abhishreshthaa
Abhijeet S
IMPROVEMENT OF THE RAILWAYS
The Indian Railways have achieved substantial reduction in specific energy consumption -- from 1204 MJ [7] per 1,000 gross tonne-kilometres (MJ/1000 gross tkm) for freight services in 1960-61 to 552 MJ/1000 gross tkm in 1993-94. This reduction has been achieved mostly through replacement of steam traction, adoption of welded track and elimination of wagon-load traffic and heavy shunting operations. Specific energy consumption of HSD seems to be stagnant or may have even increased since 1980-81.
Further improvements in fuel economy will have to come via the more difficult route of better designs and maintenance practices and operating efficiency.
A highly skewed tariff policy, according to which freight transport is overpriced and passenger transport under priced, has led to an avoidable diversion of freight traffic to roads, even though railways have a distinct advantage of fuel economy over roads.
Also, the railway system’s initiative in building up multi-modal container and other traffic has been halting. There is a large untapped scope for fuel efficiency on railways through, for example, adoption of lighter wagons, low-friction bearings and on-board flange lubricators (which are reported to have resulted in 25% reduction in fuel consumption in the US).
Computer-directed operations (for which a start has been made) could achieve greater fuel efficiency. US rail-roads have achieved significant reductions in specific fuel use after deregulation of tariffs. The Indian Railways, too, should be able to meet the challenge, as they have the benefit of unified control.
The Indian Railways have achieved substantial reduction in specific energy consumption -- from 1204 MJ [7] per 1,000 gross tonne-kilometres (MJ/1000 gross tkm) for freight services in 1960-61 to 552 MJ/1000 gross tkm in 1993-94. This reduction has been achieved mostly through replacement of steam traction, adoption of welded track and elimination of wagon-load traffic and heavy shunting operations. Specific energy consumption of HSD seems to be stagnant or may have even increased since 1980-81.
Further improvements in fuel economy will have to come via the more difficult route of better designs and maintenance practices and operating efficiency.
A highly skewed tariff policy, according to which freight transport is overpriced and passenger transport under priced, has led to an avoidable diversion of freight traffic to roads, even though railways have a distinct advantage of fuel economy over roads.
Also, the railway system’s initiative in building up multi-modal container and other traffic has been halting. There is a large untapped scope for fuel efficiency on railways through, for example, adoption of lighter wagons, low-friction bearings and on-board flange lubricators (which are reported to have resulted in 25% reduction in fuel consumption in the US).
Computer-directed operations (for which a start has been made) could achieve greater fuel efficiency. US rail-roads have achieved significant reductions in specific fuel use after deregulation of tariffs. The Indian Railways, too, should be able to meet the challenge, as they have the benefit of unified control.