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Aston University develops novel bone cancer therapy which has 99% success rate
Bioactive glasses, doped with gallium developed to create a potential treatment for bone cancer Lab tests have a 99 percent success rate of killing cancerous cells Method could also regenerate diseased bones. Bioactive glasses, a filling material which can bond to tissue and improve the strength of bones and teeth, has been combined with gallium to create a potential treatment for bone cancer. Tests in labs have found that bioactive glasses doped with the metal have a 99 percent success rate of eliminating cancerous cells and can even regenerate diseased bones. The research was conducted by a team of Aston University scientists led by Professor Richard Martin who is based in its College of Engineering and Physical Sciences. In laboratory tests 99% of osteosarcoma (bone cancer) cells were killed off without destroying non-cancerous normal human bone cells. The researchers also incubated the bioactive glasses in a simulated body fluid and after seven days they detected the early stages of bone formation. Gallium is highly toxic, and the researchers found that the ‘greedy’ cancer cells soak it up and self-kill, which prevented the healthy cells from being affected. Their research paper Multifunctional Gallium doped bioactive glasses: a targeted delivery for antineoplastic agents and tissue repair against osteosarcoma has been published in the journal Biomedical Materials. Osteosarcoma is the mostly commonly occurring primary bone cancer and despite the use of chemotherapy and surgery to remove tumours survival rates have not improved much since the 1970s. Survival rates are dramatically reduced for patients who have a recurrence and primary bone cancer patients are more susceptible to bone fractures. Despite extensive research on different types of bioactive glass or ceramics for bone tissue engineering, there is limited research on targeted and controlled release of anti-cancer agents to treat bone cancers. Professor Martin said: “There is an urgent need for improved treatment options and our experiments show significant potential for use in bone cancer applications as part of a multimodal treatment. “We believe that our findings could lead to a treatment that is more effective and localised, reducing side effects, and can even regenerate diseased bones. “When we observed the glasses, we could see the formation of a layer of amorphous calcium phosphate/ hydroxy apatite layer on the surface of the bioactive glass particulates, which indicates bone growth.” The glasses were created in the Aston University labs by rapidly cooling very high temperature molten liquids (1450o C) to form glass. The glasses were then ground and sieved into tiny particles which can then be used for treatment. In previous research the team achieved a 50 percent success rate but although impressive this was not enough to be a potential treatment. The team are now hoping to attract more research funding to conduct trials using gallium. Dr Lucas Souza, research laboratory manager for the Dubrowsky Regenerative Medicine Laboratory at the Royal Orthopaedic Hospital, Birmingham worked on the research with Professor Martin. He added: “The safety and effectiveness of these biomaterials will need to be tested further, but the initial results are really promising. “Treatments for a bone cancer diagnosis remain very limited and there’s still much we don’t understand. Research like this is vital to support in the development of new drugs and new methodologies for treatment options.” Notes to Editors Multifunctional Gallium doped bioactive glasses: a targeted delivery for antineoplastic agents and tissue repair against osteosarcoma Shirin B. Hanaei1, Raghavan C. Murugesan1, Lucas Souza1, Juan I.C. Miranda1, Lee Jeys2,3, Ivan B. Wall3, and Richard A. Martin1 1. College of Engineering and Physical Sciences. Aston University, Aston Triangle, Birmingham, B4 7ET, UK 2. Oncology Department, The Royal Orthopaedic Hospital, Birmingham, B31 2AP, UK 3. College of Health and Life Sciences. Aston University, Aston Triangle, Birmingham, B4 7ET, UK DOI 10.1088/1748-605X/ad76f1 About Aston University For over a century, Aston University’s enduring purpose has been to make our world a better place through education, research and innovation, by enabling our students to succeed in work and life, and by supporting our communities to thrive economically, socially and culturally. Aston University’s history has been intertwined with the history of Birmingham, a remarkable city that once was the heartland of the Industrial Revolution and the manufacturing powerhouse of the world. Born out of the First Industrial Revolution, Aston University has a proud and distinct heritage dating back to our formation as the School of Metallurgy in 1875, the first UK College of Technology in 1951, gaining university status by Royal Charter in 1966, and becoming The Guardian University of the Year in 2020. Building on our outstanding past, we are now defining our place and role in the Fourth Industrial Revolution (and beyond) within a rapidly changing world. For media inquiries in relation to this release, contact Nicola Jones, Press and Communications Manager, on (+44) 7825 342091 or email: n.jones6@aston.ac.uk
