SMOKE for Europe – adaptation, modification and evaluation of a comprehensive emission model for Europe

The US EPA regional emission model SMOKE was adopted and modified to create temporally and spatially distributed emission for Europe and surrounding countries based on official reports and public domain data only. The aim is to develop a flexible model capable of creating consistent high resolution emission data for long-term runs of Chemical Transport Models (CTMs). This modified version of SMOKE, called SMOKE for EUROPE (SMOKE-EU) was successfully used to create hourly gridded emissions for the timespan 1970–2010. <br><br> In this paper the SMOKE-EU model and the underlying European datasets are introduced. Emission data created by SMOKE-EU for the year 2000 are evaluated by comparison to data of three different state-of-the-art emission models. SMOKE-EU produced a range of values comparable to the other three datasets. Further, concentrations of criteria pollutants calculated by the CTM CMAQ using the four different emission datasets were compared against EMEP measurements with hourly and daily resolution. Using SMOKE-EU gave the most reliable modelling of O<sub>3</sub>, NO<sub>2</sub> and SO<sub>4</sub><sup>2−</sup>. The amount of simulated concentrations within a factor of 2 (F2) of the observations for these species are: O<sub>3</sub> (F2 = 0.79, <i>N</i> = 329 197), NO<sub>2</sub> (F2 = 0.55, <i>N</i> = 11 465) and SO<sub>4</sub><sup>2−</sup> (F2 = 0.62, <i>N</i> = 17 536). The lowest values were found for NH<sub>4</sub><sup>+</sup> (F2 = 0.34, <i>N</i> = 7400) and NO<sub>3</sub><sup>−</sup> (F2 = 0.25, <i>N</i> = 6184). NH<sub>4</sub><sup>+</sup> concentrations were generally overestimated, leading to a fractional bias (FB) averaged over 22 measurement stations of (FB = 0.83 ± 0.41) while better agreements with observations were found for SO<sub>4</sub><sup>2−</sup> (FB = 0.06 ± 0.38, 51 stations) and NO<sub>3</sub><sup>−</sup> (FB = 0.13 ± 0.75, 18 stations). <br><br> CMAQ simulations using the three other emission datasets were similar to those modelled using SMOKE-EU emissions. Highest differences where found for NH<sub>4</sub><sup>+</sup> while O<sub>3</sub> concentrations were almost identical

GLP-1R Agonist Liraglutide Activates Cytoprotective Pathways and Improves Outcomes After Experimental Myocardial Infarction in Mice

OBJECTIVE—Glucagon-like peptide-1 receptor (GLP-1R) ago-nists are used to treat type 2 diabetes, and transient GLP-1 administration improved cardiac function in humans after acute myocardial infarction (MI) and percutaneous revascularization. However, the consequences of GLP-1R activation before isch-emic myocardial injury remain unclear. RESEARCH DESIGN AND METHODS—We assessed the pathophysiology and outcome of coronary artery occlusion in normal and diabetic mice pretreated with the GLP-1R agonist liraglutide. RESULTS—Male C57BL/6 mice were treated twice daily for 7 days with liraglutide or saline followed by induction of MI. Survival was significantly higher in liraglutide-treated mice. Lira-glutide reduced cardiac rupture (12 of 60 versus 46 of 60; P 0.0001) and infarct size (21 2 % versus 29 3%, P 0.02) an

Effects of ship emissions on air quality in the Baltic Sea region simulated with three different chemistry transport models

