Production of Alternate Fuel from Waste Plastic
and testing of the fuel in C.I. Engine
Mahesh B. Agrani, PG Student, Department of Mechanical Engineering, Maharashtra Institute of
Technology, Pune
Abstract— Plastics are produced in large quantities due to the
high demand of their use in almost every field. The increase in
plastics use correspondingly increases the amount of plastic
wastes being produced. This is problematic, as plastic waste is a
major environmental threat due to its non-degradability. There is
another issue of fossil fuels which is main source of
transportation and also of environmental pollution, greenhouse
gases, and ocean acidification. The challenges of plastic waste
management and increasing energy demand can simultaneously
be addressed by the production of fuel from plastics. The aim of
this paper is to present a new approach to extract a fuel from
plastic waste which has a serious problem of disposing and
consequently creating an environmental pollution. This waste
plastic is converted into fuel which can be used to run heavy
vehicles, agricultural equipment, domestic cars, etc. which will
provide as an alternative source of energy. Then after extracting
this fuel from plastic the chemical properties are analyzed to
check the feasibility of the oil to use it in CI engine. Then the
actual 3-cylinder CI engine is made to run on 10%, 20% and
30% by volume blends of plastic fuel with diesel. The scope of
this paper is limited to extract the fuel from plastic and testing it
in CI engine.
Index Terms— Pyrolysis, Waste HDPE, diesel fuel, Plastic
Fuel, Alternate Fuel, Plastic Fuel Blends
I. INTRODUCTION
T he demand for plastics has increased by 5% every year
since 1990. The increase in plastics use correspondingly
increases the amount of plastic wastes being produced. Plastic
waste can be classified into at least two categories: municipal
and industrial. Industrial plastics are generally more
homogeneous and contamination-free, making them useful for
down cycling into lower grade plastic products. Municipal
plastics tend to be more heterogeneous and contain extraneous
materials. Municipal plastic waste consists primarily of low
density polyethylene (LDPE), high-density polyethylene
(HDPE), polyethylene terephthalate (PET), polypropylene
(PP), polystyrene (PS), and polyvinyl chloride (PVC) [1]. On
average, polyethylene makes up the greatest fraction of all
plastic wastes (69%), especially plastic bags, and polyethylene
comprises 63% of the total packaging waste. Polyethylene
terephthalate (PET) is also a common polymer that has found
many applications, e.g., films, fibers, and food containers and
beverage bottles. After its initial use, over 60% of the total
Mahesh Agrani (email: mahesh.agrani@gmail.com ) from Department of
Mechanical Engineering, MIT, Pune
plastic solid waste (PSW) produced is discarded in landfills
throughout the world. Less than 10% of plastic waste is
recycled. This is problematic, as plastic waste is a major
environmental threat due to its non-degradability, its potential
health risks to aquatic and terrestrial animals, and its impact
on environmental pollution. Some of the proposed solutions
for PSW management are incineration or mechanical
recycling. However, incineration can contribute to pollution
by causing harmful and toxic emissions. Additionally, both of
these processes are costly and may or may not be
economically viable in different situations.
Aside from the challenge of plastic waste disposal, another
global issue is the energy crisis. The main energy sources for
transportation are fossil fuels, coal, oil, and natural gas, all of
which are non-renewable sources of energy. Fossil fuels are
also major sources of environmental pollution, greenhouse
gases, and ocean acidification. Alternatives for fossil fuel
energy are biomass energy, wind energy, hydroelectric energy,
and nuclear energy. The challenges of plastic waste
management and increasing energy demand can
simultaneously be addressed by the production of fuel from
plastics, and a number of research groups are currently
developing this capacity. The fuels produced from plastics can
be clean and have fuel properties similar to fossil fuels.