ExpertSpotlight: The History of American Football
American football holds a special place in the cultural fabric of the United States, evolving into one of the most popular and celebrated sports in the country. Its history, marked by innovation, athleticism, and deep-rooted rivalries, reflects broader societal changes such as commercialization, media influence, and evolving notions of teamwork and competition. As one of the most-watched sports globally, its impact on American culture, from college football Saturdays to Super Bowl Sundays, goes beyond the field. This story matters because it highlights the connection between sports, community identity, and the evolution of American pastimes. Key story angles of interest include: The origins and early development of American football The impact of college football rivalries on American sports culture The rise of the NFL and its influence on modern sports entertainment The role of football in fostering a sense of community and national identity The effects of media and technology on the commercialization of football Health concerns and how they’ve shaped the future of the sport, particularly in relation to player safety and concussions Connect with an expert about the The History of American Football: To search our full list of experts visit www.expertfile.com
At the kick-off of a new school year, CAA Manitoba (CAA MB) is reminding motorists to remain vigilant, especially when driving in school zones. Everyone has a responsibility to look out for those around them, including parents/guardians and children, as they travel to and from school. “Parents and guardians across Manitoba have reported seeing unsafe driving behaviours in school zones, including double parking, speeding and stopping in moving traffic. Not only are these behaviours dangerous, they also could come with stiff penalties,” says Ewald Friesen, manager, government & community relations for CAA Manitoba. Student buses in school zones and surrounding areas are common this time of year, and some drivers will be tempted to pass a stopped school bus when the vehicle’s arm is activated and lights are flashing. “Passing a school bus is not only illegal, but it also puts young lives at risk and is grounds for potential conviction of the driver,” says Friesen, “if convicted, a driver can face a hefty fine of $674 and two demerit points.” This school year, CAA Manitoba hopes to educate and inspire the public to make responsible driving choices to protect children as they travel to and from their schools. “CAA Manitoba continues to advocate for the safety of all road users, including the ones excited to see their friends at school today,” Friesen adds. Tips for responsible driving behaviours in school zone areas: • Help reduce traffic with active school travel: Encourage your kids to walk or wheel to school to ease traffic congestion. If your school is a further distance, CAA MB encourages parents and guardians to park a block away and walk to school to reduce traffic and make school zones safer. • Put away distractions: Pedestrian safety begins with drivers. It’s important to put away distractions such as phones and be extra attentive in school zones, whether a parent is driving, or a child is walking to school. • Slow down: Know and respect the speed limit in your neighbourhood’s school zones. Give yourself plenty of time to drop off your kids at school to avoid rushing. • Choose a safe spot to drop off and pick up your children from school: Follow your school’s rules and avoid double parking or stopping on crosswalks, dropping off or picking up your kids on the opposite side of the street, and stopping in moving traffic as kids rush out. Instead, use the designated drop-off areas or consider a spot a bit farther away from school that is easily accessible and safe. • Make eye contact with pedestrians: With the excitement of going back to school, anticipate that children may not easily see or hear your moving vehicle, so ensure to make eye contact with pedestrians crossing the road. • Stop for school buses: Never pass a stopped school bus with an activated stop arm and flashing red lights as children get on and off the bus. Passing a school bus as it loads and unloads children – not only is this dangerous, but it’s also illegal. • Watch for CAA School Safety Patrollers: When travelling to and from school, watch for CAA School Safety Patrollers in their lime green safety vests, as they play an important role in ensuring the roadway is safe before kids cross on their own. CAA supports safety in school zones through the CAA School Safety Patrol® program. The program was developed to protect, educate and empower elementary school children on safe road-crossing practices. To learn more, please visit http://www.caamanitoba.com/schoolzonesafety.
