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Maricarmen Abascal has died. She was the evicted Spanish 80-year-old who was at the heart of Spain’s housing protests.
The tenants' union in Madrid announced on Wednesday that Maricarmen Abacal, the 87-year old woman whose eviction had sparked protests over housing conditions in Spain, was dead. Abascal’s?eviction has sparked protests in Spain over the last couple of weeks. This included activists camping out on one of Madrid’s main squares and calls for action to tackle a growing housing crisis. These protests, along with the rejection by parliament of last week's decrees intended to?limit evictions?and limit rent pressures?, led Prime Minister Pedro Sanchez?to call for an early election on?November 29, Sanchez wants to change the narrative of the political debate from the handling of the migrant crisis by his government in Spain's North African Enclave Ceuta, and the corruption cases involving the Socialist Party of Spain and his family. He is now focusing on the housing crisis. Angel Victor Torres is Spain's Minister of Territorial Policy. He lamented this news. He said that Maricarmen was a symbol for what many families were going through, both elderly and young, who struggled to get their own home or stay there.
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US ends review of data privacy for US Airlines without Penalties
According to a memo seen on Monday, the US 'Transportation Department' has concluded a review conducted during Biden's tenure of?airlines? data privacy practices without imposing any penalties. This is despite complaints from lawmakers that carriers had failed to safeguard or misuse information. USDOT did not comment on Monday but in a memo dated 4 September, it said that they had evaluated the privacy of data for the 10 largest airlines and found "no violation" of the applicable laws or policies. In?March 2024, the then-Transportation Secretary Pete Buttigieg opened a review on how US Airlines collect and use passengers' information. Senator Ron 'Wyden has urged USDOT addressing privacy concerns. "DOT claims that merely having a policy and training on privacy is enough, despite evidence of privacy violations." Wyden and Shontel brown said in August that the Drug Enforcement Administration was paying airline employees Millions of dollars were spent to get some data on 'Americans. They alleged that a database owned jointly by major US airlines sold passenger records without warrants and court oversight to government agencies such as the IRS. In a memo, the department said that US airlines shouldn't set pricing based on personal data. It reminded airlines that they have a responsibility to "protect?passenger?data, adhere?to published privacy policies and prevent unlawful discrimination when it comes to dynamic pricing practices." Sean Duffy, Transportation Secretary, said last year that he would investigate any personalized pricing. Delta Air Lines denied using AI to set individual prices.
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Manishi Raymondchaudhuri: The thaw in the Sino-Indian relationship will be a major test for economic growth
India wants to move out of China's shadow and improve diplomatic relations. But the more it pushes the more its dependency on China, its wealthier neighbor, becomes apparent. Xi Jinping, the Chinese president, and Indian prime minister Narendra Modi met in New Delhi in December. It was Xi's very first trip to India in seven years. Both leaders agreed to repair the damage caused by the deadly hand-to -hand clashes that occurred in 2020 along their shared, but poorly defined Himalayan border. Since the two Asian giants agreed last year to end their military standoff, there are other signs of warming relations. Since the COVID-19 epidemic in 2020, direct flights between Indian cities and Chinese 'cities' have been resumed. Visa services in China are also expanding. These measures are only a first step. Handshakes and plane rides will not solve the problem of long-standing trade dependency and strategic distrust. The economic relationship between the two Asian giants remains profoundly asymmetric. According to the World Bank, China's share in global manufacturing value added was 28% by 2025. This is far greater than India's 3%. India's export situation is also lopsided. China's 16.3% of global merchandise exports by 2025 will be a massively greater share than India's 1.7%. India will import goods from China worth $116 billion dollars more than it exports in 2025. In August of this year, India's deficit was already at $91 billion. It was on course to surpass the record set last year. CAPTIVE SUPPLY CHAINS It's not just that India imports from China more. Many of these imports are essential to Indian industry. The three largest import categories are electrical and electronic equipment (EEE), machinery and chemicals. These goods are used as intermediates by Indian manufacturers. India imports more from China the more it exports. The dilemma is illustrated by smartphones and generic drugs. India has made great progress in expanding pharmaceutical production and assembling electronic devices, but many of the inputs and components needed by both sectors are still sourced from China. This dependence has broad strategic implications. Beijing's introduction of export licensing requirements for seven heavy rare Earths in April 2025, exposed India's automotive manufacturing and defense