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GS Paper: GS3-13.Infrastructure: Energy, Ports, Roads, Airports, Railways etc:

  • On improving wind energy generation

    Why in the News?

    Tamil Nadu, a leader in wind energy with turbines over 30 years old, introduced a new policy for upgrading old windmills in August 2024. However, wind energy producers opposed it, took the issue to the Madras High Court, and obtained a stay.

    What is Tamil Nadu’s wind power capacity? 

    • Installed Capacity: As of November 2023, Tamil Nadu has an installed wind energy capacity of approximately 10,377.97 MW, making it the second-largest wind energy producer in India after Gujarat. This represents about 23% of India’s total installed wind capacity.
    • Age of Turbines: Many turbines in Tamil Nadu are over 30 years old, which raises concerns about efficiency and technological advancements5.
    • Potential for Repowering: The state has a repowering potential of over 7,387 MW, which could significantly enhance its energy generation capabilities if older turbines are replaced or refurbished.

    What about national wind energy capacity? 

    • Total Potential: The National Institute of Wind Energy (NIWE) estimates that India has a wind power potential of 1,163.86 GW at a height of 150 meters, ranking fourth globally for installed capacity.
    • Current Utilization: At 120 meters (the standard height for modern turbines), India’s potential is around 695.51 GW, with only about 6.5% currently utilized nationally and nearly 15% in Tamil Nadu.
    • Leading States: The states contributing most to India’s wind power include Gujarat, Tamil Nadu, Karnataka, Maharashtra, Rajasthan, and Andhra Pradesh, which collectively account for approximately 93.37% of the country’s installed capacity.

    What does the repowering and refurbishing of wind turbines mean?

    • Repowering involves replacing old turbines with new ones to enhance efficiency and output. Refurbishing includes upgrading components like gearboxes and blades to improve performance without complete replacement.
    • Regulatory Framework: The Tamil Nadu government introduced a new policy aimed at facilitating these processes. However, generators argue that the policy lacks provisions that effectively promote wind energy generation and financial viability.

    Why are wind energy generators opposing the new policy of the TN government?

    • Concerns from Generators: Wind energy generators have opposed the new “Tamil Nadu Repowering, Refurbishment and Life Extension Policy for Wind Power Projects – 2024”, claiming it does not adequately support the promotion of wind energy generation. They have approached the Madras High Court and received a stay on the policy implementation.
    • Financial Viability Issues: The opposition stems from concerns that repowered turbines will be treated as new installations without banking facilities for generated energy, impacting financial returns on investments.
      • Generators emphasize that without a commercially beneficial framework, investments in repowering will decline.

    Way forward: 

    • Revise the Policy to Ensure Financial Viability: The Tamil Nadu government should amend the policy to provide incentives like banking facilities for energy generated from repowered turbines, making the projects financially viable for investors.
    • Promote Technological Advancements and Infrastructure Upgrades: The policy should focus on facilitating the replacement of old turbines with modern, high-capacity ones and improving wind energy transmission infrastructure to harness the full potential of Tamil Nadu’s wind resources.

    Mains PYQ:

    Q Do you think India will meet 50 percent of its energy needs from renewable energy by 2030? Justify your answer. How will the shift of subsidies from fossil fuels to renewables help achieve the above bjective? Explain. (UPSC IAS/2022)

  • What Australian varsity study says about impact of India’s Dedicated Freight Corridors

    Why in the News?

    Dedicated Freight Corridors are boosting India’s GDP and significantly enhancing Indian Railways’ revenue, according to a recent study by Australia’s University of New South Wales.

    What are dedicated freight corridors (DFCs)?

    Dedicated Freight Corridors (DFCs) are specialized railway tracks for freight transportation, designed to improve efficiency with faster, high-capacity trains like double-stack containers and heavy-haul freight trains.

    What is the Present Status?