As the new school year kicks off, CAA South Central Ontario (CAA SCO) is reminding motorists to remain attentive when driving through school zones as more children are present in these areas. A recent survey conducted by CAA SCO found that 60 per cent of parents surveyed are concerned about the driving behaviours witnessed in their child’s school zone and consider their child’s school zone unsafe – a five per cent increase from last year. “It is no surprise that parents are concerned for the safety of their children; they have the right to get to and from school safely,” says Tracy Marshall, manager community relations CAA SCO, “speeding, double parking and stopping in school bus zones are all commonly reported unsafe driving behaviours parents see in their child’s school zones.” As a result, a majority of parents (85 per cent) support reducing speed limits in school zones, with over 77 per cent of these parents agreeing that 30km/h or less is the most appropriate speed limit. Of those surveyed, 68 per cent of parents strongly support the use of Automatic Speed Enforcement (ASE) in school zones, and 79 per cent believe its presence would deter speeding around schools. Additionally, 3 in 4 (73 per cent) consider that ASE should remain permanent in school zones. “Automated Speed Enforcement, along with the presence of police officers and speed bumps, continue to be identified as the primary measures to deter speeding in these zones,” adds Marshall, “through education, we hope to help motorists to make more responsible decisions behind the wheel to protect themselves and those around them.” Tips for responsible driving behaviours in school zone areas: • Help reduce traffic with active school travel: Encourage your kids to walk or wheel to school to ease traffic congestion. If your school is a further distance, CAA SCO encourages parents and guardians to park a block away and walk to school to reduce traffic and make school zones safer. • Put away distractions: Pedestrian safety begins with drivers. It’s important to put away distractions such as phones and be extra attentive in school zones, whether a parent is driving, or a child is walking to school. • Slow down: Know and respect the speed limit in your neighbourhood’s school zones. Give yourself plenty of time to drop off your kids at school to avoid rushing. • Choose a safe spot to drop off and pick up your children from school: Follow your school’s rules and avoid double parking or stopping on crosswalks, dropping off or picking up your kids on the opposite side of the street, and stopping in moving traffic as kids rush out. Instead, use the designated drop-off areas or consider a spot a bit farther away from school that is easily accessible and safe. • Make eye contact with pedestrians: With the excitement of going back to school, anticipate that children may not easily see or hear your moving vehicle, so ensure to make eye contact with pedestrians crossing the road. • Stop for school buses: Never pass a stopped school bus with an activated stop arm and flashing red lights as children get on and off the bus. Passing a school bus as it loads and unloads children – not only is this dangerous, but it’s also illegal. • Watch for CAA School Safety Patrollers: When travelling to and from school, watch for CAA School Safety Patrollers in their lime green safety vests, as they play an important role in ensuring the roadway is safe before kids cross on their own. CAA supports safety in school zones through the CAA School Safety Patrol® program, developed to protect and educate elementary school children on safe road-crossing practices. CAA’s Ontario Road Safety Resource is a toolkit with valuable lesson plans for teachers to help educate students about road safety. To learn more, please visit www.caasco.com/schoolzone. The online survey was conducted by DIG Insights in May 2024, with 1,520 Ontario parents/guardians with children attending school from kindergarten to grade 8. Based on the sample size of n=1,520 and with a confidence level of 95 per cent, the margin of error for this research is +/- 2%.)
West Sanctions Russian Aviation, But Moscow Decides to Keep Planes Flying Despite Risks When the U.S. and its allies slapped sanctions on Russia for its full-scale invasion of Ukraine, severing aviation links was at the top of the list. Direct flights vanished and Russian airlines lost access to spare parts for their foreign airplanes. In retaliation, Vladimir Putin’s regime impounded foreign aircraft and shut off the world’s largest air space to countries imposing sanctions. Not since the early 1980s—when the U.S. suspended routes to the USSR over the Soviet invasion of Afghanistan, repression in Poland and downing of a Korean Air Lines plane—have aviation ties between the two countries dipped so low. Aviation sanctions today are having an impact but come with a major risk. If the fatal crash of a jetliner killing hundreds is linked to the lack of spare parts, Putin will blame sanctions and the West. The stakes are high as Russia seeks to use any issue from cluster bombs to soccer to widen cracks in Western unity over Ukraine. To get ahead of this, U.S. policymakers and their allies need to better explain the effects of sanctions, why they’re worth the risk and why the Russian state, not the West, is ultimately responsible for any fatal crash. U.S. government assessments place Russian aviation among sectors negatively impacted by sanctions. A closer look shows widening success in degrading this increasingly weak link in Russia’s political economy. By late 2021, foreign aircraft comprised 70% of Russia’s fleet of 801 passenger airplanes, which included 298 Airbuses, 236 Boeings, and 23 