To
The Executive Editor
Pakistan Journal of Scientific and Industrial Research
Karachi
PAPER SUBMISSION
Subject:
Respected Sir/Madam
The Complete bio-data of the author and co-authors is given below as per requirements.
NAME
Asad Naeem Shah*
GE Yun-shan
TAN Jian-wei
Liu Zhi-hua
ADDRESS
School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, P.R
China.
Department of Mechanical Engineering, University of Engineering and Technology, Lahore, Pakistan.
naeem_138@hotmail.com & anaeems@uet.edu.pk
Mob: 0086-13439662037
School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, P.R
China.
geyunshan@bit.edu.cn
Mob: 0086-13601145066
School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, P.R
China.
bmwbenzaudi@bit.edu.cn
Mob: 0086-13520115981
1School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, P.R
China
bobtailhoop@bit.edu.cn
Mob: 0086-13810534728
Followings are the names and the official addresses of the experts for the submitted paper.
NAME
Prof. Dr. Muzzaffar Mehmood
Prof. Dr. Shahab Khushnood
Prof. Dr. M. Riaz Mirza
Prof. Dr. Saleem Raza Samo
ADDRESS
Department of mechanical engineering, NED university of engineering and technology
karachi
Department of mechanical engineering, UET Taxila
Department of mechanical engineering, UET Lahore
Chairman energy and environment engineering Quid-e-awam university of engineering,
science and technology Nawabshah.
It is further submitted that this paper has not been sent to any other journal or conference for publication.
Asad Naeem Shah
Corresponding Author
* Corresponding Author
An Experimental Investigation of PAH Emissions from a Heavy Duty Diesel
Engine Fuelled with Biodiesel and its Blend
Asad Naeem Shah1, 2,*, GE Yun-shan1, TAN Jian-wei1and Liu Zhi-hua1
1School
of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, P.R China.
2Department
of Mechanical Engineering, University of Engineering and Technology, Lahore, Pakistan.
______________________________________________________________________________________________________
Abstract: For the comparison of polycyclic aromatic hydrocarbon emissions and their carcinogenic potencies from diesel,
biodiesel and its 20% blend with diesel, an experimental study has been conducted on a turbocharged, intercooled and direct
injection diesel engine. Results of this study show that total PAHs (solid and gas) from diesel, B20 and B100 at low load are more
than those at high loads. Total PAH emissions from the test fuels at the rated speed are more than those at maximum torque speed.
Benzo[a] Pyrene (BaP) brake specific emission of biodiesel is less than that of diesel. LMW-PAH emissions for the test fuels are
all higher than those of MMW and HMW PAH. HMW-PAHs for the fuels are all higher at low load as compared to high load.
Biodiesel and B20 reduce both the total Benzo[a]Pyrene equivalent concentration (BaP eq ) and the total mean –PAHs. BSFC of
the engine increases but its power decreases in the cases of B20 and biodiesel.
Keywords: Diesel engines, biodiesel, unregulated emissions, polycyclic aromatic hydrocarbons, carcinogenic potencies
______________________________________________________________________________________________________
1. Introduction
vegetable oils, biodiesel has proved to be the better option
for diesel engines.
Diesel engines have become an indispensable part of
Biodiesel consists of alkyl monoesters of fatty acids
modern life style because of their high fuel efficiency, out
from vegetable oils or animal fats and is an excellent
put power and fuel economy, and are widely used in heavy
substitute to fossil fuels because it can be used as fuel for
duty trucks, buses, generators, construction and agricultural
unmodified diesel engines (Meher et al., 2006; Graboske
machinery. The dwindling sources of conventional fossil
and McCormick, 1998). If it is used in blended form with
fuels, their ever increasing demand and prices, and stringent
petroleum diesel, blends are designated as BXX fuels,
emission regulations are the major issues of today diesel
where XX stands for the volume percentage of pure
engines are confronted with. Among a number of alternative
biodiesel in the blend. It is a promising, non- toxic, eco-
fuels like methanol, ethanol, LPG, LNG, CNG and
friendly and biodegradable fuel (Lapinskiene et al., 2006).
