electric mere vs diesel

7/29/2019 Electric Mere Vs Diesel

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Economies of TRACTION

DIESEL VS ELECTRIC

How Competitive are the Diesels ?

Is there a need for further Electrification

in Indian Railways ?


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Railway Electrification isjustifiedon various Grounds

Modernization

Energy Efficiency

Depleting Oil Reserves

Savings in Foreign Exchange

Marginally Capital intensive, but much cheaperoperationally

More Economical

Enables higher speeds and improved throughput Higher hauling capability

Eco-friendly

How true is the above ?


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Electric Traction - 1881

After many decades of satisfactory performance, the steamengines were to give way to more modern locomotives.The year 1881 saw the birth of the first electric Railway run

by a German Engineer Werner Van Siemens using boththe rails to carry the current. Finding this a little toodangerous, Siemens soon adopted the overhead electricwires. Electric locomotives today raun on Rail roads in

many countries.


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Diesel Traction - 1912

The diesel engine was invented in the year 1893, by ayoung German Engineer, called Rudolf Diesel. But it wasonly nineteen years later, that the first Diesel locomotive

came into existence.Since then, diesel traction has grown from strength tostrength. Over 89,000 Diesel locomotives have beenbuilt in the world so far, the General Motors, USA alone

contributing to as many as 56,000 Locomotives.


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Superior Technology -

Diesel or Electric ?Diesel Traction is thus a far more recent technology, ascompared to Electric traction. One reason why there are

more diesels in the world than electric locos and whymore and more are produced year after year.

Railways in Europe and some other advanced countrieshad started Electrification many years before the modern

Diesels came on the scene.

In fact, Railways in modern economies like US, Australia,etc. are de-electrifying including Suburban services.


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Diesel or Electric ? - (ii)Diesel locomotive is in fact an Electric Locomotivecarrying its own powerhouse. Todays modern Diesel

locomotives with 6 KMs of Electrical wiring is much moreElectric than an Electric locomotive with 4 KMs of wire.

Electric locomotive provides an easy means of drawinglarger units of power from the OHE for the same axle

load.

Development of Technology for Low weight energyefficient engine and its controls delayed the advent ofmodern diesel locomotives.


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Diesel or Electric ? - (iii)Today, technological development in both tractions haslevelled of.

And for the same weight, Diesel traction has 10% or higherload hauling capability.

It is conceded that technology of high speed Passengeroperation beyond 220 Kmph has advanced on Electrictraction, but this is perhaps quite irrelevant to us today.

Diesel locos with Electric transmission have all the benefitsof modern technology such as AC-AC transmission.


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World Railways - Status of

ElectrificationRailway PercentageElectrified

U.S.A. 0.9%

Canada 0.1%

Australia 9.6%China 15.6%

France 44%India (BG) 44%

Italy 59%

Sweden 59%Austria 59%Amtrack (USA) 100%

Source : Rail Business Report, 1999


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Electrification on IR

It is often said that

Electrification on IR is hardly 24.5% of total network.

The truth is Total Network includes BG, MG as well as NG and is

62759 KMs.

Actual BG Route Kilometers are 44383 BG Running Track KMs are 62441

Electrified Running Track KMs - 27946

which is 44.8% of BG Running Track KMs.


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Worlds Stock of Mainline Locomotives

86000 Diesel Locomotives

Europea

n Union

(13%)

Rest of

the

World(42%)

India

(5%)

China

(10%)

North

America

(26%)

Latin

America

(4%)

27000 Electric Locomotives

Europea

n Union(32%)

Rest of

the

world(47%)

India

(10%)China

(`10%)

North

America

(0%)

Latin

Americ

a (1%)

Population of Diesel Locos in the World is 3.2 times that of the

Electric locomotives (Source: World Bank Railway Database 2000)


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Electrification on IR (ii) Railway Electrification on the IR was taken up in a big

way in the late 70s, as a knee jerk reaction to the1974 oil crisis.

Central Organisation for Railway Electrification(CORE) was created to speedily electrify the highdensity routes; this task has already been completedin the early 90s. While talking of 1980 Secretarys

report, we have blanked off Gujral CommitteeRecommendations and the falling crude prices in lateryears.

