2015: Regent’s Park International Airport

A line of limousines and taxis snakes its way into the Royal Park to deliver 300 well-heeled passengers and their smart luggage to the discreet air terminal. They are in no rush because the flight they are about to board to New York will take two days.

Moored on the grass outside the terminal is a 600ft long behemoth, a vast Hybrid Air Vehicle. A cross between a balloon and an aircraft wing, this new-wave blimp is filled with non-flammable helium and air. Slung beneath is a vast passenger cabin akin to a miniature first-class cruise ship with dining rooms, a ballroom, bars and a casino.

For the same price as a club-class plane ticket, these 300 discerning travellers will eat, sip cocktails and dance as they float serenely across the Atlantic.

There is no runway; there is no need. Once clearance is given for take-off, the captain disengages the hover cushions that suck the craft to the ground, directs the thrust of four 8,000hp engines down, and powers the ship up to 9,000ft.

In 48 hours they will touch down in New York harbour, having burned just a fifth of the fuel used by an aeroplane. It’s a stress-free hop from central London to the centre of Manhattan, with no lengthy airport connections at either end, and no icebergs either.

The doomed R101 in one of the hangers

Airship travel has been a distant dream ever since a catastrophic fire in 1937 ripped through the  LZ-129 Hindenburg as it neared its mooring mast in New Jersey, killing thirty-five people on board and one man on the ground.

Reporter Herbert Morrison’s vivid eye-witness testimony would become the industry’s epitaph: ‘It’s a terrific crash, ladies and gentlemen. It’s smoke, and it’s in flames now; and the frame is crashing to the ground… Oh the humanity!’

Could an industry dogged by tragedy and belonging to a bygone era finally have found the technology to cruise back into the mainstream?

The American Department of Defense thinks so. They have just handed a £315 million contract to design and build the world’s largest flying object to a small British company based in Bedfordshire. Having beaten aviation giants Lockheed Martin, Hybrid Air Vehicles have just four months to build the belly and bones of the craft – the payload module, the fuel tanks, the four engines, the propulsion ducts and bow thrusters (the prototype is pictured on the previous pages).

If all goes to plan these parts will leave its secure manufacturing facility in May, be loaded on a vast Antonov cargo plane, and flown to Arizona where they will join up with the ‘envelope’ (ie, the balloon).

Once assembly is complete, military technology giant Northrop Grumman will add the top-secret surveillance equipment and the vehicle will travel on its own power to a U.S. army base on the east coast of the United States. Once there the U.S. military will put the fully assembled 300ft long craft through its places, flying it with pilots and without.

When it finally completes testing and trials in January 2012, it will leave the US and fly back across the Atlantic to the UK, the first time this has happened since the heyday of Zeppelins in the Thirties.

Guided by a three-man crew, the giant ship will stay at a U.S. Army base here, ready to be deployed. It will be available for use in Afghanistan where it can be flown remotely, climbing to 20,000ft and circling for 21 days, an omniscient god perpetually surveying the battlefield and giving advance warnings of IED attacks and ambushes.

The Cardington airship hangars in Bedfordshire

A zeppelin in a war zone?

Testing has shown that bullets, even missiles pass directly through the envelope because of the incredibly low pressure. Reassuringly, the company insists it has come a long way from the technology of the Thirties.

The 60 per cent helium and 40 per cent air mix replaces flammable hydrogen. And where the classic cigar-shaped Zeppelins struggled against the wind, hybrids use it in combination with their aerodynamic shape  to get more lift. They are helped by vectored thrust, like a Harrier jet, which directs the engine output downwards to provide vertical lift and allows them to take off carrying heavy payloads, even in high winds. They also burn less fuel than a plane while hauling more cargo and, with hovercraft-style landing gear, they don’t require an airport. They can even touch down on water.

The vast 800ft-long Cardington Airship Hangars in Bedfordshire are an eerie sight, dominating the skyline for miles around. Here history looms large.

In 1916 about 800 people worked at Cardington for Shorts Brothers, producing their first airship in 1918. In hard times after the war, the station was closed and construction abandoned, reopening again in 1924 as part of the Imperial Airship Service.

