Reducing the energy consumption of heavy goods vehicles through the application of lightweight trailers: Fleet case studies

Reducing the empty weight of articulated heavy goods vehicle trailers is one avenue that needs to be explored in reducing the carbon footprint of the road freight industry as a whole. A statistical analysis of two heavy goods vehicle fleets operating in the United Kingdom has helped to identify double-deck trailers used in grocery haulage and 'walking-floor' trailers used in bulk haulage as two examples of trailers that can benefit significantly from lightweighting. Energy consumption of numerous articulated heavy goods vehicles is quantified through an idealised drive cycle analysis reflecting a long haul journey over a highway. This energy analysis allows for a mass energy performance index to be established. The analysis has shown that reducing the empty weight of trailers by 30% can cause reductions of up to 18% and 11% in mass energy performance index for double-deck trailers and 'walking-floor' trailers respectively. Using this approach, trailers that will benefit the most from weight reduction can be identified systematically, allowing for lightweighting strategies to be implemented more effectively. Strategies to reduce empty trailer weight and improve vehicle utilisation are also discussedThe authors would like to acknowledge the financial support from the members of the Centre for Sustainable Road Freight and from the Engineering and Physical Sciences Research Council (Grant Reference EP/K00915X/1).This is the final version of the article. It first appeared from Elsevier via http://dx.doi.org/10.1016/j.trd.2015.09.01

A national power infrastructure for charge-on-the-move: An appraisal for Great Britain

The electrification of road transportation is a necessary step for coping with climate change. Charge-on-the-move is considered to be a key enabling factor in moving towards electric vehicles. The development of individual charging devices for implementing in-motion charging has been rapid but their integration with the road infrastructure at national scale is still in need of more comprehensive consideration. This work aims to outline the performance requirements of a national power infrastructure suitable for implementing charge-on-the-move. From an estimation of electric vehicles’ power requirements in conjunction with Great Britain’s road traffic data the anticipated power demand is expected to be augmented by 16 GW. Furthermore, a simulation tool is proposed to investigate the application of dynamic charging and the effects of system design variables. Based on that, a possible charging layout is suggested. Such infrastructure involves 30 kW chargers, 1.5 m length apiece, installed every 2.1 m and 4.3 m on motorways and rural sections of road respectively. Finally, a strategic overview for Great Britain suggests that the installation of a nationwide charging infrastructure of this type could be economically viable. Indeed, the cost to develop the infrastructure to enable the electrification of 86% of car-miles in Great Britain is around £76 billion at present prices

Dose-intense weekly cyclophosphamide, methotrexate, 5-fluorouracil, vincristine and prednisolone (CMFP) in advanced breast cancer.

Weekly chemotherapy with cyclophosphamide 80 mg m-2 day-1 p.o. continuously, methotrexate 35 mg m-2 week-1 i.v., 5-fluorouracil 500 mg m-2 week-1 i.v., vincristine 1.4 mg m-2 i.v. every two weeks and prednisolone 20 mg m-2 day-1 p.o. continuously (CMFVP) was prospectively studied in 45 previously untreated outpatients with advanced breast cancer to determine the feasibility of delivering a dose-intense regimen. Of 40 evaluable patients, complete response (CR) occurred in one patient, partial response (PR) in 20 (CR + PR 53%), stable in eight, progression in 11 and five were unevaluable for response. The median relapse-free survival for responders was 25 weeks and median survival for all patients was 31 weeks. The mean dose intensity relative to the Cooper regimen fell from 1.02 to 0.6 within the first 4 weeks of treatment and the median dose intensity achieved for all patients on study was only 0.52. Eighty-seven per cent of patients had treatment delays with a mean of 3.9 delays per patient and 71% had dose reductions. Neutropenia was the major toxicity with WHO grade 3 or 4 neutropenia (less than 1.0 x 10(9) l-1) in 62% of patients and three septic deaths while neutropenic. Dose-intense weekly CMFVP in this schedule cannot be delivered to previously untreated outpatients with advanced breast cancer

Phosphoproteomic Analysis of Cell-Based Resistance to BRAF Inhibitor Therapy in Melanoma

