A biological treatment method was tested in laboratory conditions for the removal of hydrocarbons contained in a waste disposal soil sample consisting of excavated sandy soil from a former fueling station. Two fractions of hydrocarbons were quantified by GC-FID: diesel (C₁₀–C₂₁) and lubricant oil (C₂₂–C₄₀). Meat and bone meal (MBM, 1% w/w) was used as a bio-stimulant agent for soil organisms. Cyclodextrin, an oligosaccharide produced from starch by enzymatic conversion, was also used to assess its ability to improve the bioavailability/biodegradability of hydrocarbons in the soil. Parameters such as temperature, pH, water content and aeration (O₂ availability) were monitored and optimized to favor degradation processes. Two different experimental tests were prepared: one to measure the degradation of hydrocarbons; the other to monitor the mobility of some elements in the soil and in the leachate produced by watering with tap water. Soil samples treated with MBM and cyclodextrin showed, over time, a greater removal of the more persistent hydrocarbon fraction (lubricant oil). MBM-treated soils underwent a faster hydrocarbon removal kinetic, especially in the first treatment period. However, the final hydrocarbon concentrations are comparable in all treatments, including control. Over time, the effect of cyclodextrin on hydrocarbon degradation seemed to be relevant. MBM-treated soils sequestered lead in the very first weeks. These results highlight the intrinsic capacity of soil, and its indigenous microbial communities, to degrade petroleum hydrocarbons and suggest that MBM-induced bioremediation is a promising, environmentally friendly technology which should be considered when dealing with hydrocarbon/heavy metal co-contaminated soils.

Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10–20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59–64% of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 10¹⁴ to 1.3 × 10¹⁵ #/km, and engine motoring related particle emissions contributed 12–65% of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors’ knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars.

The atmospheric concentrations of 14 organophosphate esters (OPEs) were monitored by passive air sampling at 33 sites to determine their spatial distributions, and seasonal variations (summer and winter) in Tianjin, North China. The total concentrations of the OPEs (∑₉OPEs) in the summer ranged from 0.08 to 1113 ng/sample with a median of 98.4 ng/sample, which was non-statistically different from the concentrations obtained in the winter (which ranged from 1.93 to 548 ng/sample with a median of 46.2 ng/sample). Among the observed OPEs, the concentrations of TnBP and TCiPP were statistically higher in the summer compared with the winter (p < 0.05). For grouped OPEs, only a significantly higher level of chlorinated OPEs was found in summer than that in winter. In the winter, spatial differences were found to be significantly different between the concentrations of TnBP, TiBP, TCEP, and TEHP in the suburban and rural areas (p < 0.05). Considering the possible point-sources, in the summer, the concentrations of TDCPP, TCiPP, DPEHP, TEHP, and the total concentration of TCPs (denoted as ∑₃TCP, comprised of the concentrations of TCP, TmCP, and ToCP) in an electronic-waste (e-waste) dismantling area were higher than those obtained at the other sampling sites. ∑₉OPEs at the e-waste site and another site located near a manufacturing plant of organophosphate flame retardants (OFRs) were both higher than the median concentrations obtained at the other sampling sites, and TCiPP was the most abundant pollutant. In the winter, the concentrations of ∑₉OPEs at the e-waste site were still higher than their median concentrations at the other sites. Because OPEs are used in aircraft lubricating oils and hydraulic fluids, an airport was thought to be another important source of TiBP and TPhP in the present study. Therefore, the e-waste site, airport, and OFR manufacturing plant may be the major sources of OPEs in the environment.

Concentrations of unsubstituted and methylated polycyclic aromatic hydrocarbons (PAHs and Me-PAHs) were examined in road dusts from some representative areas with different land-use types in northern Vietnam, providing updated information about the occurrence, sources, and risks of these pollutants in Southeast Asian region. The Vietnamese road dusts were contaminated with low to moderate levels of PAHs and Me-PAHs as compared to those from other countries in the world. Concentrations of PAHs and Me-PAHs (Σ34PAHs) decreased in the order: urban (median 1800; range 1100–5500) ≈ industrial (1300; 550–10,000) > suburban (450; 310–1300) ≈ rural road dust (330; 210–2300 ng g⁻¹), suggesting an urban-rural declining trend and effects of urbanization-industrialization processes in PAH emission extent in Vietnam. The profiles and diagnostic ratios of PAHs and Me-PAHs in our samples revealed that these compounds were mainly derived from pyrogenic sources rather than petrogenic sources. Traffic emissions (e.g., vehicle exhaust, tire debris, and possible leaks of fuels, oils, and lubricants) were estimated as principal sources of PAHs and Me-PAHs, especially in the urban and industrial areas. Other pyrogenic sources (e.g., coal, wood, and biomass combustion) were also existed in the industrial, suburban, and rural areas, reflecting PAH origins from thermal industrial processes, open burning of agricultural by-products, and domestic energy utilization. Persons working outdoors and children in the urban and industrial areas were estimated to receive higher intake doses of PAHs and Me-PAHs, which were one to two orders of magnitude higher than those estimated for other groups. Except for potential cancer risk estimated for the occupational groups in the industrial area under the worst exposure scenarios, the non-cancer and cancer risk levels were generally acceptable; however, more comprehensive risk assessment considering other exposure pathways (e.g., inhalation and diet) is needed.

