The following is a statement provided by Scott Myers, President
& CEO, OptiFuel Systems.
The California Air Resources Board's (CARB) recent article,
“Feasibility Analysis: Zero Emission Train from the Port of Los
Angeles to Barstow”, has sparked significant debate due to its
reliance on locomotives that do not yet exist and/or lack FRA
concurrence. The article contains technical inaccuracies, failing
to adequately address the railroads’ operating and financial
implications. My detailed article, "Debunking Greenwashing in
CARB’s Recent ‘Zero Emission Train Feasibility’ Analysis: Why
In-Use Locomotive Regulations May Derail Quickly", provides an
in-depth exploration of this topic. Below is a summary of key
points.
The Core Issue
Just like the CARB In-use Locomotive Regulations, the article
focuses on zero emission solutions that are not affordable, not
technically available or feasible, and highly unlikely to be
operational within the next 30 years. Despite their theoretical
promise, these technologies face formidable practical and economic
obstacles that would hinder the efficiencies of US rail. This
raises a crucial question: if the goal of energy transition is to
improve future outcomes, shouldn’t CARB set forth policies that
foster the widespread adoption of readily available technologies
that meet price and performance parity (P3) levels of current
diesel models? Advocating for technologies that cannot reach
P3 squanders resources that could instead be directed toward
meaningful innovation. It’s time for CARB to pivot towards a
strategy that recognizes these crucial elements.
Battery-Electric Trains: A Storage Space Conundrum
Batteries are not primary energy producers; they are energy
storage devices. This fundamental characteristic poses a nearly
insurmountable physical limitation for long-haul freight
operations. The sheer volume of batteries required to match the
volumetric energy density (Wh/L) of diesel is staggering and
impractical - requiring 50 times more space to store the same
amount of energy as diesel. For the average train, this translates
to replacing about seven revenue-generating rail cars with battery
storage cars for each battery-electric locomotive employed. See
more in: full article
Current Development: The FRA-concurrent Progress Rail
Joule SD40J switcher locomotive and Wabtec FLXdrive slug,
demonstrated in the US, both contain 2.4 MW of lithium batteries.
Although capable of generating around 1.5 MW of traction power,
they can only sustain it at Notch 8 for about an hour. After this,
both systems effectively become dead weight that diesel locomotives
must carry for the remainder of the trip. This contrasts starkly
with diesel line haul locomotives, which can maintain at Notch 8
(3.2 MW) for up to 29.5 hours, highlighting the significant
disparity in operational endurance.
Hydrogen Trains: Supply and Transport Impasse
Hydrogen as a fuel source presents significant challenges,
primarily due to availability and transport issues. Currently, 99%
of all hydrogen produced globally is gray hydrogen, which has a
higher carbon intensity (117) than diesel (104). This exacerbates
carbon emissions rather than reducing them, and the virtually
nonexistent supply of green hydrogen renders it an unviable
near-or-medium-term option. The second major hurdle is
transportation logistics. Gaseous hydrogen at 5,000 psi requires 10
times more storage volume than diesel, and liquid hydrogen at -432
F (-252.8 C) requires 4 times the storage volume of diesel.
According to the U.S. Department of Energy, it would take up to 14
hydrogen tanker trucks to transport the same amount of energy as
one diesel tanker truck. This would necessitate at least 4.2
million new tanker truck loads annually just to refuel U.S.
locomotives. These logistical challenges highlight the
impracticality of hydrogen as a scalable solution for the rail
industry before even considering the associated costs. Additional
detail available in: full article
Current Testing: The most powerful hydrogen locomotive in
testing, the CPKC 1.2 MW switcher, has an onboard hydrogen storage
capacity of around 200 kg. It can only produce 1.2 MW at Notch 8
for 2.15 hours, or about 3 hours when including the power from
onboard batteries. This performance is a small fraction of its 4500
hp diesel contemporary.
Overhead Catenary Trains: Scaling Financial Peaks
In CARB’s Feasibility Analysis for routes from the Port of Los
Angeles (POLA) to Barstow, segments 2 and 3 were proposed for
conversion to Overhead Catenary Trains (OCS), covering 80 miles
through Cajon Pass—areas that are triple-tracked by BNSF and
single-tracked with sidings by Union Pacific. Projected OCS
installation cost is $8-$10 million per mile, with an
additional $2 million per mile required for substations and grid
connections to a primary power source. This places the total
estimated cost for this limited 80-mile section at $1 billion to
$1.2 billion. The question looms large: who would shoulder these
substantial costs?
Renewable Natural Gas Trains: Price and Performance
Advantage
Renewable natural gas (RNG) presents a realistic and attainable
solution for the rail industry’s transition to zero emissions. As a
100% renewable resource, RNG can reach zero or even negative carbon
intensity, positioning it as a genuinely sustainable fuel option.
Railroads are uniquely positioned to harness unprecedented
efficiencies resulting from their proximity to the extensive
underground natural gas pipeline system, which runs along railroad
rights-of-way. Additionally, the infrastructure needed for RNG
refueling is both cost-effective and scalable, primarily involving
the installation of RNG dispensers at current diesel refueling
stations. Notably, one U.S. railroad has successfully utilized this
type of refueling system for over five years, underscoring the
viability and potential of RNG in railway operations.
Current Development: The highest power RNG locomotive
currently under development, the OptiFuel 5600 hp
Total-Zero™ Line Haul Locomotive, is capable of
producing 3.4 MW of traction power for 6.7 hours with 1750 DGE of
RNG onboard. Its switcher variant has achieved FRA concurrence,
while the line haul model will start testing in 2025, with approval
expected by 2027. These locomotives, powered by EPA certified zero
emission locomotive engines, boast an exceptional range: two 5600
hp RNG units with a 11,800 DGE RBG tender can cover 2,500 miles,
out-distancing two 4500 hp Tier 4 diesel locomotives by 1,000 miles
and demonstrating RNG's efficiency and capability for rail
transport. See detail in: full article
OptiFuel goes a step further with all-in-one programs like
Locomotive-as-a-Service (LAAS™), designed to make
affordability a reality for any railroad. Through this program,
railroads receive a fully integrated solution - including
RNG-powered locomotives, tenders, refueling infrastructure, and RNG
fuel – for one low, fixed-rate fuel price plus an upfront payment
of about 20% of the retail price of the locomotive. For an
OptiFuel Total-Zero™ 5,600 hp RNG Hybrid Line Haul
Locomotive, this upfront payment would be approximately $1.1
million, covering up to 30 years of use.
The Bottom Line
Rather than chasing unattainable solutions, our focus should
shift to technologies that match or outperform existing diesel
locomotives in both cost and efficiency. RNG-powered locomotives
stand alone in meeting these critical targets, delivering not only
parity but also cost savings and superior operational performance.
By adopting technologies that surpass diesel, we can ensure the
market itself propels the transition to zero-emission rail.
More Resources on this topic are available at: OptiFuel Systems
News & Resources
About OptiFuel Systems LLC
OptiFuel Systems designs and manufactures Total-Zero™ emission
products and services for transportation and industrial markets.
With expertise in RNG and hydrogen fuels, OptiFuel works as a
systems integrator with strategic partners and offers innovative,
low-risk, and modular solutions, including locomotives, tenders,
refueling systems, and emergency generators.
For more information, visit OptiFuel Systems.
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version on businesswire.com: https://www.businesswire.com/news/home/20240709479690/en/
Scott Myers President & CEO e:
scott.myers@optifuelsystems.com
linkedin.com/in/scott-myers-15024319 p: (339) 222-7575