Master’s in Synthetic Fuels and e-Fuels in Mobility Engineering — Synthesis, Compatibility and Comparative LCA
Online master's programme of 1,900 hours in synthetic fuels and e-fuels engineering for mobility — synthesis, compatibility and comparative LCA. 12 modules covering renewable hydrogen, Fischer-Tropsch, methanol, DME and OME, ammonia, engine compatibility, SAF, maritime fuels, life cycle assessment, RED III regulation and e-fuel economics, with an assigned technical tutor.
Master’s in Synthetic Fuels and e-Fuels in Mobility Engineering — Synthesis, Compatibility and Comparative LCA — studying from India
India is actively building its electric mobility and clean energy ecosystem, supported by national schemes such as FAME and the PLI programme for advanced chemistry cell batteries. Manufacturers including Tata Motors, Mahindra & Mahindra, Ola Electric and Ather Energy are expanding electric vehicle production, while companies like Amara Raja and Exide are building battery capacity. Hydrogen initiatives such as the National Green Hydrogen Mission are driving research and pilot projects. Engineers work on battery systems, electric drivetrains, charging infrastructure and hydrogen technologies, with regulation shared among the Ministry of Heavy Industries and the Ministry of New and Renewable Energy.
Fees for India: ₹947,000 (Indian Rupee), with instalments and employer sponsorship available.
Relevant bodies in India
Typical roles
Questions from India
How are battery and e-mobility engineers recognised in India?
India recognises these engineers mainly through the Automotive Research Association of India (ARAI), the Bureau of Indian Standards for product standards, and the Institution of Engineers (India). Government schemes such as FAME and PLI for batteries shape the sector but are not licences. SEIUM's qualifications are private and not accredited by a national body, so recognition depends on employers or the relevant body.
Which employers in India hire electromobility, battery and hydrogen engineers?
Employers include EV makers such as Tata Motors and Ola Electric, battery cell and pack manufacturers, charging network operators, and energy companies working on green hydrogen projects, including public sector firms like NTPC and IOCL. A private online qualification can support a move into these roles, but employers focus on hands-on experience and technical projects.
Can I study this alongside work in India, and how much time is involved?
Yes. The programme is 100% online and taught in English, so you can study from home without a student visa. Time commitment is about 300 hours for specialist courses, 800 for postgraduate diplomas and 1,900 for master's programmes. Each student has an assigned technical tutor, schedules follow IST, and fees can be paid in instalments. Check with your employer about funding.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Analyse the production pathways for synthetic fuels.
Size electrolysers for power-to-X chains.
Evaluate Fischer-Tropsch, methanol and ammonia processes.
Determine the compatibility of e-fuels with engines and fleets.
Carry out comparative life cycle assessments.
Apply the European regulatory framework for RFNBOs.
Develop a technical and economic e-fuels project.
Who it's for
- Synthetic fuel process engineers working on power-to-liquid plants.
- Life cycle analysts assessing transport fuels.
- Engine and fuel engineers dealing with drop-in and alternative fuels.
- Transport decarbonisation consultants.
- Sustainability certification specialists (RED III, ISCC).
- Power-to-X project managers.
- Engineering or science graduates seeking to enter the energy sector.
