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Effective protection of highly mobile and data-poor species constitutes a great challenge amid growing ocean exploitation and use. Blue whales and bowhead whales in the North-East Atlantic face several threats, such as climate change, ship strikes, pollution, and entanglement in fishing gear. Consequently, the OSPAR ("Oslo-Paris Convention for the Protection of the Marine Environment of the North-East Atlantic") Commission recognised their need for protection and included them on the OSPAR List of Threatened and/or Declining Species. Two actions to protect these endangered species that OSPAR Contracting Parties have agreed on are (i) identifying areas that play an essential role in the species' life cycle—subsequently called key habitats, and (ii) ensuring that those key habitats are covered by OSPAR marine protected areas (MPAs). In addition, OSPAR has committed to expanding its network of MPAs and other effective area-based conservation measures by 2030 to cover at least 30% of the OSPAR maritime area (termed the 30 × 30 target) from today's approx. 11%. In this paper, we present the results of modelling key habitats for the bowhead and blue whales in the North-East Atlantic, including Arctic waters. Due to the sparse data situation for these species, we apply presence-only modelling methods. As this method can, in principle, produce somewhat biased results, we recommend that systematic, regular surveys on these species in Arctic waters be significantly intensified for future analyses to overcome the data paucity and allow using presence–absence/count data modelling approaches. Key habitats of blue whales were identified between Iceland and Svalbard, extending to the Azores. For bowhead whales, key habitats were identified in the Fram Strait. However, our findings show that only 11.8% of blue whale key habitats and 4.1% of bowhead whale key habitats are currently covered by OSPAR MPAs. To protect 30% of key habitats for these species in the most efficient way, our analyses suggest that suitable areas to designate new OSPAR MPAs are located around the Azores for blue whales and in the Fram Strait for bowhead whales. With these additional MPAs, OSPAR would substantially improve the protection of the two endangered species and, at the same time, progress towards its 30 × 30 target. [ABSTRACT FROM AUTHOR]

Piezo proteins are mechanically activated ion channels, which are required for mechanosensing functions in a variety of cell types. While we and others have previously demonstrated that the expression of Piezo1 in osteoblast lineage cells is essential for bone-anabolic processes, there was only suggestive evidence indicating a role of Piezo1 and/or Piezo2 in cartilage. Here we addressed the question if and how chondrocyte expression of the mechanosensitive proteins Piezo1 or Piezo2 controls physiological endochondral ossification and pathological osteoarthritis (OA) development. Mice with chondrocyte-specific inactivation of Piezo1 (Piezo1Col2a1Cre), but not of Piezo2, developed a near absence of trabecular bone below the chondrogenic growth plate postnatally. Moreover, all Piezo1Col2a1Cre animals displayed multiple fractures of rib bones at 7 days of age, which were located close to the growth plates. While skeletal growth was only mildly affected in these mice, OA pathologies were markedly less pronounced compared to littermate controls at 60 weeks of age. Likewise, when OA was induced by anterior cruciate ligament transection, only the chondrocyte inactivation of Piezo1, not of Piezo2, resulted in attenuated articular cartilage degeneration. Importantly, osteophyte formation and maturation were also reduced in Piezo1Col2a1Cre mice. We further observed increased Piezo1 protein abundance in cartilaginous zones of human osteophytes. Finally, we identified Ptgs2 and Ccn2 as potentially relevant Piezo1 downstream genes in chondrocytes. Collectively, our data do not only demonstrate that Piezo1 is a critical regulator of physiological and pathological endochondral ossification processes, but also suggest that Piezo1 antagonists may be established as a novel approach to limit osteophyte formation in OA. [ABSTRACT FROM AUTHOR]

Mental traumatization is associated with long-bone growth retardation, osteoporosis and increased fracture risk. We revealed earlier that mental trauma disturbs cartilage-to-bone transition during bone growth and repair in mice. Trauma increased tyrosine hydroxylase-expressing neutrophils in bone marrow and fracture callus. Here we show that tyrosine hydroxylase expression in the fracture hematoma of patients correlates positively with acknowledged stress, depression, and pain scores as well as individual ratings of healing-impairment and pain-perception post-fracture. Moreover, mice lacking tyrosine hydroxylase in myeloid cells are protected from chronic psychosocial stress-induced disturbance of bone growth and healing. Chondrocyte-specific β2-adrenoceptor-deficient mice are also protected from stress-induced bone growth retardation. In summary, our preclinical data identify locally secreted catecholamines in concert with β2-adrenoceptor signalling in chondrocytes as mediators of negative stress effects on bone growth and repair. Given our clinical data, these mechanistic insights seem to be of strong translational relevance. Authors present both preclinical data in mice and clinical data from humans in support of the hypothesis that stress negatively affects bone growth and repair. These effects are mediated by neutrophil-derived catecholamines inhibiting cartilage-to-bone transition via β2-adrenoceptor signaling in chondrocytes. [ABSTRACT FROM AUTHOR]

Staying within the 2 °C (preferably 1.5 °C) limit requires fast and fundamental system changes, also in urban passenger transport. Shifting car traffic to environmentally friendly transport modes is one central strategy to make urban transport more sustainable and climate friendly. However, in most cities car use remains high. Therefore, this paper analyzes what course change is needed regarding direction, scale and speed of change for urban sustainability and climate protection reasons. The paper analyzes the role of modal shift as a strategy in itself and in relation to land-use (avoid) and efficiency (improve) measures. The paper draws on insights from European frontrunning cities and explorative forecasting scenarios calculated with the sophisticated integrated land-use transport model "Ruhr Region 2050". The paper suggests that a significant reduction of urban car use is needed (direction) that roughly equals a fast halving of car use (scale), which has proven feasible under the current socio-political conditions by annual reduction rates of 0.5 to 1.5 percentage points of the trip-based modal share of car use (speed). Significantly reducing car use requires comprehensive and high-intensive measures that go far beyond usual practices. Modal shift measures need to play a crucial role in integrated approaches with land-use (avoid) and efficiency (improve) measures because they have the potential to significantly reduce car use and CO2 emissions and because they can produce comparatively fast effects – which makes modal shift measures first aid approaches to achieve a fast "bending of the curve" of excessive car use and growing CO2 emissions. [ABSTRACT FROM AUTHOR]