Formulation engineering is concerned with the manufacture and use of microstructured materials, whose usefulness depends on their microstructure. For example, the taste, texture and shine of chocolate depends on the cocoa butter being in the right crystal form - when chocolate is heated and cooled its microstructure changes to the unsightly and less edible 'bloomed' form. Formulated products are widespread, and include foods, pharmaceuticals, paints, catalysts, structured ceramics, thin films, cosmetics, detergents and agrochemicals, with a total value of £180 bn per year. In all of these, material formulation and microstructure control the physical and chemical properties that are essential to the product function. The research issues that affect different industry sectors are common: the need is to understand the processing that results in optimal nano- to micro structure and thus product effect. Products are mostly complex soft materials; structured solids, soft solids or structured liquids, with highly process-dependent properties. The CDT fits into Priority Theme 2 of the EPSRC call: Design and Manufacture of Complex Soft Material Products. The vision for the CDT is to be a world-leading provider of research and training addressing the manufacture of formulated products. The UK is internationally-leading in formulation, with many research and manufacturing sites of national and multinational companies, but the subject is interdisciplinary and thus is not taught in many first degree courses. A CDT is thus needed to support this industry sector and to develop future leaders in formation engineering. The existing CDT in Formulation Engineering has received to date > £6.5 million in industry cash, has graduated >75 students and has 46 currently registered. The CDT has led the field; the new National Formulation Centre at CPI was created in 2016, and we work closely with them. The strategy of the new Centre has been co-created with industry: the CDT will develop interdisciplinary research projects in the sustainable manufacture of the next generation of formulated products, with focus in two areas (i) Manufacturing and Manufacturability of New Materials for New Markets 'M4', generating understanding to create sustainable routes to formulated products, and (ii) 'Towards 4.0rmulation': using modern data handling and manufacturing methods ('Industry 4.0') in formulation. We have more than 25 letters from companies offering studentships and >£9 million of support. The research of the Centre will be carried out in collaboration with a range of industry partners: our strategy is to work with companies that are are world-leading in a number of areas; foods (PepsiCo, Mondelez, Unilever), HPC (P+G, Unilever), fine chemicals (Johnson Matthey, Innospec), pharma (AstraZeneca, Bristol Myers Squibb) and aerospace (Rolls-Royce). This structure maximises the synergy possible through working with non-competing groups. We will carry out at least 50 collaborative projects with industry, most of which will be EngD projects in which students are embedded within industrial companies, and return to the University for training courses. This gives excellent training to the students in industrial research; in addition to carrying out a research project of industrial value, students gain experience of industry, present their work at internal and external meetings and receive training in responsible research methods and in the interdisciplinary science and engineering that underpin this critical industry sector.

More than 80% of world energy today is provided by thermal power systems through combustion of fossil fuels. Because of their higher energy density and the extensive infrastructure for their supply, liquid fuels will remain the dominant energy source for transport for at least next few decades according to 2019 BP Energy Outlook report. In order to decarbonise the transport sector, the Intergovernmental Panel on Climate Change highlights the important role that biofuels and other alternative fuels such as hydrogen and e-fuels could, in some scenarios provide over 50% of transport energy by 2050. The importance of the renewable transport fuel is also recognized by the UK Government's revised Renewable Transport Fuel Obligation published in April 2018 which sets out the targeted amount of biofuels to 12.4% to be added to regular pump fuel by 2032. In practice, there are several obstacles which hinder the application of low-carbon and zero-carbon fuels. As a zero-carbon fuel, hydrogen can be produced and used as an effective energy storage and energy carrier at solar and wind farms. But its storage and transport remain a significant challenge for its wider usage in engines due to the complexity and substantial cost of setting up multiple fuel supply infrastructure and on-board fuelling systems. Although the low-carbon renewable liquid fuels, such as ethanol and methanol produced from hydrogen and CO2, can be used with the existing fuel supply systems, the significantly lower energy density, which is about half of that of gasoline/diesel, makes them unfavourable to be directly applied in the existing engines for various applications (e.g. automotive, flying cars, light aircraft, heavy duty vehicles, etc.) with high requirements on power density. Whilst there is a drive to move towards electrification to meet the reduction of the carbon emissions, it is vital to innovate developments in advanced hybrid electrical and engine powertrain to provide additional options for future low-carbon transport. This research aims to carry out ground-breaking research on three innovative technologies covering both fuels and propulsion systems: nanobubble fuels and Nano-FUGEN system, fuel-flexible BUSDICE and DeFFEG system. The technologies either in isolation or as a hybrid have the potential to make a major contribution in addressing the challenge of decarbonising the transport sector. At first, I will explore how the nanobubble fuel (nano-fuel) concept can be used as a carrier for renewable gas fuels in liquid fuels in the form of nanobubbles. The technology can be implemented with minimal new development to the combustions engines and hence has the potential to make immediate impact on reducing CO2 emissions through better engine efficiency and increased usage of renewable energy. Secondly, a novel 2-stroke fuel-flexible BUSDICE (Boosted Uniflow Scavenged Direct Injection Combustion Engine) concept will be systematically researched and will involve development work for adapting to be used with both conventional fossil fuels and low-carbon renewable fuels (e.g. ethanol and methanol) and simultaneously achieve superior power performance and ultra-low emissions. At last, based on the developed BUSDICE concept, a Dedicated Fuel-Flexible Engine Generator (DeFFEG) will be further developed by integrating a linear generator and a gas spring chamber, therefore enabling advanced electrification and hybridisation for a range of applications, including automotive, aviation and marine industries. Overall, the proposed project is an ambitious and innovative study on the fundamentals and applications of the proposed fuel and propulsion technologies. The research not only has great potential to bring about new and fruitful academic research areas, but also will help to develop next-generation fuel and propulsion technologies towards meeting Government ambitions targets for the future low-carbon and zero-carbon transport.