The treatment of melanoma by targeted inhibition of the mutated kinase BRAF with small molecules only temporarily suppresses metastatic disease. In the face of chemical inhibition tumor plasticity, both innate and adaptive, promotes survival through the biochemical and genetic reconfiguration of cellular pathways that can engage proliferative and migratory systems. To investigate this process, high-resolution mass spectrometry was used to characterize the phosphoproteome of this transition in vitro. A simple and accurate, label-free quantitative method was used to localize and quantitate thousands of phosphorylation events. We also correlated changes in the phosphoproteome with the proteome to more accurately determine changes in the activity of regulatory kinases determined by kinase landscape profiling. The abundance of phosphopeptides with sites that function in cytoskeletal regulation, GTP/GDP exchange, protein kinase C, IGF signaling, and melanosome maturation were highly divergent after transition to a drug resistant phenotype

Prospects for Electrification of Road Freight

A plethora of decarbonization pathways have been suggested over the last few years and it has been generally accepted that substantial progress toward more sustainable transport requires a significant contribution from the freight sector. Deep decarbonization of road freight by conventional means is difficult, so alternatives need to be investigated. One of the most potentially beneficial approaches is electrification which is the subject of the paper. The challenges of conventional electric freight vehicles for long-haul operations are discussed and then innovative power delivery systems that could alleviate the problems are reviewed. A logistics concept to provide a framework for the electrification of most road freight transport operations is considered and based on that, simulation tools and methods are presented to set the performance requirements for a practical system. Finally, four case studies are developed for assessing the feasibility of electrification of various road freight operations. Overall, it is shown that electrification of road freight is a viable route for more sustainable transportation

An autonomous taxi service for sustainable urban transportation

An autonomous taxi service has been proposed as a sustainable urban transport system for current and future cities. A critical review was conducted to examine whether the proposed technology can alleviate the negative side effects of urban transportation. The study investigated issues related to environmental impact, social sustainability and required infrastructure. A methodology was proposed to estimate the levels of demand and define the system performance requirements for an autonomous taxi to serve Addenbrooke's, which is a medical and research campus at the University of Cambridge UK. The size of the fleet, the capacity of the on-board battery and a charging infrastructure were suggested. Implications for the electricity supply network were also explored. A financial analysis showed that such a system is financial viable

Greenhouse Gas and Noxious Emissions from Dual Fuel Diesel and Natural Gas Heavy Goods Vehicles.

Dual fuel diesel and natural gas heavy goods vehicles (HGVs) operate on a combination of the two fuels simultaneously. By substituting diesel for natural gas, vehicle operators can benefit from reduced fuel costs and as natural gas has a lower CO2 intensity compared to diesel, dual fuel HGVs have the potential to reduce greenhouse gas (GHG) emissions from the freight sector. In this study, energy consumption, greenhouse gas and noxious emissions for five after-market dual fuel configurations of two vehicle platforms are compared relative to their diesel-only baseline values over transient and steady state testing. Over a transient cycle, CO2 emissions are reduced by up to 9%; however, methane (CH4) emissions due to incomplete combustion lead to CO2e emissions that are 50-127% higher than the equivalent diesel vehicle. Oxidation catalysts evaluated on the vehicles at steady state reduced CH4 emissions by at most 15% at exhaust gas temperatures representative of transient conditions. This study highlights that control of CH4 emissions and improved control of in-cylinder CH4 combustion are required to reduce total GHG emissions of dual fuel HGVs relative to diesel vehicles.The authors would like to acknowledge support from the UK Engineering and Physical Sciences Research Council (EP/K00915X/1), the UK Department for Transport, the Office for Low Emission Vehicles and Innovate UK (project reference: 400266) and the industrial partners of the Centre for Sustainable Road Freight.This is the final version of the article. It first appeared from the American Chemical Society via http://dx.doi.org/10.1021/acs.est.5b0424

