K . SIVAGURU

3RD YEAR ,E.E.E

SRI RAM ENGG COLLEGE

Economies of TRACTION DIESEL VS ELECTRICEconomies of TRACTION DIESEL VS ELECTRIC

How Competitive are the Diesels ?How Competitive are the Diesels ?

Is there a need for further Electrification in Indian Railways ?Is there a need for further Electrification in Indian Railways ?

Railway Electrification is justified on various GroundsRailway Electrification is justified on various Grounds

ModernizationModernization Energy EfficiencyEnergy Efficiency Depleting Oil ReservesDepleting Oil Reserves Savings in Foreign ExchangeSavings in Foreign Exchange Marginally Capital intensive, but much cheaper operationallyMarginally Capital intensive, but much cheaper operationally More EconomicalMore Economical Enables higher speeds and improved throughputEnables higher speeds and improved throughput Eco-friendlyEco-friendly

Electric Traction - 1881Electric Traction - 1881

After many decades of satisfactory performance, the steam engines were to give way to more 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 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 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 little too dangerous, Siemens soon adopted the overhead electric wires. Electric locomotives today raun on Rail roads in many countries.today raun on Rail roads in many countries.

Diesel Traction - 1912Diesel Traction - 1912

The diesel engine was invented in the year 1893, by a young German Engineer, called Rudolf 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. 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 ?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.

Superior Technology -Diesel or Electric ? - (ii)Superior Technology -Diesel or Electric ? - (ii)

Diesel locomotive is in fact an Electric Locomotive carrying its own powerhouse. Today’s 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.

Superior Technology - Diesel or Electric ? - (iii)Superior Technology - Diesel or Electric ? - (iii)Today, technological development in both tractions has levelled of.

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.

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

World Railways - Status of ElectrificationWorld Railways - Status of Electrification

Railway 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

Electrification on IRElectrification on IRIt is often said thatIt is often said that

Electrification on IR is hardly 24.5% of total network.Electrification on IR is hardly 24.5% of total network.

The truth isThe truth is Total Network includes BG, MG as well as NG and is 62759 KMs.Total Network includes BG, MG as well as NG and is 62759 KMs. Actual BG Route Kilometers are 44383Actual BG Route Kilometers are 44383 BG Running Track KMs are 62441BG Running Track KMs are 62441 Electrified Running Track KMs - 27946Electrified Running Track KMs - 27946 which is 44.8% of BG Running Track KMs.which is 44.8% of BG Running Track KMs.

World’s Stock of Mainline LocomotivesWorld’s Stock of Mainline Locomotives

86000 Diesel Locomotives

European Union

(13%)

Rest of the

World(42%)

India(5%)

China(10%)

North America

(26%)

Latin America

(4%)

Population of Diesel Locos in the World is 3.2 times that of the Electric locomotives (Source: World Bank Railway Database 2000)

ELECTRIC LOCOMOTIVESELECTRIC LOCOMOTIVES

27000 Electric Locomotives

European Union (32%)

Rest of the

world(47%)

India(10%)China

(`10%)

North America

(0%)

Latin America (1%)

Electrification on IR (ii)Electrification on IR (ii) Railway Electrification on the IR was taken up in a big way in the late 70s, as a 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.knee jerk reaction to the 1974 oil crisis. Central Organisation for Railway Electrification (CORE) was created to speedily Central Organisation for Railway Electrification (CORE) was created to speedily

electrify the high density routes; this task has already been completed in the early electrify the high density routes; this task has already been completed in the early 90s. While talking of 1980 Secretary’s report, we have blanked off Gujral 90s. While talking of 1980 Secretary’s report, we have blanked off Gujral Committee Recommendations and the falling crude prices in later years.Committee Recommendations and the falling crude prices in later years.

It is felt that Electrification of Low density non-viable and uneconomic routes It is felt that Electrification of Low density non-viable and uneconomic routes continues unabated, perhaps to sustain the organisation.continues unabated, perhaps to sustain the organisation.

Time has perhaps come, to pause and examine if the need for further Time has perhaps come, to pause and examine if the need for further electrification still persists.electrification still persists.

