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Emissions of intermediate volatility organic

compound from waste cooking oil biodiesel and
marine gas oil on a ship auxiliary engine

Penghao Su 1,4,*, Yuejiao Hao 1,4, Zhe Qian 2, Weiwei Zhang 1,4,
Jing Chen 1,4, Fan Zhang 3, Fang Yin 1,4, Daolun Feng 1,4,*, Yingjun Chen 5,
Yifan Li 6
1
Department of Environmental Engineering, Shanghai Maritime University, Shanghai 201306, China
2
College of Environmental Science and Engineering, Tongji University, Shanghai 200092, China
3
Key Lab of Geographic Information Science of Ministry of Education of China, School of Geographic Sciences, East
China Normal University, Shanghai 200142, China
4
International Joint Research Center for Persistent Toxic Substances (IJRC-PTS), Shanghai Maritime University,
Shanghai 200135, China
5
School of Environmental Engineering, Fudan University, Shanghai 200433, China
6
International Joint Research Center for Persistent Toxic Substances (IJRC-PTS), State Key Laboratory of Urban
Water Resource and Environment, School of Municipal and Environmental Engineering, Harbin Institute of
Technology, Harbin 150090, China

article info abstract

Article history: Ship auxiliary engines contribute large amounts of air pollutants when at berth. Biodiesel,
Received 17 October 2019 including that from waste cooking oil (WCO), can favor a reduction in the emission of
Received in revised form primary pollutant when used with internal combustion engines. This study investigated
2 January 2020 the emissions of gaseous intermediate-volatile organic compounds (IVOCs) between WCO
Accepted 6 January 2020 biodiesel and marine gas oil (MGO) to further understand the differences in secondary
Available online 25 January 2020 organic aerosol (SOA) production of exhausts. Results revealed that WCO exhaust exhibited
similar IVOC composition and volatility distribution to MGO exhaust, despite the differ-
Keywords: ences between fuel contents. While WCO biodiesel could reduce IVOC emissions by 50% as
Waste cooking oil biodiesel compared to MGO, and thus reduced the SOA production from IVOCs. The compositions
Marine gas oil and volatility distributions of exhaust IVOCs varied to those of their fuels, implying that
Marine auxiliary engine fuel-component-based SOA predicting model should be used with more cautions when
Intermediate-volatility organic assessing SOA production of WCO and MGO exhausts. WCO biodiesel is a cleaner fuel
compounds comparing to conventional MGO on ship auxiliary engines with regard to the reductions in
Secondary organic aerosol gaseous IVOC emissions and corresponding SOA productions. Although the tests were
conducted on test bench, the results could be considered as representative due to the
widely applications of the test engine and MGO fuel on real-world ships.
© 2020 The Research Center for Eco-Environmental Sciences, Chinese Academy of Sci-
ences. Published by Elsevier B.V.