It was in Cardington that the 777ft-long R101, the then biggest airship in the world, was built, and from here that it began its ill-fated final voyage at 6.24pm on Saturday October 4, 1930 bound for India; first planned stop Egypt.

R101 reached London by 8pm, crossed the Channel in two hours, and at midnight a final message went out: ‘15 miles SW of Abbeville speed 33 knots. Wind 243 degrees (West South West) 35 miles an hour. Altimeter height 1,500ft. Air temperature 51 Fahrenheit. Weather – intermittent rain. Cloud nimbus at 500 feet. After an excellent supper our distinguished passengers smoked a final cigar and having sighted the French coast have now gone to bed to rest after the excitement of their leave-taking. All essential services are functioning satisfactorily.’

Two hours later, R101 went into a steep dive, the nose hitting the ground at just 13.8mph. Then fire broke out, from which only eight of the 56 passengers and crew survived. Plans for more advanced and bigger airships were scrapped. After a brief resurgence during World War II when they made barrage balloons for the war effort, the Cardington sheds and the industry slid into decline.

Now, Cardington shed No 2 acts as a temporary home to Warner Brothers’ technicians. The cavernous space was just the job for a full-sized mock-up of Gotham  City for Christopher Nolan’s epic Batman series. The other largely derelict shed is out of bounds, a reminder of the industry’s capricious history.

How the new breed of Hybrid Air Vehicles would look over London’s Olympic complex

But just as cruise ships survived the Titanic disaster, so some enthusiasts never gave up hope for the airship. Among them was Roger Munk, the epitome of a charismatic British engineering visionary. The idea for the Hybrid Air Vehicle was his; he spent much of his  40-year career designing and building airships, completing a number of ‘lighter than air’ projects for the American military.

Yet his own work was haunted by the inherent danger of airships going up in flames. In 1995, a fire apparently caused accidentally during welding work set alight the Weeksville hangar in North Carolina. At half-a-mile long, it was the largest wood-construction building in the world. Supports for the 180-ton doors were being rebuilt when the fire took hold, burning the hangar to the ground and destroying his Sentinel 1000 blimp.

Munk refused to give up. He decided to begin a new project creating a vehicle that would solve some of the problems inherent in airships, especially ground handling and ballast issues. He based his 15-man team in portable huts in the shadow of the Cardington sheds, and went back to the drawing board.

With a small beer tent as a hangar, Munk created the concept of a hybrid. The first prototype was flown in 2000. Though Munk was able to oversee the final perfection of his vision, he died of a heart attack in February 2010 – before the team heard news that they had won the U.S. military contract.

The team now has 100 engineers and designers and the firm has ditched its draughty sheds for two brand new office buildings nearby. But if Hybrid Air Vehicles’ potential is taken up then the team hopes to begin manufacturing and storing the vehicles again in Cardington.

The 50ft long prototype itself seems otherworldly. Almost as wide as it is long, it is surprisingly balloon-like to the touch. Even the most cynical observer cannot disguise the thrill of childlike wonder on feeling just how light this huge craft is. The pressure inside it is just 0.1 psi – a car tyre is between 20 and 40 psi.

CEO Gary Elliott, the man largely responsible for putting together the Northrop Grumman deal, says: ‘We took existing technologies and the concept of an airship, took a step back and thought – why don’t we do this and this differently, so that it projects itself through the air?’

The Hybrid Air Vehicles’ flight simulator

In a nearby office a team of flight-control specialists occupies a meeting room. In the corner of another office sits a full-size mock-up of the cockpit, constructed entirely from cardboard. The cabinetry is the work of the team’s 70-year-old handyman.

Pilots sit here and try out all possible instrumentation combinations to find the most practical configuration. Who needs  virtual reality when you have a few old computer boxes and some photocopied instruments?

A few footsteps away, though, there is a concession to technology – a large simulator which operates using four screens linked to four networked, high-end gaming PCs. Veteran airship pilots, recruited from across the industry, with experience flying blimps and seaplanes, are teaching the computers how to react to various flying situations, so that when a remote operator issues the ship with a command, the automated system will be able to move the controls in the same way as a human pilot; in other words, they are teaching it to fly itself.

