Volatile straight chain alkanes (VSCA), such as n-Hexane, n-Heptane and n-Octane, are main ingredients of JP-4 jet fuel used in Japan Air Self-Defense Force (JASDF). In order to analyze VSCA exposure to flight line personnel for F-15 and C-130 aircraft, we conducted real-time detection of VSCA in JASDF Naha and Komaki air bases using an open-path fourie transform infrared spectroscopy (OP-FTIR). OP-FTIR is an optical remote sensing technique that can identify and quantify air ingredients. It used a commercially available monostatic OP-FTIR system with the IR source and the detector at the same end of the monitoring path. The IR beam was returned by the retroreflector positioned at a distance of about 100m from the spectrometer. The beam path was installed behind the aircrafts at such a distance that the exhausts are blown into the path (ranges from 50m to 220m). The VSCA concentration was increased during refueling and reached to the level of 0.318ppm at maximum in the C-130 flight line. The VSCA was detected at about 220m down wind from the refueling emission point. The results suggested flight line personnel could be exposed to jet fuel in the down wind area from the aircrafts other than at the aircraft.

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To characterize occupational exposure to harmful compounds in JP-4 fueled aircraft emissions, volatile organic compounds (VOCs) were determined in the emissions from F-4, T-4, C-130 and F-15. VOCs in the emissions were collected to active charcoal tube and analyzed by gas chromatography. There were 5 aromatic hydrocarbons (benzene, toluene, ethylbenzene, m,p-xylene and o-xylene) and 10 straight chain alkanes (n-hexane, n-heptane, n-octane, n-nonane, n-decane, n-undecane, n-dodecane, n-tridecane, n-tetradecane and n-pentadecane) in F-4 and F-15 exhaust. In T-4 exhaust, except for n-hexane, detected components is much the same in F-4 and F-15. On the other hand, C-130 exhaust contain 2 aromatic hydrocarbons (benzene and toluene) and 4 straight chain alkanes (n-hexane, n-heptane, n-octane and n-nonane). The total VOCs amounts in F-4, T-4, C-130 and F-15 exhaust were 899ppb, 1269ppb, 77ppb and 26ppb, respectively. In conclusion, we revealed components and concentrations of VOCs in each JP-4 fueled aircraft emissions.

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We determined aldehydes in JP-4 fueled aircraft emissions both from F-15J and from C-130H to characterize occupational exposures to irritative and carcinogenic chemicals in flight line personnel. Aldehydes in the emissions were collected to 2,4-dinitrophenylhydrazine coated silica gel cartridge to form the corresponding hydrazones. The hydrazones were determined by high performance liquid chromatography with ultraviolet - visible detection (360nm). Personal exposure to formaldehyde was measured using commercially available passive sampler in flight line personnel. Formaldehyde, acetaldehyde, n-butylaldehyde and benzaldehyde were identified in both aircrafts emissions. Acetone, acrolein, propionaldehyde, isovaleraldehyde, n-valeraldehyde and m-tolualdehyde were also included in the F-15J emission. Formaldehyde, which was mainly produced in the emission, was higher concentration in F-15J (163.5ppb) than in C-130H (52.7ppb). Higher levels of personal exposure to formaldehyde were observed in F-15J personnel (n=5, 20.3±7.5ppb) in association with higher concentrations in the emission. In conclusion, our results revealed that the levels of aldehydes exposure in the F-15J flight line were higher than that of the C-130H. However, these measured levels do not exceed occupational health standards.

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To characterize occupational exposures to carcinogenic chemicals in flight line personnel, nitrated polycyclic aromatic hydrocarbons (nitro-PAHs) were determined in JP-4 fueled aircraft emissions both from F-15J and C-130H by using gas chromatography coupled to mass spectrometry with negative ion chemical ionization. We determined three nitro-PAHs, 1-nitronaphthalene, 2-nitronaphthalene and 9-nitroanthracene, which were not classifiable as to carcinogenicity to humans by International Agency for Research on Cancer. There was no carcinogenic nitro-PAH in the emissions. The concentrations of both nitronaphthalenes in the emissions were over 6 times higher in the C-130H than the F-15J.

