Developing an index of vulnerability to motor fuel price increases in England

As the outlook for oil prices remains uncertain, this paper develops a method to assess which areas of England would be most vulnerable to future motor fuel price increases. Building on previous research, we define and operationalise three dimensions of vulnerability: exposure (the cost burden of motor fuel), sensitivity (income) and adaptive capacity (accessibility with modes alternative to the car). We exploit unique data sets available in England, including the ‘MOT’ vehicle inspection data and DfT Accessibility Statistics. This allows us to map vulnerability to fuel price increases at a spatially disaggregated level (Lower-layer Super Output Areas), taking into account motor-fuel expenditure for all travel purposes, and the ability of households to shift to other modes of travel. This is an advancement on the ‘oil vulnerability’ indices developed in previous international research

A small area estimation of the capability of individuals to replace car travel with walking, cycling and e-bikes and its implications for energy use

The negative impacts of excessive car use are well documented and this illustrates the need to reduce car use. Mode shift from car use to walking, cycling and e-bike use is one of many possible solutions, addressing for some locations the multiple negative impacts of car use including reduction in transport energy demand. Walking is the most sustainable and equitable travel mode. Cycle use is also sustainable and may be provided equitably. E-Bikes are a smart technology often overlooked due to the hype around e-cars, and are potentially a sustainable and more equitable means of reducing transport energy demand. Some useful work has investigated the potential for emissions reduction by mode shift though a number research opportunities remain. Until recently information at fine spatial scales was not available on either total car use nor the distance individuals in these same small areas were capable of travelling by walking, cycling and e-bike use. This paper brings these two data sets together. This allows production of novel spatial indicators. – Firstly, an estimate of the potential car travel distance which may be transferred to walking, cycling and e-bike use. – Secondly, indicators of the energy reduction potential of transfer of distance travelled from car to walking, cycling and e-bike use are produced and described. The utility of these indicators is to provide fine scale information on the potential for transport energy demand reduction. Quantifying the benefits of reducing car based travel demand at the local scale is useful to policy makers to identify specific locations where large reductions in emissions per person may be achieved by shift to active modes, and it can be used to target resources and policy interventions. The method is applied to a case study in the UK. Maps and other visualisations are shown which illustrate the ease of interpretation of results for policy makers

Peptidylarginine Deiminases Post-Translationally Deiminate Prohibitin and Modulate Extracellular Vesicle Release and MicroRNAs in Glioblastoma Multiforme.

Glioblastoma multiforme (GBM) is the most aggressive form of adult primary malignant brain tumour with poor prognosis. Extracellular vesicles (EVs) are a key-mediator through which GBM cells promote a pro-oncogenic microenvironment. Peptidylarginine deiminases (PADs), which catalyze the post-translational protein deimination of target proteins, are implicated in cancer, including via EV modulation. Pan-PAD inhibitor Cl-amidine affected EV release from GBM cells, and EV related microRNA cargo, with reduced pro-oncogenic microRNA21 and increased anti-oncogenic microRNA126, also in combinatory treatment with the chemotherapeutic agent temozolomide (TMZ). The GBM cell lines under study, LN18 and LN229, differed in PAD2, PAD3 and PAD4 isozyme expression. Various cytoskeletal, nuclear and mitochondrial proteins were identified to be deiminated in GBM, including prohibitin (PHB), a key protein in mitochondrial integrity and also involved in chemo-resistance. Post-translational deimination of PHB, and PHB protein levels, were reduced after 1 h treatment with pan-PAD inhibitor Cl-amidine in GBM cells. Histone H3 deimination was also reduced following Cl-amidine treatment. Multifaceted roles for PADs on EV-mediated pathways, as well as deimination of mitochondrial, nuclear and invadopodia related proteins, highlight PADs as novel targets for modulating GBM tumour communication