The system has been designed by another UK company, Blue Bear Systems Research. It designed the flight-control system of the Harrier jump jet and also designs UAVs (unmanned aerial vehicles) that can be launched and fly themselves autonomously along a pre-programmed route.

Although every Hybrid Air Vehicle (HAV) will be capable of being flown remotely as a military surveillance platform, it will also be able to operate with a three-man crew – a pilot, co-pilot and load master. It takes about 100 hours of flight training to convert a pilot, though they don’t all make the switch easily, often because they aren’t used to stopping in mid-air.

Dave Burns is a pilot with thousands of hours experience flying passenger airliners for BA and Monarch. He is the company’s test pilot and chief flight training officer, and also the man who will fly the HAV 304 back across the Atlantic.

‘It doesn’t respond like a plane at all,’ says Burns. ‘You move the stick, telling the ship to move, and nothing happens for three or four seconds – and then it responds, which can be a little disconcerting. Plus, the mass underneath it acts like a pendulum, always trying to make it come level again.

‘The difficult thing is landing and take-off. In the past airships had ropes and ground crew waiting; we don’t need those so now what you have to do is present the vehicle so it comes down very slowly.’

A German Graf Zeppelin visiting Britain in 1931

Although the first 300ft version of the craft has been commissioned by the U.S. military, the real commercial potential of the vehicles could be for heavy lifting, says director of sales Gordon Taylor who has been living and breathing the things through multiple prototypes since joining his friend Roger Munk in 1997.

‘Our hybrids are based on a blend of technologies, in the same way that a Toyota Prius is a hybrid because it runs on electricity and petrol,’ he says.

‘Firstly it uses aerodynamics. The shape is like a big wing – air moves over it, lower air pressure is created across the top of the wing and it creates lift. Only if it’s fully loaded does it need a runway, and even then, with a 20 knot headwind they can land in three hull lengths.

‘Secondly we use “lighter-than-air” technology. With a normal airship you moor it on the ground to a mast. In order to fly anywhere it has to take off ballast, then it floats up. In a hybrid we push ourselves forward and that immediately generates lift.

‘Thirdly we have vectored thrust: our propulsion ducts rotate like a jump jet. Finally, we have hovercraft-style landing gear – a cushion of air that means that you can land on any reasonably flat surface, including water. This also works in reverse to secure the vehicle to the ground by suction.’

The company has calculated that it would take only 20 minutes to move a shipping container from Milton Keynes to London by HAV – a journey that presently takes hours thanks to traffic. Add a road network that grinds to a halt after a seasonal dusting of snow and you suddenly find an application for a cheaper, faster form of transport.

The Hindenburg disaster at Lakehurst, New Jersey in 1937 which marked the end of the era of passenger-carrying airships

‘You can forget ice road truckers too in places with more extreme cold,’ he adds.

‘They can carry the same load that goes on the back of those trucks and they love the cold because you get more lift in the denser air. We have a version with a 20-ton payload, which is what a Lockheed C-130 Hercules carries. We have plans for craft to eventually carry up to 1,000 tons.’

The team is already in formal discussions with oil companies that routinely spend hundreds of millions of dollars on roads and airports every time they find a new supply of oil or gas. By using HAVs the oil companies would simply be able to touch down without need of an airport.

‘Some of these companies are paying a million dollars a day in the development of infrastructure.

‘You could run these hybrids in convoy too, of course. The price difference between air freight and shipping is huge – so what if you could move freight by air but for a similar price as a ship? It could mean a whole new market in transport.’

Later this year the full-scale version of the current prototype will become the largest flying object in the world. After its initial use in military surveillance and heavy lifting, it could be just a few years before passengers are floating around beneath them. Need to be in New York fast? Take a plane. Don’t mind being in New York a day later? Then take an HAV.

And precisely how long will it take after that  for us to see a fleet of orange easyBalloons hauling budget passengers to and from Malaga?

