compared with the first, whereas the prolactin response was unaltered. We now report the endocrine effects of repeated intravenous infusions of RX77368 in MND.Seven patients (six male, one female, age range 43-67) with MND' were given six intravenous infusions of'RX77368 on Mondays and Thursdays of three successive weeks, starting at 9.30 am on each occasion. The dose of RX77368 was 0-2 mg/kg, given over two hours. If side effects were unaccep- before, after one hour and at the end of the infusion, then at four and six hours after the infusion, and every morning at 9 am until the next infusion. All hormones were measured as previously described,' except that prolactin standards were obtained from the Division ofMolecular Endocrinology, Hammersmith Hospital, London. The detection limit for prolactin was 40 mU/l. Results were analysed using analysis of variance with Duncan's test for multiple comparisons. Correlations between groups were described using Spearman's test. The study was approved by the local ethics committee. Each time point has been ascribed a number in the order in which blood samples were taken, and is identified by this number in the graphs (fig). Samples were taken during and immediately after the infusions more rapidly than at other times, and thus the time scale of the points in the graph is not constant.The not, however, influence the effect ofRX77368 on the release of prolactin, further evidence that the TRH stimulated post receptor events in lactotrophs and thyrotrophs are differentially regulated. If RX77368 was administed on the present dose schedule over extended periods of time, thyrotoxicosis should not be a significant side effect. The baseline thyroid function would not alter, though there would be periods during and immediately after infusions when the peripheral thyroid hormones would be significantly elevated. The possibility thus exists of using RX77368 in such a way as to avoid the hazard of thyrotoxicosis.

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The transport sector in Latin America accounts for over one-third of CO2 emissions. Shifting passengers from private vehicles to high capacity public transit has been identified as critical to relieve congestion and decarbonize transport, and switching to cleaner bus technologies can provide additional benefits in mitigating greenhouse gas emissions while reducing noise and air pollution. The uptake of clean bus technologies in Latin America and the Caribbean is slower than in China, Europe, and the U.S.A. This paper focuses on deepening understanding of the financial barriers to adopting clean bus technologies by developing a cost-effectiveness analysis that (i) assesses the marginal cost of reducing an additional ton of CO2 when switching from diesel buses to clean bus options and (ii) identifies the main drivers that determine this cost. The methodology has been applied to Santiago, the capital city of Chile, and results show that, given the current context, compressed natural gas is not a cost-efficient option for this city, while both hybrid electric and electric buses are already a cost-efficient option to mitigate climate change.

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