Promises that the inland port will result in less pollution in Salt Lake City do not add up, writes Malin Moench.
. If the inland port persuades West Coast shippers to convert from truck to rail, the converted freight would otherwise have arrived in Salt Lake by truck, in the same number of domestic containers. Conversion would not affect the number of containers, truck trips or associated pollution in Salt Lake.
Third, port boosters brag that shifting freight from truck to rail reduces CO2 emissions by 75%. This, however, does nothing to cut emissions of nitrogen oxides, volatile organic compounds and fine soot. These emissions, not CO2, cause the familiar brown pall over our valley andconcludes that, per ton-mile, California’s diesel truck fleet already emits fewer nitrogen oxides, VOCs and fine soot than the state’s diesel locomotives.
The study notes that rail’s pollution handicap will grow over time because there is no comparable pressure on diesel locomotives to clean up. Due to ineffective regulation, diesel locomotives in California are actually becomingWhat about Utah? Most line-haul diesel trucks serve Utah directly from California, and, therefore, must meet California emission’s standards. Not so with Utah’s diesel locomotives. Our fleet of switch engines stays in Utah.
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