 Mari kita melihat pilihan C, di mana kita mempunyai biomas gasifier. Jadi di sini, apa yang kita lakukan adalah kita mempunyai biomas gasifier di mana kita mempunyai biomas gas. Kemudian kita mendapatkan gas produsor. Gas produsor ini mempunyai diesel engine, engine fuel fuel. Ia boleh juga pergi ke engine spark agnesi yang sederhana, supaya ia boleh menjadi, tetapi engine fuel fuel juga mempunyai sederhana diesel. Kemudian ini dibuat ke pump. Dan ini adalah output energi. Jadi kita mempunyai 3 gigajin. Sekarang, untuk engine fuel fuel ini, biasanya ada perjalanan setiap perjalanan dalam keadaan yang berpunyai biomas gas produsor. Jadi, terutamanya, apa yang kita melihat adalah, kita melihat sesuatu seperti 75% perjalanan dapat dibuat dari gas produsor dan 25% datang ke diesel. Apabila kita melihat ini, kemudian apa yang kita akan lakukan adalah kita akan melihat 3 gigajin, yang di dalam pump. Dapatkan efisi pump dan mendapatkan perjalanan yang diperlukan di sini. Jadi itu bermaksud 3 divided by 0.75. Jadi ini akan menjadi 4 gigajin di sini. Sekarang, dari 4 gigajin, mari kita katakan dengan terma energi, 75% akan dibuat dari biomas gas produsor. Jadi itu bermaksud 4 x 0.75. Ia dibuat menjadi 3 gigajin sebagai perjalanan produsor 3 gigajin. Jadi efisi pump adalah 0.7. Jadi kita boleh melakukan 3 divided by 0.7 adalah perjalanan pump gas. Kita boleh kemudian memutuskan ini dengan kaliurefik value biomas dan kita akan mendapatkan banyak biomas yang kita dapat. Dan kita dapat melihat nombor-nombor ini. Dan kemudian, basically what we get is in this case, we have 75 liters of diesel. Remember we earlier had 290 liters of diesel and this is 754 kgs of biomas. So if the biomas price is 2 rupees per kg, then the total operating cost will be 2 x 754. Plus 75 x 50. You can check this. This comes to about 5258. So let's compare it with the diesel engine pump instead of 14500. We are getting now 5258. So of course the operating cost reduces. However the capital cost increases because now we have the gasifier. There is also it is more tricky in terms of operation and maintenance. We will see that in terms of CO2 now, the CO2 emissions will reduce because the biomas is considered as carbon neutral and we can then calculate. This is just going to be roughly what we calculated 75 x 290 into 0.9 is what we had calculated tons. So the amount of CO2 reduces significantly in this option and of course but it's a costly option. There are other things that one can think of and then we have, there is now a move to have solar photovoltaic based pumping. So you can look at this. Now one of the issues in all of this is that the distribution companies because of the agricultural pump sets and the theft which is there, agricultural pump sets, many cases have been given, were given free electricity. So with the result that typically distribution companies have been making significant losses and you can see these are the in different years with the Sude scheme based on the government estimates reasonably large loss components. So one of the things that the distribution companies are thinking of is to try and look at supporting agricultural pump sets moving to solar and of course there is a capital cost involved. So typically what happens is you will have the solar PV modules and then you will have the pipeline for the, there is a schematic for a particular company with a solar pumping system and when we look at this, this is typically how it will look in the field and the advantage also is that in many of these cases if you have some storage, it is possible to then pump whenever you have the solar and then you can use it in the pump, use this in the field if you have the water storage and that maybe there are many different types of configurations which we can do and you can see that you have different modules of arrays going from 900 watt peak to about 2.7 kilowatt in different kinds of centrifugal pumps or submissible pumps and the large number of possible configuration. So this is another option which we can see and in this if you look at the efficiency and when we talk in terms of this it is going to be only the pump and then we have some kind of power electronics and then you have the PV incoming solar radiation. Power electronics is fairly efficient will be of the order of let's say 0.95 or even more. Pump we had said, pump efficiency we had said 0.75 some of these submissible pumps etc might have slightly lower efficiencies so PV modules in the field may have efficiencies ranging from 15 to 20%. So from an overall efficiency point of view this is you may find that the efficiency is lower than the efficiency which we had from the oil but please remember efficiency is important provided the resource is constrained. Since this solar insulation is relatively free we don't have to pay for it and it is not constrained then the efficiency may not be the criteria when we think in terms of solar. So with this we complete the part on the example that we saw. Now we would like to look at another example and that is for a car we would like to see is it possible to think in terms of a fuel cell based car and how would that compare with the IC engine based car. Okay, so in this example we are going to just I'll just show you some of the numbers and you can calculate it yourself we are not going to do the detailed calculations like we did in the earlier example so that you have already gone that. Now when we think in terms of hydrogen there are several researchers and several energy professionals believe that hydrogen is going to be the future and hydrogen is in general it's a secondary fuel. So when we think in terms of a pathway to have hydrogen