Antimicrobials, commonly known as antibiotics, are becoming less effective because of resistance. Antibiotic resistance is when bacteria or other microbes change so that antibiotics no longer work to treat infections. Antibiotic resistance is a global problem that is being made worse by antibiotic overuse. We can combat antibiotic resistance by developing better antibiotics as well as improving the way we use existing ones. Patients will continue to need antibiotics, particularly to treat serious infections, like sepsis, so we need to improve how they are used. Right now, 'broad-spectrum' antibiotics, that kill a wide range of bacteria, are often given in high doses to ensure that enough antibiotic reaches the microbes at the site of infection. Much higher doses than would be needed if we could deliver antibiotics just at the site of infection are used. These antibiotics kill many of the beneficial 'resident' bacteria living in our bodies, which drives resistance. It would be much better if we could use a 'personalised medicine' approach where antibiotics are delivered locally, at the site of infection, at doses necessary to treat the problem. By giving lower doses of targeted treatment and avoiding exposure of the normal colonising bacteria to antibiotics, our vision is to improve health outcomes and reduce the selection of resistant microbes. Our project involves using tiny bubbles similar to those already used with ultrasound scanning to study the flow of blood through the heart and are currently being tested to treat cancers. These bubbles are given by injection into a vein. We propose to develop bubbles so that they can deliver antibiotics directly to a site of infection. The bubbles can also be burst using higher powered ultrasound, which is another possible way to kill bacteria. The bubbles are tiny, not much bigger than the bacteria, and will be coated with molecules that will allow the bubbles to stick to the surface of specific bacteria. This is known as 'molecular targeting'. By combining bubbles with ultrasound to trigger the release of antibiotics just at the site of infection, we aim to reduce the amount of antibiotics required to kill bacteria, without killing the helpful bacteria that live elsewhere in the body. Antibiotics often fail because the bacteria create their own local environment, the "biofilm", full of sticky chemicals, which also reduces the killing effects of antibiotics. Our approach will harness the energy released when an ultrasound pulse bursts bubbles to help drive drugs deep into this "biofilm" and hence help kill bacteria more effectively. In addition to getting more antibiotic into a biofilm, these drug-loaded bubbles will allow us to deliver new types of drugs, e.g. antimicrobial peptides (AMPs). AMPs are very effective at killing bacteria, but many cannot be given in the usual way, via a drip, into a vein to treat infections because they tend to be broken down in the blood before getting to the infection site. We can overcome this problem by loading the AMPs into tiny protective capsules attached to the bubbles and release them where/when they are required. Finally, we plan to investigate if bacteria can be released from their local biofilm environment using bubbles plus ultrasound. Here we will harness the mechanical energy released by bursting bubbles to break up the biofilm. The bacteria released from the biofilm are known as 'planktonic' and are more susceptible to conventional antibiotic treatments. In summary, we propose to: 1. Develop new targeting agents to bind bubbles to bacteria and new drug-loaded cargoes to kill bacteria/ destroy biofilms. 2. See if bubbles and ultrasound can be used together to deliver drugs into bacterial biofilms and kill bacteria more effectively. 3. Use our approaches to deliver drugs that cannot currently be used to treat patients because they are broken down in the blood.

