Alternative Fuels for Transportation

Staff Development Program

on
Use of Alternative Fuel - Current Trends in
Automobile Industry
National Institute of Technology, Agartala
24th January, 2011

M R Nouni
Ministry of New and Renewable Energy
 Global Challenges & Requirement

 Increasing world population

 Increasing energy demand for sustaining
growth
 Increasing mobility
 Dwindling conventional fossil energy
sources
 Growing environmental concerns on
climate change and air quality
 Volatility in international oil prices
 Need for alternative energy sources
 Global Population Growth

 Population growth was very slow for most of human history

 World's population more than doubled in the last half century to
reach 6 billion in late 1999
 By 2006 it had reached 6.7 billion
 World population is expected to reach 8.2 billion by 2030 at an
annual average growth rate of 1%
 All future growth will take place in the less developed countries
 Population of India was estimated to be 1170 million in 2009-10
and is expected to be about 1450 billion by 2030 at an annual
average growth rate of 1.1%
 World Primary Energy Demand by Fuel

18000
Renewables
Biomass & Other wastes
16000 Projections
Hydro
Nuclear
14000
Primary Energy Demand (Mtoe)

Gas
12000 Oil
Coal
10000

8000

6000

4000

2000

0
1980 2000 2006 2015 2030
Year

It is clear from this graph that energy demand in general and the share of
oil in it is continuously growing very rapidly 1 toe = 11.63 MWh
 Primary Energy Demand for India

1400

1200
Primary Energy Demand (Mtoe)

1000

800

600

400

200

0
1980
1 2000
2 3
2006 20154 5
2030
Year

For sustaining high growth rate of about 8-9% in Indian economy, the
demand for energy is growing at a very fast rate in India. Demand for
crude oil will also increase
 World Final Energy Consumption by Sector

12000

It is evident that energy consumption for

10000
transport sector will grow very rapidly
Final Energy Consumption (Mtoe)

8000

6000

4000

2000

0
1980 2000 2006 2015 2030
Year
Industry Transport Residential, service & agriculture Non-energy use Total
Increasing
Mobility
 Dwindling
Oil
reserves

• New oil discoveries have dwindled and peak has already been
reached during 2010 at about 33 billion barrel/year (1 barrel
= 159 litres)
• This is expected to fall to about 24.8 – 25.2 billion barrel/year
by 2020
• Alternatives have to be found to meet the growing need to
sustain growth, as global GDP growth rate is expected to be
about 3.3%
Road Transport & CO2 contribution

Source: OICA
Source: OICA
 International Prices of Crude Oil and major Petroleum Products

120

100

80
Price (US$/bbl)

60

40

20

0
Crude Oil (Indian basket) Petrol Diesel Kerosene

2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10

International price of crude oil have jumped from about US$ 26/bbl in
2002-03 to US$ 84/bbl during 2008-09 for Indian basket of crude
imported. Currently it is about US$ 89/bbl. It had already reached a
peak price of US$ 145/bbl in July 2008
 Crude Petroleum Production and Import in India

200 84

180
82
160
Quantity (million tonnes)

140
80

Crude Imported (%)

120

100 78

80
76
60

40
74
20

0 72
2005-06 2006-07 2007-08 2008-09 2009-10

Production Import Total Demand % of import

Indian economy is expected to grow at about 6.4% during 2006-2030,
which is the fastest growth rate for any economy. Therefore, requirement of
imported crude is expected increase substantially to 82% of total crude
requirement by 2030
 Value of crude imported and total exports of India

34 36 38 40 42 44 46

2009-10

2008-09
India's total exports

Value of crude imported

2007-08

% foreign exchange spent on import

of crude that of total exports
2006-07
About 44% of
revenue earned by
2005-06
way of exports was
spent on importing
crude oil. Increasing
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 trend due to (a)
Amount (Rs. in Billion)
increase in demand &
(b) increase in price
 What are the options?
 Demand-side measures
- Reducing transport demand, and
- Improving fuel economy by using smaller
and lightweight vehicles with
aerodynamic construction and better
drive train efficiency through improved IC
engines
 Development of technologies for production
and utilisation of alternative fuels including
electricity and hydrogen that offer
sustainable supply in long term
Production pathways
Pyrolysis oil
For transportation fuels DME diesel