Many
experimental studies have been carried out
throughout the world in which researchers have concluded
(Khalili et al., 1995). PAHs are semi volatile substances at
that
biodiesel use as an alternative fuel reduces the
atmospheric conditions and occur both in vapor-phase and
regulated air pollutants, including particulate matter, HC,
as attached to particles depending on vapor pressure of each
CO and SOx (Labeckas and Slavinskas, 2006; Sinha and
PAH component (Basheer et al., 2003). Lighter PAHs are in
Agarwal, 2005; Usta, 2005; Senda et al., 2004; Turrio et al.,
vapor phase, while those having four or more rings are
2004; Monyem and Gerpen, 2001). When biodiesel
found mainly adsorbed in particulate material (Park et al.,
displaces petroleum diesel, it reduces global warming gas
2002). Lighter PAHs have weaker carcinogenic properties
emissions such as CO2. So, global use of biodiesel will
and are abundant in the urban atmosphere, so react with
curtail green house gas emissions compared to mineral
other pollutants to form more toxic derivatives (Ho et al.,
diesel (Gerpan, 2006; Carraretto et al. 2004; Tan et al.,
2002). PAHs specially benzo (a) pyrene injure the
2004; Peterson and Hustruid, 1998). It has higher cetane
respiratory and immune system, and is responsible for cell
number, ultra-low sulfur concentration, higher flash point,
mutation and can cause cancers like skin and lungs (Yousef
high oxygen content, improved lubricating efficiency
et al., 2002 and Grevenynghe et al., 2003). PAHs are mainly
(Ebiura et al. 2005; Agarwal et al., 2003; Fukuda et al.,
contributed by the mobile sources like high way tunnels,
2001). It has also been reported that biodiesel has less
diesel and gasoline engines. After a study at the traffic
adverse effect on human health as compared to diesel
intersections, it has been reported that the contribution of
(Schroder et al., 1999) and that mutagenicity of biodiesel
total PAHs from mobile sources to ambient air is 91.8%
particulate emissions is much lower than that of petroleum-
(Yang et al., 1999).
based diesel fuel (McDonald, et al., 1995). In order to
encourage the use of 100 percent biodiesel fuel in
ecologically
sensitive
areas
and
agricultural
2. Experimental Setup and Procedures
and
mountainous region, Austria and Germany have already
announced tax benefits (Raneses et al., 1999). In the United
States, government support in terms of tax rebates and
regulations has motivated the production of biodiesel and
enabled it to compete with diesel fuel for a variety of
applications (Krawczyk, 1996).
Although biodiesel has widely been investigated as an
alternative fuel in diesel engines for performance, regulated
2.1. Engine Specifications
The engine specifications have been given in detail in
Table 1. The engine is a turbocharged, direct injection and
intercooled, which runs on an electrical dynamometer
(SCHENCK HT 350). No modification or alteration has
been made in the engine. The schematic diagram of the
experimental set up is given in Figure 1.
and somewhat unregulated emissions, however polycyclic
aromatic hydrocarbons (PAHs) and their carcinogenic
potencies still need to be addressed comprehensively. This
study is an effort to
2.2. Test Fuels
determine PAHs and their
Three fuels have been used in this study namely D
corresponding carcinogenic potencies from the exhaust of a
(commercial diesel), B100 (biodiesel), B20 (a blend of 20%
diesel engine alternately fueled with biodiesel and its 20%
biodiesel and 80% diesel). Biodiesel is provided by
blend with commercial diesel fuel.
Zhenghe Bioenergy Co., Ltd Hainan, China. The main
PAHs are formed by incomplete combustion or high
temperature pyrolytic process involving organic matter
properties of the test fuels are given in Table 2.
Table 1: Engine specifications
Items
Number of cylinders
Bore (mm)
Stroke (mm)
Displacement (Liter)
Compression Ratio
Rated Power (kW@ r/min)
Maximum Torque (N.m@ r/min)
Nozzle hole diameter (mm)
Number of nozzle holes
Value
4
110
125
4.752
16.8
117/2300
580/1400
0.23
6
Fig.1: Experimental setup.
