An investigation into the feasibility and potential benefits of shared taxi services to commuter stations

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Special Issue : Highlights from the ITS European Congress in Glasgow (2016)

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An Access Control Model for Protecting Provenance Graphs

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Antinucleus Production at RHIC

Light antinuclei may be formed in relativistic heavy ion collisions via final state coalescence of antinucleons. The yields of antinuclei are sensitive to primordial antinucleon production, the volume of the system at kinetic freeze-out, and space-momentum correlations among antinucleons at freeze-out. We report here preliminary STAR results on antideuteron and antihelion production in 130A GeV Au+Au collisions. These results are examined in a coalescence framework to elucidate the space-time structure of the antinucleon source.Comment: 4 pages, 3 figures, talk given at Quark Matter 200

The Meta Isomer of Acetaminophen Is A Time Dependent Inhibitor of Human CYP2E1

N-acetyl-m-aminophenol (3’-hydroxyacetanilide, AMAP) is the meta isomer of acetaminophen (4’-hydroxyacetanilide, APAP), the widely used analgesic that is safe at therapeutic doses but is hepatotoxic at larger doses. Unlike APAP, AMAP does not cause hepatotoxicity in mice even though AMAP and its metabolites covalently bind to hepatic proteins at levels comparable to APAP. Therefore, comparative studies with APAP and AMAP have been used in order to investigate mechanisms of toxicity and structure-toxicity relationships. However, the relationship between AMAP and CYP2E1, the enzyme generally implicated in the amplification of APAP-induced hepatotoxicity after ethanol ingestion, has not been fully elucidated. The microsomal metabolism of AMAP to reactive metabolites has been studied however, the identity of the reactive metabolite(s) of AMAP that bind to CYP2E1 has not been unequivocally determined. Therefore, we hypothesized that AMAP would covalently bind to and inhibit CYP2E1 in a reconstituted system and that mass spectral analysis would provide structural information for the reactive metabolite. Deconvoluted mass spectra indicated that a reactive metabolite of AMAP forms mono- and diadducts with CYP2E1 apoprotein (experimentally measured masses = 54622.4 ± 8.9 Da, 54791.3 ± 6.1 Da, and 54451.7 ± 5.5 Da, respectively) but not to other incubation components (i.e., heme, cytochrome b5, or cytochrome P450 reductase). NADPH was required for adduct formation while glutathione prevented it. The data indicated that reactive metabolite formation probably involves the addition of one oxygen atom to AMAP (MWAMAP = 151.2 Da; MWoxidized AMAP = 151.2 + 16.0 = 167.2 Da; experimentally determined mass of the small molecule adducted to CYP2E1 = 167.5 ± 7.1 Da. Therefore, the reactive metabolite of AMAP that covalently binds to CYP2E1 is likely formed from aromatic oxidation (quinone formation)

The pivotal role of Public Transport in designing the integration of mobility services and in operating MaaS offer: the concept of Shared Mobility Centre and the experience of Arezzo

The paper identifies the emerging trends and requirements in the mobility demand and the gaps between them and the offer. The paper shows how Public Authorities and Mobility Operators should provide a seamless mobility offer able to answer to mobility demand which is becoming more flexible and varied in typologies and needs. Public Transport must be the backbone of this integrated mobility offer including conventional services for main urban axes/corridors and FTS/ridesharing services for feeder, last mile and target groups services. ITS for Public Transport are the base systems to provide MaaS and Public Transport Operators should leader MaaS initiatives. Central role in the MaaS initiative must be allocated to Shared Mobility Centre as “umbrella” platform/organization able to coordinate conventional different transport services in a seamless mobility offer (from planning to operation to back-office functionalities interesting both Operators and Authorities). The experience of MaaS activated/under development in the city of Arezzo will be the opportunity to highlight some critical factors that must be guaranteed as supporting actions for MaaS

Build an app and they will come? Lessons learnt from trialling the GetThereBus app in rural communities

Acknowledgements The research described here was supported by the award made by the RCUK Digital Economy programme to the dot.rural Digital Economy Hub; award reference: EP/G066051/1.Peer reviewedPostprin

A tool to aid redesign of flexible transport services to increase efficiency in rural transport service provision

This research was supported by the Research Councils UK Digital Economy programme award (reference: EP/G066051/1) to the dot.rural Digital Economy Hub, at the University of Aberdeen.Peer reviewedPublisher PD

Digital Innovation Through Partnership Between Nature Conservation Organisations and Academia : A Qualitative Impact Assessment

We would like to thank all interviewees for sharing their experiences of working with academics, and the guest editor and three anonymous reviewers for valuable comments on earlier versions of the work. The research in this paper is supported by the RCUK dot.rural Digital economy Research Hub, University of Aberdeen (Grant reference: EP/G066051/1).Peer reviewedPublisher PD

Comparing objective and subjective measures of journey time accessibility

This paper presents work undertaken to date as part of PhD research into the process of Accessibility Planning in the UK and how existing objective measures of accessibility relate to individual perceptions or the "lived experience" of accessibility. Since 1997, Accessibility has been framed in the social exclusion context within UK transport planning and policy, focusing on the ability of people to participate fully in society, which is seen as being limited by poor accessibility. This approach recognises that factors other than spatial location are important and places importance on barriers to accessibility such as information, cost and, safety and security as well as provision of transport services and journey times (Social Exclusion Unit, 2003). Despite this recognition, accessibility measures and indicators tend to focus on the objective journey time or distance of people to destinations, and do not consider more subjective factors such as convenience, physical mobility, safety and cost. This research critically appraises dominant approaches to accessibility planning, reviewing current approaches based upon their practicality, data requirements and outcomes, before presenting a mixed methods, case study approach to understand how perceived or "lived" accessibility differs from currently used objective measures. Engagement with practitioners has led to a greater understanding of the requirements of policy makers in improving accessibility and how the process of accessibility planning links to desired policy outcomes. Primary fieldwork involves understanding individual perceptions and subjective accessibilities, to form comparison with existing objective measures of accessibility. This paper will present some preliminary results