New directions: Potential climate and productivity benefits from CO 2 capture in commercial buildings

Primarily because of humanity’s heavy reliance on fossil fuels, ambient CO2 levels have risen from 280 ppm in preindustrial times to 400 ppm today, and levels continue to rise by a few ppm per year (Tans and Keeling, 2014). Progress toward stabilizing atmospheric CO2 levels can be achieved not only through reducing emissions but also through the engineering of new or enhanced sinks of atmospheric CO2. Research and private sector initiatives on removing CO2 from ambient air (Boot-Handford et al., 2014) lead us to consider this challenge in the context of a well-known indoor air quality concern: elevated CO2 concentrations in occupied buildings.NRF (Natl Research Foundation, S’pore)Accepted versio

Motivation for Air-Launch: Past, Present, and Future

Air-launch is defined as two or more air-vehicles joined and working together, that eventually separate in flight, and that have a combined performance greater than the sum of the individual parts. The use of the air-launch concept has taken many forms across civil, commercial, and military contexts throughout the history of aviation. Air-launch techniques have been applied for entertainment, movement of materiel and personnel, efficient execution of aeronautical research, increasing aircraft range, and enabling flexible and efficient launch of space vehicles. For each air-launch application identified in the paper, the motivation for that application is discussed

Associations between respiratory illnesses and secondhand smoke exposure in flight attendants: A cross-sectional analysis of the Flight Attendant Medical Research Institute Survey

Abstract Background Secondhand tobacco smoke (SHS) is associated with increased risk of respiratory illness, cancer, and cardiovascular disease. Prior to smoking bans on airlines in the late 1980s, flight attendants were exposed to a significant amount of SHS. In the present study, we examine associations between flight attendant SHS exposure and development of respiratory illnesses and cardiovascular disease. Methods Between December 2006 and October 2010, three hundred sixty-two flight attendants completed an online questionnaire with information regarding experience as a flight attendant, medical history, smoking history, and SHS exposure. Rates of illnesses in flight attendants were compared with an age and smoking history matched population sample from NHANES 2005-2006. Logistic regression analysis was used to examine the association of reported medical conditions and pre-ban years of exposure. Results Compared with the sample from NHANES 2005-2006, flight attendants had increased prevalence of chronic bronchitis (11.7% vs. 7.2%, p < 0.05), emphysema/COPD (3.2% vs. 0.9%, p < 0.03), and sinus problems (31.5% vs. 20.9%, p < 0.002), despite a lower prevalence of medical illnesses including high blood pressure, diabetes, high cholesterol, heart failure, cancer, and thyroid disease. Amongst flight attendants who reported never smoking over their lifetimes, there was not a significant association between years of service as a flight attendant in the pre-smoking ban era and illnesses. However, in this same group, there was a significantly increased risk of daily symptoms (vs. no symptoms) of nasal congestion, throat, or eye irritation per 10-year increase of years of service as a flight attendant prior to the smoking ban (OR 2.14, 95% CI 1.41 - 3.24). Conclusions Flight attendants experience increased rates of respiratory illnesses compared to a population sample. The frequency of symptoms of nasal congestion, throat or eye irritation is associated with occupational SHS exposure in the pre-smoking ban era

Lessons from the removal of lead from gasoline for controlling other environmental pollutants: A case study from New Zealand

<p>Abstract</p> <p>Background</p> <p>It took over two decades to achieve the removal of leaded gasoline in this country. This was despite international evidence and original research conducted in New Zealand on the harm to child cognitive function and behaviour from lead exposure.</p> <p>Objective</p> <p>To identify lessons from the New Zealand experience of removing leaded gasoline that are potentially relevant to the control of other environmental pollutants.</p> <p>Discussion</p> <p>From the available documentation, we suggest a number of reasons for the slow policy response to the leaded gasoline hazard. These include: (1) industry power in the form of successful lobbying by the lead additive supplier, Associated Octel; (2) the absence of the precautionary principle as part of risk management policy; and (3) weak policymaking machinery that included: (a) the poor use of health research evidence (from both NZ and internationally), as well as limited use of expertise in academic and non-governmental organisations; (b) lack of personnel competent in addressing technically complex issues; and (c) diffusion of responsibility among government agencies.</p> <p>Conclusion</p> <p>There is a need for a stronger precautionary approach by policymakers when considering environmental pollutants. Politicians, officials and health workers need to strengthen policymaking processes and effectively counter the industry tactics used to delay regulatory responses.</p

Hydrogeology and land subsidence, Edwards Air Force Base, Antelope Valley, California, January 1989-December 1991 /

Shipping list no.: 93-0547-P.Includes bibliographical references (p. 72-74).Mode of access: Internet