What could be more festive than spending a night locked in an art gallery with a dozen reindeer and a fridge full of psychedelic drugs?Soma, Carsten Höller‘s current installation in a former railway station in Berlin, purports to be offering exactly that. A pen running the length of the Hamburger Bahnhof, now the city’s contemparary art museum, contains 12 reindeer, 24 canaries, eight mice and two flies. Giant toadstool sculptures are planted on a mushroom clock that the reindeer can turn with their antlers, and at the centre is a mushroom-shaped “floating hotel” – a bed on a platform complete with minibar, yours for €1,000 a night. (There’s also a raffle giving away free places.)

The twist is that this is meant to be a scientific experiment, in which half the reindeer have been fed “fly agaric” mushrooms, which they consume naturally in the wilds of Siberia. It makes their urine hallucinogenic (some people believe that this is the origin of the story of Santa Claus’s sleigh being pulled by flying, red-nosed reindeers).

The urine is collected by handlers and stored in fridges by the walls, which also hold both dried and fresh fly agaric mushrooms. By day they’re locked, but at night the fridges are opened, allowing people staying over to sample the contents. However, because only half the reindeer are fed the mushrooms, it’s impossible to know which bottles, if any, contain hallucinogenic urine.

Tanja Klein, 28, won a competition to spend the night in the museum with her boyfriend, Sachar Kriwoj, 30. “I wasn’t going to go and drink six bottles of reindeer urine to find out,” says Klein. “I’m not into drugs, I’m into art.”

Höller hasn’t tried the urine, but he has tried the mushrooms. “They’re very unpleasant,” he says, speaking from his home in Stockholm. “And you throw up. The first four times I tried it, I became comatose. Then you wake up, throw up, and you don’t know where you are, or how long you’ve been asleep. The sixth time, I started to chant like a Tibetan monk.”

The title Soma comes from the name of the sacred libation drunk by the Indo-Persian followers of the Vedic religion, Hinduism’s 5,000-year-old parent. Its ancient text, the Rigveda, contains 114 hymns to “creative juice”, supposed to offer immortality. The recipe was lost, but in the 1960s researcher Robert Wasson hypo-thesised that soma was based on the fly agaric mushroom.

Höller’s installation sets out to test this hypothesis – and the possibility that art may change perceptions even more effectively than drugs. It takes the form of an experiment set in a playground: from that giant “double mushroom clock” the reindeer move with their antlers, to the “mice square”, based on an actual playground in Paris designed by sculptor Pierre Székely.

One side of the hall is the “test”, the other the “control”. Reindeer on the test side are fed the mushrooms. (“At least in principle,” says Höller, helpfully.) On each side, the reindeer urine is spread on the food of the other animals. From observation posts, visitors watch the behaviour of the canaries, mice and houseflies for signs of intoxication and form their own conclusions. “The experiment is completed in the minds of the visitors,” says Höller. “It’s very unscientific.” In other words, it’s an open question whether the reindeer are even fed the mushrooms at all: the power of suggestion makes you likely to observe something that may not take place.

Experimentation has been a part of Höller’s work since he began his career as an artist while still an agricultural research scientist in the early 1990s. He went on to install 2006′s Test Site, in Tate Modern’s Turbine Hall, which allowed gallery-goers to throw themselves down double-helix slides.

Overnight visitors to Soma have reported some strange events. Florian Wojnar, a friend of Höller’s, spent the night in the museum with his 11-year-old son. “He was really excited, because at some point, there were seven reindeer on one side and five on the other. In the morning, we counted again and there were six on each. I never saw them move.”

Dorothée Brill, the museum’s lead curator, says: “As far as we can tell, nobody’s done anything they shouldn’t have.” Staff at the restaurant, however, report that some guests “drink the minibar dry”.

It’s hard to resist the suspicion that the exhibition is intended as a microcosm of society, an allegory for democracy, with extra privileges and more fun for those able to pay. And, if this is an experiment, make no mistake: it’s you in the lab. Meanwhile, those tempted to make a Christmas visit should bear in mind that the Hamburger Bahnhof is closed on Christmas Eve. “The reindeer have somewhere else to be that day,” the museum explained.

• Soma is at the Hamburger Bahnhof, Berlin, until 6 February. Details:somainberlin.org

However initial alarm wore off when officers realised the 10 or so bears did not behave aggressively and were in fact docile and tame.

