Through Integrated Rail Energy Management System (I-REMS) The p for IR’s Reg n Saving of £41,000 cr. (2015-’25) Prepared By: Electrical Energy Management Directorate Railway Board, Ministry of Railways 2017Executive ° Summary . eforming Indian Railways has been identified as a key priority by Hon'ble Prime Minister. Accordingly, Hon'ble Minister of Railways, Shri Suresh Prabhakar Prabhu, from the day he became head of this Ministry, has been relentlessly working on multiple fronts to speed up growth of Indian Railways (IR) and improve its financial health. While on one side Railways' needs to finance its projects have been met by arranging low cost funding from Extra Budgetary Resources (EBR) like financing from Life Insurance Corporation of India ete, on the other hand, focused efforts to reduce input costs has been made. Realizing that about one third of Indian Railways’ Ordinary Working Expenses goes towards meeting its energy needs, one of the important mission set by the Hon'ble Minister of Railways was to substantially bring down its energy cost. The first goal under this mission was to reduce annual electric traction bill by about 23,000 cr. in next few years. During 2014-15, total energy cost of Indian Railways was %31,220cr. This included an expenditure of %10,436 cr. towards electric traction (which carries about two thirds of total freight and about 50% of passenger traffic), 718,586 cr. towards diesel traction (which carries balance one third of freight and about 50% of passenger traffic) and &2,198 cr. towards supply of electrical energy to various offices, workshops and railways stations ete, @. @. orawii/B. P. AWASTHI awd ft a (én. Tah) sent Rawaye ‘tert aie /Railway Board zs "xt Fe /tew Deh IR has been procuring electricity as an ordi- nary consumer for its traction applications despite being the largest single user of energy in the country. Accordingly, it has been paying higher tariffs for energy duly taking the burden of distribution losses, cross subsidy and other surcharges of Power Distribution Companies (DISCOMs). The Electricity Act 2003 conferred Deemed Licensee status on IR due to its involvement in generation, trans- mission & distribution of energy from the time electricity came to India. Accordingly, IR had been working to get this provision of Electricity Act operational. However, due to various factors, it was not happening. Being the architect of Electricity Act 2003, Shri Suresh P. Prabhu, Hon'ble Minister of Railways, took up this task with fresh impetus and under his stewardship, a strategy was drawn. In line with this, Central Electricity Regulatory Commission (CERC) was requested for is ug of necessary guidelines to all State Transmission Utilities (STUs) and State Load Dispatch Centers (SLDCs) to facilitate Open Access to Indian Railways on existing trans- mission network as Deemed Licensee. This was made to enable Indian Railways to procure energy from any generating unit, including captive generating plants, traders, or through power exchange up to the intercon- of railway network in terms of nection poi specific provisions of Railway Act E4 na In its historic judgment on 5" Nov.'15, CERC ordered that: a= Indian Railways is an authorized entity under the Railways Act to undertake transmission and distribution activities in connection with the working of the railways, independent of its status under the Electricity Act. Indian Railways is a deemed Licensee under third proviso to Section 14 of the Electricity ‘Act and no separate declaration to that effect is required from the Appropriate Commission. ‘All concerned RLDCs, State Transmission Utilities and SLDCs are directed to facilitate long term access and medium term access in terms of Connectivity Regulations from the generating stations or other sources to the facilities and network of Indian Railways. Finally, IR's vision of drawing electrical energy as deemed licensee was realized on 26" Nov.'15 when it started drawing about 200 MW power on Central Railway from Ratnagiri Gas Power Pvt. Ltd. (RGPPL - A Govt. owned (gas based power plant)} PSU in Maharashtra, ‘This was for the first time that IR had drawn energy under open access as a distribution licensee using state distribution network, IR contracted about 500 MW from RGPPL for consumption in the states of Maharashtra, Gujarat, M.P,, and Jharkhand for meeting its lectric traction power requirement, The flow of power in all these four States was com- pleted by 22" Jan.'16, Further, IR also con- tracted 50 MW through open tender for taking on its own transmission network for Dadri to Kanpur which started flowing from 1“DecI5. With these actions, average cost of energy for electric traction in these states has come down from 27.70 to %4.61/unit thereby giving an annualized saving of about %1,300 cr. This is a classic example of co-operation between Centre and States where they had worked shoulder to shoulder to implement provisions of Electricity Act 2003 and improve efficacy of key public services. While reduction in input costs will improve resilience of IR, at the same time, energy released can be used by States for powering their energy deficit areas The availability of energy at low price will enable IR to keep its freight tariff under check and reduce inflationary impact on prices in general. In long run, this would increase share of railways in freight traffic by making. rail tariff mdre competitive. This would also reduce pressure on state highways. With this action, an important Budget announcement of 2015-'16 to reduce input cost to IR by %3,000 cr. could be realized. This document enumerates immediate benefits that will accrue to Indian Railways by procuring, energy as a distribution licensee, and its impact in improving financial performance of IR. The estimated savings on these accounts indicates that in next ten years (2015-'25), these initiatives can generate a cumulative saving of about %41,000 cr, in electric traction bill. In addition to procuring energy at competitive rates, special emphasis has been laid by Hon'ble Minister of Railways towards effi cient utilization of energy. Indian Railways have been taking various energy efficiency measures, and as per estimates of Bureau of iency (BEE), these measures have reduced energy consumption by more than 3% in electric traction and by about 2.8% in non-traction applications on year to year basis. Energy Effi These initiatives have given a financial saving of about 400 cr. in financial year 2015-16 alone. This document has a chapter on Railways’ achievements and its future plans inthis respect as well. It is expected that energy savings due to induction of latest generation 12000 HP locomotives and electric multiple units (EMUs) having regeneration capability can save more than 25% of energy. IR is committed to contribute towards improvement of environment. In this direction, it is focusing on environmental friendly measures like changing energy mix from fossil fuel base to renewable energy base which include use of wind, solar, waste-to-energy ete. Keeping in line with vision of Hon'ble Prime Minister, IR has recently installed 26 MW wind plant in Jaisalmer. This has taken IR's installed capacity of renewable energy to about 50 MW. Further, IR has planned to increase its installed capacity of solar power plants to 1000 MW and of wind mill plants to about 200 MW by year 2020. In addition, Indian Railways are working to develop a long term decarbonization strategy by sourcing almost 100% of its energy from renewable sources. This document has a chapter on action plan towards changing energy mix for making IR as the first 100% decarbonized transport system in the world. With success in reducing electric traction bill substantially, mission of bringing down operational cost of Railways has already staried taking shape. In due course of time, + this will also give shape to the dire Hon'ble Prime Minister that Railways play a dominant role in meeting tre needs of the nation in an economical de-congest highways, create more jobs wil expansion of rail network and reduce India's dependence on imported fuel. This humble beginning with cutting input costs will strengthen financial resilience of IR, improve its resource mobilization, and enable shifting of traffic from road to rail by making it more attractive. Making these savings happen by 2025 will be a real tribute to Indian Railways when it will be celebrating its centenary year of electric traction on Indian Railways. However, implementation of all these pro- grams will require modernization of some of IR's assets to safeguard and insulate its operations from grid imbalances ete. Further, Indian Railways have to gear itself for integra- tion of higher level of renewable energy through induction of new generation grid balancing, technologies. Indian Railways has also embarked upon mission Electrification with an aim to reduce dependence on imported fuel & rationalise the cost of energy for Railways. In light of these developments, 90% of Railway routes have been planned for electrification in coming years. oe iii5. 