STATUS AND BENEFITS

OF

ELECTRIFICATION

ON

INDIAN RAILWAYS

Status of Electrification(As on 01.04.2010)

BG MG NG Total

Route Kilometer (RKM)

52808

8473 2734

64015

Electrified 20059

0 0 20059

% Electrified

37.98

0 0 31.33

%Electrification on World Railways :-(As on 01-01-2007)

Source :-StatInfo.biz - a database of economic statistics of countries, markets and companies. All data are taken from official public sources.

%Electrification on World Railways :-(As on 01-01-2007)

Source :-StatInfo.biz - a database of economic statistics of countries, markets and companies. All data are taken from official public sources.

Plan Period RKM Electrified Cumulative Electrified RKM

- 1925-56 529 5292nd Plan 1956-61 216 7453rd Plan 1961-66 1678 2423

Annual Plan 1966-69 814 32374th Plan 1969-74 953 41905th Plan 1974-78 533 4723

Inter Plan 1978-80 195 49186th Plan 1980-85 1522 64407th Plan 1985-90 2812 9252

Inter Plan 1990-92 1557 108098th Plan 1992-97 2708 135179th Plan 1997-02 2484 16001

10th Plan 2002-07 1810 17811

Plan wise Progress of Electrification on Indian Railways

11th plan(31.03.10) 2007-12 200592248

“Vision – 2020” - A Policy Document

of Railway Board has set up a target

of increasing electrified RKM from

20000 RKM at present to 33000 RKM

by 2020, so as to meet the challenge

of hauling 250% more traffic by 2020.

(Pink Book of 2010-11)

completed

70% completed

completed

completed

completed

completed

completed

completed

completed

completed

80% completed

completed

completed

80% completed

completed

Nearing completion

completed

Work completedAwaiting CRS Insp.

Work completedAwaiting CRS Insp.

80% completed

80% completed

50% completed

Work completedAwaiting CRS Insp.

completed

40% completed

(totalling 1430 km.)

Suppl. Budget – 1.Mathura – Alwar 2. Gooty-Yelhanka-Banguluru - sanctioned.

Sections under active consideration for sanction

(as per Railway Budget Speech for 10-11)

i. Vizianagram-Raygada

ii. Mathura-Alwar-Rewari-Hissar

iii. Guntakal-Bellary-Hospet-Vasco de gama

Sections for which Feasibility study is undertaken(as per Railway Budget Speech for 10-11)

i. Bardhaman-Katwa-New Farakka including Katwa-Ahmadpurii. Chheoki-Manikpur-Itarsiiii. Chhapra-Varanasi-Allahabad including Bhatni-Aunrihar and PhephnaIndaraiv. Garwa Road-Chopan-Singrauli including Chunar-Chopanv. Pakur-Kumedpur including Gumani-Sahibganjvi. Angul-Sambalpur-Jharsugudavii. Kiul-Tillaiyya-Manpurviii. New Bongoigaon-Jogighopa-Kamakhyaix. Bankura-Rainanagarx. Fatwa-Islampur-Bakhtiyarpur-Rajgirxi. Vijaywada-Niduduvolu including Machhlipatnam & Narsapurxii. Falaknuma – Umdanagarxiii. Secunderabad – Medchal

Various Railway Electrification Projects

SN ORGANISATIONAL HQ PROJECT HQ

1 Central Organisation for Railway Electrification

(CORE)With HQ at Allahabad

1. CHENNAI

2. KOTA

3. AMBALA

4. LUCKNOW

5. SECUNDERABAD

6. HAJIPUR

7. GORAKHPUR

8. NEW JALPAIGUDI

9. BHUBNESHWAR

2 Rail Vikas Nigam Limited (RVNL)

With HQ at Delhi

PUNE, BHUBNESHWAR

SECUNDERABAD, CHENNAI

BILASPUR, BHOPAL

Electrification works in progress by RE

Project

Group

Section RKMEnergised till 31-3-10

Balance RKM as on

1-4-10

Target for 2010-11

CHENNAI

157& 158

Shoranur-Penambur-Mangalore

328 0 328 -

139Trivandrum-Kanyakumari

87 0 87 53 (TVC-Eraniel)

154Madurai-Tuticorin-Nagercoil

262 0 262100 (Madurai-Kumarpuram)