Table 2: Properties of fuels
Properties
Density (kg/m3)
Viscosity (mm2/s) at 20 ºC
Lower heating value (MJ/kg)
Sulfur content (mg/L)
Cetane number
Carbon content (%)
Hydrogen content (%)
Oxygen content (%)
B100
B20
D
Standards
886.4
8.067
37.3
25
60.1
76.83
11.91
11.33
845.1
4.020
41.57
834.8
3.393
42.8
264
51.1
86.92
13.08
0
SH/T 0604
GB/T 265
GB/T 384
SH/T 0253-92
GB/T 386-91
SH/T 0656-98
SH/T 0656-98
Element analysis
2.3. Sampling Methodology and PAH Analysis
The collected sample was extracted in an
ultrasonic extractor (for 30 minutes) for the solid-
chromatograph (GC) (Agilent 6890N) and mass
spectrometer
dichloromethane.
The
extracts
were
then
concentrated, cleaned up and reconcentrated to
exactly 1.0 mL. The PAHs were determined by a gas
(Agilent 5795C)
with
the
specifications given in table 3.
The GC/MS was calibrated with a diluted
phase PAH emissions and in Soxhelt extractor (for 24
hours) for gas- phase PAHs, with a solvent named
(MS)
standard solution of 16 PAH compounds (EPA 610
PAHs Mixture; Supelco, Bellefonte, PA, USA). The
R (relative coefficient) of calibration in 16 PAH
compounds ranged from 0.9910 ~ 0.9982
Table 3: GC/MS specifications
Capillary column: HP-5MS (30m  0.25 mm  0.25 µm); carrier gas: helium
Gas chromatograph (GC)
(99.999%); oven temperature program: from 80ºC (2 min)-(20ºC/min)-160ºC(5ºC/min)-280ºC (10 min)
Mass spectrometer (MS)
Transfer line to MS: 250ºC; ion source: electron impact (EI); ion source temperature:
200ºC; scan mode: selected ion monitoring (SIM)
molecular weight (LMW), medium molecular weight
2.4. PAH Emissions and Statistical Analysis
According to their number of rings, the PAH
homologues have been groups as under: Naphthalene
(Nap)
with
2-rings;
Acenaphthylene
(AcPy),
Acenaphthene (Acp), Fluorene (Flu), Phenanthrene
(PA)
and
Anthracene
(Ant)
with
3-rings;
Fluoranthene (FL), Pyrene (Pyr), Benzo[a]anthracene
(BaA)
and
Chrysene
(CHR)
with
4-rings;
Benzo[b]Fluoranthene (BbF), Benzo[k]Fluoranthene
(BkF),
Benzo[a]Pyrene
(BaP)
and
Dibenzo[a,h]Anthracene (DBA) with 5-rings; and,
Indeno[1,2,3-cd]Pyrene
(IND)
and
Benzo[g,h,i]Perylene (BghiP) with 6-rings. The total
PAH concentration is the sum of the individual
concentration of the 16 compounds. In order to
analyze the PAH homologous distribution, the total
PAHs have further been divided into three groups on
the basis of their molecular weight, which are low
(MMW) and high molecular weight (HMW) PAHs.
LMW-PAHs have two- and three-ringed PAHs,
MMW-PAHs have four-ringed PAHs and HMWPAHs have five- and six-ringed PAHs. In this way
first six PAHs are LMW-PAHs, next four are MMWPAHs and last six are HMW-PAHs of the 16
compounds. Among these PAHs, several are known
as human carcinogens. The carcinogenic potency of a
certain PAH compound is, generally, evaluated on
the
basis
of
its
Benzo[a]Pyrene
equivalent
concentration (BaPeq ) which is determined by the
corresponding TEF- toxic equivalent factor (Nisbet
and LaGoy). For the assessment of carcinogenic
potency of total PAHs, each individual BaP eq is
added to get the total BaPeq of all the 16-PAHs.
corresponding PAHs at maximum torque speed.
2.5. Engine conditions
The experimental conditions of the engine,
basing on speed-load characteristics, have been given
Since
engine
speed
can
affect
the
swirl
characteristics, injection timing and combustion
temperature of the engine (Gomes and Yates, 1992;
in the table 4.
Rao et al., 1993 and Anthony et al., 1995). So, the
possible reason for increased PAHs at higher speed
Table 4: Engine conditions
Engine condition 1
Engine condition 2
Engine condition 3
Speed (r/min)
1400
2300
2300
Load (%)
100
10
100
may be the increase in turbulence in the combustion
chamber of the engine at higher speed, which may
increase the heat losses to the combustion chamber
walls, and hence may decrease the combustion
temperature. The low temperature in the combustion
3. Results and Discussion
chamber decreases the oxidation rate and hence
increases the PAH emissions.
