| 1. |
- Hansson, Malin, 1967, et al.
(författare)
-
CCL28 is increased in human Helicobacter pylori induced gastritis and mediates recruitment of gastric IgA-secreting cells.
- 2008
-
Ingår i: Infection and Immunity. - 0019-9567. ; 76:7, s. 3304-11
-
Tidskriftsartikel (refereegranskat)abstract
- Human Helicobacter pylori infection gives rise to an active chronic gastritis and is a major risk factor for the development of duodenal ulcer disease and gastric adenocarcinoma. The infection is accompanied by a large accumulation of immunoglobulin A (IgA)-secreting cells in the gastric mucosa, and following mucosal immunization only H. pylori-infected volunteers mounted a B-cell response in the gastric mucosa. To identify the signals for recruitment of gastric IgA-secreting cells, we investigated the gastric production of CCL28 (mucosa-associated epithelial chemokine) and CCL25 (thymus-expressed chemokine) in H. pylori-infected and uninfected individuals and the potential of gastric B-cell populations to migrate toward these chemokines. Gastric tissue from H. pylori-infected individuals contained significantly more CCL28 protein and mRNA than that from uninfected individuals, while CCL25 levels remained unchanged. Chemokine-induced migration of gastric lamina propria lymphocytes isolated from patients undergoing gastric resection was then assessed using the Transwell system. IgA-secreting cells and IgA+ memory B cells from H. pylori-infected tissues migrated toward CCL28 but not CCL25, while the corresponding cells from uninfected patients did not. Furthermore, IgG-secreting cells from H. pylori-infected patients did not migrate to CCL28 but instead to CXCL12 (SDF-1). However, chemokine receptor expression did not correlate to the migratory pattern of the different B-cell populations. These studies are the first to show increased CCL28 production during gastrointestinal infection in humans and provide an explanation for the large influx of IgA-secreting cells to the gastric mucosa in H. pylori-infected individuals.
|
|
| 2. |
|
|
| 3. |
- Hermansson, Johan, 1679-1737
(författare)
-
Dissertatio philologica, de mensis foeneratoriis, ex Matth. XXI, 13. Marc. XI, 15. Luc. XIX, 45. Joh. II, 14, 15. Quam, ... sub præsidio ... d:ni Johannis Hermansson ... publicæ ventilationi submittit Ericus Kinnander Ostro-Gothus. In audit. Gustav. maj. ad d. 15. Junii anni MDCCXXXIII. horis ante meridiem solitis
- 1733
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)
|
|
| 4. |
|
|
| 5. |
- Leion, Henrik, 1976, et al.
(författare)
-
Solid fuels in chemical-looping combustion using oxide scale and unprocessed iron ore as oxygen carriers
- 2009
-
Ingår i: Fuel. - 0016-2361. ; 88:10, s. 1945-1954
-
Tidskriftsartikel (refereegranskat)abstract
- Chemical-looping combustion (CLC) is a novel technology that can be used to meet demands on energy production without CO2 emissions. The CLC-process includes two reactors, an air and a fuel reactor. Between these two reactors oxygen is transported by an oxygen carrier, which most often is a metal oxide. This arrangement prevents mixing of N2 from the air with CO2 from the combustion. The combustion gases consist almost entirely of CO2 and H2O. Therefore, the technique reduces the energy penalty that normally arises from the separation of CO2 from other flue gases, hence, CLC may make capture of CO2 cheaper.Iron ore and oxide scale from steel production were tested as oxygen carriers in CLC batch experiments with solid fuels. Petroleum coke, charcoal, lignite and two bituminous coals were used as fuels.The experiments were carried out in a laboratory fluidized-bed reactor that was operating cyclically with alternating oxidation and reduction phases. The exhaust gases were led to an analyzer where the contents of CO2, CO, CH4 and O2 were measured. Gas samples collected in bags were used to analyze the content of hydrogen in a gas chromatograph.The results showed that both the iron ore and the oxide scale worked well as oxygen carrier and both oxygen carriers increased their reactivity with time.
|
|
| 6. |
- Lunde Hermansson, Anna, et al.
(författare)
-
Strong economic incentives of ship scrubbers promoting pollution
- 2024
-
Ingår i: Nature Sustainability. - Göteborg : IVL Svenska Miljöinstitutet. - 2398-9629.
