燃用甲醇燃料的发动机尾气排放

本文主要报导了在二冲程、四冲程汽油机及柴油机上燃用甲醇-汽油混合燃料、M_(100)甲醇燃料的发动机尾气排放方面所做的研究,并与燃用汽油、柴油的尾气排放进行了对照。结果表明,无论是甲醇-汽油混合燃料,还是M_(100)甲醇燃料尾气排放,都较汽油、柴油尾气排放的常规污染物,均有不同程度的减少。因此,应用甲醇燃料对改善环境是有益的。     

A comparative study of particle size distribution from two oxygenated fuels and diesel fuel

Oxygenated fuels are known to reduce particulate matter (PM) emissions from diesel engines. In this study, 100% soy methyl ester (SME) biodiesel fuel (B100) and a blend of 10% acetal denoted by A-diesel with diesel fuel were tested as oxygenated fuels. Particle size and number distributions from a diesel engine fueled with oxygenated fuels and base diesel fuel were measured using an Electrical Low Pressure Impactor (ELPI). Measurements were made at ten steady-state operational modes of various loads at two engine speeds. It was found that the geometric mean diameters of particles from SME and Adiesel were lower than that from base diesel fuel. Compared to diesel fuel, SME emitted more ultra-fine particles at rated speed while emitting less ultra-fine particles at maximum speed. Ultra-fine particle number concentrations of A-diesel were much higher than those of base diesel fuel at most test modes.     

Particulate and semivolatile associated aliphatic hydrocarbon exhaust emission from heavy duty diesel vehicles

The exhaust emissions from two heavy duty diesel vehicles running on eight different fuel compositions were investigated regarding their content of high molecular weight (≥ C₁₂) aliphatic/ olefinic hydrocarbons. It was concluded that the emitted amount of semi‐volatile associated aliphatic hydrocarbons (range C₁₂‐C₂₂) depend on the fuel used in the engines and that these emissions mainly consisted of uncombusted fuel components. It was also found that uncombusted engine lubrication oil was the main constituent of the emitted particulate associated aliphatic hydrocarbons (C₁₇‐C₄₀). These constituted between 58% and 95% of the total emissions of the high molecular weight aliphatic compounds. Emission factors for the total of high molecular aliphatic hydrocarbons (C₁₂‐C₄₀) were demonstrated to be in the range of 15–100 mg/km. Some individual aliphatic hydrocarbons with cocarcinogenic effects were identified and quantified in both particulate and semi‐volatile phases of the exhaust. Multivariate data analysis was used to investigate the relationship between fuel parameters and emission of semi‐volatile aliphatic emission.     

Investigating the potential for different scooter and car exhaust emissions to cause cytotoxic and (pro-)inflammatory responses to a 3D in vitro model of the human epithelial airway

The aim of this study was to compare the cytotoxicity and the (pro-)inflammatory responses of two-stroke (direct injection and carburetor technology) and four-stroke scooter and diesel car exhaust emissions on lung cells in vitro. This was analyzed by exposing a 3D in vitro model of the epithelial airway (consisting of human bronchial epithelial cells (cell line 16HBE14o^?) combined with human whole blood monocyte-derived macrophages and dendritic cells) to physically characterized exhaust emissions. Biological endpoints of cytotoxicity (lactate dehydrogenase release), as well as pro-inflammatory cytokine (tumor necrosis factor (TNF)-α) and inflammatory chemokine (interleukin(IL)-8) stimulation were examined. Two-stroke direct injection scooter exhaust contained the highest particle number concentration and nitrogen oxides (NO _x ) concentrations and the emissions from the two-stroke carburetor scooter contained the highest hydrocarbon and lowest NO _x concentrations. The four-stroke scooter emitted the highest carbon monoxide concentration whereas the cars emitted the lowest. The combination of various technical optimizations for the two-stroke direct injection scooter (particle filter, oxidative catalyst, better oil and fuel) reduced the total emissions strongly and the TNF-α concentration significantly (p?相似文献   

