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‘Yoda’ for scientists: the outsider ecologist whose ideas from the 80s just might fix our future

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Thursday, April 10, 2025

John Todd remembers the moment he knew he was really on to something: “There was no question that it was at the Harwich dump in 1986,” he recalls. This was in Cape Cod, Massachusetts, close to where Todd still lives. Hidden away from the picturesque beaches was the town landfill, including lagoons of toxic waste from septic tanks, which was being left to seep into the groundwater below. So Todd, then a 45-year-old biologist, decided to design a solution. What he was “on to”, he came to realise, was not just a natural way of removing pollution from water, it was a holistic approach to environmental restoration that was way ahead of its time, and possibly still is.Todd’s solution to the Harwich pollution problem was both beautifully simple and unfathomably complex. Next to the lagoons, he assembled a line of 15 clear-sided fiberglass tanks, each about the height of a person, and filled them with water containing all the different life forms he could find from local ponds, marshes and streams – plants, bugs, bacteria, fungi, general gunk. The water could be pumped from one tank to the next, and the living matter inside them soon organised itself into a series of different ecosystems. Todd found that he could put in polluted water from the lagoons at one end of the line of tanks and by the time it came out the other end, 10 days later, it was clean enough to drink.“To see that water, and to see all the organisms in the tanks, including fishes, looking and being so healthy, I was just amazed,” he says.Todd didn’t know exactly what was going on in those tanks – he would later discover that various microorganisms were finding uses for the toxins and heavy metals – but he didn’t need to, he says. “All I really knew going into it was all the kingdoms of life had to be in there. Nobody knew which ones could cope with what we had, but there’s probably no problem they haven’t solved in one way or another over the last three or four billion years.” Todd calls it “biological intelligence”.“The thing that separates myself and my colleagues is that we really do celebrate the living world for what it’s beginning to show us it can do,” he says.There’s just so many positive directions that are possible and economically feasibleTodd christened his invention the “eco-machine”, and spent the next four decades understanding and refining it, applying it to everything from treating wastewater to growing food to repairing damaged ecosystems. Now aged 85, he is still at work, inventing new solutions to a set of environmental problems that has only deepened.Todd’s latest proposal is his most ambitious yet, something he calls “the Fleet”. The idea is very simple, he says: a fleet of sailing vessels, each containing one of his eco-machines. These could be deployed to clean up coastal environmental disasters on site, wherever they are needed. Each sailing eco-machine, Todd says, is “an incubator of beneficial organisms into the environment surrounding it”. Each vessel would take polluted sea water and not only clean it but add helpful organisms and nutrients to it, such as diatoms, which he calls the “baby milk” of the marine food chain.It sounds romantic, challenging, far-fetched even, but between his knowledge of ecological design and naval architecture, Todd seems to have figured it all out: the design of the sailing vessels (inspired by 19th-century Thames barges); how to keep the tanks full of liquid stable on board; energy and lighting; how much water these relatively small vessels could treat. Powered by wind and sun, the entire operation would be fossil fuel-free, he says, “and the fact that they’re going to be so beautiful, they’re going to be the sort of technology neighbourhoods are going to want to have in their back yards”.Maybe I should just slow down and let them catch up before I go galloping off with sailing eco-machines. But I can’t, I’m not young enoughTodd estimates a fleet of 30 such vessels could clean up maritime pollution for about a quarter of the cost of conventional processes. He would love to get two 40ft prototype vessels built and put them to work on nearby Waquoit Bay, which would cost about $20m (£15.5m), he says. Like many coastal areas, Cape Cod’s inshore waters are dying, largely as a result of pollution from domestic sewage. The sea-run brook trout, the shellfish and the eelgrass he saw in the 1960s are hardly to be found any more. Every summer, scores of Massachusetts beaches close after heavy rains because of sewage pollution.Todd knows how to fix it, and much more besides, he believes, but, as has been the case since the 1970s, his ideas are still too wide-ranging for the compartmentalised scientific world to fully understand, he says. Despite having won numerous awards and accolades, he has always been something of an outsider scientist. “Maybe I should just slow down, and let them catch up before I go galloping off with sailing eco-machines,” he says. “But I can’t, I’m not young enough.”Born in Ontario, Canada, Todd has always loved the water and boats. His father designed