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Exposure to volatile organic compounds in jet fuel JP-4 has been concerned about possible health effects in flight line and aircraft maintenance personnel. To determine volatile organic compounds in whole blood in JP-4 exposed personnel, we developed an analytical method using headspace solid-phase microextraction(SPME), capillary gas chromatography(GC), and quadrupole mass spectrometory(MS). Headspace SPME method uses a fine silica fiber coated with polymeric organic liquid to extract volatile organic compounds directly from a headspace above a sample. The SPME-GC/MS method in this study quantifies trace levels of 44 volatile hydrocarbons, including 34 aromatic hydrocarbons, 9 straight-chain alkanes(C7～ 15) and naphthalene in aqueous solution. Detection limits for the method range from 0.024 ng/mL to 1.185 ng/mL. Quantification limits range from 0.073 ng/mL to 3.59 ng/mL. The linearity of the calibration curves range from 0.891 to 1.000. The method was applied in measuring blood hydrocarbons in 2 subjects involved in C-130H aircraft fuel tank maintenance. In the post exposure sample from the subject working inside the tank, 7 straight-chain alkanes, mainly included n-heptane(291.14 ng/mL), n-octane(193.37 ng/mL) and n-nonane(104.54 ng/mL) were identified and quantified. There were also 23 aromatic hydrocarbons including toluene(153.51 ng/mL), xylenes (94.65 ng/mL), and ethylbenzene(15.52 ng/mL) in the exposed sample. The results suggested that the SPME-GC/MS method will enable us to expand biomonitoring effort to assess occupational JP-4 exposure.

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In Japan Air Self-Defense Force (JASDF), Aeromedical Evacuation Squadron (AMES) was established in October 2006 at Komaki Air Base for critical care air transport from stricken area to safe place in an emergency. AMES equipped the special container for aeromedical evacuation that can be loaded into the JASDF C-130 cargo aircraft. In this container, a medical team consisting of a medical officer, paramedic, nurse and supervisor (transport coordinator) is able to transport three patients needing intensive care using various medical equipments. Prior to operation of aeromedical transport with this container, to evaluate the environment in the container during air transport, we measured the temperature, relative humidity, atmospheric pressure, oxygen and carbon dioxide density, illuminance and noise level in both at ground level and during a C-130 flight. At the ground level, the illuminance exceeded 750 lux that enough illumination for medical treatment. During the flight, the temperature was 4.5 ℃ higher in the container than that in the cabin. Between in the container and in the cabin, on the other hand, there is no difference in the results of relative humidity, atmospheric pressure and oxygen and carbon dioxide density. Otherwise, the noise level in the container was below 80 dBA, and then this level is permitted 1440 minutes of exposure without the hearing protection implements. Without the ventilation of the container, the carbon dioxide density exceeded the 0.5% Threshold Limit Values-Time Weighted Average by American Conference of Governmental Industrial Hygienists within 30 minutes.

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To characterize occupational exposures to carcinogenic chemicals in flight line personnel, polycyclic aromatic hydrocarbons(PAHs) were determined in JP-4 fueled aircraft emissions both from F-15J and C-130H. The gasand aerosol-phase PAHs were determined by gas chromatography coupled to mass spectrometry and by high performance liquid chromatography with fluorescence detection, respectively. The results showed differences in aerosol PAHs between both aircrafts. C-130H produced higher concentrations of the aerosol PAHs, including 3 or 4 ring-PAHs, fluorene, phenanthrene, anthracene, fluoranthene and pyrene. In contrast, the F-15J emissions included carcinogenic 5 or 6 aromatic ring- PAHs, benzo(b)fluoranthene, benzo(k)fluoranthene, dibenzo(a,h) anthracene, benzo(ghi)perylene and indeno(1,2,3-cd)pyrene. In the gas-phase, both aircraft emissions mainly included about 0.1ppm of naphthalene, which was below the permissible exposure limits given by Occupational Safety and Health Administration(OSHA).

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This paper presents climate and thermal load in major cities around the world using Energy Plus Weather Data (EPW data) which is provided by U.S. department of Energy. First, difference of weather data and thermal load in cities in Japan using EPW data and the Expanded AMeDAS Weather Data are described. Second, features of annual thermal load in thirty one cities around the world and influence of insulation and window roof for thermal load are shown.