* Corresponding authors. Department of Environmental Engineering, Shanghai Maritime University, Shanghai 201306. China.
E-mail addresses: phsu@shmtu.edu.cn (P. Su), dlfeng@shmtu.edu.cn (D. Feng).
https://doi.org/10.1016/j.jes.2020.01.008
1001-0742/© 2020 The Research Center for Eco-Environmental Sciences, Chinese Academy of Sciences. Published by Elsevier B.V.
 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0
Introduction
Secondary organic aerosol (SOA) is formed from gas-phase
oxidation, heterogeneous reactions on aerosol surfaces, and
multiphase chemistry of gas-phase organic compounds (Zhao
et al., 2014). SOA are crucial constituents of organic mass (OM)
in fine particles, on average accounting for 20%e70% of OM,
and can even rise to over 70% of OM in haze episodes (Wang
et al., 2012; Zhang et al., 2012; Huang et al., 2014).
Particle matters (PM) emitted from ships are responsible
for approximately 60,000 cardiopulmonary and lung cancer
deaths annually in 2007, with most deaths occurring near
coastlines in Europe, East Asia and South Asia (Kulmala, 2015).
Ship auxiliary engines, used for generating electrical power on
board at berth, emit considerable amounts of air pollutants
(Cooper, 2003; Martins et al., 2012; Sippula et al., 2014; Oeder
et al., 2015; Radischat et al., 2015; Streibel et al., 2016) which
can contribute to poor local and regional air quality (Peng,
2016). In addition to primary PM, ships also emit large
amount of organic gaseous pollutants such as VOCs via tail-
pipe exhaust and chemical/fuel waterway transportation and
loading/unloading (Eyring et al., 2010; Milazzo et al., 2017;
Zhang et al., 2017), which are SOA precursors. This indicate
that ship activities can result in the formations of SOA.
In addition to VOCs, intermediate volatility organic com-
pounds (IVOCs) in the ship tailpipe exhaust, the compounds
with effective saturation concentrations (C*) between 103 and
106 mg/m3 (Zhao et al., 2014), can also serve as important SOA
precursors (Robinson et al., 2007) and recent studies have
highlighted the substantial contribution of IVOCs from inter-
nal combustion engines to SOA productions in urban air (Ait-
Helal et al., 2014; Gentner et al., 2017; Hayes et al., 2015; Ots
et al., 2016; Tkacik et al., 2014; Zhao et al., 2014, 2016a,
2016b). The IVOC emissions from ship auxiliary engines
fueled with marine gas oil (MGO) have been confirmed
recently (Pieber et al., 2016; Huang et al., 2018), implying a
potential of SOA production in coastal areas. It is figured out
that the IVOC composition of exhaust is likely influenced by
fuel composition and further fuel analysis may elucidate the
formation mechanisms behind ship IVOC emissions (Huang et
al., 2018). However, previous studies lack the analysis of fuel
chemical compositions. Moreover, the volatility characteris-
tics of individual IVOC compound, which is associated with
SOA potentials (Presto et al., 2012), has not been discussed in
detail for ship exhausts.
Waste cooking oil (WCO) biodiesel is also under consider-
ation to be used in marine engines due to the reduction po-
tential in exhaust emissions as compared to conventional
marine fuels (Bunger et al., 2012; Bra € nnstro
€ m et al., 2018;
Mohd Noor et al., 2018; Gabin ~ a et al., 2019). In particular, bio-
fuels are proposed as experimental fuels in ship dual-fuel
engines to reduce the PM emissions in the starting phases
(Di Natale and Carotenuto, 2015). Our previous study has
revealed the advantages in emissions of primary pollutants
such as nitrogen oxides, PM and polycyclic aromatic hydro-
carbons (PAHs) by fueling WCO biodiesel as compared to
conventional marine gasoil on a ship engine (Geng et al., 2017;
Su et al., 2018). However, the understanding of the IVOC
263
emission properties of biodiesel on marine engines is very
limited until now.
Due to the limit understanding of effects of biodiesel on
load and propulsion characteristics of marine engines, it is
more feasible for WCO biodiesel to be applied on auxiliary
engines rather than main engines with regard to the naviga-
tion safety. Therefore, a series of tests of WCO biodiesel has
been conducted on a test bench auxiliary engine in Shanghai
Maritime University. The test bench and ancillary facilities
allowed the simulation of operations and exhaust emissions
of real-scale ship auxiliary engines. In this study, IVOC emis-
sions of WCO biodiesel and MGO were compared to further
understand the variations in IVOC emission characteristics
and their SOA production.
1. Materials and methods
1.1. Test fuels, engine and operation modes
The fuels included a commercial MGO and a WCO biodiesel.
The measurements were performed on a four-stroke six-cyl-
inder diesel engine in the Engine Performance Test Lab of
Shanghai Maritime University. This represented a typical
modern marine auxiliary engine which has been widely
equipped on ships built in China. Details of the test fuels and
engine have been published in our previous studies (Su et al.,
2018), and the information is given in Appendix A Tables S1
and S2.
Samplings were conducted during a 100 hr endurance and
durability test for both fuels. The test cycles were listed in
Appendix A Table S3, with the loads of 25%, 50% and 75% as
representative loads, at a nominal engine speed of 1500 r/min.
This test cycles were in accordance with international orga-
nization for standardization (ISO) 8178-4 D2 test cycle, which
is developed on the basis of normal in-use engine operation,
suggests that the engine operation is in the range of 25%e75%
of the maximum engine load in 85% of the operating time
