This notice from the U.S. Environmental Protection Agency web site
came to me by way of Margaret Petitjean, Menlo Park's railroad
Doyenne. The point is that all the electrification promoters,
especially
Caltrain and the high speed train advocates, state in unequivocal
terms that diesel is expensive and dirty (which is true) and that
electricity is somehow free and clean (and, that's not true). The
comparison is usually framed as electricity being superior
environmentally and economically to diesel.
This web site suggests that the environmental part of the argument
will, in the next several years, no longer be available. Especially
in view of the fact that electricity continues to be in fact quite
dirty, over 50% being generated by coal-fired power plants. I have
yet to see hard data, even if it is counter-intuitive, validating the
comparison one way or the other.

Martin
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The web-site: http://www.epa.gov/otaq/locomotv.htm

"Locomotive engines are significant contributors to air pollution in
many of our nation's cities and ports. Although locomotive engines
being produced today must meet relatively modest emission
requirements set in 1997, they continue to emit large amounts of
nitrogen oxides and particulate matter (PM), both of which contribute
to serious public health problems.

In May 2004, as part of the Clean Air Nonroad Diesel Rule, EPA
finalized new requirements for nonroad diesel fuel that will decrease
the allowable levels of sulfur in fuel used in locomotives by 99
percent. These fuel improvements will create immediate and
significant environmental and public health benefits by reducing PM
from existing engines.

In March 2007, EPA proposed a three part program that would
dramatically reduce emissions from diesel locomotives of all types;
line-haul, switch, and passenger rail. The proposal aims to cut PM
emissions from these engines by 90 percent and NOx emissions by 80
percent.

The proposal would set new, Tier 3 exhaust emissions standards and
idle reduction requirements for locomotives that would begin in 2009.
The proposal would also tighten emission standards for existing
locomotives when they are remanufactured -- to take effect as soon as
certified systems are available (as early as 2008) but no later than
2010. Finally, the proposal would set long-term, Tier 4 standards
for newly-built engines based on the application of high-efficiency
catalytic aftertreatment technology, beginning in 2015 for
locomotives.

This web site provides general and technical information on the
locomotive rulemakings which affect railroads, locomotive
manufacturers, and remanufacturers.

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Martin Engel
1621 Stone Pine Lane
Menlo Park, CA 94025
650:323-1670
martinengel@earthlink.net
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