Energy EfficiencyEnergy Efficiency Sometimes Electric traction is perceived as more energy efficient, by wrongly Sometimes Electric traction is perceived as more energy efficient, by wrongly

computing the efficiency from the Overhead wire, in stead of from the Primary 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)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 The energy efficiency of Traction should however be calculated right from the Primary source of Power, taking into account, losses occurring at every stage.Primary source of Power, taking into account, losses occurring at every stage.

Overall EfficiencyOverall Efficiency1.1. FuelFuel2.2. Theoretical efficiency of Diesel Cycle (for a volumetric compression ratio of 1:16)Theoretical efficiency of Diesel Cycle (for a volumetric compression ratio of 1:16)3.3. Boiler efficiency (in electric operation: efficiency of steam power plant)Boiler efficiency (in electric operation: efficiency of steam power plant)4.4. Indicated efficiencyIndicated efficiency5.5. Mechanical efficiency of diesel engine (auxiliaries included)Mechanical efficiency of diesel engine (auxiliaries included)6.6. Efficiency of power transmission to axlesEfficiency of power transmission to axles7.7. Theoretical efficiency of cycle in electric operationTheoretical efficiency of cycle in electric operation8.8. Indicated efficiency and mechanical and electrical efficiency of the entire turbo-a.c. converter Indicated efficiency and mechanical and electrical efficiency of the entire turbo-a.c. converter

(auxiliaries included)(auxiliaries included)9.9. Efficiency of power transmission from power plant to substationEfficiency of power transmission from power plant to substation10. Efficiency of converter and of power transmission from substation input to current collector, 10. Efficiency of converter and of power transmission from substation input to current collector,

return current losses includedreturn current losses included11.Electro-mechanical efficiency of locomotive at the driving wheels, allowing for feed-water 11.Electro-mechanical efficiency of locomotive at the driving wheels, allowing for feed-water

heating to 100 deg. C by exhaust stem.heating to 100 deg. C by exhaust stem.

Energy Efficiency (iii)Energy Efficiency (iii)Mmode of Traction Energy consumed

per 1000 GTKM (AUTHORITY:

ASS 1999-2000)

Energy consumed in

KCAL

Relative Energy Index

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

1 kg of HSD used in Diesel Traction = 10500 KCAL 1 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

Availability of Oil (Reserves)Availability of Oil (Reserves)

Ever since Col. Blake discovered oil in 1857, this is the usual pessimistic refrain that we hear.Ever since Col. Blake discovered oil in 1857, this is the usual pessimistic refrain that we hear. Arthur Anderson/Cambridge Energy Research Associates reports:Arthur Anderson/Cambridge Energy Research Associates reports:

In 1970, the reserves were estimated to last 33.78 yearsIn 1970, the reserves were estimated to last 33.78 years In 1980, the estimate was 33 years despite increase in consumption by 30%In 1980, the estimate was 33 years despite increase in consumption by 30% In 1999, oil reserves were estimate to last 43 years despite increase in consumption by 43%In 1999, oil reserves were estimate to last 43 years despite increase in consumption by 43%

Will there be any Oil after 30 years ? ? ?

Oil in IndiaOil in India India is the least explored region for oil Well density India is the least explored region for oil Well density

per 100Sq.Kmper 100Sq.Km

IndiaIndia 2020

WorldWorld 100100 In 1998, prognosticated hydrocarbon reserves in India were as high as 17 Billion tonnes that can In 1998, prognosticated hydrocarbon reserves in India were as high as 17 Billion tonnes that can

last for 400 years at the consumption rate of 46 Million tonnes per year during that year.last for 400 years at the consumption rate of 46 Million tonnes per year during that year. India consumes 2% of World’s oil, while Indian Railway uses only 1.7% of India ‘s Oil. (Source : India consumes 2% of World’s oil, while Indian Railway uses only 1.7% of India ‘s Oil. (Source :

TERI Year Books)TERI Year Books)

Share of Railways in the consumptionShare 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%)

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

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

Fuel CellsFuel Cells

A simple device uses Hydrogen from fuel combines with Oxygen and produces electricity.A simple device uses Hydrogen from fuel combines with Oxygen and produces electricity. No noise, no smoke and no moving partsNo noise, no smoke and no moving parts As per International Railway Journal of March 2000, Fuel Cell Trains shall be a reality by As per International Railway Journal of March 2000, Fuel Cell Trains shall be a reality by

2008.2008. A breakthrough has already been achieved by BHEL, HydrabadA breakthrough has already been achieved by BHEL, Hydrabad All Overhead wires will then become redundant !!!All Overhead wires will then become redundant !!! Diesel locos can be easily converted by replacing engine with fuel cell.Diesel locos can be easily converted by replacing engine with fuel cell.