other foreign aircraft such as Embraers. In addition, 95% of Russian airline flights were on foreign-made aircraft. Consequently, sanctions aimed at depriving spare parts for foreign airplanes have caused many disruptions such as fare increases to cover higher costs of repairs. Some of Russia’s 53 airlines have periodically suspended or stopped flying some of their foreign planes. Reports of Russian airlines’ cannibalization of foreign aircraft similarly underscore a dire situation. Less well known is how sanctions hurt Russian manufacturing since Western technology is critical to aircraft such as the Sukhoi Superjet 100, which uses a French-Russian engine (though Russians are working on a substitution). Production of the Yakovlev design bureau’s MC-21 passenger airplane faces significant delays due to sanctions that force substitution of its Western-made parts. Sanctions even helped push Russia out of a joint venture with China to produce the CR929 widebody aircraft. While China is happy to help Russia thwart sanctions, this plane needs Western systems that sanctions complicate. In response, Russia has adapted to and thwarted some aviation sanctions, which I predicted would happen because Putin’s regime is reproducing a state-centered aviation sector rooted in the Soviet past. The war has accelerated the state’s growing control over this vital economic sector, which began before Russia’s 2014 invasion of Ukraine. Examples include the state’s 51% ownership of Aeroflot since 1994, the merger of two smaller, state-run airlines in 2003 and the consolidation of aircraft manufacturing in the state-owned United Aircraft Corporation (UAC), which was created in 2006. More recently, the Russian state has helped the country’s airlines weather sanctions by facilitating the illegal confiscation of foreign aircraft. Russian airlines have also proven resourceful by purchasing spare parts through brokers in the United Arab Emirates and Turkey. Better known for supplying Russia with drones, Iran also agreed to provide Russian airlines with spare parts and has been fixing an Aeroflot Airbus for months. Many foreign airlines continue to fly to Russia, and Putin’s regime rewards friendly countries with overflight rights. But the longer sanctions remain, the harder it’s getting for Russia. To regain profitable foreign routes, its airlines are receiving government assistance to legitimately purchase the Western aircraft they illegally seized, although recent holdups in allocating such funds are causing doubts. In a throwback to the Soviet era, Putin’s regime boasts that Russia doesn’t need the West’s airplanes anyway since its one manufacturer, the UAC, will pick up the slack. Such import substitution is unlikely to succeed, as multiple delays suggest. More likely, Russia’s aviation sector will grow more reliant on the state, if not actually part of it like the UAC. This will make Russian aviation less efficient, less innovative and more expensive. Iranian airlines, which have long suffered under foreign sanctions despite some success circumventing them, present their Russian counterparts with a grim vision of the future such as being shut out of lucrative air travel markets and falling behind in emerging aviation technology. How does this shape safety in Russia’s skies? The short answer is that it’s not as bad as headlines suggest and the impact of sanctions is ambiguous at best. Click bait stories paint a dire picture but often conflate commercial, military and general aviation into alarming numbers that do not accurately capture what ordinary passengers face. Some accounts, such as one claiming 120 accidents occurred in 2023, provide few details or sources. Annual safety reports from Russia’s Interstate Aviation Committee (IAC) allow for comparison over time but often obscure Russia’s situation by combining data from each post-Soviet state it monitors. Its 2019 report is mysteriously missing and its decision not to investigate the fatal crash of Yevgeny Prigozhin’s Embraer Legacy 600 plane suggests meddling from above. That said, the IAC source base is the most systematic we have. Keeping in mind the potential for the politicization of its conclusions, what does a critical reading of its data alongside other sources suggest? First, fatal crashes in commercial and general aviation actually decreased in Russia from 18 in 2021 to 13 in 2022, and related deaths decreased from 70 to 24. Data for the first half of 2023 points in the same direction, with six fatal crashes and nine deaths. This trend was likely helped by the 14% decline in traffic after February 2022. While so many fatal crashes sound substantial, all but three in 2021 and all but one in 2022 involved small aircraft under 5,700 kilograms, not the jetliners we associate with most commercial flying. Absolute figures on crashes and deaths capture headlines but they don’t say much about safety without considering their relation to passengers flown or departures. According to the IAC, the rate of aviation accidents and the rate of fatal crashes per one million departures both increased from 2020 to 2021 but then decreased in 2022. The IAC does not single out Russia from other post-Soviet states for this metric. But since Russia has the largest aviation sector among those countries, these data suggest that its aviation safety has not dramatically worsened since early 2022. Indeed, even critics who argue that Russian airlines are less safe partly because of sanctions conclude that “2022 and 2023 were also good years for airline safety [in Russia] compared to 2021.” Comparisons with the U.S. similarly suggest that passenger aviation is not as disastrous as some headlines suggest. The IAC data