Effects of biodiesel on emissions of regulated air pollutants and ...

The chemical and toxicological characteristics of emissions from an urban bus engine fueled with diesel and biodiesel blend were studied. Exhaust gases were produced by a turbocharged EURO 2 heavy-duty diesel engine operating in steady-state conditions on the European test 13 mode cycle (ECE R49). Regulated and unregulated pollutants such as carcinogenic polycyclic aromatic hydrocarbons (PAHs) and nitrated derivatives (nitro-PAHs) carbonyl compounds and light aromatic hydrocarbons were quantified. Mutagenicity of the emissions was evaluated by the Salmonella typhimurium/mammalian microsome assay. The effect of the fuels under study on the size distribution of particulate matter (PM) was also evaluated. The use of biodiesel blend seems to result in small reductions of emissions of most of the aromatic and polyaromatic compounds; these differences however have no statistical significance at 95% confidence level. Formaldehyde on the other hand has a statistically significant increase of 18% with biodiesel blend. In vitro toxicological assays show an overall similar mutagenic potency and genotoxic profile for diesel and biodiesel blend emissions. The electron microscopy analysis indicates that PM for both fuels has the same chemical composition morphology shape and granulometric spectrum with most of the particles in the range 0.06–0.3 μm. This paper presents the results of investigations carried out in studying the fuel properties of karanja methyl ester (KME) and its blend with diesel from 20% to 80% by volume and in running a diesel engine with these fuels. Engine tests have been carried out with the aim of obtaining comparative measures of torque power specific fuel consumption and emissions such as CO smoke density and NO to evaluate and compute the behaviour of the diesel engine running on the above-mentioned fuels. The reduction in exhaust emissions together with increase in torque brake power brake thermal efficiency and reduction in brake-specific fuel consumption made the blends of karanja esterified oil (B20 and B40) a suitable alternative fuel for diesel and could help in controlling air pollution. In previous work we showed that the intake fraction (iF) for nonreactive primary air pollutants was 20 times higher in central tendency for small-scale urban-sited distributed electricity generation (DG) sources than for large-scale central station (CS) power plants in California [Heath. G. A.. Granvold. P. W.. Hoats. A. S.. Nazaroff. W. W.. 2006. Intake fraction assessment of the air pollutant exposure implications of a shift toward distributed electricity generation. Atmospheric Environment 40. 7164–7177]. The present paper builds on that study exploring pollutant- and technology-specific aspects of population inhalation exposure from electricity generation. We compare California's existing CS-based system to one that is more reliant on DG units sited in urban areas. We use Gaussian plume modeling and a GIS-based exposure analysis to assess 25 existing CSs and 11 DG sources hypothetically located in the downtowns of California's most populous cities. We consider population intake of three pollutants—PM and formaldehyde—directly emitted by five DG technologies—natural gas (NG)-fired turbines. NG internal combustion engines (ICE). NG microturbines diesel ICEs and fuel cells with on-site NG reformers. We also consider intake of these pollutants from existing CS facilities most of which use large NG turbines as well as from hypothetical facilities located at these same sites but meeting California's best-available control technology standards. After systematically exploring the sensitivity of iF to pollutant decay rate the iFs for each of the three pollutants for all DG and CS cases are estimated. To efficiently compare the pollutant- and technology-specific exposure potential on an appropriate common basis a new metric is introduced and evaluated: the intake-to-delivered-energy ratio (IDER). The IDER expresses the mass of pollutant inhaled by an exposed population owing to emissions from an electricity generation unit per quantity of electric energy delivered to the place of use. We find that the central tendency of IDER is much greater for almost every DG technology evaluated than for existing CS facilities in California. Biodiesel is emerging as a renewable fuel hence becoming a promising alternative to fossil fuels. Biodiesel can form blends with diesel in any ratio and thus could replace partially or even totally diesel fuel in diesel engines what would bring a number of environmental economical and social advantages. Although a number of studies are available on regulated substances there is a gap of studies on unregulated substances such as carbonyl compounds emitted during the combustion of biodiesel biodiesel–diesel and/or ethanol–biodiesel–diesel blends. CC is a class of hazardous pollutants known to be participating in photochemical smog formation. In this work a comparison was carried out between the two most widely used CC collection methods: C18 cartridges coated with an acid solution of 2,4-dinitrophenylhydrazine (2,4-DNPH) and impinger bottles filled in 2,4-DNPH solution. Sampling optimization was performed using a 2 factorial design tool. Samples were collected from the exhaust emissions of a diesel engine with biodiesel and operated by a steady-state dynamometer. In the central body of factorial design the average of the sum of CC concentrations collected using impingers was 33.2 ppmV but it was only 6.5 ppmV for C18 cartridges. In addition the relative standard deviation (RSD) was 4% for impingers and 37% for C18 cartridges. Clearly the impinger system is able to collect CC more efficiently with lower error than the C18 cartridge system. Furthermore propionaldehyde was nearly not sampled by C18 system at all. For these reasons the impinger system was chosen in our study. The optimized sampling conditions applied throughout this study were: two serially connected impingers each containing 10 mL of 2,4-DNPH solution at a flow rate of 0.2 L min during 5 min. A profile study of the C1–C4 vapor-phase carbonyl compound emissions was obtained from exhaust of pure diesel (B0) pure biodiesel (B100) and biodiesel–diesel mixtures (B2. B5. B10. B20. B50. B75). The ΣCC of the emission concentrations were 20.5 ppmV for B0 and 15.7 ppmV for B100. When considering fuel blends the measured ΣCC were 21.4 ppmV. 22.5 ppmV. 20.4 ppmV. 14.2 ppmV. 11.4 ppmV and 14.7 ppmV respectively for B2. B5. B10. B20. B50 and B75. Among the target CC both formaldehyde and acetaldehyde were the major contributors to the observed total CC levels. Except for acrolein and formaldehyde all CC showed a clear trend of reduction in the emissions from B2 to B100 (40% reduction on average). Both individual and total CC emission factors (pg g Interest in use of biodiesel fuels derived from vegetable oils or animal fats as alternative fuels for petroleum-based diesels has increased due to biodiesels having similar properties of those of diesels and characteristics of renewability biodegradability and potential beneficial effects on exhaust emissions. Generally exhaust emissions of regulated pollutants are widely studied and the results favor biodiesels on CO. HC and particulate emissions; however limited and inconsistent data are showed for unregulated pollutants such as carbonyl compounds which are also important indicators for evaluating available vehicle fuels. For better understanding biodiesel this study examines the effects of the biodiesel blend fuel on aldehyde chemical emissions from diesel engine exhausts in comparison with those from the diesel fuel. Test engines (Mitsubishi 4M40-2AT1) with four cylinders a total displacement of 2.84 L maximum horsepower of 80.9 kW at 3700 rpm and maximum torque of 217.6 N m at 2000 rpm were mounted and operated on a Schenck DyNAS 335 dynamometer. Exhaust emission tests were performed several times for each fuel under the US transient cycle protocol from mileages of 0–80,000 km with an interval of 20,000 km and two additional measurements were carried out at 40,000 and 80,000 km after maintenance respectively. Aldehyde samples were collected from diluted exhaust by using a constant volume sampling system. Samples were extracted and analyzed by the HPLC/UV system. Dominant aldehydes of both fuels’ exhausts are formaldehyde and acetaldehyde. These compounds together account for over 75% of total aldehyde emissions. Total aldehyde emissions for B20 (20% waste cooking oil biodiesel and 80% diesel) and diesel fuels are in the ranges of 15.4–26.9 mg bhp-h respectively. The effects of increasing mileages and maintenance practice on aldehyde emissions are insignificant for both fuels. B20 generates slightly less emission than diesel does. Major difference in both fuels is formaldehyde emission which drops by 23% on the average. Lower aldehyde emissions found in B20 correspond to lower ozone formation potentials. As a result use of biodiesel in diesel engines has the beneficial effect in terms of aldehyde emissions. particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) were measured at 20,000-km intervals. The identical-model engines were installed on a standard dynamometer equipped with a dilution tunnel used to measure the pollutants. To simulate real-world driving conditions emission measurements were made in accordance with the United States Environmental Protection Agency (USEPA) FTP transient cycle guidelines. At 0 km of the durability test. HC. CO and PM emission levels were lower for the B20 engine than those for diesel. After running for 20,000 km and longer they were higher. However the deterioration coefficients for these regulated air pollutants were not statistically higher than 1.0 implying that the emission factors do not increase significantly after 80,000 km of driving. Total (gaseous+particulate phase) PAH emission levels for both B20 and diesel decreased as the driving mileage accumulated. However for the engine using B20 fuel particulate PAH emissions increased as engine mileage increased. The average total PAH emission factors were 1097 and 1437 μg bhp h