(Khan et al., 2012). Among these operating modes, the load of
75% could be considered representative of the operational
needs of a ship both cruising and stationary, and thus the
exhaust at the load of 75% was used as the representative
exhaust samples for illustration in most sections of this study.
The operating modes used were the same for both fuels. The
depositing carbons were cleaned from nozzle and cylinder
and the piston rings were renewed before tests for each fuel to
ensure the consistency of engine condition.
1.2. IVOCs analysis
Sampling methods and IVOC analysis methods were reported
in detail in our previous articles (Lou et al., 2019; Su et al.,
2018). In brief, fuel consumptions (Appendix A Table S4) and
CO2 concentration in exhausts were measured during sam-
pling. IVOCs were collected by Tenax adsorbent tubes from
pre-filtered exhaust. Three parallel samples were collected for
each load. The adsorbent samples were analyzed by gas
chromatography/mass spectrometry (Agilent 7890-5975C,
Agilent Technologies, USA) using a capillary GC column (30 m,
264 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0
0.25 mm inner diameter, 0.25 mm film thickness, Agilent DB-
5MS, Agilent, USA) and a thermal desorption sample extrac-
tion and injection system (Optic 4, GL Sciences B.V., Japan).
The IVOC components of the fuels (WCO and MGO) were
solvent extracted and analyzed using the method described
previously (Lou et al., 2019).
1.3. Quantification of IVOCs, SOA production and
emission factor
Based on previously reported IVOC quantification methods
(Corre^ a and Arbilla, 2006; Zhao et al., 2014; Huang et al., 2018;
Lou et al., 2019), we quantified straight chain (n-alkanes,
where “n” was the carbon number of straight-chain alkanes)
and branched alkanes (b-alkanes), cycloalkanes, alkylcyclo-
hexanes, unsubstituted and PAHs, single-ring aromatics and
unspeciated cyclic compounds (UCM). IVOCs were identified
by matching the resulting mass spectra to mass spectra from
standards (Appendix A Table S5) and the National Institute of
Standards and Technology (NIST) library (Appendix A Tables
S6 and S7). The total ion signal was integrated into bins
based on their gas chromatography (GC) retention times
(Appendix A Table S5). Emissions of individual IVOCs were
quantified based on the calibrated instrument response to
authentic standards and accounting for recovery of the
deuterated internal standard.
The SOA mass of individual chemical class of IVOCs
(DMSOA, mg/kg-fuel) formed over a 48 hr period (Dt) was
estimated employing the method previously reported (Chan
et al., 2009; Zhao et al., 2015; Huang et al., 2018), assuming a
OH concentration of 1.5  106 molecules/cm3. The total SOA
formation was determined by summing the SOA mass
formed from all precursors. Appendix A. Supplementary
data and Appendix A Tables S8-S10 provides more details of
the classification and quantification methods used in this
study.
2. Results and discussion
2.1. Chemical composition of IVOCs
Fig. 1 and Appendix A Fig. S1 illustrate that the IVOC mass
spectra of MGO and WCO exhausts at all loads exhibited
Fig. 1 e Average mass spectrum of (a) the intermediate volatility organic compounds (IVOCs) chromatogram of exhausts at
the load of 75% and (b) fuels. m/z: mass-to-charge ratio. WCO: waste cooking oil; MGO: marine gas oil.
similar chemical compositions. The chemical characteristics
of the IVOCs were illustrated by the average mass spectrum of
the total IVOCs. The exhaust IVOC average mass spectra were
characterized by an mass-to-charge ratio (m/z) of 55 for
both fuels that is the primary mass fragment of
cycloalkanes (NIST, https://webbook.nist.gov/chemistry/
name-ser/.; Graham et al., 2010). But the most abundant of
IVOC average mass spectra in gasoline and diesel exhausts are
m/z of 57, 105 and 128 (Zhao et al., 2015, 2016b). MGO fuel and
WCO fuel produce more complex IVOCs compounds than
vehicle fuels, and the different composition of main com-
pounds means different IVOCs emission and SOA produce.
Other abundant IVOC compounds in WCO and MGO ex-
hausts included straight and branched alkanes (m/z of 43 and
57) (Dall’Osto et al., 2012), alkylcyclohexanes (m/z of 83)
(https://webbook.nist.gov/chemistry/name-ser/; Moldanova 
et al., 2009; Zhao et al., 2014, 2015) and naphthalene com-
pounds (m/z of 128, 142,155) (Dall’Osto et al., 2012; Zhao et al.,
2016b). Generally, alkane mass fragments were more abun-
dant than those produced by electron ionization of aromatic
compounds in MGO and WCO exhausts. In addition, exhaust
IVOCs also contained amounts of single-ring aromatics, rep-
resented by m/z of 91 and 105 (Gentner et al., 2012).
In general, oxidation products remain efficient SOA sour-
ces, though fragmentation makes them less effective than
comparable alkanes (Chacon-Madrid and Donahue, 2011).
Therefore, we compared some of the obvious oxide compo-
nents (m/z of 74 and 87) in the exhausts and fuels. First, the
main mass fragments of carbonyl compounds including
dodecanoic acid, methyl ester, methyl tetradecanoate and
hexadecanoic acid, methyl ester were detected in WCO fuel.
At the same time, we also detected similar acids and esters in
the exhausts from burning WCO fuel: undecanoic acid, methyl
tetradecanoate, pentadecanoic acid and methyl ester
compounds (https://webbook.nist.gov/chemistry/name-ser/).
However, the above oxides were hardly detected in MGO fuel
and exhausts, and different fuels will affect the composition
of the exhausts.
Moreover, some mass fragments likely ‘disappeared’ from
the average mass spectra of fuel after combustion (Fig. 1a vs.
b). With respect to MGO, the average mass spectra profile was
