California State Rail Plan 2007-08 to 2017-18

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2007-08 – 2017-18 California State Rail Planestimates, including individual inventories by county for the six air basinsidentified in the 1991 report, inventories for all other counties in the state with railactivities, and information on seasonal and daily variation in rail activity.The baseline inventory established and revised in these 1991 and 1992 reports wasbased on actual data by train type and air basin provided by the Class I railroads.Data were provided for specific segments of the rail system, including direction oftravel; number of trains; averages for miles, tons, horsepower, and number oflocomotives; and time (in minutes) for brake and individual notches from onethrough eight. For its 2003 Almanac on Air Quality and Emissions, ARB updatedthe locomotive emission inventory using revised growth assumptions.Most recently, ARB made certain revisions to the inventory as part of its update tothe “Off-Road 2007” emissions model. ARB is currently working with UC Davisand the railroads to further refine the locomotive emission inventory, to becompleted in September 2008.AIR QUALITY AND EMISSION REGULATIONIn California, the EPA, ARB, and local air districts primarily regulate air quality.Air pollution control districts and air quality management districts are responsiblefor controlling air pollution for all sources other than mobile sources (althoughSouth Coast AQMD does have limited authority under state law over certain fleetsof 15 or more vehicles). CARB has responsibility for control of emissions frommobile sources. However, federal law preempts state and local control ofemissions from certain mobile sources, including new locomotives or locomotiveengines.The Federal Clean Air Act protects railroads and the interstate commerce theyrepresent from state interference and only allows states limited police powers toaddress nuisances, traffic disruption, or public safety. State air quality controls arerestricted to measures that do not affect the locomotive engines themselves.EPA has sole authority to adopt and enforce locomotive emission standards forboth new and remanufactured locomotives.In 1997, EPA adopted the first emission regulation for diesel locomotives, whichbecame effective from 2000 [63 FR 18997-19804, 16 April 1998]. This 1997 ruleestablished Tier 0 through 2 emission standards for NOx, HC, CO, PM, and smokefrom new and remanufactured locomotives and locomotive engines.EPA classifies locomotives built before 1973 as “pre-controlled”. Locomotivesbuilt from 1973 to 2001 are in Tier O, Tier 1 describes those built in 2002 to 2004,and Tier 2 are 2005 and newer locomotives. Tiers 0 through 2 standards are metwithout the use of exhaust gas after treatment.In March 2007, EPA proposed Tier 3 standards in a three-part program to cutemissions of PM by 90 percent and of NOx by 80 percent from all line-haul,passenger, and switch locomotives manufactured after 1972 except for existing240
Chapter XVII – Environmental Considerationsfleets owned by very small railroads. First, under the new program, emissionstandards would be tightened for existing locomotives when they areremanufactured (by 2013 for Tier 2 engines but by 2010 for Tiers 0 and 1.)Second, Tier 3 engine-out standards for newly built locomotive engines wouldphase in beginning in 2009. Third, EPA is proposing Tier 4 emission standardsbased on catalytic after treatment and the use of diesel fuel with sulfur contentcapped at 15 parts per million. Tier 4 standards for locomotives would phase inbeginning in 2015 with 95 percent control of PM and 90 percent control of NOxby 2017.The Air Resources Board works to reduce emissions from locomotives and railyard equipment statewide through a combination of regulations, voluntaryagreements, and funding programs to ensure the use of cleaner fuel, reduce idling,accelerate EPA timelines for reduced emissions, and to encourage the use of newtechnology. Beginning January 1, 2007, CARB regulations require intrastatelocomotives that operate 90 percent of the time in the state to use California ultralow sulfur diesel fuel (15 parts per million). Other regulations require emissioncontrols for mobile cargo handling equipment that operate at intermodal rail yards.EMISSION REDUCTION STRATEGIESTo accelerate the effects of EPA rules, CARB, UP, and BNSF signed the SouthCoast Locomotive NOx Fleet Average Agreement (1998) to require locomotivefleets in the South Coast Air Quality Management District to meet, on average,EPA Tier 2 standards by 2010. Locomotives generally stay in service for 40 or50 years and are complete rebuilt periodically. EPA does not require railroads toreplace existing fleets; only that newly purchased or rebuilt locomotives meet thestandards. Tier 2 engines were not commercially available until 2005, so underthe accelerated measures southern California is projected to realize Tier 2 benefits20 years earlier than the rest of the U.S.In 2005, CARB, UP, and BNSF signed a voluntary statewide agreement to reduceidling, use cleaner fuel, and to work with communities to assess and reduce railyard-related health risks. The Particulate Emissions Reduction Program atCalifornia Rail Yards (Agreement) is expected to result in a 20 percent reductionof diesel PM emissions from locomotives in and around rail yards and does notchange or preempt any federal, state, or local authorities to regulate railroads.Measures in the 2005 Agreement include:• Phase-out of non-essential idling on locomotives without idle reductiondevices (60-minute limit).• Install idling devices on California-based locomotives by June 30, 2008(15 minute limit).241
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California State Rail Plan 2007-08
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2007-08 - 2017-18 California State
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Table of ContentsTable of Contents(
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Table of FiguresTable of FiguresFig
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California State Rail Plan 2007-08
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CALIFORNIA TRANSPORTATION PLAN 2025
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during evenings and weekends.• Cr
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ArcataFortunaScotia• Improved Amt
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SouthernCaliforniaCommuterRailChapt
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NorthernCaliforniaCommuterRail• C
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AUBURN-OAKLAND REGIONAL RAIL SERVIC
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AMTRAK PLANNINGIn April 2005, Amtra
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it is in the strategic interest of
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INTRODUCTIONGovernment Code Section
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PART IPASSENGER RAIL ELEMENT3
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Chapter I - California’s Vision f
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Chapter II - Capital ProgramCHAPTER
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Chapter II - Capital ProgramFigure
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Chapter II - Capital Programevaluat
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Chapter II - Capital Programsignals
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Chapter II - Capital ProgramThe Dep
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Chapter II - Capital ProgramIn the
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Chapter II - Capital Programsupplem
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Chapter II - Capital ProgramA numbe
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Chapter III - Operations ProgramCHA
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Chapter III - Operations ProgramFig
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Chapter III - Operations ProgramADM
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Chapter III - Operations Programcon
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Chapter III - Operations ProgramSta
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Chapter III - Operations Programres
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Chapter III - Operations ProgramPro
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Chapter IV - Marketing ProgramCHAPT
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Chapter IV - Marketing Programprodu
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Chapter IV - Marketing ProgramGROUP
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Chapter IV - Marketing ProgramThe f
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Chapter IV - Marketing ProgramBEYON
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Chapter V - The California Passenge
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Chapter VI - Pacific Surfliner Rout
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California State Rail Plan 2007-08 to 2017-18

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