It is felt that Electrification of Low density non-viableand uneconomic routes continues unabated, perhapsto sustain the organisation.

Time has perhaps come, to pause and examine if the

need for further electrification still persists.


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Energy Efficiency Sometimes Electric traction is perceived as more

energy efficient, by wrongly computing the efficiencyfrom the Overhead wire, in stead of from the PrimarySource of Energy, viz., Coal / Oil (used in producingelectricity in power houses)

The energy efficiency of Traction should however becalculated right from the Primary source of Power,taking into account, losses occurring at every stage.

(For example, in production of Electricity in Power

houses and Transmission and Distribution)


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ENERGY EFFICIENCY (ii)

ELECTRIC LOCO DIESEL LOCO

Source :The Economics of Railway Traction byDr. J . Majumdar (Mcgraw Hill & Co.)


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Overall Efficiency1. Fuel

2. Theoretical efficiency of Diesel Cycle (for a volumetric compressionratio of 1:16)

3. Boiler efficiency (in electric operation: efficiency of steam powerplant)

4. Indicated efficiency

5. Mechanical efficiency of diesel engine (auxiliaries included)6. Efficiency of power transmission to axles

7. Theoretical efficiency of cycle in electric operation

8. Indicated efficiency and mechanical and electrical efficiency of theentire turbo-a.c. converter (auxiliaries included)

9. Efficiency of power transmission from power plant to substation

10. Efficiency of converter and of power transmission from substationinput to current collector, return current losses included

11.Electro-mechanical efficiency of locomotive at the driving wheels,allowing for feed-water heating to 100 deg. C by exhaust stem.


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Energy Efficiency (iii)

Mode of Traction Energy consumedper 1000 GTKM(AUTHORITY:

ASS 1999-2000)

Energyconsumed in

KCAL

RelativeEnergyIndex

Pass Diesel 4.82 42252 1.0Pass Electric 20.6 66892 1.58Goods Diesel 2.96 25948 1.0Goods Electric 8.28 26887 1.04

1 kg of HSD used in Diesel Traction = 10500 KCAL1 KWH of Electricity requires = 2952 KCAL

ALL India Average Heat Rate in KCAL / KWH

The table proves that Electric traction as energy

efficient is a myth

AUTHORITY : CEA Figures


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Availability of Oil (Reserves)

Ever since Col. Blake discovered oil in 1857, this is the usual

pessimistic refrain that we hear.

Arthur Anderson/Cambridge Energy Research Associatesreports:

In 1970, the reserves were estimated to last 33.78 years

In 1980, the estimate was 33 years despite increase inconsumption by 30%

In 1999, oil reserves were estimate to last 43 years despiteincrease in consumption by 43%

Will there be any Oil after 30 years ? ? ?


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Oil in India India is the least explored region for oil

Well density

per 100 Sq. Km

India 20

World 100

In 1998, prognosticated hydrocarbon reserves in Indiawere as high as 17 Billion tonnes that can last for 400years at the consumption rate of 46 Million tonnes peryear during that year.

India consumes 2% of Worlds oil, while Indian Railwayuses only 1.7% of India s Oil. (Source : TERI Year

Books)


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Share of Railways in the consumption

Others(7%)

Power (4%)

Road

Transport

(49.7%)

Fertilisers

(9%)

Industry

(19.6%)

Railways

(1.7%)

Plantation/

Food (2%)

Domestic

(7%)


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Availability of Oil

The Government is investing Rs.54 400Crores in connecting the Golden

Quadrilateral and diagonals by SuperHighways.

Almost every Automobile / Light MotorVehicle Manufacturer continues toexpand their production capacities.


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Fuel Cells

A simple device uses Hydrogen from fuelcombines with Oxygen and produces electricity.

No noise, no smoke and no moving parts

As per International Railway Journal of March

2000, Fuel Cell Trains shall be a reality by 2008.A breakthrough has already been achieved by

BHEL, Hydrabad

All Overhead wires will then become redundant !!!Diesel locos can be easily converted by replacing

engine with fuel cell.