and built yachts as a hobby, and he has done the same. He studied agriculture and marine biology, but by the time he came to Cape Cod in 1969 and took a post at the Woods Hole Oceanographic Institute, he was beginning to chafe against the strictures and compartmentalisation of academia. He was also becoming increasingly worried about the environment.In 1969, Todd co-founded the New Alchemy Institute with his wife, Nancy, and a colleague, Bill McClarney – not quite a hippy commune, an alternative research institute (associates included visionary architect Richard Buckminster Fuller, economist EF Schumacher and Lynn Margulis, co-creator of the Gaia hypothesis). “I decided I wasn’t a doomwatch ecologist,” Todd says. “Doomwatch can be left to other people, I was more interested in solutions.”The 13-acre (five-hectare) New Alchemy site is a few minutes’ drive from where he and Nancy still live. Its mission was to explore joined-up, sustainable ways of living: energy, food, shelter, waste. They planted organic crops, farmed fish and built wind turbines and experimental architecture – all underpinned by a belief that the more systems they had working together, the stronger the whole would be, just like the organisms in one of his eco-machines.That first eco-machine, in Harwich, ought to have gained Todd national attention; instead it earned him a lawsuit from the state regulators. Apparently nobody was permitted to treat waste without a civil engineering degree. “I appeared on the front page of the Boston Globe, described with a word I’d never heard before, ‘scofflaw’,” he says, chuckling. “The head of the Environmental Protection Agency heard about my fight and sent one of his scientists up to review the data and what I was doing. He went back and he said, ‘He’s legitimate.’” The EPA subsequently honoured him with an award (indeed, an EPA study in 2002 found Todd’s technology to be “typically cost competitive with more conventional wastewater treatment systems”).After the New Alchemy Institute wound down, Todd founded his own ecological consultancy, Ocean Arks International. It has designed and built more than 100 eco-machine systems to treat problems of pollution, wastewater and food production around the world, from the US to China, Australia, Brazil and Scotland. He has drawn up proposals for islands owned by Richard Branson, Marlon Brando and Leonardo DiCaprio (only Branson actually implemented them).Todd’s eco-machines are cheaper and more effective than industrial alternatives, he says, and are even capable of treating chemicals that have been impossible to break down using conventional methods, such as grades of crude oil and mining waste. They are also far more sustainable – powered almost entirely by sunlight.All of which begs the question: why aren’t they more widely used? One reason is prevailing attitudes, Todd suggests. “Civil engineering schools tend to eschew innovation and invention. Hardware is tinkered with and new components are added at a pretty slow pace. A 100-year-old waste water treatment plant looks pretty similar to a contemporary one.”At the same time, for all his scientific skills, Todd is the first to admit he has never been much of a businessman. His career is strewn with startups and partnerships that fell by the wayside for various reasons. However, many of his ideas have seeped into the mainstream and some of his ideas have been developed in a more commerical way, including by his son, Jonathan.It is not just Todd who can vouch for their efficacy. Three years ago, under Todd’s guidance, the Dutch environmental restoration company the Weather Makers built their own eco-machine in Den Bosch, in the Netherlands, with 12 water tanks housed under a 50ft-diameter geodesic dome. They were seeking to process local water polluted by intensive farming into fertile, nutrient-rich water, and to desalinate marine sediments to use in their ecosystem regeneration projects in places such as the Sinai desert.Just as Todd did in Harwich, the Weather Makers’ co-founder Ties van der Hoeven found the results were “amazing”. “Everything he said was just spot on, and certain things really overtook our expectations,” says van der Hoeven. “Everything is growing like crazy.” Tomato plants growing inside the dome with the treated water are 20-30% bigger than ones grown with groundwater, he says.Like many others, he did not really understand Todd’s approach until he put it into practice. “Hopefully now, with this planetary craziness we’re entering into, we’re starting to recognise these kinds of holistic solutions better,” he says. He likens Todd to Yoda from the Star Wars movies – the keeper of an ecological wisdom born in the 1960s and 70s but forgotten, “a bit like the Renaissance being forgotten in the middle ages, and then now people are picking it up again”.As ever, Todd remains an optimist. “I feel we know how to fix the ocean, I feel we know how to fix the deserts, I feel we know how to fix the urban environment, and so we’ve just got to get the story moving,” he says. “There’s just so many positive directions that are possible and economically feasible. If we could get the larger public really excited about how nature can be made to clean up, then people would say, ‘we can do it. We’ve got a future.’”

