H.J.

THIM TRUST’S
Theem College of Engineering
Boisar,Chillar Road,Boisar(E),Tal & Dist.Palghar,Pin-
401501

Academic Year 2019-2020

Certificate
This is to certify that the micro project report has been submitted by following
student
(Last (First Name) (Middle (Enrollment
Name) Name) No.)

Mr. Shaikh Faheem Riyaz 1716350061

This project work has been completed by Third Year students of program
Mechanical Engineering, of Refrigerator and air conditioning engineering (22660)
as a part of term work prescribed by Maharashtra State Board of Technical
Education, Mumbai.
We have guided and assisted the students for the above work, which has
been found Satisfactory/Good/Very Good.
___________________ ___________________ ___________________
Name and Signature Name and Signature Name and Signature
Of Of Of
Teacher/Guide H.O.D Principal

MICROPROJECT REPORT ON
Comparative study of different alternative fuel available in India

SUBMITTED BY:

Mr. Shaikh Faheem Riyaz

PROJECT GUIDE

Prof. Imran J miraz

DEPARTMENT OF MECHANICAL ENGINEERING

H.J. THIM TRUST’S

THEEM COLLEGE OF ENGINEERING

Boisar,ChillarRoad,Boisar (E),Tal.Palghar

Dist.Palghar,Pin-401501

2020-2021

Declaration
I declare that this written submission represents my ideas in my own words and
where others ideas or words have been included I have adequately cited and
referenced the original sources. I also declare that I have adhered to all principals of
academics honestly and integrity have not misrepresented or fabricated or falsified
any idea/data/fact/sources in my submission. I understand that any violation of the
above will be cause for disciplinary action by the institute and can also evoke penal
action from the source which has thus not been properly cited or from whom proper
permission has not been taken when needed.

Mr. Shaikh Faheem Riyaz

Acknowledgement
It’s my pleasure to take this opportunity to thank wit deep sense of gratitude to our
guide ,staff members of -MECHANICAL- Department and everyone who have
directly or indirectly contributed to our project as a success. With immense pleasure
we express our deep sense of gratitude and vote of thanks to our project guide Prof.
Imran J miraz for his constant interest ,motivation and valuable guidance during
work and completion of this project report.
We are very thankful to Lectr. Prof. Imran J miraz and the whole
staff -MECHANICAL- Department for giving us the opportunity to work on this
project and for his extensive co-operation and guidance. We offer sincere thanks to
Principle Sayyad Layak and HOD Prof. NitinGalwade (Head of Department) for
their inspiration and providing full administrative support and department
infrastructure facilities for this report.
We are also very thankful to all those who supported us without which
project would not have been completed successfully.

Mr. Shaikh Faheem Riyaz

Comparative study of different alternative fuel available in India

INTRODUCTION:- With the stock of fossil fuels diminishing throughout the

world and demand for energy based comforts and mobility ever increasing, time is
ripe that we strike a balance between energy security and energy usage. Moreover
having uplifted to such a sphere of engineering excellence, reverting back to the
ages of the bull carts will prove next to impossible thereby compelling us to search
for a basket of alternative fuels to derive energy to cater to our needs. Several
sources of energy, especially for driving the automotives are being developed and
tested. Judicious utilization of this basket of energy is the call of the hour for a
nation to see itself through the tough days ahead.