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Bio - Diesels

Renewable fuels from bio sources

include

Ethanol

Bio diesel

Bio hydrogen

Biogases

As given by Dr.D.K.TULI, Chief Research Manager - IOC

on 21-08-2002


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Why Bio diesel is important

for Railways ?Indian Rail has very large available

land

Bio diesel will help Railways to :

Improve upon emission norms

eventually reduce diesel costredeploy surplus manpower

contribute to environment protection


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Importance of Bio diesel

Environment friendlyClean burning

Renewable fuelNo engine modification

Increase in engine life

Biodegradable and non-toxic

Easy to handle and store


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Bio diesel process at

IOC (R & D)Base Catalyzed transesterification of oil

Raw Materials Used

Rice Bran OilSun flower oil

Mohuva Oil

Rapeseed oilJaptropha oil

Karanjia Oil

Scale : 100 g to 60 Kg batch


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IOC R & D BIODIESEL PILOT PLANT


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The Indian SceneAnnual Growth rate -8% compared to world average of

2%

Oil pool deficit & subsidies Rs.16,000 Crores, Rs.18,440Crores (1996-97)

Current per capital usage of petroleum is abysmally low

(0.1 ton / year) against 4.0 in Germany or 1.5 tons inMalaysia

Even Malaysias figure would be beyond our payingcapacity

Our domestic production would meet only 33% ofdemand at the end of 10th plan and only 27% by 2010-11

Investment in Biofuels make strong Economic

sense.


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Jatropha may be the AnswerAccording to the Economic Survey (1995-96), Govt. of India, of

the cultivable land area about 100-150 million hectares areclassified as waste or degraded land

Jatropha (Jatropha curcas, Ratanjyot, wild castor) thrives on anytype of soil

Needs minimal inputs or management

Has no insect, pests & not browsed by cattle or sheep

Can survive long periods of drought

Propagation is easy

Yield from the 3rd year onwards and continues for 25-30years

25% oil from seeds by expelling 30% by solvent extraction

The meal after extraction an excellent organic manure (38%protein, N:P:K ration 2.7:1.2:1)


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Photograph of Jatropha plant with seeds


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EU Initiatives on Biofuels Regulatory package COM-2001 / 547 containing

action plan and directives 20% alternate fuels for gasoline and diesel by 2020

Major options biofuels, natural gas and biohydrogen

Biofuels minimum 5.75% in 2010

Member states can give tax benefits

Bio fuels to include Bio diesel, Bio ethanol, ETBE,Biogas.

Objectives :

Reduce dependency on imported oil

Greenhouse gas reduction (8% Kyoto)

Support agricultural sector

Bi di l P t ti l I di R il


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Bio diesel Potential - Indian RailwaysAn estimate

Track length of 1,00,000 km

If 50% tract available and 50 meters of both sidesApprox. area 5000 sq..km

considering an yield of 2 tons / ha

Yield of oil crop 1 MMTPAApprox. Bio diesel potential 200-250,000 tones i.e.

about 10% of the Railways diesel requirements

Indian Oil as Partner in technology development

The Railway Minister said that Railway Ministry and Indian Oil

Corporation signed a memorandum of understanding for a pilot

project for production of eco-friendly biodiesel for the Railways.

Courtesy : The Hindu dt. 13th Feb.2003

El t i T ti Wh t it


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Electric Traction -What itcosts the Nation ?

All figures are in MUs (millions of units)

Total Demand of the Country 507216

Actual availability 467400

Shortfall 26349Consumption of Railways in2000-01

7308

Avoidable Shortage inflicted bythe Railways 27.7%

Source : Central Electrical Authority(Figures for 2000-01)

El t i T ti Wh t it


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Electric Traction -What itcosts the Nation ? (ii)

Total Shortfall in Peak LoadCapacity *

10457 MW

Requirement of Railways ** 5500 MW

Avoidable Capacity constraintscaused by the Railways 54.1%

* Source : Central Electrical Authority(Figures for 2000-01)

** Requirement as computed for 2800 Electric locos,assuming Loco Availability (85%), Load factor

(60%) and T & D Losses (22%) etc.