    • India has two main DFCs:
      • Eastern DFC (EDFC): Spanning 1,337 km from Sonnagar (Bihar) to Sahnewal (Punjab). The EDFC is operational and includes feeder routes connecting coal mines and thermal plants.
      • Western DFC (WDFC): Extends 1,506 km from Jawaharlal Nehru Port (Mumbai) to Dadri (Uttar Pradesh). The WDFC is 93% complete, serving major ports in Gujarat. Full completion is expected by December 2025.
    • As of March 31, 2024, the project has incurred costs of ₹94,091 crore, excluding land acquisition.

    What does the Australian varsity study say?

    • Conducted by the University of New South Wales, this study used a Computable General Equilibrium model to assess the WDFC’s impact, specifically from FY 2019–20.
    • The study’s findings include:
      • Reduced freight costs and travel times have decreased commodity prices by up to 0.5%.
      • The DFCs contributed to a 2.94% increase in Indian Railways’ revenue between FY 2022–23 and FY 2018–19.
      • Western regions gained significantly from reduced freight costs, which had a “social-equalizing effect,” benefiting states with lower per capita GDP.
    • Published in Elsevier, the study integrated freight costs, industry inputs, population data, and rail and road data.

    What economic benefits do Dedicated Freight Corridors (DFCs) bring to India?

    • Improved Supply Chains: DFCs provide faster, efficient transit for freight, enhancing the supply chain for industries and logistics providers.
    • Cost Savings: Reduction in freight transport costs lowers overall logistics expenses, which can lead to price reductions for consumers.
    • Revenue Growth for Railways: DFCs have directly contributed to revenue increases, supporting the Railways’ finances.
    • Increased Freight Share: The corridors are key to meeting the National Rail Plan’s target of achieving a 45% rail share in freight by 2030.
    • Exports and Imports: Faster, dedicated freight routes boost export-import activities, as DFCs support port connectivity, particularly in the West.

    How do DFCs enhance the overall logistics and transportation infrastructure in India?

    • Decongested Rail Network: By shifting freight traffic off the main passenger routes (e.g., the Golden Quadrilateral), DFCs alleviate congestion, improving both freight and passenger rail reliability.
    • Regional Development: States along the DFC routes experience increased industrial activity due to improved logistics support, which can enhance local economies and job creation.
    • Future Corridors: Plans are underway for four additional corridors (East Coast, East-West I & II, North-South) to further expand the freight network, enhancing connectivity across the country.

    Current Operational Status and Future Outlook

    • As of now, 325 trains run daily on the DFCs, which is a 60% increase from the previous year.
    • DFC trains are faster, safer, and capable of carrying heavier loads, contributing to over 10% of Indian Railways’ total freight operations.
    • DFCCIL is conducting further research on DFCs’ economic impact, with results expected soon, which will provide deeper insights into their long-term contributions to India’s economic growth.

    Challenges related to the development of DFC: 

    • Land Acquisition Delays: Acquiring over 8,800 hectares, often privately owned and developed land, has caused setbacks, with disputes and legal cases prolonging the process.
    • Escalating Costs: Project costs have surged significantly, with Japan International Cooperation Agency (JBIC) noting that expenses have nearly doubled, raising concerns about financial viability and potential investor reluctance.
    • Technology Disputes: Differences over locomotive technology—diesel versus electric—pose delays, as stakeholders like Indian Railways and JBIC debate environmentally friendly solutions.
    • Utility and Infrastructure Challenges: Shifting utilities (power lines, water pipes) and constructing road overbridges and under-bridges add logistical complexities.
    • Funding and Financial Management: Reliance on external funding and the need for efficient resource management impact project timelines and execution stability.

    Way Forward: 

    • Streamlined Land Acquisition and Cost Management: Need to implement a centralized framework for faster land acquisition and cost oversight to mitigate delays and prevent cost escalations, ensuring project feasibility and investor confidence.
    • Technological and Funding Consensus: Need to establish clear technology standards (e.g., electric locomotives) for environmental benefits and secure diversified funding sources to reduce dependence on external financing, enabling timely completion and sustainable operations.

    Mains PYQ:

    Q “Investment in infrastructure is essential for more rapid and inclusive economic growth.” Discuss in the light of India’s experience. (UPSC IAS/2021)

  • Kalka-Shimla Heritage Railway Track

    Why in the News?

