CASE STUDY REPORT

On ECONOMIES OF TRACTION DIESEL VS ELECTRIC Submitted To RAJEEV GANDHI PROUDYOGIKI VISHWAVIDYALAYA BHOPAL For The Partial Fulfillment Of Bachelors of Engineering in Electrical & Electronics Submitted By NIKHIL KR. JHA RAJEEV RANJAN KUMAR MOHIT ANAND TRIPATHI CHANDRASHEKHAR YADUWANSHI Under The Guidance of Ms. SANDHYA SHARMA Department of Electrical & Electronics Engg. Year-2009-10

JAI NARAIN COLLEGE OF TECHNOLOGY BHOPAL [M.P.]

Economies - TRACTION DIESEL VS ELECTRIC

Railway Electrification is justified on various Grounds
Modernization Energy Efficiency Depleting Oil Reserves Savings in Foreign Exchange Marginally Capital intensive, but much cheaper operationally More Economical Enables higher speeds and improved throughput Higher hauling capability Eco-friendly

Electric Traction 1881

After many decades of satisfactory performance, the steam engines 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 both the rails to carry the current. Finding this a little too dangerous, Siemens soon adopted the overhead electric wires. Electric locomotives today raun on Rail roads in many countries.

Diesel Traction 1912

The diesel engine was invented in the year 1893, by a young German Engineer, called Rudolf Diesel. But it was only nineteen years later, that the first Diesel locomotive came into existence Since then, diesel traction has grown from strength to strength. Over 89,000 Diesel locomotives have been built in the world so far, the General Motors, USA alone contributing to as many as 56,000 Locomotives.

Superior Technology -Diesel or Electric Diesel Traction is thus a far more recent technology, as compared to Electric traction. One reason why there are more diesels in the world than electric locos and why more and more are produced year after year. Railways in Europe and some other advanced countries had 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.

 Diesel locomotive is in fact an Electric Locomotive carrying its own powerhouse. Todays modern Diesel locomotives with 6 KMs of Electrical wiring is much more Electric than an Electric locomotive with 4 KMs of wire. Electric locomotive provides an easy means of drawing larger units of power from the OHE for the same axle load. Development of Technology for Low weight energy efficient engine and its controls delayed the advent of modern diesel locomotives. Today, technological development in both tractions has levelled of. Diesel locos with Electric transmission have all the benefits of modern technology such as AC-AC transmission. And for the same weight, Diesel traction has 10% or higher load hauling capability. It is conceded that technology of high speed Passenger operation beyond 220 Kmph has advanced on Electric traction, but this is perhaps quite irrelevant to us today.

World Railways - Status of Electrification

Railway U.S.A. Canada Australia

Pe Ele 0.9 0.1 9.6

Electrification on IR
Railway Electrification on the IR was taken up in a big way in the late 70s, as a knee jerk reaction to the 1974 oil crisis. Central Organisation for Railway Electrification (CORE) was created to speedily electrify the high density routes; this task has already been completed in the early 90s. While talking of 1980 Secretarys report, we have blanked off Gujral Committee Recommendations and the falling crude prices in later years. It is felt that Electrification of Low density non-viable and uneconomic routes continues unabated, perhaps to sustain the organisation. Time has perhaps come, to pause and examine if the need for further electrification still persists

Energy Efficiency
Sometimes Electric traction is perceived as more energy efficient, by wrongly computing the efficiency from the Overhead wire, in stead of from the Primary Source of Energy, viz., Coal / Oil (used in producing electricity in power houses) The energy efficiency of Traction should however be calculated right from the Primary source of Power, taking into account, losses occurring at every stage.

Overall Efficiency
1.Fuel 2.Theoretical efficiency of Diesel Cycle (for a volumetric compression of 1:16) 3.Boiler efficiency (in electric operation: efficiency of steam power plant) 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 the entire 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 substation input 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.

Availability of Oil
The Government is investing Rs.54 400 Crores in connecting the Golden Quadrilateral and diagonals by Super Highways.

Almost every Automobile / Light Motor Vehicle Manufacturer continues to expand their production capacities.

