Albert einstein flettner rotor thiiink copy
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The document discusses a paper by Albert Einstein that explains why the Flettner rotor works well. Specifically, it states that Albert Einstein was the consultant behind Anton Flettner and the development of the Flettner Rotor.
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270813 albert einstein and the flettner rotor thiiink
Even after the successful test of the BUCKA in 1925 Mankind was still to stupid to make use of the technology even though it was right under his nose ..!”
Albert Einstein
”Source: Albert Einstein paper on flettner rotor University of Jerusalem
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270813 albert einstein and the flettner rotor thiiink
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Introduction
Ship tracks are widely seen as one of the most prominent
manifestations of anthropogenic aerosol indirect effects
(AIEs), or the change in cloud properties by anthropogenic
aerosols serving as cloud condensation nuclei. A very uncertain
and scientifically interesting question, however, is about
the climatically relevant large-scale forcing by AIEs due to
ship emissions.
In the past decades, a whole suite of AIE-hypotheses has
been put forward of which the “Twomey-effect”, or first AIE,
is the most prominent. For this effect, an increase in available
cloud condensation nuclei (CCN) eventually leads to
more and smaller cloud droplets if the liquid water content of
the respective cloud remains constant. More cloud droplets
increase the total droplet surface area by which the cloud
albedo is enhanced; an effect which was put into the general
context of anthropogenic pollution by Twomey (1974). Other
AIE-hypotheses include effects on cloud lifetime (Albrecht,
1989; Small et al., 2009) or cloud top height (Koren et al.,
2005; Devasthale et al., 2005). Especially the latter hypotheses
are far from being verified (e.g. Stevens and Feingold,
2009). In total, AIEs are subject to the largest uncertainties
Published by Copernicus Publications on behalf of the European Geosciences Union.
5986 K. Peters et al.: Aerosol indirect effects from shipping emissions
of all radiative forcing (RF) components of the Earth System,
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(Forster et al., 2007). However, there exists broad consensus
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Earth System with the most recent multi-model estimate being
−0.7 ± 0.5 W m−2
(Quaas et al., 2009).
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2000 efter i næsten fyrre år at have fungeret
upåklageligt og leveret eksperimentel fysik
i verdensklasse samt isotoper til hospitalsbehandling.
Isotoper, som i dag må hentes i
udlandet for dyre penge.
Nu handler striden så om de 50 års radioaktive
affald, »som næppe er så skadeligt som
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sendes ud af skorstenen og spredes ud over
landet, red.).
Thomas Grønlund skriver, at den samlede
mængde affald fra 25 års kernekraft, der har
forsynet Frankrig med 80 procent af elektriciteten,
fylder omtrent det samme som en 1-krone
pr. franskmand, og affaldet kan opbevares i et
rum på størrelse med en gymnastiksal, men
der er en vrangforestilling om, at det er et stort
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Or by 2020 we will be back to 15 ships equal all world cars like in 2008?
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https://www.theguardian.com/environment/2017/nov/07/natural-gas-emissions-will-blow-europes-carbon-budget-at-current-levels
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Enercon developed the E-Ship 1 as the first wind-hybrid cargo ship to transport wind turbine components in a more sustainable and efficient manner. Key features include a diesel-electric propulsion system, optimized hull design, and innovative Flettner rotor sails to harness wind power for additional thrust. Extensive testing and evaluation showed the rotor sail system can reduce shaft power by up to 25% in optimal wind conditions. Operational experience found the rotor sails have no negative impact on vessel handling and require minimal maintenance. Enercon aims to further optimize E-Ship 1 operations and develop new maritime innovations like advanced rotor sail technology.
070317 THiiiNK-technical performance verification
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An effective response to climate change demands rapid replacement of fossil carbon energy sources. This must occur concurrently with an ongoing rise in total global energy consumption. While many modelled scenarios have been published claiming to show that a 100% renewable electricity system is achievable, there is no empirical or historical evidence that demonstrates that such systems are in fact feasible. Of the studies published to date, 24 have forecast regional, national or global energy requirements at sufficient detail to be considered potentially credible. We critically review these studies using four novel feasibility criteria for reliable electricity systems needed to meet electricity demand this century. These criteria are: (1) consistency with mainstream energy-demand forecasts; (2) simulating supply to meet demand reliably at hourly, half-hourly, and five-minute timescales, with resilience to extreme climate events; (3) identifying necessary transmission and distribution requirements; and (4) maintaining the provision of essential ancillary services. Evaluated against these objective criteria, none of the 24 studies provides convincing evidence that these basic feasibility criteria can be met. Of a maximum possible unweighted feasibility score of seven, the highest score for any one study was four. Eight of 24 scenarios (33%) provided no form of system simulation. Twelve (50%) relied on unrealistic forecasts of energy demand. While four studies (17%; all regional) articulated transmission requirements, only two scenarios—drawn from the same study—addressed ancillary-service requirements. In addition to feasibility issues, the heavy reliance on exploitation of hydroelectricity and biomass raises concerns regarding environ- mental sustainability and social justice. Strong empirical evidence of feasibility must be demonstrated for any study that attempts to construct or model a low-carbon energy future based on any combination of low-carbon technology. On the basis of this review, efforts to date seem to have substantially underestimated the challenge and delayed the identification and implementation of effective and comprehensive decarbonization pathways.