John Todd’s eco-machine stunned experts by using natural organisms to remove toxic waste from a Cape Cod lagoon. Forty years on, he wants to build a fleet of them to clean up the oceansJohn Todd remembers the moment he knew he was really on to something: “There was no question that it was at the Harwich dump in 1986,” he recalls. This was in Cape Cod, Massachusetts, close to where Todd still lives. Hidden away from the picturesque beaches was the town landfill, including lagoons of toxic waste from septic tanks, which was being left to seep into the groundwater below. So Todd, then a 45-year-old biologist, decided to design a solution. What he was “on to”, he came to realise, was not just a natural way of removing pollution from water, it was a holistic approach to environmental restoration that was way ahead of its time, and possibly still is.An early eco-machine purifying toxic waste on Cape Cod in 1986. Photograph: John Todd Continue reading...

John Todd remembers the moment he knew he was really on to something: “There was no question that it was at the Harwich dump in 1986,” he recalls. This was in Cape Cod, Massachusetts, close to where Todd still lives. Hidden away from the picturesque beaches was the town landfill, including lagoons of toxic waste from septic tanks, which was being left to seep into the groundwater below. So Todd, then a 45-year-old biologist, decided to design a solution. What he was “on to”, he came to realise, was not just a natural way of removing pollution from water, it was a holistic approach to environmental restoration that was way ahead of its time, and possibly still is.

Todd’s solution to the Harwich pollution problem was both beautifully simple and unfathomably complex. Next to the lagoons, he assembled a line of 15 clear-sided fiberglass tanks, each about the height of a person, and filled them with water containing all the different life forms he could find from local ponds, marshes and streams – plants, bugs, bacteria, fungi, general gunk. The water could be pumped from one tank to the next, and the living matter inside them soon organised itself into a series of different ecosystems. Todd found that he could put in polluted water from the lagoons at one end of the line of tanks and by the time it came out the other end, 10 days later, it was clean enough to drink.

“To see that water, and to see all the organisms in the tanks, including fishes, looking and being so healthy, I was just amazed,” he says.

Todd didn’t know exactly what was going on in those tanks – he would later discover that various microorganisms were finding uses for the toxins and heavy metals – but he didn’t need to, he says. “All I really knew going into it was all the kingdoms of life had to be in there. Nobody knew which ones could cope with what we had, but there’s probably no problem they haven’t solved in one way or another over the last three or four billion years.” Todd calls it “biological intelligence”.

“The thing that separates myself and my colleagues is that we really do celebrate the living world for what it’s beginning to show us it can do,” he says.

Todd christened his invention the “eco-machine”, and spent the next four decades understanding and refining it, applying it to everything from treating wastewater to growing food to repairing damaged ecosystems. Now aged 85, he is still at work, inventing new solutions to a set of environmental problems that has only deepened.

Todd’s latest proposal is his most ambitious yet, something he calls “the Fleet”. The idea is very simple, he says: a fleet of sailing vessels, each containing one of his eco-machines. These could be deployed to clean up coastal environmental disasters on site, wherever they are needed. Each sailing eco-machine, Todd says, is “an incubator of beneficial organisms into the environment surrounding it”. Each vessel would take polluted sea water and not only clean it but add helpful organisms and nutrients to it, such as diatoms, which he calls the “baby milk” of the marine food chain.

It sounds romantic, challenging, far-fetched even, but between his knowledge of ecological design and naval architecture, Todd seems to have figured it all out: the design of the sailing vessels (inspired by 19th-century Thames barges); how to keep the tanks full of liquid stable on board; energy and lighting; how much water these relatively small vessels could treat. Powered by wind and sun, the entire operation would be fossil fuel-free, he says, “and the fact that they’re going to be so beautiful, they’re going to be the sort of technology neighbourhoods are going to want to have in their back yards”.

Todd estimates a fleet of 30 such vessels could clean up maritime pollution for about a quarter of the cost of conventional processes. He would love to get two 40ft prototype vessels built and put them to work on nearby Waquoit Bay, which would cost about $20m (£15.5m), he says. Like many coastal areas, Cape Cod’s inshore waters are dying, largely as a result of pollution from domestic sewage. The sea-run brook trout, the shellfish and the eelgrass he saw in the 1960s are hardly to be found any more. Every summer, scores of Massachusetts beaches close after heavy rains because of sewage pollution.

