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Hypertension during pregnancy is a leading cause of maternal mortality. Exposure to household air pollution elevates blood pressure (BP). To investigate the ability of a clean cookstove intervention to lower BP during pregnancy. We conducted a randomized controlled trial in Nigeria. Pregnant women cooking with kerosene or firewood were randomly assigned to an ethanol arm (n = 162) or a control arm (n = 162). BP measurements were taken during six antenatal visits. In the primary analysis, we compared ethanol users with control subjects. In subgroup analyses, we compared baseline kerosene users assigned to the intervention with kerosene control subjects and compared baseline firewood users assigned to ethanol with firewood control subjects. The change in diastolic blood pressure (DBP) over time was significantly different between ethanol users and control subjects (P = 0.040); systolic blood pressure (SBP) did not differ (P = 0.86). In subgroup analyses, there was no significant intervention effect for SBP; a significant difference for DBP (P = 0.031) existed among preintervention kerosene users. At the last visit, mean DBP was 2.8 mm Hg higher in control subjects than in ethanol users (3.6 mm Hg greater in control subjects than in ethanol users among preintervention kerosene users), and 6.4% of control subjects were hypertensive (SBP ≥140 and/or DBP ≥90 mm Hg) versus 1.9% of ethanol users (P = 0.051). Among preintervention kerosene users, 8.8% of control subjects were hypertensive compared with 1.8% of ethanol users (P = 0.029). To our knowledge, this is the first cookstove randomized controlled trial examining prenatal BP. Ethanol cookstoves have potential to reduce DBP and hypertension during pregnancy. Accordingly, clean cooking fuels may reduce adverse health impacts associated with household air pollution. Clinical trial registered with www.clinicaltrials.gov (NCT02394574).

Decarbonization of the aviation sector is crucial to reaching the global climate targets. We quantified the environmental impacts of Power-to-Liquid kerosene produced via Fischer-Tropsch Synthesis from electricity and carbon dioxide from air as one broadly discussed alternative liquid jet fuel. We applied a life-cycle assessment considering a well-to-wake boundary for five impact categories including climate change and two inventory indicators. Three different electricity production mixes and four different kerosene production pathways in Germany were analyzed, including two Direct Air Capture technologies, and compared to fossil jet fuel. The environmental impacts of Power-to-Liquid kerosene varied significantly across the production pathways. E.g., when electricity from wind power was used, the reduction in CO2-eq. compared to fossil jet fuel varied between 27.6–46.2% (with non-CO2 effects) and between 52.6–88.9% (without non-CO2 effects). The reduction potential regarding CO2-eq. of the layout using low-temperature electrolysis and high-temperature Direct Air Capture was lower compared to the high-temperature electrolysis and low-temperature Direct Air Capture. Overall, the layout causing the lowest environmental impacts uses high-temperature electrolysis, low-temperature Direct Air Capture and electricity from wind power. This paper showed that PtL-kerosene produced with renewable energy could play an important role in decarbonizing the aviation sector.

Background: In Nepal, tuberculosis (TB) is a major problem. Worldwide, six previous epidemiologic studies have investigated whether indoor cooking with biomass fuel such as wood or agricultural wastes is associated with TB with inconsistent results. Objectives: Using detailed information on potential confounders, we investigated the associations between TB and the use of biomass and kerosene fuels. Methods: A hospital-based case—control study was conducted in Pokhara, Nepal. Cases (n = 125) were women, 20–65 years old, with a confirmed diagnosis of TB. Age-matched controls (n = 250) were female patients without TB. Detailed exposure histories were collected with a standardized questionnaire. Results: Compared with using a clean-burning fuel stove (liquefied petroleum gas, biogas), the adjusted odds ratio (OR) for using a biomass-fuel stove was 1.21 [95% confidence interval (CI), 0.48–3.05], whereas use of a kerosene-fuel stove had an OR of 3.36 (95% CI, 1.01–11.22). The OR for use of biomass fuel for heating was 3.45 (95% CI, 1.44–8.27) and for use of kerosene lamps for lighting was 9.43 (95% CI, 1.45–61.32). Conclusions: This study provides evidence that the use of indoor biomass fuel, particularly as a source of heating, is associated with TB in women. It also provides the first evidence that using kerosene stoves and wick lamps is associated with TB. These associations require confirmation in other studies. If using kerosene lamps is a risk factor for TB, it would provide strong justification for promoting clean lighting sources, such as solar lamps.

