HighlightsWe show (sub)cellular toxicity of triclosan (TCS) on six types of mammalian cells.1–5 μg ml−1 TCS induced metabolic acidification and uncoupled respiration.TCS ceased progressive boar sperm motility at 1 μg ml−1.TCS uncouples ATP synthetase complex V in mitochondrion.TCS caused regression of pancreatic islets to pycnotic cells.

In the present study, we monitor the adsorption−desorption kinetics and adsorbed layer structure of the bacterial protein flagellin in the presence of Hofmeister salts by a surface sensitive label-free optical biosensor (optical waveguide lightmode spectroscopy, OWLS). The recorded OWLS data were analyzed by a computer code using a set of coupled differential equations modeling the adsorption−desorption process. By supposing reversibly and irreversibly adsorbed protein states with different adsorption footprints, the kinetic data could be perfectly fitted. We revealed that the proteins adsorbing in the presence of kosmotropic salts had smaller footprints, leading to a more oriented and densely packed layer. Kosmotropic salts increased both the adsorption rate constant and the transition rate constants from the reversibly to the irreversibly adsorbed state. In contrast, chaotropic salts increased the desorption rate constant and led to decreased adsorbed mass and a more loosely packed film. Neither circular dichroism spectroscopy in bulk solutions or Fourier transform infrared spectroscopy of surface-adsorbed flagellins could reveal significant structural changes due to the presence of the Hofmeister salts, and supported our conclusions about the adsorption mechanism. On the basis of the measured kinetic and structural data (footprints of adsorbed proteins), we developed a model to calculate the protein−water-substrate interfacial tension in the presence of Hofmeister salts, and compared the experimentally obtained values with related literature data. The calculated values are consistent with previously published data of surface tension changes, andto the best of our knowledgerepresent the first experimental results for this quantity.

The environmental monitoring of Ni is targeted at a threshold limit value of 0.34 μM, as set by the World Health Organization. This sensitivity target can usually only be met by time-consuming and expensive laboratory measurements. There is a need for inexpensive, field-applicable methods, even if they are only used for signaling the necessity of a more accurate laboratory investigation. In this work, bioengineered, protein-based sensing layers were developed for Ni detection in water. Two bacterial Nibinding flagellin variants were fabricated using genetic engineering, and their applicability as Ni-sensitive biochip coatings was tested. Nanotubes of mutant flagellins were built by in vitro polymerization. A large surface density of the nanotubes on the sensor surface was achieved by covalent immobilization chemistry based on a dithiobis(succimidyl propionate) cross-linking method. The formation and density of the sensing layer was monitored and verified by spectroscopic ellipsometry and atomic force microscopy. Cyclic voltammetry (CV) measurements revealed a Ni sensitivity below 1 μM. It was also shown that, even after two months of storage, the used sensors can be regenerated and reused by rinsing in a 10 mM solution of ethylenediaminetetraacetic acid at room temperature.

Diesel exhaust is one of the major sources of fine and ultra-fine particulate matter in urban air. Toxicity of diesel-powered engine emissions has been quite widely assessed; however, much less information is available on their ecotoxicity. In our study, the kinetic version of the Vibrio fischeri bioluminescence inhibition bioassay based on the ISO 21338:2010 standard was used to characterise the ecotoxicity of diesel-powered buses. It is a direct contact test in which solid samples are tested in suspension and test organisms are in direct contact with toxic particles. The age of the selected buses fell into a wide range; the oldest one was produced in 1987. Diesel engines of different emission standards (Euro0-Euro4) were included. Measured EC50 values of Euro0-Euro1 engine emissions fell into the same range, 1.24-0.96 μg ml(-1), respectively. On the contrary, emission of Euro4 vehicle proved to be non-toxic. Genotoxic potential of the samples was also estimated, using the colorimetric SOS-chromotest™. Genotoxicity was detected also for Euro0 and Euro1 buses, showing correlation with the ecotoxic potential. The fact that the particulates from Euro4 vehicles did not show ecotoxic/genotoxic effect implies that replacing old Euro1 and Euro2 buses can be a highly effective solution for reducing environmental hazard of automotive emissions. The whole-aerosol testing method is a cheap alternative that can be used in engine developments and emission control.

No abstract