From the tables 5, 6 and 7, it is obvious that after
3.1. Brake Specific Emission of PAHs
the Naphthalene, Phenanthrene is prominent in PAH
Brake specific emission (BSE) is defined as the
emissions from the test fuels. The BSE of
PAH mass emitted per kilo- Watt power, developed
Phenanthrene from diesel and biodiesel are 5.9% and
in the engine in one hour. Tables 5, 6 and 7 show
2.7% more, respectively, at low load (condition 2) as
BSE of PAHs both in PM and gas phases for engine
compared to high load (condition 3), however, this
conditions 1, 2 and 3 respectively. It is clear from the
percentage difference is nominal in case of B20 for
tables 6 and 7 that Total PAHs (solid and gas) from
the two conditions. This is in good agreement with
diesel, B20 and B100 at engine condition 2 are more
the previous finding that percentage recovery of
than the corresponding PAHs at engine conditions 3.
Phenanthrene, in case of diesel fuel, is more at low
This finding is consistent with the previous studies
load as compared to that at high load (Anthony et al.,
that fuel PAHs survival is highest at low engine loads
1995).
(Williams et al., 1986, Barbella et al., 1989 and
The BSE of total PAHs (sum of BSE of all PAHs
Anthony et al., 1995). Low engine load gives rise to
at the three conditions) for B100, B20 and diesel is
emissions by quenching of the flame front in the
1598.690,
clearance between the piston top and the cylinder
respectively which reveals that biodiesel reduces the PAH
head near top dead center (Matsui and Sugihara, 1986
emissions. This is consistent with other results (Cardone
and Anthony et al., 1995). Furthermore, at low load,
et al., 2002 and Lin et al., 2006)
1665.034
and
2171.402
µg/kW •h
oxidation rate of fuels may decrease due to increase
Benzo[a]Pyrene (BaP), the most carcinogenic
in over-lean mixture area, which may result in
compound shows less concentration in case of
incomplete combustion and hence may increase PAH
biodiesel as compared to diesel for all the engine
emissions.
conditions. However, B20 shows haphazard trend for
It is elucidated from the tables 5 and 7 that total
PAHs for the fuels at rated speed are more than the
Benzo[a]Pyrene
emission,
especially at
condition 3, its value is surprisingly very high.
engine
Table 5: PAH brake specific emission at Engine condition 1 (µg/kW•h)
D
Name
Nap
AcPy
Acp
Flu
PA
Ant
FL
Pyr
BaA
CHR
BbF
BkF
BaP
IND
DBA
BghiP
∑ Total
PM-PAHs Gas-PAHs
9.612
6.830
0.556
0.319
0.428
0.072
1.500
0.746
19.306
1.403
1.822
0.230
5.301
0.832
9.688
0.970
0.602
0.740
1.599
4.251
0.237
0.537
0.096
0.569
0.341
0.606
0.032
0.719
0.009
2.640
0.076
1.191
73.860
B20
PM-PAHs Gas-PAHs
6.123
160.921
0.384
3.693
0.589
1.973
0.595
6.868
1.673
8.028
0.198
0.847
2.442
1.973
4.245
4.806
0.600
0.517
1.252
1.301
0.382
0.705
0.176
0.464
0.228
0.339
0.020
0.171
0.044
0.698
1.752
0.847
214.855
B100
PM-PAHs Gas-PAHs
3.690
34.669
0.289
3.245
0.181
2.173
0.782
11.228
6.917
14.438
0.663
1.078
1.839
2.551
2.418
5.502
0.273
2.010
0.491
2.122
0.124
1.135
0.122
0.946
0.107
0.419
0.001
0.548
0.007
0.340
0.014
0.976
101.297
Table 6: PAH brake specific emission at Engine condition 2 (µg/kW•h)
D
B20
B100
Name
PM-PAHs
Gas-PAHs
PM-PAHs
Gas-PAHs
PM-PAHs
Gas-PAHs
Nap
AcPy
Acp
Flu
PA
Ant
FL
Pyr
BaA
CHR
BbF
BkF
BaP
IND
DBA
BghiP
53.442
1.351
0.731
3.180
55.011
4.231
14.370
34.211
2.820
