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