Ultrafine (<100 nm) particles related to traffic are of high environmental and human health concern, as they are supposed to be more toxic than larger particles. In the present study transmission electron microscopy (TEM) is applied to obtain a concrete picture on the nature, morphology and chemical composition of non-volatile ultrafine particles in the exhaust of state-of-the-art, Euro 6b, Gasoline and Diesel vehicles. The particles were collected directly on TEM grids, at the tailpipe, downstream of the after-treatment system, during the entire duration of typical driving cycles on the chassis dynamometer. Based on TEM imaging coupled with Energy Dispersive X-ray (EDX) analysis, numerous ultrafine particles could be identified, imaged and analyzed chemically. Particles <10 nm were rarely detected. The ultrafine particles can be distinguished into the following types: soot, ash-bearing soot and ash. Ash consists of Ca, P, Mg, Zn, Fe, S, and minor Sn compounds. Most elements originate from lubricating oil additives; Sn and at least part of Fe are products of engine wear; minor W ± Si-bearing nearly spherical particles in Diesel exhaust derive from catalytic coating material. Ultrafine ash particles predominate over ultrafine soot or are nearly equal in amount, in contrast to emissions of larger sizes where soot is by far the prevalent particle type. This is probably due to the low ash amount per volume fraction in the total emissions, which does not favor formation of large ash agglomerates, opposite to soot, which is abundant and thus easily forms agglomerates of sizes larger than those of the ultrafine range. No significant differences of ultrafine particle characteristics were identified among the tested Gasoline and Diesel vehicles and driving cycles. The present TEM study gives information also on the imaging and chemical composition of the solid fraction of the unregulated sub-23 nm size category particles.

Hydrocarbons pose significant risks to marine ecosystems. A field experiment investigated the effects of four different hydrocarbon products (diesel fuel and three lubricating oils: Unused, Used and Biodegradable) on sediment macrofaunal communities over a five year period, in a shallow Antarctic marine embayment. Sediments were defaunated, treated with a hydrocarbon and deployed in trays (including a control) on the seabed. Diesel fuel had the biggest initial impact on communities, with strong effects at 5 weeks and 1 year, in particular on annelids, but also on amphipods, ostracods and cumaceans. By five years, however, the effect of diesel was less than that of lubrication oils and showed more recovery than oiled treatments and the biggest effect was from the Used oil. There was an effect of hydrocarbons on diversity, especially diesel, at 5 weeks and 1 year, but by 2 and 5 years diversity was not different or greater in hydrocarbon treatments than controls. Total abundance was always lower in hydrocarbon treatments than controls, especially for crustaceans, but annelids were more abundant in oil treatments than controls at 5 years. Oils, and in some cases diesel, enhanced the abundance of some taxa at 2–5 years, including molluscs, some polychaete families (capitellids, cirratulids, dorvilleids), oligochaetes, as well as ostracods, cumaceans and isopods. Amphipods and tanaids were most sensitive to hydrocarbons, and annelids were very sensitive to diesel. The Biodegradable oil had similar magnitude community effects to standard oil at 5 years, but annelids were more affected by Biodegradable oil, particularly at 1 and 2 years, and it did not enhance annelid or mollusc abundance at 5 years like the other oils, except for some polychaete families. Impacts of spilled hydrocarbons in Antarctica will persist well beyond 5 years, but diesel impacts will recover faster than oil.

