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Source: Green Living Tips.com

The Precautionary Principle And The Environment

Most of us carry insurance; even though whatever we’re insuring ourselves against is unlikely to happen. The fact it could happen and the results being financially disastrous; it makes sense to take out coverage – just in case.

Insurance could be considered a form of observing the “precautionary principle”, a term you may have heard in connection to environmental issues.

However, insurance isn’t about avoiding events – just dealing with the outcome of a disaster.

The precautionary principle focuses on looking at the potential of any action or event for harm and if the chance of harm is too great or the harm too severe; to take evasive action.

While the precautionary principle has its roots in Germany in the 1930’s (Vorsorgeprinzip), when it related to household management, a more modern definition was developed at a meeting of environmental leaders in 1998, which states:

“When an activity raises threats of harm to the environment or human health, precautionary measures should be taken even if some cause and effect relationships are not fully established scientifically.”

A very good example of applying the precautionary principle environmentally speaking is in relation to climate change. Just a few years ago, we had far less information than what we have now on the phenomenon.
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Source: Environmental Leader.com

Waste Management says it will deploy DriveCam’s fuel management program across its entire fleet, comprising thousands of collection vehicles, for a five-year service contract term.

After a six-month DriveCam pilot in two of its market areas, WM says it saw clear benefits that will help the company reduce its “risk-related costs.” For competitive reasons, WM would not enumerate the benefits realized or give more details about what costs it was referring to.

DriveCam, however, says its program — which combines real-time, in-cab feedback with online reporting and coaching — can improve fuel efficiency by up to 12 percent and lower emissions.

According to Automotive Fleet, WM has the 58th largest commercial fleet in the country, with 3,475 class 1-2 trucks, 1,680 class 3-6 trucks, 57 vans and 97 SUVs.
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Source: Fierce Healthfinance.com

Large hospitals consume an outsized amount of energy compared to other buildings in the United States, and are therefore a potential target for cost-savings, according to a new survey from the U.S. Energy Information Agency .

The EIA survey concluded that although large hospitals comprised less than 1 percent of all commercial buildings nationwide and less than 2 percent of all commercial floorspace, they consumed more than 4 percent of all the energy used by the commercial sector in 2003.

Moreover, that consumption has increased to 5.5 percent of all commercial uses, according to Forbes.

However, many hospitals say they have some form of energy conservation program in place, whether overt or indirect. For instance, nearly 90 percent of hospitals say they have some form of lighting conservation in place, and about 85 percent use multi-layer glass in their windows, according to the survey.

For those hospitals that actively embrace conservation programs, the potential cost reductions are dramatic. The University of California-Davis Health System saved about $400,000 during the first year of an environmental initiative, while Kaiser Permanente is saving about $26 million a year through environmentally-conscious purchasing programs.

To learn more:
– read the EIA survey
– here’s the Forbes article

Source: Fuel Fix.com

SAN FRANCISCO – Come November, California will open North America’s first full-scale carbon market, in which companies buy and sell the right to emit greenhouse gases from their factories, power plants and oil refineries.

It’s a major undertaking involving hundreds of companies and — potentially — billions of dollars. So on Thursday, California officials plan to stage a dress rehearsal.

The California Air Resources Board will hold a practice auction, giving future players in the carbon market a chance to see how the process works in real time. The board, which has spent years developing the market’s rules and mechanisms, will have a chance to test their handiwork before the first real auction, on Nov. 14. Starting in 2013, auctions will be held four times per a year.

“We think we’re in pretty good shape, but this will give everyone a chance to see how it’s working,” said Dave Clegern, spokesman for the board.

But the trial run, held over an electronic exchange, won’t answer the larger questions surrounding “cap and trade.”

Carbon markets are designed to cut emissions of carbon dioxide and other greenhouse gases over time at the lowest possible price. Government officials set an overall emissions limit, or “cap,” which declines year by year. Companies buy and sell permits — called “allowances” — to emit greenhouse gases at their facilities. Businesses that are able to slash their emissions can sell their spare allowances to other companies that are having a hard time making cuts. As the cap lowers over time, the price of the allowances goes up.

