Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

Cobenefits
Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2
Most rail operations improvements would have air quality benefits. A test of idle
reduction technology in a Chicago rail yard estimated that savings of 2.4 tons per year of
NOx and 0.07 tons per year of PM10 could be realized from an average switchyard
locomotive. A study of the Alameda Corridor Project in Los Angeles, which consolidated
and eliminated 200 grade-crossings on a rail line serving the Ports of Los Angeles and
Long Beach, estimated reductions in rail locomotive emissions of 31 percent for ROG, 23
percent for NOx, and 35 percent for PM10, as a result of higher-speed and more efficient
locomotive operations compared to the previous rail routes. Additional emissions
benefits were obtained due to the reduction in vehicle delay at railroad grade crossings
(Weston Solutions, 2005).
Greater use of hybrid-electric locomotives would likely reduce the air pollution emissions
associated with idling and other inefficient movements, thereby also reducing the GHG
emissions benefits of strategies to reduce these movements.
Feasibility
Implementation of rail operations efficiency improvements can be complex from an
institutional perspective, because of the need to work with multiple interests within a
private rail operator, and because of general resistance to changing established procedures
or implementing new technologies. For example, the Vancouver switch yard idle
reduction project required substantial relationship building with a very large rail
company and the involvement of local rail yard managers, regional managers, safety
managers, security managers, maintenance managers, and operations managers – many of
whom resided in different locations. Unions in particular may be resistant to changes in
procedures or activities falling outside of established job descriptions. There also are
challenges with the technology of installations, which will frequently vary from
locomotive to locomotive (Southwest Clean Air Agency, 2005).
The challenges faced with case-by-case implementation of such improvements suggest
that a comprehensive Federal approach may be needed if locomotive idling reduction is to
be implemented on a nationwide basis. In June 2005 the California Air Resources Board
entered into a voluntary agreement with the State’s two largest railroads, Union Pacific
and BNSF Railway, to reduce pollution from California rail operations and to study and
reduce the pollution from 17 identified California rail yards. As part of this agreement,
the two railroads agreed to phase out all nonessential idling within six months and install
idle reduction technologies on all California-based locomotives within three years (M.J.
Bradley & Associates, 2009). This voluntary approach was taken to avoid the threat of
litigation resulting from a mandatory requirement. To achieve similar actions nationwide,
the Federal government could potentially either pass anti-idling legislation pertaining to
rail yard operations, or enter into a similar voluntary agreement. EPA has issued State
implementation plan (SIP) guidance to encourage States to incorporate locomotive idle
reduction projects into their State air quality planning (EPA, 2004).
4-67