We examined the degree of DNA damage caused by fractions of crude oil in accordance with the boiling points, polarity and log Kow. Relatively high DNA damage was observed in the aromatic fraction (290–330°C) and resin and polar fraction (350–400°C). The resin and polar fraction showed relatively high genotoxicity compared with the aliphatic and aromatic fraction at the 1–4 log Kow range. At the 6–7 log Kow range, the aromatic fraction showed relatively high DNA damage compared with the aliphatic and resin and polar fraction. In particular, every detailed fraction in accordance with the log Kow values (aliphatic and aromatic (310–320°C) and resins and polar fractions (370–380°C)) showed one or less than one DNA damage. However, the fractions before separation in accordance with log Kow values (aliphatic and aromatic (310–320°C) and resin and polar (370–380°C) fractions) showed high DNA damage. Thus, we confirm the synergistic action between the detailed compounds.

Physically and chemically (Corexit 9500) generated Macondo 252 oil dispersions, or emulsions (no Corexit), were prepared in an oil-on-seawater mesocosm flume basin at 30–32°C, and studies of oil compound depletion performed for up to 15days. The use of Corexit 9500 resulted in smaller median droplet size than in a physically generated dispersion. Rapid evaporation of low boiling point oil compounds (C⩽15) appeared in all the experiments. Biodegradation appeared to be an important depletion process for compounds with higher boiling points in the dispersions, but was negligible in the surface emulsions. While n-alkane biodegradation was faster in chemically than in physically dispersed oil no such differences were determined for 3- and 4-ring PAH compounds. In the oil dispersions prepared by Corexit 9500, increased cell concentrations, reduction in bacterial diversity, and a temporary abundance of bacteria containing an alkB gene were associated with oil biodegradation.

A soil-column gas chromatography approach was developed to simulate the mass transfer process of hydrocarbons between gas and soil during thermally enhanced soil vapor extraction (T-SVE). Four kinds of hydrocarbons—methylbenzene, n-hexane, n-decane, and n-tetradecane—were flowed by nitrogen gas. The retention factor k’ and the tailing factor T f were calculated to reflect the desorption velocities of fast and slow desorption fractions, respectively. The results clearly indicated two different mechanisms on the thermal desorption behaviors of fast and slow desorption fractions. The desorption velocity of fast desorption fraction was an exponential function of the reciprocal of soil absolute temperature and inversely correlated with hydrocarbon’s boiling point, whereas the desorption velocity of slow desorption fraction was an inverse proportional function of soil absolute temperature, and inversely proportional to the log K OW value of the hydrocarbons. The higher activation energy of adsorption was found on loamy soil with higher organic content. The increase of carrier gas flow rate led to a reduction in the apparent activation energy of adsorption of slow desorption fraction, and thus desorption efficiency was significantly enhanced. The obtained results are of practical interest for the design of high-efficiency T-SVE system and may be used to predict the remediation time.

Fast depletion of conventional automobile fuels and environmental pollution due to exhaust emission are the issues of great importance. Improvement in engine performance and emission control is quite difficult to handle simultaneously. The fuel properties can be improved substantially by incorporation of additives in different proportions to get better emission standard without deteriorating the engine performance. The aim of current study is to review/summarize the effects of various organic additives on the engine performance (i.e., brake thermal efficiency, brake specific fuel consumption, volumetric efficiency, etc.) and emissions (i.e., carbon dioxide, carbon monoxide, nitrogen oxides, hydrocarbons, particulate matter, and other harmful compounds). The physico-chemical and combustion properties (i.e., density, latent heat, dynamic viscosity, flash point, boiling point, cetane number, oxygen content, lower heating value, auto-ignition temperature, etc.) of various additives were also discussed to check the suitability of additives with diesel. Finally, limitations and opportunities using organic additives with respect to engine performance and combustion were discussed to guide future research and improvement in this field.

The present study intends to explore the effect of the addition of fuel additives with camphor oil (CMO) on the characteristics of a twin-cylinder compression ignition (CI) engine. The lower viscosity and boiling point of CMO when compared to diesel could improve the fuel atomization, evaporation, and air/fuel mixing process. However, the lower cetane index of CMO limits its use as a drop in fuel for diesel in CI engine. In general, NOX emission increases for less viscous and low cetane (LVLC) fuels due to pronounced premixed combustion phase. To improve the ignition characteristics and decrease NOX emissions, fuel additives such as diglyme (DGE)—a cetane enhancer, cumene (CU)—an antioxidant, and eugenol (EU) and acetone (A)—bio-additives, are added 10% by volume with CMO. The engine used for the experimentation is a twin-cylinder tractor engine that runs at a constant speed of 1500 rpm. The engine was operated with diesel initially to attain warm-up condition, which facilitates the operation of neat CMO. At full load condition, brake thermal efficiency (BTE) for CMO is higher (29.6%) than that of diesel (28.1%), while NOX emission is increased by 9.4%. With DGE10 (10% DGE + 90% CMO), the ignition characteristics of CMO are improved and BTE is increased to 31.7% at full load condition. With EU10 (10% EU + 90% CMO) and A10 (10% A + 90% CMO), NOX emission is decreased by 24.6 and 17.8% when compared to diesel, while BTE is comparable to diesel. While HC and CO emission decreased for DGE10 and CU10, they increased for EU10 and A10 when compared to baseline diesel and CMO.