diesel vs electric 2
TRANSCRIPT
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DIESEL VS ELECTRICTRACTION.
D.KANJILAL
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Economics of TRACTION;DIESEL VS ELECTRIC:
How Competitive are the Diesels ?
Is there a need for further Electrification in
Indian Railways ?
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CONTENTS:
1. INTRODUCTION.
2.BRIEF HISTORY.
3.THE COMPARISON.
4.ELECTRIFICATION OF IR.
5.STATISTICS.
6.EFFICIENCY.
7.THE COST OF ELECTRIC TRACTION.
8.EFFECT ON FOREIGN EXCHANGE RESERVES.
9.ENVIRONMENTAL ISSUES.
10.CONCLUSIONS
11.REFERENCES.
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Railway Electrification isjustified onvarious Grounds
Modernization
Energy Efficiency
Depleting Oil Reserves
Savings in Foreign ExchangeMarginally Capital intensive, but much cheaper
operationally
More Economical
Enables higher speeds and improved throughputHigher hauling capability
Eco-friendly
How true is the above ?
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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.
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Diesel Traction - 1912
The diesel engine was invented in the year 1893, by a youngGerman Engineer, called RudolfDiesel. But it was onlynineteen years later, that the first Diesel locomotive cameinto 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.
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Superior Technology -
Diesel or Electric ?
Diesel Traction is a far more recent technology, as
compared to Electric traction, contrary to common
perception.
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.
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Superior Technology -
Diesel or Electric ? - (ii)FACTORS FAVOURING ELECTRIC ENGINES:
1. Simple straightforward technology used.
2. Engine pulls power directly from grid & requires only
X-mer & voltage regulator to get voltage to reqd levels.
3. They are light weight, have no moving parts.
4. Lighter weight contributes to lesser wear & tear on
tracks compared to diesel engines.
5. Produces lesser heat & noise.
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Superior Technology -Diesel or Electric ? - (iii)
FACTORS FAVOURING DIESEL TRACTION:1. Ability to work in all terrains, under all conditions.
2. Capital reqd is less compared to electric traction.
The capital cost of laying 5 to 6 kilometers oftraction wires is equivalent to the cost of a newdiesel locomotive.
3. For same weight they have 10% higher load
hauling capability.
4. No requirement of laying overhead power lines.
5. No disruption in train service due to power failures,dama e to overhead lines.
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World Railways - Status of
ElectrificationRailway Percentage
ElectrifiedU.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 IRIt 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 the 1974oil crisis.
Central Organisation for Railway Electrification
(CORE) was created to speedily electrify the high
density routes; this task has already been completedin 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 ofLow 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.
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Energy Efficiency
Sometimes Electric traction is perceived as moreenergy efficient, by wrongly computing the efficiencyfrom the Overhead wire, in stead of from the PrimarySource of Energy, viz., Coal / Oil (used in producing
electricity in power houses)
The energy efficiency of Traction should however becalculated right from the Primary source ofPower,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 (iii)
Mode of Traction Energy consumedper 1000 GTKM(AUTHORITY:
ASS 1999-2000)
Energyconsumed in
KCAL
RelativeEnergyIndex
Pass Diesel 4.82 42252 1.0
Pass Electric 20.6 66892 1.58Goods 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 = 2952KCALALLIndia Average Heat Rate in KCAL / KWH
The table proves that Electric traction as energy
efficient is a myth
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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 467400Shortfall 26349Consumption of Railways in2000-01
7308
Avoidable Shortage inflicted bythe Railways
27.7%
Source : Central Electrical Authority(Figures for2000-01)
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Electric Traction -What itcosts the Nation ? (ii)Total Shortfall in Peak LoadCapacity *
10457MW
Requirement of Railways ** 5500 MW
Avoidable Capacity constraintscaused by the Railways
54.1%
* Source : Central Electrical Authority(Figures for2000-01)
** Requirement as computed for2800 Electric locos,assuming Loco Availability (85%), Load factor
(60%) and T & DLosses (22%) etc.
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Every Diesel Loco of4000 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 5M
W *
Deprives 15000 Houses of Electric Power
Adds to use of inefficient small DG sets by Industrial,Agricultural & Domestic sectors
* Taking into account the Locomotive, Transmission
and 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 locomotive with small
sized high inefficient gen-sets resulting in
higher consumption of HSD and pollution.
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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 ofNallalam.
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 only
Marginally Capitalintensive ?
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Is Electric Traction only
marginally Capital intensive ?
The Nation pays
dearly by spending ourscarce Capital to
create this vast
infrastructure and to
sustain it.
On the Diesel traction,
a modest engine is all
that we require.
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Electric Traction is
prohibitively Capital intensive(Rs.In Crores)
Diesel Electric
Loco Cost 3.66 3.79
Cost of OHE perLoco - 3.25Cost ofPower House perLoco(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 1999-20005 km of OHE per locomotive and Rs.65 lakhs /km
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Opportunity Cost ofInvestments in Electrification
Electrified Route 15,398 KMs
Current Cost 10,000 Crores
Interest Cost @ 16% 1,601 Crores
The interest cost alone can finance CIF value of the
Total HSD consumed by IR
The Capital Investment in Electrification can buy 2734
Diesel locos almost the same number that we have
today*@Average Current Price Rs.63 Lakhs perKM
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Study by LRDSSConclusionsHP to Load Ratio of 1.5 - Most beneficial & Cost effective.
This, of course, pertains to sections near saturation. On
Passenger dominant sections, HP to Load Ratio >2 for
Diesel also. Further overpowering not recommended. -
Benefit insignificant.On Single Line sections, gain under Electric traction is
low. (Tract & Other reasons limit the speed
improvement). HP to train load ratio is not a traction
specific issue.Positive impact of Electric traction on Freight dominant
double line sections where HP to trailing Load ratio is low.
- 12 - 16% higher line capacity
This recommendation of course is not traction specific but
only HP specific.
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Environment Issues
Power for Electric Loco comes from
eitherDiesel 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) Contrary to popular perception,Electric traction is more polluting than Diesel traction.
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Electric Loco- Environmentfriendly - Is that really so ??
One Electric Loco of 5000 HP requires 4.2MW of
Power.
One MW ofPower requires 10 Tonnes of Coal per
day
And at 40%Ash content, generates 4 Tonnes ofCoalAsh per day.
Source: Central ElectricityAuthority Annual Report
1998-99
= 16 Tonnes of coal Ash per day
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ConclusionsElectric Vs Diesel debate is not an issue ofDepartmental
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.
Electrification on low density traffic routes is not feasibleeconomically.
Contrary to common perception electric traction contributes
more to pollution on a cumulative basis than diesel traction.
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REFERENCES:
Rail Business Report, 1999
World Bank Railway Database 2000
The Economics of Railway Traction by Dr. J. Majumdar (Mcgraw Hill & Co.)
CEA Figures.
Central ElectricalAuthority(figures 2000-2001)
CAG report NO.9 of2000.
Central ElectricityAuthorityAnnual Report 1998-99
ASS Published by Ministry of Railways (1994-95 to 1999-2000)
Boards rate contract dt.12.1.2001