simpler to that of the MGO fuel, with some mass fragments
decreasing or non-detectable, e.g., m/z of 81, 95, 109, 123, 159
and 165.
 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0
2.2. IVOC emission factor
From the dominant mass fragments in the average mass
spectra, detected IVOC compounds (in chemical classes) were
determined and their respective EFs (emission factors refer-
ring to the mass of compounds contained in the exhaust per
unit fuel mass) were calculated and shown in Fig. 2. The total
P
IVOCs ( IVOC) EFs of MGO and WCO exhaust at the load of
75% were determined to be 2.33 ± 0.43 and 1.47 ± 0.17 mg/kg-
fuel, respectively. Burning WCO fuel significantly reduced
P
IVOCs emission. Moreover, the IVOC EFs showed a decrease
trend with the increase in loads for both fuels (Appendix A
Fig. S2). The more fully the fuel is burned, the less IVOCs
will be emitted. Compared to vehicular emissions, which are
reported to be in the range of 4.18e1193 mg/kg-fuel for gaso-
line vehicles and 16.7e5354 mg/kg-fuel for diesel vehicles
(Zhao et al., 2015, 2016b), the ship auxiliary engine in this
study emitted approximately the same order of magnitude
P
amount of IVOCs from vehicles.
Among IVOC compounds in the exhausts, unspeciated
compounds were the predominant compounds for both fuels,
P P
accounting for over 80% of IVOCs (Fig. 3), followed by b-
P
alkane, accounting for 15% of IVOCs (Fig. 3a). These chem-
ical compositions were similar to those in gasoline or diesel
vehicle exhausts (Zhao et al., 2015, 2016b). WCO reduced the
exhaust emissions of all IVOC compounds as compared to
MGO (Appendix A Table S11), especially for the single-ring
aromatics which decreased by 70% (Appendix A Table S12).
Because of the minor amounts of the single-ring aromatics in
P P
IVOCs (Fig. 3b), the IVOCs were reduced only by ~50%
which is in agreement with the reduction fractions for most of
the main IVOC compounds (Appendix A Tables S13-S17).
Moreover, the IVOC compositions of both MGO and WCO
exhausts varied to those of their fuels (Fig. 3 and Appendix A
Fig. 2 e Emission factors of IVOCs in exhausts at the load of
75%. Inset: a magnified view of the emission factors for n-
alkanes, alkylcyclohexanes, single-ring aromatics and
polycyclic aromatic hydrocarbons (PAHs) in exhausts from
MGO and WCO fuels. n-Alkanes: straight-chain alkanes; b-
Alkanes: branched alkanes.
265
Fig. S3). In the case of MGO, the fraction of unspeciated
compounds increased in exhausts as compared to fuel, and
vice versa for b-alkanes. With respect to WCO, the fraction of
PAHs increased in exhaust as compared to in fuel, which has
been observed in our previous study (Su et al., 2018; Lou et al.,
2019).
2.3. Volatility distribution of IVOCs
The volatility distribution of IVOCs was similar to that of our
previous study (in B12eB22, Bn was binned on the basis of the
P
retention time of n-alkanes) (Lou et al., 2019), i.e. the IVOCs
present similar volatility characteristics in MGO and WCO
exhausts (Fig. 4a), but despite the distinctions in IVOC vola-
P
tility distributions between fuels (Fig. 4b). The IVOCs of ex-
hausts were dominated by compounds in the higher volatility
bins (B12eB16) for both fuels. These IVOC volatility distribu-
tions of exhaust might imply a relative moderate SOA poten-
tial due to the smaller value of SOA potential factor for the
compounds in the higher volatility bins (smaller than B17)
(Appendix A Table S18).
The IVOC volatility distributions of exhausts varied from
those of fuels (Fig. 4a vs. b). For WCO, IVOCs in fuel mainly
distributed in the lower volatility bins, while IVOCs in ex-
hausts distributed in the higher volatility bins. With respect to
MGO, although IVOCs in both the fuel and exhausts both
mostly distributed in higher volatility bins, the fractions of
lower volatility compounds decreased dramatically in ex-
hausts as compared to fuel.
With respect to the individual class of IVOC compounds in
this study, the volatility distributions exhibited similar
characteristics for MGO and WCO exhausts (Fig. 5). Specif-
ically, alkanes (n- and b-alkanes), cycloalkanes, UCM and
PAHs are mainly distributed in the higher volatility bins,
while alkylcyclohexanes and single ring aromatics distrib-
uted not only in the higher volatility bins but also in the
lower volatility bins. Furthermore, these volatility distribu-
tions scarcely varied among exhausts of different loads (re-
sults for loads of 25% and 50% are shown in Appendix A
Fig. S4a and b).
Influenced by pyrolysis and incomplete combustion the
volatility distribution of IVOCs of the exhausts showed a
higher volatility trend than the fuels (Tree and Svensson,
2007; Gentner et al., 2012). For the WCO fuel, there were
greater amounts of the b-alkanes, cycloalkanes, single-ring
aromatics and UCM distributed in the higher volatility
(B12eB16) bins whereas more fractions of n-alkanes were
detected in the lower volatility bins for WCO exhausts (Fig. 5
and Appendix A Fig. S4c). Moreover, single-ring aromatics
and PAHs, which were scarcely detected in WCO fuel, were
detected and mostly distributed in the higher volatility
(B12eB16) bins in WCO exhausts. With respect to MGO, similar
P
to the case of IVOCs, the volatility distributions of IVOCs of
individual chemical classes in exhausts were generally
consistence with fuel, but the fractions of lower volatility
compounds decreased in exhausts as compared to fuel.
Generally, the IVOC volatility distributions of exhausts
exhibited a trend to higher volatility as compared to those of
MGO and WCO fuels.
266 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0