The aim of this study was to assess, for the first time, the concentrations, sources, dry deposition and human health risks of polycyclic aromatic hydrocarbons (PAHs), aliphatic hydrocarbons (AHs), polychlorinated biphenyls (PCBs) and organochlorine pesticides (OCPs) in total suspended particle (TSP) samples collected in Bizerte city, Tunisia (North Africa), during one year (March 2015–January 2016). Concentrations of PAHs, AHs, PCBs and OCPs ranged 0.5–17.8 ng m−3, 6.7–126.5 ng m−3, 0.3–11 pg m−3 and 0.2–3.6 pg m−3, respectively, with higher levels of all contaminants measured in winter. A combined analysis revealed AHs originating from both biogenic and petrogenic sources, while diesel vehicle emissions were identified as dominant sources for PAHs. PCB potential sources included electronic, iron, cement, lubricant factories located within or outside Bizerte city. The dominant OCP congeners were p,p′-DDT and p,p′-DDE, reflecting a current or past use in agriculture. Health risk assessment showed that the lifetime excess cancer risk from exposure to airborne BaP was negligible in Bizerte, except in winter, where a potential risk to the local population may occur.

Substituted phenylamines (SPAs) are incorporated into a variety of consumer products (e.g., polymers, lubricants) in order to increase the lifespan of the products by acting as a primary antioxidant. Based on their physicochemical properties, if SPAs were to enter the aquatic environment, they would likely partition into sediment. No studies to date have investigated the effect of sediment-associated SPAs on aquatic organisms. The current study examined the effect of four SPAs (diphenylamine (DPA); N-phenyl-1-napthylamine (PNA); N-(1,3-dimethylbutyl)-N’-phenyl-1,4-phenylenediamine (DPPDA); 4,4’-methylene-bis[N-sec-butylaniline] (MBA)) on three different life stages of the freshwater mussel, Lampsilis siliquoidea. The viability of larvae (glochidia) of L. siliquoidea and Lampsilis fasciola was assessed after 48 h of exposure to SPAs in water. The 48-h EC50s for glochidia viability of L. siliquoidea were 5951, 606, 439, and 258 μg/L for DPA, PNA, DPPDA, and MBA, respectively, and 7946, 591, 137, and 47 μg/L, respectively, for L. fasciola. Juvenile (7–15 months) and adult L. siliquoidea were exposed to sediment-associated SPAs for 28 d. LC50s for juvenile mussels were 18, 55, 62, and 109 μg/g dry weight (dw) of sediment for DPA, PNA, DPPDA, and MBA, respectively. Adult mussels were exposed to sub-lethal concentrations of sediment-associated SPAs in order to investigate reactive oxygen species (ROS), lipid peroxidation and total glutathione in the gill, gonad, and digestive gland tissue, and viability and DNA damage in hemocytes. No significant concentration-dependent trend in any of these biochemical and cellular endpoints relative to the concentration of sediment-associated SPAs was observed in any tissues. Investigations into the concentration of SPAs in the aquatic environment are required before a conclusion can be made on whether these compounds pose a hazard to the different life stages of freshwater mussels.

Although considered pristine, Antarctica has not been impervious to hydrocarbon pollution. Antarctica’s history is peppered with oil spills and numerous abandoned waste disposal sites. Both spill events and constant leakages contribute to previous and current sources of pollution into marine sediments. Here we compare the response of the benthic diatom communities over 5years to exposure to a commonly used standard synthetic lubricant oil, an alternative lubricant marketed as more biodegradable, in comparison to a control treatment. Community composition varied significantly over time and between treatments with some high variability within contaminated treatments suggesting community stress. Both lubricants showed evidence of significant effects on community composition after 5years even though total petroleum hydrocarbon reduction reached approximately 80% over this time period. It appears that even after 5years toxicity remains high for both the standard and biodegradable lubricants revealing the temporal scale at which pollutants persist in Antarctica.

This study involves the use of quality engineering in oil spill classification based on oil spill fingerprinting from GC-FID and GC–MS employing the six-sigma approach. The oil spills are recovered from various water areas of Peninsular Malaysia and Sabah (East Malaysia). The study approach used six sigma methodologies that effectively serve as the problem solving in oil classification extracted from the complex mixtures of oil spilled dataset. The analysis of six sigma link with the quality engineering improved the organizational performance to achieve its objectivity of the environmental forensics. The study reveals that oil spills are discriminated into four groups' viz. diesel, hydrocarbon fuel oil (HFO), mixture oil lubricant and fuel oil (MOLFO) and waste oil (WO) according to the similarity of the intrinsic chemical properties. Through the validation, it confirmed that four discriminant component, diesel, hydrocarbon fuel oil (HFO), mixture oil lubricant and fuel oil (MOLFO) and waste oil (WO) dominate the oil types with a total variance of 99.51% with ANOVA giving Fstat>Fcritical at 95% confidence level and a Chi Square goodness test of 74.87. Results obtained from this study reveals that by employing six-sigma approach in a data-driven problem such as in the case of oil spill classification, good decision making can be expedited.