The Baltic Sea is a highly frequented shipping area with busy shipping lanes close to densely populated regions. Exhaust emissions from ship traffic into the atmosphere do not only enhance air pollution, they also affect the Baltic Sea environment through acidification and eutrophication of marine waters and surrounding terrestrial ecosystems. As part of the European BONUS project SHEBA (Sustainable Shipping and Environment of the Baltic Sea region), the transport, chemical transformation and fate of atmospheric pollutants in the Baltic Sea region were simulated with three regional chemistry transport model (CTM) systems, CMAQ, EMEP/MSC-W and SILAM, with grid resolutions between 4 and 11&thinsp;km. The main goal was to quantify the effect that shipping emissions have on the regional air quality in the Baltic Sea region when the same shipping emission dataset but different CTMs are used in their typical set-ups. The performance of these models and the shipping contribution to the results of the individual models were evaluated for sulfur dioxide (SO2), nitrogen dioxide (NO2), ozone (O3) and particulate matter (PM2.5). Model results from the three CTMs for total air pollutant concentrations were compared to observations from rural and urban background stations of the AirBase monitoring network in the coastal areas of the Baltic Sea region. Observed PM2.5 in summer was underestimated strongly by CMAQ and to some extent by EMEP/MSC-W. Observed PM2.5 in winter was underestimated by SILAM. In autumn all models were in better agreement with observed PM2.5. The spatial average of the annual mean O3 in the EMEP/MSC-W simulation was ca. 20&thinsp;% higher compared to the other two simulations, which is mainly the consequence of using a different set of boundary conditions for the European model domain. There are significant differences in the calculated ship contributions to the levels of air pollutants among the three models. EMEP/MSC-W, with the coarsest grid, predicted weaker ozone depletion through NO emissions in the proximity of the main shipping routes than the other two models. The average contribution of ships to PM2.5 levels in coastal land areas is in the range of 3.1&thinsp;%–5.7&thinsp;% for the three CTMs. Differences in ship-related PM2.5 between the models are mainly attributed to differences in the schemes for inorganic aerosol formation. Differences in the ship-related elemental carbon (EC) among the CTMs can be explained by differences in the meteorological conditions, atmospheric transport processes and the applied wet-scavenging parameterizations. Overall, results from the present study show the sensitivity of the ship contribution to combined uncertainties in boundary conditions, meteorological data and aerosol formation and deposition schemes. This is an important step towards a more reliable evaluation of policy options regarding emission regulations for ship traffic and the planned introduction of a nitrogen emission control area (NECA) in the Baltic Sea and the North Sea in 2021.</p

A FRET-Based High Throughput Screening Assay to Identify Inhibitors of Anthrax Protective Antigen Binding to Capillary Morphogenesis Gene 2 Protein

Anti-angiogenic therapies are effective for the treatment of cancer, a variety of ocular diseases, and have potential benefits in cardiovascular disease, arthritis, and psoriasis. We have previously shown that anthrax protective antigen (PA), a non-pathogenic component of anthrax toxin, is an inhibitor of angiogenesis, apparently as a result of interaction with the cell surface receptors capillary morphogenesis gene 2 (CMG2) protein and tumor endothelial marker 8 (TEM8). Hence, molecules that bind the anthrax toxin receptors may be effective to slow or halt pathological vascular growth. Here we describe development and testing of an effective homogeneous steady-state fluorescence resonance energy transfer (FRET) high throughput screening assay designed to identify molecules that inhibit binding of PA to CMG2. Molecules identified in the screen can serve as potential lead compounds for the development of anti-angiogenic and anti-anthrax therapies. The assay to screen for inhibitors of this protein–protein interaction is sensitive and robust, with observed Z' values as high as 0.92. Preliminary screens conducted with a library of known bioactive compounds identified tannic acid and cisplatin as inhibitors of the PA-CMG2 interaction. We have confirmed that tannic acid both binds CMG2 and has anti-endothelial properties. In contrast, cisplatin appears to inhibit PA-CMG2 interaction by binding both PA and CMG2, and observed cisplatin anti-angiogenic effects are not mediated by interaction with CMG2. This work represents the first reported high throughput screening assay targeting CMG2 to identify possible inhibitors of both angiogenesis and anthrax intoxication

Influence of emissions on regional atmospheric mercury concentrations

Mercury is a global pollutant that is rapidly transported in the atmosphere. Unlike the majority of air pollutants the background concentrations of mercury play a major role for the atmospheric concentrations on a hemispheric scale. In this study the influence of regional anthropogenic emissions in comparison to the global emissions on mercury concentrations over Europe are investigated. For this purpose an advanced threedimensional model system is used that consists of three components. The emission model SMOKE-EU, the meteorological model COSMO-CLM, and the chemistry transport model (CTM) CMAQ. A variety of sensitivity runs is performed in order to determine the influence of different driving factors (i.e. boundary conditions, anthropogenic and natural emissions, emission factors, meteorological fields) on the atmoshperic concentrations of different mercury species. This study is part of the European FP7 project GMOS (Global Mercury Observation System). The aim is to identify the most important drivers for atmospheric mercury in order to optimize future regional modelling studies in the course of the GMOS project. Moreover, the model results are used to determine areas of interest for air-plane based in-situ measurements which are also part of GMOS