    • Himachal Pradesh CM has requested the Centre to consider running the Kalka-Shimla narrow-gauge railway—a UNESCO World Heritage Site—on green hydrogen to promote clean energy.
      • The CM emphasized that this initiative aligns with Himachal Pradesh’s goal of becoming a ‘green energy state’ by March 31, 2026.

    About the Kalka-Shimla Railway

    • The Kalka-Shimla Railway is a narrow-gauge railway with a width of 2 ft 6 in (762 mm).
    • It was constructed in 1898 to link Shimla with the broader Indian rail system under the guidance of chief engineer H. S. Harington.
    • The total length of the railway is approximately 96.6 km.
    • This engineering marvel features 107 tunnels, of which 102 are still in use, along with 864 bridges along its route.
    • The railway has a ruling gradient of 1 in 33 (about 3%), making it quite a steep climb in places, and it includes 919 curves, with the sharpest curve being at 48 degrees.
    • The elevation of the railway starts at 656 meters (2,152 feet) in Kalka and rises to 2,076 meters (6,811 feet) in Shimla, resulting in a height difference of 1,420 meters (4,660 feet).
    • Diesel locomotives began operation on the railway in 1955, followed by diesel-hydraulic models introduced in 1970.
    • On 8 July 2008, it was designated as a UNESCO World Heritage Site as part of the Mountain Railways of India.

    Note:

    • Three of the lines, the Darjeeling Himalayan Railway, the Nilgiri Mountain Railway, and the Kalka–Shimla Railway, are collectively designated as a UNESCO World Heritage Site under the name “Mountain Railways of India”.
    • Two more, the Matheran Hill Railway and the Kangra Valley Railway, are on the tentative list of UNESCO World Heritage Sites.
    • The Nilgiri Mountain Railway is also the only rack and pinion railway in India.

     

    PYQ:

    [2015] With reference to bio-toilets used by the Indian Railways, consider the following statements:

    1. The decomposition of human waste in the bio toilets is initiated by a fungal inoculum.

    2. Ammonia and water vapour are the only end products in this decomposition which are released into the atmosphere.

    Which of the statements given above is/are correct?

    (a) 1 only

    (b) 2 only

    (c) Both 1 and 2

    (d) Neither 1 nor 2

  • [28th October 2024] The Hindu Op-ed: The private sector holds the key to India’s e-bus push

    PYQ Relevance:

    Q) Why is Public Private Partnership (PPP) required in infrastructural projects? Examine the role of PPP model in the redevelopment of Railway Stations in India. (UPSC CSE 2022)

    Q) Examine the development of Airports in India through joint ventures under Public – Private Partnership (PPP) model. What are the challenges faced by the authorities in this regard. (UPSC CSE 2017)

    Q) Adoption of PPP model for infrastructure development of the country has not been free of criticism. Critically discuss the pros and cons of the model. (UPSC CSE 2013)

    Mentor’s Comment: The Indian government, through NITI Aayog, is developing an incentive scheme tailored for private bus operators, who currently account for about 90% of the bus fleet in India. This move is crucial for achieving the target of 40% e-bus penetration by 2030 and reaching carbon neutrality by 2070.

    Despite existing support under the FAME-II scheme, which primarily benefits state transport undertakings (STUs), the high costs associated with e-buses deter private operators from making the switch. The forthcoming incentive scheme is seen as a potential game-changer that could facilitate the broader adoption of electric buses in public transportation.

    Today’s editorial discusses the role of the private sector in India’s electric bus (e-bus) initiative. Today’s discussions will focus more on creating a supportive environment for e-bus deployment beyond state-run services.

    _

    Let’s learn!

    Why in the News?

    Despite the government’s push through schemes like FAME II and PM e-Bus Sewa, which have incentivized electric vehicles for public transport, private bus operators have seen little benefit.