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Every Diesel Loco of 4000 HP put on lineadds to the Power Generation Capacity of the

country by 3 MWEvery Electric Loco of 6000 HP put on line

Eats into the Power generation capacity by

about 4 to 5 MW *Deprives 15000 Houses of Electric Power

Adds to use of inefficient small DG sets byIndustrial, Agricultural & Domestic sectors

* Taking into account the Locomotive, Transmissionand Distribution Losses.


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Electrify the Railways and

Dieselise the Industry ?? In a country where 14.7% villages are yet to

be electrified, can we afford to electrify

Railways ?The Energy Policy should ideally aim at

replacing inefficient use of Fuel

Electrification replaces a highly efficient

Turbo charged Railway Diesel locomotivewith small sized high inefficient gen-setsresulting in higher consumption of HSD andpollution.

d D f h P


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Anticipated Drains from the Powerproduction in future years, even with no

further Electrification.

Year Electric Energyrequired by IR(Million Units)

2001-02 77132006-07 98442011-12 12564

Assuming a 5% Growth / annum in Freight andPassenger Traffic over the 10th and 11

thPlans and

with same share of Traffic between Diesel and Electric


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Further Drain into the scarceCapital Resources

At the endof Plan

AdditionalGenerationCapacity

required by IR(MW)

Capital Costrequired forLocos / Power

Plant / T & DNetwork

X 1520 Rs.12760 Cr.XI 1939 Rs.16112 Cr.

X

Assuming a 5% growth / annum in Freight andPassenger Traffic over 10h and 11

thPlans


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Optimum Utilisation of Energy -Petroleum

There is a lot of reluctance in the States forestablishing any new coal-based Power Plantsin view of the serious limitations like poor qualityof coal with high ash and sulphur content,pollution of ash and dust, high cost ofdeveloping new coal fields, extreme shortage ofwater, etc,.

Most of the Power houses set up in the countryin the last five years and those in the pipe lineare based on Petroleum products such as LNG,Diesel, Naptha, etc.


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Does Electrification save

Foreign Exchange ?Electrification ends up draining the

Foreign exchange, instead of saving it.

The classic case is Ernakulam -Trivandrum Electrification at Minus 29%rate of return, tapping Power from a

Diesel Power station of Nallalam.Capital investment in Power plants is

mostly by way of imported equipment.


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To Sum up,It is quite obvious that

Electrification of Railways

is leading to:

Dieselisation of the Industry,

Agriculture and Domestic Sector

Increased Fossil Fuel Consumption

and not Reduction

Higher Outflow of Foreign Exchange

and not savings for the Nation


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Is Electric

Traction onlyMarginally Capital

intensive ?


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Is Electric Traction only

marginally Capital intensive ?The Nation paysdearly by spending ourscarce Capital tocreate this vastinfrastructure and tosustain it.

On the Diesel traction,a modest engine is allthat we require.

Power Requirement of a 5000 HP


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Power Requirement of a 5000 HPElectric Locomotive

Equivalent MW Capacity 3.75 MW(Let us assume that Plantand Loco Load factorscancel each other)Transmission Losses 10%

(National Average

22%)Generation Capacityrequired

3.75 / 0.9= 4.2 MW

Current Cost of PowerHouse / MW

Rs.4.25 Cr. **

Cost of Distribution Network /MW

Rs.4 Cr.

Cost / MW of Power at theLoco

Rs.8.25 Cr.

Capital to be invested / loco 4.2 x 8.25= Rs.34.65 Cr.

Source : Data as published by CEA


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Electric Traction is

prohibitively Capital intensive(Rs. In Crores)

Diesel Electric

Loco Cost 3.66 3.79Cost of OHE per Loco - 3.25

Cost of Power House per Loco(refinery irrelevant)

- 17.85

Cost of transmission /

distribution system per loco

16.80

Total Capital Cost 3.66 41.69

Based on prices for the year 1999-2000

5 km of OHE per locomotive and Rs.65 lakhs /km


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B k L l A d


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Break-even Level as Assessedby various Committees

Committee Year Break-evenLevel (GMT *)

SAHAI 1963 6.06 6.91

NCAER 1970 13 18

RAJ 1978 29.6 37.5Railway BoardDirectors

1984 31 46

Railway Board Eds 1989 34.9

Railway Board Eds 1996 49.72

* Gross Million Tonnes per Route KM / Annum

Today, we are executing projects of Sections

with 0 15 GMT !!


