Personal exposure to black carbon in Stockholm, using different intra-urban transport modes

The traffic microenvironment has been shown to be a major contributor to the total personal exposure of black carbon (BC), and is key to local actions aiming at reducing health risks associated with such exposure. The main aim of the study was to get a better understanding of the determinants of traffic-related personal exposure to BC in an urban environment. Personal exposure to ambient levels of BC was monitored while walking, cycling and traveling by bus or car along four streets and while cycling alternative routes simultaneously. Monitoring was performed during morning and afternoon peak hours and at midday, with a portable aethalometer recording one-minute mean values. In all, >4000 unique travel passages were performed. Stepwise Linear Regression was used to assess predictors to personal exposure levels of BC. The personal BC concentration ranged 0.03-37 μg/m³. The average concentrations were lowest while walking (1.7 μg/m³) and highest traveling by bus (2.7 μg/m³). However, only 22% of the variability could be explained by travel mode, urban background BC and wind speed. BC concentrations measured inside a car were on average 33% lower than measured simultaneously outside the car. Choosing an alternative bicycle route with less traffic resulted in up to 1.4 μg/m³ lower personal exposure concentrations. In conclusion, traveling by bus rendered the highest personal BC concentrations. But when taking travel time and inhalation rate into account, the travel-related exposure dose was predicted to be highest during walking and cycling. It is however probable that the benefits from physical activity outweigh health risks associated with this higher exposure dose. It is clear that road traffic makes an important contribution to personal exposure to BC regardless of mode of intra-urban transport. Our data suggest that commuting along routes with lower BC levels would substantially decrease commuter's exposure.

Glutamine transporters in mammalian cells and their functions in physiology and cancer

The SLC (solute carrier)-type transporters (~400 in number) in mammalian cells consist of 52 distinct gene families, grouped solely based on the amino acid sequence (primary structure) of the transporter proteins and not on their transport function. Among them are the transporters for amino acids. Fourteen of them, capable of transporting glutamine across the plasma membrane, are found in four families: SLC1, SLC6, SLC7, and SLC38. However, it is generally thought that the members of the SLC38 family are the principal transporters for glutamine. Some of the glutamine transporters are obligatory exchangers whereas some function as active transporters in one direction. While most glutamine transporters mediate the influx of the amino acid into cells, some actually mediate the efflux of the amino acid out of the cells. Glutamine transporters play important roles in a variety of tissues, including the liver, brain, kidney, and placenta, as clearly evident from the biological and biochemical phenotypes resulting from the deletion of specific glutamine transporters in mice. Owing to the obligatory role of glutamine in growth and proliferation of tumor cells, there is increasing attention on glutamine transporters in cancer biology as potential drug targets for cancer treatment. Selective blockers of certain glutamine transporters might be effective in preventing the entry of glutamine and other important amino acids into tumor cells, thus essentially starving these cells to death. This could represent the beginning of a new era in the discovery of novel anticancer drugs with a previously unexplored mode of action. This article is part of a Special Issue entitled: Mitochondrial Channels edited by Pierre Sonveaux, Pierre Maechler and Jean-Claude Martinou.

Measuring the part worth of the mode of transport in a trip package: An extended Bradley-Terry model for paired-comparison conjoint data

This study measures the travelers' perceived change in utility by accepting one of the modes of transport air, rail, or bus as one component of a packaged city trip. The part-worth values for the trip product elements are expected to depend on a number of traveler characteristics. The predictors hypothesized are city travel experience, general modal preference, socio-economic status, and car ownership. In the survey, the combinations of trip attributes differed between the two subgroups of leisure and business travelers. The leisure travelers rated three levels of mode, length of stay, and price, but only one level of the hotel category. The business travelers were shown four mode alternatives and only two levels for each of the other trip product elements. The conjoint measurements were elaborated by fitting an Extended Bradley-Terry Model. Demonstrating the application of the EBTM is the main purpose of the paper. The EBTM offers several advantages over the more popular versions of conjoint analysis. It correctly treats ties and allows for simultaneous estimation of the trip package ('object') parameters, object covariates (trip attributes), subject covariates (traveler characteristics) and their interactions. For both the business and the leisure travelers, the mode of transport dominated the assessment of a city trip package. For leisure tourists, e.g., switching from train 2nd class to an economy flight boosted the trip package more than twice as much as replacing train for bus. A variation of the package price was much more important for the leisure than for the business travelers. The socio-economic status proved to be an important factor and was particularly influential among the business travelers. In the leisure tourists' sub-sample age was not only important for valuing the mode of transport, but had a preferential impact for all trip components. Finally, the limitations of this demonstration study that discourage extrapolation to city travelers in general are emphasized.