Police believe dog food was used to attract the animals onto the farm in British Columbia.

But they say the bears may have to be put down if they have become accustomed to living around humans.

Two people were arrested in the raid.

The five police who went to the farm near Christina Lake, close to the US border, to dismantle the marijuana plantation were amazed when the bears loped into view.

“They were tame, they just sat around watching. At one point one of the bears climbed onto the hood of a police car, sat there for a bit and then jumped off,” said Royal Canadian Mounted Police sergeant Fred Mansveld.

In Canada, feeding bears is illegal as it leads to bears associating food with humans and increases the likelihood of bears coming into towns and cities to look for food.

Conservation officers are deciding the fate of the bears

Laurie Santos studies primate psychology and monkeynomics — testing problems in human psychology on primates, who (not so surprisingly) have many of the same predictable irrationalities we do.

Ice and organic chemicals found on an asteroid back the theory that asteroids provided the Earth with the bare necessities of life

Astronomers have detected a coating of ice and organic chemicals on one of the largest asteroids in the solar system.

From the Guardian

The space rock, called 24 Themis, is roughly the size of Sicily and orbits the sun in the main belt of asteroids between Mars and Jupiter, more than 300 million kilometres from Earth.

Asteroid 24 Themis and two small fragments resulting from an impact more than 1bn years ago. Scientists were surprised to find ice and organic chemicals on the asteroid’s surface. Artist’s impression: Gabriel Pérez/Servicio MultiMedia

The discovery supports the idea that asteroids may have brought plentiful supplies of water and organic material to Earth in the distant past and so set the stage for the emergence of life.

Two independent groups confirmed the composition of the asteroid’s surface after observing the 200km-wide rock using Nasa’s Infrared Telescope Facility (IRTF) which sits on the summit of Mauna Kea in Hawaii.

Analysis of infrared light glinting off the surface of the asteroid revealed that some wavelengths were being absorbed by water molecules. Further investigation suggested complex organic molecules were also present. The findings are reported in two papers in the journal Nature.

“The organics we detected appear to be complex, long-chained molecules,” said Josh Emery, a planetary scientist at the University of Tennessee and lead author on one of the studies. “Raining down on a barren Earth in meteorites, these could have given a big kickstart to the development of life.”

The discovery of frozen water on the asteroid has surprised some scientists because the sun warms the surface enough for ice to melt. One possible explanation is that ice in the core of the asteroid is heated into water vapour, which seeps through pores in the rock and freezes temporarily when it reaches the surface.

In the second study, a team led by Humberto Campins at the University of Central Florida timed its observations to take account of the asteroid’s rotation every eight hours and produce a crude map of the surface. It shows that the entire surface of the asteroid is coated with a layer of frost no more than one ten-thousandth of a millimetre thick.

In an accompanying article, Henry Hsieh, a planetary scientist at Queens University in Belfast, likened the ice to a “living fossil”: a remnant of the solar system that many considered long gone.

“This is a thin layer of ice. It’s not like going outside on a snowy day,” he told the Guardian. “But we didn’t really think water would survive in the asteroid belt, and certainly not on the surface of an asteroid.”

The discovery is intriguing because it may finally explain how two thirds of the Earth came to be submerged in water, turning a parched rock into a haven for life.

The Earth formed close to the sun as a dry boulder 4.5bn years ago, but asteroids from cooler regions of space would have slammed into the surface for millennia, releasing any water they contained on impact. At the time, asteroids were more numerous and may have carried far more water than has been found on 24 Themis.

Some scientists believe asteroids may have delivered water to every planet in the solar system, but Earth’s rocky surface, size and orbit ensured water condensed and remained on the ground, ultimately forming vast seas and oceans.

“Each asteroid might not have carried a lot of water, but if you strike a planet with a few thousand or million of them, it would gradually build up,” Hsieh said.

The finding of frozen water as far out as the main asteroid belt suggests water might also be spread throughout alien solar systems. “The building blocks of life – water and organics – may be more common near each star’s habitable zone,” said Emery. “The coming years will be truly exciting as astronomers search to discover whether these building blocks of life have worked their magic there as well.”

