PRESENTATION

ON ELECTRIC TRACTION ON INDIAN RAILWAYSCHANGING PERSPECTIVES & ISSUES

Ghanshyam Singh CELE/NR

SOME HISTORICAL FACTS

First Electrification Electrified RKms prior to independence SNCF design adopted First Section at 3000 volts DC - Mumbai Kurla, 15 RKms in 1925 at 1500 V - 388

- 1957 - Howrah-Burdhwan in 1958

First section electrified - Rajkharswan - Dongaposi on 25 kV AC in 1960 Present electrification - 17450 RKms

Cumulative Progress of Railway Electrification on IR

18000 16000
13517 17450 16001

14000 12000 10000 8000 6000 4000 2000 388 529 745 0 1925-47 1961-66 (3rd Plan) 197478(5th Plan) 1985-90 (7th Plan) 1997-2002 (9th Plan)
3237 2423 4180 9252 10809

6440 4723 4918

Cumulative Progress (RKm)

CURRENT PLANS FOR ELECTRIFICATION

Sanctioned work of electrification in various stages of progress 1362 RKms Works anticipated sanction during 2006-07 950 RKms Anticipated electrification projects during XI plan 3048 RKms

Impact on Present Working Expense

30% of ordinary working expense on account of fuel/energy consumed annually for traction purposes. 2/3rd of freight traffic and 1/2 the passenger traffic being hauled on electric traction. {Energy bill of over Rs.4000 crores} Remaining 1/3rd of freight traffic and 1/2 the passenger traffic moved on diesel traction. {Fuel bill of over Rs.6000 crores-- expected to go up further to Rs. 7000 crores at the present rate of HSD of Rs. 31.43}.

Impact on Present Working Expense (Contd.)

Electrification of 17450 Route Kilometers (RKms).

Past total outlay Rs.5890 crores.

Present traffic hauled by electric traction, if hauled by diesel traction---additional cost Rs. 3800 crores annually

Investment of about Rs.6000 crores till now towards electrification resulting in a saving of Rs.3800 crores annually Instrumental towards the surplus generated presently

Criteria for Railway Electrification and the Changing Perspective

1925-1950:- Inescapable for Suburban trains/ Metro requiring high acceleration. 1950-1975:- Haulage requirement for graded sections and high throughput by adopting heavier/longer loads. 1975-2000:- Requirement for high density mixed (passenger/ freight) routes. 2000- onwards: Carbon credit, environmental impact & energy security issues along with financial justification on the basis of traffic density.

Criteria for Railway Electrification and the Changing Perspective (contd.)

Economics and commercial requirements of lower fuel/ energy cost for minimal working expense Network Solution and not sectoral route solution

Network Planning
1. Backbone Network: Golden Quadrilateral (present) Dedicated Freight corridor (future) Other Networks: Other routes connecting major production and consumption and export gateways. Missing links and spurs in the existing electrified network

2.

Future Perspective
1. High speed: Technical compulsion because of high power/ high acceleration requirements. Electric traction is imperative 2. Heavy Haulage Reduced requirement of number of locomotives because of feasibility to pack higher horse power for the maximum permissible axle loads. Diesel 6, 000 HP Maximum (6 axle, 32 ton/axle) Electric 10,000 HP Maximum (6 axle, 22.5 ton/axle)

Perceived Limitations/issues of Electric Traction

LIMITATIONS/ISSUES COMMENTS

Double Stack Container(DSC) not feasible OHE designs have no limitation. US under wire. No where in the world DSC is Rail Road & Chinese Rly are already operated on Electric traction operating DSC under wire.
Change of traction created on the route after electrification affecting flow of traffic at jns. where it can not be done under the shadow of other activities (crew change, cleaning, catering, parcel) Electrification on a route primarily for major streams, traction change for minor streams can be addressed by adopting network electrification approach within the limits of viability.

Shunting on unwired lines and last mile Adoption of dual traction/ battery access to accident and breakdown sites operated locomotives as shunters in electrified territory. Additional time required for restoration of Can be minimized to the time OHE after accident required for Tower Wagon checking.

Perceived limitations/issues of Electric Traction (contd.)

LIMITATIONS/ISSUES COMMENTS Requirement of Diesel Locos in Network approach to RE takes care electrified territory to sustain train (e.g. Patna-Gaya, Bhusawal-Surat) services after traffic disruption. Difficulties in restoration activity at Can be addressed by re-engineering of accident sites restoration methodology and breakdown tools and tackles. Expandability of Maximum Moving Minimum fixed dimension as per Dimensions (MMD) after electrification Schedule of Dimension (SOD) is the of a section. limiting factor and not OHE. Electric loco not suitable for shunting Increasing cost of electrical energy Factually incorrect Electricity Act 2003 provides various options which shall result into a cheapest energy to Railways.

Perceived limitations/issues of Electric Traction (contd.)

LIMITATIONS/ISSUES Availability of Energy COMMENTS Electrical Average shortage of 8% and peaking shortage of 11% (against 30% in the past) will be bridged with initiatives taken in the power sector. DieselShortage of 70% being met by imports Depleting global resources. Global developments (war etc.) Exorbitant rise in Green House Gases in atmosphere Technology knows no limitation.