7.603
1.333
0.818
1.117
0.235
0.086
0.374
815.799
17.037
15.660
38.607
111.488
9.156
24.548
52.420
5.921
16.690
8.294
7.757
4.433
4.892
4.377
8.686
19.595
1.617
0.940
3.374
60.862
5.424
18.462
40.816
3.667
8.964
2.045
1.845
1.458
0.444
0.046
0.672
772.236
10.879
9.077
27.726
40.175
4.695
10.317
20.666
2.778
6.299
2.778
1.389
1.736
1.521
2.331
0.083
40.273
2.749
2.202
10.033
69.307
7.881
20.475
26.708
3.831
5.588
2.212
2.062
1.106
0.299
0.072
0.952
685.234
32.957
23.056
72.474
136.293
12.070
27.049
46.292
7.480
7.968
7.354
8.547
2.867
3.252
0.416
1.554
∑ Total
1326.676
1084.915
1270.613
Table 7: PAH brake specific emission at Engine condition 3 (µg/kW•h)
Name
Nap
AcPy
Acp
Flu
PA
Ant
FL
Pyr
BaA
CHR
BbF
BkF
BaP
IND
DBA
BghiP
∑ Total
D
B20
B100
PM-PAHs
Gas-PAHs
8.264
650.393
0.852
6.055
0.294
2.218
1.757
8.419
45.233
6.058
5.633
0.628
7.234
1.152
15.640
2.737
0.956
0.290
3.255
0.871
0.123
0.377
0.194
0.380
0.260
0.246
0.120
0.134
0.066
0.435
0.056
0.539
770.866
PM-PAHs
Gas-PAHs
8.385
235.316
0.571
3.344
0.302
1.881
1.458
5.900
33.339
17.976
2.144
2.714
6.380
7.032
12.977
9.703
0.776
1.979
2.341
3.201
0.303
0.405
0.232
0.670
0.231
1.595
0.021
1.315
0.011
1.108
0.047
1.606
365.264
PM-PAHs
Gas-PAHs
19.856
115.977
0.439
2.689
0.269
2.728
1.519
25.085
11.665
16.299
1.175
1.313
3.786
3.102
5.341
6.859
0.589
0.629
1.132
2.037
0.284
0.712
0.262
0.879
0.242
0.183
0.081
0.028
0.013
0.152
0.093
1.361
226.780
3.2. Total LMW, MMW and HMW- PAHs
Figure 2 shows the comparison of total lower,
medium and
higher
molecular
weight PAHs.
78.33%, 86.11% and 87.76% of the total PAHs from
B100 at the engine conditions 1, 2 and 3 respectively.
This finding is in good agreement with the previous
∑LMW-PAHs show higher BSE as compared to
studies that two and three ring PAHs contribute a
∑MMW-PAHs and ∑HMW-PAHs, while the least
large fraction of the total PAH emissions (Lin et al.,
BSE is depicted for ∑HMW-PAHs at the three
2005 and 2006).
engine conditions for all the test fuels. For diesel fuel,
∑LMW-PAHs is 58%, 84.85% and 95.45% of total
PAH Emissions at engine conditions 1, 2 and 3
respectively. Similarly, ∑LMW-PAHs is 89.31%,
88.17% and 85.78% of the total PAH emissions from
B20 at conditions 1,2 and 3 respectively, and
∑HMW-PAH emissions for the test fuels are all
higher at engine condition 2 as compared to engine
condition 3. Since higher the molecular weight of
PAHs, higher is the carcinogenic potency. So, at low
load PAHs may be more carcinogenic than those at
high load.
Fig.2:
Total LMW, MMW and HMW-PAH emissions from test fuels at different engine conditions.
3.3. Mean Brake Specific Emission and
BaPeq  M i  TEFi 
(1)
Corresponding Carcinogenic Potencies
Table 8 illustrates the mean specific emission of
Where M is mean BSE in (µg/kW•h); i= 1~ 16
total (solid and gas) PAHs for the test fuels at the
It is clear from the table 8 that total BaPeq and
three engine conditions, with their corresponding
total mean BSE (sum of mean BSEs) for the three
toxic equivalent factors (TEFs). Each individual PAH
fuels follow the order as B100 < B20 < D. The above
was multiplied with its corresponding TEF to get its
results reveal that use of biodiesel and its 20% blend
BaPeq factor. So, total BaPeq of all the 16-PAHs was
decreases both the total- BaPeq and the total mean-
calculated by the following formula:
PAH emissions.