155Vellore-Villupuram

150 0 15067 (Villupuram-Tiruvannmalai)

Bangalore Suburban

51 45 6 6

Total 878 45 833 226

Project

Group

Section RKM

Energ-ised till

31-3-10

Balance RKM as on

1-4-10

Target for 2010-11

KOTA

138Indore –Dewas-Ujjain - Maksi

115 88 27 27 (Maksi-Sheelakheri)

148Kanpur-Jhansi 241 0 241 90 (Jhansi-Ait)

Total 356 88 268 117

Electrification works in progress by RE

Electrification works in progress by REProject

Group

Section RKMEnergised till 31-3-10

Balance RKM as on

1-4-10

Target for 2010-11

AMBALA

89BGhaziabad- Moradabad

140 0 140 -

128 Moradabad-Rosa 169 80 89 89 (Bareli-MB)

143Jallandhar-Jammutawi-Udhampur

275 99 17636 (Jammu -Samba+Chakki-Pathankot)

145Shakurbasti-Rohtak

60 57 33 (Rohtak Yard)

107Khurja- Meerut-Saharanpur

207 112 9595 (Sakhoti-Saharanpur)

107A GZB-Meerut 47 0 47 47

145Rohtak-Bhantida-Lehramohabbat

252 0 252 -

Total 1150 348 802 270

Project

Group

Section RKMEnergised till 31-3-10

Balance RKM as

on 1-4-10

Target for 2010-11

L K O

129Rosa-LKO-Alamnagar-Utratia

179 177 2 2 (Utratia Yd)

136Utratia-Sultanpur

128 61 67 67(Akbarg-Sult)

137Sultanpur-Mughalsarai-

169 104 6565 (Sultanpur -Srikrishna Nagar)

153Varansi-Unchahar

207 0 20745 (Varanasi-Bhadohi)

Total 683 342 341 179

SC

132Lingampalli-Wadi

161 109 5252 (Nawandgi-Wadi)

156 Kangeri-Mysore 125 0 12526 (Kangeri-Ketohalli)

-Ballarshah-Gondia

250 0 250 -

Total 536 109 427 78

Electrification works in progress by RE

Project

Group

Section RKM

Energised till

31-3-10

Balance RKM as on 1-4-10

Target for 2010-11

Hajipur

140 AB

Chhapra – Barauni 305 240 6534 (Dholi-Ramdayal Nag

149 Barauni-Katihar 187 0 18750(Barauni-Umesh Nagar)

Total 492 240 252 84

Gorakhpur

141Chapra-Gorakhpur & Siwan-Thawe

207 90 11750 (Siwan-Bhatni)

142Gorakhpur-Barabanki

245 4 24125 (Budwal-Sarju)+36(Sarju-Gonda)

Total 452 94 358 111

Barabanki-Gorakhpur-Siwan-Chapara-Barauni-Katihar section is distributed.

Electrification works in progress by RE

Project

Group

Section RKM

Energised till

31-3-10

Balance RKM as on

1-4-10

Target for 2010-11

Newjalpaiguri

150 Katihar-Jalpaiguri 267 0 267

65 (Katihar-Sanjaygram) + 35 (Katihar-Mukuria)

151Jalpaiguri-New

Bongaigaon221 0 221 -

152New Bongaigaon-Guwahati

161 0 161 -

Total 649 0 649 100

Bhubneshwar

Pandabeshwar-Sainthia-Pakur (incl. Khana-Santhia)

205 0 20550 (Khana-Kopai)

Summary of Electrification works in progress by RE

Sl No

Project Total RKM

Energised till 31-3-10

Balance RKM as on 1-4-10

Target for 2010-11

1 Chennai 878 45 833 226

2 Kota 356 88 268 117

3 Ambala 1150 348 802 270

4 Lucknow 683 342 341 179

5 Secunderabad 536 109 427 78

6 Hajipur 492 240 252 84

7 Gorakhpur 452 94 358 111

8 New Jalpaiguri 649 0 649 100

9 Bhubneshwar 205 0 205 50

Grand Total 5401 1266 4135 1215

Project Section RKM

RVNL

Nandalur-Guntakal 222

Obulavripalle- Krishnapatnam 113

Bharauch-Dahej 62

Haridaspur-Paradeep 82

Daitari-Banspani 142

Pune-Wadi-Guntakal 641

Daund – Manmad incl. Shirdi 255

Gooty – Bengaluru - Yelahanka 306

Total 1823

Zonal Rly

Chandigarh-LDH(NR) 112

Chandigarh-Budhi(NR) 33

Burdwan- Katwa (ER) 52

Total 197

Grand Total 2020

Electrification works in progress by RVNL & Zonal Rlys.