Any Other ???????????????

Conclusion
Electrification on IR has been the most debated developmental input for Rail transport leading to fluctuating pace of electrification as compared to other inputs e.g doubling, gauge conversion etc.

The debate is primarily driven by internal organizational conflicts arising out of historical evolution of traction development and perceived career prospects in specific pockets
Prevalence of non institutional operational fancies deprived of sound financial, economic, developmental and strategic appreciation. With initiative in power sector & adoption of appropriate strategy for power procurement, cost of electrical energy is expected to go down.

ELECTRIFICATION OF IR SHOULD BE DONE ON PRIORITY ON NETWORK SOLUTION & FINANCIAL VIABILITY PRINCIPALS

Strategies which needs to be looked into & evaluated for adoption on IR

Creation of Energy Management Organization Creation of PSU as Distribution licensee Captive Generation Plan Deemed Captive & Distributed Generation Power Purchased from IPP/PTC through Open Access Power Purchase through State Utility(present model) Representations before SERCs & Appellate tribunals for reasonable tariffs Power purchase from central generating units. Demand side management

450 425 400 375 350 325 300 275 250 225 200 175 150 125 100 75 50 25 0

Average unit rate (paise)

19 70 -7 19 1 72 -7 19 3 74 -7 19 5 76 -7 19 7 78 -7 19 9 80 -8 19 1 82 -8 19 3 84 -8 19 5 86 19 8 7 88 -8 19 9 90 -9 19 1 92 -9 19 3 94 -9 19 5 96 -9 19 7 98 -9 20 9 00 -0 20 1 02 -0 20 3 04 -0 5

TREND OF AVERAGE UNIT RATE

Creation of Energy Management Organization

Creation of Dedicated Energy Management Cell at Divisional, Zonal & Boards level . Objectives of the organization Analysis of consumption pattern and exercise control over consumption & quality of power consumed. Evaluate various options of purchase of cheaper energy. Analysis of ARR/tariff orders of State Utilities. Filling objections.suggestions to SERCs. Filing appeal with Appellate Tribunal. Regulate contract demand with distribution licensee as per consumption pattern & anticipated traffic. Energy conservation measure.

Creation of PSU as Distribution licensee

2.702.95 2.60-2.85 Railway PSU as Distribution licensee 0.10 STU 0.25-0.50 CTU 0.25 Cost of generation of BUS
Level of payment

In many cases may not be required Level of availing power supply by Railways

2.35

2.10

PSU as distribution licensee may file its own ARR & obtain a cheaper tariff for Railways.

Captive Generation Plan

Indian Railways may install its own captive generation plant 2.60-2.85 2.602.85 2.35 STU 0.25-0.50 CTU 0.25 Cost of generation

Level at which payments to be made by Railways

Level of availing power supply by Railways

2.10

Deemed Captive & Distributed Generation

Railway may become 26 % equity holder in various generation companies & acquire status of captive generation plant by consuming 51 % energy generated by the plant. 2.35-2.95 2.602.95 2.35 STU 0.25-0.50 CTU 0.25 Level at which payments to be made by Railways

Level of availing power supply by Railways

2.10

Cost of generation

Power Purchased from IPP/PTC through Open Access

3.854.35 Cross subsidy 1.00
Level of payment by Railways

2.853.35
2.85 2.60 2.35 2.10

State wheeling charges & loss compensation 0.00-0.50

STU (Inter region) 0.25 * STU own region 0.25 CTU 0.25 Cost of energy at generator bus

Level at which power supply is availed by Rlys

* Theses layer may not be there in some of the load points

Power Purchase through State Utility ( Present model)

4.22 Surcharge (Cross consumers) 1.02 3.20 subsidy to other
Payment is made by Railways

O & M+Distribution loss+ inefficiency 0.75

2.45

STU (Wheeling + loss compensation) 0.25

CTU (PGCIL) (Wheeling charges+loss compensation) 0.25 Cost of purchase by utility 1.95

2.20

Level at which power supply is availed by

Railways

1.95

Representations before SERCs & Appellate tribunals for reasonable tariffs

Regular representation to SERCs in a professional way Following table showing the trend of average unit cost as a result of regular representation to SERCs

2000-01

2001-02

2002-03

2003-04

2004-05

428

427

428

428

421

POWER PROCURED THROUGH CENTRAL GENERATING UNITS

3.66
To NTPC as extra surcharge as per commitment 0.50 Surcharge by state utility 0.46
Level at which payment is made

3.16

2.70

Rly network-Wheeling+ loss compensation 0.25

CTU (PGCIL) 0.25 Cost of power from NTPC 2.20

2.45 2.20

Level at which power supply is availed by Railways

Demand Side Management

Correct estimation of contract demand. On line monitoring of actual maximum demand. Ensuring high load factor.

Load balancing through transfer of sections between

feeding zones. Installation of power factor correction equipment.

Real time on line coordination with Traffic.