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Sections under Electrification

recentlyTraffic densities on Sections under Electrificationare far less than 49.7 GMT (Break-even level)

Lucknow Kanpur 14 GMTKharagpur Bhubaneshvar 26 GMTLudhiana Amritsar 29 GMT

Ambala Saharanpur 27 GMT

GMT f N l t ifi d


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GMT of Non-electrifiedsections on All India basis

GMT % of RKM

> 49.72 Nil

40.0 49.72 1.6%

30.0 40.0 6.7%20.0 30.0 11.1%

10.0 20.0 31.8%

5.0 10.0 24.0 %

< 5.0 24.8%Justification for any more

electrification thus does notappear to exist.


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Breakeven was given a Go By since nosections on IR in 1996 qualified forElectrification on 49 GMT basis and theCORE was facing a closure.

If ROR should only be the criterion, can

we de-electrify the low density routesalready electrified ?

If Oil prices come down, as it did from

$36 in 1979 to $9 in 1998, can weattempt de-electrification of the entirecountry based on ROR ?

Recommendations of


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Recommendations ofGujral Committee - 1990

For the period 1990-2005, Electrification of 2510

KMs recommended.

Electrification recommended @ 214 Kms per year

Sections specifically recommended for NotElectrifying already electrified.

Actual Electrification done between 1990 and

2000 has been 5000 KMs which is double of what

was recommended.

Rate of Electrification is 2.33 times of what was

recommended.


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Line Haul Costs

The Operational Line Haul Costs for Dieseland Electric Traction are expressed in termsof the Line Haul Costs per 1000 GTKMs ofTraffic carried. It has the following

components.-Costs of Fuel, Stores, etc.

-Repair, Maintenance and Operating Expenses.

-Depreciation-Interest

A li i Li H l C t


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Anomalies in Line Haul Costs OHE Financing through Budgetary support

(Applicable 7% Dividend) Capital-at-charge (Rs.4359 Crore *) of Electrification retained

with CORE.

Capital-at-charge of Zonal Railway kept low

(Example-WR/43 Crore, SR/69.9 Crore since 1987, CR/120).

Interest of full Capital-at-charge Rs.15 per 1000 GTKM

ROR worked out for 36 years, slightly less than the OHE Codallife of 40 years to avoid Replacement costs getting reflected.

IRFC Lease Hire Charge apportion to Diesel locos only

(Example-ER) IRFC Lease Hire charge distributed in proportion of loco holding

to the disadvantage of diesel traction where shunting locos alsoget included.

* Source : 2001-02 (BE) Figure as per Budget Documents

Explanatory Memorandum 2001-02


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Line Haul Costs

Proof of the Pudding is in the Eating !!

Diesel Line Haul Cost on

Non-electrified Railways (NE & NF) are

significantly lower than that of

Electrified Railways

NE 46.48 65% Lower than IR Ave.NF 62.10 24% Lower than IR Ave.


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Line Haul Costs

In any case,

the Average Line Haul Cost

derived from the High DensityElectrified Routes cannot obviously

be Extrapolated to justify theElectrification of Low Density

Routes.

P d f f


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Procedure for sanction ofElectrification Projects

Each Electrification Project will be justified on RORwhich should exceed 14% with the DCF Method.

In certain specific cases, Electrification will bejustified on considerations of Operational flexibility

Electrification of a single line section (Main Line)will normally not be considered.

The ONLY Recommendation followed isto Do Away with Breakeven,

due to obvious reasons.

