PRESENTATION ON ELECTRIC TRACTION ON INDIAN RAILWAYS- CHANGING PERSPECTIVES & ISSUES

1. PRESENTATION ON ELECTRIC TRACTION ON INDIAN RAILWAYS-CHANGING PERSPECTIVES & ISSUES Ghanshyam Singh CELE/NR

2. SOME HISTORICAL FACTS • First Electrification - Mumbai – Kurla, 15 RKms in 1925 at 1500 V • Electrified RKms prior - 388 to independence • SNCF design adopted - 1957 • First Section at 3000 - Howrah-Burdhwan in 1958 volts DC • First section electrified - Rajkharswan - Dongaposi on 25 kV AC in 1960 • Present electrification - 17450 RKms

3. Cumulative Progress of Railway Electrification on IR

4. 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

5. 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}.

6. 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

7. 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.

8. 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

9. Network Planning 1. Backbone Network:- • Golden Quadrilateral (present) • Dedicated Freight corridor (future) 2. Other Networks:- • Other routes connecting major production and consumption and export gateways. • Missing links and spurs in the existing electrified network

10. 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)

11. Perceived Limitations/issues of Electric Traction

12. Perceived limitations/issues of Electric Traction (contd.)

13. Perceived limitations/issues of Electric Traction (contd.)

14. 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

15. THANK YOU

16. 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

17. TREND OF AVERAGE UNIT RATE

18. Creation of Energy Management Organization • Creation of Dedicated Energy Management Cell at Divisional, Zonal & Board’s 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.

19. 2.70-2.95 Railway PSU as Distribution licensee 0.10 2.60-2.85 STU 0.25-0.50 2.35 CTU 0.25 2.10 Cost of generation of BUS Creation of PSU as Distribution licensee Level of payment In many cases may not be required Level of availing power supply by Railways PSU as distribution licensee may file its own ARR & obtain a cheaper tariff for Railways.

20. 2.60-2.85 Level at which payments to be made by Railways 2.60-2.85 STU 0.25-0.50 Level of availing power supply by Railways 2.35 CTU 0.25 2.10 Cost of generation Captive Generation Plan Indian Railways may install its own captive generation plant

21. Level at which payments to be made by Railways 2.35-2.95 2.60- 2.95 STU 0.25-0.50 Level of availing power supply by Railways 2.35 CTU 0.25 2.10 Cost of generation 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.

22. 3.85-4.35 Cross subsidy 1.00 2.85-3.35 State wheeling charges & loss compensation 0.00-0.50 2.85 STU (Inter region) 0.25 * 2.60 STU own region 0.25 2.35 CTU 0.25 2.10 Cost of energy at generator bus Power Purchased from IPP/PTC through Open Access Level of payment by Railways Level at which power supply is availed by Rlys * Theses layer may not be there in some of the load points

23. 4.22 Surcharge (Cross subsidy to other consumers) 1.02 3.20 O & M+Distribution loss+ inefficiency 0.75 2.45 STU (Wheeling + loss compensation) 0.25 2.20 CTU (PGCIL) (Wheeling charges+loss compensation) 0.25 1.95 Cost of purchase by utility 1.95 Power Purchase through State Utility ( Present model) Payment is made by Railways Level at which power supply is availed by Railways

24. 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

25. POWER PROCURED THROUGH CENTRAL GENERATING UNITS Level at which payment is made Level at which power supply is availed by Railways

26. 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.