SWR considers DMU replacements to achieve net zero
SOUTH Western Railway intends to replace its Class 158 and ‘159’ diesel multiple unit (DMU) fleets by 2030 with an “innovative self-power solution” such as battery (which could include lineside rapid recharging points) or hydrogen.
Outlining plans to achieve ‘net zero’ by 2040, SWR observed that its current DMU fleet, comprising 110 vehicles, is 30 years old and will need “significant investment” in the next five to ten years.
The operator said that reaching net zero carbon emissions by 2040 is dependent on a range of external factors, including: government funding; policy commitments to decarbonise the National Grid and electrify the rail network; investment and innovation in rolling stock technology; and action from the wider value chain.
The Department for Transport has backed SWR, in collaboration with Network Rail and other key stakeholders, to deliver the UK rail industry’s first robust, transparent and cost-effective roadmap to net zero.
Rail Minister Kevin Foster said: “SWR’s commitment to deliver net zero carbon emissions by 2040 is a bold and ambitious target which will make our railways even greener.”
SWR said it can lead the way for
The Trent Valley section of the West Coast Main Line between Rugby and Stafford will be closed for nine days from October 22-30 for track replacement and resignalling.
Two-thirds of a mile of permanent way is to be relaid around Nuneaton, while additional heavy maintenance at Stafford will require extensive alterations to services.
Avanti West Coast AngloScottish journey times will be extended, while London Northwestern Railway’s CreweEuston services will only run south of Rugby.
West Midlands Railway will be organising road transport between Hednesford and Rugeley Trent Valley, and from Bermuda Park to Nuneaton. decarbonisation of the entire UK rail network, soon to be overseen by the new Great British Railways, building a modern, innovative and sustainable railway fit for the future that can attract customers back after the pandemic.
“We have a plan, but we know we can’t do this alone. We want to collaborate closely with the Department for Transport, Network Rail, our supply chain, and local councils to make this landmark ambition a reality,” said SWR Head of Sustainability Amy Dickinson.
“We are leading the way as the first train operating company to publish a robust, transparent and cost-effective roadmap to net zero by 2040, ten years ahead of the UK’s overall 2050 legal deadline.”
SWR’s DMUs run on the West of England line to Exeter and Salisbury using non-electrified track west of Basingstoke, and from Salisbury to Southampton (via Romsey).
“Despite trialling numerous promising technologies, retrofitting our diesel fleet with lower-carbon technologies at this stage of their lives is not deemed economically viable,” it said.
Although it is not spelled out in
SWR’s proposals, battery-electric trains could use the third rail from Waterloo to Basingstoke.
Admitting that there is currently no suitable ‘off-the-shelf’ rolling stock available, SWR said “uncertainty over the exact technology solution requires ongoing active and appropriate participation in associated industry strategies”, such as Network Rail’s Traction Decarbonisation Network Strategy and Rail Technical Strategy.
The technology that replaces the diesel fleet is dependent on what becomes commercially viable for use on the UK network, it said, adding: “However, we are exploring several options that will reduce our emissions as part of running our trains, if implemented.”
It said that battery/electric trains are the most likely option for the replacement of its current fleet, as the technology is already available and appears to be the “most economically viable solution”.
However, there are still some infrastructure challenges associated with this: “For example, there are economic battery limits for a journey distance (around 6080km), which also must factor in any energy requirements due to service delays.”
SWR acknowledges that this requires a more in-depth exploration into charging infrastructure, development of charging points, gaps in the network (for example, Basingstoke to Exeter), and any associated emissions from this work.
It said: “To address this, we have identified a need for economising
on the rolling stock installation and a lineside recharging as part of this. This could require rapid chargers from lineside energy storage so the trains can be rapidly charged, possibly at stations providing modular capability.”
An alternative option to batteries is to use hydrogen, which (depending on the production method) has no greenhouse gas emissions associated with its direct use. Hydrogen use in the UK has only just started to be commercialised in other industries, such as road.
“Within rail, there are several challenges that will need to be overcome before replacement of our fleet with hydrogen-based assets,” said SWR.
“Employing this technology could drastically reduce our emissions from running our trains from our existing baseline, and in the longer term reduce our electricity demand.”
SWR’s challenging targets in its 35-page Journey to a net zero future document have been independently assessed and will be audited by climate experts at the Science Based Targets initiative (SBTi), an internationally recognised authority which helps companies to set emission reduction targets in line with latest climate science.
The plan is designed according to the latest analysis of SWR’s climate impact. Over half (52%) of emissions are from supply chains, 45% from running train services, and 3% from buildings such as depots and stations.
“It is really encouraging to see the leadership and action being committed to by SWR in its ambitious decarbonisation roadmap” said Rail Safety and Standards Board Sustainable Development Director George Davies.
“It will contribute to best practice for the rest of the industry to learn from and apply elsewhere.”