Study of engine performance,emission and combustion characteristics fueled with diesel-like fuel produced from waste engine oil and waste plastics

Utilizing oil extracted from waste engine oil and waste plastics, by pyrolysis, as a fuel for internal combustion engines has been demonstrated to be one of the best available waste management methods. Separate blends of fuel from waste engine oil and waste plastic oil was prepared by mixing with diesel and experimental investigation is conducted to study engine performance, combustion and exhaust emissions. It is observed that carbon monoxide (CO) emission increases by 50% for 50% waste plastic oil (50WPO:50D) and by 58% for 50% waste engine oil (50WEO:50D) at full load as compared to diesel. Unburnt hydrocarbon (HC) emission increases by 16% for 50WPO:50D and by 32% for 50WEO:50D as compared to diesel at maximum load. Smoke is found to decrease at all loading conditions for 50WPO:50D operation, but it is comparatively higher for 50WEO:50D operation. 50WPO:50D operation shows higher brake thermal efficiency for all loads as compared to 50WEO:50D and diesel fuel operation. Exhaust gas temperature is higher at all loads for 50WPO:50D and 50WEO:50D as compared to diesel fuel operation.

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Environmental aspects of biofuels in road transportation

Energy is a vital and growing need for human activities such as transport, agriculture and industry. The transport and agriculture sectors are major consumers of fossil fuel. However, availability of fossil fuels is limited. The use of fossil fuels is of increasing environmental concerns because it produces toxic airborne particulates and greenhouse gases such as CO₂. The increasing industrialization and motorization of the world led to a steep rise for the demand of petroleum-based fuels. Hence, it is necessary to seek alternative fuels, which can be produced from resources available locally within the country such as alcohol, biodiesel and vegetable oils. Biodiesel is defined as the mono alkyl esters of vegetable oils or animal fats. Biodiesel is the best candidate for diesel fuels in the diesel engines. The advantage of biodiesel over gasoline and petroleum/diesel is its eco-friendly nature. This article reviews the production, characterization and current status of biofuels mainly biodiesel along with the environmental impacts of particulate matter, greenhouse gas emissions originated from biodiesel.     

A new FTIR method to monitor transesterification in biodiesel production by ultrasonication

New renewable fuels are urgently needed due to increasing fossil fuel pollution. Biodiesel, which contains alkyl esters produced by transesterification of oils, is an alternative fuel. Nevertheless, the main problem of biodiesel is its high price. Costs can be reduced by replacement of the current homogeneous catalysts by heterogeneous catalysts; however, research for new catalysts is actually slowed by lengthy analytical techniques. Here, we set up a simple and rapid analytical method using Fourier transform infrared (FTIR) to monitor transesterification. Conversion of sunflower and recycled cooking oils to their corresponding methyl esters was easily measured using a linear correlation between the intensity of an infrared peak at 1,437 cm^?1 and the percent conversion. The results obtained by infrared were validated by gas chromatography. We also studied the effect of 20 kHz ultrasonic irradiation on biodiesel synthesis. Using our FTIR method, we found that replacing mechanical stirring with an ultrasonic probe leads to quality biodiesel in 10 min for sunflower oil and 20 min for recycled cooking oil.     