Todd knows how to fix it, and much more besides, he believes, but, as has been the case since the 1970s, his ideas are still too wide-ranging for the compartmentalised scientific world to fully understand, he says. Despite having won numerous awards and accolades, he has always been something of an outsider scientist. “Maybe I should just slow down, and let them catch up before I go galloping off with sailing eco-machines,” he says. “But I can’t, I’m not young enough.”


Born in Ontario, Canada, Todd has always loved the water and boats. His father designed and built yachts as a hobby, and he has done the same. He studied agriculture and marine biology, but by the time he came to Cape Cod in 1969 and took a post at the Woods Hole Oceanographic Institute, he was beginning to chafe against the strictures and compartmentalisation of academia. He was also becoming increasingly worried about the environment.

In 1969, Todd co-founded the New Alchemy Institute with his wife, Nancy, and a colleague, Bill McClarney – not quite a hippy commune, an alternative research institute (associates included visionary architect Richard Buckminster Fuller, economist EF Schumacher and Lynn Margulis, co-creator of the Gaia hypothesis). “I decided I wasn’t a doomwatch ecologist,” Todd says. “Doomwatch can be left to other people, I was more interested in solutions.”

The 13-acre (five-hectare) New Alchemy site is a few minutes’ drive from where he and Nancy still live. Its mission was to explore joined-up, sustainable ways of living: energy, food, shelter, waste. They planted organic crops, farmed fish and built wind turbines and experimental architecture – all underpinned by a belief that the more systems they had working together, the stronger the whole would be, just like the organisms in one of his eco-machines.

That first eco-machine, in Harwich, ought to have gained Todd national attention; instead it earned him a lawsuit from the state regulators. Apparently nobody was permitted to treat waste without a civil engineering degree. “I appeared on the front page of the Boston Globe, described with a word I’d never heard before, ‘scofflaw’,” he says, chuckling. “The head of the Environmental Protection Agency heard about my fight and sent one of his scientists up to review the data and what I was doing. He went back and he said, ‘He’s legitimate.’” The EPA subsequently honoured him with an award (indeed, an EPA study in 2002 found Todd’s technology to be “typically cost competitive with more conventional wastewater treatment systems”).

After the New Alchemy Institute wound down, Todd founded his own ecological consultancy, Ocean Arks International. It has designed and built more than 100 eco-machine systems to treat problems of pollution, wastewater and food production around the world, from the US to China, Australia, Brazil and Scotland. He has drawn up proposals for islands owned by Richard Branson, Marlon Brando and Leonardo DiCaprio (only Branson actually implemented them).

Todd’s eco-machines are cheaper and more effective than industrial alternatives, he says, and are even capable of treating chemicals that have been impossible to break down using conventional methods, such as grades of crude oil and mining waste. They are also far more sustainable – powered almost entirely by sunlight.

All of which begs the question: why aren’t they more widely used? One reason is prevailing attitudes, Todd suggests. “Civil engineering schools tend to eschew innovation and invention. Hardware is tinkered with and new components are added at a pretty slow pace. A 100-year-old waste water treatment plant looks pretty similar to a contemporary one.”

At the same time, for all his scientific skills, Todd is the first to admit he has never been much of a businessman. His career is strewn with startups and partnerships that fell by the wayside for various reasons. However, many of his ideas have seeped into the mainstream and some of his ideas have been developed in a more commerical way, including by his son, Jonathan.

It is not just Todd who can vouch for their efficacy. Three years ago, under Todd’s guidance, the Dutch environmental restoration company the Weather Makers built their own eco-machine in Den Bosch, in the Netherlands, with 12 water tanks housed under a 50ft-diameter geodesic dome. They were seeking to process local water polluted by intensive farming into fertile, nutrient-rich water, and to desalinate marine sediments to use in their ecosystem regeneration projects in places such as the Sinai desert.

Just as Todd did in Harwich, the Weather Makers’ co-founder Ties van der Hoeven found the results were “amazing”. “Everything he said was just spot on, and certain things really overtook our expectations,” says van der Hoeven. “Everything is growing like crazy.” Tomato plants growing inside the dome with the treated water are 20-30% bigger than ones grown with groundwater, he says.

Like many others, he did not really understand Todd’s approach until he put it into practice. “Hopefully now, with this planetary craziness we’re entering into, we’re starting to recognise these kinds of holistic solutions better,” he says. He likens Todd to Yoda from the Star Wars movies – the keeper of an ecological wisdom born in the 1960s and 70s but forgotten, “a bit like the Renaissance being forgotten in the middle ages, and then now people are picking it up again”.