World Bank Appraisal


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World Bank AppraisalOnly Independent Appraisal of Two sections

done in 1995

JHS-ET Ballarshah-Vijayawada

Projected ROR 23.4% 40.5%Actual ROR 9% 2%

Wrong Assumptions:Assumed Actual

Speed of Goods trainsin kmph

Diesel 24 28

Electric 36 29

Maintenance cost inRs. Per 1000 GTKM

Diesel 3.3 7.69

Electric 2.2 7.54Energy Cost (Rs.) Diesel 2.8 / lit 5.9 / lit

Electric 0.4 / kwh 2.5 / kwh

CAG Report


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AG ReportNo.9 of 2000

on FUEL MANAGEMENT

DELHI - AMBALA - ROR

Projected : 14.5%

Actual : (-) 10.25%

BINA - KATNI

Full Diesel Operation Cost : 68.9 Crore

Full Electric Operation Cost : 110.79 Crore

Rate of Return (-) ve


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CAG Report 2000For the Period 1994-95 to 1998-99

Total Working Expenses Rs.87,057 Cr.Fuel alone Rs.21,772.9 Cr.Steam Rs.149.31 Cr.

Diesel Rs.8,590.38 Cr.(39.45%)

Electric Rs.13,033.21 Cr.(59.85%)

Whereas,Share of GTKM Diesel 46.17%

Electric 53.64%


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Railways have made no provision for energy meters inlocomotives either to monitor the electric energyconsumption or to work out the electricity consumed forelectric traction of different classes of traffic.

The apportionment of electricity consumed betweengoods and passenger services is being done on an

estimated standard specific energy consumption (SEC)for passenger services.

The SEC adopted was obviously erroneous.

Sometimes, the adopted SEC for passenger trafficresulted in negative consumption for goods traffic.

The figures, therefore, have no realistic basis.


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Electrification of the main routes picked up momentum in1970s. By March 1999, 14,050 route kilometres were

electrified at the cost of Rs.4,008.55 crores.It is imperative that a review is undertaken now for choice oftraction with reference to the operational results of theelectrification already done.Review by Audit of 2 electrified sections and a projectcompletion report prepared by the World Bank in 1994 tend toindicate that the projected returns were significantlyoverstated and could not be achieved.Besides, the expected economy in cost of operation has not

fructified having regard to the trend of international oil pricesvis--vis the sharp rise in domestic electricity costs.Further in Indian conditions, uninterrupted electricity supplyto Railways inevitably affects industry adversely.

(Para 7)


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Diesel (Litres) Electricity (KWH)

Sl.No.

PeriodPassengerandproportion

of mixed

Goodsandproportion

of mixed

Passengerandproportion of

mixed

Goodsandproportion

of mixed1 2 3 4 5 6

1. 1994-95 5.33 3.33 20.26 8.88

2. 1995-96 5.30 3.20 19.98 8.883. 1996-97 5.15 3.15 19.89 9.02

4. 1997-98 5.39 3.12 19.82 8.855. 1998-99 5.27 3.12 19.75 8.51

Average forthe period

5.29 3.18 19.93 8.82

(v) Consumption of diesel/ electricity per1000 GTKMs (BG)

Opportunity Cost of


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Opportunity Cost ofInvestments in Electrification

Electrified Route 15,398 KMsCurrent Cost 10,000 Crores

Interest Cost @ 16% 1,601 Crores

The interest cost alone can finance CIF value of theTotal HSD consumed by IR

The Capital Investment in Electrification can buy 2734

Diesel locos almost the same number that we havetoday

*@ Average Current Price Rs.63 Lakhs per KM

L d H l bilit


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Load HaulabilityConventional Locomotives

4000 HP

WAG5

3100 HP

WDG2Adhesion 0.31 0.36Starting TE 38t 40.5t1 in 100 2200 t 2750 t

1 in 50 3150 t 3705 t

Load Haulability


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Load HaulabilityModern Diesel Vs Electic

6000 HP

WAG9

4000 HP

WDG4Adhesion 0.37 0.42Starting TE 47t 53t1 in 100 3205 t 3655 t1 in 50 4250 t 4840 t


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Average Freight Train Speeds - BG

Year Diesel Electric1960-61 22.2 19.51970-71 22.9 25.2

1980-81 21.3 22.81990-91 22.6 23.1

1995-96 22.5 23.8

1996-97 22.5 24.1

1997-98 22.7 24.71998-99 22.2 24.9

1999-00 22.6 24.8


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Diesel Electric

1) Train KMs Goods 5,724,512 78,57,3872) Train Engine Hours

(Goods)2,25,816 3,27,027

3) Wagon KMs 47,50,76,841 76,94,37,3264) Net Tonne KM

(Goods)5,49,78,59,400 9,87,04,92,200

5) GTKM (Goods) 10,78,62,15,100 17,98,57,43,6006) GTKM (Goods)

including eng. Wt.11,93,18,50,700 19,28,83,12,100

7) GTKM (Rev.) 10,58,36,82,538 17,66,97,08,4758) NTKM (Rev.) 5,42,15,54,336 9,74,03,57,5059) GTKM including wt.