6 7 ew of Indian Railways 2 1.1 Ordinary Working Expenses of Indian Railways 3 Energy Use on IR 4 ‘Traction System on IR 6 3: Electric Traction: Journey of Innovation 6 3.2 Evolution of Electric Locomotive 6 33 Evolution of Speed Potential 7 of Electric Locomotives, 34 Advantages of Electric Traction IR's Traction Power Network 41 Indian Grid 4.2 Traction Power System & Connectivity with National Grid 9 Electricity Use on IR ct 5.1 Growth Pattern of Energy requirement 11 5.2 Traction Electricity Cost R New Paradigm: Deemed Licensee “4 6. Deemed Distribution Licensee status of IR 1“ 6.2 Operationalization of Deemed Distribution Licensee 4 63 Challenges faced 15 Implications of New Traction Power Procurement Strategy 6 71 Strategy for Traction Power Procurement 16 72 Current Status v 73 Savings Projected 7 74 — Key take away 18 75 Way ahead 18 Integrated Rail Energy Management 19 8.1 Objective 19 82 Goals 19 83. Command & Control (C&C) Structure 19 84 Forecasting System 20 85 Human Resources 20 9% 10. 11. 2, 13. cm 15, Transmission Line Network of IR 91 Developing an integrated transmission network Way Ahead Energy Conservation Initiatives 10.1 Efficient utilization of energy 102. Electric Traction 10.2.1 Electric Locomotives 10.2.2 EMU and Air Conditioned coaches 10.23 Traction Sub-Stations 10.2.4 Head on Generation (HOG) 10.2.5 Conversion of Trains from Diesel ‘Traction: 103 Diesel Traction 92 103.1 Operational improvements 103.2 Diesel Locomotive 1033 Alternate fuels 103.4 Diesel Procurement System ‘Vision for Non-Traction Energy 111 _ Strategy for Sustainable Savings 11.2 Action Plan for Improved Energy Bificiency Energy Conservation Measures LED Lighting in Stations IR- United Nations Development Programme (UNDP) - Global Environment Facility (GEF) Project Decarbonizing IR's Energy Needs 12.1 Why Decarbonise 122 Why Electrified Transport Renewables in IR 13.1 Solar Energy 132 Hamessing Solar Power 133 Designed and Made in India 3 n4 4 Harnessing Wind Power for Railways Conclusion Seaxereagaaejst of Abbreviations : AP BAU CERC cru DELP DFCCIL DISCOMs EMU OTKM 0G m® TREMS: kWp MP MW MWp NOC OWE RCD /EMCL Rkm RVNL SCADA SEC SLDC SLTPDC Siu ‘TN TD Tss up, Andhra Pradesh Business as Usual Central Electricity Regulatory Commission Central ‘Transmission Utility Domestic Efficient Lighting Programme Dedicated Freight Corridor Corporation of India Ltd, Power Distribution Companies Electrical Multiple Unit Gross Tonne Kilometre Head on Generation Indian Railways Integrated Rail Energy Management System Kilowatt peak Madhya Pradesh Megawatt ‘Megawatt peak No Objection Certificate Ordinary Working Expenses Railway Consumer Depots Rail Energy Management Company Limited Route kilometre Rail Vikas Nigam Limited Supervisory Control and Data Acquisition Specific Energy Consumption State Load Dispatch Centre State Level Traction Power Dispatch Centre State Transmission Utility ‘Tamil Nadu Traction Distribution Traction Substations Uttar Pradeshi Overview of - indian Railways (IR) network is spread over 66,030 route kilometre (90,803 track km) connecting 7,137 stations and serving people of this nation since 1853. Indian Railways is the fourth largest railway system in the world. In 2014-'15, Indian Railways transported 8.22 billion passengers to their destinations, i. 22.5 million passengers a day, and 1.1 billion tons of freight across length and breadth of the country. IR acts as a vehicle of inclusive growth connecting regions, ‘communities, ports; and centers of industry, commerce, tourism and pilgrimage across the country. Indian Railways . Indian Railways, along with national highways and ports, is backbone of India's transport infrastructure. Currently, about 30% of total freight traffic (in terms of ton-kilometers) of the country moves on rail, Further, share of Indian Railways in certain core infrastructure sectors such as coal, power, steel, cement and in other critical sectors like fertilizer is as high as 70%. The reach and access of its services are continuously expanding with continuous improvement through its committed team of about 1.30 million employees and use of cutting-edge technologies. The assets of IR as on 31" Mar.'l5 are given in Table 1 below: Table 1: Assets of Indian Railways (As on 31st Mar.15) a a sata Laenaiwes i) | Steam B ii) Diesel 57d Flectric 5016 [earn OS EMU coaches 8475 ii) Conventional coaches (including Rail Cars) 31833 iii) | Other coaching vehicles 7,000 | 3 Freight Cary/ Wagons i) | Broad Gauge 250,711 _ i 3139 a 4 i) Broad Gauge 58,825 ii) | Meter Gauge 4,908 | iii) Total Rkm (incl. Narrow Gauge) 66,080 5 Details of electrification Rim electrified mms iy | Rkm electrified (% age) 36 | 6 Personnel -Total staff (in lacs) 7326 Source: Statistical Summary of Indian Railwoays, 2014-15pailways, being one of the most energy ‘efficient transport systems, have an edge over iuher modes of transport, Indian Railways cordingly endeavor to provide efficient, fifordable, customer-focused and environ- mentally sustainable integrated transportation folution. Further, it aims at acting as an feonomic driver in the country through modemization and providing high speed rail -networks. 44 Ordinary Working Expenses of Indian Railways: In 201415, total Ordinary Working Expenses (OWE) of IR stood at €1.06 lac cr. with fuel for traction accounting for the single largest component at €29,022 er. Expenditure under different heads as a percentage of total OWE. are shown in Fig, 1 below: © Provident Fond, Pension and ‘other Retirement —> Benefits 1% in Operating Expenses Fuel 7% © Operating Expens ‘ratte 18% 1 Ropairsand Maintenance of Carriages and Wagons 10% For electric traction, 718,586 cr. For diesel traction. In addition, an expenditure of 22,198 cr. was made towards supply of electrical energy to various offices, workshops, railways stations ete. Electric traction accounting for just 36% of total fuel expenditure carries about two thirds of total freight and about half of total passenger traffic. Due to various initiatives taken, & procurement of electricity under open access, electric traction bill for 2015-16 got reduced to 210,200. Further, due to subdued diesel prices & various initiatives taken in improving fuel efficiency, diesel traction bill got reduced to about 316,483 cr. “ig .1: Ordinary Working Expense under different heads, 2014-'15 Fuel accounts for more than one fourth of IR’s OWE. «Repairs and Staff Welfare Maintenance stand Amenities Motive Power om a% /® Miscellaneous Working Expenses 3% = Repairs and intenance of Plant ‘and Equipment 6% © General Superintendence and Services 6% Operating Expenses Rolling Stock and Equipment 9% Repairs and Maintenance of Permanent Way and Works ooo aEnergy Use onIR. seen a shift in usage of energy source electricity for traction applications. This is from coal to diesel and later to more visible in recent trend in Indian Railways electricity for its propulsion requirements. This which has seen a distinct increase in traffic shift in use of energy source mirrors global hauled by electric traction (Fig. 2) O-= the period, Indian Railways has trends in shifting from coal and diesel towards Fig. 2: Share of Traffic by type of Traction for Freight & Passenger Freight Traffic 120 ss 100 80 & & = 0 — g S40 3 i B » — 0 = 1950-51 | 1960-61 | 1970-71 | 198081 | 1990-91 | 2000-01 2014-15 | Electric! 