would be required to be reported annually.
5. Additional Options Under the Proposed Regulation
- Alternative Compliance Plan: The Proposed Regulation offers an Alternative Compliance Plan, which would allow locomotive operators to reduce emissions through other strategies, provided those strategies are not already required. Alternative Compliance Plans must achieve emission reductions equivalent to or greater than those under the Proposed Regulation.
- Temporary Locomotive Operating Waiver: The Proposed Regulation allows operation of locomotives prohibited from operation in California under the In-Use Operational Requirement under specific circumstances, such as for maintenance
- Small Business Hardship Extension: The Proposed regulation offers a process for small businesses to apply for a temporary extension of their obligations under the Spending Account and/or the In-Use Operational Requirement.
- Historic Railroad Low-Use Exemption: Historic locomotive operators that meet specific requirements may receive permission to be exempt from obligations under the Spending Account and/or the In-Use Operational Requirement.
CARB Chair Liane Randolph said in a news release:
Locomotives are a key part of California’s transportation network, and it’s time that they are part of the solution to tackle pollution and clean our air.
With the new regulation, we are moving toward a future where all transportation operations in the state will be zero emissions.
Randolph said
But rail unions and companies are not too enthusiastic about this.
In a statement to FreightWaves, a spokesperson for Union Pacific (UP) said:
Union Pacific is deeply disappointed in the California Air Resources Board’s decision to impose burdensome regulations on the railroad industry, which fail to take into consideration that the technology and infrastructure needed for success do not exist.
[Still, UP is] committed to achieving net zero carbon emissions by 2050 and [we] are making significant strides in addressing criteria pollutants. For example, we are investing $1 billion to modernize locomotives, signed a $100 million deal to test battery-electric locomotives, and are testing biofuel blends to improve carbon and criteria pollutant emissions. We are dedicated to ongoing collaboration to find balanced solutions.
The Association of American Railroads also told FreightWaves that they locomotive and railroad companies are in no way ready for the transition.
Railroads, suppliers and government agencies all share the same goal of reducing emissions, and the industry has invested billions to that end.
Today, there is no clear path to zero-emissions locomotives. Mandating that result ignores the complexity and interconnected nature of railroad operations and the reality of where zero-emission locomotive technology and the supporting infrastructure stand.
For rail, California has long been the proving ground where the industry and government partners worked collaboratively to drive significant gains. Today, the industry continues to pilot technologies that could drive even greater progress in the state. The railroads’ commitment to helping the state reduce emissions and making operations more sustainable nationwide has not wavered.
What has changed is CARB, which has turned its back on that proven partnership with the industry, appreciation of the state of technology and commitment to real progress over politics. Ultimately, CARB’s decision is entirely untenable and will not result in emissions reductions. Moreover, CARB lacks the legal authority to promulgate the In-Use Locomotive regulation, as it has conceded in the past.
FreightWaves also wrote: ‘AAR also noted that freight railroads already can move a ton of freight nearly 500 miles on a single gallon of fuel. The group’s fact sheet, citing data from the U.S. Environmental Protection Agency, says that freight railroads account for just 0.5% of total U.S. greenhouse gas emissions and 1.7% of transportation-related greenhouse gas emissions.’
On top of this, the American Short Line and Regional Railroad Association has previously ‘expressed concerns that the costs to implement the new rules would be cost prohibitive for some short line railroads, with estimates of between $5 million and $7 million for each new compliant locomotive,’ FreightWaves noted.
Furthermore, other groups have questioned how this will work for interstate travel since most of these trains flow in and out of the state.
Combined with necessary infrastructure upgrades needed for things like hydrogen fueling or battery recharging, other regulations from local air districts in some parts of the state mandating additional improvements such as exhaust scrubbers in shop facilities, and new indirect emission source rules, these new regulations would significantly destabilize the state’s short line railroad industry, which already operates on relatively small profit margins.
The result of such a destabilization would be California shippers cut off from rail service, impacting their cost structure and ability to compete effectively in the U.S. and world economies.
ASLRRA said in an April 2021 statement to CARB.
CARB has also been responsible for enacting the ban on the sale of new gas-powered vehicles cars by 2035 and trucks some year after – a bill that also takes effect in other states who legally follow California’s lead, which therefore leverages auto manufacturers to produce hybrid and electric models exclusively.
CARB has also enacted new regulation to phase-out natural gas heaters and appliances by 2030, but stopping short of banning new gas hookups in buildings, yet.
AUTHOR COMMENTARY
A poor man that oppresseth the poor is like a sweeping rain which leaveth no food.
Proverbs 28:3
Assuming this does not get stopped in federal and district courts, this move would be extremely detrimental to the country; as California has the fifth largest economy in the world, and exports the most agricultural commodities to the rest of the country.
The country is already experiencing delays, shortages, and “microfamines” on a spectrum of good and products. These new regulations would absolutely decimate the freight industry, per the worlds of these unions and companies.
The country is dangerously low on diesel reserves as is, something that has died-out in the media, but is still a grave threat that is not going to get fixed; and now making these train companies make a radical switch to electric will prove to be fatal.
But, these sinister ambitions are in line the Absolute Zero emissions goals, as I have covered before:
Growth in domestic and international rail as substitute for flights and low-occupancy car travel [by 2030]. Further growth with expanded network and all electric trains; rail becomes dominant mode for freight as shipping declines [by 2050].
There are currently no freight ships operating without emissions, so shipping must contract [by 2030]. All shipping declines to zero [by 2050].
National consumption of beef and lamb drops by 50%, along with reduction in frozen ready meals and air-freighted food imports [by 2030]. Beef and lamb phased out, along with all imports not transported by train; fertilizer use greatly reduced [by 2050].
Wind and solar supplies grow as rapidly as possible, with associated storage and distribution. Rapid expansion in electrification of end-uses [by 2030]. Four-fold increase in renewable generation from 2020, all non-electrical motors and heaters phased out [by 2050].
Some of the goals per a thinktank
I say it all the time: the green agendas are designed to purposefully destabilize world economies and infrastructure, causing implosions to influence the real change on the masses.
[7] Who goeth a warfare any time at his own charges? who planteth a vineyard, and eateth not of the fruit thereof? or who feedeth a flock, and eateth not of the milk of the flock? [8] Say I these things as a man? or saith not the law the same also? [9] For it is written in the law of Moses, Thou shalt not muzzle the mouth of the ox that treadeth out the corn. Doth God take care for oxen? [10] Or saith he it altogether for our sakes? For our sakes, no doubt, this is written: that he that ploweth should plow in hope; and that he that thresheth in hope should be partaker of his hope. (1 Corinthians 9:7-10).
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