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東日本大震災において，車両や運転手の被災，燃料不足，輸送距離の遠距離化などの影響によりトラックの輸送能力が限界に達したと仮定しシミュレーションすると，政府のトラックの調達が発災直後から徐々に長時間化する現象を検証できた．

また，主食を被災地に輸送した政府調達トラック，自衛隊，民間企業による自社調達トラック，民間ヘリコプター及び水産庁船舶の5つの輸送手段について，調達に必要な時間，食品企業と調整する時間，輸送時間を推定し，記録された到着実績と参照すると発災直後は5日間程度の構造的な到着遅れが存在することが明らかになった．さらに，政府が主食を食品企業に発注するタイミングの数量とその食料が被災地に到着するタイミングの数量を半旬毎に比較すると，発災直後は要請に対して極端に数量が不足し，発災から10日～15日位経過すると被災地の需要を満たし，4月に入ると遅れにより要請以上の数量が到着したことが推測された．この傾向は，内閣府が公表しているデータとも一致している．

今後，発生が予想される大規模災害発生時に備え，政府の調達する食料の到着の遅れを最小化する対策を執るとともに，遅れを想定した食料の備蓄や要請品目の見直しという対応が必要である．

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The Japan Air Self-Defense Force flight line personnel are occupationally exposed to jet fuel JP-4 including volatile organic compounds (VOCs) such as benzene and n-hexane. We measured for 28 flight line personnel exposures to VOCs during JP-4 fueled C-130 aircraft maintenance on a day shift. There were 10 straight-chain alkanes with a chain length of C6 to C15 and 5 aromatic hydrocarbons including benzene, toluene, ethylbenzene and xylenes. The estimated flight line personnel exposure levels (n-hexane; 517ppb, n-heptane; 176ppb, toluene; 67ppb and benzene; 73ppb) calculated from the day shift exposure levels of this highest sample date did not exceed the values of exposure limits recommended by the National Institute for Occupational Safety and Health and Japan Society for Occupational Health. The analysis of the personal work activity records revealed refueling operation caused increase of the personal VOCs exposure levels. Other factors, such as flight line operations, working time and subjective symptoms did not correlate with the exposure levels.

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In Japan Air Self-Defense Force (JASDF), Aeromedical Evacuation Squadron (AMES) was organized in October 2006 at Komaki Air Base. The AMES equipped the special container for aeromedical evacuation that can be loaded into the JASDF C-130 cargo aircraft. In this container, a medical team is able to transport a maximum of three patients needing intensive care with various medical equipments. In this study, we measured vibration in the container during the flight with different flight conditions (cruise and maximum power flight). A triaxial accelerometer was placed to measure vibration on the floor and the beds for patients. The signals from the accelerometer were amplified by charge amplifiers, and stored on portable recorders sampled at 1 kHz. The data was analyzed with a computer-based analyze system. The whole-body vibration was assessed using recommended criteria (ISO 2631-1:1997) for the health and the comfort. Under the cruise flight condition, the weighted acceleration levels for whole-body vibration in the container were below the corresponding ISO health risk of the 24-h exposure duration. Under the maximum power flight condition, otherwise, the weighted acceleration levels for whole-body vibration in the container were below the corresponding ISO health risk of the 8-h exposure duration. The vibration total values in the container were within “Not Uncomfortable” levels according to the corresponding ISO comfort reaction scale under the aircraft flight conditions in both cruise and maximum power flight.

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To characterize toxic components for human in JP-4 fueled aircraft exhaust, volatile organic compounds (VOCs) were determined in the emissions from F-15J and C-130H aircraft, and to investigate personal exposure to VOCs in the flight line personnel. There were five of aromatic hydrocarbons (HCs; benzene, toluene, ethylbenzene, m, p-xylene and o-xylen) and ten of aliphatic HCs with a chain length of C6-C15 (n-hexane, n-heptane, n-octane, n-nonane, n-decane, n-undecane, n-dodecane, n-tridecane, n-tetradecane and n-pentadecane) in F-15J exhaust, while there were four of aromatic HCs not including benzene and only three of aliphatic HCs (n-heptane, n-octane and n-undecane) in C-130H exhaust. The total VOCs concentrations were higher in the F-15J emission than in the C-130H’s. Personal exposure to VOCs in both aircrafts didn’t exceed the National Institute for Occupational Safety and Health or Japan Society for Occupational Health recommended values of exposure limits.

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