we can have hydrogen from a variety of different sources we can start with fossil and then we can do cracking and the shift reaction and then get hydrogen and that's the largest the steam methane reforming is the largest chunk of hydrogen production it's today it constitutes more than 90% of the hydrogen produced in the world. We can look at hydrogen from nuclear we can look at hydrogen from solar both and we can look at photochemical, biophotobiological hydrogen from biomass gasification, fermentasi so there are a whole set of possible ways in which we can get hydrogen. After we get hydrogen we can use that hydrogen in a fuel cell to give us electricity and this is compact it has no emissions with it and no moving parts so it's and it's high efficiencies unfortunately it is still very costly and the life is relatively low so this is why fuel cells and hydrogen has not become as common as one expected it to be so we will look at two applications for hydrogen one is an application where we are looking at distributed power generation so we want to generate power and in the case of distributed power generation we have many different options let's look at an option where you have so here we are looking at not the grid but it's an isolated system we can have the diesel engine generator or we can have a gas engine fired by natural gas gas engine generator and in the third case we can have essentially a hydrogen based option so these are the base cases we can have compare it with a fuel cell hydrogen option in the second case for the vehicle the base case can be IC engine for petrol or diesel and the second base case will be CNG engine so if we look at the option for power generation from diesel we can see the generator the diesel engine, transport of diesel oil mining and refining and this is very similar to the system that we saw for the pump we have put down typical efficiencies we can multiply it and the second option is when you look at natural gas natural gas the same thing generator you have a gas engine then natural gas transport natural gas extraction again you can see the efficiencies are pretty good in the case of fuel cell we now let's look at natural gas giving us the natural gas having the extraction then we have natural gas transport and then we are using that natural gas in steam methane reforming to get hydrogen that hydrogen is used in a PEM fuel cell which can have efficiencies to 50% and then you get electricity and when we look at this if you look at the distributed generation you find that you can do these numbers now convert it into primary energy and we find that in the overall case for the A1 which is based on oil we are getting point about 0.25 kgs of crude per kilowatt or similar kinds of things for natural gas in the case of fuel cell the overall efficiency is slightly lower and it's similar to the fuel cell if you take a higher efficiency of fuel cell of 50% then it goes up to 37% so it's very similar to the natural gas cycle if you can go up to higher efficiencies from an efficiency point of view it's almost similar when we are taking it from natural gas but the interesting thing is from a carbon dioxide point of view this turns out to be better and we can see that in the case of with an efficiency of 0.5 we are getting now 0.136 kg of carbon per kilowatt as compared to 0.187 or 0.211 kgs of carbon for crude oil or natural gas so from there is an incentive to go for fuel cell hydrogen from a CO2 point of view and of course if we get the hydrogen from renewable sources or from biomass that would be an even better incentive so this is in terms of the distributor generation option we get the option for hydrogen vehicles as compared to IC engine vehicles so if we look at the chain that we had we have the vehicle you have the petrol filling station, the petrol transport the refinery transport and crude oil production and that's the fossil fuel chain hydrogen chain will be vehicle filling station, hydrogen storage and delivery, the pipeline transport hydrogen production center and the primary energy source that we have we take an example with a small vehicle, a small size passenger car Manuti 800 petrol field 37 BHP brake horsepower which comes out to 27 kilowatt this was the largest chunk of Indian passenger market in 2005-2006 today that share would be lower because you have the other models but just to give you for the example this is an example we had done some came back you can make this as a basis now when we calculate this we have to calculate all on the same common basis so what we have to do is we have to see what is the weight that we put on the vehicle because based on the weight that is there on the vehicle the power requirement will change and then the fuel requirement will also change so we take the weight of the empty vehicle the body excluding the engine and the tank and that for the 800 manuti 800 was 550 kg assume a certain number of weight of the passengers that is 350 so that this becomes 900 we have the coefficient of drag and the coefficient of rolling resistance the frontal area and then we have to presume a certain amount of travel we have done this calculation 100 km of travel per day now look at based on the amount of range or the amount of time that you have to you can use before you refuel we can decide what is the capacity of the tank and I will upload a paper where you can see the details so basically the petrol tank is least in terms of weight because of the 40 kg cng tank is 140 kg and fuel cell turns out to be 130 kg and the engine 60 kg 60 kg and then this is 15 for the motors and 15 so that's 30 so total if you see this is 160 kg and cng is about 200 here