-
Tidskriftsartikel (refereegranskat)abstract
- In response to stricter regulations on ship air emissions, many shipowners have installed exhaust gas cleaning systems, known as scrubbers, allowing for use of cheap residual heavy fuel oil. Scrubbers produce large volumes of acidic and polluted water that is discharged to the sea. Due to environmental concerns, the use of scrubbers is being discussed within the International Maritime Organization. Real-world simulations of global scrubber-vessel activity, applying actual fuel costs and expenses related to scrubber operations, show that 51% of the global scrubber-fitted fleet reached economic break even by the end of 2022, with a surplus of €4.7 billion in 2019 euros. Within five years after installation, more than 95% of the ships with the most common scrubber systems reach break even. However, the marine ecotoxicity damage cost, from scrubber water discharge in the Baltic Sea Area 2014–2022, amounts to >€680 million in 2019 euros, showing that private economic interests come at the expense of marine environmental damage.
|
|
| 7. |
- Lunde Hermansson, Anna, 1987, et al.
(författare)
-
Strong economic incentives of ship scrubbers promoting pollution
- 2024
-
Ingår i: Nature Sustainability. - Göteborg : IVL Svenska Miljöinstitutet. - 2398-9629. ; 7:6, s. 812-822
-
Tidskriftsartikel (refereegranskat)abstract
- In response to stricter regulations on ship air emissions, many shipowners have installed exhaust gas cleaning systems, known as scrubbers, allowing for use of cheap residual heavy fuel oil. Scrubbers produce large volumes of acidic and polluted water that is discharged to the sea. Due to environmental concerns, the use of scrubbers is being discussed within the International Maritime Organization. Real-world simulations of global scrubber-vessel activity, applying actual fuel costs and expenses related to scrubber operations, show that 51% of the global scrubber-fitted fleet reached economic break even by the end of 2022, with a surplus of €4.7 billion in 2019 euros. Within five years after installation, more than 95% of the ships with the most common scrubber systems reach break even. However, the marine ecotoxicity damage cost, from scrubber water discharge in the Baltic Sea Area 2014–2022, amounts to >€680 million in 2019 euros, showing that private economic interests come at the expense of marine environmental damage.
|
|
| 8. |
|
|
| 9. |
- Noborn, Fredrik, et al.
(författare)
-
Heparan sulfate/heparin promotes transthyretin fibrillization through selective binding to a basic motif in the protein
- 2011
-
Ingår i: Proceedings of the National Academy of Sciences of the United States of America. - : Proceedings of the National Academy of Sciences. - 0027-8424 .- 1091-6490. ; 108:14, s. 5584-5589
-
Tidskriftsartikel (refereegranskat)abstract
- Transthyretin (TTR) is a homotetrameric protein that transports thyroxine and retinol. Tetramer destabilization and misfolding of the released monomers result in TTR aggregation, leading to its deposition as amyloid primarily in the heart and peripheral nervous system. Over 100 mutations of TTR have been linked to familial forms of TTR amyloidosis. Considerable effort has been devoted to the study of TTR aggregation of these mutants, although the majority of TTR-related amyloidosis is represented by sporadic cases due to the aggregation and deposition of the otherwise stable wild-type (WT) protein. Heparan sulfate (HS) has been found as a pertinent component in a number of amyloid deposits, suggesting its participation in amyloidogenesis. This study aimed to investigate possible roles of HS in TTR aggregation. Examination of heart tissue from an elderly cardiomyopathic patient revealed substantial accumulation of HS associated with the TTR amyloid deposits. Studies demonstrated that heparin/HS promoted TTR fibrillization through selective interaction with a basic motif of TTR. The importance of HS for TTR fibrillization was illustrated in a cell model; TTR incubated with WT Chinese hamster ovary cells resulted in fibrillization of the protein, but not with HS-deficient cells (pgsD-677). The effect of heparin on TTR fibril formation was further demonstrated in a Drosophila model that overexpresses TTR. Heparin was colocalized with TTR deposits in the head of the flies reared on heparin-supplemented medium, whereas no heparin was detected in the nontreated flies. Heparin of low molecular weight (Klexane) did not demonstrate this effect.
|
|
| 10. |
- Ytreberg, Erik, 1980, et al.
