To Vape or Not to Vape?

A year or two ago, the administration at Texas State University, where I teach, passed a regulation that abolished smoking everywhere on campus, inside and out.  I have mixed feelings about this.  Personally, I have never smoked.  Both my parents were moderate to heavy smokers, and my father died of lung cancer at the age of 57.  So I am familiar with the harm smoking can do.  On the other hand,  some see widespread bans on personal habits that have at least some redeeming features as abuse of governmental authority.  Overall, I was mildly pleased by the ban, and so when I walked by a student lounge area in our building the other day and saw what I thought was a puff of cigarette smoke, I was surprised.

But on closer inspection, the student turned out to be "vaping":  smoking (or whatever the appropriate verb is here) an electronic cigarette.  Was that violating the smoking ban or not?  So far, the university hasn't ruled on whether vaping counts as smoking.  Since electronic cigarettes are unquestionably an engineered product, their production, sale, and use fall within the purview of engineering ethics. 

A visit to the website HowStuffWorks.com informed me that a Chinese pharmacist invented e-cigarettes a decade ago.  They depend on small lithium batteries for their energy source, and rechargeable lithium batteries themselves haven't been around for much longer than that.  The power goes through a voltage regulator to a small heating element, where a solution of nicotine in propylene glycol is vaporized and inhaled by the user.  The stuff becomes a finely dispersed mist upon exhaling and looks different than true cigarette smoke, probably because the particles are larger and evaporate rather than dispersing.  The current form of the device was originally marketed as an aid to help people quit smoking, but as with many such aids for addiction, the cure may not be much of an improvement over the disease.

Who is affected by vaping?  Well, there are the manufacturers of the product and its auxiliary apparatus and supplies:  chargers, the nicotine solution, the e-cigarettes themselves.  There are users, many but not all of whom are former smokers of real cigarettes.  There are the makers of conventional tobacco products, who may either feel threatened by the new development or may co-opt it once the market gets large enough, and start selling similar products themselves.  There are various organizational entities ranging from private companies up to things like the European Union, which are now tasked with deciding what if anything to do about vaping.  And last, but hopefully not least, there is the general non-smoking public for whom second-hand-smoke bans were enacted.  But partly because e-cigarettes are so new, nobody has a lot of solid data on their health hazards and whether second-hand nicotine-tinged propylene glycol is something to worry about. 

Hong Kong and Singapore, among other countries, have imposed flat-out bans on e-cigarettes, but most nations either have no laws about them or impose only mild regulation.  Their status in the U. S. has been the subject of numerous court cases, and attempts to get them classified as drug delivery devices have been unsuccessful.  The latest court ruling, which is more definite than logical, says they can be regulated only as tobacco products, which is a little like classifying tires as agricultural products because rubber comes from trees.  But the effect is that governments can't do anything to e-cigarettes that they can't do to regular cigarettes.  Consequently, some state governments have banned sales to minors, but that is about the extent of U. S. regulation so far.

It seems to me that e-cigarettes are all about the nicotine, which has been proved time and again to be addictive.  But so has alcohol, and we all know what a flop Prohibition was.  I confess that I don't relish the idea of attending a party at which I discover several of my friends or students sucking on phony cigarettes, but then again, I don't go to a lot of parties anyway.  In the last couple of decades, the latent puritanical streak in American culture has fastened onto cigarettes, with the result that most people who smoke, as well as most non-smokers, regard the cigarette habit as a disreputable vice.  And this attitude itself will probably keep e-cigarettes from becoming as common as cellphones, for example.

The medical and health evidence on vaping is still largely lacking, so the precautionary principle says to leave it alone until it's been proven to be safe, whatever "safe" means in this context.  The main ingredients of the vapor—nicotine and propylene glycol—are well-understood compounds.  Nicotine use in any form is psychologically addictive, but doesn't itself cause cancer.  Propylene glycol, if pure, is approved for use in foods.  So it's unlikely that their combination in e-cigarettes poses a sinister unknown risk, although one can't be sure without the appropriate long-term studies.

The thing I dislike the most about e-cigarettes is that they present one more opportunity for people, especially young people, to become dependent on a costly habit that otherwise doesn't make the world a better place.  I say that in full knowledge that some of the historical figures I most admire, including G. K. Chesterton and C. S. Lewis, were smokers, not of e-cigarettes but of the original old smelly tobacco products themselves.  E-cigarettes are an addition to a spectrum of products that are potentially habit-forming, products that lie on a spectrum whose mildest end includes coffee and tea, and whose opposite malignant end winds up with heroin and crystal meth.  Some people can choose to stay in one place on the harmless end of that spectrum, while others find that they are drawn through the milder products to take dangerous and illegal risks at the other end.  This is not to say that everyone who tries e-cigarettes will end up hooked on them, or will start smoking real ones.  But some will.  And is the pleasure, or whatever satisfaction that people get from them, worth the risk to those who may find that they are being controlled by their habit, rather than the other way around?  We don't know, but it is a risk both governments and individuals should consider seriously. 

Sources:  HowStuffWorks.com has a good description of e-cigarettes I referred to at http://science.howstuffworks.com/innovation/everyday-innovations/electronic-cigarette1.htm, and I also referred to Wikipedia's articles on electronic cigarettes, nicotine, and propylene glycol. 