CNG, FT Methanol
LPG Petrol Diesel LNG Diesel HTU
Ethanol Bio-diesel
Diesel

Blending Synthesis Esterification

Gasification
Refining Pyrolysis Fermentation Extraction HTU

Anaerobic
Hydrolysis
fermentation

Lignocellulosic Oil Wet

Crude oil Natural gas Coal Sugar / starch
biomass rich crops crops biomass

Fossil Fuels Biomass

 Bio-fuels
 The term bio-fuel is referred to as liquid or
gaseous fuels for the transport sector that are
predominantly produced from biomass
 An alternative fuel to petroleum based fuels must
be technically feasible, economically competitive,
environmentally acceptable and easily available
 Bio-fuels can be classified as:
- Bio-ethanol
- Bio-diesel
- Biogas
- Syn-gas (CO + H2)
- Pyrolysis oil
- Synthetic fuels such as FT diesel, DME and
methanol
 Bio-Ethanol
 Globally About 45 billion litres of bio-ethanol was produced
in 2006
 It does not have the impurities found in petroleum
products, so emissions like SO2 and particulates are
eliminated / reduced
 Ethanol can be produced from any feedstock that contains
sugar or compounds such as starch or cellulose that can be
converted into sugar
 Starch consists of a long chain of glucose molecules that
have to be broken down into simpler sugars by hydrolysis
before their fermentation
 For the conversion of cellulosic material to ethanol, two
key steps are necessary. At first, cellulose and hemi-
cellulose must be broken down into small carbohydrates.
This step results in a complex mixture of a wide variety of
sugars, making the second step quite challenging, since
different organisms are required to ferment different
 Bio-Ethanol
 Bio-ethanol is presently produced from sugarcane, molasses,
cereals and sugar beet
 Calorific value of bio-ethanol (26.75 MJ/kg) is less by about 40%
than petrol (43.50 MJ/kg)
 10% Ethanol Blended Petrol (EPB) does not require any engine
modifications. In Brazil flexi-fuel engine technology has been
developed
 EBP has higher octane than petrol (Research Octane Number of
bio-ethanol – 108.6 against 88-98 of petrol)
 As bio-ethanol molecule contains oxygen (34.7% against nil in
case of petrol), it helps in improving the complete combustion of
blended petrol in engine resulting in reduced emissions
 Since EBP vaporises more readily, it has potential to aggravate
ozone pollution in warm weather and can also damage rubber
seals and diaphragms when bio-ethanol is present in high
concentrations
 In India, Bio-ethanol is mainly produced from sugarcane molasses
by fermentation process. In the USA – Corn, Europe – sugarbeet
and Brazil – sugarcane are feedstocks used for bio-ethanol
production
 Yield of bio-ethanol : 220-250 litres / tonne of Molasses and 40
kg of molasses is obtained as by-product from 1 tonne of
sugarcane
 BIS has published IS:2796:2008 for blending of 5% & 10% bio-
ethanol with petrol
Bio-Ethanol Programme in India
 3 pilot projects (2 in Maharashtra
& 1 in UP) were started in 2001 for
blending 5% ethanol with petrol
 5% ethanol blended petrol mandated in nine states & 4 UTs
(AP, Daman & Diu, Goa, Dadra & Nagar Haveli, Gujarat,
Chandigarh, Haryana, Pondicherry, Karnataka,
Maharashtra, Punjab, Tamilnadu & UP) w.e.f 1.1.2003.
Uttaranchal was also covered w.e.f. 27.10.2004
 5% blending of ethanol with petrol has already been taken
up in 20 states and 4 UTs (excluding J&K, NE states,
Lakshadweep and A&N islands) in Nov. 2006 subject to
commercial viability
 5% blending of ethanol with petrol made mandatory on
9.10.2007 and purchase price of Rs. 21.50/litre for the next
3 years fixed w.e.f 9.10.2007
 10% mandatory blending of ethanol with gasoline became
effective from October, 2008 in these states and UTs.
However, it has been kept at abeyance by the Government
till bio-ethanol in required quantity and uniformity becomes
available. A GOM is looking into the modalities
 With 12.818 million tonnes of petrol consumption during
2009-10, 10% blending offers enormous savings of
imported crude
 Bio-Ethanol Programme in India:
constraints