1.7 14 | 201 | 24 414 598 | 643, 648 | Diesel | 0 81 477 67 578 40.2 35.7 352 | 98.3 905 32.2 9 0.8 0 o | 0 mSteam Diesel = Electric YearPassenger Traffic Share of traffic (%age) 0 1950-51 | 1960-61 | 1970-71 | 198081 | 1990-91 | 2000-01 | 2010-11 | 2014-'15 lectic 7.6 81 52 | 258 | 378 | 472 | 512 | 513 0 a7 528 | 488 | 487 15.1 0 0 0 Steam Diesels ElectricTraction ° 1n date Indian Railways primarily uses Oven and diesel for traction applications. Electric traction which is spread over about 28,000 route km carries about 67% of total freight and more than 50% of total passenger traffic while diesel traction carries balance 33% of freight and about 50% of passenger traffic. Indian Railways consume around 1.8% of total electrical energy generated in the country and around 3% of total diesel consumed in the country for its fraction applications. Being the largest consumer of energy in the country, Indian Railways has always been conscious about the way energy is utilized. It has a long history of taking actions in reducing its cost of energy Uvough efficient utilization of energy and continued up-gradation of technology. Looking at cost and environmental benefits, lately, emphasis has shifted from diesel to electric traction, and in recent past, IR has decided to speed up this process further to take it to 90% by 2022. 34 Electric Traction: Journey of Innovation Recognizing benefits of electrical multiple units for suburban areas, electric traction was first introduced in India on Feb. 03, 1925 in Mumbai. First Train on electric traction worked on 1500 V DC System from Bombay Victoria Terminus to Kurla Harbour. This was the turning point in development of railways and also in growth of sub-urban transport system for Mumbai and for other metropolitan cities in India. Chennai got electric traction on May 11, 1931 and became the second metro city to get the same. India had 388 km of electrified rail network at the time of inde- System on IR , pendence. Keeping in line with international developments in traction systems, Indian Railways had decided to adopt 25 kV AC electric traction system. However, the thrust on use of electric traction began only in 1961 with introduction of 2900 HP capacity locomo- tives capable of running at a maximum speed of 80 kmph, French National Railways (SNCF) provided initial technical assistance and consultancy for adoption of 25 kV AC, 50 Hz single phase electrification system over Indian Railways. Today, Indian Railways is not only the largest institutional consumer of electrical energy but also unique in a sense that it has extensive generation, transmission and traction distribu- tion systems, renewable energy assets, domes- tic and industrial distribution systems. 3.2 Evolution of Electric Locomotive Indian Railways took up indigenous produc: tion of electric locomotives at Chittaranjan Locomotive Works (CLW) in 1960, and the first 1500 VDC electric locomotive for Bombay area, 'Lokmanya’, was flagged off on October 14, 1961. The capacity of electric locomotive has since then been steadily increasing with improved technology and development of ine house production capabilities. Indian Railways currently has 6000 HP capa ity 3 phase electric locomotives having 1 generation capability and capacity to ru passenger trains at 160 kmph and haul freigh trains with 5,000 ton load. Further, India Railways have decided to go for doubling thé power of its freight locomotives from 6000 to 12000 HP which will soon be produced #!miry with latest technology. The growth of Cmnotive power with time is shown in fig. 3 Horsepower of Locomotives 1970 Time in Year 33 Evolution of Speed Potential of Electric Locomotives speed potential of electric locomotive also steadily increased with time from 80 kmph in 4963 to 160 kmph in 1995. WAP; locomotive ettified for 160 kmph is hauling the fastest senger train in India, Gatiman from New Delhi to Agra. Further, this locomotive has design capability to run at 200 kmph for which necessary modifications in its driving ystem are currently under progress. The owing speed potential with time is brought yut in fig. 4. Locomotives (kmph) ‘Speed potential of 19631967, 1983 Fig.4: Speed potential of Electric Locomotive in IR 1970 ‘Year of achieving the speed potential 3.4 Advantages of Electric Traction 1 peewee ‘The fundamental advantage of electric tractior over other forms of traction is that it is no! dependent on a particular form of primary Fig.3: Power of Electric Locomotive in IR energy. Thus, electric traction can make use of energy generated from coal, natural gas, biogas, solar, wind etc. Electrification of transportation system per se is now seen as a basic need of modern life. Electrification of rail transport is now a global priority and a stated goal of the Government of India also. Electric traction offers regenerative braking where kinetic energy of train is converted into electrical energy thereby resulting in saving of energy by around 20% in locomotives and around 30% in electric multiple units. This saved energy was hitherto wasted as heat energy in conventional brakes. Further, regenerative braking does not lead to any attrition and is also safe and effective. _IVALUEL 98s 1956 1995+ “Though the locomotive was tested for 160 kmph but train at 160 kmph was started in 2016 (Gatiman)- oeA "a N n Indian Railways, electric traction O- is delivered to locomotive at 25 KV AC, 50 Hz on single phase. This energy is distributed though 25kV fed copper conductor system with transfer of energy through a sliding contact to locomotive (pantograph). The traction distribution network of Indian Railways is generally connected with transmission network of state power grid through Traction Substations (TSS). 4.1 Indian Grid’ Indian Power system is divided into five regional grids for planning and operational IR’s Traction Power> etwork . purposes. Integration of regional grids, ang thereby, establishment of National Grid, was conceptualized in early nineties. Integration of regional grids which began with asynchronous high-voltage, direct current (HVDC) back-to- back inter-regional links facilitating limited exchange of regulated energy was subse. quently graduated to high capacity synchro- nous links between regions, Synchronization of all regional grids will help in optimal utilization of resources by transfer of energy from resource centric regions to load centric regions. Further, it shall pave way for estab- lishment of a vibrant electricity market for trading of power across regions. Fig. 5: Five Regional Grids, Integrated Synchronously “nttp:/ /www_powergridindia.com/_layouts /PowerGrid/ User /ContentPage aspx?Pld=78éeLangiD=english 8qraction Power Distribution system Railways are generally connected at 132 1 with state grid system (in few places KV, 110KV and 220 kV level) and utilizes ver at 25 KV AC, 50 Hz on single phase. w energy is distributed though overhead wire network on railway tracks which energy to the traction powering units. Sway, railway system is connected directly te Transmission Utility (STU) and is consumed irrespective of State The various zones of Indian Railways are not coterminous with boundaries of States. The regional grid wise distribution of Indian Railways’ traction distribution network (Tr.D) and its number of TSS over is indicated in Fig. 6 &7 below. Nearly 60% of IR's present traction power network is in Western and Eastern regions. Electrification of railway tracks in North Eastern States served by North Frontier Railway is currently in progress, thereby absence of TSS in North Eastern Region. Fig.6: Traction Distribution Network, Region wise 6 240 5 4 4 180 126 2 98 mw § 74, 78 3 a : 0 5 § & £ 4 & ' @ i : 5 g a é é g a 5 é S mmm Number of TSS ~~ Number of States Served by IR’s TrD Networka Fig.7: IR’'s Traction Sub Stations & their supply system Network ay of onal darian Seo Mp deta 02016 onl Map vel OAONE Seo Z| Table 2: Legend Symbol Colour Voltage Level (kV) Circle Red 110 Circle Blue 132 Circle Green 220 Square Blue 2B Square Yellow 66 Pin Violet 220/ 132 oe 10Electricity » 51 Growth Pattern of Electricity vequirement Indian Railways consumed over 18.25 billion units of clectrical energy for its traction and pon-traction applications during 2014-'15 which ¢ about 1.8% of total electrical energy fated in the country. The total energy bill jd for consuming this energy was about 2,635 cr. which includes 10,436 cr. for tion applications and %2,199 cr. for non- tion applications. Indian Railways has been mnsistently working towards controlling its nergy bill. On traction side, it has been forking on multi-pronged strategies including rocuring energy from open market, introduction of latest energy efficient locomotives, etc, Similarly, on non-traction ont, it has developed a long-term energy Use on R. y jp Jharkhand. jn addition, 50 MW of power has been con- ted @ %3.6%/unit through Railway Energy fanagement Company Limited (REMCL) ing Case-l bidding document of Ministry of Power over its CTU connected transmission jpetwork from Dadri to Kanpur in U.P. This wwer has started flowing from 1" Dec.'I5. This was