The European Union has a carbon market, created in 2005, that spans most of the continent. And in North America, a coalition of northeastern states and Canadian provinces opened a limited carbon market, in 2008, that covers only emissions from power plants.

But carbon markets are fiendishly complex, and changes in the rules can have big effects on the companies involved. California’s market will include power plants, oil refineries and factories that emit more than 25,000 tons of greenhouse gases each year.

California’s oil refiners have been pushing to have all the allowances given away for free at the start of California’s carbon market. The current rules could push some refineries — which have limited options to reduce their own emissions — toward closure in a state where gasoline costs more than $4 per gallon, they say.

“This trial auction doesn’t do anything to resolve that,” said Catherine Reheis-Boyd, president of the Western States Petroleum Association. “We really have between now and November to deal with this issue. And if they don’t deal with this issue, we don’t think they should go forward with the auction.”

Some environmentalists, meanwhile, question whether the carbon market will lower emissions as quickly as the state hopes. The market is the result of a 2006 California law that calls for cutting the state’s greenhouse gas emissions to 1990 levels by 2020.

“I’m not expecting this to be a disaster by any means — what I’m wondering about is, over the next five years, will we see any real reductions?” said Kathryn Phillips, director of Sierra Club California.

The state’s carbon market also will open in the long shadow cast by California’s electricity crisis. Manipulation of the state’s recently restructured electricity market in 2000 and 2001 helped trigger blackouts, sent power prices soaring and pushed Pacific Gas and Electric Co. — the state’s largest utility — into bankruptcy.

The Air Resources Board has spent years trying to anticipate ways that traders might similarly game the new system. As a result, the board has adopted strict limits on the number of allowances any trader or company can have, so no one can corner the market.

Most companies that are required to participate in the auctions can hold no more than 15 percent of the allowances that are available for sale. Traders can hold no more than 4 percent.

All parties that plan to trade in the allowance auctions must deposit — 12 days in advance — all of the money needed to pay for their bids, with Deutsche Bank handling the deposits. Within 48 hours after the auction, a market-monitoring company will tell the board whether any unusual trading patterns emerged that could reveal manipulation. There’s also a market surveillance committee made up of experts from Stanford University, UC Berkeley and UC Davis.

Those steps won’t deter every trader from looking for ways to exploit the market, the board acknowledges. “We figure someone will try, and we hope we’re ready,” Clegern said.

Thursday’s practice auction will take place on an electronic trading platform from 10 a.m. to 1 p.m.Companies that will be required to trade in November’s real auction don’t have to participate in Thursday’s trial run on an electronic trading platform, but about 150 are expected to do so. No actual money will change hands, and no settlement price will be publicly posted.

Source: CENTER FOR HOSPITALITY RESEARCH, Cornell University

Hospitality managers have long suspected that there’s a connection between the industry’s high turnover and employee attitudes. A new report from the Cornell Center for Hospitality Research focuses on how that connection works. The report has found that co-workers’ attitudes over time play a large role in whether a person leaves or not. The study, The Contagion Effect: Understanding the Impact of Changes in Individual and Work Unit Satisfaction on Hospitality Industry Turnover,” by Timothy Hinkin, Brooks Holtom, and Dong Liu, explains the results of a two-year longitudinal study examining the effects on employee turnover resulting from the change in individual and unit levels of satisfaction. The report is available at no charge from the CHR…see more / download report.

Source: Joel Makower Editor GreenBiz.com

Forget the Volt, the Leaf, the Prius, even the Tesla. An entirely different transportation revolution is happening when it comes to big rigs.

In recent years, commercial truck fleets have begun changing course, steering toward next-gen technologies that embrace electric, hybrid-electric, and other fuels instead of petro-based diesel, and innovative drive-train technologies. It’s a development that’s born partly of concerns about carbon emissions and other pollutants, but increasingly about mitigating the risk that comes from volatile and unpredictable fuel prices.

Compared to the slick ad campaigns being run by Nissan, Toyota, Chevy, and other auto makers, the greening of trucks is decidedly non-sexy — unless you’re fleet manager. But commerical trucks are a key part of the energy mix: while they represent only about 5 percent of on-road vehicles in the United States, they account for about 20 percent of fuel consumption.

