From diesel fuel combustion

Gutwein EE, Landolt RR, Brenchley DL. 1974. Barium retention in rats exposed to combustion products from diesel fuel containing a barium-based antismoke additive. J Air Pollut Contr Ass 24 40- 43. 

The mechanism of action for diesel fuels is not well characterized due to the complexity of its petroleum hydrocarbon mixture. The presence of additives that improve fuel combustion or prevent microbial growth may contribute to toxicity. Based on research conducted with individual components of diesel fuels, the primary mechanism of action for central nervous system (CNS) depression from diesel fuel is the reversible, physical interaction of the aromatic and aliphatic hydrocarbons with cell membranes. Renal toxicity is possibly attributed to oxidative metabolites of some of the aromatic constituents. Eye and skin injury are attributable to direct irritant action and the high lipid solubility that may dissolve protective skin oils and allow penetration into the skin tissue. The dermal carcinogenesis observed in rodents subjected to chronic dermal exposure to diesel may be attributed to the genotoxic activity of PAHs and the promoting activity of repeated dermal injury. 

Changes in odour and taste are frequently more irksome than minor health disorders. Industrial odour immissions by toluene, xylenes and styrene have been referred to earlier [42]. Odours from combustion processes, such as for example from diesel fuels, are unpleasant. Comparative odour threshold values have been given for benzene of 4.7 ppm, for toluene of 2.1 ppm, for xylene of 0.5 ppm, for chlorobenzene of 0.2 ppm, for styrene of 0.05 ppm, and for nitrobenzene of 0.005 ppm [11]. Slightly lower odour thresholds are reported by other scientists 0.9-1.6 ppm for benzene, 0.03-0.5 ppm for toluene, and 0.15-0.18 ppm for xylene [12]. In water, quantities higher than 6.8 mg/m naphthalene, 37 mg/m styrene and 140 mg/m ethylbenzene cause unpleasant odours [13]. The following compounds may cause... 

Sulfur. Sulfur in diesel fuel should be kept below set limits for both environmental and operational reasons. Operationally, high levels of sulfur can lead to high levels of corrosion and engine wear owing to emissions of SO that can react with condensed water during start-up to form sulfuric acids. From an environmental perspective, sulfur bums to SO2 and SO, the exact spHt being a function of temperature and time in the combustion chamber. 

An alternative method of produciag hydrocarbon fuels from biomass uses oils that are produced ia certaia plant seeds, such as rape seed, sunflowers, or oil palms, or from aquatic plants (see Soybeans and other oilseeds). Certain aquatic plants produce oils that can be extracted and upgraded to produce diesel fuel. The primary processiag requirement is to isolate the hydrocarbon portion of the carbon chain that closely matches diesel fuel and modify its combustion characteristics by chemical processiag. 

Effective with the 1982 model year, particulate matter from diesel vehicles was regulated by the U.S. Environmental Protection Agency for the first time, at a level of 0.37 gm km . Diesel vehicles were allowed to meet an NO level of 0.93 gm km under an Environmental Protection Agency waiver. These standards were met by a combination of control systems, primarily exhaust gas recirculation and improvements in the combustion process. For the 1985 model year, the standards decreased to 0.12 gm of particulate matter per kilometer and 0.62 gm of NO per kilometer. This required the use of much more extensive control systems (1). The Clean Air Act Amendments of 1990 (2) have kept the emission standards at the 1985 model level with one exception diesel-fueled heavy trucks shall be required to meet an NO standard of 4.0 gm per brake horsepower hour. 

VFO works well in gas turbines. In a nine-month test program, the combustion properties of VFO were studied in a combustion test module. A gas turbine was also operated on VFO. The tests were conducted to study the combustion characteristics of VFO, the erosive and corrosive effects of VFO, and the operation of a gas turbine on VFO. The combustion tests were conducted on a combustion test module built from a GE Frame 5 combustion can and liner. The gas turbine tests were conducted on a Ford model 707 industrial gas turbine. Both the combustion module and gas turbine were used in the erosion and corrosion evaluation. The combustion tests showed the VFO to match natural gas in flame patterns, temperature profile, and flame color. The operation of the gas turbine revealed that the gas turbine not only operated well on VFO, but its performance was improved. The turbine inlet temperature was lower at a given output with VFO than with either natural gas or diesel fuel. This phenomenon is due to the increase in exhaust mass flow provided by the addition of steam in the diesel for the vaporization process. Following the tests, a thorough inspection was made of materials in the combustion module and on the gas turbine, which came into contact with the vaporized fuel or with the combustion gas. The inspection revealed no harmful effects on any of the components due to the use of VFO. 

Liquid fuels for use in internal-combustion engines are extracted and refined from crude oil, with diesel fuels being part of the middle distillate or kerosene fraction. Kerosene was initially derived from coal pyrolysis. The initial main use of this type of distillate was for the kerosene lamp, which had replaced lamps based on whale oil. 

Biodiesel may be represented chemically as a mixture of fatty acid methyl esters. It is a naturally derived liquid fuel, produced from renewable somces which, in compliance with appropriate prescriptions, may be used in place of diesel fuel for both internal combustion engines and for producing heat in boilers. The advantages, especially environmental, which can potentially result from the widespread use of biodiesel, are manifold ... 

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