 Availability of indigenous Bio-ethanol on a

sustainable basis to meet the requirement of the
EBP Programme is a constraint
 Availability of Bio-ethanol during the period
2006-2009 was deficient to the extent of 60%
 Sugar industry has not been able to supply Bio-
ethanol at the price of Rs. 21.5/litre even for one
year
 In the first two years from Nov 2006 to Nov
2008, the supplies were 45.6 crore litres against
requirement of 76.62 crore litres
 Overall against the total requirement of 180
crore litres, total supplies were 58.7 crore litres
during the period 2006-09
 2nd Generation Bio-fuels
 2nd Generation bio-fuel technologies being
developed presently involving hydrolysis and
gasification of woody ligno-cellulosic feedstock to
produce ethanol, are expected to reach
commercialisation by 2020
 Though technology exists, yet more research to
improve process efficiencies, especially
enzymatic hydrolysis to extract fermentable
sugar from the lignocellulosic material contained
in plant material and to produce a fermented
broth with a higher concentration of ethanol are
continuing
 There is no commercial production of ethanol yet
from cellulosic biomass, but substantial research
is in progress in several countries
 Commercial-scale demonstration plants are
under construction in the United States and
several others are planned in Europe and other
parts of the world
 Vegetable oils
Use of vegetable oils as alternative fuel is around for more than 100
years - Dr. Rudolf Diesel– used peanut oil in diesel engine in 1895
 In 1930s and 1940s vegetable oils were used as diesel fuel in case
of emergencies. Direct use of vegetable oil in indirect injection engine
possible.
 Not much work was done till late 1970s and early 1980s on use of
vegetable oils as petroleum fuels were cheap
 Bio-diesel (mono alkyl esters) started to be widely produced in the
early 1990s, after the first oil shock
 Vegetable oils, also known as triglycerides comprise of 98%
triglycerides and small amounts of mono- and diglycerides
 Worldwide direct use of vegetable oil in tractors, cars or stationary
engines for water-pumping, power generation etc., is relatively
common, although not widely spread
 To avoid deposit and dust formation engine should be hot, which will
requiredouble injection: once with diesel for start-up and once for
SVO.
 Compared to diesel, because combustion temperature is lower, NOx
emission is reduced by 25 % for SVO in a modern diesel engine.
However, CO emission can be twice as high
Why use of Vegetable Oils is not common?
 Disadvantages of vegetable oils as diesel fuel are:
- Higher viscosity,
- Lower volatility, and
- Reactivity of unsaturated hydrocarbon chains
 High viscosity appears to be root of many problems
associated with direct use of vegetable oils as engine fuel
 Vegetable oils have viscosities ranging from 10 to 20
times greater than that of petroleum diesel (~2.7 mm2/s at
38° C)
 Viscosity of vegetable oils can be reduced by four ways:
- Blending with hydrocarbons,
- Emulsification,
- Thermal cracking, and
- Transesterification (alcoholysis)
 Transesterification is the reaction of vegetable oil or
animal fat with an alcohol, in most cases methanol, to form
esters and glycerol
 Bio-diesel
 Produced mainly from renewable sources such as vegetable oils (both
edible and non-edible) and animal fats
 Bio-diesel has physical properties very similar to petroleum diesel
 Can be used directly as neat fuel or as an admix to diesel in diesel
engines
 Blending up to 20% in petroleum diesel generally do not require
engine modifications
 It has 11% built-in oxygen by weight, no sulphur and no aromatics
which help in proper combustionthereby lowering emissions (HC, CO,
SO2 and PM)
 Reduction in emissions is higher with B100 compared to B20
 It has high cetane number (46-70) and lubricity, which improves the
combustion when blended in the petroleum diesel
 Use of biodiesel can extend the life of diesel engines because it is more
lubricating than petroleum diesel fuel
 It can be stored upto a maximum period of six months
 Well to wheel CO2 reduction potential of approximately 70% comaperd
to convential diesel possible
 Use of blends of bio-diesel and diesel oil is preferred in order to avoid
problems related to the decrease in power and torque and increase in
NOx emissions
 Specifications of Diesel & Bio-Diesel
Fuel Property Diesel Bio-Diesel
Fuel composition C10-C21 HC C12-C22 FAME
Lower heating value 36,600 32,600
(MJ/m3)
Kinematic viscosity at 1.3-4.1 1.9-6.0
40°C (mm2/s)
Density at 15°C 848 878
(kg/m3)
Carbon (wt%) 87 77
Hydrogen (wt%) 13 12
Oxygen (wt%) 0 11
Sulphur (wt%) 0.05 mx 0.0-0.0024
Flash point (°C) 60-80 100-170
Cetane Number 40-55 48-65
Stoichiometric A/F ratio 15:1 13.8:1