Of eng. XAvg. speed (Diesel)

3,02,47,64,52,131 4,63,43,49,23,558

10) (9) (6)(Line 42 of theReport)

25.35 24.02

Courtesy : Traffic Accounts Goods Analysis 2001-02 (BG)

Study by LRDSS


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Study by LRDSSConclusions

HP to Load Ratio of 1.5 - Most beneficial & Costeffective. This, of course, pertains to sections nearsaturation. On Passenger dominant sections, HP toLoad Ratio >2 for Diesel also. Further overpowering notrecommended. - Benefit insignificant.

On Single Line sections, gain under Electric traction islow. (Tract & Other reasons limit the speedimprovement). HP to train load ratio is not a tractionspecific issue.

Positive impact of Electric traction on Freight dominantdouble line sections where HP to trailing Load ratio islow. - 12 - 16% higher line capacity

This recommendation of course is not traction specific

but only HP specific.


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Environment Issues

Contrary to popular perception, Electrictraction is more polluting than Diesel

traction.Power for Electric Loco comes from

either Diesel based Power station with

same level of pollution as Diesel locoOr from Coal based Thermal station whose

Green House gases emission is 26% more

than Diesel loco (UNDP Study)

Electric Loco- Environment


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friendly - Is that really so ??

One Electric Loco of 5000 HP requires 4.2 MW of

Power.One MW of Power requires 10 Tonnes of Coal perday

And at 40% Ash content, generates 4 Tonnes of

Coal Ash per day.

Source: Central Electricity Authority Annual Report

1998-99

= 16 Tonnes of coal Ash per day

Break Up Price of HSD


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Break Up Price of HSD

Product Price

Adj

9%

Cess7%

Marketing

Margin

1%

Custom duty

10%

Others

9%

Excise Duty

13%

CIF Cost

51%


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Price of HSD Oil

Basic Price * Rs.14.54 per Litre

(including Excise)

Inclusive of Sales Tax & Freight the priceranges between Rs.15.12 to Rs.17.69

Average Issue Price Rs.16.25 per Litre

* Authority : Boards rate contract dt.12.1.2001


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Is Electricity overpriced ?

Railway Traction needs immune power,

with no cuts, warranting duplication of

Transmission and Distribution systems,which obviously comes at a Premium.

Unlike HSD, Electricity is subsidised by waiving off SalesTax and Excise, though it is an Economic Good

manufactured and sold.

Cost of Fuel & Electric Energy


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Cost of Fuel & Electric Energy(Rs. Per 1000 GTKM)

Year Pass. GoodsDiesel Elect. Diesel Elect.

94-95 39.30 55.95 23.99 23.48

95-96 38.52 63.45 23.69 28.5896-97 41.40 74.98 25.51 32.47

97-98 52.02 81.78 30.76 34.5498-99 52.38 86.31 30.10 34.06

99-00 57.31 90.43 35.19 36.35Increaseover 94-95

46% 62% 47% 55%

Source: ASS Published by Ministry of Railways

(1994-95 to 1999-2000)

Conclusions


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Electric Vs Diesel debate is not an issue of Departmentaldominance but Economic survival.

Electrification of High Density Traffic Route (49.72 GMTand above) is not being questioned.

There is no pressing need for electrifying remainingsections when Railways are facing Financial Disaster.

A complete moratorium on Electrification should be place,as an immediate measure.

CORE should be wound up.

Work of ongoing projects should be executed only by the

concerned Railway as is the case with projects of BGconversion, doubling of lines and other Engg. / S&T / Elect.Works, which also overlap on Multiple Railways.