As ever, Todd remains an optimist. “I feel we know how to fix the ocean, I feel we know how to fix the deserts, I feel we know how to fix the urban environment, and so we’ve just got to get the story moving,” he says. “There’s just so many positive directions that are possible and economically feasible. If we could get the larger public really excited about how nature can be made to clean up, then people would say, ‘we can do it. We’ve got a future.’”

Read the full story here.
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Why Is a Floating Seaweed Taking Over an Entire Ocean? Researchers Have the Answer

Sargassum expansion across the Atlantic is tied to nutrient pollution and ocean circulation. Its growth now affects ecosystems and coastal communities. Researchers at Florida Atlantic University’s Harbor Branch Oceanographic Institute have compiled a comprehensive review covering forty years of data on pelagic sargassum, the free-floating brown algae that plays a crucial role in the Atlantic [...]

Brian Lapointe, Ph.D., a leading expert on Sargassum and a research professor at FAU Harbor Branch, emerges from Sargassum at Little Palm Island in the Florida Keys in 2014. Credit: Tanju MisharaSargassum expansion across the Atlantic is tied to nutrient pollution and ocean circulation. Its growth now affects ecosystems and coastal communities. Researchers at Florida Atlantic University’s Harbor Branch Oceanographic Institute have compiled a comprehensive review covering forty years of data on pelagic sargassum, the free-floating brown algae that plays a crucial role in the Atlantic Ocean. For decades, scientists believed sargassum was largely restricted to the nutrient-poor waters of the Sargasso Sea. It is now clear that this seaweed has become a widespread and fast-growing presence across the Atlantic, with its expansion tied to both natural variability and human-driven nutrient inputs. Published in the journal Harmful Algae, the review examines the emergence and persistence of the Great Atlantic Sargassum Belt, an enormous seasonal bloom that spans from West Africa to the Gulf of Mexico. Since first being observed in 2011, this belt has formed nearly every year—except in 2013—and in May reached a record biomass of 37.5 million tons. This figure excludes the long-term background biomass of 7.3 million tons typically found in the Sargasso Sea. Linking nutrient enrichment to sargassum expansion The analysis integrates historical oceanographic records, modern satellite data, and detailed biogeochemical studies to better explain shifts in sargassum abundance, distribution, and nutrient balance. The findings emphasize the influence of human-driven nutrient loading on ocean processes and the urgent need for international collaboration to track and mitigate the impacts of these vast seaweed blooms. “Our review takes a deep dive into the changing story of sargassum – how it’s growing, what’s fueling that growth, and why we’re seeing such a dramatic increase in biomass across the North Atlantic,” said Brian Lapointe, Ph.D., lead author and a research professor at FAU Harbor Branch. “By examining shifts in its nutrient composition – particularly nitrogen, phosphorus and carbon – and how those elements vary over time and space, we’re beginning to understand the larger environmental forces at play.” Sargassum on a beach in Palm Beach County in 2021. Credit: Brian Lapointe, FAU Harbor BranchAt the start of the review, Brian Lapointe and his colleagues, Deanna F. Webber, research coordinator, and Rachel Brewton, Ph.D., assistant research professor at FAU Harbor Branch, note that early oceanographers mapped the Sargasso Sea by tracking surface patches of sargassum. They assumed the seaweed flourished in its warm, clear, yet nutrient-poor waters. This idea later presented a paradox, as mid-20th-century researchers went on to describe the same region as a “biological desert.” Resolving the paradox with modern studies However, recent satellite observations, ocean circulation models, and field studies have resolved this paradox by tracing the seasonal transport of sargassum from nutrient-rich coastal areas, particularly the western Gulf of America, to the open ocean via the Loop Current and Gulf Stream. These findings support early theories by explorers who proposed that Gulf-originating sargassum could feed populations in the Sargasso Sea. Remote sensing technology played a pivotal role in these discoveries. In 2004 and 2005, satellites captured extensive sargassum windrows – long, narrow lines or