indicates that Russia and other post-Soviet states are usually but not always behind the U.S. in passenger aviation safety. In 2018, for example, IAC countries reported a 0.8 rate of fatal crashes per 1 million departures of passenger aircraft above 5,700 kilograms. Comparable statistics from the National Transportation Safety Board showed a 0.11 rate for that year for scheduled U.S. carrier flights. In 2019, the rates were 2.3 (IAC) and 0.10 (U.S.), but in 2020, both IAC countries and the U.S. enjoyed a 0.0 rate of fatal crashes. The following year, however, IAC countries reported a 1.9 rate of fatal crashes, whereas the NTSB reported a 0.0 rate.1 Against this background of Russian airline safety, let’s now turn to the impact of sanctions. While some commentators emphasize that no fatal crashes have been tied to sanctions, others claim they make Russian airlines unsafe and that it’s only a matter of time before such a fatal crash happens. Some even argue that life-threatening dangers prove aviation sanctions are effective and could help turn Russians against Putin. To reassure the public, Russian aviation officials insist the country’s airlines are safe despite sanctions, as do Russian business media and aviation journalists. This plays to Putin’s claims to legitimacy based in part on withstanding anything the West throws at him. In sharp contrast, Ukrainian media tells Russians their airlines are a disaster waiting to happen precisely because of sanctions. Independent Russian journalists banished by Putin concur, raising alarms about efforts to cover up the impact of sanctions and about the many ways Russian airlines cut corners on safety. In short, an information war exists around the morbid question of whether a Russian jetliner will crash and the role sanctions could play. Fears of a fatal crash were validated by the emergency landing of a Ural Airlines A320 in September, apparently caused by malfunctioning hydraulics tied to sanctions. But a closer examination by a Russian aviation journalist suggests the pilots played a more important role by pressing on to an airport for which there wasn’t enough fuel. Recent Russian state assessments of aviation safety similarly point to pilot error and poor training as the chief causes of aviation incidents. More generally, airplane disasters are usually caused by a convergence of factors—bad weather, a manageable mechanical failure and pilot error—not just one problem. In public discussions, however, pinpointing sanctions’ role tracks more with the politics of the war than technical expertise. At the end of the day, Russian airlines and aviation authorities are solely responsible for putting planes in the sky and Russians’ lives at risk. They continue to claim that everything is fine. But if a fatal crash of a Boeing or Airbus flown by a Russian airline kills hundreds, I predict this narrative will quickly change. Putin will blame the West as he does for everything else affecting his legitimacy, from Russia’s economic problems and his diplomatic failures to protests against his regime and even the war he started in Ukraine. Such a scenario will be a serious test for policymakers who argue that punishing Russia with sanctions is still worth it. To prepare for this, they need to take a page from the Biden administration’s release of intelligence on Russia’s military buildup before the full-scale invasion: publicize as much intelligence as possible on sanctions and their impact, as well as Russia’s aviation sector and what it does or doesn’t do to ensure safety. As Putin’s regime falls back on Soviet-era secrecy about airline safety, sharing such intelligence will be a powerful tool. This will also contribute to broader Western efforts at combatting Russia’s better known disinformation campaigns such as those denying its human rights abuses in Ukraine.
Expert Perspective: UMW's Steven E. Harris lends his opinion to The Russia File
The following piece was written by Steven E. Harris published by the Wilson Center in April 2024 Sanctions Are Spoiling Russia’s Plans to Make Its Own Airplanes Putin’s regime is feeling confident these days. Advances on the battlefield in Ukraine, expansions in armaments production, and the dithering of Republicans in the U.S. Congress show the war has turned in Russia’s favor. A well-orchestrated presidential election and some real public support buoy the regime. Political opponents are either dead, in prison, or in exile. Putin’s regime has also declared victory in blunting Western sanctions and now plans to permanently thwart them with programs of import substitution. Nowhere is this better seen than in aviation, where the state proclaims it will produce over a thousand new airplanes to replace the foreign aircraft its airlines have long flown. But this bold vision for aviation autarky has little chance of succeeding. Russia’s Short-Term Success in Blunting Aviation Sanctions Thus far, Putin’s regime has weathered aviation sanctions through a two-pronged strategy. First, Russian airlines illegally kept about 400 foreign airplanes—primarily Airbuses and Boeings—owned by foreign leasing companies. Second, the state bankrolled settlement claims in order to purchase some of these airplanes so that airlines could fly them abroad without risk of repossession and reduce their foreign debt. To date, approximately 170 foreign airplanes have been legally acquired in this fashion, and the Ministry of Transportation recently asked for more cash to continue settling claims on the remaining 230 foreign planes. The next question is how long Russian airlines, from the state-owned flag carrier Aeroflot to private companies such as S7 and Ural Air Lines, can continue flying