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As a potential means of offsetting diesel fuel usage and reducing the environmental impact of used tyres, this study investigates the NOx emissions of a modern commercial passenger vehicle run on a blend of diesel and tyre pyrolysis oil (TPO). The test vehicle was driven on a route representative of the driving expected by a courier. Vehicle drivability with the TPO/diesel blend, compared to neat diesel, was not reported to be perceived differently by the automotive industry experienced driver. Additionally, the NOx emissions were comparable between the neat diesel trip and those run on the blend of TPO/diesel. Interestingly, the results showed that short transients had a substantive impact on aggregate NOx emissions—making conclusive on-road comparisons between fuels difficult. Despite this, the data collected for this study indicate that there is no substantive NOx emissions degradation when running the TPO/diesel blend. Keywords: On-road emissions, Alternative fuels, Tyre oil, Driving dynamics

In this study, emission factors of both particle and gaseous phases are characterised on board two large cargo vessels operating on the east coast of Australia during manoeuvring conditions. In order to investigate the difference in particle number and mass size distributions, measurements were conducted on two 2-stroke engines of two vessels using Heavy Fuel Oil (HFO) with nearly the same sulphur content. Results showed that manoeuvring compared to ocean-going conditions resulted in higher emission factors for carbon monoxide (CO), carbon dioxide (CO2), unburnt hydrocarbon (HC), particulate matter (PM) and particle number (PN), which can have significant negative effects on human health and the environment in coastal and port areas. Importantly, a significant difference was observed in particle number size distributions between the two vessels. Those observed for Vessel II were mono-modal with the peak at 40–50 nm and dominated by ultrafine particles (D < 100 nm), while for Vessel I a bimodal distribution with a nucleation peak at around 20 nm and a major peak at larger diameter of 60 nm was observed. The difference in particle number size distributions between the two vessels may be due to the difference in sampling location and/or marine engine characteristics, including age and technology. The effects of fuel sulphur content on PN and PM emissions observed in this study are also compared with the results available from previous measurements in the literature. Engine load was also found to be an important influence on all emission factors. Keywords: Ship emissions, Manoeuvring conditions, Emission factors, Sulphur content, Particle number size distributions

A comprehensive analysis of combustion behaviour during cold, intermediately cold, warm and hot start stages of a diesel engine are presented. Experiments were conducted at 1500 rpm and 2000 rpm, and the discretisation of engine warm up into stages was facilitated by designing a custom drive cycle. Advanced injection timing, observed during the cold start period, led to longer ignition delay, shorter combustion duration, higher peak pressure and a higher peak apparent heat release rate (AHRR). The peak pressure was ~30% and 20% and the AHRR was ~2 to 5% and ±1% higher at 1500 rpm and 2000 rpm, respectively, during cold start, compared to the intermediate cold start. A retarded injection strategy during the intermediate cold start phase led to shorter ignition delay, longer combustion duration, lower peak pressure and lower peak AHRR. At 2000 rpm, an exceptional combustion behaviour led to a ~27% reduction in the AHRR at 25% load. Longer ignition delays and shorter combustion durations at 25% load were observed during the intermediately cold, warm and hot start segments. The mass fraction burned (MFB) was calculated using a single zone combustion model to analyse combustion parameters such as crank angle (CA) at 50% MFB, AHRR@CA50 and CA duration for 10–90% MFB.

Presented in this paper is an in-depth analysis of the impact of engine start during various stages of engine warm up (cold, intermediate, and hot start stages) on the performance and emissions of a heavy-duty diesel engine. The experiments were performed at constant engine speeds of 1500 and 2000 rpm on a custom designed drive cycle. The intermediate start stage was found to be longer than the cold start stage. The oil warm up lagged the coolant warm up by approximately 10 °C. During the cold start stage, as the coolant temperature increased from ~25 to 60 °C, the brake specific fuel consumption (BSFC) decreased by approximately 2% to 10%. In the intermediate start stage, as the coolant temperature reached 70 °C and the injection retarded, the indicated mean effective pressure (IMEP) and the brake mean effective pressure (BMEP) decreased by approximately 2% to 3%, while the friction mean effective pressure (FMEP) decreased by approximately 60%. In this stage, the NOx emissions decreased by approximately 25% to 45%, while the HC emissions increased by approximately 12% to 18%. The normalised FMEP showed that higher energy losses at lower loads were most likely contributing to the heating of the lubricating oil.