Today's engine development is heavily controlled by increasingly stringent

emission legislation, leading to rapid developments. The EEV (Enhanced
Environmentally Friendly Vehicles)-standards is coming into force for polluted
cities, creating an extra incentive for the development of extra clean vehicle
technology. The future of gaseous/alternative fuels depends on the maximum of
polluting emission allowed, the technology available and the cost of concepts
developed. Promising developments are taking place in the area of the
conventional prime mover, the diesel engine. At the end of the day the concept that
fulfils all legislative requirements and can be sold at the lowest price will be the
winner. And that may be an engine running on a conventional or on an alternative
fuel or most likely on both. The alternatives to petroleum-based fuels must meet
the following criteria, if they are going to be used widely for transportation. -
Technical acceptability - Economically competitive - Environmentally acceptable -
Safety & availability. Based on the above criteria, several alternate fuels have been
considered from time to time all over the world as low cost substitutes for gasoline
and diesel. Lately they have gained importance as clean fuels. The prominent
among these are, boidiesel, electric fuel, ethanol, hydrogen, methanol, natural gas
(CNG/LNG), propane (LPG), DME, P-series and solar fuels.
India is the one of the fastest growing economies and poised to be 5th largest
economy of the world very soon. India has adopted the strategy of inclusive and
human centric economic growth to raise the living standards of its masses. The
availability of energy and its per capita consumption is the one of the key
indicators of the living standards of the citizen. Therefore, India has been over the
decades consistently striving for raising the per capita energy consumption with
focus on eradication of poverty in the country. Government of India is pursuing
development agenda with the strategy to meet the intent of providing electricity to
all census villages by 2019, 24x7 electricity & 175 GW of renewable energy
capacity by 2022 as well as reducing the energy emissions intensity by 33%-35%
by 2030 as per the NDC targets and enhancing the share of non-fossil fuel-based
capacity in the electricity mix is aimed at above 40% by 2030. The Government
has also rolled out a roadmap for reduction of import of crude oil dependence by
10% by 2021-22 by enhancing the domestic production of oils, mineral oils and
alternative fuels. India is one of the major oil importing countries to meet 80% of
its total requirements. Presently, India’s transport sector account for about 6.7% of
India’s Gross Domestic Product (GDP) and diesel is used in about 72% of
transportation sector, petrol in 23% and remaining usage comprises other fuels
such as CNG, LPG etc. Estimates have indicated that total requirement of
petroleum products in FY 2017-18 was about 210 MMT and out of the total
demand only about 17.9% was met from domestic production. There is huge gap
between domestic production and the requirement which could be met only by
either enhancing the crude oil production or increasing the production of
alternative fuels to avert any major crisis. The road transport sector, one of the
major energy consumers in the country, has been growing at a steady pace and
India is moving towards becoming the world’s 3rd largest automobile market in
the next few years, which will put Growth of industry will put pressure on fuel
imports 80% of India’s Energy demand is met with imported fuel – A risk on
India’s energy security Data based on PPAC estimates and future projections at a
year-on-year increase in demand by 7%. 6 pressure on India’s energy requirements
to fuel this growth. At the same time this will also have an impact on the
contribution of transport sector towards the CO2 emitted.

India’s fuel consumption in road transport sector in Million Metric Tons (MMT) is
as given in Further, the emission standards for automobile industry are being made
stringent to mitigate the air pollution and its adverse impact on the environment
and human health. Government of India has introduced BS-IV emission norms
across the country from 1st April 2017 and would leapfrog to BS-VI emission
regime from 1St April 2020. This would require major changes in the vehicle
technology and fuel refineries to meet the emission targets. Based on these
directions, for developing strategies for different sectors of road transport,
consideration has been given to meet the two major objectives: 1. Improving
India’s Energy Security – Reduced dependence on imports of crude oil 2.
Improving Environment – Reducing impact from transport sector in terms of CO2
and tailpipe emissions In order to meet the aforesaid objectives and targets, India is
taking multipronged measures to expand the domestic energy production in terms
of oil, gas, coal, nuclear and hydropower in the coming decade. Despite several
options and opportunities, alternative fuels are struggling to occupy a significant
energy space. India in 2016 achieved its highest ever ethanol market penetration, a
gasoline blend rate of 3.3% but dropped to 2.3% in 2017 on average across the
country. The alternative fuels provide the best option to replace the traditional
fossils and provide opportunities for reducing the import of oil bill, mitigation of
pollution, and can be produced sustainably. Moreover, India with plentiful natural
renewable energy resources can exploit them for achieving the economic and
social development in an environmentally compatible manner. The alternative
fuels are in focus across the world due to their inherent benefits in terms of
economy, high quality of energy, environmental compatibility and renewability.
Therefore, several countries like USA, Brazil, Canada, Australia, China, Thailand
and most European countries are in the process of transition to move over to higher
share of alternative fuels to avoid the economic and environmental crisis which
may to emanate from depleting fossil fuels and their fluctuating prices. Off late, the
Government is emphasizing on the need of a comprehensive and inclusive policy
on the alternative fuels focusing on low hanging fruits like CNG, LPG/LNG, bio-
diesel and biofuels with a clear road map for enhancing the Energy security and
environmental improvements are two major National Objectives 7 *numbers are in
millions production of alternative fuels and commensurately reducing the reliance
on the fossils fuels. Fuelling the automobile sector today Road transportation is
predominantly based on fossils fuels viz. diesel and gasoline. Other fuels like
CNG, LPG, LNG are increasing their share in the present energy mix. However,
the growth of alternative fuels is struggling due to several reasons which include –
proper linkage upstream and downstream of life cycle of alternative fuels, assured
supply of good quality of feedstock, cutting edge technology, lack of financial
instruments, etc. In 2016-17, the estimated number of vehicles in India were
257.32 million. Although the number looks staggering, the fleet comprised two-
wheelers to the extent of 75%. This kind of a mix of fleet also has a peculiar
demand on the liquid fuels.