(författare)
-
EMERGE deliverable 6.1. Baltic and North Sea report
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Shipping is responsible for a range of different pressures affecting air quality, climate, and the marine environment. However, most social and economic analysis of shipping have focused on air pollution assessment and how shipping may impact climate change and human health. This risks policies to be biased towards air pollution and climate change, while trading off impacts on the marine environment. One example is the IMO’s global sulphur cap, which requires shipowners to use a compliant fuel with a sulphur content of 0.5% (0.1% in SECA regions) or use alternative compliance options (scrubbers) that are effective in reducing sulphur oxide (SOX) emissions to the atmosphere. The scrubber process results in large volumes of acidic discharge water. Although regulations primarily target SOX removal, other pollutants such as polycyclic aromatic hydrocarbons (PAHs) and metals are transferred from the exhausts to the wash water and subsequently discharged to the marine environment. The aim of this deliverable has therefore been to develop a holistic framework to evaluate the impacts of shipping emissions, particularly those related to scrubbers, on the marine environment, human health, climate, and economy. The structure of this deliverable follows the well-established DAPSIR (Driver-Activity-Pressure-State-Impact-Response) framework, under which information, findings and conclusions from previous work packages are synthesized and integrated, including experiments of direct emissions from shipping to the marine environment (WP2) and the atmosphere (WP3), assessment of marine environmental impacts (WP2, WP4 and WP6), as well as human health and climate change impacts (WP5 and WP6). Finally, this deliverable provides recommendations and guidance for stakeholders and policymakers. The assessment is performed using a baseline scenario (year 2018) and three future scenarios (for year 2050) based on different projected future developments of shipping transport volumes and considering the development of ships regarding fuel efficiency and ship size. In this deliverable, we focused primarily on two of the different future scenarios, scenario 3 (high scrubber pressure) and scenario 8 (high use of liquefied natural gas (LNG) and methanol). The marine environmental risk assessment, performed in the Öresund region for the baseline scenario (2018), showed unacceptable risks when ships in the area were using open loop scrubbers. In the assessment, modelled predicted environmental concentrations (PECs) of open loop scrubber discharge water exceeded the tolerable marine threshold value (predicted no-effect concentration, PNEC) in almost the entire Öresund region. The PEC value was derived based on ship activity and discharges of scrubber water in 2018, while the PNEC value was derived based on the ecotoxicological assays performed within the EMERGE project. Notably, the modelling of open loop scrubber discharge water was performed using the ship traffic activity in 2018 when less than 200 ships in the Baltic Sea used scrubbers, collectively releasing 192 million tonnes of discharge water. By 2022 there were approximately 800 ships equipped with scrubbers in the Baltic Sea. In the high scrubber future scenario (S3) in 2050 this led to an assumption of the considerably higher scrubber water discharge (1740 million tonnes), representing almost one order of magnitude higher compared to our baseline scenario in 2018. In addition, our impact assessment, following Marine Environment Protection Committee (MEPC) guidelines, shows that a ban on discharge water from scrubbers should be considered in the entire Baltic and North Sea region, since all sea basins in the region fail to reach good environmental status (GES) as defined by the EU Marine Strategy Framework Directive (Directive 2008/56/EC). However, the costs of such a measure for the shipping sector (banning discharges from scrubbers, i.e., in practice a ban on scrubbers) have been questioned within the International Maritime Organisation (IMO). Therefore, EMERGE also focused on analysing to what extent the global scrubber fleet has reached break-even on their scrubber installations and the potential monetary gain of using Heavy Fuel Oil (HFO) as compared to the more expensive Marine Gas Oil (MGO) or Very Low Sulphur Fuel Oil (VLSFO). Our results showed that 51% of the global scrubber fleet had reached break-even by the end of 2022, resulting in a summarised balance of 4.7 billion €2019. In addition, the marine ecotoxicity damage cost, by not restricting scrubbers in the Baltic Sea Area, accumulated to >680 million €2019 from 2015 to end of 2022. For air quality, both future scenarios showed a decrease in shipping contribution to PM2.5 exposure by a factor of 2 to 3 compared to our baseline scenario in 2018. Scenario 8 is somewhat more efficient in decreasing the shipping originated PM2.5 than scenario 3. Using the Greenhouse gas and Air pollution Interactions and Synergies (GAINS) model for human health impact assessment in scenario 3 revealed the loss of life expectancy in most areas around the Baltic Sea, when considering all sources, to be limited to two to four months. However, the differences in life shortening between Scenarios 3 and 8 are two to three orders of magnitude lower when compared to human health impacts resulting from all sources, indicating that scrubbers alone have a minor impact on human health in the Baltic region from air quality perspective. For Öresund case the shipping-related health impacts from PM2.5 represented approximately 10% of the total burden of air pollution, in 2050 scenario simulations this burden decreased to 7-9%. Important improvement of air quality in the scenario simulations come also from reduction of NO2 which is a criteria pollutant regulated by the Air Quality Directive, where the decrease is 3 to 5-fold. In relative terms the shipping contribution to NO2 concentration levels, however, maintains similar, approximately 25%, as the land emissions are also expected to decrease. The GAINS health impact assessment for the Baltic Sea was compared to the Solent region using a statistical technique. The latter study showed that a relatively small fraction of all premature deaths in Southampton, Portsmouth, Poole, Christchurch & Bournemouth are attributable to air pollution from shipping, corroborating the conclusion that the deployment scrubbers alone has a minor impact on human life shortening through atmospheric transport.
|
|