Bio - DieselsBio - Diesels

Renewable fuels from bio sourcesRenewable fuels from bio sources includeinclude

EthanolEthanol Bio dieselBio diesel Bio hydrogenBio hydrogen BiogasesBiogases

Why Bio diesel is important for?Why Bio diesel is important for? Indian Rail has very large available landIndian Rail has very large available land Bio diesel will help Railways to :Bio diesel will help Railways to :

Improve upon emission normsImprove upon emission norms eventually reduce diesel costeventually reduce diesel cost redeploy surplus manpowerredeploy surplus manpower contribute to environment protectioncontribute to environment protection

Importance of Bio dieselImportance of Bio diesel

Environment friendlyEnvironment friendly Clean burningClean burning Renewable fuelRenewable fuel No engine modificationNo engine modification Increase in engine lifeIncrease in engine life Biodegradable and non-toxicBiodegradable and non-toxic Easy to handle and storeEasy to handle and store

Bio diesel process at IOC Bio diesel process at IOC Base Catalyzed transesterification of oilBase Catalyzed transesterification of oil

Raw Materials UsedRaw Materials Used Rice Bran OilRice Bran Oil Sun flower oilSun flower oil Mohuva OilMohuva Oil Rapeseed oilRapeseed oil Japtropha oilJaptropha oil Karanjia OilKaranjia Oil

Scale : 100 g to 60 Kg batchScale : 100 g to 60 Kg batch

The Indian SceneThe Indian Scene Annual Growth rate -8% compared to world average of 2%Annual Growth rate -8% compared to world average of 2% Oil pool deficit & subsidies Rs.16,000 Crores, Rs.18,440 Crores (1996-97)Oil pool deficit & subsidies Rs.16,000 Crores, Rs.18,440 Crores (1996-97) Current per capital usage of petroleum is abysmally low (0.1 ton / year) against 4.0 in Current per capital usage of petroleum is abysmally low (0.1 ton / year) against 4.0 in

Germany or 1.5 tons in MalaysiaGermany or 1.5 tons in Malaysia Even Malaysia’s figure would be beyond our paying capacityEven Malaysia’s figure would be beyond our paying capacity Our domestic production would meet only 33% of demand at the end of 10th plan Our domestic production would meet only 33% of demand at the end of 10th plan

and only 27% by 2010-11and only 27% by 2010-11 Investment in Biofuels make strong Economic sense.Investment in Biofuels make strong Economic sense.

Jatropha may be the AnswerJatropha may be the Answer According to the Economic Survey (1995-96), Govt. of India, of the cultivable land area According to the Economic Survey (1995-96), Govt. of India, of the cultivable land area

about 100-150 million hectares are classified as waste or degraded landabout 100-150 million hectares are classified as waste or degraded land Jatropha (Jatropha (Jatropha curcasJatropha curcas, Ratanjyot, wild castor) thrives on any type of soil, Ratanjyot, wild castor) thrives on any type of soil

Needs minimal inputs or managementNeeds minimal inputs or management Has no insect, pests & not browsed by cattle or sheepHas no insect, pests & not browsed by cattle or sheep Can survive long periods of droughtCan survive long periods of drought Propagation is easyPropagation is easy Yield from the 3rd year onwards and continues for 25-30 yearsYield from the 3rd year onwards and continues for 25-30 years 25% oil from seeds by expelling 30% by solvent extraction25% 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)The meal after extraction an excellent organic manure (38% protein, N:P:K ration 2.7:1.2:1)

Photograph of Jatropha plant with seeds

EU Initiatives on BiofuelsEU Initiatives on Biofuels Regulatory package COM-2001 / 547 containing action plan and directivesRegulatory package COM-2001 / 547 containing action plan and directives 20% alternate fuels for gasoline and diesel by 202020% alternate fuels for gasoline and diesel by 2020 Major options biofuels, natural gas and biohydrogenMajor options biofuels, natural gas and biohydrogen Biofuels minimum 5.75% in 2010Biofuels minimum 5.75% in 2010 Member states can give tax benefitsMember states can give tax benefits Bio fuels to include Bio diesel, Bio ethanol, ETBE, Biogas.Bio fuels to include Bio diesel, Bio ethanol, ETBE, Biogas.