bands of floating sargassum – in the western Gulf of America, a region experiencing increased nutrient loads from river systems such as the Mississippi and Atchafalaya. “These nutrient-rich waters fueled high biomass events along the Gulf Coast, resulting in mass strandings, costly beach cleanups, and even the emergency shutdown of a Florida nuclear power plant in 1991,” Lapointe said. “A major focus of our review is the elemental composition of sargassum tissue and how it has changed over time.” Growth rates and limiting nutrients Laboratory experiments and field research dating back to the 1980s confirmed that sargassum grows more quickly and is more productive in nutrient-enriched neritic waters than in the oligotrophic waters of the open ocean. Controlled studies revealed that the two primary species, sargassum natans and sargassum fluitans, can double their biomass in just 11 days under optimal conditions. These studies also established that phosphorus is often the primary limiting nutrient for growth, although nitrogen also plays a critical role. From the 1980s to the 2020s, the nitrogen content of sargassum increased by more than 50%, while phosphorus content decreased slightly, leading to a sharp rise in the nitrogen-to-phosphorus (N:P) ratio. VIDEOThe story of sargassum over four decades. Credit: Brian Lapointe, FAU Harbor Branch “These changes reflect a shift away from natural oceanic nutrient sources like upwelling and vertical mixing, and toward land-based inputs such as agricultural runoff, wastewater discharge, and atmospheric deposition,” said Lapointe. “Carbon levels in sargassum also rose, contributing to changes in overall stoichiometry and further highlighting the impact of external nutrient loading on marine primary producers.” The review also explores how nutrient recycling within sargassum windrows, including excretion by associated marine organisms and microbial breakdown of organic matter, can sustain growth in nutrient-poor environments. This micro-scale recycling is critical in maintaining sargassum populations in parts of the ocean that would otherwise not support high levels of productivity. Influence of Amazon River outflow Data from sargassum collected near the Amazon River mouth support the hypothesis that nutrient outflows from this major river contribute significantly to the development of the GASB. Variations in sargassum biomass have been linked to flood and drought cycles in the Amazon basin, further connecting land-based nutrient inputs to the open ocean. The formation of the GASB appears to have been seeded by an extreme atmospheric event – the negative phase of the North Atlantic Oscillation in 2009 to 2010, which may have helped shift surface waters and sargassum from the Sargasso Sea southward into the tropical Atlantic. However, the researchers caution that there is no direct evidence of this movement. Moreover, genetic and morphological data suggest that some sargassum populations, particularly the dominant S. natans var. wingei, were already present in the tropical Atlantic prior to 2011, indicating that this region may have had an overlooked role in the early development of the GASB. “The expansion of sargassum isn’t just an ecological curiosity – it has real impacts on coastal communities. The massive blooms can clog beaches, affect fisheries and tourism, and pose health risks,” said Lapointe. “Understanding why sargassum is growing so much is crucial for managing these impacts. Our review helps to connect the dots between land-based nutrient pollution, ocean circulation, and the unprecedented expansion of sargassum across an entire ocean basin.” Reference: “Productivity, growth, and biogeochemistry of pelagic Sargassum in a changing world” by Brian E. Lapointe, Deanna F. Webber and Rachel A. Brewton, 8 August 2025, Harmful Algae.DOI: 10.1016/j.hal.2025.102940 This work was funded by the Florida Department of Emergency Management, United States Environmental Protection Agency, South Florida Program Project, and the NOAA Monitoring and Event Response for Harmful Algal Blooms program. Historical studies included within the review were funded by the NASA Ocean Biology and Biogeochemistry Program and Ecological Forecast Program, NOAA RESTORE Science Program, National Science Foundation, “Save Our Seas” Specialty License Plate and discretionary funds, granted through the Harbor Branch Oceanographic Institute Foundation, and a Red Wright Fellowship from the Bermuda Biological Station. Never miss a breakthrough: Join the SciTechDaily newsletter.