Powered by data, Industrial Digital Technologies (IDTs) such as artificial intelligence and autonomous robots, can be used to improve all aspects of manufacturing and supply of products along supply chains to the customer. Many companies are embracing these technologies but uptake within the pharmaceutical sector has not been as rapid. The Medicines Made Smarter Data Centre (MMSDC) looks to address the key challenges which are slowing digitalisation, and adoption of IDTs that can transform processes to deliver medicines tailored to patient needs. Work will be carried out across five integrated platforms designed by academic and industrial researcher teams. These are: 1) The Data Platform, 2) Autonomous MicroScale Manufacturing Platform, 3) Digital Quality Control Platform, 4) Adaptive Digital Supply Platform, and 5) The MMSDC Network & Skills Platform. Platform 1 addresses one of the sector's core digitalisation challenges - a lack of large data sets and ways to access such data. The MMSDC data platform will store and analyse data from across the MMSDC project, making it accessible, searchable and reusable for the medicines manufacturing community. New approaches for ensuring consistently high-quality data, such as good practice guides and standards, will be developed alongside data science activities which will identify what the most important data are and how best to use them with IDTs in practice. Platform 2 will accelerate development of medicine products and manufacturing processes by creating agile, small-scale production facilities that rapidly generate large data sets and drive research. Robotic technologies will be assembled to create a unique small-scale medicine manufacturing and testing system to select drug formulations and processes to produce stable products with the desired in-vitro performance. Integrating several IDTs will accelerate drug product manufacture, significantly reducing experiments and dramatically reducing development time, raw materials and associated costs. Platform 3 focusses on the digitalisation of Quality Control (QC) aspects of medicines development which is important for ensuring a medicine's compliance with regulatory standards and patient safety requirements. Currently, QC checks are carried out after a process has been completed possibly spotting problems after they have occurred. This approach is inefficient, fragmented, costly (>20% of total production costs) and time consuming. The digital QC platform will research how to transform QC by utilising rich data from IDTs to confirm in real time product and process compliance. Platform 4 will generate new understanding on future supply chain needs of medicines to support adoption of adaptive digital supply chains for patient-centric supply. IDTs make smaller scale, autonomous factory concepts viable that support more flexible and distributed manufacture and supply. Supply flexibility and agility extends to scale, product variety, and shorter lead-times (from months to days) offering a responsive patient-centric or rapid replenishment operating model. Finally, technology developments closer to the patient, such as diagnostics provide visibility on patient specific needs. Platform 5 will establish the MMSDC Network & Skills Platform. This Network will lead engagement and collaboration across key stakeholder groups involved in medicines manufacturing and investments. The Network brings together the IDT-using community and other relevant academic and industrial groups to share developments across pharmaceuticals and broader digital manufacturing sectors ensuring cross-sector diffusion of MMSDC research. Existing strategic networks will support MMSDC and act as gateways for IDT dissemination and uptake. The lack of appropriate skills in the workforce has been highlighted as a key barrier to IDT adoption. An MMSDC priority is to identify skills needs and with partners develop and deliver training to over 100 users

Ammonia, a highly hydrogenated molecule, has been identified as an important means to support a transition to hydrogen economy, as it can be used to store and distribute hydrogen easily because of the already existing infrastructure for transport and storage of ammonia. If hydrogen is to be extracted from ammonia at the point of use, the thermo-catalysis of ammonia back to hydrogen requires a high amount of energy. Preferably ammonia is used directly as a carbon-free liquid fuel for combustion engines in power generation, marine vessels and long-haul vehicles where batteries cannot be used due to their low energy density (hence large volume and weight), high cost and long charging times. However, the significantly lower energy density (as measured by calorific value) of ammonia requires much larger fuel storage space and weight to be used. More importantly, the direct application of ammonia in combustion engines suffers from incomplete combustion and poor engine performance due to ammonia's higher ignition energy, higher auto-ignition temperature as well as significantly lower flame speed. In order to address the aforementioned challenges of ammonia and hydrogen for their applications in transport, a new type of liquid ammonia blended with hydrogen will be researched and demonstrated in this project with advanced modelling and experimental techniques. The proposed novel fuel has both ammonia and hydrogen molecules, and will enable (1) immediate and wider use of carbon free ammonia and hydrogen in existing engines, particularly for long haul vehicles, marine vessels and power generators, (2) significantly improved engine performance and lower emissions through increased energy density, faster and complete combustion. Therefore, the developed liquid ammonia blended with hydrogen would enable an immediate, cost-effective and 100% reduction in CO2 emissions to achieve net zero target in long haul transport, shipping, and power generation sectors by and beyond 2050 that will be difficult to achieve with existing technologies in use or in development.