Also, it should be considered that such vehicles will need to be run with the
conventional fuels to avoid any failures in field. Hence, a parallel dispensing of
alternative fuel needs to be built into the design of the program. The road transport
sector mainly runs on two fuels viz. gasoline and diesel in addition to CNG to
some extent. While transport sector consumes almost all of gasoline, 70% of diesel
fuel is used up in transport sector. Two-wheelers consume more than 60% of
gasoline while the rest is consumed by cars. It should be noted here that diesel
consumption in the country is around 82% of the total liquid fuel consumed
(gasoline and diesel combined). Therefore, any efforts to reduce diesel
consumption will lead to higher benefits. India’s consumption of diesel and petrol
is given below. The data indicates that about 76 MMT of diesel and about 24
MMT of gasoline is consumed by all sectors. 2 Wheelers; 194.04; 75% 3
Wheelers; 11.47; 5% Commercial Vehicles; 12.40; 5% 4 Wheelers; 36.37; 14%
other vehicles categories 3.05, 1% 22.6 81.6 Petrol Diesel Fuel Consumed, MMT
Fuel Consumption, 2016~17 Figure 2.2: Share of various types of vehicles and fuel
consumption (MMT) 8 Out of this consumption, it is estimated by SIAM that
about 100% of Gasoline and about 50% of the Diesel is used by the Road
Transport Sector. Breakup of the consumption of Diesel by the various sectors are
given in the following figure. To conserve and to reduce the consumption of fossils
fuels, the Government of India notified fuel economy norms for M1 category of
vehicles which have come into force from April 2017. The next stage of fuel
economy norms for 2022 have also been notified, which are stringent and will need
a greater influx of high-end technologies to improve the efficiencies of the vehicle.
The reduction of average fuel consumption from 2005 to 2022 will be as high as
26%. The fuel consumption norms for heavy commercial vehicles (trucks and
buses) are also in the advanced stage of finalization. Now efforts are being Figure
2.4: Apportionment of diesel usage in vehicle types (SIAM Estimate, 2013) Trends
in consumption of diesel and petrol in MMT (Source PPAC) 9 made to lay down
the norms for Medium & Light Commercial Vehicles (M&LCV’s) and in future
similar norms may also be considered for twowheelers. While the efforts to
improve the fuel efficiency of all modes of transport are definitely going to help
reduce the new fleet fuel consumption and in the long run will also have a positive
impact on the reduction of growth rate of fuel imports, considering already
enormous dependence on fuel imports, these efforts need to be substantiated with
many other complementary efforts to have a bigger impact. While one such major
effort is electrification of fleet, India needs to work on other options also, to
compliment this effort, considering the ultimate objective of improving India’s
energy security. These efforts will be to develop engines and vehicles to run on
alternative fuels, in order to diversify the fuel usage within the transport sector.
This holds potential to use our indigenous resources and at the same time reduce
the CO2 from vehicle fleet. In addition, on a well to wheel (WTW) basis, CO2
emission reduction will directly reduce GHG emissions from road vehicles.
Alternative Fuels options in India for Automotive Purposes Alternative fuels
like CNG / LPG / LNG / Hydrogen and biofuels like ethanol / methanol / bio-
diesel would form the options of alternative fuels. As far as biofuels are concerned,
though the Government had formulated the biofuel policy in 2009, with ambitious
targets of 20% biofuel blending, the actual blending was far less due to a number
of reasons. There is still a possibility for achieving the targets set up under
initiatives like Ethanol Blended Petrol program, National Bio-diesel Mission, Bio-
diesel Blending program, etc. Similarly, India embarked on an ambitious plan of
spreading CNG across various regions of the country, which would have also
enabled shifting vehicles to CNG fuel. Manufacturers developed vehicles and
today most of these vehicles are made in house meeting all emission and safety
norms. However, the spread of CNG did not happen as per plan and today the
penetration is limited only to areas where either it is mandated by law or the gas
infrastructure is developed, limiting its impact on fuel substitution. For defining
any new policies to give a fresh impetus to alternative fuel usage in automotive
industry, it is important to review the current status and look at the reasons why the
penetration of such fuels could not be achieved. Given below is the current status
of the different biofuels and other low carbon fuels in India. a. Status of Various
Alternative Fuels i. Bio-Ethanol The most common biofuel, bio-ethanol, is
produced from biomass containing sugar-based components, like sugar cane, sugar
beet, sweet sorghum. It is also produced from starch containing materials such as
corn, cassava, algae including cellulosic materials viz. bagasse, wood waste,
agricultural and forestry residues or other renewable resources like industrial
waste. However, in India 98% ethanol is produced from sugarcane molasses.
Announced / Notified Policies of Government of India: 1. 2003: Mandated 5%
ethanol blending 13 states and UTs and made 2. 2006: 5% universal blending 3.
2008: 10% blending pan India in 2008 4. 2009: National Policy on Biofuels - 20%
blending of ethanol by 2017 5. 2013: Mandated 10% mandatory blending to
achieve national average of 5% 6. 2015: Notified use of flex fuel E85 and ED95
for vehicles 7. 2018: Clean Air-Better Life (Report by NITI Aayog and CII) –
Achieve E10 in Delhi by 2022 8. 2019: OMCs to sell 10% EBP or any percentage
as per BIS, from 1st April 2019 11 Government of India announced various
policies from time to time regarding blending of ethanol with gasoline in various
proportions, as seen in the figure

