Built in Switzerland, ZEMU is a zero-emissions hydrogen-powered passenger train using a hybrid hydrogen fuel cell battery technology for its propulsion and only emits water vapor.

It’s the first of its kind to ever hit the rails in North America, and the San Bernardino County Transportation Authority has been working on this project for six years.

“This idea was born out of a need for SBCTA to provide a quality transportation project while addressing the air quality concerns of this region,” Tim Watkins, SBCTA chief of legislative affairs, said.

Starting Saturday, Sept. 13, ZEMU will transport passengers along the 9-mile route along Metrolink’s Arrow Corridor between San Bernardino and Redlands, all the while reducing pollution. 

The train is made of two electric passenger cars, able to accommodate 108 seated passengers, and can reach speeds up to 81 mph. Riders will be able to board the train for free on its inaugural day.

Public rides will be available from any Arrow Corridor station, with schedules posted at Metrolinktrains.com.

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After three straight years of strong growth, sales have stabilized in California, raising questions about whether the state will fail to meet its groundbreaking mandate banning sales of gas-powered vehicles.

About a quarter — 25.3% — of all new cars registered in California in 2024 were zero emissions, just slightly more than 25% in 2023, according to new California Energy Commission data. The flat sales follow several years of rapid growth — in 2020, only one in 13 cars sold was zero-emissions. Their share of California’s market is now three times larger than four years ago.

But the slowed pace of growth in the market puts the state’s climate and air pollution goals at risk. Under California’s mandate, approved in 2022, 35% of new 2026 car models sold by automakers must be zero emissions. That leaves considerable ground to make up as some 2026 models begin rolling out later this year.

The requirement ramps up to 68% for 2030 models, and in 2035, California’s rule bans all sales of gasoline-powered cars.

David Simpson, who owns three car dealerships in Orange County, said he is not seeing increased demand for electric cars. While the initial rollout of some models, such as the GMC Hummer EV, did well at first, the demand did not continue. Sales of the Chevrolet Equinox and Blazer EVs do alright, but aren’t strong, either, he said.

“The sales are declining,” Simpson said. “We’ve filled that gap of people who want those cars — and now they have them — and we’re not seeing a big, huge demand. I don’t see households going 100% EV.”

Dave Clegern, a spokesperson for the California Air Resources Board, which oversees the electric car mandates, said in an email that while sales of zero-emission vehicles in California are “less dramatic than in years past,” the flat sales occurred in the context of an overall plateauing of car sales last year. 

Although the rules limit what automakers can sell, Californians are not required to buy electric cars. That means if consumer demand doesn’t increase, it could be a major black eye for Gov. Gavin Newsom, who has made electric cars a cornerstone of his agenda to fight climate change and clean the air. A spokesman for Newsom declined to comment. 

The state mandate, however, has some flexibility, Clegern said. First of all, it’s a multi-year formula: Each manufacturer’s sales of 2026 zero-emission vehicles must be 35% of its total sales averaged for model years 2022 through 2024. 

Manufacturers also can buy credits from automakers that have exceeded the target — companies that only sell electric models, such as Tesla or Rivian. To enforce compliance with California’s sales requirements, state officials could impose steep penalties of $20,000 per vehicle on manufacturers that fall short of quotas.

“Manufacturers may still be in compliance even if they do not achieve these specific sales volumes,” Clegern said.

Brian Maas, president of the California New Car Dealers Association, said  automakers could seek to avoid the fines by reducing the number of gas-powered cars they send to California dealers. He said that could leave fewer options for buyers, drive up prices and push some consumers to Nevada or Arizona to find the car they want, while others will hold on to their older, more polluting vehicles. 

“We’re just not going to make the mandate as presently drafted” so automakers will have to take action, Maas said. “The most rational is to constrain inventory.”

The auto industry group Alliance for Automotive Innovation has been raising these concerns since at least December, when it published a memo entitled, “It’s gonna take a miracle: California and states with EV sales requirements.” The group warns the mandate could depress auto sales in California — as well as in other states that adopt its rules. 

Last month, John Bozzella, the group’s chief executive, called California’s rules “by any measure not achievable” after President Donald Trump signed an executive order repealing federal rules promoting electric vehicles. 

“There’s a saying in the auto business: You can’t get ahead of the customer,” Bozzella said.

The outgoing Biden administration’s U.S. Environmental Protection Agency granted California a waiver in December that allows the state to enforce its requirements phasing out new gas-powered cars. Many experts believe the Trump administration is likely to challenge the waiver through the courts.

Experts also anticipate that Trump could eliminate the $7,500 federal tax credit for zero-emission vehicle purchases, which would increase the cost of buying some electric cars. Newsom vowed last year to continue offering the incentive through state funding, although that promise came before Los Angeles faced devastating wildfires and the state released its fragile budget earlier this year.

Californians have purchased more than 2 million electric cars, leading the nation. The number has doubled in about two years.

But electric vehicle sales, which make up the majority of zero emission cars, grew by only 1.1% in 2024, with 378,910 sold compared to 374,668 in 2023. Plug-in hybrids, once considered a potential alternative to a purely electric model, remained relatively stable. And sales of hydrogen-powered cars all but collapsed last year, with sales plummeting to a meager 600 in 2024 from 3,119 in 2023.

The slower growth comes amid overall market sluggishness, with all auto sales in California dipping slightly last year to 1,752,030.

Loren McDonald, chief analyst for the charging app Paren, said a major contributor is a shift in consumer demographics.

The state’s market has moved beyond early electric car adopters — affluent, environmentally motivated buyers willing to overlook challenges like limited charging infrastructure and higher costs — and into the mainstream.