    • Presently, the government is planning to introduce a new incentive scheme specifically aimed at encouraging private operators to invest in e-buses.
    Challenges Faced by Private Operators:

    • Lack of Financial Incentives: Current government schemes do not extend to private operators, making it difficult for them to invest in e-buses.
    • High Initial Costs: The substantial upfront investment required for electric buses is prohibitive for many small operators.
    • Charging Infrastructure: Limited access to charging stations and facilities further complicates the adoption of e-buses. Most charging infrastructure is designed for state-run units, leaving private operators without adequate support.
    • Operational Inefficiencies: Restrictions on parking and charging at government depots create logistical challenges for private bus operations.

    How can the private sector be incentivized to participate in the e-bus market?

    1) Financial Incentives: The incentivized schemes and subsidies could significantly lower the upfront costs associated with e-bus acquisition, which can be up to five times that of diesel buses.

    • Offering viability gap funding for charging infrastructure and land leases could attract private investment.
    • Implementing a payment security mechanism can protect private operators against payment delays from state transport undertakings (STUs).

    2) Infrastructure Development: Establishing a robust network of charging stations is crucial. Under the Gross Cost Contract (GCC) Model, STUs pay a fixed cost per kilometer, ensuring steady income for operators while minimizing their risk exposure without bearing the full financial burden upfront.

    • This Flexible Leasing model enables operators to access capital without high initial investments, as maintenance and operational responsibilities can be shared.

    What role does financing play in the adoption of electric buses?

    • High Initial Costs: The upfront costs of e-buses are significantly higher than those of traditional diesel buses, often up to five times more expensive, operators may find it challenging to justify the investment in e-buses despite their long-term operational savings.
    • Need for Dedicated Financing Facilities: Establishing a dedicated e-bus financing facility could provide concessional loans and grants, helping shield manufacturers and operators from the payment security risks posed by financially struggling state road transport undertakings (SRTUs). 
    • Interest Rate Subventions: To encourage private operators to invest in e-buses, interest rate subventions of 4-6% on loans can be implemented. Lower interest rates can significantly ease the financial burden during the repayment period, making financing more accessible.
    • Leasing Models: Financing institutions can offer leasing options that include maintenance and battery replacement, thus sharing operational risks with bus operators. This approach not only lowers upfront costs but also allows operators to manage cash flow more effectively.

    What infrastructure improvements are necessary for successful e-bus deployment?

    • Installation of Charging Stations: Establishing charging points within bus depots is crucial. A widespread infrastructure network will alleviate concerns about range and downtime, making e-buses a more viable option for operators.
    • Depot Charging Facilities: Private operators currently face restrictions in accessing government bus depots for parking and charging. Granting them access would streamline operations and improve efficiency by reducing the distance drivers must travel to pick up their buses.
    • Power Supply Management: The increased demand for electricity from charging e-buses can strain local power grids. Therefore, collaboration between bus operators and electricity distribution companies (DISCOMs) is vital for planning and managing this demand effectively. 
    • Pilot Projects: Implementing pilot projects in tier-2 and tier-3 cities can help assess infrastructure requirements and operational challenges before scaling up to larger urban areas.
      • For example, electrifying a specific route, such as Delhi-Mumbai, could provide valuable insights into the necessary specifications for e-bus deployment.

    Conclusion: The future of India’s e-bus initiative depends on a united effort between government bodies and private stakeholders to create an inclusive framework that fosters growth and innovation in the electric mobility sector.

  • Bihar gets its first Dry Port in Bihta

    Why in the News?

    • Bihar has inaugurated the state’s first dry port in Bihta, a town near Patna to boost the export of goods produced in Bihar.
      • The first export consignment from the Bihta ICD was leather shoes sent to Russia.

    What is it?

    • A dry port, also known as an inland container depot (ICD), is a logistics facility located away from a seaport or airport.
    • It provides facilities for cargo handling, storage, and transportation of goods, making it easier to manage exports and imports.
    • The first dry port in India was opened in Varanasi in 2018.
    • The dry port also acts as a bridge between the inland regions and international shipping routes through major gateway ports.