A major driver is the search for alternatives to diesel. “It used to be that diesel was the only option for a fleet manager,” says John Boesel, president and CEO of Calstart, a membership group dedicated to the growth of a clean transportation technologies. “As a result, fleet managers did not have a lot of motivation to understand how all of their vehicles were actually being used. Now there are different alternative fuels and different drive trains emerging.”

Boesel stopped by the GreenBiz office last week to talk about vehicles, VERGE, and his group’s upcoming conference on high-efficiency trucks. One of the interesting things about the September 18-20 event, the 12th annual HTUF Conference and Expo, isn’t just the display of big, shiny vehicles in the parking lot. It’s a user forum, focusing not just on who’s buying the trucks, but who’s driving them, and how.

Read the complete article at GreenBiz.com

Source: Joel Makower, Chairman & Executive Editor

A new ruling by the U.S. and other national governments is roiling the arcane world of “Material Safety Data Sheets,” mandatory documents designed to provide workers and emergency personnel with procedures for handling or working with that substance in a safe manner.

A United Nations protocol, the Globally Harmonized System of Classification and Labeling of Chemicals has been created to replace the various classification and labeling standards used in different countries by using consistent criteria for classification and labeling on a global level.

That means chemical manufacturers around the world are being asked to overhaul tens of thousands of safety data sheets, or SDSs (the word “material” was dropped), to conform. This is no small thing: The global chemical business is more than a $1.7 trillion per year enterprise.

In March, the U.S published its final rule for complying with the global guidelines. It requires product manufacturers to adopt the standard by June 1, 2015, and product distributors to adopt the standard by December 1 of that year. Workers must be trained by December 1, 2013.

Next week, on September 5, we’ll be hosting a webcast. that shows how two manufacturers, Dow Corning and Champion Technologies, are responding. Join my colleague John Davies, as he explores the challenges, and solutions, that are being faced by thousands of companies. It’s free; registration required.

Source: Joel Makower, Chairman & Executive Editor

A new ruling by the U.S. and other national governments is roiling the arcane world of “Material Safety Data Sheets,” mandatory documents designed to provide workers and emergency personnel with procedures for handling or working with that substance in a safe manner.

A United Nations protocol, the Globally Harmonized System of Classification and Labeling of Chemicals has been created to replace the various classification and labeling standards used in different countries by using consistent criteria for classification and labeling on a global level.

That means chemical manufacturers around the world are being asked to overhaul tens of thousands of safety data sheets, or SDSs (the word “material” was dropped), to conform. This is no small thing: The global chemical business is more than a $1.7 trillion per year enterprise.

In March, the U.S published its final rule for complying with the global guidelines. It requires product manufacturers to adopt the standard by June 1, 2015, and product distributors to adopt the standard by December 1 of that year. Workers must be trained by December 1, 2013.

Next week, on September 5, we’ll be hosting a webcast. that shows how two manufacturers, Dow Corning and Champion Technologies, are responding. Join my colleague John Davies, as he explores the challenges, and solutions, that are being faced by thousands of companies. It’s free; registration required.

Source: Fuel Fix.com

The complications and limitations of a national energy policy were aptly illustrated with the recently released Advancing Technology for America’s Transportation Future report from the National Petroleum Council, representing two years of work by 300 industry and government participants.

Its purpose was to provide policy guidance on fuels and technology through 2030 in the sector that consumes 70 percent of our oil – transportation. But it leaves us no closer to an answer to America’s energy riddle.

I would contend the answer is clear to anyone who reads the Houston Chronicle: natural gas.

U.S. energy consumers have heard for years about the megabillion cubic feet of natural gas in shale deposits from Pennsylvania to Texas to Montana – enough for up to 80 years of U.S. needs.

So why have increased supplies and lower natural gas prices not had a wider effect on other energy prices such as electricity and transportation fuels?

Clearly, the natural gas industry has not yet broken through to end users with compelling economic, environmental or convenience arguments the way the traditional oil industry has done for more than 150 years. In fact, the oil industry’s evolution may provide a roadmap for shale strategists developing market applications that accelerate use of natural gas to create a viable, self-sustaining, profitable shale industry.