Tiefentschwefelte Kraftstoffe

In recent years, much attention has been given to the desulphurization of fuels like diesel oil and gasoline, since exhaust gases containing SOx cause air pollution and acid rain. Moreover, a lower sulphur content of fuels would allow the use of new engines and catalytic systems for the reduction of CO, particle and NOx-emissions, and a more efficient fuel consumption. The S-level in fuels is presently limited in Germany for gasoline and diesel oll to 150 ppm and 350 ppm, respectively. In 2005 the level will be decreased Europe-wide for all vehicle-fuels down to 50 ppm; in some countries, fuels are or will be on the market with even less sulphur. The current technology of hydrodesulphurization (heterogeneous, catalyzed hydrorreating of organic sulphur compounds) can desulphurize quite adequately down to today’s S-level. The process, however, is limited for the production of ultra-low sulphur fuels, and the expenses (pressure, reactor size, investment costs, energy consumption, specific active catalysts) are high to meet future requirements. alternative processes, which are not limited to hydrotreating, are therefore desirable. Beside an overview about hydrotreating, this paper presents two quite different alternatives: Extraction of sulphur compounds by ionic liquids and the synthetic production of S-free fuels from natural gas by Fischer-Tropsch-synthesis. Ionic liquids (ILs) are low melting (<100°C) salts which represent a new class of non-molecular, ionic solvents. In the experiments presented, extraction of model diesel oils (dibenzothiophene and dodecanthiol in n-dodecane) as well as of a real predesulphurized diesel oil (with about 400 ppm S) were investigated. The results show the excellent and selective extraction properties of ILs for organic sulphur compounds, especially with regard to those compounds which are very difficult to remove by common hydrodesulphurization. As expected, the desulphurization by extraction is much more complicated in case of real diesel oil (compared to a model oil) due to its complex chemical composition including many different sulphur compounds and other impurities like organic nitrogen and metal-compounds. Nevertheless, the results with pre-desulphurized diesel oil are also very promising. So, extraction of sulphur components by ILs is a new approach for deep desulphurization of diesel oil. The application of very mild process conditions (low pressure and temperature) in comparison to traditional hydrotreating is an additional advantage of this new concept. An alternative to today’s fuels based on crude oil is the production of gasoline and diesel oil from natural gas (or other fossil fuels like coal) by Fischer-Tropsch-synthesis (FTS). The products like diesel oil are completely free of sulphur and other impurities like nitrogen and metal compounds. Although several FTS-processes have been investigated and developed, and some processes are already running on a technical scale, a real breakthrough was not obtained up to now. The production costs of these capital-intensive processes are probably above the breakeven point, at least at today’s oil price. In this paper, a ‘lowcost’ process is discussed, which is based on nitrogen-rich syngas. In contrast to classical FTS-processes with nitrogen-free syngas, the investment costs are probably lower: The syngas is produced by partial oxidation with ait, which eliminates the need of an air separation plant, while a process with nitrogen-rich syngas does not utilize a recycle loop and a recycle compressor.     

Mutagenicity of diesel engine exhaust in the Ames / Salmonella assay using a direct exposure method

The aim of this study was to investigate the potential mutagenic activity of diesel engine exhaust in the Ames/Salmonella assay using a direct aerosol exposure system. So, TA 98 and TA 100 strains, with or without added S9 mix, were exposed to diesel emissions after varying degrees of filtration. Variants of these two strains, deficient in nitroreductase (TA 98NR and TA 100NR) or over-expressing O-Acetyl Transferase (YG 1024 and YG 1029), were also exposed to total (unfiltered) diesel exhaust to highlight the putative mutagenicity of any nitro-PAHs present in these emissions. Mutagenic activity of the diesel exhaust was demonstrated on Salmonella typhimurium, strains TA 100 and variants TA 100 NR and YG1029. The use of a particle filter did not modify the genotoxicity of the diesel emissions, indicating a major contribution of the gas phase to the mutagenicity of these diesel emissions. The prominent role of the particulate-associated nitro-polycyclic aromatic hydrocarbons (nitro-PAHs) claimed by some authors working on diesel exhaust organic extracts was not confirmed by our results with native diesel exhaust exposure. Our results show that the gas phase is potentially more mutagenic than the particles alone.     