sectors to vulnerabilities. India's manufacturing problems are not all due to foreign competition. According to the latest Economic Survey, India's R&D spending in 2024 was just 0.64%, which is significantly lower than its?Asian counterparts, partly due to private sector underinvestment. The problem is compounded by the shortage of skilled workers. Foxconn's decision to withdraw Chinese staff from their Indian iPhone factories by 2025 showed how advanced manufacturing is dependent on foreign expertise. INDIA'S FIXES New Delhi is trying to correct the imbalance. India has recently eased restrictions on Chinese foreign direct investments (FDI), allowing them to own up to 10% of Indian companies. The government announced simultaneously that it would expedite the clearance of investment proposals within 60 days in five high-tech areas, provided they were structured as joint ventures and had majority Indian ownership. India's exports to China increased by 40% from April to August. The increase in exports is largely due to industrial machinery, automotive components and printed circuit boards as well as smartphones and other electronic products. The export boom should not be misinterpreted as a fundamental change in the relationship. India's electronic growth is still heavily dependent on Chinese imports. Smartphone manufacturing, India's largest export success story, is still only 18-20% local. The AI boom in Northeast Asia is generating positive spillovers to the subcontinent. Indian firms are picking up sub-components from Chinese tech giants who are facing a surge in hardware demand. This dynamic, however, reinforces the importance of Chinese supply chains. TRUST DEFICIT IS PERSISENT In order for China-bound FDI to reach India and for technology transfer to take place, it is important to answer the question: What does India have to offer? China is not taking up the bait. The obvious answer to this question is 'access to a large, young market with a low-cost labor pool'. Also, New Delhi has various incentives for industrial growth, including tax breaks, payouts linked to production, and capital subsidies. China's pressure to its leading companies, which includes EVs, batteries and solar energy equipment as well as electronic equipment, shows how Beijing protects its most sophisticated capabilities. The 3,800 km (2,400 miles) of disputed border in Himalayas continue to cast a cloud over the relationship. The two countries have agreed to a gradual, multi-year stabilisation plan. Diplomats met in Beijing last August and pledged a "fair settlement that is reasonable for both parties". However, there does not appear to be a resolution imminent. Both governments seem willing to expand economic cooperation for the time being. India's challenge does not just lie in reducing its imports from China. The challenge for India is to use a renewed engagement with China to develop its own domestic capabilities. The relationship between Asia's largest economies until then will be a one-sided affair. You like this column? Open Interest (ROI) is your new essential source of global financial commentary. Follow ROI on LinkedIn and X. Listen to the Morning Bid podcast daily on Apple, Spotify or the app. Subscribe to the Morning Bid podcast and hear journalists discussing the latest news in finance and markets seven days a weeks.
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Alaska LNG savings justify billions of investment, developer claims
Alaska LNG's developer claimed that the project would be competitive with US Gulf Coast competitors because it will have access to stranded natural gas and shorter shipping routes into Asia. This is despite some analysts' concerns about the massive infrastructure costs of 'the project. Tim Fitzpatrick said in an email sent to the project developer Glenfarne on Sunday that the cost to ship gas from Alaska's North Slope to Asia would be at least 60% cheaper than the Gulf Coast. The project would transport gas from Alaska's north slope through an 800-mile pipeline, to a plant that exports liquefied gas in southern Alaska. The question is whether the lower shipping costs are worth the billions needed to build infrastructure. The estimated cost for the project is $44,5 billion to $54,5 billion. This translates into?roughly $2 billion to $2.7 million per million tons of LNG capacity (MTPA). This is significantly more than other Gulf Coast projects that have recently been approved. The developer Glenfarne claims that this comparison is inaccurate because it does not include the costs of the pipelines and treatment infrastructure required to bring the North Slope gas stranded to the market. Fitzpatrick stated that the delivery costs for the?Alaska Liquefied Natural Gas project are about $1.4 billion each MTPA. Since the Russian invasion of Ukraine, US LNG projects have been approved at an average price of $1 billion or less per mtpa. Glenfarne says that the project's competitiveness is best measured in terms of delivered LNG costs, rather than upfront expenditure. Fitzpatrick stated that the company has so far identified customers for 13 millions tons of LNG per year and needs 16,000,000 tons per annum to support project finance. Trump said on Friday that South Korea would help finance the LNG project in Alaska as part of an investment package worth $200 billion for US projects. Seoul, however, quickly indicated that the role of South Korea in the Alaska LNG project was not yet determined.
