Constructing a Rail Network that isn’t Reliant on Diesel Power

Natalie Maye is a Legal Director and specialist construction lawyer at Shoosmiths

Natalie Maye, Legal Director and specialist construction lawyer at Shoosmiths looks at the rail network’s ambition to transition to net zero

The rail network contributes only 1.4 per cent of the UK’s total transport emissions. This makes it the most sustainable public transport service in the UK, with every mile a passenger travels on a train producing just a third of the emissions of the average petrol car.

Despite sustainability being one of the industry’s biggest strengths, the vast majority – over 60 per cent – of the UK’s rail network is still diesel powered. The network’s continued reliance on fossil fuels is holding back its transition to net zero and raises concerns over the government’s aim to remove all diesel-only trains from the network by 2040. It is also limiting its efficiency, with passengers not able to benefit from the improved speeds that are made possible through electrification.

The importance of decarbonising the rail network cannot be overstated and it continues to be a reoccurring theme in government policy.

In the Williams-Shapps Plan for Rail the government announced, ‘a comprehensive environment plan for the rail network will be published in 2022’. Its Integrated Rail Plan also outlined new electrification and lines that could help decarbonise Britain's main trunk routes.

The government’s Autumn Statement saw it recommit to Northern Powerhouse Rail and HS2. If delivered fully, these projects can boost economic growth and play a pivotal role in meeting the government’s target of cutting emissions by 68 per cent by 2030.

Scrapping or further scaling back these developments would have dealt a major blow to the industry’s efforts to become more sustainable. It would also harm connectivity and network reliability – two areas already under pressure, especially in Northern England.

It is clear that a balance does need to be found, however, with the government shining a stark light on the state of public finances and likely impact of a recession.

So, from a construction perspective, where does this leave the delivery of rail infrastructure projects and what steps must be taken now to maintain viability and ensure the industry remains on the right track to moving away from diesel power completely by 2040?

Focusing on the existing network

There needs to be a degree of realism with regard to the current landscape and the challenges that the rail industry has endured during recent years as a result of the pandemic.

It is critical that the focus for those in the rail industry is on the factors that they can control. Renewals and maintenance of the existing network must remain a priority.

This does not mean ditching electrification and other sustainability initiatives, far from it. Rather, and considering budgetary restraints, this approach is an important first step in ensuring existing infrastructure, track and rolling stock can continue operating at its best, while procurement of electrification packages takes place and other sustainability initiatives are considered.

One of the industry’s biggest hurdles is reliability, with Britain’s trains having their least reliable year since records began – in the 12 months to 23 July 2022 - according to data from the Office of Rail and Road.

Renewals and maintenance are key to addressing current issues around reliability, improving the passenger experience across the network, and must continue to be prioritised while the industry and government commit to more ambitious projects.

Network Rail is currently issuing tenders for its Control Period 7 (CP7), which will entail national framework agreements covering this work. This poses further opportunities for the construction sector to work closely with Network Rail to support renewals and maintenance of the railways. Understanding the scope of works and risk profile under these agreements is key to ensuring the effective delivery of these schemes on time and within budget.

One of the main considerations when carrying out this due diligence is the construction programme; checking any planned works are capable of being carried out in line with the agreed possessions. While clear and regular communication between contractors, Network Rail and operators is integral at every stage of a project, it is crucial at the outset that this is agreed, understood and worked out.

Getting these basics right and maintaining a safe, efficient and reliable network is the first stop on the journey to building a more sustainable railway.

Streamline approach

Though the government has committed to ‘rail reform and modernising the industry’, the future of Great British Railways (GBR) is hanging in the balance following the decision to delay the Transport Bill until May 2023 at the earliest.

Whether the move to GBR will prove effective is open to debate. Some reform is needed, however, to enable the rail industry to adapt and shift away from diesel power.

The industry’s structure can be fragmented and difficult to navigate, especially for those in the construction sector. This is evidenced in some of challenges the network is facing.

A more streamlined approach is, therefore, critical in progressing the shortterm maintenance and renewals required to keep our railways running, as well as viably delivering the large infrastructure projects that will help decarbonise the network.

We should also not be afraid of playing to our strengths and focusing on certain methods that are well established and already supporting the rail industry’s net zero ambitions.

Electrification is a good example of this. Network Rail has confirmed that electric train journeys generate 20-30 per cent less carbon per mile than those by diesel train. The technology also has financial advantages, with studies suggesting that there could be savings of £2 million to £3 million per passenger vehicle over its lifetime.

While research and development into new innovative power solutions like hydrogen fuel cells must continue, measures such as electrification offer a way for the rail industry to immediately deliver on its sustainability objectives in a way that is also economically feasible.

Engine room

As developments like Crossrail have demonstrated, revolutionary railway projects take time.

They also require significant resources, investment and, most importantly, a steady pipeline of talent and expertise. The apprentices and graduates now working on High Speed 2 may be in their late twenties or thirties when phase one completes, let alone phase two.

A 2021 report from the City & Guilds and the National Skills Academy for Rail estimated that the rail industry will need between 7,000 and 12,000 additional workers each year for the next five to ten years, with nearly 15,000 rail industry employees expected to retire by 2025.

This shortage is also being felt acutely in the construction sector where it is estimated that over 200,000 workers will be needed by 2025 just to meet demand.

The government’s aim of removing all diesel-only trains from the rail network by 2040 hinges on being able to attract more skilled people into the rail and construction industries. Without this, electrification and the development of major infrastructure projects are at risk of stalling.

Decisive action from the government and private sector is needed to address this issue. There are examples of businesses already doing this, with firms taking steps to increase accessibility and encourage people of all ages and backgrounds into both sectors. We must learn from this –redoubling efforts to attract new talent and also cultivate it.

Decarbonising the rail network will benefit passengers and the environment; it is also a unique opportunity to drive economic growth and improve living standards. This is a win-win situation and one that must be capitalised on as the UK strives for net zero.