This paper builds on previous work using surrogate fuel to investigate advanced internal combustion engine fuels. To date, a surrogate fuel of this nature has not been used for microalgae hydrothermal liquefaction (HTL) biocrude. This research used five different chemical groups found in microalgae HTL biocrude to design a surrogate fuel. Those five chemical groups constitute around 65% (by weight) of a microalgae biocrude produced by HTL. Weight percentage of the microalgae HTL biocrude chemical compounds were used to design the surrogate fuel, which was miscible with diesel at all percentages. The engine experiments were conducted on a EURO IIIA turbocharged common-rail direct-injection six-cylinder diesel engine to test engine performance and emissions. Exhaust emissions, including particulate matter and other gaseous emissions, were measured with the surrogate fuel and a reference diesel fuel. Experimental results showed that without significantly deteriorating engine performance, lower particulate mass, particulate number and CO emissions were observed with a penalty in NOx emissions for all surrogate blends compared to those of the reference diesel

Physico-chemical properties of microalgae biodiesel depend on the microalgae species and oil extraction method. Dioctyl phthalate (DOP) is a clear, colourless and viscous liquid as a plasticizer. It is used in the processing of polyvinyl chloride (PVC) resin and polymers. A new potential biofuel, hydrothermally liquefied microalgae bio-oil can contain nearly 11% (by mass) of DOP. This study investigated the feasibility of using up to 20% DOP blended in 80% diesel fuel (v/v) in an existing diesel engine, and assessed the performance and exhaust emissions. Despite reasonable differences in density, viscosity, surface tension, and boiling point, blends of DOP and diesel fuel were found to be entirely miscible and no separation was observed at any stage during prolonged miscibility tests. The engine test study found a slight decrease in peak cylinder pressure, brake, and indicated mean effective pressure, indicated power, brake power, and indicated and brake thermal efficiency with DOP blended fuels, where the specific fuel consumption increased. This is due to the presence of 16.4% oxygen in neat DOP, responsible for the relatively lower heating value, compared to that of diesel. The emission tests revealed a slight increase in nitrogen oxides (NO_x) and carbon monoxide (CO) emissions from DOP blended fuels. However, particulate matter (PM) emissions were lower from DOP blended fuels, although some inconsistency in particle number (PN) was present among different engine loads.

While significant studies have been conducted in Intermittently Closed and Open Lakes and Lagoons (ICOLLs), very few have employed Lagrangian drifters. With recent attention on the use of GPS-tracked Lagrangian drifters to study the hydrodynamics of estuaries, there is a need to assess the potential for calibrating models using Lagrangian drifter data. Here, we calibrated and validated a hydrodynamic model in Currimundi Lake, Australia using both Eulerian and Lagrangian velocity field measurements in an open entrance condition. The results showed that there was a higher level of correlation (R² = 0.94) between model output and observed velocity data for the Eulerian calibration compared to that of Lagrangian calibration (R² = 0.56). This lack of correlation between model and Lagrangian data is a result of apparent difficulties in the use of Lagrangian data in Eulerian (fixed-mesh) hydrodynamic models. Furthermore, Eulerian and Lagrangian devices systematically observe different spatio-temporal scales in the flow with larger variability in the Lagrangian data. Despite these, the results show that Lagrangian calibration resulted in optimum Manning coefficients (n = 0.023) equivalent to those observed through Eulerian calibration. Therefore, Lagrangian data has the potential to be used in hydrodynamic model calibration in such aquatic systems.