HDPE, LDPE, and PP (plastics identification codes 2, 4 and 5,
respectively) are polymers containing only carbon and
hydrogen. Unlike biofuels, the absence of oxygen and higher
carbon and hydrogen content (Table 1) in plastic fuels avoids
the need of further upgrading. The absence of water in plastic
fuels makes the calorific value very high, and the absence of
oxygen content makes the fuel non-acidic and non-corrosive,
unlike biofuel.
Therefore, conversion of these plastic wastes to usable oil is
a growing and important field of study that can potentially
mitigate the energy crisis. However, the techno-economic
evaluation plays an important role in the commercial success
of the plastics-to-fuel conversion. Pyrolysis has been
identified as the best fit for this purpose. Pyrolysis basically a
thermochemical process is being used as a technology to
manage wastes like plastic, tyres, biomass etc. and at the same
time utilizing its products to conserve fossil fuels. Under
pyrolysis conditions, plastic wastes can be decomposed into
three fractions: gas, liquid and solid residue [2]. In order to
obtain useful gasoline-range hydrocarbons from the pyrolytic
oil, fractional distillation is preferred for product separation.
Studies conducted on waste plastic pyrolytic oil have
suggested that this oil can be used as a substituent to both
petrol and diesel[10].Petrol engine could be run with 100%
waste plastic oil and even the thermal efficiencies are higher
in comparison to Petrol and Diesel.
Petrol engine could be run with 100% waste plastic oil and
even the thermal efficiencies are higher in comparison to
Petrol and Diesel. Different types of plastics require different
temperatures for cracking down and to convert into oil.
Without any changes in the engine the pyrolytic oil generated
from waste plastic can be used as an alternate fuel.
TABLE I
PROPERTIES OF DIFFERENT PLASTIC PYROLYSED OIL
Pyrolysis of waste polyethylene has been investigated by
many researchers who found that waxes are the main products.
Miandad et al. studied the pyrolysis of waste polyethylene in
a fixed bed reactor, at a low heating rate and reaching 600°C.
Gas and wax were the two main products obtained during the
pyrolysis experiments. The wax formed caused an operating
problem by plugging the product lines and condenser tubes[2].
Sarker et al. [8] reported in their paper that condensable
products (liquid/wax) were the major fraction for the thermal
pyrolysis of LDPE and HDPE.
Fig 1. Pyrolysis process[4]
The aim of this work was to extract a fuel from plastic
waste which has a serious problem of disposing and
consequently creating an environmental pollution. This waste
plastic was converted into fuel which can be used to run heavy
vehicles, agricultural equipment, domestic cars, etc. which
will provide as an alternative source of energy. Then after
extracting this fuel from plastic the chemical properties were
analyzed to check the feasibility of the oil to use it in CI
engine.
II. METHODOLOGY AND EXPERIMENTAL WORK
A. Methodology
All plastics are polymers mostly containing carbon and
hydrogen and few other elements like chlorine, nitrogen, etc.
Polymers are made up of small molecules, called monomers,
which combine together and form large molecules, called
polymers. When this long chain of polymers breaks at certain
points, or when lower molecular weight fractions are formed,
this is termed as degradation of polymers. This is reverse of
polymerization or de-polymerization.
If such breaking of long polymeric chain or scission of
bonds occurs randomly, it is called Random depolymerization.
Here the polymer degrades to lower molecular fragments. In
the process of conversion of waste plastics into fuels, random
depolymerization is carried out in a specially designed reactor
in the absence of oxygen and in the presence of coal and
certain catalytic additives. The maximum reaction temperature
is 350°C. There is total conversion of waste plastics into
value-added fuel products.
Fig 2. Small Pilot Scale Batch Pyrolyzer Reactor[1].
B. Design of Experimental Setup
The volume required to heat the plastic in reaction chamber
was fixed as 10 liters, as most of the plastic waste is having
higher volume to weight ratio. So, plastic used for pyrolysis
process should be crushed or shredded to occupy lower
volume. Therefore this reaction chamber is designed to run
with a maximum 3 kg of plastic.
