Spinal muscular atrophy (SMA) is a autosomal recessive disease characterized by muscular weakness, hypotonia and atrophy. SMA is caused by mutation or deletion of the survivor motor neuron gene (SMN1), which is located in the telomere region of chromosome 5q13. Incidence of the disease is 1:6000-10000 newborn. Confirmatory diagnosis can be established by molecular genetic analysis. Here a 2- month- old female baby was admitted into the department of pediatrics of Sylhet Women’s Medical College Hospital with because of less movement of whole body for 1 month and repeated cough with respiratory distress for same duration. Baby was dyspneic, chest in drawing and crepitation was present over both lung fields. Signs of lower motor neuron lesions were present. It was confirmed by Polymerase chain reaction (PCR) for SMN gene. Final diagnosis was Spinal muscular atrophy with pneumonia. Symptomatic, Supportive and antibiotic treatment were given. Genetic counseling, regular respiratory follow up was advised.

Glucose-6-phosphate dehydrogenase (G6PD) deficiency is the most common hereditary enzyme disorder in the world and more than 400 million people have a deficiency in this enzyme. G6PD deficiency is an X-linked disorder, and one of its important signs is the presence of hemolytic anemia. It is a worldwide important cause of neonatal jaundice and causes life threatening hemolytic crisis in childhood. Here a 2- year- old boy was admitted into department of pediatrics of Sylhet Women’s Medical College Hospital with fever for 2 days & passage of dark color urine for 1 day. There was history of accidental naphthalene ingestion present prior to develop symptoms. The boy was clinically febrile, severely pale, anicteric. No organomegaly was present. It was confirmed by G6PD level assay. Symptomatic & supportive treatment was given with packed cell volume transfusion and avoidance of triggering factors was advised. Genetic counseling was also done.

Cellobiulose (glucosyl-fructose, GF), as a dominant primary product from cellobiose isomerization during hydrothermal conversion, plays a key role in the production of biofuels and biochemicals from biomass or cellulose, but the reaction mechanism of GF hydrothermal decomposition remains largely unclear. For the first time in the field, this study reports a systematic investigation into the fundamental reaction mechanism of GF hydrothermal decomposition using a continuous reactor at 200-250 degrees C and 10 MPa. The GF conversion increases with reaction temperature and residence time, with a high conversion of 91% achieved at 250 degrees C and similar to 52 s. The experimental results demonstrate that GF hydrothermal decomposition proceeds with several primary reactions: (1) hydrolysis to produce glucose and fructose, (2) isomerization to produce cellobiose and glucosyl-mannose (GM), and (3) retro-aldol condensation to produce glucosyl-erythrose (GE) and glycolaldehyde. Among all primary reactions, the hydrolysis reaction plays a key role during GF decomposition, contributing to similar to 60% of the primary decomposition reactions of GF at 200 degrees C, while isomerization and retro-aldol condensation reactions only contribute to similar to 31 and similar to 9% of the primary decomposition reactions of GF at 200 degrees C. Those primary products are further decomposed to various secondary products (mainly furans, aldehydes, and organic acids). Particularly, various organic acids (i.e., saccharinic acid, formic acid, lactic acid) produced at the early stage of GF decomposition can further catalyze the primary reactions of GF and the secondary reactions of primary products. This study clearly demonstrates that isomerization of cellobiose to GF plays a key role in the breakage of the glycosidic bond during noncatalytic hydrothermal decomposition of cellobiose, providing new insights into the fundamental reaction mechanism of sugar oligomer hydrothermal decomposition for producing renewable biofuels and biochemicals.

This chapter investigates the sustainability of rice bran biodiesel from environmental point of view. In this study, 5 and 20% biodiesel was tested in a naturally aspirated four-stroke multi-cylinder diesel engine at different load and speed conditions. It was found that all biodiesel blended fuel reduces the brake power (BP) and increases brake specific fuel consumption (BSFC) slightly than diesel fuel. Engine emission results indicated that blended fuel reduces the average particulate matter (PM), carbon monoxide (CO), and hydrocarbons (HC) except nitric oxides (NO) emissions than diesel fuel. Finally, it can be concluded that up to 20% rice bran biodiesel could replace diesel fuel to help in controlling the air pollution to a great extent without sacrificing engine power significantly.

