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Introduction: Patient safety within dental education is paramount. Wrong‐site surgery (WSS) tooth extraction is not uncommon and is a significant never event (NE) in dentistry. This study aimed to explore dental schools' undergraduate experience of NEs, safety interventions implemented and the impact on student experience. Methods: All 16 UK dental schools were surveyed via email. Results: The response rate was 100%. A modified World Health Organization (WHO) checklist was used within institutions (94%) including pre‐operative briefings and recording teeth on whiteboards (81%, respectively). Students were directly supervised performing extractions (63%) utilising a 1:4 staff: student ratio. WSS by students was reported in 69% of schools, with student experience being impacted by an increased patient safety focus. Discussion: This study demonstrated an increased utilisation of an adapted WHO checklist. Modification of practices to ensure patient safety was demonstrated at all schools, irrespective of student WSS occurrences. Institutions experiencing student NEs commonly implemented WHO checklists and recording teeth for extraction on whiteboards. Other strategies included direct staff supervision and pre‐operative briefings. Conclusion: UK dental schools have increased the emphasis on patient safety by the implementation of national healthcare models, for example WHO checklists and pre‐operative briefings. These strategies both aim to improve communication and teamwork. Increased levels of staff supervision foster greater quality of teaching; however, this has resulted in reduced student clinical experience. A proposed minimum standard for undergraduate surgery is suggested to ensure safe and competent dental practitioners of the future. [ABSTRACT FROM AUTHOR]

• CO 2 and NO x emission trends from the van sector in Great Britain are investigated. • Scenarios designed based on phasing out internal combustion engine vans by 2030. • The tailpipe net-zero target will be reached by 2050 under all scenarios. • A rapid transition to electric vans could achieve a substantial emission reduction. As a major emission contributor with significant growth potential, the light goods vehicles (vans) play an important part in achieving net-zero. In 2020 the UK government committed to phasing out sales of new internal combustion engine (ICE) vans by 2030, but the impact of the policy and how far are we to decarbonize the entire van fleet by 2050 is unclear. This paper investigates the CO 2 and NO x emission trends in the van sector in Great Britain under the 2030 ICE phase-out. ECCo model 1 1 http://www.element-energy.co.uk/sectors/low-carbon-transport/project-case-studies/ is used to forecast the future van population by powertrain. The annual van mileage is estimated based on the van activity survey 2 2 https://www.gov.uk/government/statistics/van-statistics-2019-to-2020. The instantaneous emission model PHEM, NAEI emissions inventory and remote sensing measurements are used to parameterize real-world driving emission factors of CO 2 and NO x. Scenarios have been set out to assess the impact of enablers and barriers affecting the pace of emission reductions. Results suggest vans are on track to reach the tailpipe net-zero target by 2050 under all scenarios, and the speed of NO x reduction is even faster. A rapid transition to battery electric vans in the early to mid-2020s will significantly lower CO 2 , with associated estimated monetary benefits of £1.3 billion. [ABSTRACT FROM AUTHOR]

The aim of this paper is to model the impacts of competition between cities on both the optimal welfare generating tolls and upon longer-term decisions such as business and residential location choices. The research uses a dynamic land use transport interaction model of two neighbouring cities and analyses the impacts by setting up a game between the two cities to maximise the welfare of their own residents. The work builds on our earlier research which studied competition in a small network using a static equilibrium approach for private car traffic without accounting for the land use responses to the change in accessibility. This paper extends the earlier work by setting up a dynamic model which includes active modes of travel and the more usual car and public transport in a realistic twin city setting and assesses the longer term relocation responses. This paper firstly sets out the competition between two hypothetical identical cities i.e. the symmetric case; and then sets out the real world asymmetric case in which the cities are of different size representative of Leeds and Bradford in the UK but equally applicable elsewhere too. We found that the level of interaction between the two cities is a key determinant to the optimal tolls and welfare gains. Our findings show that the competition between cities could lead to a Nash Trap at which both cities are worse off in terms of welfare gains. On the other hand, we found that cities, if regulated, would gain in terms of welfare and yet charge only half the toll compared with tolls under competition. We then show that the effect of competition increases with increased interaction between cities. In terms of residential location, cities with higher charges benefit from an increase in residents, though as with other studies, the relative change in population in response to cordon charging is small. The policy implications are threefold-(i) while there is an incentive to cooperate at local authority level, this is not achieved due to competition; (ii) where cities compete they may fall into a Nash Trap where both cities will be worse off compared to the regulated solution; and (iii) regulation is recommended when there is a strong interaction between the cities but that the benefits of regulation decrease as interaction between cities decreases and the impact of competition is lessened. [ABSTRACT FROM AUTHOR]

Abstract: This paper develops a system dynamics model of the UK take-up of electric vehicles over the next 40 years. The model extends previous work by to allow analysis of the UK market. The impact on uptake and CO2 emissions of factors such as subsidies, range, charge point availability, emission rates and a revenue preserving tax are considered. We show that subsidies have little impact on take-up under a traditional business as usual case. However, when we introduce a conditional marketing scenario, they play an important role in tipping the market into a successful trajectory. The sensitivity of the results to assumptions on word of mouth, average vehicle life and emissions rates are explored and we find that changing these can result in a greater impact on take-up and emissions than policy or vehicle attribute factors. Our results have important policy implications. [Copyright &y& Elsevier]

Argues that the often maligned English melodrama is far from being non-intellectual, out of control or stupid. Dramatist's consciousness of their craft; Proponent's claim for melodrama's importance and seriousness; Binary opposition between the spoken and unspoken that stalks melodrama's history; Factors that set the institutional place for melodrama.