Fig. 3 e Fraction of (a) speciated (n-alkane plus PAHs), b-alkane and cyclic compounds and (b) single-ring aromatics,
alkylcyclohexane and cycloalkanes.

Fig. 4 e Volatility distributions of (a) exhausts at the load of 75% and (b) fuels. ∑IVOCs: the total IVOCs.

Fig. 5 e Volatility distributions of individual class of IVOCs in exhausts at the load of 75%.
 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0 267

2.4. Estimating SOA production
The SOA productions of WCO and MGO exhausts were
345 ± 74.7 and 586 ± 52.6 mg/kg-fuel at the load of 75%,
respectively. The SOA productions increased with the
decreasing of loads, which was 11,139 ± 1125 and 22,773 ± 2050
mg/kg-fuel at the load of 25% for WCO and MGO exhaust
(Appendix A Fig. S5 and Table S19), respectively. The SOA
productions of WCO exhausts were much lower than those of
MGO exhausts at all loads, which could be attributed to the
lower IVOC EFs of WCO exhausts, because the WCO exhausts
exhibited similar IVOC compositions to MGO exhausts (IVOC
emission factor). In comparison to HFO, with a SOA produc-
tion of HFO exhaust was 3790 ± 1420 mg/kg-fuel at the load of
75% (Lou et al., 2019), burning WCO was likely to reduce the
SOA production by 90%. This indicated that burning biofuel
could further reduce PM emissions beyond the 10%e15% re-
ductions of the sulfate-derived particles as compared to
burning high sulfur heavy oil (Petzold et al., 2011).
For both WCO and MGO exhausts, unspeciated compounds
dominated the predicted SOA production (Fig. 6a, Appendix A
Fig. S6a and b), contributing over 80% to the total IVOC SOA
production. Cycloalkanes contributed ~10% to the total IVOC
SOA production. Speciated IVOCs (n-alkanes and PAHs)
contributed ~7% of the total IVOC SOA production.
Alkylcyclohexanes and single-ring aromatics contributed only
small portions in IVOC SOA production.
Fig. 7 compares the volatility distributions of predicted SOA
production between exhausts and fuels. The SOA productions
of exhausts were mostly contributed by IVOC precursors in
higher volatility bins, while contributions of SOA productions
by IVOC precursors in lower volatility bins. This indicates that
if fuels were emitted unburned, the volatility distributions of
predicted SOA production could vary dramatically. These
differences indicated that the fuel composition-based SOA
prediction model, the “Bottom-Up” method, should be used
more carefully (Gentner et al., 2017).
2.5. Comparisons with literature data on MGO emission
It is noteworthy that the IVOC EFs of exhaust IVOCs in this
study were in the order of about 10 2 order of the magnitude
to those observed on an real-world auxiliary engine at berth,
whose gaseous IVOC EFs is reported as 1188 ± 342 mg/kg-fuel
(Huang et al., 2018). This data was estimated from the relevant
data given in the supporting material of the literature. The
SOA productions of gaseous IVOCs are not available in liter-
ature. Actually the tests in this literature are conducted on the
training ship of Shanghai Maritime of University, and we used
the same fuel onboard and on test bench. Thus, the fuel in