Future planning for electrification in next 10 yr.

PARAMETER RKM

Missing sections identified for RE

1879

Feeder routes for DFC 2042

High Density (HDN) routes 7268

Routes left in the Blue Print 2814

TOTAL 14003

SECTIONS Rly. RKM

Bakhtiarpur-Rajgir ECR 53

Manpur-Tilaiya-Kiul ECR 117

Katwa-Azimganj ER 78

Moradabad-Kashipur-Ramnagar, Kashipur-Lalkuan NER 136

Rampur-Kathgodam NER 89

Chhapra-Varanasi-Allahabad incl.Aunrihar-BTT & Indara-Phephna

NER 503

Barabanki-AY-Akbarpur NR 160

Laksar-Dehradun incl Raiwala-Rishikesh NR 78

Utraitia-Unchahar & Zafrabad-Janghai NR 151

Madurai-Rameshwaram SR 161

Salem-Vridhachalam SR 138

Erode-Karur-Tirichirappalli & Karur-Dindigul SR 215

TOTAL 1879

MISSING SECTIONS TO BE ELECTRIFIED

Feeder routes for DFCSECTIONS Rly. RKM

Panvel-Pen-Roha CR 75

Pandabeshwar-Saintia-Pakur ER 151

Hissar-Bhatinda-Suratgarh-Bridhwal NR 174

Ludhiana-Beas-Govindwal sahib NR 27

Rajpura-Dhuri-Lehra Mohabhat NR 173

Zafrabad-Akberpur-Tanda NR 99

Ludhiana-Hissar-Rewari NR/NWR 348

Hazira-Surat WR 40

Kandla port-Gandhidham-Palanpur WR 312

Mundraport-Gandhidham WR 66

Pipavav-Surendranagar WR 395

Viramgram-Samakhiali WR 182

TOTAL 2042

STATUS OF ELECTRIFICATION ON HIGH DEISITY ROUTESSN ROUTE SECTION RKM

Delhi-Kanpur-Mughalsarai-Gaya-Howrah

1453

Mughalsarai-Patna-Sitarampur 562Utraitia -Lucknow-Moradabad 338Utraitia-Zafrabad-Mughalsarai. 288

Varanasi-Jhangai-Unchahar incl. Phaphamau-Prayag-Allahabad.

207

Shakurbasti-Bhatinda-Suratgarh 477Andal-Pandabeswar 20

Pandabeswar-Sainthia-Khana 123Mumbai-Howrah via Nagpur 1969

Jalgaon-Surat 306Bina (including flyover)-Kota. 303

Delhi-Mumbai via Kota 1385Delhi-Rewari-Reengus-Phulera-Ajmer-

Chittorgarh/Palanpur-Ratlam675

Gandhidham-Palanpur-Bhildi-Samdari-Jodhpur-Kolayak-Phalodi-Lalgarh-

Bhatinda1005

Panvel-JNPT 28

DELHI-HOWRAH ALONG WITH THE ALTERNATIVE "B" ROUTE ON NORTHERN RAILWAY AND ITS EXTENSION TOWARDS SHAKURBASTI-ROHTAK-BHATINDA-SURATGARH AND ANDAL-SAINTHIA

MUMBAI-HOWRAH ALONG WITH THE LINK ROUTE OF BILASPUR-ANNUPUR-KATNI-DELHI-MUMBAI INCLUDING ALTERNATIVE ROUTE OF DELHI-REWARI-PHULERA-AJMER-CHITTORGARH AND GANDHIDHAM-PALANPUR-BHILDI-SAMDARI-JODHPUR-BHATINA AND PANVEL-

1

2

3

Ghaziabad-Moradabad 141Barabanki-Gonda-Gorakhpur-

Chhappra-Barauni709

Roza-Burwal 180Barauni-Katihar-Guwahati 807

5DELHI-CHENNAI VIA JHANSI-BINA-BHOPAL-ITARSI-NAGPUR-BALLARSHAH.