From the NewScientist by Bob Holmes

The main reason is that the genetic engineering of animals – with the exception of mice – has been a slow, tedious process needing a lot of money and not a little luck. Behind the scenes, though, a quiet revolution has been taking place. Thanks to a set of new tricks and tools, modifying animals is becoming a lot easier and more precise. That is not only going to transform research, it could also transform the meat and eggs you eat and the milk you drink.

The first transgenic animals were produced by injecting DNA into eggs, implanting the eggs in animals and then waiting weeks or months to see if any offspring had incorporated the extra DNA. Often fewer than 1 in 100 had, making this a long, expensive process. “That’s just really inefficient,” says Scott Fahrenkrug, a geneticist at the University of Minnesota in St Paul.

In mice, geneticists found a way round this problem: producing cells with the desired modification first, before growing entire animals. The researchers alter the DNA in embryonic stem cells growing in a dish, then inject successfully modified cells into embryos. This yields chimeras with a mixture of cells that can be bred to produce mice in which all the cells are modified. It has become cheap and easy: there are now many millions of GM mice in labs worldwide, including extraordinary creations like the “supermouse” capable of running twice as far as normal, “brainbow” mice whose neurons light up in different colours and even mice that do not fear cats.

Saved by the clones

It is not yet possible to grow embryonic stem cells from other animals – except, since last year, rats – so this technique does not work for other species. However, improvements in cloning mean that for many species ordinary cells can be altered, and entire animals then produced by cloning cells with the desired modification.

At the same time, biologists have developed more efficient ways of adding DNA to cells, by hijacking natural genetic engineers such as viruses, and jumping genes capable of “copying and pasting” themselves. All these advances mean the effort and cost needed to produce GM animals has decreased a hundredfold, says Fahrenkrug.

Researchers are also developing far more precise ways of altering DNA, rather than relying on random insertion. One promising new tool is the zinc finger nuclease: a DNA-cutting enzyme attached to a “zinc finger” that can be customised to bind to specific DNA sequences. Zinc finger nucleases allow engineers to cut a cell’s DNA at a preselected spot. When the cell attempts to mend the cut, it often leaves out a few DNA letters or incorporates a few extra ones, so this method can be used to destroy, or knock out, specific genes.

“This will revolutionise genetic engineering of animals,” says Bruce Whitelaw, a geneticist at the Roslin Institute in Edinburgh, UK. “You can design your zinc finger to cut at a specific site in the genome, and it doesn’t matter what that genome is. It could be pig, sheep, dog, rat – it doesn’t matter.”

What’s more, in theory, if you also add a bit of DNA flanked by sequences matching those on either side of the cut, the cell should sometimes be tricked into repairing the cut by splicing in the added DNA – a process known as homologous repair. In other words, the extra DNA is added exactly where you want it. Rumour has it that researchers at the biotech company Sigma-Aldrich are the first to use zinc fingers to achieve this in animals.

The ability to easily and precisely modify animals will undoubtedly lead to huge pay-offs in research and medicine. Whether it will transform the animal products we consume is less clear.

The US Food and Drug Administration, which regulates GM animals, has yet to approve one for agricultural use. The first candidate, a fast-growing salmon, has been under review for more than a decade, in part because of fears it could affect wild populations. Such concerns would not apply to most farm animals or pets, and last year, the FDA appeared to be preparing the ground for commercial production of GM animals when it published guidance on the steps a company would have to take to obtain FDA approval. The European Union is working on a similar statement, but this is not expected to be finalised until 2012.

Ultimately, the adoption of GM farm animals may hinge on public opinion and the demand for the benefits they can offer. That demand may be felt most urgently in countries such as China, where meat consumption is skyrocketing. “I anticipate that genetically engineered livestock will be first used in China, Cuba and other places around the world, and then come to the US and Europe,” says James Murray, an animal geneticist at the University of California, Davis. “It’ll be the reverse of what you saw with the plants.”

So in 20 years’ time will GM animals be as widespread as their botanic counterparts are now? “Technologically, nothing is standing in our way,” says Fahrenkrug. “Really, the issue is coming down to: what are you going to make?” Some of the likeliest future developments are presented below.