Since 2008, two-wheelers and passenger vehicles were made material compatible
with 10% ethanol blended fuel. Vehicles made prior to 2008 cannot run with such
blends of fuel and hence parallel dispensing of E0/E5 is required.
Availability Against the target of 10% set by MoP&NG in 2013, OMC’s could
only achieve an all India average of 2.3% ethanol considering blends of E0, E5 or
E10 at various geographical locations in 2016. In order to meet 10% ethanol
blending target, about 440 crore liters of bio-ethanol would be required, the present
estimated production is 300 crore liters only. Therefore, Government is
emphasizing on production of bio-ethanol from lignocellulosic biomass such as
corn cobs and stems, bagasse, cane trash, rice straw, wheat straw or other non-food
biomass feedstocks. To bridge the yawning gap between production and demand,
the Government has given go-ahead to establish the country's first
SecondGeneration (2G) ethanol plant at Kashipur in Uttrakhand in 2016 to convert
all types of agricultural residues to ethanol in less than 24 hours, with optimum
product yields. The plant, which has a capacity to consume 10 tons of biomass per
day, is based on the globally-competitive indigenous technology. Another new
advanced bio-refinery plant, set up in 2017 in Pune, boasts of integrated production
capability of one million liters of ethanol a year, from a variety of biomass. This
plant, located in Pune allows manufacture of ethanol from a range of agricultural
waste. Transportation and Storage Currently major transport of ethanol and
blended fuel happens through road and rail, through which ethanol producers
supply ethanol to storage depots of Oil Marketing Companies (OMC’s). Major
challenge in fuel ethanol downstream is limited ethanol storage capacity at depots
and therefore OMCs are trying to build more and more storages to match the
supply & demand. In future, with 10% or higher ethanol blending in gasoline and
2G ethanol production becoming reality, it would be necessary to move beyond the
ad-hoc strategy of augmentation of storage capacity at depots. Global experiences
have confirmed that biofuels, including ethanol, and gasoline blends can be
transported in liquid pipelines, rail, truck, barge, and marine transport. Physical
and chemical properties of cellulosic ethanol, especially its affinity to water and
resultant corrosivity, present operational challenges. Although in India pipelines
are not used for ethanol transportation, pipelines are considered to be the safest,
most reliable, economical and environmentally favorable way to transport liquid
fuels. This would require higher ethanol production volumes or technological
interventions/innovations to allow using mixed product pipeline. Cost At present,
given the strong linkage of the Ethanol Blended Petrol (EBP) Programme to the
domestic sugar industry, the price of ethanol is impacted by the price of sugarcane
and the demand for sugar. Due to the inconsistency of ethanol supply in most
States, Inter-State movement of ethanol plays an important role in ensuring its
availability across different States in the country. One of the major problems being
faced by OMCs and ethanol suppliers is the varying structure of taxes and duties
levied by the states. For the Inter-State movement of ethanol, dispatching States
levy an export fee while the receiving State levies an import fee. The extent of
these duties varies from State to State, thus leading to further difficulties for OMCs
and the suppliers. The absence of standardization in tax rates for Inter-State
movement of ethanol, makes ethanol availability uneven across different States,
resulting in difficulties in implementing the blending mandate. Moreover, since
ethanol is not available in all States, the implementation of these duties discourages
seamless Inter-State movement of ethanol for blending purposes and the creation
of a unified national market. The price of production of sugarcane varies from
State to State owing to variation in soil quality, climate, fertilizer requirement,
water availability and productivity level, based on which the State governing
bodies decide on the State Advised Price (SAP). This results in high difference in
the price demanded by sugar mills and the benchmark price set by OMCs which
discourages sugar mill owners from diverting ethanol produced by them for fuel
blending. In December 2014, the Government of India adopted a fixed 13 pricing
policy for bio-ethanol where the price range was set between INR 48.5-49.5 per
liter. Additionally, on October 13, 2016, the CCEA revised ethanol prices at INR
39/liter from December 1, 2016 to November 30, 2017 for supply to OMCs to
carry out the EBP (Source: PIB Press release). ii. Bio-Diesel Bio-diesel is a methyl
or ethyl ester of fatty acids (fatty acid methyl ester, FAME) produced from non-
edible vegetable oils, acid oil, used cooking oil or animal fat and bio-oil.
Government of India notified policies for blending biodiesel as given in the figure
below: The Government of India had initiated a Bio-Diesel Purchase Policy in
October 2005 and permitted the sale of bio-diesel (B100) by private manufacturers
to bulk consumers. Retailing of bio-diesel blended diesel by Public Sector Oil
Marketing Companies (OMCs) has started on 10th August 2015 for blending with
High Speed Diesel (HSD) to the extent of 5% at identified 20 purchase centers
across the country. Vehicle Compatibility Passenger vehicles and commercial
vehicles today are material compatible with 5% bio-diesel blended diesel.
Availability Despite the blending targets outlined in the previous biofuels policy of
the Government, the percentage blending of biofuels was not encouraging enough.
The bio-diesel blending so far is approximately 0.001%. The lower bio-diesel
blending is attributed to inadequate feedstock availability due to lack of proper
provision of incentives to farmers or producers of feedstock.