Effort to Curb Southern California Rail Yard Pollution Stalls Under Trump

The region’s rail yards continue to pose serious health hazards, prompting local advocates to push state leaders for action. The post Effort to Curb Southern California Rail Yard Pollution Stalls Under Trump appeared first on .

This story was supported by the Climate Equity Reporting Project and the Stakes Project at UC Berkeley School of Journalism. When MaCarmen Gonzalez moved from Mexico to the city of San Bernardino, east of Los Angeles, two decades ago, she brought one of her two sons with her. Soon after, he began suffering from asthma, while the son who remained in Mexico stayed healthy. The contrast convinced Gonzalez that the air in her new community — which had become a major distribution hub for Amazon and other online retailers — was making people sick. She began organizing with People’s Collective for Environmental Justice, a local environmental group, after seeing many of her friends fall ill with cancer — and in some cases — die from the disease. She attributed their illnesses to the unhealthy air.   Earlier this year, San Bernardino County — home to more than 2 million residents, the majority of whom are Latino — was ranked the nation’s worst for ozone pollution by the American Lung Association for the 15th consecutive year. “If you can’t leave, then you are stuck with the situation here, and you start to notice the health impacts building,” she said. “It often starts with allergies, and then it gets worse.” Over the last several years, Gonzalez and other community members have rallied residents to protest and testify at local regulatory hearings, pressing for tougher oversight of what’s known as the logistics industry. Their movement gained momentum when local air regulators began drafting rules aimed at cutting pollution from warehouses and Southern California’s two massive ports. MaCarmen Gonzalez with a group of environmental justice activists near the San Bernardino rail yard. Photo courtesy of People’s Collective for Environmental Justice. Last summer, organizers won a major victory when the South Coast Air Quality Management District agreed to regulate rail yards, an often-overlooked but heavily polluting corner of the shipping industry. Health studies going back nearly two decades have found elevated cancer risk in communities near rail yards, including the BNSF Railway intermodal facility in San Bernardino, as well as reduced lung function in children going to school nearby. The pollution that trains, trucks and other vehicles generate in rail yards don’t only pose health risks to local residents, they’re also a significant source of climate-warming emissions.  But just as air regulators were preparing to crack down on the pollution coming from the 25 rail yards in the region, the effort hit a wall — a new presidential administration hostile to  environmental regulation.  Consequently, the rule that the South Coast Air Quality Management District adopted last summer intended to make rail companies like BNSF and Union Pacific Railroad clean up their operations is now off the table. The rule would have required the companies to dramatically reduce the toxic emissions generated by their Southern California rail yards, make plans to add zero emissions infrastructure and replace some diesel-powered equipment with cleaner electric alternatives. It was a blow to communities like San Bernardino, where pollution from goods movement has grown alongside the rise in e-commerce. It also threw a wrench in one of the region’s more promising strategies for addressing the persistent, interconnected problems of climate change and air pollution. And it’s just one of many ways communities could suffer under the Trump administration’s broad-based attack on environmental regulations. For now, local residents in San Bernardino are looking to state officials to rein in air pollution in their communities. But they face steep opposition from rail companies and industry lobbying groups. *   *   * The Inland Empire, where Gonzalez lives, is a basin-shaped region that stretches east of Los Angeles County, and includes the cities of San Bernardino, Riverside and Ontario. The towering San Gabriel Mountains, which form the region’s backdrop, are often obscured by a layer of gray-brown haze laden with lung-damaging particulates and other pollutants that get trapped by the peaks and hang in the air. The pandemic hastened the expansion of Southern California’s shipping industry, but the warehouses began to replace farms in the area as far back as the 1980s. Their proliferation has led to sprawl at a massive scale and has attracted over 600,000 trucks a day to the region. They transport everything from clothing and shoes to appliances and home goods from the ports of Los Angeles and Long Beach. Numerous studies have shown that living near transportation corridors is associated with higher rates of heart disease and cancer, adverse birth outcomes, negative effects on the immune system and neurotoxicity. “It’s funny to think you could be going out to exercise, but you might actually be hurting yourself more than you’re helping,” said Gem Montes, another organizer with People’s Collective for Environmental Justice, who started a citizen science project focused on testing the air after realizing air pollution was hampering her ability to go outside. She worked with high school students who found high levels of air pollution in their school and homes.   Montes lives in Colton, known as the “hub city,” which is home to the Union Pacific West Colton yard, another major rail yard.  Rail yards are built to include dozens of parallel tracks used for storing, sorting, loading and unloading train cars and locomotives. They use retired diesel locomotives to move trains around the yards — engines that are more polluting than people typically see traveling around the state.  