Tasty meat, milk or eggs

Don’t expect a cow to walk up to your restaurant table and offer you a prime cut anytime soon. Nonetheless, genetically modified farm animals could provide us with more nutritious meat, milk and eggs, while causing fewer pollution problems and perhaps suffering less too.

Pigs whose muscles are enriched with omega-3s have already been created, and researchers are exploring similar options with milk. Meanwhile, a team at the University of Guelph in Ontario, Canada, has developed a pig that contains a gene for a bacterial enzyme that enables them to absorb more phosphorus from their feed. These “Enviropigs” excrete less than half as much phosphorus as ordinary pigs, thus reducing the pollution problem from intensively reared animals. The pigs have not yet been approved for human consumption, but China has begun importing them for testing. “They’re obviously very interested – they consume half of the world’s pork,” says Scott Fahrenkrug of the University of Minnesota. A similar effort under way in fish could reduce pollution from fish farms.

Animals could also be modified to reduce disease risk. Hematech of Sioux Falls, South Dakota, has created a cow that can’t get BSE because it lacks the protein that turns rogue and triggers mad cow disease. Other ideas being tried or considered include making pigs and chickens less susceptible to influenza, and chicken eggs that produce human antibodies to rotavirus, protecting people who eat the eggs against this common gastrointestinal pathogen.

Welfare could be improved, too. Cows have been modified to produce a compound that protects them against udder infections, for example. Engineering could also end the quick slaughter of half of all offspring of dairy cattle and laying hens, whose owners have little use for male animals. This could perhaps be done by inserting genes on a bull’s Y chromosome to cripple male-producing sperm. “The idea has been around for 15 years, but now the efficiency of making transgenics is so high that this problem will be solved within the next couple of years,” says Fahrenkrug, whose group is one of about 10 worldwide working on the issue.

Pets in all colours

The first genetically modified pet to go on sale was a medaka, or rice fish, with a green fluorescent jellyfish gene, launched in Taiwan in 2003. The “Night Pearl”, or TK-1, is sterilised before sale.

It was swiftly followed by the GloFish, a zebrafish with fluorescent genes from jellyfish or corals that has become a popular aquarium fish in the US and parts of Asia, with green, red and yellow versions available and more on the way. Like the medaka, it was a spin-off from scientific research. It is not approved in Australia, Canada, California or Europe, though there have been illegal imports. If released into the wild, it would only have a chance of surviving in tropical regions.

Several years ago, there was talk of genetically engineering cats and dogs that people would not be allergic to. That never happened, but new methods would make knocking out the relevant genes much easier if attempted today.

While there are valid reasons to be concerned about the welfare of GM pets, conventional breeding can also produce deformities, as seen in many dog breeds.

Pharming drugs

Genetic engineering is now a standard technique in the production of many protein-based drugs. Human insulin, for example, has long been produced by cultures of bacteria carrying the human insulin gene. Pharmaceutical companies are eager to turn animals into drug factories, too. That’s because animal cells alter many of their proteins by tacking on sugars and other “decorations”, an extra step that bacteria cannot perform. As a result, many proteins – most importantly, antibodies – work much better if they are made in animal cells.

One such animal-produced protein has already been approved for clinical use by the US Food and Drug Administration. An anticoagulant called antithrombin III is purified from the milk of genetically engineered goats created by GTC Biotherapeutics, a biotech company in Framingham, Massachusetts.

Many others are under development. The Dutch company Pharming has several products in the pipeline, including human lactoferrin produced in cow’s milk. This antimicrobial compound could be added to foods such as yoghurt. Open Monoclonal Technology of Palo Alto, California, has engineered rats to produce human antibodies. Its first product, an anti-cancer antibody for treating lymphoma, should be in clinical trials within two to three years. And Hematech of Sioux Falls, South Dakota, has produced cattle that it plans to use to make human antibodies to potential bioweapons such as anthrax and smallpox.

Understanding genes

We have around 23,500 genes. What do they all do, and which gene variants contribute to common diseases? By disabling genes to see what happens, geneticists can work out what they do. Until recently, however, this was possible only in mice, which are not always the best animals to use. Now genes can be “knocked out” in an ever-growing range of animals.