Fig. 6 e (a) Secondary organic aerosol (SOA) productions of exhausts at the load of (a) 75% and (b) fuels, (Inset) a magnified
view of the emission factors for n-alkanes, alkylcyclohexanes, single-ring aromatics and PAHs in exhausts from exhausts
and fuels, and fraction of (c) speciated (n-alkane plus PAHs), b-alkane and cyclic compounds and (d) single-ring aromatics,
alkylcyclohexane and cycloalkanes.
268 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0

Fig. 7 e SOA productions (a) in exhaust at the load of 75% and (b) in fuels.

Fig. 8 e Comparison of volatility distribution of IVOC compounds from (a) real-world observation in literature (Huang et al.,
2018), (b) MGO-fueled tested in this study, and (c) exhaust of the MGO in this study. Log (C*): the logarithm of the effective
saturation concentration.

literature (which is called low sulfur fuel (LSF) therein) is same
to this study and the effects of fuel composition on IVOC
emissions could be excluded. We speculated that the exhaust
sampled in literature contains more unburned fuel, and even
a small amount of fuel emission can dramatically vary IVOC
EFs discussed above (Fig. 6b). This speculation could be sup-
ported by the observation that the volatility distribution of
IVOCs in the literature was in good agreement with that of
MGO fuel tested in this study (Fig. 8). Relative more unburned
fuel emission in the literature may result from the deteriora-
tion of the engine condition. In contrast, the engine tested in
this study had been maintained including the cleaning of
depositing carbons from nozzle and cylinder and the renewal
of piston ring, and thus the combustion was likely in very good
condition. The perfected engine condition during test in this
study likely mitigated the emissions of unburned fuels. Be-
sides, vast variations in diesel vehicular IVOC EFs and SOA
productions can also be observed from vehicle to vehicle in
field studies (Zhao et al., 2015), ranging from 16.7 to 5354 mg/
kg-fuel, which is also likely due to the differences in engine
types and conditions. While the results of real-world study
may be more representative of a practical scenario, the results
of our study allowed us to make a meaningful comparison of
IVOC emissions between WCO and MGO fuels under the same
engine condition.
3. Conclusions
Comparative tests of WCO biodiesel and MGO were conducted
on a ship auxiliary engine with regard to IVOC emissions.
Results revealed that WCO biodiesel could reduce IVOC
emissions by 50% as compared to MGO, as well as SOA pro-
duction. The IVOC characteristics of WCO exhaust was similar
to that of MGO exhaust, despite the differences between fuels.
IVOC emission characteristics were likely not closely depen-
dent on the IVOC compositions of fuels for both fuels types,
implying that the fuel-component-based SOA predicting
 j o u r n a l o f e n v i r o n m e n t a l s c i e n c e s 9 1 ( 2 0 2 0 ) 2 6 2 e2 7 0
model which has been widely used for gasoline and diesel
vehicular SOA assessment should be applied on the cases of
MGO and WCO fuels with more cautions. There are some
biases in IVOC EFs and volatility distribution between this
study and real-world observation, which are speculated to
result from the differences in engine conditions and thus in
the proportions of unburned fuel in exhausts. To further un-
derstand the IVOC emissions and SOA formations of MGO and
WCO exhausts, a statistically significant number of observa-
tions are needed, for both test bench and real-world
investigations.
Conflict of interest
We declare that we do not have any commercial or associative
interest that represents a conflict of interest in connection
with the work submitted.
Acknowledgments
This study was financially supported by the National Natural
Science Foundation of China (Nos. 41403084, 41807341,
4171101108 and 41603090) and the Project from Shanghai
Committee of Science and Technology (No. 16ZR1414800).
Appendix A. Supplementary data
Supplementary data to this article can be found online at
https://doi.org/10.1016/j.jes.2020.01.008.
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