Hydrothermal liquefaction (HTL) presents a viable route for converting a vast range of materials into liquid fuel, without the need for pre-drying. Currently, HTL studies produce bio-crude with properties that fall short of diesel or biodiesel standards. Upgrading bio-crude improves the physical and chemical properties to produce a fuel corresponding to diesel or biodiesel. Properties such as viscosity, density, heating value, oxygen, nitrogen and sulphur content, and chemical composition can be modified towards meeting fuel standards using strategies such as solvent extraction, distillation, hydrodeoxygenation and catalytic cracking. This article presents a review of the upgrading technologies available, and how they might be used to make HTL bio-crude into a transportation fuel that meets current fuel property standards.

In recent years, the beauty leaf plant (Calophyllum Inophyllum) is being considered as a potential 2nd generation biodiesel source due to high seed oil content, high fruit production rate, simple cultivation and ability to grow in a wide range of climate conditions. However, however, due to the high free fatty acid (FFA) content in this oil, the potential of this biodiesel feedstock is still unrealized, and little research has been undertaken on it. In this study, transesterification of beauty leaf oil to produce biodiesel has been investigated. A two-step biodiesel conversion method consisting of acid catalysed pre-esterification and alkali catalysed transesterification has been utilized. The three main factors that drive the biodiesel (fatty acid methyl ester (FAME)) conversion from vegetable oil (triglycerides) were studied using response surface methodology (RSM) based on a Box-Behnken experimental design. The factors considered in this study were catalyst concentration, methanol to oil molar ratio and reaction temperature. Linear and full quadratic regression models were developed to predict FFA and FAME concentration and to optimize the reaction conditions. The significance of these factors and their interaction in both stages was determined using analysis of variance (ANOVA). The reaction conditions for the largest reduction in FFA concentration for acid catalysed pre-esterification was 30:1 methanol to oil molar ratio, 10% (w/w) sulfuric acid catalyst loading and 75 °C reaction temperature. In the alkali catalysed transesterification process 7.5:1 methanol to oil molar ratio, 1% (w/w) sodium methoxide catalyst loading and 55 °C reaction temperature were found to result in the highest FAME conversion. The good agreement between model outputs and experimental results demonstrated that this methodology may be useful for industrial process optimization for biodiesel production from beauty leaf oil and possibly other industrial processes as well.

Microalgae are swift replicating photosynthetic microorganisms with several applications for food, chemicals, medicine and fuel. Microalgae have been identified to be suitable for biofuels production, due to their high lipid contents. Microalgae-based biofuels have the potential to meet the increasing energy demands and reduce greenhouse gas (GHG) emissions. However, the present state of technology does not economically support sustainable large-scale production. The biofuel production process comprises the upstream and downstream processing phases, with several uncertainties involved. This review examines the various production and processing stages, and considers the use of chemometric methods in identifying and understanding relationships from measured study parameters via statistical methods, across microalgae production stages. This approach enables collection of relevant information for system performance assessment. The principal benefit of such analysis is the identification of the key contributing factors, useful for decision makers to improve system design, operation and process economics. Chemometrics proffers options for time saving in data analysis, as well as efficient process optimization, which could be relevant for the continuous growth of the microalgae industry.

Physico-chemical properties of microalgae biodiesel depend on the microalgae species and oil extraction method. Dioctyl phthalate (DOP) is a clear, colourless and viscous liquid as a plasticizer. It is used in the processing of polyvinyl chloride (PVC) resin and polymers. A new potential biofuel, hydrothermally liquefied microalgae bio-oil can contain nearly 11% (by mass) of DOP. This study investigated the feasibility of using up to 20% DOP blended in 80% diesel fuel (v/v) in an existing diesel engine, and assessed the performance and exhaust emissions. Despite reasonable differences in density, viscosity, surface tension, and boiling point, blends of DOP and diesel fuel were found to be entirely miscible and no separation was observed at any stage during prolonged miscibility tests. The engine test study found a slight decrease in peak cylinder pressure, brake, and indicated mean effective pressure, indicated power, brake power, and indicated and brake thermal efficiency with DOP blended fuels, where the specific fuel consumption increased. This is due to the presence of 16.4% oxygen in neat DOP, responsible for the relatively lower heating value, compared to that of diesel. The emission tests revealed a slight increase in nitrogen oxides (NOx) and carbon monoxide (CO) emissions from DOP blended fuels. However, particulate matter (PM) emissions were lower from DOP blended fuels, although some inconsistency in particle number (PN) was present among different engine loads.