Life cycle analysis and choice of natural gas-based automotive alternative fuels in Chongqing Municipality, China

Road transport produces significant amounts of emissions by using crude oil as the primary energy source. A reduction of emissions can be achieved by implementing alternative fuel chains. The objective of this study is to carry out an economic, environmental and energy (EEE) life cycle study on natural gas-based automotive fuels with conventional gasoline in an abundant region of China. A set of indices of four fuels/vehicle systems on the basis of life cycle are assessed in terms of impact of EEE, in which natural gas produces compressed natural gas (CNG), methanol, dimethylether (DME) and Fischer Tropsch diesel (FTD). The study included fuel production, vehicle production, vehicle operation, infrastructure and vehicle end of life as a system for each fuel/vehicle system. A generic gasoline fueled car is used as a baseline. Data have been reviewed and modified based on the best knowledge available to Chongqing local sources. Results indicated that when we could not change electric and hydrogen fuel cell vehicles into commercial vehicles on a large scale, direct use of CNG in a dedicated or bi-fuel vehicle is an economical choice for the region which is most energy efficient and more environmental friendly. The study can be used to support decisions on how natural gas resources can best be utilized as a fuel/energy resource for automobiles, and what issues need to be resolved in Chongqing. The models and approaches for this study can be applied to other regions of China as long as all the assumptions are well defined and modified to find a substitute automotive energy source and establish an energy policy in a specific region.     

Biodegradation of crude petroleum and petroleum products by fungi isolated from two oil seeds (melon and soybean)

Crude petroleum oil degrading fungi were isolated from two oil seeds, Cucumeropsis mannii (melon) and Glycine max (soybean) seeds in the presence and absence of petroleum fumes. An assessment of the relative ability of each fungus to degrade crude petroleum, diesel and kerosene on minimum salt solution was done using change in optical density read on spectrophotometer. Twenty-one fungal species (14 genera) were isolated altogether during this experiment. These include eight species of Aspergillus; one species each of Botryodiplodia, Bipolaris, Cladosporium, Cunnighamella, Dreschlera, Fusarium, Helminthosporium, Macrophomina, Mucor, Paeciliomyces, Penicillium, Rhizopus and Talariomyces. It was evident that most of the fungi tested were able to biodegrade the crude petroleum oil, though at different rates. Bipolaris had a low rate of biodegradation of the petroleum oil of all the fungal species isolated Botryodiplodia theobromae had the highest degrading ability on the crude oil, while Aspergillus flavus had the least after 40 days of incubation. Aspergillus flavus had the highest ability to biodegrade diesel while A. niger had the least ability. In kerosene, Macrophomina phaseolina had the highest ability while A. niger had the least ability to biodegrade it. There was fluctuation in the growth pattern of the fungi in the petroleum oil medium. The implication of these are discussed.     