Source: Balat & Balat

 Changes in emissions from diesel engines
using the bio-diesel mixtures relative to the
standard diesel fuel (%)
Fuel CO NOx SO2 PM Volatile
organic
compounds

B20 -13.1 +2.4 -20 -8.9 -17.9

B100 -42.7 +13.2 -100 -55.3 -63.2

Source: A. Demirbas, Energy Policy

 Bio-diesel

YIELD EQUATION (WITHOUT INPUTS)

Jatropha curcas After Jatropha curcas
Plantation Seeds Bio-diesel

1 Hectare 4 years 3.75 MT 1.2 MT

Assumptions ByProduct
• Spacing = 2x2 mts.
• Plant density = 2500 plants
• Seed production per tree = 1.5 kg
• Extraction efficiency = 90% Jatropha
• Oil content = 30-35% Glycerol
• Compost = 65-70% Cake 0.1MT
• Glycerol = 2.5% 2.5 MT
 Bio-diesel
 European Union is leader in production and consumption of bio-
diesel, where more bio-diesel is produced than ethanol
 4.98 million tonnes of bio-diesel was produced in EU in 2006,
which was 77% of global bio-diesel production in 2006
 There is very high tax exemption on bio-diesel in EU

 Germany, France, UK & Italy are the leaders in production of bio-

diesel
 Use of bio-diesel has spread in 21 countries including USA,
Brazil, Malaysia, Thailand, New Zealand etc
 Largest bio-diesel plant currently in operation is in France with a
capacity of 120,000 tonnes/annum
 Production of bio-diesel in India is mainly from non-edible
vegetable oils.
 India is blessed with more than 300 different non-edible oil tree
species that yield non-edible oil suitable for producing bio-diesel.
 Main source of bio-diesel in India is Jatropha curcas and
Pongamia pinnata
 The estimated cost of production of bio-diesel is Rs. 26–28/litre
Disadvantages of Bio-Diesel as Diesel fuel

 Major disadvantages of bio-diesel are:

- Higher viscosity
- Lower energy content
- Higher cloud point and pour point
- Higher nitrogen oxides (NOx) emissions
- Lower engine speed and power
- Injector coking
- Engine compatibility
- High price
- Higher engine wear
 Biodiesel
Programme in
India
 MoPNG, Govt. of India announced a Bio-diesel
Purchase Policy, in Oct 2005 - became effective from
1.1.2006.
 Under this scheme PSU Oil Marketing Companies
(OMCs) are to purchase bio-diesel for blending with
HSD to the extent of 5%
 Purchase price of Bio-diesel was at Rs. 24.50 per litre
during 01.09.2009 to 31.03.2010
 20 purchase centres of OMCs identified all over the
country
 PSU OMCs have not been able to purchase bio-diesel
at the purchase price
 National Mission on Bio-fuels launched
 Target to achieve 20% blending of bio-diesel with
diesel
 National Policy on Bio-fuels
National Policy on Bio-fuels was announced in December, 2009 with
following salient features:
• Bio-diesel production will be taken up from non-edible oil seeds
in waste /degraded / marginal lands
• An indicative target of 20% blending of bio-fuels, both for bio-
diesel and bio-ethanol, by 2017 has been proposed
• Minimum Support Price (MSP) for non-edible oil seeds would be
announced with periodic revision to provide fair price to the
growers
• Minimum Purchase Price (MPP) for purchase of bio-ethanol and
bio-diesel would be announced with periodic revision
• Major thrust will be given to research, development and
demonstration with focus on plantations, processing and
production of bio-fuels, including Second Generation Bio-fuels
• Financial incentives, including subsidies and grants, may be
considered for second generation bio-fuels. If it becomes
necessary, a National Bio-fuel Fund could be considered
• A National Biofuel Coordination Committee, headed by the
Prime Minister, will be set up to provide policy guidance and
coordination
• A Biofuel Steering Committee, chaired by Cabinet Secretary,
will be set up to oversee implementation of the Policy.
 Bio-fuels - Challenges
 High cost of bio-diesel (US$0.70/l for soyaoil based plant)
 Cost of bio-diesel is 1.5 to 3 times higher than fossil diesel
 About 80% of cost is contributed by feedstock
 Bio-diesel from animal fat is cheapest (US$0.4-0.5/l)
 Specific fuel consumption of bio-diesel is higher than diesel
(5-20%)
 Development of non-edible oil seeds with high yield
 Process development for multiple raw material
 Innovative models for cooperative farming
 Variation in cost of feedstock (non-edible oil seeds)
 Variation in production of seeds from season to season
 Material compatibility issues for higher blends of bio-diesel
 Fuel Vs. Food concerns & impact on ecosystem due change in
land pattern
 However, in Brazil increase in ethanol production did not
result in increase in sugar prices
 But production of bio-ethanol from corn has potential of
inflating cereal prices
 Development of processes and technologies for production of
bio-fuels from some algae that can provide up to 50% oil by
weight
 Synthetic Fuels
 Gas to Liquid (GTL), Coal to Liquid (CTL), Biomass to Liquid (BTL)
and Oil sands to Liquid (OTL) are generally called synthetic fuels
 Strong global demand for liquid petroleum fuel and large reserves
of non-petroleum fossil fuels for syn-gas production are main
drivers of synthetic fuels
 High capital cost of synthetic fuel plants and relatively low crude
prices have been main challenges for slow progress of synthetic
fuel so far
 There are ample gas reserves for GTL
 CTL demonstration plants have been set up
 In 1st step gas, coal or biomass are converted into syn-gas (H2 +
CO). This is a well known process used for production of
ammonia, hydrogen and methanol
 Sasol and Shell are world leaders in F-T technology
 CHOREN, a German company operating a biomass gasifier to
produce syn-gas for methanol and electricity production (1998)
 Step 2 – FT Conversion – upgrades syn-gas into waxy
hydrocarbons. Simplified reaction is xCO + 2xH2 = xCH2 + H2O
 In third step wax is upgraded to produce a wide range of
commercial products from petrol to diesel
 FT process produces sulphur free fuel that contain no aromatics,
which are toxic and harmful to environment
Synthetic Fuels
 Coal to Liquid
 Indirect conversion of coal to oil products through gasification
using Fischer-Tropsch synthesis processes – much like gas-to-
liquids production – has been carried out commercially for
many decades
 Global production through CTL production remains limited due
to economic un-viability on account of:
- Large amounts of energy and water used in the
process
- High cost of building CTL plants; and
- volatile oil and coal prices