A national power infrastructure for charge-on-the-move

It has been generally accepted that electrification of the road transport sector could be a critical step for coping with climate change. Charge-on-the-move is considered to be a critical enabling factor in moving towards electric vehicles and roads. The development of individual charging devices for implementing in-motion charging has been rapid but their integration with the road infrastructure at national scale is still in need of more comprehensive consideration. This work focuses on the challenges of the technology at the level of the system and aims to outline the performance requirements of a national power infrastructure suitable for implementing charge-on-the-move. A UK strategic overview suggests that the installation of a nationwide charging infrastructure of this type is economically feasible. From an estimation of electric vehicles' power requirements in conjunction with UK road traffic data the baseline of the anticipated power demand can be established. Finally, a simulation tool was proposed to investigate the application of dynamic charging and the effects of system design variables on important performance parameters of travelling electric vehicles

Advance care planning in patients with incurable cancer: Study protocol for a randomised controlled trial

Introduction: There is limited evidence documenting the effectiveness of Advance Care Planning (ACP) in cancer care. The present randomised trial is designed to evaluate whether the administration of formal ACP improves compliance with patients' end-of-life (EOL) wishes and patient and family satisfaction with care. Methods and analysis: A randomised control trial in eight oncology centres across New South Wales and Victoria, Australia, is designed to assess the efficacy of a formal ACP intervention for patients with cancer. Patients with incurable cancer and an expected survival of 3-12 months, plus a nominated family member or friend will be randomised to receive either standard care or standard care plus a formal ACP intervention. The project sample size is 210 patient-family/friend dyads. The primary outcome measure is family/friendreported: (1) discussion with the patient about their EOL wishes and (2) perception that the patient's EOL wishes were met. Secondary outcome measures include: documentation of and compliance with patient preferences for medical intervention at the EOL; the family/friend's perception of the quality of the patient's EOL care; the impact of death on surviving family; patient-family and patient-healthcare provider communication about EOL care; patient and family/ friend satisfaction with care; quality of life of patient and family/friend subsequent to trial entry, the patient's strength of preferences for quality of life and length of life; the costs of care subsequent to trial entry and place of death. Ethics and dissemination: Ethical approval was received from the Sydney Local Health District (RPA Zone) Human Research Ethical Committee, Australia (Protocol number X13-0064). Study results will be submitted for publication in peer-reviewed journals and presented at national and international conferences. Trial registration number: Pre-results; ACTRN12613001288718

A novel HLA-B18 restricted CD8+ T cell epitope is efficiently cross-presented by dendritic cells from soluble tumor antigen

NY-ESO-1 has been a major target of many immunotherapy trials because it is expressed by various cancers and is highly immunogenic. In this study, we have identified a novel HLA-B*1801-restricted CD8<sup>+</sup>T cell epitope, NY-ESO-1<sub>88–96</sub> (LEFYLAMPF) and compared its direct- and cross-presentation to that of the reported NY-ESO-1<sub>157–165</sub> epitope restricted to HLA-A*0201. Although both epitopes were readily cross-presented by DCs exposed to various forms of full-length NY-ESO-1 antigen, remarkably NY-ESO-1<sub>88–96</sub> is much more efficiently cross-presented from the soluble form, than NY-ESO-1<sub>157–165</sub>. On the other hand, NY-ESO-1<sub>157–165</sub> is efficiently presented by NY-ESO-1-expressing tumor cells and its presentation was not enhanced by IFN-γ treatment, which induced immunoproteasome as demonstrated by Western blots and functionally a decreased presentation of Melan A<sub>26–35</sub>; whereas NY-ESO-1<sub>88–96</sub> was very inefficiently presented by the same tumor cell lines, except for one that expressed high level of immunoproteasome. It was only presented when the tumor cells were first IFN-γ treated, followed by infection with recombinant vaccinia virus encoding NY-ESO-1, which dramatically increased NY-ESO-1 expression. These data indicate that the presentation of NY-ESO-1<sub>88–96</sub> is immunoproteasome dependent. Furthermore, a survey was conducted on multiple samples collected from HLA-B18+ melanoma patients. Surprisingly, all the detectable responses to NY-ESO-1<sub>88–96</sub> from patients, including those who received NY-ESO-1 ISCOMATRIX™ vaccine were induced spontaneously. Taken together, these results imply that some epitopes can be inefficiently presented by tumor cells although the corresponding CD8<sup>+</sup>T cell responses are efficiently primed in vivo by DCs cross-presenting these epitopes. The potential implications for cancer vaccine strategies are further discussed