Vulnerability to motor fuel price increases: Socio-spatial patterns in England

In high-motorisation, car-dependent countries, transport affordability is intimately linked to the price of oil derived motor fuels, which may become increasingly volatile in the future due to global oil price movements and environmental taxation. The negative impacts of fuel price spikes in terms of increased household expenditure and economic stress are unevenly spatially and socially distributed. Previous research has found that vulnerability to fuel price increases is higher in peripheral, peri-urban and rural areas, and that low income tends to be co-located with high car dependence and low vehicle fuel efficiency, with a compounding effect on vulnerability. The goal of this article is to test these hypotheses for England, providing new evidence on spatial patterns of vulnerability to fuel price increases at the small-area level. We propose a composite vulnerability indicator combining data on income, accessibility, vehicle inspection and vehicle registration for 2011. Within English city-regions, we find little evidence of the socially regressive patterns previously identified in the literature. This is explained by the persistent concentration of poverty in urban cores, as well as by the poor fuel economy of the vehicle fleet in wealthier areas, due to the prevalence of powerful vehicles there. On the other hand, our analysis suggests that the impacts of fuel price increases would be very unequal between city-regions, as the least sensitive metropolitan area (Greater London) is also characterised by high levels of adaptive capacity. We conclude by setting out an agenda for future research on spatial vulnerability to fuel price increases

Cannabidiol Affects Extracellular Vesicle Release, miR21 and miR126, and Reduces Prohibitin Protein in Glioblastoma Multiforme Cells

Glioblastoma multiforme (GBM) is the most common and aggressive form of primary malignant brain tumor in adults, with poor prognosis. Extracellular vesicles (EVs) are key-mediators for cellular communication through transfer of proteins and genetic material. Cancers, such as GBM, use EV release for drug-efflux, pro-oncogenic signaling, invasion and immunosuppression; thus the modulation of EV release and cargo is of considerable clinical relevance. As EV-inhibitors have been shown to increase sensitivity of cancer cells to chemotherapy, and we recently showed that cannabidiol (CBD) is such an EV-modulator, we investigated whether CBD affects EV profile in GBM cells in the presence and absence of temozolomide (TMZ). Compared to controls, CBD-treated cells released EVs containing lower levels of pro-oncogenic miR21 and increased levels of anti-oncogenic miR126; these effects were greater than with TMZ alone. In addition, prohibitin (PHB), a multifunctional protein with mitochondrial protective properties and chemoresistant functions, was reduced in GBM cells following 1 h CBD treatment. This data suggests that CBD may, via modulation of EVs and PHB, act as an adjunct to enhance treatment efficacy in GBM, supporting evidence for efficacy of cannabinoids in GBM

Necrotizing enterocolitis is associated with acute brain responses in preterm pigs

BACKGROUND: Necrotizing enterocolitis (NEC) is an acute gut inflammatory disorder that occurs in preterm infants in the first weeks after birth. Infants surviving NEC often show impaired neurodevelopment. The mechanisms linking NEC lesions with later neurodevelopment are poorly understood but may include proinflammatory signaling in the immature brain. Using preterm pigs as a model for preterm infants, we hypothesized that severe intestinal NEC lesions are associated with acute effects on the developing hippocampus. METHODS: Cesarean-delivered preterm pigs (n = 117) were reared for 8 days and spontaneously developed variable severity of NEC lesions. Neonatal arousal, physical activity, and in vitro neuritogenic effects of cerebrospinal fluid (CSF) were investigated in pigs showing NEC lesions in the colon (Co-NEC) or in the small intestine (Si-NEC). Hippocampal transcriptome analysis and qPCR were used to assess gene expressions and their relation to biological processes, including neuroinflammation, and neural plasticity. Microglia activation was quantified by stereology. The neuritogenic response to selected proteins was investigated in primary cultures of hippocampal neurons. RESULTS: NEC development rapidly reduced the physical activity of pigs, especially when lesions occurred in the small intestine. Si-NEC and Co-NEC were associated with 27 and 12 hippocampal differentially expressed genes (DEGs), respectively. These included genes related to neuroinflammation (i.e., S100A8, S100A9, IL8, IL6, MMP8, SAA, TAGLN2) and hypoxia (i.e., PDK4, IER3, TXNIP, AGER), and they were all upregulated in Si-NEC pigs. Genes related to protection against oxidative stress (HBB, ALAS2) and oligodendrocytes (OPALIN) were downregulated in Si-NEC pigs. CSF collected from NEC pigs promoted neurite outgrowth in vitro, and the S100A9 and S100A8/S100A9 proteins may mediate the neuritogenic effects of NEC-related CSF on hippocampal neurons. NEC lesions did not affect total microglial cell number but markedly increased the proportion of Iba1-positive amoeboid microglial cells. CONCLUSIONS: NEC lesions, especially when present in the small intestine, are associated with changes to hippocampal gene expression that potentially mediate neuroinflammation and disturbed neural circuit formation via enhanced neuronal differentiation. Early brain-protective interventions may be critical for preterm infants affected by intestinal NEC lesions to reduce their later neurological dysfunctions