Umweltschäden durch Heizöl nach Hochwasserereignissen

Background Due to high safety measures in production, transport and storage of fuel oil it rarely occurs, that fuel oil will be released in the environment. One exception of this experience was the fuel oil releases of private fuel oil tanks during the “century flood” 2002 in Germany. By order of IWO (Institut für wirtschaftliche Oelheizung e.?V.), the authors investigated the environmental behaviour of fuel oil after flood incidents. Aim Due to the fast spreading of the fuel oil on water surfaces and the contamination of huge areas one expects large environmental harm. For appraisal the behaviour of fuel oil in water and soil must be studied in detail as well as the effect on high and low developed animals and plants, on water organisms and on the flora and fauna of soil. From the valuation of the environmental harm official measures and measures of precaution and safety by manufacturer and user of private fuel oil installations can be derived. Main features For considering the various aspects the authors studied the extensive analyses of the special measuring programme of Saxony-Anhalt, used interviews of concerned persons (private persons and officials), aerial photos, extensive study of literature including eco-toxicological investigations, experiences of more than 70-years applications of fuel oil in plant protection and practical experiences at large field redevelopment of oil damages following averages and accidents. The authors valuated on the base of results of analyses and on own calculations. Results The release of fuel oil in the air is no particular problem because about 40?% of the oil fast evaporate and will be decomposed to carbon dioxide and water. In addition to the evaporation a characteristic behaviour is fast spreading of the fuel oil on the water surface to very thin layers. For a typical coloured oil layer e.?g. one cubic meter of oil is spread on a water surface of about 3?km², this corresponds to 3?ml/m² surface and contaminates the soil after drying up with about 3?µg/kg soil some orders less than the natural content of hydrocarbons in soil. Because of the absorption capacity of soil and the microbial decomposition by everywhere existing hydrocarbons decomposing micro-organisms the oil infiltrates only a few centimetre and will be decomposed in a few months, so that ground water detriments not arise practically. By measurements a few months after fuel oil release in the flood 2002 oil components in the soil could not be detected. Discussion Acute injuries of micro-flora and -fauna in soil and water by fuel oil cannot be excluded from the first. Thus the limiting values of injuries for some water organisms are below 1?mg/l. According to the special measuring programme at the flood 2002 in Saxony-Anhalt however the measured values were mostly wide below of this limit. In detail the spreading and evaporation of fuel oil on water surfaces, the propagation and decomposition of fuel oil in soil will be described. A quantitative valuation of fuel oil distribution in a real flood incident will be given. Conclusions Particular measures of redevelopment of soil for fuel oil release after flood incidents are not necessary normally. Even at the redevelopment after transport damages or at devastated sites with essential higher oil contaminations of soil in comparison to fuel oil release after flood incidents high decomposition rates are obtained by normal soil improving measures supporting the natural micro-organisms in reducing the hydrocarbon concentration for 70–90?% after a few months. Perspectives With the described results a realistic valuation of the environmental harm of fuel oil release after flood incidents could be given. From this qualified measures can be derived for official decisions and precautionary and reliable activities at fuel oil installations of flood endangered areas.     

Effects of a diesel oxidation catalyst on gaseous pollutants and fine particles from an engine operating on diesel and biodiesel

The effects of a diesel oxidation catalytic (DOC) converter on diesel engine emissions were investigated on a diesel bench at various loads for two steady-state speeds using diesel fuel and B20. The DOC was very effective in hydrocarbon (HC) and CO oxidation. Approximately 90%–95% reduction in CO and 36%–70% reduction in HC were realized using the DOC. Special attention was focused on the effects of the DOC on elemental carbon (EC) and organic carbon (OC) fractions in fine particles (PM_2.5) emitted from the diesel engine. The carbonaceous compositions of PM_2.5 were analyzed by the method of thermal/optical reflectance (TOR). The results showed that total carbon (TC), OC and EC emissions for PM_2.5 from diesel fuel were generally reduced by the DOC. For diesel fuel, TC emissions decreased 22%–32% after the DOC depending on operating modes. The decrease in TC was attributed to 35%–97% decrease in OC and 3%–65% decrease in EC emissions. At low load, a significant increase in the OC/EC ratio of PM_2.5 was observed after the DOC. The effect of the DOC on the carbonaceous compositions in PM_2.5 from B20 showed different trends compared to diesel fuel. At low load, a slight increase in EC emissions and a significant decrease in OC/EC ratio of PM_2.5 after DOC were observed for B20.     

矿物油对水稻－萝卜的影响

用不同剂量的润滑油（引擎油、齿轮油）、煤油和废油污染土壤，探讨它们对水稻和后茬萝卜生长的影响．结果表明，引擎油在剂量为５ｍｌ／１００ｇ土时对水稻生长和后茬萝卜的成苗及苗高均有影响；齿轮油、煤油和废油在剂量为２ｍｌ／１００ｇ土时对水稻秧苗无多大影响，在剂量为１ｍｌ／１００ｇ土时对后茬萝卜有抑制作用．对被废油污染的土壤，可用油处理剂Ｓ．Ｇ８０５治理．但剂量以１０００ｍｇ／Ｌ以下为宜．     