probably the first time that any organisation contracted power using Case 1 jdding document of Ministry of Power. jth these actions, average cost of energy for lectric traction has come down to %4.61 / unit earlier average of 27.70 / unit in these five States. This has started giving a saving of 21,300 cr. on annualized basis. Further, is has also reversed trend of regular increase energy costs with expenditure on electric action getting reduced to %10,200 cr. in 2015- 416 from 710,436 cr. in 2014-15. ith this, a major step was taken towards fulfilling an important announcement of judget 2015-'16 to reduce input costs to dian Railways by %3,000 cr. This is also a Challenges faced etting connected as Deemed Distribution elcensee was a real challenge for IR as process Of getting No-Objection Certificates was not . However, due to collective efforts by linistry of Power and Ministry of Railways, 15 substantial progress could be made in this direction thereby resulting in substantial cost — reduction to IR, Some of the main hurdles — faced in obtaining NOCs for drawing power as Distribution Licensee from these states despite clear orders of CERC were i, Provisioning of ABT (Availability Based Tariff) meters. ii, Ensuring CT/PT (Current transformer/ Potential transformer) of correct class and accuracy. iii, Obtaining clearances from DISCOMs who were concerned in losing high value customer. Convincing SLDC that all TSS should be considered as clubbed load. v, Working out deviation settlement mechanism (DSM). vi, Sorting out issues related to provision of backup power. vii, Developing a reasonable accurate day ahead load forecasting mechanism looking at variable energy demand from Railways. This is very important as large variations in load forecasting can result into paying extra amount and leading to increased tariff. viii, Convincing, Railways team that any disruption of power will not affect Railways’ operation as in that case power will be available from grid. ix. Convincing the State governments that in Jong term it would be a win-win situation.7A Strategy for Traction Power Procurement After success in procurement of power through open access in 2015-'16, Hon'ble MR in Budget Speech, 2016 had announced: In my Budget Speech last year, I had promised annualized savings of %3,000 crore to be achieved by third year. It is about 30% of total traction supply cost. I am happy to announce that the target will be achieved in next financial year itself, a year earlier than envisaged. For the first time, IR has leveraged provisions of the Electricity Act to procure power directly at competitive rates, using its status as Deemed Distribution Licensee. Power Procurement Contracts already signed and implemented will mean an annualized saving of %1,300 crore. Further actions to source power, already initiated, will deliver annualized savings of 21,700 crore during coming year, taking the total to 23,000 crore. In addition, the saving of %300 crore is being targeted through demand side management and energy efficiency measures. Operationalization of deemed licensee status has given an unprecedented opportunity to Indian Railways to address the high cost of traction energy which is a key variable cost. Its reduction has wide implications on finan- cial performance of Railways. After success- fully availing traction energy through open access mechanism in Maharashtra, Gujarat, MP. Jharkhand and U.P. (partly), it has been established that there is a great potential for substantial savings through this route. Accordingly, Indian Railways, through REMCL, had tied-up about 585 MW from for 16. Implications of New Traction Power. Procurement Strategy — consumption in Orissa, Bihar, U.P., Punjab, Haryana, Delhi, Rajasthan and Chhattis at an average rate of around %4.00/anit. 4 Railway consumption point (i.e. TSS) addition, about 400 MW has been tied up an average rate of about %5.00/unit for con. sumption in Southern states (Andhr, Pradesh, Tamil Naidu, Kerala, Telangana Karnataka). Indian Railways’ captive power plant Nabinagar being developed by Bharatiya Bijlee Company Limited (BRBCL) is al taking shape with its first unit commissio: on 30" Mar.'16. The first unit of this 1000 plant is expected to provide firm power Indian Railways by Jan 2017, 90% of tot power so generated by this plant will available to IR and balance 10% will be ta by Bihar State. Paraphrasing JPK when he announced intent to g0' the mioon, setting a ten year target-We want to do not because itis easy, but because it is difficul ‘The target was beaten The above initiatives when fully implement are likely to provide a saving of about &3f ct/year in traction energy bill. These savil will appear much higher when compared business as usual (BAU) mode where trac tariff would have continued to grow at al 5% per annum. However, with adoptio® market driven strategies along with availl Deemed Licensee status, energy cost has ¢ down substantially.Saving of 21,300 cr/year has already peen achieved with drawl of 680 MW from RGPPL (reduction in energy cost from %7.07 to %4.61/unit- saving of %2.46funit). This power covered 100% power requirement in four states (Maharashtra, Gujarat, Madhya Pradesh and Jharkhand - 580 MW at 114 TSS) & CTUs connected network in UP (100 MW at 14 TSS), Additional 585 MW has been tied up which will save %1,100 er. /year (reduction in energy cost from %6.5 to %3.7/unit- saving of %2.8/unit). It will cover 141 TSS in states of Orissa, Bihar, UP, Haryana, Punjab, Delhi, Rajasthan, Chhattisgarh, and West Bengal. Further, 425 MW has been contracted for states of Tamil Nadu, Telangana, Kerala, Andhra Pradesh, & Karnataka which is expected to save %400 cr/year (reduction in energy cost from %6.5 to %4.9/unit- saving of T.6/unit) covering 87 TSS. 7, Further, power from Railways’ captive power plant at Nabinagar is expected to save 2200 cr. /year. First unit of er Nabinagar plant covers 26 TSS' in West Bengal, ‘The above initiatives are expected to result in saving of %4,000 cr/year by 2017-118 against business as usual mode. In addition, speedy electrification of existing tracks and commis- sioning of Dedicated Freight Corridor Corporation of India Ltd. (DECCIL) network in next few years will further increase savings for IR. Further, savings will also accrue with improvement in Specific Energy Consumption (SEC) and induction of energy efficient loco- motives capable of regenerative braking, 7.3. Savings Projected Considering drawl of electrical energy for traction applications through open access at an average cost of %5.50/unit, an estimate of savings up to year 2025 has been brought out in Fig. 11. These savings have been arrived at considering business as usual mode where the traction tariff would have otherwise grown at fa rate of around 5%. These savings are expected to increase further once DFCCIL is operationalized as envisaged Figure 11: Scenario of Projected Savings «7500 41,064 38,000 sane = ss00 = nasis spo 3 13321 9300 0 Saving by 2020 Saving by 2022 Saving by 2124 Saving by 2025 smoking esting commitments and balance met at ®55OpL =>‘The above savings have taken into account the “expected upward pressure on thermal electricity with new emission norms coming into force. It can safely be said that by 2025, with these actions to procure power directly from market, Indian Railways will be able to Table 3: Break up of Projected Fi mix from conventional to renewable sources due course of time. It indicates that the yo mechanism is indeed a proven method 4, reduce cost of traction electricity and merits wider implementation. It can be readily. ge that deployment of Wind, Water (Hydro) ‘inancial Savings of €41,000 cr. A Figures are in gg Loe Re 2015-16 10598 10200 307, 397 2016-17 11462 9000 2462 2860 2017-18 12398 8491 3058 518 2018-19 13667 9270 3470 9388 2019/20 15067 10121 3934 13521 2020/21, 16609, i 11050 [4454 17776 2021-22. 18310 12064 5039. 22815 2022-23, 19614 12799 5535. | 28350, 2023-24 21010 13579 6074 34424 202425 22506 =m 14406 6660 | 41084 save more than €41,000 er, During 2015-'25 on cumulative basis. It is expected that with induction of more number of locomotives and EMUs having regeneration capability, energy savings would further increase. 