GB rail has long championed freight’s impressive sustainability credentials. But as other transport sectors navigate their routes to net zero, the sector’s narrative and strategic priorities must evolve. As Stacie Scullion, Sustainability Manager at DB Cargo UK, explains, reducing emissions is just one of the advantages the sector provides. Freight operators must actively promote and leverage all their strengths.
Stacie, to begin, could you share a bit about your background and what motivated you to join DB Cargo UK as sustainability manager?
I have almost 18 years’ experience in sustainability and environmental management across the UK and Europe, progressing from operational roles to strategic leadership. I joined DB Cargo UK to help shape its first sustainability strategy and drive decarbonisation, having been attracted by its low-carbon rail freight, commitment to net zero, and strong leadership. I felt that DB Cargo UK was somewhere I could make a real difference for the company and the wider sector.
Rail freight is considered much less carbon-intensive than road freight. In concrete terms, how do rail and road freight differ in their environmental impact?
Rail freight has significant environmental advantages over road freight. It emits approximately 76% less carbon dioxide* and related greenhouse gases per tonne-kilometre than road freight. Another key advantage is capacity: a single freight train can transport the same amount of goods as roughly 129 heavy goods vehicles, effectively removing those lorries from the road network. Beyond carbon emissions, rail freight also produces lower levels of air pollution, especially in terms of nitrogen oxides and particulate matter.
As the road haulage sector navigates the route to net zero, what strategies can the freight sector employ to maintain its sustainability leadership?
The greatest opportunity lies in scaling up the modal shift of freight from road to rail by making full use of our existing systems and infrastructure. These resources are already in place and ready to be used for this purpose.
The strategies to support this include expanding decarbonised rail traction, investing in innovation to reduce or capture emissions, and developing low-carbon terminals. We are already seeing successes using hydrotreated vegetable oil, and low-carbon terminals have both commercial and environmental advantages.
Additional priorities are: improving carbon data transparency in line with recognised frameworks, encouraging industry collaboration even among competitors, and facilitating function-specific 'green skills'. Our pilot initiatives are already showing positive results here.
Why is it important for readers to consider not just the sustainability benefits of rail freight but also its broader value?
Promoting the sustainability benefits of rail freight in isolation doesn’t serve our best interests. These advantages are intrinsically linked to a host of other positive impacts. It’s rail freight as a multi-benefit solution that truly makes our case compelling. For instance, shifting goods from road to rail not only eases congestion and improves road safety but also reduces infrastructure wear, lowering maintenance costs. Additionally, rail provides more efficient land use by using existing infrastructure with minimal disruption, unlike major new road projects.
Given that rail freight is a ‘multi-benefit solution’, what are the main reasons businesses might continue to favour road transport?
Modal shift faces both practical and perceived challenges.
Road haulage is often seen as the cheaper and most flexible solution, particularly in the UK with short distances and good cross-country road links. And for journeys under 100 miles, road is often quicker and more cost-effective, particularly with its ability to deliver door-to-door. Rail freight does still require a road element for the first and last mile, so cutting out the rail freight element altogether appears more practicable.
There are also misconceptions around cost and carbon performance, especially with road vehicles also transitioning to biofuels. But rail freight is still the option that can have impact at scale. Businesses aren’t choosing road because it’s better; they choose it because it feels easier. Our job is to promote the wider benefits and make rail feel just as simple.
Rail freight may not be the best choice for certain journeys, such as those under 100 miles. Should the sector accept that these customers are beyond its reach or are there strategies that could serve them?
I believe this really comes down to collaboration. Shifting more towards partnership and working closely together could be beneficial. This approach would help ensure that haulage businesses remain viable, which is crucial; the last thing we want is to see companies going under, as that benefits no one.
By focusing on long-distance where we can make a real impact, while allowing road freight to handle the shorter journeys, we create a mutually advantageous arrangement. Road hauliers are better positioned to transition to zero-emission vehicles for first and last mile due to the lower mileage requirements. Modal partnerships have the opportunity to create turn-key solutions for businesses.
Modal shift could also bring wider benefits to local communities by increasing social value through job creation, green development, and reducing road congestion and air pollution. These positive changes create healthier, safer, and more prosperous places to live.
How can the sector more effectively raise its public profile to drive growth?
Effective communication requires us to focus on what customers value most. As a significant contributor to their transport emissions, we must address their primary concerns: cost, reliability, carbon output, risk, and resilience. Rail transport offers considerably greater network resilience compared to road, giving us a distinct advantage to highlight. By positioning rail freight as a strategic partner in sustainability, rather than just another transport option, we make it a far more compelling and commercially attractive proposition for our customers.
*based on DB Cargo calculations