Boeing’s 787 Battery Eggs: All in One Lithium Basket

Excuse the tortured metaphor, but the old advice about not putting all your eggs in one basket applies to engineering as well as to other fields.  The implication is that if the basket with all your eggs slips and falls, you’ve lost everything.  Boeing hasn’t lost everything, but the battery troubles besetting its new 787 Dreamliner could not have come at a worse time.

The 787, the latest-model wide-body jetliner from Boeing that seats up to 290 passengers, has been in commercial service since October 2011, less than a year and a half.  It boasts the latest high-tech advances such as a mainly carbon-fiber airframe for reduced weight and fuel consumption, and mostly electrical control systems, rather than the older pneumatic or hydraulic actuators.  Consequently, its electrical power requirements are about triple that of earlier comparable airliners, and so the electrical power system of the 787 was boosted accordingly.  Like a car, the engines (or turbogenerators driven by engines) provide most of the electrical power in flight, but for emergencies and times when the generators aren’t running, the 787 needs batteries, also like a car.  But lead-acid or even nickel-cadmium batteries were seen to be too heavy for the advanced jet, so designers chose to use two 60-some-pound auxiliary power units (battery banks) that employed lithium-cobalt batteries.

Now, lithium batteries have both virtues and vices.  Their main virtue is that they have the best energy-weight ratio of just about any commercial type of battery, meaning you get more stored energy in a 60-pound lithium battery than you would in the same weight of nickel-cadmium or lead-acid batteries.  So far, so good.  But lithium is one of the more reactive metals, and the chemistry of lithium batteries is very touchy with regard to storage temperatures, charging rates, and defects such as little metal needles that sometimes grow through insulating layers and short the things out.  When any of these problems happen to a severe enough degree, the battery can catch fire.  And once a lithium battery is on fire, there’s very little you can do except to wait till it burns itself out, because all the ingredients for the fire are already inside the battery.  Even the FAA recognizes this because it doesn’t require any fire-fighting equipment to put out lithium-battery fires—just adequate ventilation to make sure the hazardous fumes from the fire don’t harm passengers or crew, and don’t spread the fire to other parts of the plane. 

But there is evidence that in the two lithium-battery fires that occurred on 787s in the last couple of months, even these safety systems didn’t work properly.  After these fires in Boston and Japan, the FAA and most other national air-safety agencies grounded the entire fifty-plane fleet of 787s until the battery problem is resolved. 

This problem clearly could have been worse.  The planes could have crashed, but in the incidents so far, the pilots discovered the problem in enough time to land the planes safely.  In the past, lithium-battery fires in a plane’s cargo compartment have caused the loss of the plane, and that is why you are not allowed to carry loose non-rechargeable lithium-ion batteries in checked luggage on air flights.  (Didn’t know that, did you?)  But anybody who owns or leases a multi-million-dollar investment like a 787 knows that every day you can’t fly it is a big hole in your pocket, and also seriously disrupts flight schedules that were made assuming the new 787s would be available. 

It looks like the planes were designed almost in the expectation that the batteries would catch fire some time or other, even though the ventilation systems apparently didn’t work as well as planned.  The fix is likely to be a challenge, because the plane’s entire electrical system is designed around lithium batteries.  Substituting an older type of battery is feasible, but will involve a major redesign, adding weight and probably space and a lot of certification tests to ensure that the fixes aren’t worse than the original problem. 

We may be getting ahead of the game if we assume the lithium batteries are going to come out of the 787s altogether.  The fact that the fires happened so close in time, after over a year of service, says to me that there may have been some kind of well-controlled slipup either in the manufacture of those particular batteries, or the design of those particular planes.  If engineers and investigators can isolate—and ideally, reproduce—the cause of these fires, and it turns out to be fixable, then it may be a simple matter of making sure those particular conditions don’t happen again, and the planes can fly safely again with the lithium batteries they were originally designed for. 

The trouble with these investigations is that once you get a lithium fire going, there isn’t a lot left to pick through to see what started it.  In the “Sources” section at the end of this blog, I’ve put a URL for a little video that I must say about at the outset, “Kids, don’t try this at home.”  It shows a guy taking apart an ordinary consumer lithium battery and setting fire to it.  After you watch that video, you may have second thoughts about buying a lithium anything, though most people don’t go around taking propane torches to their batteries.

We can be thankful that the battery incidents did not result in any fatalities, and I for one hope that the problem turns out to be discoverable, reproducible under controlled conditions, and fixable.  But in any case, Boeing has some lithium-colored egg on its face for the time being, and has about fifty reasons—equal to the number of 787s sold—to get to the bottom of the problem and solve it to everyone’s satisfaction.

Sources:  I referred in the preparation of this piece to an article in the Tacoma, Washington News-Tribune by John Gillie published online on Jan. 27, 2013 at http://www.thenewstribune.com/2013/01/27/2451132/787-battery-fire-correction-may.html.  I also referred to the Wikipedia articles on Boeing and the Boeing 787 Dreamliner.  The lithium-fire-from-battery video can be viewed at http://www.youtube.com/watch?v=BliWUHSOalU.