their foreign planes. As I wrote in late October, safety has been degraded far less than predicted. But in the absence of spare parts, software updates, and thorough maintenance by foreign providers, Russian airlines have about two years before they will have to ground Boeings and Airbuses for major repairs performed using third-party spare parts. Anticipating the eventual retirement of foreign planes, Putin’s regime has embarked on a massive program to make all-Russian airplanes. This program promises independence from Western technology and leasing companies but reveals the success of sanctions and fundamental weaknesses in state capacity. The 2030 Aviation Manufacturing Plan Announced in June 2022, the program calls for the state-owned industrial conglomerate Rostec to manufacture 1,036 airplanes with only Russian parts by 2030. In January 2024, the state allocated 283 billion rubles (U.S. $3.1 billion) to help finance the production of 609 airplanes and prioritize medium-haul aircraft in the overall manufacturing plan. Before sanctions, Russian manufacturers produced a small number of narrow body, medium-haul airplanes such as the MC-21 and the Superjet-100 (SSJ-100) with Western components. Twelve SSJ-100s were manufactured in 2021 and ten the following year. Among the aircraft slated to replace Boeings and Airbuses, the plan called for production in 2023 of three medium-haul Tupolev-214 (Tu-214) airplanes and two Superjet-NEW planes (Superjet-100s with all-Russian parts). None of these were built. In fact, the state-owned United Aircraft Corporation (UAC) failed to manufacture a single passenger airplane in 2023. More recently, the UAC conceded further delays of up to two years for rollout of the MC-21, SSJ-NEW, and Tu-214, as well as of smaller, short-haul aircraft such as the Ilyushin-114 (Il-114) and the “Baikal.” The transition to total import substitution is proving difficult, making it impossible to fulfill early targets of the manufacturing plan. By withdrawing access to Western technology critical for manufacturing, sanctions have successfully shut down production. Russian manufacturers will produce at best inferior aircraft that fly shorter routes using more fuel. At its current rate, the UAC is unlikely to manufacture more than a dozen or so showcase narrow body airplanes before 2030. The manufacturer may have better luck producing simpler planes, such as the Baikal, but the state’s injection of 283 billion rubles doesn’t target its production or that of two other short-haul airplanes. Since the UAC will likely not meet the plan’s annual targets any time soon, Russia’s airlines will have to make do with their aging foreign airplanes and acquire spare parts from third parties. Putin admitted as much at his call-in event in December 2023, during which he praised the import-substitution plan but added that the government would continue to purchase illegally held foreign planes. What Will Russia’s Aviation Manufacturing Plan Actually Produce? Rather than produce new aircraft, the immediate purpose of the state’s manufacturing plan is political theater. The infusion of 283 billion rubles was meant to show the public, before the presidential elections, that Putin’s regime is serious about securing commercial aviation and to generate a sense of normalcy in the midst of war. In the long run, the manufacturing plan is more likely to produce further distortions in Russia’s political economy. These include corruption, secrecy, technologically backward aircraft, and even more state control over commercial aviation. The 283 billion rubles will help Rostec keep state-run subsidiaries such as the United Engine Corporation operating with soft budget constraints and favorable contracts that now lack any competition from Western firms. Executives will siphon off their share of the funds, while Putin’s regime will turn a blind eye as long as everyone remains loyal. If the manufacturing plan continues to falter, state-owned manufacturers will have more incentive to keep their failures secret. In 2023, for example, the Ural Civil Aviation Factory kept hidden cost overruns for the Baikal. When news of a 48 percent increase was finally publicized, Putin’s point man for the Far East region, Yuri Trutnev, was incensed and proclaimed, “Our people are like that: they don’t like to share information.” For now, Putin’s regime allows the Russian business media to report fairly openly about the country’s aviation industry on issues such as spare parts and safety, state subsidies, and shortfalls in production. But if commercial flying becomes more precarious and the manufacturing plan remains unfulfilled, the government will likely limit what the public knows about its airlines and long-term plans to maintain them. As the economic historian Mark Harrison shows in his recent book, Secret Leviathan, secrecy in the Soviet era significantly degraded state capacity in many areas, including production. Post-Soviet autocrats face a similar “secrecy/capacity tradeoff,” while newer techniques of disinformation further erode capacity. In attempting to revive the Soviet Union’s autarkic aviation industry, Putin’s regime will find it hard to avoid similar reductions in capacity. Insofar as Russia’s commercial aviation industry is concerned, the lesson for the West is that it pays to play the long game. Russia has effective tools for blunting sanctions in the short run, but in the long run it faces structural obstacles and the absence of Western technology, both of which will degrade this economic sector. The main question remains whether the United States and its allies can keep up the pressure by enforcing sanctions.
#ExpertSpotlight: Mpox - are we ready?