 Recently, research has been focused on direct liquefaction,

which is much less energy-intensive than the indirect CTL
method, though the liquids produced require further refining
to meet applicable fuel standards, increasing unit costs
 Chinese coal company Shenhua working on a 20,000 b/d
demonstration plant at Erdos in Inner Mongolia and more
plants are planned in China and the United States
 Full commercialisation of direct liquefaction technologies is
expected to develop in future, boosting their deployment in
countries with abundant low-cost coal and freshwater
resources
 Dimethyl Ether (DME)
 DME (CH3-O-CH3) – simple oxygenate
compound
 Easy and clean burning (completely soot less)
synthetic fuel
 Physical properties similar to LPG
 Can be transported as a pressurised liquid
 Can be economically produced from a number of
feed-stocks : coal, natural gas, biomass, pet-
coke
 Versatile substitute for LPG and diesel
 Can also be used as a blended fuel
 DME blended diesel has been successfully used in
diesel engines
 European Union, China and Japan have
developed buses that can operate on DME
Source: IOCL
 CNG Vehicles
 First bus was introduced in Mumbai
in 1997
More than 7,00,000 vehicles
operating on Indian roads (5th in
terms of CNG vehicles)
Buses (~20k), light duty trucks
(~7k), cars (3.4 lakh) and 3
wheelers (3.45 lakh)
Presently CNG network available in
30 cities (Delhi, Mumbai, Pune,
Panvel, Vadoadara, Surat,
Ankaleswar, Noida, Greater Noida,
Ghaziabad,Lucknow, Agra,
Kanpur,Bareilly, Vijayawada,
Hyderabad, Rajamundary, Agartala,
Indore, Ujjain, Dewas etc)
 More than 500 dispensing stations
By 2015, use of CNG vehicles to
cover more than 200 towns
Advantages CNG Vehicles
 Operating cost less than petrol

 Emission levels reduced (HC 80%, CO

50%)
 Negligible sulphur content

 No major change in engine

 Good lean combustion chracteristics

Disadvantages
 10 to 15% power drop due to less
charge density
 Cylinder weight adds to total weight

 CNG distribution network not as

developed as petrol/diesel distribution
network. Therefore, vehicle can be
operated in geographical area having
CNG dispensing facilities
 Not used for 2-wheelers due to CNG
cylinder fitment problem and limited
range
 High NOx emissions
Comparison of gaseous fuel emissions with petrol

