Code No: TMS044 Price: 1000 Category: Transportation
Summary : The management aspects have been studied and also a few selected STU’s use of oil and diesel consumption has been efficiencies regular maintenance and proper driving habits. A few recommendations have been made of the chasis/engines that can be modified for less consumption of fuel and oil.
Table Of Contents :
- Information
- State Transport Undertakings
- Fuel conservation techniques
- STU’s experience so far
- Trends abroad Development in passenger bus
- Emerging fuels.
Around 33% of the total energy is being consumed by the transport sector. 16.7 million automobiles in India, annually consume 10 million tonnes of HSD, making a fuel bill of Rs. 30,000 million excluding taxes (Refer Chapter 1).
68 State Transport Undertakings (STU’s) Members of Association of State Road Transport Undertakings (ASRTU) had a passenger fleet of 1,02,067 as on 31.3.1990 covering 921 crores effective kilometers consuming 18.20 lakhs tonnes of HSD oil and 200 lakh liters of lubricating oils. The fuel bill of all STU’s put together was Rs. 850 crores during 1989-90 which represents 55% of operational costs.
STU’s fleet has grown from 75708 passenger vehicles during 1982-83 to 1,02,067 during 1989-90. Road network as grown from 15.04 lac Km in 1980-81 to 18.90 lac km. during 1987-88. Passenger km. has increased from 746.35 billion passenger km. during 1985 to 1154.54 billion passenger km. during 1990 and is expected to be 2749.33 billion passenger km. by 2000 AD.
Ever increasing consumption of petroleum fuels is adversely effecting the balance of trade and hence severe pressure on scares foreign exchange reserves. Even domestic prices of HSD has risen from Rs. 772 per 1000 litres during 1971 to Rs. 5550 during 1990. There is an immediate need to use efficiently (Refer Chapter-2).
The prevailing practices at various STU’s, features of vehicles being used by STU’s, work done by various agencies in this field, technical developments taking place in the country and abroad have been critically looked at during this study. Based upon our findings and discussions with the experts (users, R&D and vehicle/sub assembly manufacturers) the recommendations have been arrived at.
The study has been conducted through literature survey, questionnaire, specific structured question-letters, personal interviews, discussions and final review with the experts.
Observations
1. The petroleum fuel conservation drive started in India around two decades ago. The momentum has been gained only during last one decade and lot more needs to be done and can be done.
2. Major factors playing the crucial role are: (Refer Chapter 3).
a) Driving habits
b) Maintenance
c) Management culture and worker’s morale
d) Vehicle design and other accessories
e) Vehicle age
f) Quality of fuel
g) Road conditions.
Driving Habits: drivers trained for optimum driving habits of speed, take offs, stops, feather foot technique, thinking ahead, beat the signal, winter driving and mountain driving etc. can improve KMPL (Kilometer per Liter) by 15-20% from the existing average of 4.25.
Maintenance: Scientifically planned regular and preventive maintenance of fuel system, transmission system, suspension system, electricals, oil tanks and piping and proper tyres pressures are must to have better KMPL. If these are not maintained, can have an average adverse effect of 15 to 25% on KMPL.
Management culture and worker’s morale: As this is very important for the success of a project in any organization, it is very important and crucial in case of fuel conservation in STU’s. Conducive culture, practices, controls and checks and morale has to be developed and maintained.
Vehicle design and other accessories: The commercial vehicle engines being used for passenger buses are not optimum for the use. They are basically designed for goods vehicles. The SFC (Specific Fuel Consumption) rating range between 190 to 200 gms/BHP/hr. while for buses it should be around 150 gms/BHP/hr. Further the optimum efficiency and torque generation should be at a speed required by the bus and not a standard speed of 60 KMPH. Similarly accessories like suspension system, electricals and design of tyres etc. should be optimum. Reduction in body weight by use of Aluminum is also encouraging. (Refer Chapter 6).
Vehicle age also plays an important role for the fuel efficiency. The optimum life expectancy is around 5-6 years, most of out STU’s have vehicles with in this age group exceptions are few 9Tabe-XI). The situation has improved during last 2/3 years. But it suffers due to lack of financial resources.
Quality of fuel: The parameters of Indian fuels such as ignition quality, distillation characteristics, energy content and viscosity which are very important for having efficiency from HSD compare fairly good to international standards. Proper checks and controls need to be maintained.
The emerging fuels like hydrogen, methane, ethanol, compressed natural gas, etc., are at trial stages and will need some more time and developments before decisions regarding commercial uses can be taken (refer Chapter-7).