Bio-diesel used for the blending programme is presently being manufactured from
imported sources like palm stearin. Presently, India has five to six plants with
capacity to produce 10,000 metric ton to 250,000 metric tons (MT) of bio-diesel
per year, although the actual capacity utilization is not more than 32% which
accounts for only 0.001% average bio-diesel blending possible in India. Large
scale blending of B100 and releasing B5 is achieved mainly in Tamil Nadu
(Korukkupet), Telangana (Hyderabad) and West Bengal (Mourigram) and few
other states. As per IOCL 5% bio-diesel (B5) is being sold from almost 5,400
outlets.
Methanol Methanol (CH3OH) is an alcohol fuel which is clear and colorless being
produced by variety of sources like biomass, natural gas, coal and cellulose.
methanol can also be transformed into di-methyl ether (DME). The production of
methanol is highly economical from natural gas, biomass and coal. Government of
India (NITI Aayog) is planning usage of methanol in automotive purpose. Vehicle
Compatibility Two-Wheelers and Passenger Vehicles running on gasoline are not
compatible with methanol blended fuels. Though E10 material compatible vehicles
may be also material compatible with M3 blends, which needs to be verified
though, for any higher blends of methanol, vehicles and engine components will
need material changes and specific calibration. Methanol has been found to be a
much more aggressive material. Corrosion of metallic parts and degradation of
rubber / plastics are the main development challenges. Vehicle cold startability and
hot re-startability are the operational challenges. Hence, methanol blending would
necessitate material changes and specific calibration in the vehicles along with a
separate dispensing infrastructure at the fueling stations for methanol compatible
vehicles while normal gasoline (as per BIS specifications of BS-VI commercial
fuel) shall be supplied parallelly for old vehicles not compliant to methanol and
ethanol blends. Availability India is at a nascent stage in methanol production and
usage, but the Government of India is of the view that India has a large potential
given its wide applications. Presently methanol is produced only as a chemical and
there are 5 main producers of methanol in India – Gujarat Narmada Valley
Fertilizer & Chemicals Limited, Deepak Fertilizers, Rashtriya Chemicals and
Announced / Notified Policies of Government of India: 1. NITI Aayog, the think
tank of Government of India has started plans for transition to Methanol Economy
in India 2. Union Minister for Transport has announced that India will leapfrog to
‘Methanol Economy’ to reduce the import oil bills as well as to reduce the
emissions. 16 Fertilizers, Assam Petrochemicals and National Fertilizers Limited.
The following figures would give an overview of the methanol industry in India.

