Factor 20: reducing CO2 emissions from inland transport by a major modal shift to rail

1ed9d902-1f1a-48ac-8d0f-b1c7cd540c3b

Closed

EPSRC
EPSRC
EPSRC
EPSRC
EPSRC

£1,009,330

Jan. 1, 2010

July 31, 2011

The proposed Feasibility Account will explore the premise that, to bring about a significant reduction in UK CO2 emissions from transport by 2050, rail system capacity and use will need to increase by a factor of 10 on current levels . Halving total CO2 emissions from rail transport over the same period gives a reduction in CO2 emissions per tonne- or passenger km by a factor of 20. This is a major challenge, and the potential barriers are manifold. They encompass economics, human behaviour, societal norms and social acceptance as well as technical, operational and political factors. Radical thinking in all of these areas is needed, covering work and travel patterns, incentivising rail travel above other modes, improving its attractiveness, optimising system capacity and spreading use, and overcoming societal, political and economic constraints on the development of new lines. It will be necessary to consider all types of railways, including metro systems and light rail, commuter, long-distance and rural passenger services, as well as freight. It is this radical thinking across this range of disciplines in combination that the feasibility account proposes to deliver.

Potential Impact:
The research will potentially benefit stakeholders and funders in the railway industry and users of rail transport. These include train operating companies, infrastructure owners, builders and maintainers of vehicles and infrastructure, consultants, Government (as part-funder), passengers and the wider public. Industry stakeholders and Government will benefit through improved business efficiency, increased volume of business (including but not limited to passenger numbers) and reduced costs. The travelling public will benefit from improved levels of service and reduced costs. The whole of society will benefit from the major reduction in CO2 emissions per passenger or tonne freight km travelled. The key to realising the potential benefits will be wide dissemination to and engagement with industry stakeholders to ensure that the research results are implemented. Strong links with representative user organisations and industry groups will be strengthened by working jointly with some industry partners on feasibility proposals, and engaging with the wider community through workshops, individual discussions and dissemination events as topics for full proposals are identified and developed. We will create new links by continuing to expand the RRUK Network of industry and user partners and affiliated academic and research groups. Some of the partners with whom we engage and interact represent groups of individuals or organisations across the industry as a whole: these include ATOC, RIA, AGGRI, ICE and IMechE railway groups, DfT and RSSB. Engagement and communication activities will include 1-2 day workshops and afternoon/evening seminars aimed at particular target audiences within the user and academic communities; the project development workshops and mini-sandpits identified in the main Case for Support; articles in industry publications such as Railway Strategies, European Railway Review etc; presentations at major national and international conferences; substantial papers in leading professional and academic journals such as Journal of Rail and Rapid Transport; the RRUK website and e-mail newsletters; and occasional media activities (e.g. local radio) as opportunities arise.