Rising pollution levels resulting from vehicular emissions and the depletion of petroleum-based fuels have left mankind in pursuit of alternatives. There are stringent regulations around the world to control the particulate matter (PM) emissions from internal combustion engines. To this end, researchers have been exploring different measures to reduce PM emissions such as using modern combustion techniques, after-treatment systems such as diesel particulate filter (DPF) and gasoline particulate filter (GPF), and alternative fuels. Alternative fuels such as biodiesel (derived from edible, nonedible, and waste resources), alcohol fuels (ethanol, n-butanol, and n-pentanol), and fuel additives have been investigated over the last decade. PM characterization and toxicity analysis is still growing as researchers are developing methodologies to reduce particle emissions using various approaches such as fuel modification and after-treatment devices. To address these aspects, this review paper studies the PM characteristics, health issues, PM physical and chemical properties, and the effect of alternative fuels such as biodiesel, alcohol fuels, and oxygenated additives on PM emissions from diesel engines. In addition, the correlation between physical and chemical properties of alternate fuels and the characteristics of PM emissions is explored.

Physical and chemical properties of biodiesel are influenced by structural features of the fatty acids, such as chain length, degree of unsaturation and branching of the carbon chain. This study investigated if microalgal fatty acid profiles are suitable for biodiesel characterization and species selection through Preference Ranking Organisation Method for Enrichment Evaluation (PROMETHEE) and Graphical Analysis for Interactive Assistance (GAIA) analysis. Fatty acid methyl ester (FAME) profiles were used to calculate the likely key chemical and physical properties of the biodiesel [cetane number (CN), iodine value (IV), cold filter plugging point, density, kinematic viscosity, higher heating value] of nine microalgal species (this study) and twelve species from the literature, selected for their suitability for cultivation in subtropical climates. An equal-parameter weighted (PROMETHEE-GAIA) ranked Nannochloropsis oculata, Extubocellulus sp. and Biddulphia sp. highest; the only species meeting the EN14214 and ASTM D6751-02 biodiesel standards, except for the double bond limit in the EN14214. Chlorella vulgaris outranked N. oculata when the twelve microalgae were included. Culture growth phase (stationary) and, to a lesser extent, nutrient provision affected CN and IV values of N. oculata due to lower eicosapentaenoic acid (EPA) contents. Application of a polyunsaturated fatty acid (PUFA) weighting to saturation led to a lower ranking of species exceeding the double bond EN14214 thresholds. In summary, CN, IV, C18:3 and double bond limits were the strongest drivers in equal biodiesel parameter-weighted PROMETHEE analysis.

Diesel engines release a range of harmful components into the environment in the form of gases, liquids, and particulate matter (PM). These components have a direct and indirect impact on human health and climate change. Wet scrubbers are used to clean diesel exhaust emissions, by bubbling them through a liquid (usually water) to reduce their temperature and remove some soluble components and particles. Then, these emissions pass through a filter to remove further diesel particulate matter. The PM-capturing mechanism, heat transfer mechanism, and fluid mechanism of a wet scrubber are reviewed. Several parameters have a major influence on wet scrubber performance, such as inlet gas velocity. Modeling of a wet scrubber can be conducted through thermodynamics analysis, heat transfer analysis, and computational simulation. These investigations may lead to optimizing wet scrubber performance, and then to reducing both humidity and temperature at the scrubber exit. This humidity reduction increases filter life and reduces maintenance costs.

Over the past few decades, biodiesel produced from oilseed crops and animal fat is receiving much attention as a renewable and sustainable alternative for automobile engine fuels, and particularly petroleum diesel. However, current biodiesel production is heavily dependent on edible oil feedstocks which are unlikely to be sustainable in the longer term due to the rising food prices and the concerns about automobile engine durability. Therefore, there is an urgent need for researchers to identify and develop sustainable biodiesel feedstocks which overcome the disadvantages of current ones. On the other hand, artificial neural network (ANN) modeling has been successfully used in recent years to gain new knowledge in various disciplines. The main goal of this article is to review recent literatures and assess the state of the art on the use of ANN as a modeling tool for future generation biodiesel feedstocks. Biodiesel feedstocks, production processes, chemical compositions, standards, physio-chemical properties and in-use performance are discussed. Limitations of current biodiesel feedstocks over future generation biodiesel feedstock have been identified. The application of ANN in modeling key biodiesel quality parameters and combustion performance in automobile engines is also discussed. This review has determined that ANN modeling has a high potential to contribute to the development of renewable energy systems by accelerating biodiesel research.

