Seismicity from february 2006 to september 2007 at the Rwenzori Mountains, East African Rift: earthquake distribution, magnitudes and source mechanisms

We have analysed the microseismic activity within the Rwenzori Mountains area in the western branch of the East African Rift. Seismogram recordings from a temporary array of up to 27 stations reveal approximately 800 events per month with local magnitudes ranging from –0.5 to 5.1. The earthquake distribution is highly heterogeneous. The majority of located events lie within faults zones to the east and west of the Rwenzoris with the highest seismic activity observed in the northeastern area, where the mountains are in contact with the rift shoulders. The hypocentral depth distribution exhibits a pronounced peak of seismic energy release at 15 km depth. The maximum extent of seismicity ranges from 20 to 32 km and correlates well with Moho depths that were derived from teleseismic receiver functions. We observe two general features: (i) beneath the rift shoulders, seismicity extends from the surface down to ca. 30 km depth; (ii) beneath the rift valley, seismicity is confined to depths greater than 10 km. From the observations there is no indication for a crustal root beneath the Rwenzori Mountains. The magnitude frequency distribution reveals a b-value of 1.1, which is consistent with the hypothesis that part of the seismicity is caused by magmatic processes within the crust. Fault plane solutions of 304 events were derived from P-polarities and SV/P amplitude ratios. More than 70 % of the source mechanisms exhibit pure or predominantly normal faulting. T-axis trends are highly uniform and oriented WNW–ESE, which is perpendicular to the rift axis and in good agreement with kinematic rift models. At the northernmost part of the region we observe a rotation of the T-axis trends to NEN–SWS, which may be indicative of a local perturbation of the regional stress field

Seismicity at the Rwenzori Mountains, East African Rift: earthquake distribution, magnitudes and source mechanisms

We have analysed the microseismic activity within the Rwenzori Mountains area in the western branch of the East African Rift. Seismogram recordings from a temporary array of up to 27 stations reveal approximately 800 events per month with local magnitudes ranging from –0.5 to 5.1. The earthquake distribution is highly heterogeneous. The majority of located events lie within faults zones to the East and West of the Rwenzoris with the highest seismic activity observed in the northeastern area, where the mountains are in contact with the rift shoulders. The hypocentral depth distribution exhibits a pronounced peak of seismic energy release at 15 km depth. The maximum extent of seismicity ranges from 20 to 32 km and correlates well with Moho depths that were derived from teleseismic receiver functions. We observe two general features: (i) beneath the rift shoulders seismicity extends from the surface down to ca. 30 km depth; (ii) beneath the rift valley seismicity is confined to depths greater than 10 km. From the observations there is no indication for a crustal root beneath the Rwenzori Mountains. The magnitude frequency distribution reveals a b-value of 1.1, which is consistent with the hypothesis that part of the seismicity is caused by magmatic processes within the crust. Fault plane solutions of 304 events were derived from P-polarities and SV/P amplitude ratios. More than 70 % of the source mechanisms exhibit pure or predominantly normal faulting. T-axis trends are highly uniform and oriented WNW-ESE, which is perpendicular to the rift axis and in good agreement with kinematic rift models. At the northernmost part of the region we observe a rotation of the T-axis trends to NEN-SWS, which may be indicative of a local perturbation of the regional stress field

An Economic & Environmental Analysis of the JetBlue Airways Ground Support Vehicles: A Proposed Implementation of a Cleaner-Burning Fleet

JetBlue Airways Corporation, a Fortune 500 company based in New York City, is an airline that services 87 destinations across the U.S., Caribbean, and Latin America. From 2010 to 2014, JetBlue has made its overall operations increasingly more energy efficient, resulting in an 8.3% decline in greenhouse gas emissions intensity ratio (metric tons CO2-eq per 1,000 revenue ton miles flown), which has also saved the company millions of dollars in operating costs. As JetBlue continues to enhance its efforts to couple sustainability with economic value, a logical next step was to evaluate JetBlue’s ground fleet for potential improvement. Our analysis focused on ground support operations at JetBlue’s Terminal 5 at John F. Kennedy International Airport (JFK) in New York. Responsible for 13,800 metric tons of CO2-eq emissions, the function of ground support equipment (GSE) vehicles is to service the aircraft between flights. Our study included the three most used vehicle types—bag tug, belt loader, and push back tug—as they offered the largest opportunity for savings. Our study explored the economic and environmental opportunities associated with replacing current gasoline and diesel-powered GSE vehicles with electric vehicles, also called eGSE. This report first provides background on JetBlue Airways, its environmental impacts, and the airline’s sustainability program. It provides general emissions trends within the transportation sector before narrowing in on ground vehicles, where it details their specific function and describes emissions standards that apply to off-road GSE. The report then details the first step within our analysis in which we review JetBlue-provided GSE data, including a system-wide inventory and ground fuel expenditures dataset by airport. This report summarizes this data by describing the composition of JetBlue’s JFK ground vehicles by function, quantity, and energy inputs. We then consider energy reduction strategies for the GSE fleet by describing available alternative fuel sources and evaluating relevant efforts by other airlines and airports. The next stage of our analysis consisted of interviews with JetBlue employees and associated business partners and stakeholders, whose commentary and feedback have been integrated into the report. Data was also recorded on the ground at JFK to better understand the operation and retrieve accurate daily vehicle usage data. In the final stage of the analysis, all data was synthesized into a model that estimated how much gasoline or diesel the average bag tug, belt loader, and push back tug is using, as well as how much JetBlue spends per vehicle in powering it annually. Based off data from a GSE manufacturer, we calculated what the energy costs savings would be if all vehicles would run off of electricity instead of gasoline or diesel. Lastly, we modeled eight scenarios in which JetBlue would change a portion of their fleet to electric, and for each scenario the model projected fuel costs and emissions savings. Page | 2 Based on the incentives described in this report, we recommend the following for JetBlue’s GSE fleet at JFK: 1. Pursue push back electrification secondary to bag tug and belt loader 2. Launch pilot to test 1 charger, 2 belt loaders, and 1 bag tug at JFK 3. Apply for the FAA’s Voluntary Airport Low Emissions Program (VALE) funding 4. Set goal of 20% electric bag tugs and belt loaders in 3-year period (by 2019), replacing vehicles as they retire. In a worst case scenario where JetBlue receives no funding and pays the higher cost for all new vehicles instead of refurbished, JetBlue will save roughly $1.7 million and 36,500 metric tons of CO2-eq emissions across a 14-year timeline. 5. Set goal of 50$4.3 million and 89,200 metric tons of CO2-eq emissions across a 14-year timeline. 6. Research feasibility of retrofitting 100% electric belt loaders, bag tugs, and push backs, replacing vehicles are they retire. This can maximize the opportunity to save roughly $7 million in fuel costs (assuming funding is received) and over 60,000 metric tons of CO2-equivalent emissions over 14 years