Table 8: Mean brake specific emission of test fuels
Mean Brake Specific Emission (µg/kW•h)
D
B20
B100
514.780
400.859
299.899
8.723
6.829
14.123
6.468
4.921
10.203
18.069
15.307
40.373
79.500
54.017
84.973
7.234
5.341
8.060
17.812
15.535
19.601
38.555
31.071
31.040
3.776
3.439
4.937
11.423
7.786
6.447
3.633
2.206
3.940
3.271
1.592
4.273
2.334
1.863
1.641
2.044
1.164
1.403
2.538
1.413
0.333
3.641
1.669
1.650
723.801
555.011
532.897
7.051
4.792
4.0914
Compound name
Naphthalene
Acenapthylene
Acenaphthene
Fluorene
Phenanthrene
Anthracene
Fluoranthene
Pyrene
Benz[a]anthracene
Chrysene
Benzo[b]fluoranthene
Benzo[k]fluoranthene
Benzo[a]pyrene
Indeno[1，2，3-cd]pyrene
Dibenzo [a，h] anthracene
Benzo[ghi]perylene
Total Mean BSE
Total BaPeq
TEF
0.001
0.001
0.001
0.001
0.001
0.01
0.001
0.001
0.1
0.01
0.1
0.1
1
0.1
1
0.01
3.4. Brake Specific Fuel Consumption and
Brake Power
Figure
3
shows
the
brake
specific
fuel
consumption (BSFC) of the test fuels at the different
engine conditions. At condition 1, BSFC of B20 and
B100 are 0.73% and 16% more respectively, as
compared to diesel fuel. At engine condition 2, BSFC
of B20 and that of diesel are almost same, while it is
13.89% more in the case of biodiesel as compared to
diesel fuel. Engine condition 3 exhibits 2.93% and
15.45% more BSFC for B20 and B100 respectively,
Fig.3: Brake specific fuel consumption of test fuels at
different engine conditions
compared to commercial diesel.
Figure 4 depicts the effect of biodiesel and its
blend on brake power of the engine at three different
conditions. The decreased fraction of power, in the
cases of B20 and B100, are 1.34% and 2.70%,
10.14% and 18.12%, and 11.76% and 16.12%
respectively at engine conditions 1, 2 and 3
respectively.
The possible reasons for higher BSFC but lower
power, in the cases of B20 and B100, are lower
heating value and more density of biodiesel as
compared to those of diesel. Furthermore, at the same
degree of crank angle more mass is injected in case
of biodiesel due to its earlier injection start with
raised pressure and rate, as compared to diesel.

LMW-PAH emissions for the test fuels are all
higher than those of MMW and HMW PAH, but
HMW-PAHs are least among the three major
categories of PAHs for all the engine conditions.

Total BaPeq and total mean brake specific
emission (sum of mean BSEs) for the three test
fuels follow the order as B100 < B20 < D, which
means that the use of biodiesel and its 20% blend
reduces both the total- BaPeq and the total meanPAH emissions.

Fig.4: Brake power of the engine for test fuels at
different engine conditions
BSFC of the engine increases following the
decrease in its brake power in the cases of
biodiesel and B20 for all the engine conditions
used in this study.
4. Conclusions
Acknowledgements
The current study is aiming at the comparative
assessment of PAHs in terms of brake specific
emissions and their corresponding carcinogenic
potencies;
from a
heavy
duty diesel engine
alternatively fuelled with biodiesel and its 20% blend
with diesel. Followings are the main findings:

Total PAH emissions from diesel, B20 and B100
The
author
gratefully
acknowledges
the
technical guide- line and contributions of Mr. He Chao, and the financial support of National key
laboratory of Auto- performance and Emission Test,
Beijing Institute of Technology (BIT) Beijing, P.R
China.
are more at low load than those at high load.

Total PAHs are more significant at rated speed
References
as compared to maximum torque speed.