    About Bihta ICD

    • The Bihta Inland Container Depot (ICD), also known as Bihta dry port, is located in Bihta, a town near Patna, the capital of Bihar.
    • It operates under a Public-Private Partnership (PPP).
    • It is fully commissioned and approved by the Department of Revenue, under the Union Ministry of Finance.
    • It is managed by Pristine Magadh Infrastructure Private Limited in collaboration with the Bihar state industry department.
    • The Bihta ICD is well connected by railways to gateway ports across India, including:
      • Kolkata and Haldia in West Bengal.
      • Visakhapatnam in Andhra Pradesh.
      • Nhava Sheva in Maharashtra.
      • Mundra in Gujarat.
    • It supports transportation of goods to and from eastern India, benefitting not just Bihar but also neighboring states like Jharkhand, Uttar Pradesh, and Odisha.

    PYQ:

    [2023] Consider the following pairs:

    Port Well known as
    1. Kamarajar Port: First major port in India registered as a company
    2. Mundra Port: Largest privately owned port in India
    3. Visakhapatnam Port: Largest container port in India

    How many of the above pairs are correctly matched?

    (a) Only one pair
    (b) Only two pairs
    (c) All three pairs
    (d) None of the pairs

  • Z-Morh Tunnel Project

    Why in the News?

    Some militants attacked workers building the Z-Morh tunnel on the Srinagar-Sonamarg highway, killing seven people.

    What is the Z-Morh Tunnel?

    • The Z-Morh tunnel is a 6.4-kilometer tunnel located near Gagangir village, connecting the Sonamarg health resort to Kangan town in the Ganderbal district of central Kashmir.
      • It is part of the larger Zojila tunnel project, which aims to provide year-round road connectivity between Srinagar and Ladakh.
    • It is part of the Srinagar-Sonamarg-Leh highway.
    • It is being constructed at an altitude of over 8,500 feet.
    • It derives its name from the Z-shaped road stretch where it is being built.
    • The project was originally conceived by the Border Roads Organisation (BRO) in 2012.
    • A soft opening of the tunnel was held in February 2024, although the full inauguration has been delayed.

    Significance of the Z-Morh Tunnel

    • The tunnel provides all-weather road connectivity to the Sonamarg health resort, ensuring that the popular tourist destination remains accessible year-round.
    • It is essential for maintaining all-weather connectivity to Ladakh, a region of strategic importance for India, particularly due to the military presence along the border with Pakistan and China.
    • The tunnel is strategically important for the Indian Army, as it provides quick and safe access to forward areas in Ladakh, reducing the dependence on air transport for the movement of troops and supplies.
    • It will also reduce expenditure on air maintenance of forward locations, thereby increasing the lifespan of Indian Air Force aircraft.
    • The tunnel will boost economic growth by improving accessibility to Sonamarg, thereby supporting tourism in the region.

    PYQ:

    [2016] Border management is a complex task due to difficult terrain and hostile relations with some countries. Elucidate the challenges and strategies for effective border management.

  • [pib] Government extends SAMARTH Scheme till March 2026

    Why in the News?

    The Samarth Scheme (Scheme for Capacity Building in Textiles Sector), which aims to teach 300,000 people in textile-related skills, has been extended for two years (FY 2024–25 and 2025–26).

    Achievements of the SAMARTH Scheme:

    • So far, 3.27 lakh candidates have been trained under the Samarth Scheme, with 2.6 lakh (79.5%) of them gaining employment.
    • There is a strong focus on women’s employment, with 2.89 lakh (88.3%) women trained so far.

    What is ‘SAMARTH’ Scheme?