Presently most of the methanol produced in India is from natural gas. This is not a
favorable source of raw material as natural gas is not abundantly available. NITI
Aayog is making a plan to use methanol as a fuel and they are looking forward to
producing methanol from coal, however, Indian coal is becoming difficult to use
directly due to environmental issues. The tailpipe emissions from methanol usage
(i.e. at the consumption end) are quite low in comparison with conventional fuels
like gasoline and diesel, however, the Well-to-Wheel (WTW) emissions for coal to
methanol production is 190 grams of CO2 e/MJ of fuel, whereas the same number
for gasoline production is in the range of 95-100 e/MJ.
CONCLUSION & RECOMMENDATIONS India has less than 0.4 percent of
the world's crude oil deposits and rising oil imports are a major drain on the
country's foreign exchange reserves. Expecting a steep rise in annual energy
demand for power and transportation in the coming years, development of
renewable energy technology options especially for the transportation sector has
become a major thrust area now. The Government has been funding renewable
energy programmes since the early 1980s. Parallel research and projects are being
undertaken aiming at exploring alternative road transportation fuels but
commercialization of various alternatative fuels still remains a dream though
introduction of CNG happens to mark a step in the right direction. The merits of
alternate fuels are well recognized but fuel cost is very often perceived as the
bottleneck for promotion of the fuel. Like any other new technology, cost of new
fuel may be higher at the inception stage but as economies of scale exists for a
product like auto-fuel, which caters to mass consumption, the cost factor
smoothens with time making these fuels competitive with the existing one.
Moreover, when the feedstock is domestic and renewable, it gives dividends by
making the local market economy more vibrant. Therefore, any alternative fuels
programme deserves greater Government support and will to succeed. Taking into
account the feasibility, emission benefits and other logistics, the following issues
may be considered for exploring any new alternative fuels in the country: - The
need for creation of a National Alternative Fuels Coalition (NAFC) is increasingly
felt now. The coalition should have participation from all concerned agencies and
ministries including automobile manufacturers, refiners, NGOs, etc. - The long-
term policy goals should be neutral to all types of vehicle fuels, both conventional
fuels and alternative fuels. Fuel options may be many but choice of use should
always be the users' preference. - Availability of surplus conventional fuels
outstripping the demand should not become a market barrier for introduction of
alternative fuels. - Pre-requisites like proper retail-fueling infrastructure,
toxicological study of the fuels, demand supply logistics; legislative and regulatory
formalities should be accomplished well in advance prior to lunching a new fuel. -
Temporary financial incentives for both the public and private sectors can help
push the marketplace to develop an alternative fueling infrastructure and offer a
greater variety of fuels for sale. Modest state financial incentives can potentially be
justified by the energy security, risk reduction, trade balance, economic
development, and environmental benefits that are possible from a greater use of
alternate fuelled vehicles (AFVs). Various incentive approaches should be
considered including incentives for alternative fueled vehicle purchases, retail
fueling infrastructure and in-state production of alternative fuels. Should one or
more incentive approach appear warranted, it should be justified by an analysis of
estimated benefits and costs. Incentives should be temporary and discontinued after
AFVs comprise a significant portion of the motor vehicle population. - Some field
trials with various alternative fuels already exist in India but most of the studies
were conducted on old vintage vehicles. Considering the recent developments in
technologies, it is recommended to carry out comprehensive field trials with new
technology vehicles in Indian conditions. Institutes like IIP, IOC (R&D), etc. are
capable of doing such studies and Government may avail funds to the concerned
sectors for enhanced R&D in this field. - Information dissemination with regard to
the merits and demerits of alternative fuels play an important role in promotion of
the fuel. Intensive public awareness campaigns need to be initiated by the
responsible institutions to educate the common public regarding the facts and
myths of alternative fuels.