Exploring new renewable energy sources as a substitute of petroleum reserves is necessary due to fulfilling the oncoming energy needs for industry and transportation systems. In this quest, a lot of research is going on to expose different kinds of new biodiesel sources. The non-edible oil from candlenut possesses the potential as a feedstock for biodiesel production. The present study aims to produce biodiesel from crude candlenut oil by using two-step transesterification process, and 10%, 20%, and 30% of biodiesel were mixed with diesel fuel as test blends for engine testing. Fourier transform infrared (FTIR) and gas chromatography (GC) were performed and analyzed to characterize the biodiesel. Also, the fuel properties of biodiesel and its blends were measured and compared with the specified standards. The thermal stability of the fuel blends was measured by thermogravimetric analysis (TGA) and differential scan calorimetry (DSC) analysis. Engine characteristics were measured in a Yanmar TF120M single cylinder direct injection (DI) diesel engine. Biodiesel produced from candlenut oil contained 15% free fatty acid (FFA), and two-step esterification and transesterification were used. FTIR and GC remarked the biodiesels’ existing functional groups and fatty acid methyl ester (FAME) composition. The thermal analysis of the biodiesel blends certified about the blends’ stability regarding thermal degradation, melting and crystallization temperature, oxidative temperature, and storage stability. The brake power (BP), brake specific fuel consumption (BSFC), and brake thermal efficiency (BTE) of the biodiesel blends decreased slightly with an increasing pattern of nitric oxide (NO) emission. However, the hydrocarbon (HC) and carbon monoxides (CO) of biodiesel blends were found decreased.

The study represents a comprehensive analysis of engine exhaust emission variation from a compression ignition (CI) diesel engine fueled with diesel-biodiesel blends. Biodiesel used in this investigation was produced through transesterification procedure from Moringa oleifera oil. A single cylinder, four-stroke, water-cooled, naturally aspirated diesel engine was used for this purpose. The pollutants from the exhaust of the engine that are monitored in this study are nitrogen oxide (NO), carbon monoxide (CO), hydrocarbon (HC), and smoke opacity. Engine combustion and performance parameters are also measured together with exhaust emission data. Some researchers have reported that the reason for higher NO emission of biodiesel is higher prompt NO formation. The use of antioxidant-treated biodiesel in a diesel engine is a promising approach because antioxidants reduce the formation of free radicals, which are responsible for the formation of prompt NO during combustion. Two different antioxidant additives namely 2,6-di-tert-butyl-4-methylphenol (BHT) and 2,2′-methylenebis(4-methyl-6-tert-butylphenol) (MBEBP) were individually dissolved at a concentration of 1% by volume in MB30 (30% moringa biodiesel with 70% diesel) fuel blend to investigate and compare NO as well as other emissions. The result shows that both antioxidants reduced NO emission significantly; however, HC, CO, and smoke were found slightly higher compared to pure biodiesel blends, but not more than the baseline fuel diesel. The result also shows that both antioxidants were quite effective in reducing peak heat release rate (HRR) and brake-specific fuel consumption (BSFC) as well as improving brake thermal efficiency (BTE) and oxidation stability. Based on this study, antioxidant-treated M. oleifera biodiesel blend (MB30) can be used as a very promising alternative source of fuel in diesel engine without any modifications.

Considering the low cetane number of biodiesel blends and alcohols, ignition promoter additives 2-ethylhexyl nitrate (EHN) and di-tertiary-butyl peroxide (DTBP) was used in this study at a proportion of 1000 and 2000 ppm to diesel-biodiesel-pentanol blends. Five carbon pentanol was used at a proportion of 10% with 20% jatropha biodiesel-70% diesel blends and engine testing was carried out in a single cylinder DI diesel engine. The fuel properties, engine performance, emission and combustion were studied and mainly the effects of two most widely used ignition promoter on the engine behaviour were compared and analyzed. Experimental results indicated that, the fuel properties like density (0.36-1.45%), viscosity (0.26-3.77%), oxidation stability (5.5-26.4%), cetane number (2-14.58%) are improved remarkably with a moderate change in calorific value for the pentanol and ignition promoter treated biodiesel blends depending on the proportion used and for different benchmark. The brake power (BP) is developed very slightly (0.66-1.52%), which is still below than that of diesel, however, the brake specific energy consumption (BSEC) decreased significantly (0.92-5.84%). Although mixing of pentanol increased the nitric oxide (NO) (2.15% than JB20) with reducing the hydrocarbon (HC), carbon monoxide (CO) and smoke, however, the addition of EHN and DTBP reduced the NO (2-4.62%) and smoke (3.45-15.5%) emissions showing higher CO (13-9.15%) and HC (5.1-17.87%) emission based on percentage of ignition promoter used. The NO emission from the peroxide ignition promoter treated fuel blends are consistently lower than those for the nitrate ignition promoter treated fuel blends at similar cetane level. The combustion pressure (CP) and heat release rate (HRR) of the ignition promoters added blends are improved showing advanced combustion pressure (0.11-0.53 bar) and lower heat release rate (0.82-2.29 J/CA). In conclusion, it can be said that, pentanol and ignition promoters are promising additives for biodiesel blends for improving overall performance of a diesel engine. (C) 2017 Elsevier Ltd. All rights reserved.