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MWNTs Modified GC Electrode for Hydrogen Peroxide Determination

WANG Hong-juan. ZHOU Chun-mei. YU Hao PENG Feng. FANG Jin-kun ?1. School of Chemical Engineering and Energy. South China University of Technology. Guangzhou 510641. Guangdong. China. 2. Guangdong Provincial Key Lab for Green Chemical Product Technology. GuangZhou 510641. Guangdong. China?Abstract:A MWNTs modified GC electrode was constructed successfully to be used to sight […]Sourse: XHTML: You can use these tags: <a href="" call=""> <abbr title=""> <acronym call=""> <blockquote cite=""> <code> <strike>

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MWNTs Modified GC Electrode for Hydrogen Peroxide Determination

WANG Hong-juan. ZHOU Chun-mei. YU Hao PENG Feng. FANG Jin-kun ?1. educate of Chemical Engineering and Energy. South China University of Technology. Guangzhou 510641. Guangdong. China. 2. Guangdong Provincial Key Lab for Green Chemical Product Technology. GuangZhou 510641. Guangdong. China?consider:A MWNTs modified GC electrode was constructed successfully to be used to detect […]Sourse: XHTML: You can use these tags: <a href="" call=""> <abbr call=""> <acronym call=""> <blockquote cite=""> <label> <strike>

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MWNTs Modified GC Electrode for Hydrogen Peroxide Determination

WANG Hong-juan. ZHOU Chun-mei. YU Hao PENG Feng. FANG Jin-kun ?1. educate of Chemical Engineering and Energy. South China University of Technology. Guangzhou 510641. Guangdong. China. 2. Guangdong Provincial Key Lab for color Chemical Product Technology. GuangZhou 510641. Guangdong. China?Abstract:A MWNTs modified GC electrode was constructed successfully to be used to sight […]Sourse: XHTML: You can use these tags: <a href="" title=""> <abbr call=""> <acronym call=""> <blockquote cite=""> <code> <strike>

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Effects of biodiesel on emissions of regulated air pollutants and ...

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MWNTs Modified GC Electrode for Hydrogen Peroxide Determination

MWNTs Modified GC Electrode for Hydrogen Peroxide Determination

MWNTs Modified GC Electrode for Hydrogen Peroxide Determination