And the trucks that park at the rail yards often idle for hours at a time. And the pollution they generate is not just from their emissions. There is also noise. Residents living near rail yards hear the sound of metal gnashing against metal as freight trains pass by, moving products from warehouses to far-flung distribution centers. At all hours of the day, trucks loaded up with cargo rumble through Inland Empire communities, headed to nearby warehouses, including a 1-million-square-foot Amazon fulfillment center. *   *   * The rules championed by environmental and community groups to curb emissions from rail yards and other polluters were part of a creative strategy employed by local air regulators in recent years to work around restrictions on regulating cars, trains and trucks, which typically cross state lines, placing them primarily under federal jurisdiction. These so-called indirect source rules allow local regulators to target emissions generated by trains and vehicles that are associated with stationary facilities — such as warehouses, sports stadiums or, in this case, rail yards — that attract significant traffic. The South Coast Air Quality Management District’s first indirect source rule was aimed at cutting vehicle emissions directly connected to warehouses. It was adopted in 2021 and imposes environmental fees on warehouse owners, which they can offset by adding solar panels to their roofs, replacing diesel loading vehicles with electric ones, or providing chargers for electric trucks.  Then, last August, the AQMD adopted a similar rule for rail yards, and community members were cautiously optimistic.  The rule required BNSF and Union Pacific to cut smog-forming nitrogen oxide pollution at all 25 rail yards in the region — an 82% reduction by 2037 — and mandated that the rail operators plan to build charging and other infrastructure to support zero-emission operations. A row of shipping containers sit in a lot next to a San Bernardino neighborhood. Photo: Jeremy Lindenfeld. It would have been an incremental step toward broader electrification of the rail industry in the state — and it would have paved the way for Union Pacific and BNSF to electrify their freight handling equipment and add charging infrastructure to the rail yards. However, the rule was written to take effect only after the state passed two related laws aimed at cutting emissions in trucks and passenger trains. And the California Air Resources Board (CARB), the state regulator that partners with 35 regional air districts, withdrew both rules from the EPA process in January, shortly before Trump took office, in recognition that approval by the new administration was dead on arrival.   Two large railroad industry trade groups, the Association of American Railroads and the American Short Line and Regional Railroad Association, had opposed the in-use Locomotive Regulation, which would have required train operators to begin transitioning their equipment to zero emissions. Both groups sued CARB in 2023 over the rule.  Neither BNSF nor Union Pacific responded to Capital & Main’s requests for comment.  *   *   * Now activists are hoping that the state can regulate the rail yard on its own — and state officials seem open to trying. This spring Rainbow Yeung, a spokesperson for AQMD, told Capital & Main that the agency was “continuing to discuss potential paths forward with CARB.” In March, Assemblymember Robert Garcia introduced Assembly Bill 914, which would have affirmed CARB’s authority to oversee indirect sources. But after it was amended, he placed it on hold, effectively killing it for the year. The nonprofit advocacy organization Earthjustice sponsored the bill alongside Garcia. Adrian Martinez, director of the organization’s Right To Zero campaign, says that the legislation will be reintroduced in early 2026.  A state-level rule targeting a range of “pollution magnets,” including rail yards, would be a novel step for California, which has been granted waivers by the EPA under both Republican and Democratic administrations that allow the state to go beyond federal air quality regulations. CARB listed the strategy in a recent set of recommendations to Gov. Gavin Newsom aimed at filling in the gaps left by the Trump administration’s efforts to undermine the state’s climate policy. “With our clean air standards under attack by the Trump administration, it’s vital that California brings more tools to the table to clear smog,” said Martinez. The Supply Chain Federation, an industry lobbying group that fought against AB 914, has expressed concern about the potential shift toward a statewide rule targeting indirect pollution sources. The group “will continue to oppose similar proposals in the future,” said Sarah Wiltfong, chief public policy and advocacy officer for the federation in an email. The Supply Chain Federation released a report in July calling AQMD’s warehouse indirect source rule  “deeply flawed, economically harmful, and environmentally ineffective” and said it wants CARB’s other existing approaches to vehicle emissions standards to continue instead.   Andrea Vidaurre, co-founder of People’s Collective for Environmental Justice, feels optimistic about the potential for a state-level indirect source rule but added that it is not the only way forward.  “Rail yards are a huge source of air pollution, so if it’s not through [an indirect source rule], we’re asking what else California can do to make sure that it’s looking at [vehicle] idling limits, infrastructure upgrades, whatever it might need to do to have these places ready for [electric trains] — technology that exists everywhere else in the world but here.” And while electrifying trains and trucks would go a long way toward reducing pollution and cutting greenhouse gases, Vidaurre and her fellow advocates say that the larger issue of consumption — how much and how we buy — is the elephant in the room.  Even last fall, when it seemed all but guaranteed that the region would take an incremental step toward cleaning up its rail yards, she said the new regulations wouldn’t be a silver bullet.  “The problem is that we’re concentrating everything in one community,” said Vidaurre. “Forty percent of the nation’s imports move through these two ports.” But even if trucks and trains get electrified, she added, we still need fewer of them on the road. Copyright 2025 Capital & Main. Maison Tran is a UC Berkeley California Local News Fellow.

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