Biodiesel has been a promising clean alternative fuel to fossil fuels, which cuts the emissions that are released by fossil fuels, and perhaps reduces the energy crisis induced by the exhaustion of oil resources in the near future.In this study, the effect of antioxidant additive on engine performance and emission characteristics of an engine fueled with palm biodiesel was investigated and compared with conventional diesel fuel.For this study, four fuel samples including pure diesel, diesel-biodiesel (B20), diesel-biodiesel-additive (B20+additive) and pure biodiesel (B100) were used in a multi cylinder, four stroke, water cooled, direct injection diesel engine.Engine tests were performed at various engine speed of 1000 rpm to 4000 rpm with 50% throttle opening.Engine performance and emission concentrations are investigated by determining the break specific fuel consumption (BSFC), brake thermal efficiency, CO, HC, NO x and smoke opacity using gas analyzers.The results showed that the use of baynox plus solution as additive with palm methylester gave average 3.10% higher brake power as well as 23.2% and 2.40% lower NO x and brake specific fuel consumption than the biodiesel blend without additives.

When an automobile engine is running it produces more friction and wear between the sliding components and lubrication is required for reducing the frictional effect. Friction and wear reduce engine life, reliability and increase the maintenance cost. This study investigated and compared the friction and wear characteristics of diesel, Calophyllum inophyllum, palm biodiesel, and their blends, by using the four-ball tester. The experimental test was conducted at 30°C, 45°C, 60°C and 75°C, under 40kg and 80kg loads, at a constant speed of 1800rpm for all samples. The average coefficient of friction of diesel was 28.8% and 23.4% higher than pure C. inophyllum and palm biodiesel respectively. The wear scar diameter of diesel was higher than biodiesel and biodiesel blends at different temperatures and loads. The highest amount of elements were found from CIB100 (45ppm), which changes by about 14.6ppm compared to ordinary oil. PB10 and PB20 have lower amounts of metal composition and oxide formation. PB20 exhibits a lower worn scar surface area than diesel and biodiesel blends. PB20 shows good lubrication performance and the possibility to form highly lubricating film without breaking down over a long time.

In this study, the two most effective aromatic amine antioxidants N,N'-diphenyl-1,4-phenylenediamine (DPPD) and N-phenyl-1,4-phenylenediamine (NPPD), were used at a concentration of 2000 ppm. The impact of antioxidants on the oxidation stability, exhaust emission and engine performance of a multi cylinder diesel engine fuelled with MB20 (20% Moringa oil methyl ester and 80% diesel fuel blend) were analysed at varying speed conditions at an interval of 500 rpm and a constant load. It was observed that, blending with diesel enhanced the oxidation stability of the moringa biodiesel by approximately 6.97 h, and the addition of DPPD and NPPD to MB20 increased the oxidation stability up to 34.5 and 18.4 h, respectively. The results also showed that the DPPD- and NPPD-treated blends reduced the NOx emission by 7.4% and 3.04%, respectively, compared to the untreated blend. However, they do have higher carbon monoxide (CO) and hydrocarbon (HC) levels and smoke opacities, but it should be noted that these emissions are still well below the diesel fuel emission level. The results show that the addition of antioxidant with MB20 also improves the engine's performance characteristics. Based on this study, MB20 blends with amine antioxidants can be used in diesel engines without any modification. (C) 2016 Elsevier Ltd. All rights reserved.

Comparative investigations were performed on the particle matter emitted from a DI diesel engine utilizing palm biodiesel. In this experiment, palm biodiesel PB10 (90% diesel and 10% palm biodiesel), PB20 (80% diesel, 20% palm biodiesel) and diesel fuel samples exhaust were investigated at different working condition (25% and 50% load at 1500 rpm constant speed). Observation of this experiment, it is clearly seen that at low load condition particle matter concentration of palm biodiesel exhaust was decreased than that of diesel fuel. At no load and 25% load condition PB10 biodiesel blend exhibited 2.2 times the lower PM concentration than that of diesel fuel. On the other hand, elemental carbon (EC) and organic emission for PB10 showed decreases trend as varies 4.2% to 6.6% and 32 to 39%, respectively, while elemental carbon percentage increased by 0.85 to 10% respectively. Similarly, metal composition of PB10 biodiesel blend increased by 4.8 to 26.5% respectively. SEM images for B10 and B20 demonstrated granular structure particulates with greater grain sizes compared with diesel fuel. Finally, the experimental outcomes showed that the blend composition and degree of unsaturation of the methyl ester present in biodiesel influence on the particulate matter formation.

