A new report from the Australasian Railway Association outlines a path for the decarbonisation of rail operations to meet net zero targets.
The ARA commissioned GHD to develop The Critical Path to Decarbonise Australia’s Rail Rollingstock report, which outlines a pathway for decarbonising rollingstock, supported by a supply chain capability framework, with priority actions for industry and government to transition the rail industry.
The new report also offers recommendations to support the availability, uptake and implementation of low and zero emission technologies to address traction emissions related to diesel-powered locomotives.
Approximately half of Australia’s diesel-powered rollingstock are due to be replaced from 2030-2050 but there are not yet clear solutions to support the transition to low and zero emissions technologies.
The rollingstock purchased during this period will have a life well beyond 2050 and must be fit for purpose as part of our net zero future.
Urgent, coordinated action to boost research and pilot projects, plan enabling infrastructure, confirm renewable energy and fuel supply, and build skills and supply chain capability is needed to maximise the benefits that can be realised in this key procurement window.
ARA CEO Caroline Wilkie said rail has an important role to play in helping to decarbonise transport given its ability to move people and freight in a less emissions intensive way compared with road transport.
“We require a shared, well-planned strategy to successfully shift to lower emission intensity transport modes and low and zero emission technologies,” Ms Wilkie said.
“It is critical that industry and government take practical and specific measures towards decarbonisation to drive the economy and deliver benefits to the wider community.”
Traction energy accounts for about 90 per cent of rail’s operational emissions (scope 1 and 2).
While passenger rail services in metropolitan areas are generally electrified, diesel-powered locomotives continue to be used for regional passenger rail and remain the dominant motive power for rail freight and heavy haul in Australia.
The report warns the efficient and timely decarbonisation of rollingstock will be substantially dependent on supply chain capability and available workforce and skills.
It recommends immediately developing a network-specific decarbonisation strategy, spanning government and industry, to create a shared vision for the decarbonisation of Australian rollingstock.
GHD Study Lead, Mia Barnard, said collaborative action was needed to support the adoption of new technologies.
“Although most low and zero emission rollingstock technologies are generally suitable within the broad category of rail tasks, the real-world feasibility of such technologies depends on the specific use cases experienced across our diverse rail network,” Ms Barnard said.
The report also recommends the development of an analysis to identify the gaps in supply chain capability to support low and zero emission technology ecosystems.
“Early and coordinated action by industry and government will be key to ensuring there is adequate domestic capability to support the transition to emerging low and zero emission technologies and improve the competitiveness of the Australian rollingstock supply chain,” Ms Wilkie said.
In Australia, rollingstock is not anticipated to transition at the same pace as some other sectors of the economy due to the lack of maturity of suitable technology and the unique challenges (e.g., long asset lifecycles, different gauges, operating conditions, regulations) to be overcome to facilitate deep emissions reductions, the report states.
Achieving early emissions reductions, along with deep decarbonisation of rollingstock in the longer term, will require an operationally-optimised mix of the technologies, such as:
- Improved energy efficiency and productivity solutions – Energy efficiency and productivity improvements remain instrumental in contributing to emissions reductions in the near term and will continue to be important to ensure the efficiency and cost-effectiveness of rail
- Transitional solutions – Biofuels, renewable diesel and the use of bi-mode locomotives represent transitional solutions that can be increasingly deployed. This includes diesel-electric or battery-electric hybrid locomotives able to run on overhead power on electrified networks where available
- Alternative propulsion solutions – Electrification, along with battery, hydrogen and other zero emission alternative propulsion technologies, are emerging as a long-term solution, both internationally and within Australia
View a copy of the summary report here and full report here.
Image: Justin McKinney/shutterstock.com