74 Key take away Limited runs of new strategy for procurement of electrical energy from market as deemed distribution licensee has shown path towards substantially bringing down cost of energy for electric traction in Indian Railways. By adopting this method of procurement of power, Indian Railways have broken business as usual mode and have entered into a new era in meeting its power requirement. It has opened various vistas to IR to manage power requirement in a dynamic fashion taking benefit of low cost power available through power exchange, short term contracts etc. This has brought in factor of innovation in power procurement in Railways and will change the way of working in Railways. This innovation will expose Indian Railways to power sector, a dynamic world, and enable it change energy + 18, Solar (WWS) based electricity cannot be done gainfully unless mechanism of open access exercised wherein electricity is evacuated fro WWS surplus zones to other regions. 75 Way ahead Having come thus far, lessons have learnt and are being internalized. Use of market mechanisms can be a double edget sword. To fully utilize benefits available save against risks, there is a need to havé elaborate technology platform to givt confidence to grid operators that IR connectivity system conforms to all s requirements of the Indian Electricity Code 2010. A well designed system deliver consistent and optimized saving Accordingly, there is a need to have rol nationwide Command, Control am Forecasting system supported by Supervise Control and Data Acquisition (SCAP! systems that are highly optimized for time control and monitoring with enett management functionality. +2025, a comprehensive Integrated Rail Management System (IREMS) has been mprove viability of Indian Railways through integrated approach towards optimized lization of energy resources. Goals Operationalizing distribution licensee status in all States by 2017-18. * Changing energy mix towards environ- mentally friendly and sustainable energy basket for traction & non-traction appli- cations. Fig.12: Command and Control architecture t Capacity building and improving skill sets of railway staff. Integrate power distribution system of Indian Railways. Develop structures for sustained savings in future. © Induct energy efficient technologies. + Take global leadership in decarbonizing, To create a robust mechanism to sustain savings, there is a need to create visibility of entire network and capture traffic flows to generate more accurate forecasts 8.3 Command & Control (C&C) Structure To meet requirements of Indian Electricity Grid Code 2010, a real-time system needs to be created which would straddle on Indian Railway's SCADA systems (fig. 12). ‘0 operationalize new energy procurement 19As boundaries of Zonal Railways are not _ coterminous with State boundaries, there is a _ need to create a State Level Traction Power Dispatch Centre (SLTPDC) which would aggregate parameters needed for connectivity compliance for onward transmission to State Load Dispatch Centers (SLDCs) which are under the control of State Governments. SLTPDC would also function as state level network monitor and participate in handling grid level interaction at the advice of SLDC. Such capability is needed to give confidence to grid operators for faster reconnection of railway loads following major grid level disturbances. Fig:13: Load forecast calculator & National Load Forecasting Facility 84 Forecasting System As IR would now be connected as another utility to grid, role of energy forecast and planning has to be shouldered by it. To start with, consumption data would be stored in a database which would help generate a datum. need for day-ahead forecast. However, for more accurate forecast, traffic flows would need to be incorporated in a forecast calculator. $04 20 Load forecasting would need industry gra load flow solver, which would be customized handle traction loads. The calculator would tal in section details and network availability ayy section particulars (new speed restriction, blocks ete.) from SLTPDC. Given criticality of load estimation (ene, procurement plan for next day and correctio needed arising from blocks, restrictions a unusual), and high skill sets needed to run. several times in a day, it is proposed to crea National Load Forecasting Centre wig facilities at two different locations. 8.5 The entire command & control (C&C) struc is to be highly automated. However, hi specialized nature of this project requite manning of various levels of C&C structul shown in Fig. 12. Human Resources Forecasting of power requirement being a involved exercise requires specialized tools well trained manpower to perform this acti Accordingly, it would require skill develoP! by continuous training and up gradati skills,. . a Transmission* = Line Network of IR. Developing an integrated trans- network. A tentative network of IR's mission network transmission line for direct connection to CTU is shown in Fig. 14 (red line). 1 From Jong term perspective and for proved reliability of power, there is a need 9.2 Way Ahead have a dedicated transmission line twork for Railways to ensure supply of 9.21 A techno-economic study has been Jectrical energy at reasonable cost to IR and conducted by RVNL which indicates that or improved reliability of power supply. This developing a transmission network is a viable pect has become important due to TR's plans option and should be pursued from long term perspective of energy security to IR and to control the cost of energy for traction applications. other work for developing O km length transmission ork has been sanctioned in 912 In light of this, Indian failways will develop an integrated transmission network ipply security for golden \drilateral, This network will So meet energy requirements PF DFCCIL and high speed railrae 10.1 Efficient utilization of energy Indian Railways have been very conscious about saving energy. It is said that energy saved is energy generated. From efficient energy utilization perspective, electric traction offers a unique feature of regenerative braking where kinetic energy of a train is converted into electrical energy can be fed back to electric grid. This feature has been successfully incorporated in WAG, WAP, and WAP, class of locomotives with potential for energy Energy Conservation . Initiatives saving 20%, and in all new EMUs with potential for saving of energy upto 30% In addition to saving energy, regeneration increases life of rolling stock wheels and improves their availability for running traing thereby making electric traction more economical Over last six years, Indian Railways have been able to improve its Specific Energy Consumption (GEC) by about 13% through various energy conservation initiatives, This in effect means a saving of about %2,600cr. Fig.15: Regeneration of energy in three-phase electric rolling stock 30.0 5 3 3 Hes 28 ae z a WAG9 ‘WAPS, WAP7 3-PHASE EMU Locomotive/ EMU Table 4: Details of SEC over last six years (in kWh/'000 GTKMs) Brenna Derg 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 Der erat Cen Een‘As per Bureau of Energy Efficiency assessment jor the year 2014-15, an improvement of 3.3% over previous year was achieved in use of energy for traction application, In addition, for non traction power application, Indian Railways bagged 114 national energy conservation awards (NECA) in last few years (Table 5). Switching off of trailing locomo. tives in case of multiple locomo-\ tive units when carrying light Toad. Benchmarking of energy con- sumption through use of micro- processor based energy meters in electric locomotives. Table 5: Awards received for Railways in NECA over last three years RE scent ne Orie} 2014 Ee 2015 2016 Initiative taken to improve energy utilization Electric Traction Electric Locomotives i). With effect from 1" Apr.'16, all new electric locomotives are being produced with three phase technology having regeneration capability. High efficiency 12000 HP new generation locomotives will be produced by 2018. Regular counselling of loco pilots for effective use of coasting and regenerative breaking. Minimizing idling of electric locomotives in sheds and in yards. Regular counselling of loco pilots for switching OFF of blower in case yard detention is more than 15 minutes. 10.2.2 EMU and Air Conditioned coaches: All new EMUs will be produced with three phase technology having regeneration capability Provision of EMU specific coasting boards and powering boards. 