Naphthalene and Phenanthrene emissions for the
test fuels are all dominant to other PAHs and the
Phenanthrene BSE for diesel and biodiesel is
5.9% and 2.7% more, respectively, at low load as
compared to high load.

The BSE of total PAHs for B100, B20 and diesel
follows the order B100 < B20 < D.

Benzo[a]Pyrene (BaP)- BSE is less for biodiesel
as compared to diesel for all the engine
conditions.
Agarwal, A.K., Bijwe, J., Das, L.M. 2003. Wear
assessment
in biodiesel
fuelled
compression
ignition engine. J Eng Gas Turbine Power (ASME
J) 125 (3): 820–826.
Anthony, C.R., Michael, R.M., Colin, T.J., Murray,
B.A. 1995. Polycyclic aromatic compound profiles
from a light-duty direct-injection diesel engine.
Fuel, 74 (3): 362-367
Barbella , R., Ciajolo, A., D’Anna, A. and Bertoli, C.
1989. Combust. Flame, 77, 267
of
organic
micropollutants
in
rainwater using hollow fiber membrane/liquidphase
microextraction
K.F.,
Lee,
Characterization
Basheer, C., Balasubramanian, R., Lee, H.K., 2003.
Determination
Ho,
combined
with
S.C.,
of
Chiu,
selected
G.M.Y.,
volatile
2002.
organic
compounds, polycyclic aromatic hydrocarbons and
carbonyl compounds at a roadside monitoring
station. Atmospheric environ. 36: 57-65.
gas
Khalili, N.R., Scheff, P.A., Holsen, T.M., 1995. PAH
chromatography-mass spectrometry. Journal of
source fingerprints for coke ovens, diesel and
Chromatography A 1016: 11-20.
gasoline engines, highway tunnels, and wood
Cardone, M., Prati, M.V., Rocco, V., Seggiani, M.,
Senatore, A., Vitolo, S. 2002. Brassica carinata as
an alternative oil crop for the production of
biodiesel
in
Italy:
engine
performance
and
regulated and unregulated exhaust emissions.
Environ. Sci. and Tech. 36: 4656-4662.
combustion emissions. Atmospheric Environ. 29:
533-542.
Korbitz, W., 1999, “Biodiesel Production in Europe
and North America, an Encouraging Prospect,”
Renewable Energy, 16, pp. 1078-1083
Krawczyk, T., 1996, Biodisel: alternative fuel makes
Carraretto, C., Macor, A., Mirandola, A., Stoppato,
inroad but hurdles remain. Inform, 7, pp. 801-814
A., Tonon, S. 2004. Biodiesel as alternative fuel:
Labeckas, G., Slavinskas, S. 2006. The effect of
experimental analysis and energetic evaluations.
rapeseed oil methyl ester on direct injection Diesel
Energy. 29: 2195–2211.
engine performance and exhaust emissions. Energy
Ebiura, T., Echizen, T., Ishikawa, Murai, A. K.,
Baba, T. 2005. Appl. Catal. A: Gen. 283: 111.
Lapinskiene,A., Martinkus, P., Rebzdaite,V. Eco-
Fukuda, H., Dondo, A., Noda, H. 2001. Biodiesel
fuel production by transesterification of oils. J.
Biosci. Bioenerg. 92 (5): 405–416
Gerpan,
J.V.
2006.
Biodiesel
Convers. Manage. 47: 1954–1967
toxicological studies of diesel and biodiesel fuels in
aerated soil. 2006 Environ. Pollut. 142: 432–437.
Lin, Y.C., Lee, W.J., Li, H.W., Chen, C.B., Fang,
processing
and
G.C., Tsai, P.J. 2005. Impact of using fishing boat
production, Fuel Process Technol. 86: 1097–1107.
fuel with high ploy aromatic content on the
Gomes, P.C.F. and Yates, D.A. SAE Technical Paper
emission of polycyclic aromatic hydrocarbons from
No. 922222.
Graboske,
the diesel engine. Atmospheric Environ. 40: 1601-
M.S.,
McCormick,
R.L.,
1998.
1609.