    Details
    Name Samarth (Scheme for Capacity Building in Textile Sector)
    Nodal Ministry Ministry of Textiles
    Approval Approved by the Cabinet Committee of Economic Affairs as a continuation of the Integrated Skill Development Scheme for the 12th Five Year Plan (FYP)
    Implementing Agency Office of the Development Commissioner (Handicrafts)
    Objectives • Provide demand-driven, placement-oriented skilling programs
    • Incentivize industry efforts to create jobs in organized textile and related sectors
    • Promote skilling and skill upgradation in traditional sectors
    Scope Covers the entire textile value chain, excluding spinning and weaving
    Special Provisions Includes upskilling and reskilling programs to improve productivity of existing workers in the apparel and garmenting segments
    Target Beneficiaries Handicraft artisans and individuals seeking employment in the textile sector
    Implementing Agencies • Textile Industry
    • Institutions/Organizations of the Ministry of Textiles/State Governments with training infrastructure
    • Reputed training institutions/NGOs/Trusts/Companies with placement tie-ups

     

    PYQ:

    [2020] Consider the following statements:

    1. The value of Indo-Sri Lanka trade has consistently increased in the last decade.
    2. “Textile and textile articles” constitute an important item of trade between India and Bangladesh.
    3. In the last five years, Nepal has been the largest trading partner of India in South Asia.

    Which of the statements given above is/are correct?

    (a) 1 and 2 only
    (b) 2 only
    (c) 3 only
    (d) 1, 2 and 3

  • [pib] ‘Humsafar Policy’ for Wayside Amenities along the National Highways

    Why in the News?

    The Ministry of Road Transport and Highways has launched the ‘Humsafar Policy’ in New Delhi to improve travel convenience on National Highways and boost the development of Wayside Amenities.

    About the ‘Humsafar Policy’

    • The Humsafar Policy is an initiative launched by the Ministry of Road Transport and Highways to enhance the convenience and experience of travelers on National Highways (NHs).
    • It focuses on developing Wayside Amenities along highways to provide a range of facilities for highway users, ensuring smooth, safe, and comfortable journeys.
    • The policy also emphasizes environmental sustainability by incorporating eco-friendly practices like water conservation, solar energy, and waste recycling.

    Features of the Humsafar Policy

    • Wayside Amenities: Includes food courts, fuel stations, EV charging stations, parking, toilets, ATMs, and pharmacies.
    • Standardized Facilities: Ensures well-maintained and hygienic services for commuters.
    • Visibility for Service Providers: Featured on the ‘Rajmarg Yatra’ app, with signage space and renewal fee waivers for high-rated providers.
    • Monitoring & Inspection: Regular third-party checks to maintain service quality, with alerts for low-rated facilities.
    • Green Focus: Encourages solar energy, water conservation, and waste recycling.

    Significance

    • Better User Experience: Enhances travel with high-quality facilities.
    • Economic Impact: Creates jobs and supports local communities.
    • Standardization: Ensures consistent quality and accountability.
    • Technological Integration: The ‘Rajmarg Yatra’ app gives real-time facility info and allows feedback from users.

  • How high-performance buildings are the next step towards a sustainable future?

    Why in the News?

    Due to rapid urbanization, India is facing the challenge of exceeding global energy efficiency and carbon benchmarks. High-performance buildings (HPBs) offer resilient, adaptive, and self-sufficient designs, promoting healthier indoor environments and better air quality.

    What are High-Performance Buildings (HPBs)?

    • These are structures designed to achieve peak levels of energy efficiency, sustainability, and occupant comfort.
    • They go beyond standard building practices by integrating advanced technologies and smart design strategies to minimize environmental impact, optimize resource use, and improve overall performance.
      • For example, Unnati (Greater Noida) and Indira Paryavaran Bhawan (New Delhi) showcase smart designs like sun-optimized facades and advanced HVAC systems, reducing energy use.

    Key features of HPBs include:

    • Energy Efficiency: HPBs use cutting-edge technologies like energy-efficient HVAC systems, smart lighting controls, and advanced insulation to reduce energy consumption.
    • Water Conservation: Techniques like greywater recycling and rainwater harvesting help HPBs minimize water usage.
    • Sustainable Materials: HPBs use eco-friendly, durable materials to reduce their carbon footprint and increase building longevity.
    • Site-Specific Design: HPBs leverage natural lighting, ventilation, and terrain-specific water management to enhance thermal efficiency and reduce energy demand.
    • Building Management Systems (BMS): HPBs employ BMS to monitor real-time performance metrics such as energy usage, water consumption, and indoor air quality, ensuring continuous optimization of resources.