Road Conditions: Bad road conditions can bring down KMPL by 20%. The important factors, affecting fuel consumption are: Type of surface, road gradient, width of the road and curvature of the road. A reserve lane for public transport buses can improve KMPL by around 15-20%, in addition it will improve availability of vehicles for running as well as for maintenance (Refer Chapter 3). Back
3. Present Status:
Awareness of fuel conservation in STU’s is at its peak and all efforts are being made to achieve challenging results year after year. The average fuel consumption combined for all STUs together has improved from 4.07 kmpl during 1983-84 to 4.25 kmpl during 1988-89. 4.95 kmpl achieved by GSRTC is the best performance for 1988-89.
ASRTU, CIRT, PCRA,GSRTC,APSRTC,BEST,DTC,KSRTC and ASTC have been quite active in fuel conservation, and have set records.
Management control practices of GSRTC, maintenance practices of BEST and the training aspects at other can be treated as good models for others to emulate.
Trials for use of alternate fuels, duel fuel engines etc. have been quite encouraging (Chapter 7). However, lot more work needs to be done before implementation at commercial levels.
The estimated savings as a result of improved fuel performance with reference to the base year 1982-83 were Rs. 5.97 crores in 1983-82, Rs. 6.45 crores in 1984-85, Rs. 15.28 crores in 1985-86, Rs. 31.17 crores in 1986-87, Rs. 38.34 crores in 1987-88 and Rs. 44.69 in 1988-89.
4. Trends abroad do not give significant inputs for India as the priorities in the developed countries are the safety and comfort. Fuel efficiency has already been built in the design and the system. Further regular up gradation of technology in all the spheres of “automobiles” is taking care of this aspect automatically.
Developments such as Continuously Variable Transmission (CVT), electronic muffles. Magnesium clutch housing, light and aerodynamic bodies, forward control, lighter and long lasting batteries and tyres, auto stop/start, hydraulic gear boxes and plastic engineers etc. be kept in view (refer Chapter 5) and be evaluated on continuous basis for suitability to Indian scenario.
Looking at developing countries, it emerges very clearly that driving habits maintenance, management practices and road conditions are the areas that need to be focused. Back
Recommendations
1. Drivers be trained for fuel efficient driving habits such as
To drive at constant speed around 40-50kmph.
To avoid sudden braking and acceleration.
To get into top gear as soon as possible.
Half-clutch driving be avoided.
Tyre pressure be kept at recommended levels.
Brake binding and wheel drag be checked and avoided on a regular basis.
Techniques for efficient take-offs and stops be practiced.
Feather foot and thinking ahead techniques.
2. Performance of drivers be regularly checked. Those achieving better results be awarded and others be counselled to improve the performance.
3. Drivers and motor mechanics be given training of both the disciplines sop that they can appreciate the interrelated aspects. It will improve the efficiency a well as the elder drivers can be gainfully employed in the workshops.
4. Maintenance staff be trained for optimum maintenance and traffic staff to plan routes efficiently.
5. Buses be maintained regularly, by trained mechanics and by the use of proper equipments (Refer preventive maintenance chart under Annexure –VIII).
6. Transmission, suspension and electrical systems be serviced regularly and tyre pressures be maintained on daily basis.
7. The silencer should be cleaned regularly to increase engine efficiency.
8. Oil leakages from fuel tank or pipes be avoided.
9. Electrical system be maintained well so as to raw minimum current, and hence the economy in diesel consumption to change the battery.
10. Engine oil topping be stopped abut ¾ days in advance of engine oil change. The oil be maintained just above the minimum mark on the dip rod.
11. For high altitude driving, timing and injector be adjusted for better performance and fuel economy.
12. Existing buses be fitted with simple stopper attached to the accelerator paddle to prevent over speeding-as done by PTC and APSRTC.
13. The existing engines be derated to suit the passenger buses.
14. Sufficient checks and controls be enforced at dept level to reduce pilferage and spillage etc.
15. Bus body weight be reduced by use of aluminum, fibre reinforced plastics etc. to improve fuel efficiency.
16. Bus bodies be made aerodynamic to reduce air resistance.
17. Additives be used along with diesel to get better engine life and fuel economy.
18. Use of radial tyres is recommended as it has impact on fuel consumption.
19. Engines yielding optimum fuel efficiency and maximum torque at vehicle speed of 25-30 km/hr be developed for city buses and engines for corresponding speed of 60-70 Km/hr. be developed for inter-city buses.
20. Emerging new fuels like hydrogen, natural gas and methane etc. be encouraged.
21. Overall climate in the organization ha to be quite conducive to the fuel efficiency drive and top management has to have full commitment to this program.
22. Incentive schemes be implemented to motivate drives, maintenance staff as well as depot staff to achieve higher KMPL.
23. Administrative machinery be set up to check and monitor these aspects regularly.
24. Road condition be improved and separate lane for public transport buses be implemented.
25. Lighter and long lasting batteries, high performance aluminum composites (discontinuity reinforced metal matrix), magnesium clutch housing be developed and introduced in Indian buses.