Delhi - Chennai 2194

Howrah-Chennai via Visakhapatnam 1663Jharsuguda-Sambalpur-Titlagargh-

Vizianagaram Port494

Vizianagaram-Kotavalassa 35Kotavalassa-Simhachalam North 17

Nandalur-Guntakal 222Pune-Wadi-Guntakal 641

Guntakkal-Hubli-Hospet-Vasco 558

4

6

7

DELHI-GUWAHATI VIA MORADABAD-SITAPUR-BHURWAL-GONDA-GORAKHPUR-CHAPPRA-BARAUNI-KATIHAR.

HOWRAH-CHENNAI ALONG WITH ALTERNATIVE ROUTE VIA JHARSUGUDA-SAMBALPUR-TITLAGARH-VIZINAGRAM INCLUDING 3RD LINE BETWEEN VIZINAGARAM-MUMBAI-CHENNAI ALONG WITH THE LINK ROUTE FROM GUNTAKAL-HOSPET-HUBLI-VASCO (IRON ORE

STATUS OF ELECTRIFICATION ON HIGH DEISITY ROUTES

ASS is the Source Book

of data (published by

Statistical Directorate of

Railway Board) used for

this Presentation.

This ASS can be

accessed on internet as :

log on to indianrailways.gov.in

Click Railway Bd. Directorates

Click Statistics & Economics

Click Annual Statistical

Statement (2008-09)

1. Haulage Performance of locomotives :-

The relative performance of existing locomotives, Electric vis-à-vis

Diesel, in terms of MGTKM per loco in last nine years is shown

below :-

Elec loco has hauled

70% more tfc in 08-09

Traction& Year

01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09

Electric 4238 4206 3170 4381 4400 4427 4506 4557

Diesel 2543 2572 2620 2661 2714 2723 2763 2840

2. Average Horse Power per Locomotive2. Average Horse Power per Locomotive

Source: ASS Stt.-10A/Col.18,19,21&22Source: ASS Stt.-10A/Col.18,19,21&22

(1.6 times more in elect. Loco in 08-09)

3. Share of traffic hauled on Electric & DSL Traction :-

60% traffic is hauled on electric traction in 08-09.40% traffic is hauled on Diesel traction in 08-09.Elect has hauled 50% more than DSL , in tons.

Billion

Source :- ASS (08-09) Statement No. 16 / col. 8 & 9

Traction 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09

Freight (Elect.) 61.31 62.82 61.49 63.22 63.22 63.05 63.89 65.32

Freight (Diesel)

38.69 37.18 38.51 36.78 36.79 36.95 36.1 34.68

Pass. (Elect.)

46.75 47.60 45.32 47.03 46.70 47.46 46.95 47.92

Pass.(Diesel)

53.24 52.40 54.68 52.97 53.30 52.54 53.04 52.07

4. Percentage Share of Traffic in Freight & Passenger

Traction - Wise

4. Percentage Share of Traffic in Freight & Passenger

Traction - Wise

Source: ASS Stt.-16/Col.8 & 9. Pass. excludes suburban. Source: ASS Stt.-16/Col.8 & 9. Pass. excludes suburban.

Traction 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09

Electric 2682 2746 2864 2990 3003 3044 3004 3082

Diesel 2493 2470 2649 2780 2787 2821 2863 2838

5. Average Load per Train (Goods) in Tons5. Average Load per Train (Goods) in Tons

Source: ASS Stt.-23/col.9Source: ASS Stt.-23/col.9

An average electric-hauled Goods Train has carried

9% more load than an average diesel - train in 2008-09.

Traction 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09

Electric 25.8 26.2 24.0 24.7 25.0 25.8 26.3 26.4

Diesel 22.6 22.8 22.1 22.8 23.3 23.9 24.2 24.6

6. Average Speed of Goods Trains (BG) in kmph.6. Average Speed of Goods Trains (BG) in kmph.

Source: ASS Stt.-20/col.12 &13 Source: ASS Stt.-20/col.12 &13

The average speed of an electric-hauled Goods Train is

8% higher than an average diesel - train in 2008-09.