Emissions CNG LPG Biogas H-CNG Hydrogen

CO Lower by Lower Lower by Lower by X

30% by 20% 30% 40%

HC Lower by Lower Lower by Lower by X

40% by 30% 40% 50%

NOx Higher by Similar Higher by Lower by Lower by

10% 10% 30% 50%

Source: ARAI
 Comparison of gaseous fuels Vs petrol
Performance CNG LPG Biogas H-CNG Hydrogen
parameter
Power, lower similar lower lower lower
torque
Fuel 20% lower 10% 20% lower 25% lower 30% lower
efficiency on lower
volume
basis
Cost ~ 50% ~ 40% ~ 30% same ~ 100%
Lower lower lower higher
Safety Good Fair Good Moderate Lower

Availability Yes Yes Yes No No

Renewability No No Yes No/Yes Yes

Source: ARAI
Biogas as automotive fuel
 Biogas is a renewable fuel and
can be produced by anaerobic
digestion of agricultural waste
and sewage
 Impurities like CO2 and H2S are
to be removed
 Compressed biogas can be
used as a fuel
 Its is used in trucks and buses
in Sweden. 11 cities operate on
biogas only. More than 4000
vehicles use biogas as a fuel
 Switzerland and Germany are
also using biogas as an
automotive fuel
 Unconventional Gas
 The three main types of ‘unconventional’ gas are:
- Shale gas (found in shale deposits);
- Coal bed methane, or CBM (extracted from coal
beds), and
- Tight gas (which is trapped underground in
impermeable rock formations)
 Recent successful production of ‘unconventional’
gas in the US has sparked a flurry of interest
throughout the world, with dozens of countries
having launched ambitious programmes to examine
whether or not they can also benefit from this
relatively unexplored resource
 Australia is leading in the effort, but China, India
and Indonesia are also seriously investigating their
own ‘unconventional’ gas sources
 Electric / Hybrid vehicles
 A battery electric vehicle (BEV) is a type of vehicle that
uses chemical energy stored in rechargeable batteries
 A hybrid electric vehicle relies on two energy sources,

usually an internal combustion engine and an electric

battery & motor
There are three types of hybrid
Electric vehicles:
- Series hybrid
- Parallel hybrid
- Series parallel hybrid
 Electric vehicle Programme in India
 Electric vehicles in India are in nascent stage
- Scooters – About 25,000
- 3 wheelers
- Cars in limited numbers on roads (~1500 Nos.)

 A new programme on Battery Operated Vehicles, plug-hybrid vehicles

and hybrid electric vehicles launched in Nov. 2010 by MNRE with
following targets:
2010-11 2011-12 CFA (Rs.)
2-Wheelers 30,000 1,00,000 4k-5k
3-Wheelers 100 166 60k
Passenger cars 140 700 100k
Bus-Mini bus - - 400k

 Central Financial Assistance (CFA) is limited to about 20% of ex-works

cost of the vehicle subject to ceiling amounts mentioned above

 Individuals and institutional users are eligible for CFA

Electric vehicle: Perceptions and Concerns of Users
Perceptions

 Environmental friendly
 Zero noise and zero pollution
 Easy to drive and park
 No need to use petrol / diesel

Concerns

 Range
 How to charge?
 What happens if battery gets discharged while driving
 It is small
 PHEV
 PHEVs offer a potentially important transition
to EVs
 This can be achieved by providing a larger
battery and plug-in options in hybrid vehicles
that have engine & battery-motor
 Such vehicles can run on electricity for
longer distance on electricity rather than on
petrol/diesel, particularly in cities, where
average daily running distances are low
 PHEVs may not require heavy investment in
infrastructure as vehicle is not solely
dependent on electricity and can cover full
driving range on petrol/diesel
Source:
 is at the heart of the evolution of the energy system

•Decarbonisation : Changing ratio of carbon to hydrogen

atoms in each succeeding energy source
•Fuelwood - Highest ratio of carbon to energy and
hydrogen atom - 10:1; Coal is 2:1; Oil and Natural Gas
is one carbon to 2 - 4 hydrogen
•Each successive energy source emits less CO2 than
its predecessor
•Hydrogen completes journey of decarbonisation

FUELWOOD COAL OIL HYDROGEN

 Fuel Roadmap for Future

Hydrogen

Electric vehicles

2nd Generation bio-fuels

(BTL)
Conventional fuel
High contents of 1st Generation bio-fuels
sulphur and
aromatics

CNG and synthetic fuels

Improved conventional fuels

Past Present Future

Thank You

55