As global health continues to navigate the challenges of infectious diseases, the re-emergence and spread of Monkeypox (now known as Mpox) underscores the ongoing threat posed by zoonotic viruses. This topic is critical not only because of its public health implications but also due to the broader issues it raises concerning global preparedness, vaccination strategies, and the socio-economic impact of outbreaks. The resurgence of Mpox, particularly in non-endemic regions, highlights the need for vigilant public health measures and cross-border cooperation to contain its spread. As the world remains focused on preventing another global health crisis, Mpox serves as a pertinent reminder of the interconnectedness of human, animal, and environmental health. Key story angles include: Vaccination strategies and public health response: Explore how different countries are deploying vaccines to control Mpox, and the challenges faced in achieving widespread immunity. Global health security and disease surveillance: Investigate the effectiveness of international disease surveillance systems in detecting and responding to outbreaks like Mpox, and the lessons learned from the COVID-19 pandemic. The role of zoonotic diseases in global pandemics: Examine the origins of Mpox as a zoonotic disease, and the broader implications for how human activities are influencing the spread of diseases from animals to humans. Impact on marginalized communities: Discuss how Mpox disproportionately affects marginalized populations, including those with limited access to healthcare, and the importance of equitable health interventions. Public communication and misinformation: Analyze the role of media and public health authorities in communicating accurate information about Mpox, combating misinformation, and educating the public about prevention and treatment. Economic implications of outbreaks: Examine the economic impact of Mpox outbreaks, particularly in regions where tourism, trade, and healthcare resources are significantly affected by public health crises. By addressing these angles, journalists can provide critical insights into the multifaceted impact of Mpox on global health, public safety, and socio-economic stability, contributing to a more informed and prepared public. Connect with an expert about Mpox: To search our full list of experts visit www.expertfile.com Photo Credit: National Institute of Allergy and Infectious Diseases
Saving Lives, One Device at a Time: Clinical Engineering
Behind every health care provider, or perhaps already in the palms of their hands, is a piece of equipment necessary to their patient’s health and survival. Modern medical treatment relies on complex equipment to keep patients alive and healthy during procedures and recovery. Take live-saving equipment such as telemetry monitors, MRI machines and ventilators as just a few examples. But what happens when all that equipment needs repair? Enter ChristianaCare’s clinical engineering technicians. This team of 35 employees — one of the largest clinical engineering teams in the nation — is responsible for overseeing the care, testing and repair of the roughly 50,000 pieces of medical equipment in use throughout the ChristianaCare system. The Clinical Engineering team is overseen by Director Blake Collins, MBA, CBET, CHTM, nationally recognized for excellence in the profession. He brings two decades of experience as a clinical engineer in the United States Navy, seven of which were served with the U.S. Marine Corps, to his role. His team has won numerous trade industry awards for its success as a “solutions provider” for the health system. "Think of health care as a triangle,” said Collins. “You have the patient, the provider and the equipment. You can’t have successful health care delivery without those three elements.” Begun in the 1970s as the hospital system’s “TV repair shop,” he joked, the Clinical Engineering department evolved dramatically after subsequent national developments in electrical safety testing and oversight for the care and functionality of medical equipment. ‘Everyone truly cares’ Today, the Clinical Engineering department maintains close to 50,000 pieces of medical equipment throughout the ChristianaCare system, including its three hospitals and all its imaging centers. “From thermometers to linear accelerators, MRIs, CTs — we manage all of it,” Collins said. Last year, the team completed 25,000 work orders, or roughly 2,100 per month. “We get to help people in so many different ways,” said John Learish, Clinical Engineering manager. Samantha Daws, Clinical Engineering supervisor, echoed the sentiment. “The Clinical Engineering Department within ChristianaCare is the most talented group of technicians I have ever had the privilege to work with,” she said. “Everyone truly cares about keeping the equipment working to ensure all caregivers have what is needed to provide quality health care to our community.” Saving lives, one device at a time What’s so important about what Clinical Engineering offers to ChristianaCare? In short: Anyone could need medical care at any time, and if medical equipment were out of commission or wrongly calibrated, lives would be at stake. Collins recalls a pivotal moment during his tenure in the Navy, when he needed an emergency appendectomy while stationed on board an aircraft carrier. “I was the only biomedical technician on the ship,” he said. “And the doctor doing the procedure asked me, jokingly, ‘Hey Collins, is this equipment going to work?’ “He was kidding, but it’s true that we never know when we or a loved one is going to end up under the equipment that we work on as engineers.” This experience gained new significance for Collins after successful open-heart surgery at ChristianaCare in 2022 — followed by his mother, who had the same procedure, also successfully, in 2023. “I had not one inkling or shadow of a doubt that the equipment was going to work fine,” he said. “You never know who will end up needing care. So we take it very, very seriously.” Icon in the field For his outstanding service as Director of Clinical Engineering at ChristianaCare, Collins was presented with the 2024 John D. Hughes Iconoclast Award from the Association for the Advancement of Medical Instrumentation (AAMI), a career-marking honor in health care technology management. The award recognizes innovation and leadership in the field; for Collins, it shows how well the Clinical Engineering team works together to deliver safe medical equipment across the ChristianaCare system. “Blake has been a relentless advocate for ChristianaCare,” read his nomination. “He has implemented numerous initiatives and processes to improve his department … and work smarter through the use of technology and automation.” The next time you see a ChristianaCare provider pick up an instrument or turn on a machine, think about the Clinical Engineering team — and rest assured that your equipment is ready to go.