Direct and indirect orthotic management of medial compartment osteoarthritis of the knee

Osteoarthritis (OA) is a painful condition and affects approximately 80% of individuals by the age of 55 [1], with knee OA occurring two times more frequently than OA of the hand or hip [2].The condition is more prevalent in the medial compartment and restricts the daily lives of individuals due to pain and a lack of functional independence. Patients with medial compartment osteoarthritis often have a varus alignment, with the mechanical axis and load bearing passing through this compartment with a greater adduction moment leading to greater pain and progression of osteoarthritis [3]. Surgery for the condition is possible although in some cases, particularly younger patients or those not yet requiring surgery, clinical management remains a challenge. Before surgery is considered, however, conservative management is advocated, though no one treatment has been shown to be most effective, and there are few quality biomechanical or clinical studies. Of the conservative approaches the principal orthotic treatments are valgus knee braces and laterally wedged foot inlays. Studies of knee valgus bracing have consistently demonstrated an associated decreased pain and improved function [4], and greater confidence [5]. A laterally wedged foot inlay has a thicker lateral border and applies a valgus moment to the heel. It is theorised that by changing the position of the ankle and subtalar joints during weight-bearing [6] the lateral wedges may apply a valgus moment across the knee as well as the rearfoot, with the assumed reduction on load in the medial knee compartment [7]. However, there has been no study to directly compare these orthotic treatments in the same study. The aim of this research is to investigate the efficacy of valgus knee braces and laterally wedged foot inlays in reducing the varus knee moment

Worsening renal function and outcome in heart failure patients with reduced and preserved ejection fraction and the impact of angiotensin receptor blocker treatment: data from the CHARM-study programme

Aims We investigated the association between worsening renal function (WRF) that occurs during renin–angiotensin–aldosterone system inhibition initation and outcome in heart failure (HF) patients with preserved ejection fraction (HFPEF) and compared this with HF patients with reduced ejection fraction (HFREF). Methods and results We examined changes in estimated glomerular filtration rate (GFR) and the relationship between WRF (defined as ≥26.5 µmol/L and ≥25% increase in serum creatinine from baseline to 6 weeks) and outcome, according to randomized treatment, in patients with HFREF (EF <45%; n = 1569) and HFPEF (EF ≥45%; n = 836) in the CHARM programme. The primary outcome was cardiovascular death or HF hospitalization. Estimated GFR decreased 9.0 ± 21 vs. 4.0 ± 21 mL/min/1.73 m2 with candesartan and placebo, respectively, and this was similar in HFREF and HFPEF. WRF developed more frequently with candesartan, 16% vs. 7%, P < 0.001, with similar findings in patients with HFREF and HFPEF. WRF was associated with a higher risk of the primary outcome: multivariable hazard ratio (HR) 1.26, 95% confidence interval 1.03–1.54, P = 0.022, in both treatment groups, and in both HFREF and HFPEF (P for interaction 0.98). In HFREF, WRF was mostly related to HF hospitalization, while in HFPEF, WRF seemed more associated with mortality. Conclusions GFR decreased more and WRF was more common with candesartan compared with placebo, and this was similar in HFREF and HFPEF. WRF was associated with worse outcomes in HFREF and HFPEF. Although no formal interaction was present, the association between candesartan treatment, WRF, and type of clinical outcome was slightly different between HFREF and HFPEF

Co-designing transformation research:lessons learned from research on deliberate practices for transformation

Co-production of new knowledge can enhance open and integrative research processes across the social and natural sciences and across research/science, practice and policy interrelationships. Thus, co-production is important in the conduct of research about and for transformations to sustainability. While co-design is an integral part of co-production, it often receives limited attention in the conduct of co-produced research. This paper reports on lessons learned from an early stage of the co-design process to develop research on deliberate practices for transformative change. Key lessons learned are the need to: (1) ensure co-design processes are themselves carefully designed; (2) encourage emergence of new ways of thinking about problem formulation through co-design; (3) carefully balance risks for the participants involved while also enhancing opportunities for intellectual risk taking; (4) facilitate personal transformations in co-design as a way to stimulate and encourage further creativity; and (5) for funders to carefully and constructively align criteria or incentives through which a project or future proposal will be judged to the goals of the co-design, including for instrumental outcomes and objectives for creativity and imagination. Given that co-design necessarily involves a reflective practice to iteratively guide emergence of new thinking about the practices of change, co-design can itself be considered an important deliberate practice for transforming the conduct of research and the contribution of that research to social transformations