Traction 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09

Freight (Elect.) 311 327 434 415 390 361 396 402

Freight (Diesel) 187 183 240 238 247 268 264 265

Ratio (Elec/Dsl)

1.66 1.79 1.81 1.74 1.58 1.67 1.5 1.51

7. Engine Usage - NTKM per day per loco on line

(fig. In 000’s)

7. Engine Usage - NTKM per day per loco on line

(fig. In 000’s)

Source: ASS Stt.-22/col.21Source: ASS Stt.-22/col.21

8. Engine Usage in “Eng.Km. per day per loco in use”

Diesel Electric RatioElectric : Diesel

Ekm/day/locoIn use on

Goods401 487 1.21

Ekm/day/locoIn use on

Passanger595 624 1.05

As per ASS Statement No.22/col.16 & 18 of year 2008-09

9. Fuel consumption (SEC) & cost per 1000 GTKM

Service 07-08 08-09

DSL Elec DSL Elec

@ Rs.31.14/Ltr @Rs.4.41/KWH @Rs.34.21/Ltr @Rs.4.42/KWH

Ltr Rs. KWH Rs. Ltr. Rs. KWH Rs.

Pass. 4.09 127.36 18.9 83.34 4.00 136.84 19.4 85.74

Goods 2.52 78.47 7.72 34.04 2.47 84.49 7.37 32.57

Source :- Statement 27(B) of ASS of 08-09 / Col. No. 17 & 18

In 2008-09, average fuel cost per 1000 GTKM for DSL,

compared to electric was :-

60% higher in Passenger & 160% higher in Goods

2000-01 5389 3685

2001-02 4808 3211

2002-03 4416 2976

2003-04 4301

2929

2004-05 4410 2639

2005-06 4432 2902

2006-07 4181 2653

2007-08 5761

3967

2008-09 5752 3545

2009-10 6734 3505

FAILURE STATISTICS OF LOCOMOTIVES(as per Efficiency & Research Directorate of Rly. Bd.)

Year DSL Elect

Traction

00-01 01-02 02-03 03-04 04-05 05-06 06-07 07-08 08-09 09-10

Elec 2791 2853 2915 2986 3065 3188 3294 3294 3443 3586

DSL 3402 3495 3472 3575 3663 3714 3809 3809 3933 4113

Loco HoldingLoco Holding

Source: ASS Stt.-10A/7&8Source: ASS Stt.-10A/7&8

FAILURE PER LOCO 08-09 09-10

DSL 1.46 1.63

ELEC 1.02 0.97

Dsl locos have 50% more failures than Elect. loco

BENEFITS OF ELECTRIFICATION

1. Huge Savings per year & high “Rate of Return on capital”

A total of Rs.7349 crores is spent on RE Projects since

inception, whereas an annual saving of Rs.6755.72 crores was

achieved only in one year of 2008-09 (after deducting payments

of interest & depreciation), due to electric traction.

It gives annual ROR of about 92% on capital-invested in

RE projects. Explanation follows in next slides.

Km

Constituents of traction – cost

1. Loco Repair & Maintenance Cost – - in Sheds, Workshops, POH, etc.

2. Plant & Equipment Cost - includes OHE

3. Running Staff Cost

4. Fuel Cost

A saving of Rs.(156.33-68.55) = Rs.87.78 per 1000 GTKM is

achieved on use of electric traction, instead of diesel.

Col.50 & 69Col.56 & 72

Col.62 & 75 Col.65

Col.123 Col.129

Col.132 & 134

Col.145 & 147

Col.177 & 180

Based on Statement No.30 of ASS of

Annual Saving due to electric traction = GTKM hauled on electric traction

X Saving per GTKM due to elec. traction

= 895.2 x 109 x 87.78/1000

= Rs.7858.07 cr. (Incl. interest & deprec)

Annual Interest & Depreciation Charges = 15% of total capital invested

= 15% of Rs.7349 cr.

= Rs.1102.35 cr.

Net Annual Saving in 2008-09 due to electric traction = Rs.(7858.07-1102.35)

= Rs.6755.72 cr.

A net annual saving of Rs.6755.72 cr. (after allowing for

interest & depreciation) on a capital outlay of Rs.7349

cr., gives a Rate of Return (or rate of profit) at a

staggering 91.9 or 92%.

No other capital investment can give such a high return.

Year-wise ROR on RE projects is shown in next slide.