He said these new buyers, often from middle-income households or who live in apartment buildings without easy access to charging, are far less forgiving when it comes to electric cars. Concerns about range, broken chargers and upfront costs are deal breakers.

Tesla’s market dominance has exacerbated the issue. Many left-leaning California consumers, who were once loyal to Tesla, appear to have distanced themselves because of CEO Elon Musk’s controversial public persona and alliance with Trump.

As Tesla sales have softened, dropping 11% in California last year, the decline has disproportionately affected overall EV registration data in California because of the company’s significant market share, McDonald said. 

Affordability remains a crucial hurdle, though McDonald sees signs of improvement. Automakers have ramped up production, leading to competitive pricing and aggressive lease deals—many under $400 per month.

But mainstream consumers are largely unaware that electric vehicles offer long-term savings in fuel and maintenance, McDonald said, adding that better education is needed to convince consumers to take the leap, especially as electric car prices increasingly approach parity with gas-powered vehicles.

McDonald remains optimistic about 2025. The market will benefit from new electric models priced under $50,000 and technological advancements, such as faster charging and vehicle-to-home power capabilities. 

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Assemblymember Corey Jackson, a Moreno Valley Democrat, is proposing an electric vehicle opportunity zone in the area, to expand training and education programs for EV technicians and engineers.

The bill could benefit car mechanics who build and maintain the vehicles, electricians and welders who make charging stations to power them, and software developers who design programs to run the cars. The bill would also offer business loans, tax credits, and grants to EV manufacturers.

“We’re trying to mimic what California did for Tesla, to get other people in the game,” Jackson said. “And to make sure those resources are centered in lower income and middle class communities, not just Silicon Valley or large urban areas.”

The bill passed the Assembly in May and survived the Senate appropriations committee last week, but must win final approval in the Legislature by Aug. 31 to reach the governor’s desk. Startup costs would be at least $4.5 million with $1.2 million in annual expenses after that, according to the bill analysis, making it trickier to pass amid the state’s $47 billion budget deficit.

Jackson and the bill’s supporters maintain it’s a sound investment. Creating well-paid trade and technical jobs is a high priority for leaders in the Inland Empire, a region known as a warehouse center and bedroom community. Local engineering students and other university graduates often commute several hours to work in coastal counties, or leave the region entirely.

The opportunity zone “will help to keep these educated people in the region because there will be jobs for them,” Jackson said.

The biggest beneficiary, at least initially, could be a luxury EV maker.

The precise boundaries of the opportunity zone are yet to be determined, but Jackson said it would likely fall in Moreno Valley, home to Karma Automotive, which has produced 1,000 vehicles so far, at prices starting at $147,000 and reaching $500,000.

These aren’t the commuter cars that will get California to its goal of transitioning all new vehicles to zero emissions by 2035. But Karma President Marques McCammon said its vehicles serve as proof of concept for technology that can eventually be deployed by bigger automakers.

“The easiest way to de-risk new technologies is to release them into markets that have a higher tolerance for risks,” he said.

In other words, customers who can afford an upscale EV will, in effect, test drive new technology. Then other car manufacturers can scale that up to build tens of thousands of electric cars at lower prices.

“I can help my business and shareholders, and also be a support system and a learning laboratory for the broader industry,” McCammon said.

Moreno Valley Mayor Pro Tem Cheylynda Barnard, who’s also executive director of the Inland Empire Labor and Community Center, said the city is rooting for the bill.

“Moreno Valley is ripe with talent and getting this type of innovation in the city would be helpful in creating jobs and opportunities,” she said.

There’s already an automotive hybrid and EV training program at Riverside City College, where students can earn certificates or associate degrees. Jackson’s bill would extend internships and apprenticeships to more students and encourage other EV automakers to locate in the region, said Riverside Community College District Trustee Keri Then.

“While our students are completing certificates or apprenticeships or degree programs they earn while they learn, so they graduate with near zero debt for their experience,” she said.

The EV zone would support skilled trade workers, along with engineers and scientists, creating pipelines for well-paid jobs that don’t require four-year degrees, Jackson said.

“This generation wants to know what they are going to get for spending so much time and money for their education,” he said. “We want to make sure that people know that if you choose this pathway, there’s a job waiting for you. There’s a profession waiting for you.”

For McCammon, the car business is a life-long pursuit. He said he grew up playing with the golden wrench his grandfather received as a Chrysler mechanic. McCammon later earned undergraduate and master’s degrees in mechanical engineering, before working as an engineer and executive at Chrysler and other firms. He hopes to guide Inland Empire students down the same path.

“I want to see more female engineers and technicians,” McCammon said. “I want to see more Blacks and Latinos. I want another generation coming into our industry.”

Jackson’s bill notes that a Riverside County opportunity zone would be a model for other EV hubs around the state. But California will need a broader approach to meet its zero emissions goals, said Orville Thomas, CEO of the California Mobility Center, a Sacramento organization with similar goals of promoting clean technology and transportation.

“I hope we’re not just saying each county has to do their own opportunity zone,” he said. “I hope the state looks at it and says we’re going to do a statewide system that accelerates zero emissions manufacturing.”

But as a starting point Riverside County is a good site for an EV hub, with its proximity to Salton Sea lithium deposits needed for battery production, Thomas said.

Riverside County has a bit of a split personality when it comes to sustainability. It’s a center for lithium mining and other alternative energy projects such as wind and solar farms. Yet Riverside and neighboring San Bernardino County consistently rank among the worst in the nation for ozone and particulate air pollution. Establishing an EV hub won’t immediately fix that, but it could move the needle.

“When the state reaches its climate goals, then the Inland Empire is going to benefit from that,” Jackson said. “The Inland Empire… continues to be one of the fastest growing regions in the state. If we are not buying and transitioning to electric vehicles, then the state as a whole won’t.”

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