it's 100 so that's the difference in weight that difference in weight so what we do is if you look different kinds of drive cycle and you can look at there is the automobile research association of India which does work on different kinds of automobiles the drive cycle basically shows you the speed versus time trace typically and then there is there are different drive cycles for highways and for urban in the case of urban driving mainly it's the road conditions and the traffic that limits and then so you have certain amounts of acceleration deceleration so if you see as compared to the European drive cycle the Indian urban drive cycle has a lower average speed rapid accelerations as compared to 23.4 km per hour instead of 62.4 so with this drive cycle we then calculate and look at there is a freely downloadable software called advisor you can put in the values over there for choose your vehicle vehicle characteristic and then you can also just calculate it up front by calculating the power required to overcome the drag the frictional resistance and the inertial force and then this gives you the total and then you have the power at the wheel these are the data that we use for the base case and you can take a look at all of this and then with we said we have a certain driving range and then we got a cost in terms of rupees per kilometer so essentially with this what we can do also is we have to have not just a vehicle but we also look at the hydrogen fuel chain that the production production can be from different sources at PV electrolysis wind electrolysis biomas gasification steam methane reforming and then you have a transport which is the pipeline transport storage could be compressed hydrogen liquid hydrogen, metal hydride and this is an area of research and then the utilization which we are talking of is in the PEM fuel cell so in the steam methane reforming what we are looking at is CH4 plus A2H2O and then you can get price of hydrogen based on the price of core so if we look at now the efficiencies you can find for the petrol engine this is the transmission, the IC engine transport of petrol and the oil mining if we look at the gas engine slightly different but almost similar order of magnitude in the case of fuel cell we look at the in here it is the fuel cell efficiency which is the determining factor the motor and the transmission are highly efficient and overall this is the kind of efficiency so based on this you can multiply the numbers and cross check you would find that the overall efficiency of the fuel cell is higher than this that in both the cases in the gas gas engine, CNG it is almost similar and the interesting thing is there is an incentive in terms of efficiency there is also an incentive in terms of the CO2 I have not shown you these numbers but you can cross check and you will see that the CO2 emissions per 100 km of travel is lower and you can actually calculate this from the first principles in India like in most parts of the world we are looking at a transition to electric vehicles and there is a policy where we would like to have much more of electric vehicles in our mix currently of course electric vehicles is a very very small almost negligible percentage of our mix now when we talk about an electric vehicle and comparison of electric vehicle with the IC engine vehicle wether it will result in a saving in CO2 or not will depend on what is the mix of our electricity so there is this interesting graph which is from the world energy outlook of 2019 which talks about the gram CO2 per kilometre of travel and it shows different countries and this is the area and you can see currently this value is the IC engine is of the order of 150 and when we look at an electric vehicle we are looking at something which is actually today it is higher than that and it depends on of course the way in which you do the calculation as the mix changes with this this is going to be so hybrid vehicle the existing this is the kind of difference that we can get as the mix changes with the sustainable scenario the electric vehicle can be significantly lower and so that is the kind of thinking but basically what happens is you can calculate that the relative carbon footprint of IC engine versus the cars depend on the power sector mix and so because of that the tradeoff that we are talking of this is the IC engine which will go through if we looking at the hybrid and this is the kind of thing that we are looking at and so depending on the calculation and depending on the type of mix if a mix is completely going to be more coal in some states that it may actually there may not be significant CO2 savings however of course local emission savings will be there and as our mix gets reduced we can the share of CO2 in electricity mix gets reduced we can actually move towards something like this much lower value and that is the kind of target thinking of so just to summarize what we have looked at in this module is how do we calculate and compare different truths from the primary energy viewpoint and we start by drawing the energy flow diagram put down efficiencies and then compare them with primary energy there are different sometimes the two different sources are then we are comparing coal versus oil and then we can also calculate the total CO2 emissions over the chain we can compare not just based on the energy but then we can see what is the relative scarcity and from an energy security point of view what is the tradeoff between these fields we will take this forward in the next module where we will now go to the next step where we talk about net energy analysis and we will look at everything from an energy viewpoint