1) Design of Reaction Chamber 3) Design of Condenser
Volume of reactor chamber= 11 lit The plastic is being heated in the reaction chamber in absence
Assuming, of oxygen, then it is converted into vapors and these vapors
Height= 1.5* diameter are passed through tube in tube type condenser to liquefy all
Volume of cylinder,V =πr2 h these vapors and convert them into liquid.
9 lit= πr2(3r) For designing a length of condenser:
r= 0.1 m (100 mm approx.) Mass flow rate of plastic
Diameter of reactor= 200mm vapor=1.225*(π/4)*(0.025)2*0.749*10-3
Height of reactor chamber= 300 mm = 4.5*10-7 kg/s
Diameter of reactor head= 200 mm Specific heat of plastic vapor= 1.92kJ/K
Taking thickness of material as 5 mm Mass flow rate of water= 10 lpm
As the pressure within the chamber is atmospheric pressure =0.167 kg/s
four M10 are sufficient to prevent the leakage. Specific heat of water= 4.18 kJ/K
Reaction chamber head is designed so as to collect gases 4.5x10-7*1.92*230=0.167*4.18*(x-30)
towards the pipe, which will increase the amount of gas passed X=31ºC
through condenser. (Ѳ1−Ѳ2)
ΔTm= =120.15ºC
ln(Ѳ1/Ѳ2)

L=562 mm
Including margin of safety, length of designed condenser is
720mm

Fig 3: Actual Reaction Chamber used in experiment

2) Design of Heater
Ceramic band heater which will attach circumferentially to the
reaction chamber and will also prevent the losses.
Capacity required for Ceramic band heater is decided as
follows:
Heat required for steel= (m*Cp*Δt) Fig 5: Actual Condenser used in Experiment
Mass of steel= Density x Volume
=7850*(9.189*10-4 + 2.987*10-4) 4) Selection of Thermocouple
=9.55 kg A thermocouple produces a temperature-dependent voltage as
Heat absorbed by steel= 9.55*0.49*470 a result of the thermoelectric effect, and this voltage can be
=2199.365 kW interpreted to measure temperature
Heat absorbed by plastic= 3*2.4*470 Types of Junction: Grounded, Ungrounded (Isolated) Types of
= 3384 kW Sheath: SS304, SS316 etc. as per your application.
Total heat=5583.365/3600 kW Dimensions: Diameter of sheath from 3mm to 8mm.
=1.55 kW In this research, K-type thermocouple with rotating plug was
Heater capacity including 20% losses= 1.55+ 0.31 used, as K-type has higher temperature range than J-type
= 1.86 kW (2 kW approx.) thermocouple. This thermocouple is attached to the bottom
side of reaction chamber to sense the temperature of plastic in
contact with it.

Fig 4: Ceramic Band heater with 2kW capacity

Fig 6: Rotating type Thermocouple

5) Digital Temperature Indicator
Digital temperature indicator is used to sense the temperature
from thermocouple attached to the reaction chamber. A seven
segment LED display indicates the temperature which has a
supply voltage of 230 V.
Fig 7: Digital temperature indicator
6) Nitrogen Cylinder
Inert atmosphere in the reactor is provided by pumping
nitrogen from a 14kg nitrogen cylinder attached to the reactor.
It is connected to the ½ inch diameter pipe to the reaction
chamber.
Fig 8: Nitrogen Cylinder
7) Selection of Insulating Material
Based on temperature range Ceramic wool as an insulating
material was selected. They have excellent strength before and
after heating. All blankets have excellent chemical resistance
unaffected by all chemicals except hydrofluoric acids and
strong alkalies. This insulating material can sustain upto
12000C
C. Experimental Procedure
The experimental procedure for extraction of fuel from waste
plastics is
1) Pretreatment of plastics. i.e. removal of water and
impurities
2) Loading of treated plastic into reactor which is surrounded
by ceramic band heater.
3) Wrap all the reaction chamber assembly and heater with the
ceramic wool insulation to reduce heat loss.