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US FAA: Boeing 737 MAX software bug poses no safety concern
Federal Aviation Administration'said Friday that a panel of experts determined that a'software glitch in certain Boeing 737 MAX Flight Computers pose no safety concerns, clearing the?way for approval of a broader version?of a bestselling narrow body jet. This decision will remove a long-delayed obstacle to the certification of the MAX 10 – the largest variant in the 737 MAX Family – which had been delayed by years. This should ease the concerns of airlines who fly the MAX 7 which also uses the same software and was certified by FAA in august. The FAA stated that the decision by the Corrective action Review Board?that?met in Seattle on?Friday was based on "pilots retaining full control of?aircraft, and the indications given to the flight crew were clear and unambiguous." The FAA announced earlier this week that it would delay?certification for the MAX 10 until an analysis was completed of the software problem, which could prevent pilots?from?accessing automated guidance during a landing scenario. Aviation officials believe that the MAX 10 could now be certified by the end of this month. Southwest Airlines could have also been affected by the issue, as the MAX 7 aircraft that was just certified uses the same software. The MAX 10 was also ordered by Alaska Airlines, United Airlines, and other large airlines. Jefferies stated in a research report that the MAX '10 can be certified by the end of this year. Boeing has estimated nearly 1,500 MAX 10s are on order. The FAA stated that one software version could increase pilot workload when a pilot "aborts" a landing, then applies power and climbs for another 'landing attempt. A FAA official stated that Boeing would issue a bulletin on how to recognize the situation and what to do in it. The FAA will then issue a Special Information Bulletin about Airworthiness to US airlines and foreign regulators so they are aware of Boeing’s bulletin. While the analysis was in progress, major US airlines chose not to use this version of the software.
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Zimbabwean businessman Chivayo who was close to the ruling elite killed in helicopter crash
Wicknell 'Chivayo', his wife, and other victims were killed in a helicopter crash on Wednesday, according to Emmerson Mnangagwa. Mnangagwa said in a statement to X on Thursday he is "in deep grief and shock", and Kenyan President William Ruto, who posted a different post on the same day, called Chivayo a friend and expressed his sadness at his death. Chivayo, who has cultivated close relationships with Mnangagwa, and other African leaders by posting pictures on social media, also displayed luxury vehicles, designer clothes and lavish gifts. Zimbabwe's The Herald reported that investigations?into this crash are currently underway and a statement detailing the findings will be made in due course. The police did not comment on the cause of the accident, but Paul Nyathi, the spokesperson for the authorities said that DNA tests were being conducted because the bodies had been severely damaged. Chivayo was often cited by critics as an example for a small, elite class who benefited from contracts with the government under Zimbabwe's ZANUPF party. He denied accusations of corruption. Chivayo spent several years in prison after being convicted of money laundering in 2005. He was arrested for?the alleged misuse of a $5.6million advance payment linked to a solar energy project in 2018. But a magistrate struck off the 'case in 2023 citing delays by the prosecutors. Mnangagwa again attracted scrutiny in 2024 after describing his company as Starlink’s exclusive partner in Zimbabwe. This prompted the telecommunications regulator, to clarify that it was only one of many approved resellers.
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Israel's Netanyahu: Flydubai co-pilot underwent radical Islamist endoctrination
Israel's Prime Minister said that the co-pilot who attempted to crash a plane by stabbing the captain had been radicalized and clearly suicidal. The flydubai flight FZ1073, which flew from Dubai to Tel Aviv on Wednesday, was spared disaster after the injured captain managed to open the cockpit door and allow passengers to subdue their attacker. The plane with more than 170 passengers on board was landed at Tabuk Airport in Saudi Arabia by a reserve crew. We know that he was radicalized by islamists. In an interview with Fox News, Israeli Prime Minister Benjamin Netanyahu stated that this appears to be what we gather from his personal data. According to two Israeli security officials, Israel's initial assessment is that the copilot, who Israel identified as an Omani, likely acted alone. However, the investigation is still ongoing. Flightradar24, a flight tracking website, reports that the plane plunged more than 14,000 feet during the incident while it was flying from the United Arab Emirates towards Israel. Netanyahu said, "It was obvious that the copilot was suicidal." Netanyahu stated that it appeared likely that the man was planning to bring down the aircraft. He said that "the Islamist traits, the radicalization found in his past, is a pretty good clue." But again, I haven't made any final conclusions. "But that's what we know now," he said. The United Arab Emirates have begun investigations to determine the circumstances and motives, and to determine "whether or not the incident was linked to terrorist activities