189n0s. of energy efficient rakes provided with 3 Phase insulated- gate bipolar transistor (IGBT) propulsion system have been introduced in Mumbai Suburban area since 2007. These rakes have given a saving of around @er/ rake/year. Capacitor banks have been pro- vided for improvement of power factor and to reduce feeder current in End-on-Generation (EOG) AC coaches and Power cars. Energy efficient LED lighting is being provided in all Railway coaches (picture 1).10.2.3, 10.2.4 Picture 1: Coach fitted with LED lighting, Traction Sub-Stations ‘). Over 0.95 power factor is to be maintained in traction sub-stations. fi). Switching off of standby transf- ormer which saves about 0.3-0.5% of total annual traction energy consumption. iii), Regular energy audit of TSS. Head on Generation (HOG) HOG System:Presently, in many trains including Rajdhani, Shatabdi, Duronto etc,, air-conditioning, lighting and other electrical loads of passenger coaches are powered by diesel engine driven Alternators in generator cars available at both ends of a train, which is End on Generation (EOG) system. Indian Railways have planned to replace this EOG system with Head on Generation (HOG) system wherein the aboy electrical loads of passenger coacl would be fed directly from electrie power drawn by locomotive from grid, It would result in releasing the space occupied by existing generator cars for additional passenger accommodation Accordingly, HOG system is expected! to result in a) Savings in energy bill as electtié ity from DG set is far costlier; b) Increased revenue to IR due additional passenger carrying) capacity; Savings in foreig® exchange due to reduced dies consumption; Zero noise pollution; and d) Reduction in CO, emission PI about 350 tons/rake/year.HOG system has already been pro- vided in ten trains (14 rakes) and very soon 60 trains will be taken up on this system. Further, CLW shall produce all WAP, locomotives duly equipped with HOG system. Savings in energy bill & additional revenue : As per field calculations done for train no, 12951 (Mumbai Rajdhani) rake, HOG system would result in net savings of about % 2.8 cr/rake/year when compared to FOG system of operation. If electrical energy charges under the present agreements under open access are considered, these savings would further increase to %3.2 cr./rake/year. Further, considering that if the space released by the exist- ing power cars is provided with passenger accommodation of three-tier AC, additional revenue for train no. 12951 would be %3.4 cr/rake/year. iii), Financial benefit to IR: Taking into account both fuel savings due to conversion into HOG system and also increased revenue from additional passenger accommodation, additional revenue to IR would be around % 6.2cr/rake/year with BAU approach and @ 66 cr. With power under open access. Additionally, conversion of these rakes with HOG system would further result in reduction in diesel consumption thereby saving in foreign exchange. SS 4 3 bar) and is used with a modifi cam shaft to sui timings. It gives a reduction in fuel consumption of aroun 2%, NOx emissions by aroun 20%, and exhaust gas tempers ture by up to 50°C Biodiesel: Indian Railways started five percent blending. biodiesel in high speed die (ASD) for traction purpose in fl with directions laid dow’ World Environment Day Cl Progressively, orders are placed and coverage of bio-i is being increased. Ind Railways consumed around kilolitres of biodiesel dum financial year 2015-'16. See phase procurement of biodlhas commenced. A total of 51 RCDs have been identified for implementation of 5% biodiesel during the second phase. This will take total number of RCDs using biodiesel to 87 in next six months. Compressed Natural Gas (CNG): IR has already started running CNG based DEMUs on Northern Railway and has plans to convert about 100 more DEMUs to run on dual fuel i.e., CNG and diesel. Liquefied Natural Gas (LNG): is working towards developin locomotives that can run. on | 1034 Diesel Procurement System ' As a snowball effect, diesel procurement system is also being revamped by procuring crude oil directly which has the potential for saving about %1,500 er/year in coming years. All these actions will make it possible for Indian Railways to become a modem high speed passenger friendly mode of transport. FVision for: Strategy for Sustainable Savings Indian Railways consume around 25 bi units of electricity for its non-traction usage. The consumption of non-traction energy has largely been static from 2008 onwards, which is an indication of efficacy of energy conservation efforts of Indian Railways (Fig.16) Non-traction energy feeds the electrical loads of manufacturing units, workshops, Fig.16: Energy Consumption for Non-Traction Applications 249 2.51 2: 2.50 2.48 2.46 2.48 2 241 Energy Consumption (in billion kWh) Non-Traction En ergy. maintenance depots, residential complexes station area, platforms etc. Savings j consumption of electrical energy for nop. traction applications can be achieved replacing end use equipment with thej energy efficient equivalents. However, sustainable savings, a three pronge strategy forming a triad needs to be dra which include economy in end us economy in procurement, and having , control & monitoring system (fig, 17).Lower Cost of Electricity Foonomy in end use has a key focus point with progressive deployment of LED based lighting, and energy efficient machines. 41.2 Action Plan for Improved Energy Efficiency To furtherimprove upon energy efficiency innon- traction field, following initiatives are being taken Energy audits of large load centres to assess demand profile and actual end use for mapping energy consumption pattern; Implementation of utility SCADA. for better supervision and control of utility grid; Creation of a viable funding model whereby improvements are cost neutral tolR; Introduction of Smart grid technologies; Building an automation and control system; and Introduction ofsmartmetering. ‘eeping in line with above philosophy, energy Consumption in non-traction category has been ‘sily static over last five years despite increase connected load by around 15% which became Fig.17: Triad for Sustainable Energy Savings Energy Efficient Equipment et! Monitoring & Control energy efficiency opportunities available and upcoming expansion, it is felt that there is an immense scope to further improve upon this by adopting use of innovative energy efficiency technologies, solutions, and best proven international practices, 113 Energy Conservation Measures Indian Railways have started energy conservation journey much earlier and at every stage took benefit of best available technologies including replacement of T-8 fluorescent tube lights (FTL) by energy efficient T-5 lights and compact florescent lamps (CFL), provision of light- emitting diode (LED) lights, energy efficient ceiling fans, occupancy sensors, use of star rated equipment ete. As per assessment made by Bureau of Energy Efficiency for non-traction applications, these initiatives have resulted in a saving of about 2% on year to year basis energy during last three years despite about 5% increase in connected load. These efforts have been regularly recognized at national level and IR has received several prestigious awards. Till 2016, IR has bagged 114 energy conservation awards and in 2016, Indian Railways have bagged 27 National Energy Conservation Awards instituted by Bureau of Energy Efficiency, which is the highest number of National Energy Conservation Awards received by Indian Railways during last decade.As a part of energy conservation drive, Indian Railways have carried out energy audit of 448 "facilities till Mar.'15, and during 2015-'16, energy audit of 195 facilities has been carried out. For moving ahead on energy conservation, IR has signed memorandum of understandings (MOUs) with Ministry of Power and BEE for co-operation in improving energy conservation over IR. These were signed in presence of Shri Suresh Prabhakar Prabhu, Hon'ble Minister of Railways and Shri Piyush Goyal, Minister of State, Independent Charge for Power, Coal and New & Renewable Energy, underscoring the importance accorded to energy in national decision making. Additionally, an MOU was also signed between REMCL and Energy Efficiency Services Limited (EESL) for implementation of energy conservation projects over Indian Railways with an aim to provide a frame work for promoting future solutions and facilitate Indian Railways to bring a change in its, energy mix. As part of capacity building of staff on energy efficiency, an international summit on Energy Efficient Technologies in Railways was held in New Delhi to share several energy efficient technologies adopted by various railways across different countries. Further, to emphasize on energy management system in Zonal