Research and Demonstration

The use of ethanol as an oxygenate or as a transport fuel has been taken up in a large way in Brazil, USA, Sweden, etc. In India, research and development and demonstration projects were supported during 1986 onwards by the then Department of Non-Conventional Energy Sources (DNES), now upgraded to the Ministry of Non-Conventional Energy Sources (MNES). Diesel to Ethanol in DTC Buses

The Indian Institute of Petroleum (IIP), Dehradun studied various options for the use of alcohol in diesel vehicles at their laboratories. Tests with the fumigation concept proved to be a better option for its use in India, particularly while introducing a new fuel in the market place. A dual fuel retrofit kit for the operation of diesel vehicles with alcohol was developed and field tested. To establish the feasibility of the utilization of alcohol fuel in diesel vehicles through the dual-fuel mode, DNES supported Phase-I of an R&D project in July 1986 for operating 10 Ashok Leyland buses of Delhi Transport Corporation (DTC) at their Mayapuri Depot using methanol in dual-fuel mode. The trials were successfully completed in March 1989. Phase-II of the project for demonstration trials on 25 DTC buses using ethanol in diesel vehicles through dual-fuel mode was further supported by DNES in December 1989.

The Indian Oil Corporation (IOC) was given the responsibilities of procurement, storage and dispensing of ethanol. Twenty-five retrofit kits were fabricated by IIP and fitted with 25 Ashok Leyland buses at Mayapuri Depot. The facility has a 10-kl underground storage tank and dispensing pump (see photo). Under the retrofitted mode, engine performance analysis of five buses was carried out in regard to lubricant degradation. The ethanol fuel used was doped with 0.2% croton aldehyde as a denaturant and 0.001% methylene blue to impart distinct colour by the distillery under excise rules to prevent misuse. The fuel was further doped with 20 ppm brucine as a taste deterrent. IIP also trained and familiarized DTC staff with the operation and handling of the dual-fuel system, including safety training. The optimization of ethanol induction system was carried out through evaluation of different jet sizes and possible use of an emulsion tube.

The distance travelled, and fuel and oil consumption were noted daily by the DTC operational staff and entered in a logbook. The data collected was evaluated for fuel consumption (km per litre), diesel replacement (percentage), oil degradation, driveability and smoke emissions (see table).

Project Highlights Dual-Fuel Operation on Ethanol
No. of buses	25
Make	Ashok Leyland
Total km Covered	21.28 lakh km
Diesel Replacement (final phase)	4.9%
Control Trials Diesel Replacement	10.5-23.8%
Smoke Reduction	Up to 40%
Driveability	Better
Wear/Deposits	Comparable
Oil Degradation/Consumption	Comparable

The Delhi Government Project

Subsequent to the successful completion of the demonstration project on the use of ethanol in a dual-fuel mode in diesel buses, a demonstration project to test ethanol and gasoline blends in Delhi Administration petrol-driven vehicles was sanctioned by MNES in 1991 at the Indian Institute of Technology, New Delhi. IOC installed two underground tanks of 20 kl capacity each at petrol pumps in North Delhi for the storage of anhydrous ethanol and 10% ethanol gasoline blends. Ninety-three Delhi Administration vehicles including 18 Ambassador cars, 14 Mahindra jeeps, 13 Maruti Vans and 48 Maruti Gypsy were run on the gasoline-ethanol blend and a total of about 18 lakh km was logged by these vehicles. The blended fuel gave comparable kilometerage without any breakdown or operational problems.

Project Highlights
No. of Vehicles	93
Total Distance Logged	17.87 lakh km
Petrol Saving	20,000 liters
Operation of Vehicles	Cooler and smoother
Effect on Engine Oil	No adverse effect
Emissions	Reduction in CO and HC
Fuel Economy	Comparable with neat gasoline operation

Conclusion

MNES has thus supported R&D and Demonstration Projects on the use of methanol and ethanol in diesel and petrol vehicles. MNES may consider more R&D and demonstration projects on the use of a higher percentage (more than 10%) of ethanol in vehicles. Larger demonstration projects and the commercialization of ethanol as a fuel in the transport sector needs to be taken up by the Ministries of Petroleum and Natural Gas, Non-Conventional Energy Sources, Food and Consumer Affairs, Surface Transport, and Finance in a coordinated manner.

Courtesy: Mr N P Singh, Adviser, Ministry of Non-Conventional Energy Sources, Government of India Block # 14 CGO Complex, Lodhi Road, New Delhi-110003 Telefax: 436 2288; Web: mnes.nic.in

Back

Ethanol is likely to emerge as an alternative transportation fuel in India. With a strong agricultural base, India is one of the largest producers of sugarcane and sugar in the world, second only to Brazil, which is the world leader in sugarcane production.