4) Heating the materials to 350-450 degree Celsius in an inert
atmosphere.
5) Inert atmosphere is provided by a nitrogen cylinder
connected to the reactor.
6) Plastic is being heated at the rate of 100C/min.
7) Turn ON the water supply which is having water flow rate
at 10 liters/min which will condense the plastic vapors into oil.
Plastic that has been cut into coarse granules is fed into a
trough. It then moves through various tubes and chambers.
Through the process, the plastic is heated into a liquid and
then into a gas, and then cooled. At the end, a light colored oil
drips from a spigot into a receptable (The machine can process
about 2 kg of plastic and produce about 1.8 liters of oil every
hour and can run continuously around the clock). The only
other by-products include a tiny bit of carbon residue, CO2
and water vapor.
The oil that comes out is a blend of gasoline, diesel,
kerosene and some heavy oils. It can be fed directly into an oil
furnace or could be processed further into something that
could go straight into a diesel car.
Plastic waste gives only less amount of distillate than pure
polymer granules (since it contains other additives in it).
Because the entire process takes place inside vacuum and the
plastic is melted and not burned, minimal to no toxins are
released in to the air. Burning pure hydrocarbons such as PE
and PP will produce a fuel that burns fairly clean.
For experimental purpose oil is extracted by using natural
HDPE and PP plastic which will give clean oil as compared to
plastic waste material (some additives are mixed with it). This
extracted oil is again distilled to break down in smaller
hydrocarbon chains and also it eliminated the unwanted
sediments and lowers the sulphur content of the fuel which
will reduce the emissions of the engine.
Fig 9 : Experimental Setup for extraction of plastic fuel
D. Properties of Plastic fuel:
Different tests have been carried out to study and compare the
fuel characteristics of different samples and those of petrol and
diesel which are used as the standard reference. The properties
of plastic fuel lie in between gasoline and diesel.
 TABLE II
CHEMICAL PROPERTIES OF PLASTIC FUEL
III. ENGINE TESTING USING PLASTIC FUEL
A. Engine Setup
For testing the engine for performance and emission
characteristics it is require to set-up testing facility. Main
components of the test cell are engine, fuel supply unit, fuel
conditioning unit, Air conditioning unit, engine starting unit,
dynamometer, cooling tower, exhaust system, engine
controller, emission analyzer unit, air dryer, calibration gas
cylinders. Out of all this emission analyzer unit and controller
are separated from engine by cabin.
Fig 10: Engine with Eddy Current Dynamometer
Figure 10 shows the engine with dynamometer, fuel supply
unit and rectifier. This engine is loaded by eddy current
dynamometer to find out brake torque. Engine and
dynamometer is water cooled by cooling tower. Load and
speed sensors are attached to the dynamometer.
Engine load is regulated by engine controller. Fuel
consumption reading is recorded on the controller. Engine
sensor output is also connected to the controller which shows
reading on the controller. Emission analyzer is placed near to
the controller. Cylinder calibration gases are connected to the
emission analyzer unit. Air dryer connection is also given to
the emission analyzer unit. Monitor which is placed near the
emission unit shows the performance and emission readings
directly.
TABLE III
ENGINE SPECIFICATIONS
Engine Parameters Engine Specification
Bore & Stroke 108 & 120 mm
Rated power 50 HP @ 2150 rpm
Rated torque 180 Nm @ 1200 rpm
Compression ratio 18.5:1
Connecting rod length 208 mm
Crank radius 60 mm
Capacity 3.3 L
Aspiration Natural
Type of injection Direct injection
Type of operation Four stroke
Maximum inlet valve lift 10.52 mm
B. Engine Testing Methodology
The ISO 8178 is an international standard for exhaust
emission measurement from a number of non-road engine
applications. It includes a collection of steady-state engine
dynamometer test cycles (designated as type C1, C2, D1, etc.)
designed for different classes of engines and equipment. Each
of these cycles represents a sequence of several steady-state
modes with different weighting factors. The ISO 8178 test
cycle (8-mode schedule C1 in particular) is also referred to as
the Non-Road Steady Cycle, NRSC.