Railways, Contre for Railway Information Systems (CRIS) has developed Indian Railways Green Energy (IRGREENRI) portal to disseminate green initiatives adopted over Indian Railways. Ministry of Railways has issued directives to Zonal Railways to utilize LED tube light fittings under Domestic Efficient Lighting Programme (DELP) Scheme, About ten lac LED luminaries have been distributed to railway staff till Nov. "16. In addition, 2 lac LED luminaries were installed by Zonal Railways so far. 30 Some important measures implemented on nop, traction side for energy conservation are: i, Replacement offlorescent tube tights with LED tube lights. Replacement of 90 W ceiling fang with energy efficient ceiling fans, iii, Automation of Pumps with Globap System for Mobile communication (GSM) based techniques. Use of energy efficient star rated pumps. iv Micro-controller based Automatic Platform Lighting Management System with segregation of 70/ 39 circuits. vi, Use of 3 star and above label electrical equipment. Solar based LED lighting system fo level crossing gates. viii, Use of solar water heater in place 9 electric geyser. Use of occupancy sensors in offices, Become part of Perform, Achieveand Trade (PAT) scheme of Bureau Energy Bifficiency (BEE). Under 22 Designated Consumers have declared (16 Zonal Railways and Railway Production Units). 114 LED Lighting in Stations To take forward the mission of effici utilization of energy, Budget 2016-17 pronounced to cover all railway stations with LED luminaries in next two to three years and. obtain star rating for various railway installati As part of this, about 350 railway stations already been provided with 100% LED li To take ahead provision of LED lights at stations, Energy Service Company (ESCO) is also being pursued. A policy directive reference has been formulated and issued Ministry of Railways,The viference in energy efficens i elecvified and electricity generation emit ond tiasport ‘could achieve GHGS, su id decnrbonize their power gener itching from diesel to elect energy losses occur consequences both for the fuel used and for the CO. emissions. In regions where rail ings through & combined strategy of shifting freight from road to rail ty allows « gain in efficiency close to 15% on a life-cycle basis because of the ‘nx power plants compared to ICES and added regenerat as Exropean Union, rail can offer significant CO, benefits over braking, m4 IR- United Nations Development Programme (UNDP)- Global Environment Facility (GEF) Project To support Indian Railways, a project on Improving Energy Efficiency in Indian Railway System was taken up in collaboration With GEP & Energy and Environment Unit of UNDP. Objective of the project is to speed up Picture 3: LED lights installed in Railway stations energy conservation measures in Indian Railways by introduction of latest energy efficient technologies. Some of the pilot projects taken up under this programme are as below: I. Optimal light control system over Delhi Division, Northern Railway (NR).a. Iv. VL vil. val. IX Smart sense & smart grid system at Baroda House, New Delhi. Automation of light & fan control for New Delhi Railway Station, Implementation of SCADA in New Delhi Railway Station Automation of pumping arrangement at Ghaziabad, Northern Railway (NR). Bay lighting in workshops & loco sheds. Provision of 200 super energy efficient fans (about 35 watt). Provision of Solar pumps over Delhi division, NR. Supply, fixing, testing & com- missioning of retro-fitment of LED lights in 150 non-AC self- generating second-class 3-tier sleeper (GSCN) coaches of Coaching Depot in Delhi divi- sion, NR, Energy efficient automation system for pumping installa- tions for stations, workshops, hospitals, railway offices and colonies at Jaipur, North Western Railway (NWR). XII. XUL XIV. Picture 4: Motor & Pump training facility at IRIEEN, Nasik Provision of building manage. ment system for stations ang railway offices for implement. ing energy efficiency measures at Dadar station, Centra, Railway, Installation of variable voltage variable frequency (VVVp) drives for lifts. Strengthened the institutional capacity of Indian Railways by creating a Centre of Excellence (COE) on energy efficiency technologies and solutions at Indian Railway Institute of Electrical Engineering (IREEN), Nasik, Maharashtra. Under the institutional capacities and technical training compo- nent, more than 1000 Railway officers / supervisors were provided training on Computer Based Training (CBT) module and practical training on improving the energy efficiency of electrical appliances / equipments at Indian Railway Institute of Electrical Engineering (IREEN), Nasik, Maharashtra (picture 4) and at National Academy of Indian Railways (NAIR), Vadodara, Gujarat.Decarbonizing IR’s ~~ Energy Needs = =F emissions in 2010, with baseline CO, emissions 4 Why Decarbonise jimate change mitigating action rests in ducing carbon footprint of economic .ctivities. The twenty-first session of the inference of the Parties (COP21) concluded Dec.'15 has brought together 195 countries ith objective of containing global warming ‘nich is attributed to emissions of greenhouse gases (GHG). There is an increasing pressure mn all countries to reduce emissions while jntaining their levels of economic growth Developing countries like India face pressure to increase economic activity and create employment for improving the quality of life of millions of people while at same time teduce emissions. Hence, there is a need to reduce energy intensity (indicator of energy needed to support a unit of GDP) and reduce carbon footprint of our economic activities as well. 12.2 Why Electrified Transport Globally, transport sector accounted for 27 % of final energy use and 6.7 Gt CO, direct “https:/ / www ipee.ch/ pdf/assessment-report/ ar3/w3/ draft Summary-forspolieymakers- approved pt ee 33 projected to approximately double by 2050°, Accordingly, for reduction in GHGs, transport sector needs to adopt environment friendly technologies. It is a settled fact that decarbonization of electrical energy demand is comparatively straight forward than decarbonizing non- electrical energy demand. This is due to electrical energy being neutral to primary energy source. Electrical energy demand can be decarbonized using clean power sources such as solar, wind, hydro, and waste-to- energy. Further, decarbonized electricity is a key thrust area of government with renewable energy on top of Hon'ble Prime Minister's agenda. While two-thirds of freight and more than half of passenger traffic of IR move on electric traction, road transport is continuing its dependence on imported liquid fuels Hence, there is a major scope for switching transport towards Rail from the road sector and to reduce GHG emissions. This would improve the quality of urban environment in a big way. ts/fed /ipce_we3_acS_ ¢Renewables: lle railway operations are energy tensive, provisions of the Electricity Act 2003 has given possibilities for decarbonizing energy basket. Indian Railways have already taken initiatives towards decarbonizing its energy envelop. These include installation of 36.5 MW of wind generation and 14 MW of solar power plants which are in operation and supply power to Indian Railways. In addition, 50 MW of solar rooftop power plants are under different stages of commissioning. Indian Railways is working towards taking installed capacity of solar plants to 1000 MW by 2020. By their very nature, railway stations, maintenance facilities and office buildings have sufficient untapped space to implement solar generation. The released passenger coach batteries also offer storage solutions for smaller locations to avoid use of Diesel Generating (DG) sets. 13.4 Solar Energy As part of Indian Railways Solar mission to reduce dependence on fossil fuels and keeping in line with Budget 2015-'16 announcement of Hon'ble MR, Indian Railways has plans to set up 1000 MW solar power plant in next five years. As part of this, IR will setup solar power plant on rooftops of railway stations, buildings and on railway land as per following: in IR + 500 MW solar plants on roof tops of railway buildings through developer mode with power purchase agreement (PPA) by Indian Railways which wilt be used for meeting non-traction loads, © 500 MW solar plants to be put up on land based systems with PPAs to be signed by Indian Railways with developers, primarily to meet traction loads. Indian Railways has started installing solar power plants in 2014-'15 