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100% WindSolar would EQUAL the biggest disruption and destruction of nature in recorded human history” their would be machines everywhere” were there are machines there are people” if there are people were is nature were
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Peters et al_a_search_for_large-scale_effects_of_ship_emissions_on_clouds_and...
Introduction
Ship tracks are widely seen as one of the most prominent
manifestations of anthropogenic aerosol indirect effects
(AIEs), or the change in cloud properties by anthropogenic
aerosols serving as cloud condensation nuclei. A very uncertain
and scientifically interesting question, however, is about
the climatically relevant large-scale forcing by AIEs due to
ship emissions.
In the past decades, a whole suite of AIE-hypotheses has
been put forward of which the “Twomey-effect”, or first AIE,
is the most prominent. For this effect, an increase in available
cloud condensation nuclei (CCN) eventually leads to
more and smaller cloud droplets if the liquid water content of
the respective cloud remains constant. More cloud droplets
increase the total droplet surface area by which the cloud
albedo is enhanced; an effect which was put into the general
context of anthropogenic pollution by Twomey (1974). Other
AIE-hypotheses include effects on cloud lifetime (Albrecht,
1989; Small et al., 2009) or cloud top height (Koren et al.,
2005; Devasthale et al., 2005). Especially the latter hypotheses
are far from being verified (e.g. Stevens and Feingold,
2009). In total, AIEs are subject to the largest uncertainties
Published by Copernicus Publications on behalf of the European Geosciences Union.
5986 K. Peters et al.: Aerosol indirect effects from shipping emissions
of all radiative forcing (RF) components of the Earth System,
when it comes to assessing human induced climate change
(Forster et al., 2007). However, there exists broad consensus
that on global average, AIEs have a cooling effect on the
Earth System with the most recent multi-model estimate being
−0.7 ± 0.5 W m−2
(Quaas et al., 2009).
Righi et-al-acp-15-633-2015
Introduction
The transport sectors, including land transport, shipping and
aviation, are major sources of atmospheric pollution (e.g.,
Righi et al., 2013). The emissions from transport are growing
more rapidly than those from the other anthropogenic activities.
According to the ATTICA assessment (Uherek et al.,
2010; Eyring et al., 2010), land transport and shipping shared
74 and 12 % of the global CO2 emissions from transport in
the year 2000, respectively. In the time period 1990–2007,
the EU-15 CO2-equivalent emissions from land transport and
shipping increased by 24 and 63 %, respectively. This growth
is expected to continue in the future, due to increasing world
population, economic activities and related mobility. The future
road traffic scenarios analyzed by Uherek et al. (2010)
essentially agree in projecting an increase of both fuel demand
and CO2 emissions until 2030, with up to a factor of
∼ 3 increase in CO2 emissions with respect to 2000. The ATTICA
assessment also showed that emissions of CO2 from
land transport and shipping affect the global climate by exerting
a radiative forcing (RF) effect of 171 (year 2000)
and 37 mW m−2
(year 2005), respectively. These two sectors
together account for 13 % of the total anthropogenic CO2
warming (year 2005).
In addition to long-lived greenhouse gases, ground-based
vehicles and ocean-going ships emit aerosol particles as well
as a wide range of short-lived gases, including also aerosol
precursor species. Atmospheric aerosol particles have significant
impacts on climate, through their interaction with solar
radiation and their ability to modify cloud microphysical
and optical properties (Forster et al., 2007). In populated areas,
they also affect air quality and human health (Pope and
Dockery, 2006; Chow et al., 2006).
Righi et al_climate_impact_of_biofuels_in_shipping-global_model_studies_og_th...
ABSTRACT: Aerosol emissions from international shipping
are recognized to have a large impact on the Earth’s radiation
budget, directly by scattering and absorbing solar radiation and
indirectly by altering cloud properties. New regulations have
recently been approved by the International Maritime Organi-
zation (IMO) aiming at progressive reductions of the maximum
sulfur content allowed in marine fuels from current 4.5% by
mass down to 0.5% in 2020, with more restrictive limits already
applied in some coastal regions. In this context, we use a global
bottom-up algorithm to calculate geographically resolved emis-
sion inventories of gaseous (NOx, CO, SO2) and aerosol (black
carbon, organic matter, sulfate) species for different kinds of
low-sulfur fuels in shipping. We apply these inventories to study the resulting changes in radiative forcing, attributed to particles from shipping, with the global aerosol-climate model EMAC-MADE. The emission factors for the different fuels are based on measurements at a test bed of a large diesel engine. We consider both fossil fuel (marine gas oil) and biofuels (palm and soy bean oil) as a substitute for heavy fuel oil in the current (2006) fleet and compare their climate impact to that resulting from heavy fuel oil use. Our simulations suggest that ship-induced surface level concentrations of sulfate aerosol are strongly reduced, up to about 40-60% in the high-traffic regions. This clearly has positive consequences for pollution reduction in the vicinity of major harbors. Additionally, such reductions in the aerosol loading lead to a decrease of a factor of 3-4 in the indirect global aerosol effect induced by emissions from international shipping.