This Rate of Return or “Savings to Exchequer” will

further increase as DSL prices increase and more traffic

is hauled on electric traction. Reducing the working of

“Diesel under wire” will further boost the savings.

ROR on capital

2. Low Operation & Maintenance Cost of electric traction :-

As per figures published in ASS, the O&M cost of electric

traction is consistently lower than diesel traction. It has 4

components viz. Loco Maintenance, Plant & Equip. Maintenance,

Running Staff and Fuel.

Increase in Fuel Cost increased sharply for diesel.

Elect.Diesel

Subsequent price hike in diesel after 08-09, amounting to Rs.2.5 per litre

(which increases the diesel traction cost by Rs. 8.51 per 1000 GTKM) and

taking into account the extra cost of lubricants at Rs 2 per 1000 GTKM, the

total revised savings with electric traction today works out to Rs.98.29 per 1000

GTKM.

Line Haul Cost (Coaching)

YearCoaching (in Rs/1000GTKM)

Diesel Electric

1999-00 127.66 134.25

2000-01 159.25 142.29

2001-02 153.72 146.26

2002-03 166.5 160.93

2004-05 177.17 138.72

2005-06 189.30 115.53

2006-07 206.01 127.44

2007-08 209.67 139.58

2008-09 251.49 165.00

SOURCE: SUMMARY OF END RESULTS FOR FREIGHT & COACHING

Line Haul Cost (Freight)

Year Freight (in Rs/1000GTKM)

Diesel Electric

1999-00 87.94 79.36

2000-01 103.9 82.33

2001-02 107.37 77.24

2002-03 110.44 77.35

2004-05 118.54 72.57

2005-06 121.22 89.90

2006-07 129.64 78.34

2007-08 132.99 74.56

2008-09 170.69 86.55

SOURCE: SUMMARY OF END RESULTS FOR FREIGHT & COACHING

Mode of Traction

% of Traffic Hauled

Traffic Hauled in Billion GTKM

Expenditure on Fuel in

Rs.Cr.

Remarks

Electric 59.7 % 895.2 3774 No foreign exchange

Diesel 40.3% 605.5 7055 Rs.3737 cr. of foreign exchange

3. Fuel Bill vis-à-vis Traffic Hauled In year 2008-09

In yr. 2008-09, Diesel Traction has hauled about 20% less

traffic, with a fuel bill 87% higher than electric traction.

As per Vision 2020 Document, electrified route will be 33000

km. & Elec. Traction shall haul 77% of total traffic, while DSL

shall haul only 23%.

4. Loss due to running of diesel locomotives :- In 2008-09,

loss of Rs.87.78 per 1000 GTKM and haulage of 605.5 BGTKM on DSL, gives

a loss of Rs.5315 cr., involving 4113 DSL locos @ Rs.1.3 cr. per DSL loco per

yr.

5. Precious Foreign Exchange component :- The foreign

exchange component in the import of oil is around Rs.0.912 crores per loco per

annum.

Thus, in last 9 years, a total net gain of Rs. (27135+25274) cr.

or Rs.52409 cr. could have been achieved, had the Diesel traction

been replaced by Electric.

6. Availability & energy-efficiency of fuel :-

(A) For electric traction :- India has 7.1% of world’s coal and is the

third largest producer of coal in the world. There is abundance of coal in

India and this high-ash coal can not be put to any other better use.

From the table the weighted energy efficiency of the total grid generated

power, starting from primary fuels works out to 49%.

Assuming HT transmission-loss of 15% :-

The energy efficiency of electricity from generation to Railway’s Traction

Substation = 49% - (15% of 49)% = 41.65%

Taking further loss of energy upto Pantograph as 5%:-

Energy Efficiency of electricity from generation upto Pantograph

= 41.65% – (5% of 41.65)% = 39.6 %

This efficiency will further increase to 42%, with the direct purchase of

electricity from NTPC and commissioning of various UMPPs with super

thermal criticality. Facility of “Regeneration” in 3-Phase Electric Locos

further improves energy-efficiency in electric traction.

The total power generation in 2008-09 was 842.4 billion units and

the entire electric traction on the Railways consumed only 12.242

billion units accounting to only 1.45% of total generation in India.