What you'll work with
- Directive (EU) 2023/2413 (RED III, renewable energy)
- ISO 14040 (life cycle assessment: principles and framework)
- ISO 14044 (life cycle assessment: requirements and guidelines)
- ASTM D7566 (synthesised aviation turbine fuels)
- Regulation (EU) 2023/2405 (ReFuelEU Aviation)
- Regulation (EU) 2023/1805 (FuelEU Maritime)
- EN 15940 (paraffinic diesel fuel)
- EN 228 (unleaded petrol)
- Aspen Plus
- openLCA
- GREET
- SimaPro
- MATLAB
12 modules · 1900 h
1.1Definition of e-fuels and RFNBOs1.2Advanced biofuels versus synthetic fuels1.3Role in hard-to-electrify sectors1.4Hydrogen as a feedstock1.5Biogenic and industrial CO2 sources1.6Direct air capture (DAC)1.7Energy efficiency of the chain1.8European fuel roadmaps1.9The e-fuels debate for passenger cars1.10Case study: a power-to-liquid chain
2.1Conventional and pressurised alkaline electrolysis2.2PEM (proton exchange membrane) electrolysis2.3Solid oxide electrolysis2.4Flexible operation with renewables2.5Electrolyser balance of plant2.6Specific electricity consumption2.7Process water and desalination2.8Scaling up to gigawatts2.9Electrolyser costs2.10Lab: electrolyser sizing
3.1Syngas and the RWGS reaction3.2Iron and cobalt catalysts3.3Anderson-Schulz-Flory distribution3.4Fixed-bed and slurry reactors3.5Hydrocracking and isomerisation3.6Yields to kerosene and diesel3.7Process heat integration3.8Pilot and demonstration plants3.9Synthetic aviation fuel3.10Practical: FT mass balance
4.1Direct methanol synthesis from CO24.2Methanol-to-gasoline (MTG) route4.3Dimethyl ether as a diesel fuel4.4Oxymethylene ethers (OME) and their blends4.5Methanol in maritime transport4.6Methanol in spark-ignition engines4.7Methanol toxicity and handling4.8Copper and zinc oxide catalysts4.9Purification and distillation4.10Workshop: methanol plant simulation
5.1Green Haber-Bosch process5.2Ammonia cracking to hydrogen5.3Ammonia combustion in engines5.4NOx and N2O emissions5.5Ammonia in ships and IMO regulations5.6Ammonia toxicity and safety5.7Storage and bunkering5.8Ammonia fuel cells5.9Global supply chain5.10Case study: an ammonia-powered ship
6.1EN 228 petrol specifications6.2EN 590 diesel specifications6.3EN 15940 paraffinic diesel6.4Cetane number and octane rating6.5Lubricity and viscosity6.6Compatibility with elastomers and metals6.7Blends with fossil fuels6.8Effects on injection and combustion6.9Aftertreatment and regulated emissions6.10Lab: engine test with HVO
7.1Approved ASTM D7566 pathways7.2Alcohol-to-jet and HEFA7.3Power-to-liquid for aviation7.4ReFuelEU Aviation obligations7.5Drop-in compatibility with aircraft7.6Non-CO2 effects and contrails7.7Certification of aviation fuels7.8Airport SAF logistics7.9Costs and price differentials7.10Practical: SAF mandate compliance
8.1FuelEU Maritime and intensity limits8.2Alternative fuels in ships8.3Dual-fuel engines for methanol8.4IGF Code for low-flashpoint fuels8.5Well-to-wake emissions8.6Inclusion in emissions trading8.7Port bunkering infrastructure8.8Fuel selection by route8.9Retrofit of existing ships8.10Workshop: comparison of marine fuels
9.1ISO 14040 and 14044 methodology9.2Well-to-wheel system boundaries9.3Carbon intensity of electricity9.4Co-product allocation9.5Indirect land use change9.6RED III emissions methodology9.7E-fuels compared with BEVs9.8Water and materials footprint9.9Uncertainty in LCA9.10Lab: comparative LCA with openLCA
10.1RED III Renewable Energy Directive10.2Delegated acts on RFNBOs10.3Additionality and temporal correlation10.4ISCC certification schemes10.5Renewable quotas in transport10.6CO2 neutrality for engines10.7Fuel quality standards10.8Taxation and emissions trading10.9Policies outside the European Union10.10Case study: certification of an RFNBO plant
11.1Levelised cost of e-fuels11.2Weight of the electricity cost11.3Renewable capacity factor11.4Scale-up and learning curves11.5Long-term offtake agreements11.6Plant location in solar regions11.7Imports and international trade11.8Investment and financing risks11.9Competition with biofuels11.10Workshop: levelised cost of e-kerosene
12.1Selection of fuel and application12.2Conceptual design of the production chain12.3Mass and energy balance12.4Assessment of fleet compatibility12.5Comparative life cycle assessment12.6Economic analysis of the project12.7Regulatory fit and certification12.8Conclusions and recommendations12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. No fixed timetables: you progress at your own pace within the intake, so it can be combined with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is Aspen Plus, openLCA, GREET, SimaPro and MATLAB, in free, academic or evaluation versions. Testing is studied through real procedures for engine tests with paraffinic fuels, simulation of synthesis processes and comparative life cycle assessment. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: Directive (EU) 2023/2413 (RED III), ISO 14040, ISO 14044, ASTM D7566, Regulation (EU) 2023/2405 (ReFuelEU Aviation), Regulation (EU) 2023/1805 (FuelEU Maritime), EN 15940, EN 228.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer able to run the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with Aspen Plus, openLCA, GREET, SimaPro and MATLAB, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture, or equivalent professional experience, plus a computer able to run the programme software and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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