Existing diesel engine is Tractor engine which is tested on 8
modes for performance and emission characteristics. Loading
of the engine is done on constant speed 8 mode cycle. Initially
engine is started and run at idle for some time to stabilize the
engine. After stabilization engine is taken into full throttle
position (FTP) and again it is kept as it is for some time for
stabilization. Then engine is loaded with eddy current
dynamometer to find out maximum torque and power for rated
speed. Rated power and rated torque is noted down.
For each load temperature, fuel consumption, are noted
down. Two three such readings are taken and average readings
are calculated. For new reading, some time is given to
stabilize the engine then the readings are taken. After
conducting reading for single fuel engine is run with fuel
samples for some time to stabilize engine. Same procedure is
repeated for each sample.
IV. RESULTS AND DISCUSSION
1) Brake Power
There is almost no change in break power has been observed
for plastic fuel blends with compare to diesel fuel. At 1300
rpm, all the fuels show same trend because diesel contains a
larger portion of all the fuels and time available for
combustion is relatively higher and the combustion
temperature is lower. However, at 2150 rpm, time available
for combustion is very short and the combustion temperature
is relatively high. At this stage, cetane number of the fuel
plays an important role. With this, almost same power
indicates better & complete combustion of fuel. At 1000rpm,
idle speed the power obtained is almost same with, as there is
no load connected to it and burning mixture is also lean.
2) Brake specific fuel consumption
BSFC of the blended plastic fuel is less than or equal to the
BSFC observed with the diesel fuel, which states the
feasibility of blending a plastic fuel with diesel. At 2150 rpm
with 100% load, BSFC of plastic blended fuel is almost same
as compared with diesel which shows better combustion
efficiency of plastic fuel. At 1300 rpm with 100% load, BSFC
is almost same.
3) Air fuel ratio
At 2150 rpm with 100% load, as engine is running on full
load, more fuel is required which shows drop in air fuel ratio,
while at 2150 rpm with 10% load shows higher air fuel ratio
because of decrease in load. At 2150 rpm, as load is reduced,
increase in air fuel ratio has been observed. At 1300 rpm,
same increment in air fuel ratio has been observed. As CI
engine burns with lean mixture at 1000rpm which is idling
speed, maximum air fuel ratio values have been observed.
4) HC Emissions
At 2150 rpm with 100% load the P20 blend shows higher
emissions as compared to other blend, which shows
incomplete combustion of fuel which resulted into increase in
HC emissions. At 2150 rpm also same trend of P20 has been
observed which shows incompatibility of 20% mixture with
diesel. At 1300 rpm, it shows lower HC emissions as fuel is
getting more time for combustion as compared to higher rpm.
5) CO Emissions
at 2150 rpm with 100% load, as the mixture in combustion
chamber is rich and time required for combustion is very less,
which results in increase in CO emissions. At 2150 rpm with
10% load shows less CO emissions as compared to higher
load, as fuel required is less as compared to higher load. At
1300 rpm with 100% load shows higher amount of CO
emissions, but lower as compared to 2150 rpm with 100%
load as fuel is having more time for combustion. At 1000 rpm,
air fuel ratio is high, engine run on lean mixture, thus it gets
more time and more air for complete combustion of fuel.
6) NOx emissions
the reduction of NOx emissions as compared to diesel fuel.
Plastic fuel has properties in between diesel and gasoline as
per chemical analysis, so some of these properties leaned
towards gasoline like volatility and density. So, it reduces the
unwanted increment of temperature in the combustion
chamber. At 2150 rpm with all the loads, NOx emissions of the
10% blended plastic fuel shows considerable reduction. At
1300 rpm at all loads, NOx emissions are almost half of the
diesel, in which P10 shows maximum reduction. At 1000 rpm,
as more air is introduced inside combustion chamber, which
helps in complete combustion and reduction in NOx.
