Is bismuth(III) able to inhibit the activity of urease? Puzzling results in the quest for soluble urease complexes for agrochemical and medicinal applications.

Bismuth(III) complexes have been reported to act as inhibitors of the enzyme urease, ubiquitously present in soils and implicated in the pathogenesis of several microorganisms. The general insolubility of Bi(III) complexes in water at neutral pH, however, is an obstacle to their utilization. In our quest to improve the solubility of Bi(III) complexes, we selected a compound reported to inhibit urease, namely [Bi(HEDTA)]·2H2O, and co-crystallized it with (i) racemic DL-histidine to obtain the conglomerate [Bi2(HEDTA)2(µ-D-His)2]·6H2O + [Bi2(HEDTA)2(µ-L-His)2]·6H2O, (ii) enantiopure L-histidine to yield [Bi2(HEDTA)2(µ-L-His)2]·6H2O, and (iii) cytosine to obtain [Bi(HEDTA)]·Cyt·2H2O. All compounds, synthesised by mechanochemical methods and by slurry, were characterized in the solid state by calorimetric (DSC and TGA) and spectroscopic (IR) methods, and their structures were determined using powder X-ray diffraction (PXRD) data. All compounds show an appreciable solubility in water, with values ranging from 6.8 mg mL-1 for the starting compound [Bi(HEDTA)]·2H2O to 36 mg mL-1 for [Bi2(HEDTA)2(µ-L-His)2]·6H2O. The three synthesized compounds as well as [Bi(HEDTA)]·2H2O were then tested for inhibition activity against urease. Surprisingly, no enzymatic inhibition was observed during in vitro assays using Canavalia ensiformis urease and in vivo assays using cultures of Helicobacter pylori, raising questions on the efficacy of Bi(III) compounds to counteract the negative effects of urease activity in the agro-environment and in human health.

Assessing the effectiveness of speed limit reduction in Edmonton: A case study analysis.

This study evaluates the impact of reducing the default speed limit from 50 km/h to 40 km/h on traffic safety and drivers' behavior in Edmonton, Canada. The research comprehensively examines collision and speed data to assess the outcomes of the new speed limit. Collision data was analyzed across three distinct periods: pre-COVID (2017-2019), the COVID period (2019-2021), and the after-implementation period (August 2021 to July 2022). Speed surveys were conducted on 219 road segments before and after the implementation of the speed limit change. The study utilized a before-and-after with a comparison group approach to evaluate the impact on collisions, using 50 km/h roads that maintained their speed limit throughout as the comparison group. The impact of the reduced speed limit on road safety was assessed by analyzing collision data for two periods, pre-COVID (2017-2019) and COVID (2019-2021), compared to the period after setting the new speed limit (2021-2022). Two-sample t-tests were employed to examine the change in speeds. The analysis revealed statistically significant reductions in the overall number of collisions and injuries and fatalities resulting from collisions, by 25% and 31%, respectively. The study also categorized neighborhoods and roads to demonstrate the areas that experienced the greatest benefits. Speed data showed statistically significant reductions in the average and 85th percentile speeds, with drivers lowering their speeds at 115 locations, accounting for 53% of the surveyed locations. Moreover, higher speed reductions were observed on local roads compared to collector roads, and narrower roads compared to wider roads.. Overall, the study demonstrates that reducing the speed limit can lead to lower speeds and fewer collisions on the roads, creating a safer road environment for drivers, pedestrians, and cyclists. Additionally, it provides a detailed framework for municipalities to evaluate the effectiveness of their speed limit reduction programs.

AgX-based hybrid coordination polymers: mechanochemical synthesis, structure and luminescence property characterization.

Hybrid coordination polymers are interesting for their ability to converge the properties of both inorganic and organic systems in one single compound and recently attention has been focused on silver based hybrid coordination polymers due to their luminescence properties. We searched the CSD to establish the propensity of AgXL (X = Cl-, Br- and I-) with L as an organic ligand to form hybrid coordination polymers. About 800 AgXL structures are deposited in the CSD, with huge structural variability: indeed, it is possible to recognize some structural preferences based on the halide nature. The formation of an inorganic polymeric unit is favoured by iodide but it is also possible with the other halides. This research continues with the synthesis of AgX (X = I-, Br-) based coordination polymers with 2-, 3- and 4-picolylamine (n-pica) as ligands. By mechanochemical synthesis five new hybrid coordination polymers and one coordination polymer have been obtained and their structures determined. While [(AgI)(n-pica)]n are not luminescent, [(AgBr)(n-pica)]n emit and their profile depends on the crystallinity of the sample.

Lesson learned from the application of intersection safety devices in Edmonton.

The City of Edmonton began its intersection safety device (ISD) program in 2009 with the installation of 50 cameras throughout the city. The ISDs are approach-specific and combine automated enforcement of red-light running and speed violations during the red and green phases of the intersection control. The goal of this study is to evaluate the safety performance of ISDs within the city of Edmonton, Canada and to identify factors that can lead to successful selection of future ISD sites. A before-and-after Empirical Bayes (EB) method is used to account for regression-to-the-mean and other confounding factors. A safety performance function and yearly calibration factors are developed using data from a set of reference intersections within Edmonton. The before-and-after analysis is applied at the overall intersection level and for each approach of the ISD intersections. The results showed significant reductions that ranged from 12% to 25% for total collisions, and from 33% to 43% for angle collisions. No significant reduction was observed for severe collisions at the intersection level, however significant reductions were found at the approach level at locations with a relatively higher collision history. The impact of site selection criteria on collision reduction was also evaluated. Greater reductions were found at sites with a higher collision frequency. Additionally, the impact of intersection characteristics on collision reduction was investigated. Speed limits, presence of separated right turn lane and the number of lanes were found to impact ISD collision reduction.