After dark, open railcars filled with coal glinted with moonglow, and though I wanted to get closer, I respected the boundary the chain-link fence drew between me and the tracks. Were it not fantastical, unbelievable, even, Fd say I woke one night to find a silhouette stretched tall and wicked on the wood-paneled wall of the living room-a thing more animal than man-fingers impossibly long, with limbs that twitched from here to there as it moved toward us. Fd say that it took me by the arm and pressed my wrists to the kerosene heater in a bid to singe the threads that bound me to my brother. Immunity to this particular delusion is rare, and those motivated to dispel it should be scrutinized at a safe distance, perhaps indirectly, as one might eye the Devil's reflection in a mirror, because what decent creature seeks to extinguish hope, the one thing more powerful than fear?

As the push for carbon-neutral transport continues, the aviation sector is facing increasing pressure to reduce its carbon footprint. Furthermore, commercial air traffic is expected to resume the continuous growth experienced until the pandemic, highlighting the need for reduced emissions. The use of alternative fuels plays a key role in achieving future emission goals, while also lowering the dependency on fossil fuels. The so-called sustainable aviation fuels (SAF), which encompass bio and synthetic fuels, are currently the most viable option, but hydrogen is also being considered as a long-term solution. The present paper reviews the production methods, logistical and technological barriers, and potential for future mass implementation of these alternative fuels. In general, biofuels currently present higher technological readiness levels than other alternatives. Sustainable mass production faces critical feedstock-related challenges that synthetic fuels, together with other solutions, can overcome. All conventional fuel replacements, though with different scopes, will be important in meeting long-term goals. Government support will play an important role in accelerating and facilitating the transition towards sustainable aviation.

Aviation and shipping currently contribute approximately 8% of total anthropogenic CO 2 emissions, with growth in tourism and global trade projected to increase this contribution further 1 – 3 . Carbon-neutral transportation is feasible with electric motors powered by rechargeable batteries, but is challenging, if not impossible, for long-haul commercial travel, particularly air travel 4 . A promising solution are drop-in fuels (synthetic alternatives for petroleum-derived liquid hydrocarbon fuels such as kerosene, gasoline or diesel) made from H 2 O and CO 2 by solar-driven processes 5 – 7 . Among the many possible approaches, the thermochemical path using concentrated solar radiation as the source of high-temperature process heat offers potentially high production rates and efficiencies 8 , and can deliver truly carbon-neutral fuels if the required CO 2 is obtained directly from atmospheric air 9 . If H 2 O is also extracted from air 10 , feedstock sourcing and fuel production can be colocated in desert regions with high solar irradiation and limited access to water resources. While individual steps of such a scheme have been implemented, here we demonstrate the operation of the entire thermochemical solar fuel production chain, from H 2 O and CO 2 captured directly from ambient air to the synthesis of drop-in transportation fuels (for example, methanol and kerosene), with a modular 5 kW thermal pilot-scale solar system operated under field conditions. We further identify the research and development efforts and discuss the economic viability and policies required to bring these solar fuels to market. Carbon-neutral hydrocarbon fuels can be produced using sunlight and air via a thermochemical solar fuel production chain, thus representing a pathway towards the long-term decarbonization of the aviation sector.

Rapid economic growth has led to an increase in the use of multilayer plastic packaging, which involves complex polymer compositions and hinders recycling. This study investigated the catalytic pyrolysis of plastic packaging waste in a 3000 cm3 semibatch reactor, aiming to optimize kerosene-like hydrocarbon production. The temperature (420–500 °C), N2 flow rate (25–125 mL/min), and catalyst loading (5–20 wt.%) were examined individually and in combination with activated carbon and an Fe-doped dolomite (Fe/DM) catalyst. Central composite design (CCD) and response surface methodology (RSM) were used to identify the optimal conditions and synergistic effects. Pyrolysis product analysis involved simulation distillation gas chromatography (Sim-DGC), gas chromatography/mass spectrometry (GC/MS), and Fourier transform infrared (FT-IR) spectroscopy. The optimal conditions (440 °C, 50 mL/min N2 flow, catalyst loading of 10 wt.% using a 5 wt.% Fe-doped dolomite-activated carbon 0.6:0.4 mass/molar ratio) yielded the highest pyrolysis oil (79.6 ± 0.35 wt.%) and kerosene-like fraction (22.3 ± 0.22 wt.%). The positive synergistic effect of Fe/DM and activated carbon (0.6:0.4) enhanced the catalytic activity, promoting long-chain polymer degradation into mid-range hydrocarbons, with secondary cracking yielding smaller hydrocarbons. The pore structure and acid sites of the catalyst improved the conversion of intermediate hydrocarbons into aliphatic compounds (C5–C15), increasing kerosene-like hydrocarbon production.