or purposes or involved any prior planning or directions", according to the UAE's state news agency. ATTACKER IDENTIFIED AN OMANI NATIONAL Yossi Shelley told the Israeli envoy in the UAE that it was still too early to make any conclusions and that no motive had yet been established. A second Israeli official stated that Israel did not receive all of the information requested from Saudi Arabia and that Israeli intelligence services Mossad, and Shin Bet were also investigating the incident. Saudi Arabia's media office has not responded to requests for comment immediately, nor have they made any statements about their investigations. Netanyahu identified the attacker's nationality as Omani. Omani authorities are yet to comment. We have restrictions that state that you cannot have pilots who are from countries without diplomatic relations with Israel. Netanyahu said that it was clear that he had been able to do so. In an interview with Fox News Netanyahu stated that the attacker is being investigated in Saudi Arabia, and that he believes he will be sent to the UAE. When asked if there were any signs of Iranian involvement in the conflict, Netanyahu replied that it was still too early to tell. Israel has not made any official statements about Iranian involvement. Two Israeli security officials claimed that Israel has not yet identified any Iranian involvement. Israel Defence Minister Israel Katz stated on Wednesday that Israel’s preliminary information indicated the co-pilot intended to crash the aircraft, describing him?as a terrorist. Netanyahu, however, only described it as "a serious incident". The permanent Iranian mission at Geneva has not responded to the request for comment. SECURITY FEARS AHEAD OF ISRAELI ELSTION Israel's security was a major issue in the campaigning for the first elections since the Hamas attacks of October 7, 2023. In February, the US and Israel launched attacks against Iran, in a conflict which quickly spread to the Gulf of Aden and Lebanon where Israel is fighting Iran-backed militant Hezbollah. Both Netanyahu and Indian PM Narendra Modi have described the captain of flight FZ1073, an Indian, Smit Machchhar, as a hero. The Indian Embassy in the UAE reported on X that the pilot was doing well. Israel also praised passengers who subdued the attacker. Yaniv Haun, one of those who incapacitated an attacker, described running to the cockpit when the plane nosedived. "We pulled out the assailant, I pulled out. "We took control after I got him out. I lifted the yoke, steering control, and straightened out the plane a little," he told reporters on his return to Israel.
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Canada fast tracks oil pipeline to diversify economy and divert away from US
Canada will speed up the approval process of a new proposed crude oil export pipeline that would run along its west coast. The project could generate over C$20 billion in GDP annually, according to Prime Minister Mark 'Carney. The pipeline announced in July is an important part of Carney’s plan to diversify the US economy and lessen the impact of President Donald Trump’s tariffs. Carney stated that Ottawa will officially list the Pacific Link Pipeline as a?project of national interest', allowing it to proceed through a single regulatory review process at the federal level. Ottawa, he said, aimed to finish the process by September 1, 2020. He told reporters at Fort McMurray in Alberta, the hub of the oil sands sector, that a pipeline to the West Coast was part of his mission to transform the economy and double non-U.S. imports within the next decade. Ottawa claims that the 1 million barrels a day project will create 140.000 jobs, generate more than C$20 billion per year in GDP and C$100 Billion in government revenues by 2060. Canada currently has just one east-west oil export pipeline in Canada, the 890,000-barrel-per-day Trans Mountain pipeline. The pipeline expansion was completed in 2024. However, it is already operating at full capacity. Since years, Canada exports more than 90% its crude oil to the United States through pipelines. A new oil export pipe could make Canada the world's largest energy supplier, as Asia’s top importing countries look for oil outside of the Middle East following the Iran conflict. Trans Mountain Corp, a government-owned company, will build the pipeline in conjunction with Pembina Pipeline Corp. Alberta estimates that it will cost between C$35,2 billion and C$43.7billion. The federal government will own the majority of the shares, followed by the government of Alberta. The federal government and the government?of Alberta will own a majority of the shares. Environmentalists and Indigenous groups have opposed previous oil pipeline projects across Canada. This has led to the cancellation of certain projects, and cost overruns or construction delays in others.
How US freight rail became dirtier than coal-fired power plants
BNSF Railways, a crown jewel of Warren Buffett’s Berkshire Hathaway, claims to be an environmental leader within the U.S. railway industry, with the cleanest fleet of locomotives in North America.
In its latest sustainability report, BNSF urges people to "think green" when they see the steel wheels of orange locomotives and freight cars moving along steel rails.
The company has the biggest share in an industry with a serious pollution problem. According to government data, U.S. railroads emit more nitrogen oxides, the main component of smog than all of the coal-fired plants combined.