Full accidents GLOBAL WINDPOWER more dangerous that NUCLEAR POWER
This document lists 24 accidents and incidents involving wind turbines from 1980 to 1994. It provides details of each event including the date, location, turbine type, and cause when known. Accidents included structural failures, blade failures, fires and 14 deaths of workers during installation or maintenance of wind turbines. The majority of fatalities involved workers falling from towers or being caught in moving turbine components while the turbines were being serviced.
Accidents (1) Windpower the most dangerous power source in the world
This document summarizes wind turbine accident data from 1970 to September 2016. It finds a total of 1951 accidents, with the number increasing each year as more turbines are built. Blade failure is the most common type of accident, followed by fire. A total of 121 accidents were fatal, resulting in 165 deaths, including both wind industry workers and members of the public. The document argues that the reported accident numbers likely represent only a fraction of actual accidents.
Niels Bohr må vende sig i sin grav
Det generer ham, at daværende indenrigsminister
Birte Weiss populistisk lukkede
Danmarks atomforsøgsstation på Risø, som
Niels Bohr havde kæmpet utrætteligt for i
1950erne, og hvis første forsøgsreaktor blev
åbnet i 1957. Den sidste reaktor blev lukket i
2000 efter i næsten fyrre år at have fungeret
upåklageligt og leveret eksperimentel fysik
i verdensklasse samt isotoper til hospitalsbehandling.
Isotoper, som i dag må hentes i
udlandet for dyre penge.
Nu handler striden så om de 50 års radioaktive
affald, »som næppe er så skadeligt som
det vore kulkraftværker leverer på 50 dage«
(fordi der er uran i det kul, der brændes af og
sendes ud af skorstenen og spredes ud over
landet, red.).
Thomas Grønlund skriver, at den samlede
mængde affald fra 25 års kernekraft, der har
forsynet Frankrig med 80 procent af elektriciteten,
fylder omtrent det samme som en 1-krone
pr. franskmand, og affaldet kan opbevares i et
rum på størrelse med en gymnastiksal, men
der er en vrangforestilling om, at det er et stort
problem. »Halveringstiden« er cirka 30 år for
de vigtigste affaldstyper fra et kernekraftværk,
men der er ikke samme nul-tolerance over for
andet affald – at det for eksempel tager tusinder
af år at nedbryde meget af det plasticaffald,
der spredes i verdenshavene
Abruptclimatechange 7229
Are we overlooking potential abrupt climate shifts?
Most of the studies and debates on potential climate change, along with its ecological and economic impacts, have focused on the ongoing buildup of industrial greenhouse gases in the atmosphere and a gradual increase in global tempera- tures. This line of thinking, however, fails to consider another potentially disruptive climate scenario. It ignores recent and rapidly advancing evidence that Earth’s climate repeatedly has shifted abruptly and dramatically in the past, and is capable of doing so in the future.
Fossil evidence clearly demonstrates that Earth’s climate can shift gears within a decade, establishing new and different patterns that can persist for decades to centuries. In addition, these climate shifts do not necessarily have universal, global effects. They can generate a counterintuitive scenario: Even as the earth as a whole continues to warm gradually, large regions may experience a precipitous and disruptive shift into colder climates.
This new paradigm of abrupt climate change has been well established over the last decade by research of ocean, earth
The global ocean circulation system, often called the Ocean Conveyor, transports heat worldwide. White sections represent warm surface cur- rents. Purple sections represent cold deep currents.
and atmosphere scientists at many institutions worldwide. But the concept remains little known and scarcely appreciated in the wider community of scientists, economists, policy mak- ers, and world political and business leaders. Thus, world lead- ers may be planning for climate scenarios of global warming that are opposite to what might actually occur.1
It is important to clarify that we are not contemplating a situation of either abrupt cooling or global warming. Rather, abrupt regional cooling and gradual global warming can un- fold simultaneously. Indeed, greenhouse warming is a desta- bilizing factor that makes abrupt climate change more prob- able. A 2002 report by the US National Academy of Sciences (NAS) said, “available evidence suggests that abrupt climate changes are not only possible but likely in the future, poten- tially with large impacts on ecosystems and societies.”2
The timing of any abrupt regional cooling in the future also has critical policy implications. An abrupt cooling that hap- pens within the next two decades would produce different climate effects than one that occurs after another century of continuing greenhouse warming.
Team Ice
Question For Research
How will the continued trend in rising CO2 levels
impact temperature and cause climate to go from warm to cold conditions?
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Albert einstein flettner rotor thiiink copy
- 1. STRICTLEY CONFIDENTIAL THiiiNK Holding Switzerland AG Jäger Treuhand & Verwaltungs AG Kirchacherstrasse 9 CH-8608 Bubikon Zurich Switzerland e-mail THiiiNK@THiiiNK.com Web www.THiiiNK.com Paper by Albert Einstein, there is a very good reason why Flettner rotor work’s so well as it was Albert Einstein who was the consultant behind Anton Flettner and the Flettenr Rotor..!
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