At the Medical College of Wisconsin, Howard Jacob has used zinc finger nucleases to knock out 43 genes in rats associated with increased risk of high blood pressure or kidney disease. Once, knocking out even a single gene in rats would have been enough to earn someone a doctorate. “I’ve now done 43 PhD’s work in nine months,” says Jacob. He is now raising the resulting animals to see to what extent each gene contributes to disease risk.

Tacking diseases

The new techniques are being used to create animals that are a big improvement on the mouse “models” used to study human diseases today. “Not only is this low-hanging fruit, it is easier politically to deal with,” says Scott Fahrenkrug at the University of Minnesota. “Most people are OK with this kind of work. The bigger issues are the agricultural ones.”

For instance, Randall Prather’s team at the University of Missouri in Columbia has disabled the CFTR gene in pigs, which causes them to develop symptoms of cystic fibrosis. Using these pigs, the researchers have shown that the lung inflammation characteristic of the disease in humans develops as a result of bacterial infection (Science Translational Medicine, vol 2, p 29ra31). Earlier mouse models of cystic fibrosis had been unable to resolve this question, because mice lacking the CFTR gene do not develop lung disease.

Fahrenkrug’s team have created pigs with high cholesterol by deleting a protein that mops up LDL cholesterol. Since the heart and arteries of pigs are roughly the same size as those of humans, the modified pigs are a realistic testbed for stents and other devices to keep blocked arteries open.

Xenotransplants

Many people die waiting for organ transplants. Animals could provide an unlimited supply, if only the human immune system did not reject them. So geneticists have been working for years to create pigs whose organs lack the molecules that trigger rejection, such as alpha 1,3-galactosyltransferase. The race is gathering momentum.

Already, a team led by Heiner Niemann at the Institute of Farm Animal Genetics in Mariensee, Germany, has begun testing pig organs modified to be compatible with monkey immune systems. The aim is to get monkeys to survive for 180 days after the transplant – a milestone that would mean they could begin considering trials in humans. So far, however, they have fallen short of that goal. “Occasionally you get the 180 days, but not on a regular basis,” says Niemann.

Meanwhile, Scott Fahrenkrug of the University of Minnesota and his colleagues are working on another major barrier to pig-to-human transplantation: the presence of dormant viruses within the pig genome that could, in theory, reawaken and infect a human recipient. Fahrenkrug has added a gene for a human antiviral protein into pigs in the hope that it will suppress the viruses. If it works, the likely first application will be transplants of insulin-producing islet cells from pigs to humans. “This is personal issue for me,” says Fahrenkrug. “I have friend and family members that have died from the complications of diabetes.”

Bob Holmes is a consultant for New Scientist based in Edmonton, Canada

It has long been a fascinating puzzle to scientists: Why did our apelike ancestors come down from the trees and develop brains many times larger than they actually needed? Many theories have been discussed, most of which revolve around social cooperation; big brains would have helped our ancestors develop language, make better tools, plan hunting strategies, and pass on complex culture to the next generation.

From Wired Magazine

Stewart Brand: Save the Slums

By Douglas McGray 09.21.09

Some people see a squatter city in Nigeria or India and the desperation overwhelms them: rickety shelters, little kids working or begging, filthy water and air. Stewart Brand sees the same places and he’s encouraged. The pioneering environmentalist, technology thinker, and founder of the Whole Earth Catalog has written a new manifesto, Whole Earth Discipline, in which he defends genetic engineering, nuclear power, and other longtime nemeses of the green left as good for the planet. Brand also makes a counterintuitive case that the booming slums and squatter cities in and around Mumbai, Nairobi, and Rio de Janeiro are net positives for poor people and the environment. Wired asked him to elaborate.

Nils Christie: Empty the Prisons

Thorkil Sonne: Recruit Autistics

Most occupations require people skills. But for some, a preternatural capacity for concentration and near-total recall matter more. Those jobs, entrepreneur Thorkil Sonne says, could use a little autism.

For the rest of the ideas, which I didn’t like so much, go to Wired Magazine

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