Bio Diesels
Renewable fuels from bio sources include Ethanol Bio diesel Bio hydrogen Biogases

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 cost

Importance of Bio diesel

redeploy surplus manpower contribute to environment protection

Environment friendly Clean burning Renewable fuel No engine modification Increase in engine life Biodegradable and non-toxic Easy to handle and store

Bio diesel Potential - Indian Railways An estimate

Track length of 1,00,000 km If 50% tract available and 50 meters of both sides Approx. area 5000 sq..km considering an yield of 2 tons / ha Yield of oil crop 1 MMTPA Approx. Bio diesel potential 200-250,000 tones i.e. about 10% of the Railways diesel requirements Every Diesel Loco of 4000 HP put on line adds to the Power Generation Capacity of the country by 3 MW Every 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 by Industrial, Agricultural & Domestic sectors

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 locomotive with small sized high inefficient gen-sets resulting in higher consumption of HSD and pollution.

Optimum Utilisation of Energy Petroleum

There is a lot of reluctance in the States for establishing any new coalbased Power Plants in view of the serious limitations like poor quality of coal with high ash and sulphur content, pollution of ash and dust, high cost of developing new coal fields, extreme shortage of water, etc,. Most of the Power houses set up in the country in the last five years and those in the pipe line are based on Petroleum products such as LNG, Diesel, Naptha, etc.

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

GMT of Non-electrified sections on All India basis

GT M >4 .7 9 2 4 .0 4 .7 0 9 2

Breakeven was given a Go By since no sections on IR in 1996 qualified for Electrification on 49 GMT basis and the CORE was facing a closure. If ROR should only be the criterion, can we de-electrify the low density routes already electrified ? If Oil prices come down, as it did from $36 in 1979 to $9 in 1998, can we attempt de-electrification of the entire country based on ROR

Recommendations of Gujral Committee 1990

For the period 1990-2005, Electrification of 2510 KMs recommended. Electrification recommended @ 214 Kms per year Sections specifically recommended for Not Electrifying 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

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 Codal life of 40 years to avoid Replacement costs getting reflected. IRFC Lease Hire Charge apportion to Diesel locos only (ExampleER)

 IRFC Lease Hire charge distributed in proportion of loco holding to the disadvantage of diesel traction where shunting locos also get included. * Source : 2001-02 (BE) Figure as per Budget Documents Explanatory Memorandum 2001-02

Procedure for sanction of Electrification Projects

Each Electrification Project will be justified on ROR which should exceed 14% with the DCF Method. In certain specific cases, Electrification will be justified on considerations of Operational flexibility Electrification of a single line section (Main Line) will normally not be considered.

CAG Report 2000

Railways have made no provision for energy meters in locomotives either to monitor the electric energy consumption or to work out the electricity consumed for electric traction of different classes of traffic. The apportionment of electricity consumed between goods 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 traffic resulted in negative consumption for goods traffic. The figures, therefore, have no realistic Electrification of the main routes picked up momentum in 1970s. 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 of traction with reference to the operational results of the electrification already done. Review by Audit of 2 electrified sections and a project completion report prepared by the World Bank

in 1994 tend to indicate that the projected returns were significantly overstated and could not be achieved. Besides, the expected economy in cost of operation has not fructified having regard to the trend of international oil prices vis--vis the sharp rise in domestic electricity costs. Further in Indian conditions, uninterrupted electricity supply to Railways inevitably affects industry adversely

Environment Issues
Contrary to popular perception, Electric traction is more polluting than Diesel traction. Power for Electric Loco comes from either Diesel based Power station with same level of pollution as Diesel loco Or from Coal based Thermal station whose Green House gases emission is 26% more than Diesel loco (UNDP Study) One Electric Loco of 5000 HP requires 4.2 MW of Power. One MW of Power requires 10 Tonnes of Coal per day And at 40% Ash content, generates 4 Tonnes of Coal Ash per day. Source: Central Electricity Authority Annual Report 1998-99

Conclusions
Electric Vs Diesel debate is not an issue of Departmental dominance but Economic survival. Electrification of High Density Traffic Route (49.72 GMT and above) is not being questioned. There is no pressing need for electrifying remaining sections 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 BG conversion, doubling of lines and other Engg. / S&T / Elect. Works, which also overlap on Multiple Railways.