Paying the Prize for the German Submarine War: U-boats destroyed and the Admiralty Prize Fund, 1919–1932

This paper examines how the Admiralty paid prize money to the Royal Navy for the destruction of U-boats in the First World War. The research shows that the method by which it did so was distinct from the standard prize process, primarily because of secrecy surrounding the anti-Uboat effort. Prize payments were only made by the Admiralty to the crew of naval vessels after the war had ended and this was based on reports compiled during wartime. The payments made closely match the detailed analysis into U-boat losses released internally by the Anti-Submarine Division (ASD) of the Naval Staff in January 1919. This listed 186 U-boats destroyed. The Admiralty considered 93 of these cases eligible for prize bounty. At least 41 additional cases were turned down. Where inconsistencies exist between the work of the Anti-Submarine Division and the prizes paid out, they are explained by the process of post-war reassessments of U-boats destroyed. In 1917 ASD was pioneering a new type of scientific undersea warfare and it is unfair to be too critical of its work when seen in this historical context. The final prize payments were made in 1932

Carbon brainprint - An estimate of the intellectual contribution of research institutions to reducing greenhouse gas emissions

This is the accepted manuscript of a paper published in Process Safety and Environmental Protection (Chatterton J, et al., Process Safety and Environmental Protection, 2015, 96, 74-81, doi:10.1016/j.psep.2015.04.008). The final version is available at http://dx.doi.org/10.1016/j.psep.2015.04.008Research and innovation have considerable, currently unquantified potential to reduce greenhouse gas emissions by, for example, increasing energy efficiency. Furthermore, the process of knowledge transfer in itself can have a significant impact on reducing emissions, by promoting awareness and behavioural change. The concept of the ‘carbon brainprint’ was proposed to convey the intellectual contribution of higher education institutions to the reduction of greenhouse gas emissions by other parties through research and teaching/training activities. This paper describes an investigation of the feasibility of quantifying the carbon brainprint, through six case studies. The potential brainprint of higher education institutes is shown to be significant: up to 500 kt CO2e/year for one project. The most difficult aspect is attributing the brainprint among multiple participants in joint projects.The Carbon Brainprint project was supported by the Higher Education Funding Council for England (HEFCE) under its Leading Sustainable Development in Higher Education programme, with support for case studies from Santander Universities. HEFCE, Research Councils UK and the Carbon Trust were members of the Steering Committee, which provided guidance, but did not direct the research. The Carbon Trust also advised on best practice in carbon footprinting. We are grateful to the many university staff at Cranfield, Cambridge and Reading Universities who shared their work with us so enthusiastically. We also thank the external partners and clients for the projects on which these case studies are based: Rolls-Royce plc, the ETI NOVA consortium, IGD, the Environment Agency, Esso, Repsol YPF, Carnego Systems Ltd. and Newera Controls Ltd

Studying disruptive events: Innovations in behaviour, opportunities for lower carbon transport policy?

The continued failure to put transport on a robust low carbon transition pathway calls for new approaches in policy and research. In studies of transport systems and patterns of mobility, established approaches to data collection, analysis and subsequent policy design have focused on capturing ‘typical’ conditions rather than identifying the potential for substantive change. This focus on the apparent aggregate stability of the transport regime has reproduced a belief in policy circles that our current travel patterns are largely fixed and therefore very difficult to alter, which in turn has resulted in an over reliance on implausible assumptions about the carbon reductions that can be achieved through technological improvements such as low emission vehicles. This paper argues that there is potentially much greater adaptive capacity in the mobility system than currently allowed for. It illustrates this potential through the investigation of actual adaptations made during a set of specific ‘disruptive’ events. The paper concludes by suggesting that we can go further in reducing the demand for travel if we broaden the scope of intervention to take a wider view of when and how mobility matters to participation in activities across the population. This could enable an acceleration of existing trends which suggest the potential for less mobility and therefore less carbon intensive lives