With the exponential growth of automotive vehicle population in India, the impact on our society of the twin problems of exhaust emissions and the depletion of our precious foreign exchange reserves for importing non-renewable petroleum crude and products to keep the wheels moving, will indeed be very severe. Now we spend more than Rs 60,000 crores annually to import over 70 million tons of petroleum products. This expenditure is likely to increase every year as the vehicle population increases. Unless some viable, innovative and cost-effective programs are evolved and implemented, our country will face serious environmental and economic problems. Due to unlimited use of fossil fuels the level of unregulated carbon dioxide emissions is also likely to increase.

In view of the above, among other options, ethanol as a transportation fuel is likely to emerge as a strong alternative in India. India is one of the largest producers of sugarcane and sugar in the world (second to Brazil). Brazil has a sound ethanol fuel policy and has established an adequate technological base for effectively utilizing its annual hydrous and anhydrous ethanol production of 13.5 billion liters. Needless to say that most of it is used as motor fuel. Brazil uses only gasohol (24% ethanol and 76% gasoline) and Alcool (neat ethanol) for running their passenger cars. The automotive industry and the oil industry have kept in line with the ethanol fuel policy of the Government. India is yet to evolve a viable ethanol fuel policy even though it has an adequate technological and human resource base. India has an installed capacity for producing 2.7 billion liters of hydrous ethanol but produces not more than half its installed capacity. We do not use ethanol in our transportation sector at all even though ethanol, a renewable fuel, will reduce automotive tail pipe emissions considerably. To start with a mixture of ethanol and gasoline can be used in India. E5 (5%) and E10 (10%) can be used in existing engines without any modifications. As we increase the production level of ethanol we can opt for Flexible Fuel Vehicles (FFVs) which run with E85 (85%) fuels. In fact these engines will run with different mixture ratios of petrol and ethanol, the range being 15% to 100% petrol and 85% to 0% ethanol. Such FFVs have been developed by all the three major automobile manufacturers in the US. They meet more than the emission level requirements. An optical fuel sensor in the fuel line and an electronic control unit regulate the fuel supply depending on the ratio of ethanol and gasoline in the mixture at any particular point of time. The main advantage is that FFVs can be operated even when an adequate amount of E85 fuel is not available at any time.

Hybrid Power Vehicles

Any further reduction in emission levels and fuel consumption can be achieved only by adopting major changes in the power train of an automobile. One such change that is emerging is the Hybrid Power Train. A vehicle with an Hybrid Power Train has both a conventional IC Engine power system and an electric motor battery power pack. Such Hybrid vehicles are becoming popular in the US and Japan as they offer twin advantages: reduced emissions and better fuel economy. There are quite a few prototypes and regular models from Toyota, Honda, Nissan, Ford, GM and Daimler Chrysler.

There are two types of Hybrids: parallel and series. In the series system, the IC Engine drives a generator which charges the battery which in turn supplies energy to run an electric motor. The electric motor provides the final drive. In the parallel system, which is more popular, the IC Engine and the electric drive are connected parallel to the final transmission. The Hybrid vehicle at the time of starting and at low speeds uses only the electric drive route thus operating in Zero Emission Mode. At higher speeds and loads the IC Engine automatically steps in and supplies the additional power required. Again, when the charge level of the battery pack is reduced, the IC Engine generator combination recharges the system. The IC Engine is always operated on optimum efficiency conditions so as to achieve maximum efficiency with low emissions. The choice of capacities between IC Engines and Electric power packs will depend on several factors and can always be optimized. But the role of the electronic control unit that is the brain behind the successful operation of the system with the help of several sensors need not be overemphasized.

The author had a pleasant experience of having driven a Toyota Prius Hybrid Vehicle in California recently. It is needless to say that it was an exciting experience to drive a car which produces 50% low pollution and gives almost twice the mileage without sacrificing the normal comforts, as compared to a conventional IC Engine driven vehicle. Can India plan and produce an optimized Hybrid car, which will run on a flexible fuel mode to conserve the country’s scarce fossil fuel reserves and to drastically reduce tail pipe emissions? It is possible as major multinational car manufacturers who have set up plants in India like Ford, General Motors, Hyundai, Toyota, etc. in their own countries of origin have the design and prototype models ready. Why are they not bringing them to India? This is a matter of concern. Conclusion It is gratifying to note that after the recent visit of our Petroleum Minister to Brazil, the chances of using gasohol in India is becoming a reality. The pilot projects in Maharashtra and UP should be expanded to more areas soon. It is reported that the Government of India will sign an MOU with the Government of Brazil for sharing experiences in using ethanol as a fuel in the Indian transport sector. It is a step in the right direction and should have been done a long time ago.

Brazil has a sound ethanol fuel policy and has established an adequate technological base for effectively utilizing its annual hydrous and anhydrous ethanol production of 13.5 billion liters.

The Government should interact with the automobile industry to bring out models of Flexible ethanol-Fueled Vehicles in India to reduce our dependence on imported fossil fuels and to reduce environmental pollution from our automobiles. In the recently announced US Energy policy ethanol fuel usage finds a prominent place. It is high time that we in India also take a very serious view of utilizing this wonderful renewable fuel which can be produced in many parts of our country.