In the 1880s, when gasoline was a solvent byproduct of kerosene distillation, the introduction of gasoline-powered automobiles provided consumers with a unique set of values and capabilities that became the foundation of the modern oil industry. Today’s natural gas industry must develop its own similarly unbeatable value proposition.

The gas industry doesn’t have to aim beyond oil’s original market entry point: vehicle fuels. Compressed natural gas (CNG) vehicles, including CNG-fueled fleet vehicles, can use all of the incremental gas supply from America’s shale plays while demonstrating the advantages and practical implementation of shale gas.

Vehicle transportation is the logical market segment to target for broad scale conversion. Energy use in transportation (28 percent) is second only to electric power generation (41 percent) in U.S. rankings.

Here are five strategies we should employ to produce short-term results and long-term growth:

1 Prime the natural gas pump with government fleet usage. Focus public and policymaker attention on the cost savings and emission-reduction benefits attainable by federal, state and local government vehicle fleets of CNG fuel and systems for all practicable uses.

1 Let independent producers grow the retail natural gas business. Vertical integration was an essential part of the oil industry’s development, and natural gas producers should not be barred from using this strategy, nor from the current tax credits for installing new natural gas refueling equipment. Pass H.R. 1712 to allow independent natural gas producers to establish retail CNG fuel stations.

– Create long-term incentives for natural gas fuel conversion in all sectors. Build broad consciousness of the employment, national security, energy security and environmental gains that can be achieved through tax credits and other incentives to support natural gas conversion.

– Create economic incentives for new natural gas development on federal land – Reducing royalties and easing licensing will lead to continued new development.

– Let the market dictate liquefied natural gas (LNG) exports. By staying out of decisions on whether to export LNG, the federal government can allow the free market to make these difficult choices.

Enabling a natural gas breakthrough by using the near-term fleet opportunity to begin making the fuel available across a variety of new market segments is the best economic, environmental and energy security decision available on the U.S. energy agenda today.

Reprint from ScienceDaily (Aug. 22, 2012)

Carbon nanotubes (CNTs) are some of the strongest materials on Earth and are used to strengthen composite materials, such as those used in high-performance tennis rackets. CNTs have potential uses in everything from medicine to electronics to construction. However, CNTs are not without risks. A joint study by the University of Missouri and United States Geological Survey found that they can be toxic to aquatic animals. The researchers urge that care be taken to prevent the release of CNTs into the environment as the materials enter mass production.

“The great promise of carbon nanotubes must be balanced with caution and preparation,” said Baolin Deng, professor and chair of chemical engineering at the University of Missouri. “We don’t know enough about their effects on the environment and human health. The EPA and other regulatory groups need more studies like ours to provide information on the safety of CNTs.”

CNTs are microscopically thin cylinders of carbon atoms that can be hundreds of millions of times longer than they are wide, but they are not pure carbon. Nickel, chromium and other metals used in the manufacturing process can remain as impurities. Deng and his colleagues found that these metals and the CNTs themselves can reduce the growth rates or even kill some species of aquatic organisms. The four species used in the experiment were mussels (Villosa iris), small flies’ larvae (Chironomus dilutus), worms (Lumbriculus variegatus) and crustaceans (Hyalella azteca).

“One of the greatest possibilities of contamination of the environment by CNTs comes during the manufacture of composite materials,” said Hao Li, associate professor of mechanical and aerospace engineering at MU. “Good waste management and handling procedures can minimize this risk. Also, to control long-term risks, we need to understand what happens when these composite materials break down.”

The study on CNTs toxicity to aquatic animals was a collaboration between engineering faculty and students at MU and U.S. Geological Survey researchers led by Christopher Ingersoll. The first author of the study, Joseph Mwangi, came to the project via a minority student fellowship. The EPA funded the research with a $400,000 grant. The results were published in the journal Environmental Toxicology and Chemistry. Baolin Deng is C.W. LaPierre Professor of Civil Engineering in the College of Engineering at the University of Missouri.

Story Source:

The above story is reprinted from materials provided by University of Missouri-Columbia.