影响石油污染物挥发行为的因素

进行了4种不同石油制品在不同温度时的挥发试验,并对其挥发量与挥发时间的关系进行了模拟,试验结果表明,柴油和煤油的挥发量与挥发时间呈二次多项式关系,而90#汽油的挥发量与挥发时间呈对数关系,混合芳烃的挥发量与挥发时间呈线性关系。柴油经过不同程度的挥发后,其物理性质如粘度和比重发生了改变,其中柴油粘度随着挥发而增加,并且柴油的粘度与挥发质量分数有很好的正相关性,相关系数为0.988。     

0~#柴油和流花原油对斑节对虾(Penaeus monodon)幼体的急性毒性效应

溢油污染导致的原油和燃料油入海,会对海洋生物的生长发育过程产生影响。为研究溢油污染对海洋虾类的毒性效应,以斑节对虾(Penaeus monodon)为研究对象,比较了不同浓度0#柴油和南海流花原油(LH原油)乳化液对斑节对虾不同发育阶段幼体的急性毒性效应。结果表明,3.59 mg·L~(-1)0#柴油和0.77 mg·L~(-1)LH原油乳化液可以显著降低斑节对虾无节幼体变态率(P0.05),且对无节幼体变态具有延迟效应。较之0#柴油,LH原油乳化液对斑节对虾无节幼体发育的影响更为明显。0#柴油对斑节对虾无节幼体、蚤状幼体、糠虾和仔虾的48或96小时半致死浓度(48 h/96 h-LC50)分别为0.55 mg·L~(-1)、0.42 mg·L~(-1)、0.95 mg·L~(-1)和1.09 mg·L~(-1),其对应的安全浓度分别为0.05 mg·L~(-1)、0.04 mg·L~(-1)、0.10 mg·L~(-1)和0.11 mg·L~(-1);LH原油对上述幼体的48 h/96 h-LC50则依次为0.62 mg·L~(-1)、0.51 mg·L~(-1)、1.05 mg·L~(-1)和1.42 mg·L~(-1),对应的安全浓度分别为0.06 mg·L~(-1)、0.05mg·L~(-1)、0.11 mg·L~(-1)和0.14 mg·L~(-1)。斑节对虾不同发育阶段幼体对0#柴油和LH原油的耐受力依次为:仔虾糠虾无节幼体蚤状幼体,0#柴油和LH原油乳化液对斑节对虾的毒性大小为0#柴油LH原油。上述结果为深入研究石油类污染对海洋生物的毒性效应提供了基础数据和理论依据。     

柴油污染土壤生物修复对土壤酶活性的影响

在柴油污染土壤的生物修复过程中,分析了土壤中柴油降解菌数量和3种土壤酶活性(过氧化氢酶、脱氢酶和脂酶)等生物活性指标与土壤中柴油去除率的相关性.结果表明,土壤受到柴油污染后的一段时间后过氧化氢酶、脱氢酶和脂酶的活性上升,而后随着土壤中石油烃的降解,脂酶又不断降低.进一步分析表明脂酶活性与柴油降解率及柴油降解菌数量都具有很好的正相关性,可以采用土壤脂酶活性来指示柴油生物降解成效.     

Modelling the effect of fire-exclusion and prescribed fire on wildfire size in Mediterranean ecosystems