Traction during off-peak hours improves load-factor of grid system

(B) Availability & energy-efficiency of diesel traction :-

Since both electric & diesel locomotives use electric motors for

traction, energy efficiency from crude oil production / refinery and

upto electricity-generation by power-pack in diesel locos, is to be

considered. Refineries operate at 90% efficiency, whereas best

diesel engine has a maximum efficiency of 45%. Considering some

loss in the transportation, the total efficiency of diesel-traction is

about 36.5%, which is lower than 39.6% for electric.

The availability of crude reserves in India is only 0.5% of world’s

total. Presently, India is the fourth largest oil importer by importing

80% of its oil consumption, which is increasing at an annual rate of

3.7%. The oil import is already 25% of total imports and contributes

to 55% of trade-deficit. “Post-Peak-oil-scenario” is expected in yr

2014, after which low production & high demand will increase its

prices abnormally high.

7. Atmospheric Pollution :-

Unlike petrol engines, the primary residue of a diesel engine is not a

gas but charred particles that are airborne through the exhaust pipe.

It comprises the principal air pollutants like nitrogen oxides and

microscopically fine particles called particulate matter or soot. Diesel

exhaust is one of the most dangerous pollutants because of its

carcinogenic compounds and the toxicity of its fine particles.

An even more significant consideration is that diesel locomotives

running on railways cause pollution along the tracks & inhabited

areas, at ground level, directly affecting people close by. As against

this, pollution due to thermal power stations takes place generally in

remote areas and the exhaust is released into the atmosphere at

very great heights through tall chimneys. Further, noise factor, which

is referred to as noise pollution is a major nuisance, an irritant with

diesels especially when waiting at stations, and when they pass

through inhabited areas.

The CO2 emissions (or GHG) from different fossil fuels while generating

1 kwh of electricity as determined by Environment Protection Agency of

USA (EPA) are given as :-

But since coal-based electricity generation is 64% of total electricity

produced, the weighted CO2 emission due to electric traction is

(1.02x0.64)=0.65 kg/kwh, whereas electricity produced in diesel engines

emit 0.76 kg/kwh, which is 11% higher. Further, if pollution of Oil

Refineries were also included, Diesel traction produces 16% more

emission compared to electric traction.

OTHER BENEFITS OF ELECTRIFICATION

1. Electric Traction is economical, traffic-growth-oriented,

cleaner, and does not require foreign exchange.

2. It provides reliable electric supply to CLS, RRI, UTS etc.

3. Electric Locos have higher HP, higher balancing speeds, and

therefore haul higher loads at higher speeds.

4. Electric locos have short-time overload capacity of upto 150%

5. Electric Locos visit home-sheds less frequently.

6. Electric Locos have less failures than DSL as per RB Stats.

7. High speed passenger corridor has to be electrified.

8. Modern Electric Locos provide the facility of Regeneration.

9. Development of high HP electric locos is possible.

BREAKEVEN LEVEL OF TRAFFIC DENSITY FOR RE

The cost of electrification per route kilometer of double line section is

about Rs. 0.9 crores and that of a single line section is about Rs.0.7

crores. The net saving per 1000 GTKM with electric traction was Rs.

87.78 in 2008-09 and has already increased to Rs.98.29 per

1000GTKM. Annual costs of interest and depreciation @ 15% on capital

outlay (Rs.90 Lacs) would work out to Rs. 13.5 lakhs for double line

sections and Rs. 10.5 lakhs for single line sections.

With a saving of Rs.98.29 per 1000 GTKM, the breakeven traffic density

levels would work out to (13.5*1,00,000 / 98.2*1,000)=13.5*100/98.2

million GTKM per route km. This works out to 13.8 or 14 million GTKM

per route km for double line sections. Likewise, the breakeven traffic

density for single line sections is 10.7 million GTKM per route km.

JUSTIFICATION FOR FURTHER ELECTRIFICATION

1. The average traffic density on balance non-electrified section

is 17.9 MGTKM per annum, whereas even 13.8 MGTKM per

annum is sufficient to justify its electrification.

2. Because of electrification, the traffic density of electrified

section has increased to 47.3 MGTKM per annum.

3. Four types of sections are identified for sanction of

electrification works :-

i) Missing Links ii) Feeder Routes to DFC

iii) High Density Network (HDN) Routes

iv) Part of Blue Print of 2005-06

T H A N K S