With tremors in Japan - are we ready if an earthquake hits?
In an era where natural disasters are increasingly becoming a focal point of global concern, earthquake preparedness stands as a critical topic for public safety and resilience. With millions of lives and billions of dollars in infrastructure at risk, the importance of readiness cannot be overstated. This topic is not only timely due to recent seismic activities around the world but also due to its broader implications for disaster response, urban planning, and community resilience. Understanding and implementing effective earthquake preparedness measures can mitigate the devastating impact of these natural disasters, making it an essential subject for public discourse. Key story angles include: Advances in early warning systems: Explore how technology is improving early detection of earthquakes, potentially saving lives by giving communities crucial time to take protective actions. Urban planning and infrastructure resilience: Investigate how cities are adapting their infrastructure to withstand earthquakes, including the retrofitting of buildings and the development of earthquake-resistant structures. Community education and public awareness: Discuss the importance of community-based education programs in promoting earthquake preparedness, including drills, emergency kits, and public information campaigns. Government policies and disaster response: Analyze the role of government policies in disaster preparedness, focusing on how local, state, and federal agencies coordinate to prepare for and respond to earthquakes. The economic impact of earthquake preparedness: Examine the cost-benefit analysis of investing in earthquake preparedness, including the potential savings in terms of reduced damage and faster recovery. Global lessons and best practices: Compare earthquake preparedness strategies from different parts of the world, highlighting best practices that could be implemented in earthquake-prone regions globally. By delving into these angles, journalists can provide comprehensive coverage of earthquake preparedness, offering valuable insights that can help communities better protect themselves against the inevitable threat of seismic events. Connect with an expert about earthquake preparedness: To search our full list of experts visit www.expertfile.com Photo Credit: Chandler Cruttenden
Stephen Pearlman, M.D., Honored for Excellence in Neonatology Education
Stephen Pearlman, M.D., MSHQS, will receive the 2024 Avroy Fanaroff Neonatal Education Award at the American Academy of Pediatrics’ annual meeting in September. This honor, presented by the AAP’s section on Neonatal-Perinatal Medicine, recognizes an educator who makes outstanding contributions in neonatal-perinatal medicine for health care students, professionals or the public. Pearlman, an expert in neonatology, intensive care and pediatrics, is clinical effectiveness officer for acute care at ChristianaCare. He is also professor of pediatrics at Sidney Kimmel College of Medicine at Thomas Jefferson University. “Stephen is deeply committed to excellence in neonatal education and the highest quality care,” said Kert Anzilotti, M.D.,MBA, system chief medical officer at ChristianaCare. “As a faculty member, physician and leader, he continues to make a lasting impact at ChristianaCare and beyond with his pioneering initiatives in quality improvement and safety in health care.” A faculty member for almost 40 years, Pearlman has served ChristianaCare in clinical, educational and administrative roles. Among them, he was chair of the Pediatric and Neonatal Safety Committee, director of Neonatal Quality Improvement, associate director of Neonatology and director of Pediatric Medical Education. Pearlman has led initiatives that have been spotlighted by the federal government as exemplars of how to improve safety at health systems. He developed an innovative quality-improvement curriculum for neonatal fellows, which the Organization of Neonatal-Perinatal Training Program Directors adopted. “I’m passionate about educating clinicians about ways to improve the quality of patient care, so it’s humbling to receive this recognition,” Pearlman said. “I am honored to have been selected as a recipient of this award.” Pearlman is also an associate editor of Quality Improvement for the Journal of Perinatology and an executive committee member of the American Academy of Pediatrics’ Perinatal Section.
