- •Foreword
- •Acknowledgements
- •Table of contents
- •Executive summary
- •Introduction
- •Purpose and scope
- •Structure of the report
- •Definitions
- •Classification of rail transport services
- •Key parameters
- •Data sources
- •References
- •1. Status of rail transport
- •Highlights
- •Introduction
- •Rail transport networks
- •Urban rail network
- •Conventional rail network for passenger and freight services
- •High-speed rail network
- •Rail transport activity
- •Passenger rail
- •Urban rail
- •Conventional and high-speed rail
- •Freight rail
- •What shapes rail transport?
- •Passenger rail
- •Freight rail
- •Rail transport and the energy sector
- •Energy demand from rail transport
- •Energy intensity of rail transport services
- •GHG emissions and local pollutants
- •Well-to-wheel GHG emissions in rail transport
- •Additional emissions: Looking at rail from a life-cycle perspective
- •High-speed rail
- •Urban rail
- •Freight rail
- •Conclusions
- •References
- •Introduction
- •Rail network developments
- •Rail transport activity
- •Passenger rail
- •Urban rail
- •Conventional and high-speed rail
- •Freight rail
- •Implications for energy demand
- •Implications for GHG emissions and local pollutants
- •Direct CO2 emissions
- •Well-to-wheel GHG emissions
- •Emissions of local pollutants
- •References
- •3. High Rail Scenario: Unlocking the Benefits of Rail
- •Highlights
- •Introduction
- •Motivations for increasing the role of rail transport
- •Urban rail
- •Conventional and high-speed rail
- •Freight rail
- •Trends in the High Rail Scenario
- •Main assumptions
- •Rail network developments in the High Rail Scenario
- •Rail transport activity
- •Passenger rail in the High Rail Scenario
- •Urban rail
- •Conventional and high-speed rail
- •Freight rail in the High Rail Scenario
- •Implications for energy demand
- •Implications for GHG emissions and local pollutants
- •Direct CO2 emissions in the High Rail Scenario
- •Well-to-wheel GHG emissions
- •Investment requirements in the High Rail Scenario
- •Fuel expenditure
- •Policy opportunities to promote rail
- •Passenger rail
- •Urban rail
- •Conventional and high-speed rail
- •Freight rail
- •Conclusions
- •4. Focus on India
- •Highlights
- •Introduction
- •Status of rail transport
- •Passenger rail
- •Urban rail
- •Conventional passenger rail
- •High-speed rail
- •Freight rail
- •Dedicated freight corridors
- •Rail transport energy demand and emissions
- •Energy demand from rail transport
- •GHG emissions and local pollutants
- •Outlook for rail to 2050
- •Outlook for rail in the Base Scenario
- •Context
- •Trends in the Base Scenario
- •Passenger rail
- •Freight rail
- •Implications for energy demand
- •Implications for GHG and local pollutant emissions
- •Outlook for rail in the High Rail Scenario
- •Key assumptions
- •Trends in the High Rail Scenario
- •Passenger and freight rail activity
- •Implications for energy demand
- •Implications for GHG and local pollutant emissions
- •Conclusions
- •References
- •Acronyms, abbreviations and units of measure
- •Acronyms and abbreviations
- •Units of measure
- •Glossary
IEA 2019. All rights reserved.
IEA 2019. All rights reserved. |
The Future of Rail |
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Opportunities for energy and the environment |
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complete move to multi-aspect signalling systems, coupled with Train Protection Warning Systems
(TPWS) and Train Collision Avoidance Systems (TCAS) would significantly reduce accidents resulting from human error or speeding.
Almost all studies and reviews undertaken in the last couple of decades have highlighted
under-investment as one of the prime reasons for accidents. Indian Railways has increased the |
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safety component in its budget (USD 1 billion in its 2017 budget, up from USD 27 million in 2016). |
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This prioritisation needs to be sustained to make the system more reliable and safer. |
Page | 145 |
Outlook for rail in the Base Scenario
Context
Passenger and freight mobility needs are on the rise in India, and the latent demand for both is immense. For example, passenger car ownership in 2017 was 26 vehicles per 1 000 inhabitants in India, compared with about 130 in China, 360 in Europe and 660 in the United States (IEA, 2018a). Much individual travel demand is currently satisfied by two/three-wheelers, where ownership levels are well above the world average. The room for further growth in demand is huge: the average per capita distance travelled by privately owned cars or two/three-wheelers in India is about 3 kilometres per day, compared to 17.5 kilometres per day in Europe.
The government of India has launched a number of initiatives in recent years to foster the development of rail (Table 4.2). These target the expansion of railway infrastructure and the rationalisation of existing routes, with a particular focus on coal haulage. The overall context is a strong focus on enhancing overall mobility across all modes of transport, through improved infrastructure. For example, the Ministry of Road Transport and Highways (MoRTH) recently announced an initiative to address the bottlenecks within road transport in order to facilitate growth, fostering enhanced regional and intermodal connectivity, entailing projects that will create an additional 8 300 kilometres of highways, making the process for land acquisition and compensation easier and introducing electronic toll collection (MoRTH, 2018). For aviation, the UDAN Regional Connectivity Scheme, released in 2016, was designed to promote affordable flying by regulating maximum fares (per hour of travel and per distance) and by simplifying the regulations for companies that wish to operate international routes (Ministry of Civil Aviation, 2018; The TIMES of India, 2018).
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Table 4.2 |
Key targets and announced rail development policies in India |
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Policy/target name |
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Description |
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Source |
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Network expansion |
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Doubling or tripling of existing over-utilised lines. |
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NTDPC, (2014) |
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Advanced rail signalling |
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Progressive adoption of advanced signalling to increase |
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Indian Railways (2018b) |
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system |
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efficiency and enhance safety. |
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Rail share in freight |
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Goal set: 45% rail share in inter-regional freight transport |
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NTDPC (2014) |
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by 2032. |
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Coal linkage |
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One-time effort promoted by the Ministry of Coal and |
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Ministry of Coal (2014 and |
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Ministry of Power, together with the Ministry of Railways, |
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2018), (Ministry of Coal, |
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rationalisation |
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to rationalise existing coal linkages. |
2018) |
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Scheme for harnessing |
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and allocating koyala |
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Optimise utilisation of railway lines for coal linkages to |
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Ministry of Coal (2017) |
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(coal) transparently in |
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the power sector. |
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India (SHAKTI) |
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Liberalised rail haulage |
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The market for containers shipped by rail is open to the |
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Planning Commission |
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private sector, in order to foster competition and increase |
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of containers |
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(2013) |
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container traffic by rail. |
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DFC completion |
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Eastern and Western DFCs operative in 2020. |
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DFCCIL (2018) |
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