Objectives :Objectives : Reduce dependency on imported oilReduce dependency on imported oil Greenhouse gas reduction (8% Kyoto)Greenhouse gas reduction (8% Kyoto) Support agricultural sectorSupport agricultural sectorBio diesel Potential – Indian RailwaysBio diesel Potential – Indian Railways

An estimateAn estimate Track length of 1,00,000 kmTrack length of 1,00,000 km If 50% tract available and 50 meters of both sidesIf 50% tract available and 50 meters of both sides Approx. area 5000 sq..kmApprox. area 5000 sq..km considering an yield of 2 tons / haconsidering an yield of 2 tons / ha Yield of oil crop 1 MMTPAYield of oil crop 1 MMTPA Approx. Bio diesel potential 200-250,000 tones i.e. about 10% of the Railways’ diesel requirementsApprox. Bio diesel potential 200-250,000 tones i.e. about 10% of the Railways’ diesel requirements

Indian Oil as Partner in technology developmentIndian 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.2003Electric Traction -What it costs the Nation ?Electric Traction -What it costs the Nation ?

All figures are in MUs (millions of units)

Total Demand of the Country 507216 Actual availability 467400 Shortfall 26349 Consumption of Railways in 2000-01

7308

Avoidable Shortage inflicted by the Railways

27.7%

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

Electric Traction -What it costs the Nation ? (ii)Electric Traction -What it costs the Nation ? (ii)

Total Shortfall in Peak Load Capacity *

10457 MW

Requirement of Railways ** 5500 MW Avoidable Capacity constraints caused 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.

Every Diesel Loco of 4000 HP put on line adds to the Power Generation Capacity of Every Diesel Loco of 4000 HP put on line adds to the Power Generation Capacity of the country by 3 MWthe country by 3 MW

Every Electric Loco of 6000 HP put on lineEvery Electric Loco of 6000 HP put on line Eats into the Power generation capacity by about 4 to 5 MW *Eats into the Power generation capacity by about 4 to 5 MW * Deprives 15000 Houses of Electric PowerDeprives 15000 Houses of Electric Power Adds to use of inefficient small DG sets by Industrial, Agricultural & Domestic sectorsAdds to use of inefficient small DG sets by Industrial, Agricultural & Domestic sectors

** Taking into account the Locomotive, Transmission and Distribution Losses.Taking into account the Locomotive, Transmission and Distribution Losses.

Electrify the Railways and Dieselise the Industry ??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 ?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 FuelThe Energy Policy should ideally aim at replacing inefficient use of Fuel Electrification replaces a highly efficient Turbo charged Railway Diesel locomotive with small 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.sized high inefficient gen-sets resulting in higher consumption of HSD and pollution.

Anticipated Drains from the Power production in future years, Anticipated Drains from the Power production in future years, even with no further Electrification.even with no further Electrification.

Assuming a 5% Growth / annum in Freight and Passenger Traffic over the 10th and 11th Plans and with same share of Traffic between Diesel and Electric

Year Electric Energy required by IR (Million Units)

2001-02 7713 2006-07 9844 2011-12 12564

Further Drain into the scarce Capital ResourcesFurther Drain into the scarce Capital Resources

At the end of Plan

Additional Generation Capacity required by IR (MW)

Capital Cost required for Locos / Power Plant / T & D Network

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

X

Assuming a 5% growth / annum in Freight and Passenger Traffic over 10h and 11th Plans

Optimum Utilisation of Energy – PetroleumOptimum Utilisation of Energy – Petroleum

There is a lot of reluctance in the States for establishing any new coal-based Power Plants in There is a lot of reluctance in the States for establishing any new coal-based Power Plants in view of the serious limitations like poor quality of coal with high ash and sulphur content, 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, pollution of ash and dust, high cost of developing new coal fields, extreme shortage of water, etc,.etc,.