U.S. railways produced together about 485,000 tonnes of nitrogen oxides in 2024, compared with 452,000 tonnes emitted by U.S. power plants that burn coal, according to a calculation based on reported annual fuel consumption multiplied the EPA’s 2023 average weighted emission rates.
BNSF is the largest freight railroad in the United States. It accounts for a third of that total and will produce 161,500 tonnes of smog causing nitrogen oxide by 2024. "We don't dispute your number. BNSF stated in an email that it is the largest Class I railroad based on volume. Morningstar railroad analyst Greggory Warren believes that BNSF’s position as the largest rail company in the United States, and its profitability will be challenged if a $85 billion merger of Union Pacific with Norfolk Southern is approved by regulators. This would create the U.S.’s first coast-to-coast rail freight operator.
Four industry experts agreed that the calculations were fair. Class I railroads produce 80% of all NOx tonnes produced in the industry. Class I refers to six major railroads that generate more than $1 billion annually.
BNSF has not reported on its share of the recent NOx emission performance of the rail industry, or the factors that are driving the high levels of pollution.
According to the EPA’s Co-Benefits Risk Assessment Tool, railroad locomotive pollution costs the United States $48 billion annually in healthcare costs. It also causes 3,100 premature deaths.
Bill Magavern is the policy director for Coalition for Clean Air in California, an organization that promotes public health. He said that the EPA should force railroads to upgrade their fleets.
The EPA declined comment on rail pollution specifically for this article, but stated: "The Trump EPA has a commitment to enhancing its ability to provide clean air, land, and water for all Americans."
AGGING FREIGHT LOCOS
Railroads' poor performance in terms of emissions is mainly due to the fact they have stopped replacing their aging locomotive fleet. According to EPA reports and industry reports, the average age of U.S. trains is 28 years old, compared to 20 years in 2009.
This is a problem, because the federal emission?standards are based on the age of the locomotives. The oldest locomotives have the lowest limits.
The U.S. rail freight industry has been slow to buy new locomotives because there is no requirement for retiring old ones. This fear of new regulations that could be implemented by future administrations may have exacerbated the situation.
Edward Markey, a Massachusetts Democrat Senator, claims that railroads are no longer interested in innovation. Markey stated that the air pollution standards of railroads have a loophole the size of an engine, which is being used by companies to keep dirty, old trains on tracks.
Rail industry claims that rail is the most environmentally friendly option to transport freight on land. They cite data from the U.S. Department of Transportation. A locomotive can transport a ton (about 500 miles) of freight on one gallon of gasoline, which is up to three or four times as efficient as trucks.
The Association of American Railroads also said that it was unfair to compare rail with?powerplants, saying locomotives had little choice but diesel. The power plants in question have many other options to generate electricity - hydropower, wind, coal, natural gases, etc. The rail industry is different, the trade group said.
BNSF has said that it will reduce its emissions by improving efficiency and technology. It also stands behind its claim of having the cleanest fleet based on its number of modern locomotives.
BNSF reported that 360 of the 6,780 locomotives it owns are modern locomotives, Tier 4 engines, which meet the strictest federal emission standards. This is the largest number in the entire industry.
Surface Transportation Board data shows that only 5% of the total fleet is in use or stored. Analysts and CN press release about new locomotives claim that Canadian National's rival has about 300 Tier 4 engines, which make up 27% of their total fleet. BNSF's closest competitors operate about 270 Tier 4 locomotives at Union Pacific, and about 225 at CSX Corp. EPA data and company press releases, as well as trade industry reports, show that there are about 80 Tier 4 locomotives at Norfolk Southern and 270 at Union Pacific.
BNSF spent 394 million dollars on?165 rebuilt and new locomotives between 2020 and 2024. This was a 69% decrease from the previous five years, when the company spent $1.26billion on 558 engines. According to BNSF's annual reports filed to the U.S., the replacement of aging locomotives--some lasting as long as 40 years-slowed down sharply. Surface Transportation Board.
CLEANEST FEET?
BNSF's large size is not the only reason for its high emissions.
According to statistics submitted by the U.S. Department of Transportation, BNSF has the lowest fuel efficiency amongst the six largest railroads in the United States. Surface Transportation Board is the industry's economic regulator.
BNSF used 1.14 gallons per ton of weight moved over 1,000 miles in 2024. This industry metric is called a gross-ton mile. Union Pacific used 1.08 gallons of diesel to move the same amount of weight over the same distance. The most efficient railroad, Canadian National, consumed 0.88 gallons.