There is a debate on which factor, fuel accumulation or meteorological variability, is the fundamental control of the occurrence of large fires in Mediterranean-type ecosystems. Its resolution has important management implications, because if the fuel hypothesis proves to be right, then fire-exclusion would enhance the occurrence of large wildfires, and prescribed-fires would be a useful tool to fight them. On the other hand, if large fires were just a direct consequence of some extreme weather situations, neither fire-exclusion nor prescribed fire would have any influence on the size of wildfires. Here we present a simple model of vegetation dynamics and fire spread over homogeneous areas intended to treat quantitatively this issue. In particular, we wanted to address the following questions: (1) What is the effect that different fire fighting capacities have on the total area burnt and, especially, on large fires? (2) What is the effect that different levels of prescribed fire have on the area burnt in wildfires and, especially, in large fires? The model incorporates meteorological variability, different rates of fuel accumulation, number of ignitions per year, fire-fighting capacity, and prescribed burning. The model was calibrated with fire regime data (mean fire size, annual area burnt, and fire size distribution) of Tarragona (NE Spain) and Coimbra (Central Portugal), and it accurately reproduced both data sets, while allowing for multiple behavioural models and prediction uncertainties within the GLUE methodology. Results showed that for a given region, with its particular characteristics of climate, number of ignitions, and vegetation flammability, there was a fairly constant annual area burnt for different fire-fighting capacities. However, higher fire-fighting capacities resulted in a slightly higher proportion of large fires. There was also a quite constant annual area burnt (prescribed and wild fires together) for different prescribed fire intensities in each region. However, the total amount and proportion of large fires decreased as the prescribed burning intensity increased. So, according to the model, it seems that the total area burnt will be more or less the same despite any effort to reduce it by extinguishing fires or by using prescribed burning. Nevertheless, the effect of the fire exclusion policy slightly enhances the dominance of large fires, whereas the use of prescribed fires greatly reduces the importance of large fires.     

Effects of petroleum products on bull kelp (Nereocystis luetkeana)

Although research has been conducted on the effects of oil on the giant kelp Macrocystis pyrifera, no similar studies have been completed on bull kelp, Nereocystis leutkeana, the dominant kelp in Washington State, British Columbia, and Alaska. The effects of three petroleum products [diesel fuel, intermediate fuel oil (IFO), and crude oil] were tested before and after weathering on N. luetkeana. Whole plants were exposed to petroleum product for 4 or 24 h and then transferred to the field; observations on the condition of the plants were made daily for 7 d. In addition, controlled bioassays were performed to measure the effects of petroleum exposure on net photosynthetic rate (NP) and respiration rate (R), using light-and dark-bottle techniques. These experiments verified the susceptibility of N. luetkeana tissue to the damaging effects of direct exposure to several oil types. The 4 h exposures to weathered diesel and unweathered IFO, and 24 h exposures to unweathered and weathered diesel and IFO resulted in moderate to severe damage to kelp tissue (i.e., clearly delineated bleached line accompanied by tissue necrosis). Weathered diesel was more toxic than unweathered diesel. The most severe damage to bull kelp was concentrated at the meristematic zone (junction of stipe and bulb) where new tissue growth occurs. Petroleum type significantly affected stipe and blade NP, R, and NP:R ratios. Diesel treatments had a greater negative effect on NP than did the IFO treatments. Based on these experiments, the relative ranking of the damaging effects of petroleum treatment on bull kelp are weathered diesel>unweathered IFO>unweathered diesel>weathered IFO>unweathered crude>weathered crude.     

DNA adducts in fish following an oil spill exposure

On 12 December 1999, one third of the load of the Erika tanker, amounting to about 10,000 t crude oil flowed into sea waters close to the French Atlantic Coast. This oil contained polycyclic aromatic compounds (PAC) that are known to be genotoxic. Genotoxic effects induce DNA adducts formation, which can thus be used as pollution biomarkers. Here, we assessed the genotoxic impact of the “Erika” oil spill by DNA adducts detection in the liver of immature fishes (Solea solea) from four locations of the French Brittany coasts. Two months after the spill, a high amount of DNA adducts was found in samples from all locations, amounting to 92–290 DNA adduct per 10⁹ nucleotides. Then total DNA adduct levels decreased to reach about 50 adducts per 10⁹ nucleotides nine months after the spill. In vitro experiments using human cell cultures and fish liver microsomes evidence the genotoxicity of the Erika fuel. They also prove the formation of reactive species able to create DNA adducts. Furthermore, in vitro and in vivo DNA adducts fingerprints are similar, thus confirming that DNA adducts are a result of the oil spill.