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

Does Electrification save Foreign Exchange ?Does Electrification save Foreign Exchange ? Electrification ends up draining the Foreign exchange, instead of saving it.Electrification ends up draining the Foreign exchange, instead of saving it. The classic case is Ernakulam - Trivandrum Electrification at Minus 29% rate of The classic case is Ernakulam - Trivandrum Electrification at Minus 29% rate of

return, tapping Power from a Diesel Power station of Nallalam.return, tapping Power from a Diesel Power station of Nallalam. Capital investment in Power plants is mostly by way of imported equipment.Capital investment in Power plants is mostly by way of imported equipment.

To Sum up,To Sum up,

It is quite obvious thatIt is quite obvious that

Electrification of RailwaysElectrification of Railways

is leading to:is leading to:

Dieselisation of the Industry,Dieselisation of the Industry,

Agriculture and Domestic SectorAgriculture and Domestic Sector

Increased Fossil Fuel ConsumptionIncreased Fossil Fuel Consumption

and not Reductionand not Reduction

Higher Outflow of Foreign Exchange Higher Outflow of Foreign Exchange

and not savings for the Nationand not savings for the Nation

Is Electric Traction only marginally Capital intensive ?Is Electric Traction only marginally Capital intensive ?The Nation pays dearly by spending our scarce Capital to create this vast infrastructure and to sustain it.

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

Power Requirement of a 5000 HP Electric LocomotivePower Requirement of a 5000 HP Electric Locomotive

Equivalent MW Capacity 3.75 MW (Let us assume that Plant and Loco Load factors cancel each other)

Transmission Losses 10% (National Average 22%)

Generation Capacity required

3.75 / 0.9 = 4.2 MW

Current Cost of Power House / MW

Rs.4.25 Cr. **

Cost of Distribution Network / MW

Rs.4 Cr.

Cost / MW of Power at the Loco

Rs.8.25 Cr.

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

Source : Data as published by CEA

Electric Traction is prohibitively Capital intensiveElectric Traction is prohibitively Capital intensive

(Rs. In Crores) Diesel Electric Loco Cost 3.66 3.79 Cost 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

Sections under Electrification recentlySections under Electrification recentlyTraffic densities on Sections under Electrification are far less than 49.7 GMT (Break-even level) Lucknow – Kanpur 14 GMT Kharagpur – Bhubaneshvar 26 GMT Ludhiana – Amritsar 29 GMT Ambala – Saharanpur 27 GMT

GMT of Non-electrified sections on All India basisGMT of Non-electrified sections on All India basisGMT % of RKM> 49.72 Nil40.0 – 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 moreelectrification thus does not

appear to exist.

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 basis.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-à-vis the sharp rise in domestic electricity costs. Further in Indian conditions, uninterrupted electricity supply to Railways inevitably affects industry adversely. (Para 7)

Environment IssuesEnvironment Issues Contrary to popular perception, Electric traction is more polluting than Diesel traction.Contrary to popular perception, Electric traction is more polluting than Diesel traction. Power for Electric Loco comes fromPower for Electric Loco comes from

either Diesel based Power station with same level of pollution as Diesel locoeither 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 Or from Coal based Thermal station whose “Green House” gases emission is 26% more

than Diesel loco (UNDP Study)than Diesel loco (UNDP Study)

Electric Loco- Environment friendly - Is that really so ??Electric Loco- Environment 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 per day

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

ConclusionsConclusions Electric Vs Diesel debate is not an issue of Departmental dominance but Economic survival.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.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 There is no pressing need for electrifying remaining sections when Railways are facing

Financial Disaster.Financial Disaster. A complete moratorium on Electrification should be place, as an immediate measure.A complete moratorium on Electrification should be place, as an immediate measure. CORE should be wound up.CORE should be wound up. Work of ongoing projects should be executed only by the concerned Railway as is the case 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, with projects of BG conversion, doubling of lines and other Engg. / S&T / Elect. Works, which also overlap on Multiple Railways.which also overlap on Multiple Railways.