    How can HPBs help Indian cities?

    • Resource Efficiency: HPBs help reduce energy consumption and promote water conservation, addressing India’s resource scarcity and fluctuating energy markets.
    • Urban Resilience: By being energy-efficient and self-sufficient, HPBs can help cities adapt to rising temperatures and urbanization pressures.
    • Healthier Environments: HPBs enhance indoor air quality, thermal comfort, and occupant well-being through intelligent systems like air filtration, natural lighting, and smart temperature control.
    • The strain on Infrastructure: HPBs can relieve pressure on public infrastructure by minimizing resource usage, making them crucial for fast-growing cities.
    • Sustainable Growth: HPBs are key to driving India’s transition to a low-carbon economy, supporting sustainable urbanization, and enhancing property value through long-term cost savings.

    Way Forward: 

    • Scaling Adoption of HPBs: Promote widespread implementation of HPBs through government incentives, regulations, and public-private partnerships, aligning with SDG Goal 11 (Sustainable Cities and Communities) to foster inclusive, safe, and resilient urban spaces.
    • Innovation and Capacity Building: Encourage innovation in building technologies and workforce training to develop HPBs, contributing to SDG Goal 7 (Affordable and Clean Energy) by ensuring energy efficiency and reducing carbon emissions in cities.

  • CERC steps in to tackle sudden Surges in Power Demand

    Why in the News?

    India’s power regulator, the Central Electricity Regulatory Commission (CERC), has appointed a Single Member Bench to assess the challenges of a sudden surge in power demand.

    Projected Power Demand for October 2024

    • India’s projected peak power demand for October 2024 is 230 Gigawatts (GW).
    • After factoring in Inter-State Transmission System (ISTS) losses, the demand is expected to rise to 232.2 GW.
    • To meet this demand, an additional 12.60 GW of generation resources is required.

    Concerns over Power System Operation:

    • The steep rise in electricity demand, without enough generation sources, could pose a risk to power system operations.
    • The Regional Load Despatch Centres (RLDCs) and State Load Despatch Centres (SLDCs) are responsible for conducting operational planning to manage this surge, especially due to seasonal variations.

     

    About Central Electricity Regulatory Commission (CERC):

    Details
    Establishment It was constituted on July 24, 1998, under the Electricity Regulatory Commissions Act, 1998, and later brought under the Electricity Act, 2003.
    Type Statutory body with quasi-judicial status under Section 76 of the Electricity Act, 2003.
    Ministry Functions under the Ministry of Power, Government of India.
    Primary Functions – Regulates tariffs of power generation companies (owned/controlled by the Government of India).
    – Regulates interstate transmission tariffs.
    – Issues licenses for interstate transmission and trading.
    Key Role in Tariff Evolution – Introduced a Two-Part Tariff in 1992.
    – Introduced Availability Based Tariff (ABT) in 2000 to improve grid stability.
    Advisory Role – Contributes to National Electricity Policy and Tariff Policy.
    – Promotes competition, efficiency, and investment in the electricity sector.
    Licensing – Issues licenses for electricity transmission and interstate trading.
    Grid Operation Standards Enforces standards under the Indian Electricity Grid Code (IEGC) to improve grid stability and power quality.
    Dispute Resolution Adjudicates disputes involving power generation companies and transmission licensees.
    Collaboration Signed a MoU with the U.S. Federal Energy Regulatory Commission (FERC) in 2009 for enhancing power market regulation and grid reliability.
    First Chairman Mr. S.L. Rao (1998–2001).

     

    PYQ:

    [2016] Which one of the following is the purpose of ‘UDAY’, a scheme of the Government?

    (a) Providing technical and financial assistance to start-up entrepreneurs in the field of renewable sources of energy

    (b) Providing electricity to every household in the country by 2018

    (c) Replacing the coal-based power plants with natural gas, nuclear, solar, wind and tidal power plants over a period of time

    (d) Providing for financial turnaround and revival of power distribution companies