Combustion of fat and vegetable oil derived fuels
Lin, Y.C., Lee, W.J., Wu, T.S., Wang, C.T. 2006.
in diesel engines. Prog. Energ. Combust. Sci. 24:
Comparison of PAH and regulated harmful matter
125-164.
emissions from biodiesel blends and paraffinic fuel
Grevenynghe, J.V., Rion, S., Ferrec, E.L., Vee. M.L.,
Amiot,
L., Fauchet, R.,
Polycyclic
differentiation
aromatic
of
Fardel, O., 2003.
hydrocarbons
human
monocytes
inhibit
into
macrophages. Journal of Immunology 170: 23742381
blends on engine accumulated mileage test. Fuel,
85: 2516-2523.
Matsui, Y. and Sugihara, K. 1986. Jap. Soc.
Automotive Eng. 7(3), 4
McDonald, J.F., Purcell, D.L., McClure, B.T.,
Kittleson, D.B. 1995. Emission characteristics of
soy methyl ester fuels in an IDI compression
utilization in the Philippine automotive transport
ignition engine. SAE Tech. Paper, 950400.
sector. Biomass Bioenergy. 26: 579–585
Meher, L.C., Sagar, D.V., Naik, S.N. 2006. Technical
aspects
of
biodiesel
production
by
transesterification -a review. Renew. Sust. Energy
Rev. 10 (3): 248–268.
Turrio-Baldassarry, L. 2004. Emission comparison of
urban bus engine fueled with diesel oil and
biodiesel blend. Sci Total Environ. 327: 147–162.
Usta,
N.
2005.
An
experimental
study
on
Monyem, A., Gerpen, J.H. 2001. The effect of
performance and exhaust emissions of a diesel
biodiesel oxidation on engine performance and
engine fuelled with tobacco seed oil methyl ester,
emission. Biomass Energy. 20: 317–325.
Energy Convers Manage. 46: 2373–2386.
Nisbet, C., LaGoy, P., 1992. Toxic equivalency
factors
(TEFs)
for
polycyclic
aromatic
hydrocarbons (PAHs). Regulatory Toxicology and
Pharmacology 16: 290-300
Williams, P.T., Bartle, K.D. and Andrews, G.E.
1986. Fuel, 65, 1150.
Yang, H.H., Chiang. C.F., Lee, W.J., Hwang, K.P.,
Wu, M.F., 1999. Size distribution and dry
Peterson, C.L., Hustruid, T. 1998. Carbon cycle for
rapeseed oil biodiesel fuel. Biomass Bioenergy. 14:
91–101.
deposition
of
road
dust
PAHs.
Environ.
International 25: 585-597.
Yousef, S.E., Bredan, J.M., Dixon, D.G., Bruce,
Raneses, A. R., Glaser, L. K., Price, J. M., and
M.G., 2002. Measurement of short- and long- term
Duffield , J. A. 1999. Potential Biodiesel Markets
toxicity of polycyclic aromatic hydrocarbons using
and their Economic Effect on the Agricultural
luminescent
Sector of the United States. Industrial Corps and
environmental safety 51: 12-21.
bacteria.
Ecotoxicology
Products, 6, pp. 151-162
Rao, K.K., Winterbone, D. E. and Clough, E. 1993.
SAE Technical paper No. 930978.
NOMENCLATURE
CI
compression ignition
DI
direct injection
Environmental and health effects caused by the use
BSE
brake specific emission
of biodiesel. SAE Tech. Paper, 1999-1901-3561
BSFC
brake specific fuel consumption
Senda, J., Okui, N., Tsukamoto, T., Fujimoto, H.
LMW
lower molecular weight
engine
MMW
medium molecular weight
performance and emissions in diesel vehicle
HMW
higher molecular weight
operated with biodiesel fuel. SAE Tech. Pap. No.
PAHs
polycyclic aromatic hydrocarbons
2004-01-0083
NOx
oxides of nitrogen
Performance
SOx
oxides of sulfur
evaluation of a biodiesel fuelled transport diesel
CO
carbon monoxide
engine. SAE Tech. Pap. No. 2005-01-1730.
TEFs
Toxic equivalent factors
Schroder, O., Krahl, J., Munack, A., Bunger, J. 1999.
2004.
Sinha,
On
S.,
board
Agarwal,
measurement
A.K.
2005.
of
Tan, R.R., Culaba, A.B., Purvis, M.R.I. 2004. Carbon
balance
implications
of
coconut
biodiesel
and