The purpose of this work is to test the feasibility of biodiesel as a substitute for diesel used in a direct injection (DI) diesel engine. The biodiesel was produced by an esterification and transesterification process. Experiments were conducted with diesel-biodiesel blends containing 10 and 20% biodiesel with the diesel fuel. The results of the biodiesel blends are compared with baseline diesel which was assessed at constant speed in a single cylinder diesel engine at various loading conditions. The physicochemical properties of palm and Calophyllum inophyllum biodiesel and their blends meet the standard specification ASTM D6751 and EN 14214 standards. The maximum brake thermal efficiency was attained with diesel fuel, 10% palm biodiesel (PB10) and 10% C. inophyllum biodiesel (CI10) at all load condition except low load condition. Engine emission results showed that the 20% C. inophyllum with 80% diesel blend exhibited 6.35% lower amount of brake specific carbon monoxide, and the PB20 blend and CI20 blend reduced brake specific hydrocarbon emission by 7.93 and 9.5%, respectively. NOx emission from palm and C. inophyllum biodiesel blends are found to be 0.29-4.84% higher than diesel fuel. The lowest smoke intensity is found at 27.5% for PB10 and CI10 biodiesel blends compared with diesel fuel.

Moringa oleifera oil, a non-edible biodiesel feedstock with high unsaturated fatty acid content, was used in this study.

Development in transport technology is a major issue owing to the increase the number of vehicles, which in turn increases emissions, which result in global warming. The world's present transportation systems are greatly dependent on petroleum which will deplete rapidly due to limited reserves of fossil fuel. In addition, transportation is responsible for more than 25 percent of the world's greenhouse gas (GHG) emissions, and this share is rising, which is a threat for future. As an alternative, biodiesel has drawn attention due to its renewability, biodegradability, high conductivity, low sulfur content, flash point, low aromatic content, increased lubricity etc. with less carbon monoxide and carbon dioxide emission. On the other hand, as the viscosity of biodiesel is greater than diesel due to its higher molecular mass and chemical structure, problems such as pumping, combustion, atomization in the injector system, injector deposit, plugging of filters, carbon deposits on piston and head of engine occur. Most previous studies concluded that although particulate emissions from biodiesel fuelled engines are much less than in gasoline, NOx emissions increases significantly. The adjustment of ignition delay in the premixed combustion phase, faster rate of fuel burn, advanced start of combustion, low radiation heat transfer and variable adiabatic flame temperature is mainly responsible for NOx formation and other emissions. Hence fuel additives may play an important role to counteract such problems and achieve various specified standards. Researchers have used many additives to improve the quality of biodiesel such as metal-based additives, oxygenated additives, cetane improvers, ignition promoters, cold-flow improvers, antioxidants and lubricity improvers etc. This literature review characterizes the combustion behavior of diesel engines fuelled by diesel, biodiesel and its blends including additives. It was found that combustion characteristics were improved by introducing additives into diesel and biodiesel blends, while exhaust emissions are also reduced.

Alexandrian laurel or Calophyllum inophyllum oil is recently considered one of the most anticipated nonconsumable or nonedible biodiesel sources. An attempt has been made in this study to increase the oxidation stability and investigate the engine performance, emission, and combustion characteristics of a diesel engine by adding 1% (by vol.) of two antioxidants, such as 2,6-Di-tert.-butyl-4-methylphenol and 2,2'-methylenebis (4-methyl-6-tert-butylphenol), in higher percentages of C. inophyllum biodiesel (CB30) with diesel fuel (B0). The experiment was performed on a single-cylinder, water-cooled, direct-injection diesel engine for this purpose. The addition of both antioxidants increased the oxidation stability without significantly changing other physicochemical properties. Results also show that the antioxidants enhanced the start of combustion of biodiesel, which resulted in a short ignition delay. The peak pressure and the peak heat release rate during premixed combustion phase of pure CB30 and its modified blend with antioxidant were higher than those of B0. Both antioxidant blends showed higher brake power, higher brake thermal efficiency, and lower brake specific fuel consumption than pure CB30. Both antioxidants significantly reduced NOX emission; however, CO, HC, and smoke opacity were slightly higher than those of CB30. Based on this study, Alexandrian laurel or C inophyllum biodiesel blend (CB30) with antioxidant can be used as an alternative fuel in a diesel engine without modifications. (C) 2015 Elsevier Ltd. All rights reserved.

