Railways have made no provision for energy meters in locomotives either to monitor the electric energy consumption or to work out the electricity consumed for electric traction of different classes of traffic.
The apportionment of electricity consumed between goods and passenger services is being done on an estimated standard specific energy consumption (SEC) for passenger services.
The SEC adopted was obviously erroneous. Sometimes, the adopted SEC for passenger traffic resulted in negative consumption for goods traffic.
The figures, therefore, have no realistic basis.
Electrification of the main routes picked up momentum in 1970s. By March 1999, 14,050 route kilometres were electrified at the cost of Rs.4,008.55 crores.
It is imperative that a review is undertaken now for choice of traction with reference to the operational results of the electrification already done.
Review by Audit of 2 electrified sections and a project completion report prepared by the World Bank in 1994 tend to indicate that the projected returns were significantly overstated and could not be achieved.
Besides, the expected economy in cost of operation has not fructified having regard to the trend of international oil prices vis-à-vis the sharp rise in domestic electricity costs.
Further in Indian conditions, uninterrupted electricity supply to Railways inevitably affects industry adversely.
(Para 7)
(v) Consumption of diesel/ electricity per 1000 GTKMs (BG)
Opportunity Cost of Investments in Electrification
Electrified Route 15,398 KMs
Current Cost 10,000 Crores
Interest Cost @ 16% 1,601 Crores
The interest cost alone can finance CIF value of the Total HSD consumed by IR
The Capital Investment in Electrification can buy 2734 Diesel locos almost the same number that we have today
