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ZeroAvia announced a development collaboration with Alaska Air Group, the parent company of Alaska Airlines, for a hydrogen-electric powertrain capable of flying 76-seat regional aircraft in excess of 500 NM. Alaska is also joining the list of top investors for the company, alongside a fellow Seattle-based Amazon Climate Pledge Fund and Bill Gates's Breakthrough Energy Ventures. Alaska Airlines has also secured options for up to 50 kits to begin converting its regional aircraft to hydrogen-electric power through ZeroAvia's zero-emission powertrain. Zero emission would be a huge step, and nice to see Bezos and Gates both involved.

DRIVERS-TREATMENT-TTHM-POLLUTION-SCARCITY-FUNDING Disinfection by-products (DBP) are a class of chemical by-products also referred to as trihalomethanes (THMs), formed when chlorine or bromine interacts with the natural organic materials found in water. DBPs also include other formed products, such as haloacetic acids, haloacetonitriles, haloketones, and chlorophenols. The composition and levels of specific DBPs are determined by water quality, water treatment conditions, and disinfectant type (IPCS, 2000). Primary sources of DBPs are chlorinated drinking water and recreational water bodies, such as swimming pools. In drinking water, trichloromethane is the predominant DBP, usually found at much higher levels than bromodichloromethane; tribromomethane is the least abundant (Krasner et al., 1989). DBPs are volatile at room temperature and can be detected in ambient air during activities such as showering, bathing, dishwashing, and swimming (Backer, et al., 2000; Gordon et al., 2006). Trichloromethane has industrial applications and is used to produce refrigerants and feedstock. It may be released into the environment where chlorine-based chemicals are used for bleaching and disinfecting processes or disposed at hazardous waste sites (IPCS, 2004; LaRegina, et al. 1986). Tribromomethane has limited industrial uses, mainly in geological assaying, electronics manufacturing, and as a solvent in laboratory analyses (ATSDR, 2005). DBPs tend not to bioaccumulate in aquatic organisms or persist in open or surface waters or soils, but they can remain in water within closed pipe systems. Workplace exposure may occur during the production of trichloromethane or tribromomethane, or in workplaces where DBPs may be generated, such as pulp or paper manufacturing, swimming pools, and water treatment plants (IPCS, 2004).

DRIVERS-POLLUTION-TREATMENT-SCARCITY-INFRASTRUCTURE Total trihalomethanes (TTHM) are a group of disinfection byproducts that form when chlorine compounds that are used to disinfect water react with other naturally occurring chemicals in the water. They are colorless, and will evaporate out of the water into the air. There are four significant TTHM potentially found in disinfected drinking water and their combined concentration is referred to as total TTHM. Levels of TTHM generally increase in the summer months due to the warmer temperatures, but can also be affected by seasonal changes in source water quality or by changing amounts of disinfection added. Water systems often can experience temporary increases in TTHM due to short-term increases in chlorine disinfection. Chlorine disinfection increases can occur when there is a water main break, when water systems are under repair, or when there is a potential microbial (example: bacteria) problem or threat.

Using this new paint to cover a roof area of about 1,000 square feet could result in a cooling power of 10 kilowatts. "That's more powerful than the air conditioners used by most houses," Ruan said.

Most of what we hear about greenhouse gases is associated with carbon dioxide. This research focused on removal of methane, which would have a higher payback if a deployable solution can be identified. "...removing about three years-worth of human-caused emissions of the potent greenhouse gas would reduce global surface temperatures by approximately 0.21 degrees Celsius while reducing ozone levels enough to prevent roughly 50,000 premature deaths annually." The case for funding this technology is strong - "Removing methane from the atmosphere could reduce temperatures even faster than carbon dioxide removal alone because methane is 81 times more potent in terms of warming the climate over the first 20 years after its release, and about 27 times more potent over a century. Methane removal also improves air quality by decreasing the concentration of tropospheric ozone, exposure to which causes an estimated one million premature deaths annually worldwide due to respiratory illnesses."

The U.S. Environmental Protection Agency on Thursday finalized a rule that will slash the use of a potent climate-warming gas commonly used in refrigerators and air conditioners by 85% over the next 15 years, a move that will help halve greenhouse gas emissions this decade. he EPA and White House also announced on Thursday that the administration will take an interagency approach to prevent the illegal trade, production, use, and sale of HFCs and prepare for enforcement actions to punish violations of the law.

A good pair to my previous post - a nice summary of what needs to happen for electric propulsion in aviation. Four concepts are discussed: air taxis, 20-passenger commuter aircrafts, 50-passenger regional jets and 150-passenger, single-aisle 737 class aircraft.

"Formation of a surface layer, whether it is based on an oxide, carbonate, sulfate, or any other compound, is a major factor in corrosion resistance, particularly if the layer effectively isolates the metal substratum from the environment. Such a naturally formed coating must be diffusion- and moisture-resistant to be effective. Ordinary iron does not naturally form an effective barrier; its rust permits oxygen and moisture to penetrate and continue rusting. Thus, unless precautions are taken, such as applying a protective coating over the surface, failure will eventually occur."

You know that universal sign we give truckers, hoping they'll sound their air horns? Well, you're gonna be hearing a lot less honking in the future. And with good reason. The absence of an actual driver in the cab. We may focus on the self-driving car, but autonomous trucking is not an if, it's a when. And the when is coming sooner than you might expect. As we first reported last year, companies have been quietly testing their prototypes on public roads