According to railroad industry analysts interviewed, BNSF's fuel efficiency is low because it transports more intermodal cargo than its peers.
The high-priority containers must move faster than normal freight, as they are usually more time-sensitive. This is according to Jason Kuehn a vice president and railroad analyst at the consulting firm Oliver Wyman.
BNSF will ship 5.3 million intermodal shipments in 2024. This is nearly 60% more than the No. According to the company's disclosures, Union Pacific is ranked No. 2.
Analysts say BNSF is likely to be less efficient due to its limited use of precision-scheduled railing. This industry practice aims at reducing fuel consumption and costs by using longer trains, fewer engines, and a shorter idle time. Fuel efficiency is also affected by mountainous terrain, and the congestion of a railroad network.
BNSF refused to comment on why it has a relatively low fuel efficiency, but maintained that it was an environmental leader 'in the industry based upon its adoption of the new locomotives which allows it to burn fuel cleaner.
The company said that it had the "cleanest fleet" of locomotives and platform locomotives.
It refused to give details about its fleet-wide emission intensity and could not verify whether it was better than competitors.
According to the EPA, Tier 4 locomotives reduce NOx by up to 80% compared with Tier 3 models.
Fear of Regulation
Railroads have stopped investing in new locomotives because of new regulations, including zero-emissions standard proposed by California. They are concerned that these new rules could make them obsolete.
Roger Nober, former chief legal officer of BNSF and director of George Washington University’s Regulatory Studies Center, said: "These locomotives are 40-45 years old, but you say they won't be able use them because we will have zero emissions."
"Railroads do not see this as an efficient use for their capital."
In 2008, EPA hoped that it could clean up the freight rail industry by setting higher standards for new locomotives. These standards included new Tier 3 models and Tier 4 models. Rail companies have slowed their purchase of new locomotives in order to encourage the replacement of older locomotives.
The EPA predicted in 2008 that by 2025, at least 30 percent of freight locomotives will be operating within the most stringent limits. According to the EPA, only 6.5% out of 19,303 locomotives that are currently active and operated by the six major railroads will meet this limit in 2023.
According to the U.S. Office of Transportation and Air Quality, American railroads had replaced their locomotives annually at a rate of 4% before 2008. By 2024 the replacement rate for the railroad industry had fallen to 0.5% annually.
Neither BNSF, nor its competitors provide precise data about the model year of?active locomotives within their national fleets.
The industry's biggest battle has been against California's proposed emission standard. This would have prohibited locomotives older than 22 years from operating within the state and required that all locomotives be zero-emissions in 2035.
California, with its large market size, can set a standard for the nation.
According to officials at the California Air Resources Board, the stricter regulations would reduce 7,400 tons diesel soot and 386,000 tons NOx by 2050. They also estimate that the cancer risk of those who live near rail operations could be reduced by 90%.
Rail officials claim that the bill would also have prohibited 65% of freight locomotives in operation from operating within the state.
California retracted the proposal a week before Donald Trump was inaugurated as U.S. President in January.
Trump is a frequent critic and would be expected to block this initiative by refusing California the waiver needed to establish state pollution regulations that are stricter than federal ones.
House Republicans introduced in May the Locomotives Act. This would prevent California from receiving such waivers. The bill was referred to Energy and Commerce Committee.
FIGHTING GREEN SCIENCE AND TECHNOLOGY
Rail industry lobbyists have also been very active in opposing the adoption of new technologies. BNSF informed the EPA at a public meeting last year that its test of a battery electric locomotive did not deliver enough power to transport tons of freight across long distances.
John Lovenburg said that the battery contained two megawatts usable energy. This is about 1/40th the energy needed for locomotives that haul line-haul freight.
Alex Scott, professor of supply-chain management at the University of Tennessee, says that electric locomotives can be used for short routes, replacing diesel locomotives, and in switch yards. However, for longer distances, they are limited by their battery weight.
In the United States, and in other parts of world, battery-electric locomotives do not exist. In China, India, and Russia the majority of freight locomotives are powered by overhead electric lines or catenary system.
According to an Association of American Railroads study from February 2025, electrifying 139,000 miles of track by six major railroads in North America could cost over $1.1 trillion.
Scott explained that the railroad industry was slow to adapt new technologies because, if there are problems, they're not only yours. You're creating issues for your customers as well as other railroads, because they all share the same track.
(source: Reuters)