Essential oils are derived from not-fatty parts of plants and are mostly used in aromatherapy, as well as cosmetics and perfume production. The essential oils market is growing rapidly due to their claimed health benefits. However, because only therapeutic grade oil is required in the medicinal sector, there is a substantial low-value waste stream of essential oils that can be used in the transportation and agricultural sectors. This study investigated the influence of orange, eucalyptus, and tea tree oil on engine performance and combustion characteristics of a multi-cylinder compression ignition engine. Orange, eucalyptus, and tea tree oil were blended with diesel at 10% by volume. For benchmarking, neat diesel and 10% waste cooking biodiesel-diesel blend were also tested. The selected fuels were used to conduct engine test runs with a constant engine speed (1500 RPM (revolutions per minute)) at four loads. As the load increased, frictional power losses decreased for all of the fuel samples and thus mechanical efficiency increased. At higher loads (75% and 100%), only orange oil-diesel blends produced comparable power to diesel and waste cooking biodiesel-diesel blends. Fuel consumption (brake and indicated) for the essential oil-diesel blends was higher when compared to base diesel and waste cooking biodiesel-diesel blends. Thermal efficiency for the essential oil-diesel blends was comparable to base diesel and waste cooking biodiesel-diesel blends. At higher loads, blow-by was lower for essential oil blends as compared to base diesel and waste cooking biodiesel-diesel blends. At 50% and 100% load, peak pressure was lower for all of the essential oil-diesel blends when compared to base diesel and waste cooking biodiesel-diesel blends. From the heat release rate curve, the essential oil-diesel blends ignition delay times were longer because the oils have lower cetane values. Overall, the low-value streams of these essential oils were found to be suitable for use in diesel engines at 10% blends by agricultural producers of these oils.

Liquefied natural gas (LNG) projects are regulated by host countries, but policy and regulation should depend on geography and meteorology. Without considering the role of geography and meteorology, sub-optimal design choices can result, leading to energy conversion efficiency and capital investment decisions that are less than ideal. A key step in LNG is regasification, which transforms LNG back from liquid to the gaseous state and requires substantial heat input. This study investigated different LNG regasification technologies used around the world and benchmarked location and meteorology-related factors, such as seawater temperatures, ambient air temperatures, wind speeds and relative humidity. Seawater vaporizers are used for more than 95% of locations subject to water quality. Ambient air conditions are relatively better for South America, India, Spain and other Asian countries (Singapore, Taiwan, Indonesia, and Thailand) and provide a much cleaner regasification technology option for natural and forced draft systems and air-based intermediate fluid vaporizers. On a global basis, cold energy utilization currently represents

As a biofuel feedstock, microalgae has good scalability and potential to supply a significant proportion of world energy compared to most types of biofuel feedstock. Hydrothermal liquefaction (HTL) is well-suited to wet biomass (such as microalgae) as it greatly reduces the energy requirements associated with dewatering and drying. This article presents experimental analyses of chemical and physical properties of bio-crude oil produced via HTL using a high growth-rate microalga Scenedesmus sp. in a large batch reactor. The overarching goal was to investigate the suitability of microalgae HTL bio-crude produced in a large batch reactor for direct application in marine diesel engines. To this end we characterized the chemical and physical properties of the bio-crudes produced. HTL literature mostly reports work using very small batch reactors which are preferred by researchers, so there are few experimental and parametric measurements for bio-crude physical properties, such as viscosity and density. In the course of this study, a difference between traditionally calculated values and measured values was noted. In the parametric study, the bio-crude viscosity was significantly closer to regular diesel and biodiesel standards than transesterified (FAME) microalgae biodiesel. Under optimised conditions, HTL bio-crude’s high density (0.97–1.04 kg·L−1) and its high viscosity (70.77–73.89 mm2·s−1) had enough similarity to marine heavy fuels. although the measured higher heating value, HHV, was lower (29.8 MJ·kg−1). The reaction temperature was explored in the range 280–350 °C and bio-crude oil yield and HHV reached their maxima at the highest temperature. Slurry concentration was explored between 15% and 30% at this temperature and the best HHV, O:C, and N:C were found to occur at 25%. Two solvents (dichloromethane and n-hexane) were used to recover the bio-crude oil, affecting the yield and chemical composition of the bio-crude.