Development in transport technology is a major issue owing to the increase the number of vehicles, which in turn increases emissions, which result in global warming. The world’s present transportation systems are greatly dependent on petroleum which will deplete rapidly due to limited reserves of fossil fuel. In addition, transportation is responsible for more than 25 percent of the world’s greenhouse gas (GHG) emissions, and this share is rising, which is a threat for future. As an alternative, biodiesel has drawn attention due to its renewability, biodegradability, high conductivity, low sulfur content, flash point, low aromatic content, increased lubricity etc. with less carbon monoxide and carbon dioxide emission. On the other hand, as the viscosity of biodiesel is greater than diesel due to its higher molecular mass and chemical structure, problems such as pumping, combustion, atomization in the injector system, injector deposit, plugging of filters, carbon deposits on piston and head of engine occur. Most previous studies concluded that although particulate emissions from biodiesel fuelled engines are much less than in gasoline, NOx emissions increases significantly. The adjustment of ignition delay in the premixed combustion phase, faster rate of fuel burn, advanced start of combustion, low radiation heat transfer and variable adiabatic flame temperature is mainly responsible for NOx formation and other emissions. Hence fuel additives may play an important role to counteract such problems and achieve various specified standards. Researchers have used many additives to improve the quality of biodiesel such as metal-based additives, oxygenated additives, cetane improvers, ignition promoters, cold-flow improvers, antioxidants and lubricity improvers etc. This literature review characterizes the combustion behavior of diesel engines fuelled by diesel, biodiesel and its blends including additives. It was found that combustion characteristics were improved by introducing additives into diesel and biodiesel blends, while exhaust emissions are also reduced.

This study presents a comparative analysis of the blends of JBD (J20) and GTL fuel (G20) with diesel, including a ternary blend of JBD-GTL-diesel (DJG20), in the context of fuel properties, engine performance and emission characteristics.

Biodiesel, which comprises fatty acid esters, is derived from different sources, such as vegetable oils from palm, sunflower, soybean, canola, Jatropha, and cottonseed sources, animal fats, and waste cooking oil. Biodiesel is considered as an alternative fuel for diesel engines. However, biodiesel has poor cold flow behavior (i.e., high cloud point & pour point) and oxidation stability compared with petroleum diesel because of the presence of saturated and unsaturated fatty acid esters. Consequently, the performance of biodiesel during cold weather is affected. When biodiesel is oxidized, the subsequent dregs can adversely affect the performance of the fuel system as well as clog the fuel filter, fuel lines, and injector. This phenomenon results in start-up and operability problems. Cold flow behavior is usually assessed through the pour point (PP), cloud point (CP), and cold filter plugging point (CFPP). Earlier studies on cold flow focused on reducing the devastating effect of poor cold flow problems, such as lowering the PP, CP, and CFPP of biodiesel. This present paper provides an overview of the cold flow behavior and oxidation stability of biodiesel, as well as their effect on the engine operation system. The improvements on the behavior of cold flow of biodiesel are also discussed.

Biodiesel consists of long chain fatty acid esters derived from vegetable oils, animal fats, and used oils. Biodiesel contains different types, amounts, and configurations of unsaturated fatty acids, which are prone to oxidation. Biodiesel stability is affected by its interaction with atmospheric oxygen, light and temperature, storage conditions, and factors causing sediment formation. It can be classified broadly into three types: oxidation stability, thermal stability, and storage stability. Oxidative degradation occurs in biodiesel upon aerobic contact during storage, as well as upon contact with metal contaminants. Thermal instability focuses on the oxidation rate at higher temperatures, which is characterized by the formation of insolubles and increase in the weight of oil and fat. Storage stability is concerned with interaction between the physical and chemical characteristics of biodiesel with environmental factors, such as light, metal contamination, color changes, and sediment formation. Antioxidant concentration greatly influences engine performance and emission. The BSFC of biodiesel fuel with antioxidants is less than that of fuel without antioxidants. Moreover, an antioxidant can significantly reduce NOx formation during engine operation. Among the available synthetic antioxidants, only three antioxidants (TBHQ, PY, and PG) can significantly increase biodiesel stability. This article presents an overview of the stability of biodiesel, including the methods available for the prediction of its different stability properties. Feasible remedies to improve the stability of biodiesel and the effect of antioxidants in stabilized blends on engine performance and emission are also discussed.