7) CO2 emissions
At 2150 rpm with 100% load, CO2 emissions are higher due to
higher amount of fuel is burnt in the combustion chamber. At
2150 rpm with 10% load shows reduction in CO 2 emissions as
less amount of fuel in burnt as compared with 100% load. At
1300 rpm with 100% load, higher amount of fuel is injected,
engine run on rich mixture which shows increase in CO2
emissions but less than the 2150 rpm with 100% load. At 1000
rpm, engine run on lean mixture and also amount of fuel
injected is less which shows lower CO2 emissions.
% Change in Emissions, BSFC &
Power
40
30
% change
20
10
0
-10
-20 P10
-30
-40 P20
-50
PO
BSFC HC CO NOx CO2 P30
WER
P10 0.241 -9.41 11.29 -28.6 -42.7 -2.82
P20 -2.4 -11.2 27.89 -30 -40.3 -2.71
P30 -2.11 -9.66 15.91 -25.4 -40.9 -5.52
Fig 11: Relative comparison of performance of different blends
V. CONCLUSION
Cost for the fuel is increasing day by day and also the problem
arising due to the improper waste disposal of plastics are
increasing in our country. Development of plastic oil
extraction setup leads to reduction in the environmental
pollution caused by waste plastic and converts it into usable
automotive alternative fuel. This plastic to fuel machine can
solve both these problem in the most efficient manner. This
process offer many advantages such as:
1) Problem of disposal of waste plastic is solved.
2) Waste plastic is converted into high value fuels.
3) Environmental pollution is controlled.
4) Industrial and automobile fuel requirement shall be fulfilled
to some extent at lower price.
5) The crude oil and the gas can be used for generation of of value added products-A world prospective.” Renew Sustain Energy Rev
2010;14 (1):233–48.
electricity, for agricultural purposes, for off road vehicles
[12]. Mochamad Syamsiro et al., “Fuel Oil Production from Municipal Plastic
(construction equipments), etc. Wastes in Sequential Pyrolysis and Catalytic Reforming Reactors(2014),”
Energy conversion journal, doi: 10.1016/j.egypro.2014.01.212
Results obtained from testing this fuel in 3 cylinder four stroke [13]“Indian standard reciprocating internal combustion engines, exhaust
emission measurement part 4 steady-state test cycles for different engine
CI engine states reduction in emissions of with almost same
applications,” Bureau of Indian standards. ISO 8178-4: 2007.
power with maximum 2.5% variation as well as torque with
maximum variation of 4% as compared to diesel. The
maximum reduction in emission of NOx with 42.7% and CO
with 29.9% has been observed as compared to diesel. So, this Mahesh B. Agrani was born in
fuel will help for the replacement of diesel, at least certain Jalgaon, Maharashtra, India in 1994.
amount of blends with diesel will reduce the present fossil fuel He received the B.E. Mechanical
consumption and may reduce the environmental pollution. Engineering degree from
From above figure, blend of 10% by volume with diesel shows Government College of Engineering,
minimum variation in performance parameters with reduction Jalgaon in 2016. He is currently a
in the emissions, thus P10 will be the optimum fuel for Post graduate student of Maharashtra
operating an engine. Institute of Technology, Pune. He is
author of two papers in Biodiesel
Future Scope from microalgae and has participated in many conferences of
Currently, as this fuel is extracted on a domestic level, so in alternate fuels and design of powertrains for alternate fuels.
future commercialized production of this fuel will lead to lot His study is focused on multidisciplinary design optimization
of environmental changes in the future. It is possible to of automotive vehicle systems for meeting Bharat Stage VI.
optimize and increase the performance and emissions of the
engine by using additives and maintaining the optimized
blending ratio.
Along with plastic, rubber can also be pyrolysed and fuel can
be extracted from it. The effect of catalyst (such as natural
zeolite, kaolin clay, dolomite,etc.) for fuel extraction can also
be studied with different types of plastic.

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