Clinical development of new drug-radiotherapy combinations.

In countries with the best cancer outcomes, approximately 60% of patients receive radiotherapy as part of their treatment, which is one of the most cost-effective cancer treatments. Notably, around 40% of cancer cures include the use of radiotherapy, either as a single modality or combined with other treatments. Radiotherapy can provide enormous benefit to patients with cancer. In the past decade, significant technical advances, such as image-guided radiotherapy, intensity-modulated radiotherapy, stereotactic radiotherapy, and proton therapy enable higher doses of radiotherapy to be delivered to the tumour with significantly lower doses to normal surrounding tissues. However, apart from the combination of traditional cytotoxic chemotherapy with radiotherapy, little progress has been made in identifying and defining optimal targeted therapy and radiotherapy combinations to improve the efficacy of cancer treatment. The National Cancer Research Institute Clinical and Translational Radiotherapy Research Working Group (CTRad) formed a Joint Working Group with representatives from academia, industry, patient groups and regulatory bodies to address this lack of progress and to publish recommendations for future clinical research. Herein, we highlight the Working Group's consensus recommendations to increase the number of novel drugs being successfully registered in combination with radiotherapy to improve clinical outcomes for patients with cancer.National Institute for Health ResearchThis is the final version of the article. It first appeared from Nature Publishing Group via http://dx.doi.org/10.1038/nrclinonc.2016.7

De la rue à l'autoroute. 1900-1940

From urban street to highway. 1900-1940. The advent of the automobile rendered obsolete the urban street and highway patterns which had evolved over the previous 250 years. Traditional gravel and macadam pavements were torn up by the suction of rapidly passing automobiles. The new vehicles, cheaper than horsepulled wagons and carriages, rapidly jammed downtown streets whith a massive increase in traffic. Early twentieth century suburbs assumed rapid auto travel, but the rapid suburbanization of the 1920's jammed new highways as soon as they were built. Only in a few places were smooth paved, limited access roads built before 1940. Yet the models for such roads existed in the private turnpikes of the 1830's, Olmsted-designed parkways of the mid-nineteenth century, the speedways for trotting rigs and bicycles built in the 1890's , and the much-admired German autobahns of the 1930's. A few parkways, especially in the New York and Los Angeles area were built, drawing on these design precedents. These parkways served as precedents for the turnpikes of the 1950's and interstate highways of the 1960's which permanently changed the spatial patterns of American cities.L'avènement de l'automobile a rendu désuet le réseau de rues et de grandes routes qui existait depuis deux cent cinquante ans : le gravier et les traditionnels pavés ne résistent pas au passage répété de véhicules rapides ; les automobiles moins chères que les voitures et les charrettes tirées par des chevaux encombrent rapidement les rues du centre-ville au fur et à mesure que la circulation s'accroît. Au début du XXe siècle, on circule encore rapidement dans les banlieues, mais, du fait de l'extension accélérée de ces banlieues au cours des années vingt, les routes, aussitôt construites, sont embouteillées. Avant 1940, on construit peu de routes à revêtement lisse et à accès limités. Pourtant, le prototype de ces routes existait : avenues privées datant de 1830, avenues bordées d'arbres conçues par Olmsted au milieu du XIXe siècle, voies rapides destinées aux beaux attelages et aux bicyclettes construites dans les années 1890, autoroutes allemandes des années trente qui suscitent beaucoup d'admiration. A New York et dans la région de Los Angeles, on construit quelques autoroutes en s'inspirant de ces prototypes. Elles-mêmes ont servi de modèles aux autoroutes des années cinquante et aux autoroutes inter-Etats des années soixante qui devaient transformer de façon définitive le paysage urbain américain.De la cable hasta la autopista. 1900-1940. El advenimiento del automóvil volvió inepta la red de calles y de grandes rutas que existían desde hace 250 años. La grava y los adoquines tradicionales no resistían al pasaje repetido de vehículos rápidos. Los automóviles. menos caros que los coches y las carretas tiradas por caballos, llenaron rápidamente las calles del centro de la ciudad, a medida que la circulación crecía. A principios del siglo XX, se circulaba aún rápidamente en los suburbios pero la extension acelerada de los mismos en el curso de los años 20, hizo que las rutas se encontraran embotelladas inmediatamente después de haber sido construídas. Antes de 1940, se construyeron pocas rutas con revestimiento liso y acceso limitado. No obstante, el propotipo de estas rutas existía : las avenidas privadas databan de 1830, las avenidas bordeadas de árboles concebidas por Olmsted a mediados del siglo 19, las vías rápidas destinadas a los bellos carruajes y a las bicicletas construídas en los años 1890 y las autopistas alemanas que databan de 1930 y que suscitaron gran admiración. En New York y en la región de Los Angeles se construyeron algunas autopistas inspiradas en la concepción de estos prototipos. Elias mismas sirvieron luego de modelo a las autopistas de los años 50 y a las autopistas inter-Estados de los años 60, que transformaron de manera definitiva, el paisaje urbano americano.McShane Clay, Mocquot Bernard. De la rue à l'autoroute. 1900-1940. In: Les Annales de la recherche urbaine, N°23-24, 1984. Les réseaux techniques urbains. pp. 17-28

Urban Horses and Changing City-Hinterland Relationships

book chapte

The Horse as Technology - the City Animal as Cyborg

This volume constitutes the proceedings of the Horses and Humans Symposium, held in 2000 at the Carnegie Museum of Natural History Powdermill Nature Preserve, in Rector, Pennsylvania, USA, in honor of Mary Aiken Littauer.</p

The decline of the urban horse in American cities

Urban horses were phased out gradually, function by function, over the course of a century. Between 1850 and 1880 the number of urban horses grew dramatically, since most freight on the new railroad network required local delivery and rapidly growing cities required more passenger service. The displacement of the horse was slow: for stationary purposes beginning around 1830, for street railways from 1885 to 1895, for light passenger use from 1895 to 1915 and for heavy freight from 1915 to 1930. Equine technology, supposedly made obsolescent by the steam engine, showed remarkable resilience, persisting for more than a century after its supposed replacement.</p