on administrative buildings, stations and hospitals. Harnessing of solar energy was enhanced in following, years taking total capacity to about 10 MW by 2015- "16. This includes one megawatt solar power plant on rooftop of Katra Railway station. Further to it, order for 6.5 MW solar plants (Five locations each of 500 kWp, 20 locations each of 100 kWp, 200 locations each of 10 kWp) was issued. These plants have started getting commissioned and this will take total installed capacity of solar power plants to 17 MWp. Under the net metering provision, this power can be consumed in railway grid thereby paving way for steady decarbonization’ of Indian Railways. The pictures of sol power plants set up by various Zonal Railways are as under: “India has now graduated from megawatts to gigawatts in terms of renewoable energy production" Hon'ble Prime Minister Shri Narendra Modi 340 MW Rooftop Solar Power Plant at Katra Railway Station Picture 6: 500 kWp Solar Rooftop Power Plant at Varanasi Railway Station43.2 Harnessing Solar Power To harness solar energy on a large scale, Zonal Railways have been allocated installation of 50 MW capacity under phase for which open tenuers have been issued. These plants will stari getting installed from July'17 onwards. Further, Zonal Railways have identified additional capacity for installing 100 MW solar power on rooftops. REMCL has invited tenciers for the same. For all these rooftop insiallations, Viability Gap Fund (VGE) from Ministry of New Renewable Energy (MNRE) has been obtained. Further tenders for rooftop insiallations will be floated in a phased manner for 350 MW under the MNRE's incentive scheme for which consultancy has been awarded to M/s. Central Electronics Limited (CEL) for assessing capacity. The total installed capacity of rooftop solar power plants on railway buildings is projected at 500 MW by 2018-'19. Following actions have been taken for installation of 500 MW solar plants on land systems: 50 MW is being set up through Reva Ultra Mega Solar Limited (RUMS) in MP. 40 MW will be setup through Solar Energy Corporation India (SECI) for traction load with battery backup (30 minutes) as per MNRE special scheme. 150 MW Solar power plant will be setup through SECI for meeting non traction power requirement. For balance about 250 MW, REMCL is working out various options. ‘The year wise projections for oon uno solar power plants over IR are in Fig, 1 Fig. 18: Projected installed Capacit of Solar Power Plants 21617 = 201748 auIBAD—— 2019.20 ‘aRooftop Land Based Begees Installed Capacity (MWp) 8 Year 133 Harnessing Wind Power for Railways Indian Railways have targeted to increase its installed capacity of wind power to about 200 MW. Of this, 10.5 MW capacity wind mill plant was set up in Tirunelveli district in Tamil Nadu for meeting energy requirements of Integral Coach Factory (ICF), Chennai which has generated 138.4 million units till Mar.'16. Further, 26 MW windmill power plant was commissioned in Oct.'15 in Jaisalmer, Rajasthan which has generated more than 60 lac units. Further to it, installation of balance capacity is planned through tariff based bidding and partly through investment by Railways through REMCL. These capacities will be created based on requirement of non-solar Renewable Purchase Obligation (RPO) obligation in various states. IR is planning to install 56MW wind mill through tariff based bidding for meeting non- traction loads in Maharashtra, Andhra Pradesh, Tamil Nadu and Madhya Pradesh. Further, REMCL shall set up 100 MW capacity wind mill plants ooo E:Design and: lectrified economy creates more quality = in country as primary resources jare from within country where com- plete value chain of energy transformation rests in the country(from primary energy harvesting to consumption). Possibility of diversified primary energy sources makes electrified activity inherently supportive of variety of jobs and gives better linkage to economic activities. For creating sustainable handling of waste on IR's network, waste-to- energy is a real possibility. The ambitious Swachh Bharat Mission launched by Hon'ble Prime Minister has embedded in it creation of sustainable model of waste disposal. Waste-to-energycan be an interesting activity to address waste disposal in a sustainable manner. Electricity so gener- ated can be deployed on IR's grid. As Indian Railways embarks on Mission 41k, following activities would create quality jobs: * Rail Energy Management System © Creation of Command & Control system for Traction Energy: For monitoring and controlling traction energy flows in accordance with statutory requirements and functional needs of IR. © Creation of Monitoring and Control system of non-Traction Energy: For control and supervision of electricity flows on TR's utility grid. oe Made i in India| 38 Renewable Energy opportunities Railways are committed and poised to induct about 1.2 GW of renewable energy. Globally, it has been accepted that renewable energy generation creates quality and sustainable employment. Creation of Indian Railway Transmission Line Network: This would serve to give resilience to IR's traction network and reduce its dependence on STUs. Instead of just aiming at saving of costs by a mercantile approach, the complete technical architecture would be designed under leadership and guidance of in- house resources. Indian enterprises would engineer products and deliver complete structure, By association with academic institutes, young minds would be exposed to best engineering practices, engineering eco- nomics, and energy systems, and give sufficient practical challenges to R&D labs to take mantle of global leadership in power systems. As Rail Energy Management System gets more integrated, possibilities of further optimization would grow. Thus, by highly selective system up gradation, network level energy flows can be better visual- ized, monitored and hence controlled.jo improve financial performance of Indian Railways, reversing the increasing trend in fuel expenditure is an important area as it constituted around 27% of its ordinary working expenses. In this regard, operationalizing the deemed licensee status available to Indian Railways was the first land mark achievement towards reducing the energy bill of electric traction. In 2015-'16, these initiatives have resulted in an annualized savings of %1,300 cr., and it is expected that these actions would take annualized savings of about 3,000 cr. In few years. ‘The impact of procuring power as a Licensee will bring in savings of more than %4,000 er/year against BAU. Its effect on Indian Railways’ finances over next ten years will be more than 741,000 cr. and will add to making Indian Railways a more customer friendly mode of transport. As a snowball effect, diesel procurement system is also being revamped by procuring crude oil directly which has the potential for saving of about 31,500 er/year. Equally important is introduction of latest generation energy efficient technologies which have been successfully done by Waste-to-Energy: Swachh Bharat Mission aims at sustainabl 1 5 Conclusion - deciding to produce only 3 phase locomotives and EMUs having regeneration capacity, and also to take up manufacturing of new electric locomotives of 12000 HP capacity. India currently stands at a moment of opportunity in which it is evident that transition to a low-carbon system can bring about economic growth. The falling costs of renewable energy, ambitious government plans for rapid deployment of renewable energy, and increasing financial support from international agencies, governments and investors indicate that transition to a low- carbon economy is not only possible but also already underway. Since Indian Railways is the single largest consumer of electricity in India by consuming about 18 TWh/year, prioril g decarbonisation of Indian Railways could help India achieve its 2030 emission reduction goals as well as improve energy security by reducing fossil fuel imports. Targeting 100% decarbonisation of IR is a strategic example for transportation sector as well as to Indian industry as a whole. As part of this strategy, IR has planned to set up 1000 MW solar power plants and about 200 MW of d_ power plants in next few years across various Zonal Railways & productions units. le methods of maintaining cleanliness. By careful choice: of \echnology, IR can convert waste to electricity. This energy can be deployed on R'selectrc grid. + 39 +Ministry of Railways Railway Board Rail Bhawan, New Delhi