Just the past two dayz alone
Just the past two dayz alone
|Science World Report||–||
I am sickened as I write, my country, engaged in horrible crimes against human beings, tortured, reduced to helplessness, imprisoned for years, often released subsequently without charges … a compliant (and complicit) public, ranging from profound denial to blissful unconcern or the self-righteous expression of justifiability, forming the silent background for a tableau of dishonor and extreme cruelty. I refer to Guantanamo, but also CIA black sites scattered worldwide, sadistic personnel—jailers, physicians, psychologists and psychiatrists, lawyers, military and intelligence officers, members of Congress, Washington, America in general, right up to Obama—compliant, complicit, no, actively supportive, blood-soaked in mind and spirit, positively relishing the demonic practices, all in the name of freedom and democracy, the American Way of Life, God Himself/Herself.
In 1932, Bremer of Harvard filmed the blood in the very early embryo circulating in self-propelled mode in spiralling streams before the heart was functioning. Amazingly, he was so impressed with the spiralling nature of the blood flow pattern that he failed to realize that the phenomena before him had demolished the pressure propulsion principle. Earlier in 1920, Steiner, of the Goetheanum in Switzerland had pointed out in lectures to medical doctors that the heart was not a pump forcing inert blood to move with pressure but that the blood was propelled with its own biological momentum, as can be seen in the embryo, and boosts itself with “induced” momenta from the heart. He also stated that the pressure does not cause the blood to circulate but is caused by interrupting the circulation. Experimental corroboration of Steiner’s concepts in the embryo and adult is herein presented.
The fact that the heart by itself is incapable of sustaining the circulation of the blood was known to physicians of antiquity. They looked for auxiliary forces of blood movement in various types of
etherisation' andpneumatisation’ or ensoulement of the blood on its passage through the heart and lungs. With the dawn of modern science and over the past three hundred years, such concepts became untenable. The mechanistic concept of the heart as a hydraulic pump prevailed and became firmly established around the middle of the nineteenth century.
The heart, an organ weighing about three hundred grams, is supposed to
pump' some eight thousand liters of blood per day at rest and much more during activity, without fatigue. In terms of mechanical work this represents the lifting of approximately 100 pounds one mile high! In terms of capillary flow, the heart is performing an even more prodigious task offorcing’ the blood with a viscosity five times greater than that of water through millions of capillaries with diameters often smaller than the red blood cells themselves! Clearly, such claims go beyond reason and imagination. Due to the complexity of the variables involved, it has been impossible to calculate the true peripheral resistance even of a single organ, let alone of the entire peripheral circulation. Also, the concept of a centralized pressure source (the heart) generating excessive pressure at its source, so that sufficient pressure remains at the remote capillaries, is not an elegant one.
Our understanding and therapy of the key areas of cardiovascular pathophysiology, such as septic shock, hypertension and myocardial ischemia are far from complete. The impact of spending billions of dollars on cardiovascular research using an erroneous premise is enormous. In relation to this, the efforts to construct a satisfactory artificial heart have yet to bear fruit. Within the confines of contemporary biological and medical thinking, the propulsive force of the blood remains a mystery. If the heart really does not furnish the blood with the total motive force, where is the source of the auxiliary force and what is its nature? The answer to those questions will foster a new level of understanding of the phenomena of life in the biological sciences and enable physicians to rediscover the human being which, all too often, many feel they have lost.
Implicit in the notion of pressure propulsion in the cardiovascular system are the following four major concepts.
(1) Blood is naturally inert and therefore must be forced to circulate.
(2) There is a random mix of the formed particles in the blood.
(3) The cells in the blood are under pressure at all times.
(4) The blood is amorphous and is forced to fill its vessels and thereby takes on their form.
However, there are observations that challenge these notions. It is seen that the blood has its own form, the vortex, which determines rather than conforms to the shape of the vascular lumen and circulates in the embryo with its own inherent biological momentum before the heart begins to function. Just as an inert vortex in nature pulses radially and longitudinally, we tentatively assume that blood is also free to pulse and is not subject to the pulse-restricting pressure implied in the pressure propulsion concept. The blood is not propelled by pressure but by its own biological momenta boosted by the heart.
When the heart begins to function, it enhances the blood’s momentum with spiraling impulses. The arteries serve a subsidiary mimical heart function by providing spiraling boosts to the circulating blood. In so doing the arteries dilate to receive the incoming blood and contract to deliver an impulse to increase the blood’s momentum.
Four Faulty Premises of the Heart as a “Pump”
As Marinelli et al point out, the pressure-propulsion model of blood circulation rests on four major premises:
All of these premises can be shown to be faulty. For example, far from having a random mix of the blood components in vessels, the cellular elements arrange themselves in a highly organized flow pattern in which the heavier red blood cells flow nearest to the axis of the vessels while the lighter platelets are nearer to the periphery. All of the formed elements are surrounded by a sleeve of plasma which is in contact with the vessel wall. However, a major misconception about how blood circulates is the assumption that it flows in a laminar fashion, whereas in reality the main pattern appears to be a vortex. This leads to a whole new concept of circulatory dynamics–one which goes a long way towards explaining the close interaction between the heart and the blood– both of which are derived from the same embryonic material.
Clues to circulatory physiology are found in embryology. Two of the main embryological observations have been that the blood starts circulating before the heart has been fully formed and that it circulates in a spiraling fashion, as in the single-stage tube heart of the chick before the valves have developed.
Why are we concerned about the way in which the blood circulates and the `heart as a pump’ paradox? Do we not already know enough about circulation in conventional terms for all practical purposes? No. Is all this really relevant? Yes. Not only should truth be sought for its own sake, but therapy based upon faulty premises can only be bad therapy.
Faster and faster the PTB are allowing Tesla technology to be rolled out for public use. They even started a company with his name to shove it in our faces that the government and military have had free energy available since Tesla was alive in the early 1900’s.
Since the 1900’s the auto industry has not improved on its combustion engine, though technology has changed how we interact. Why? Because it has been too profitable to change.
FCVs (Fuel Cell Vehicles) started out over a decade ago as technology that was in its infancy stage, and clearly not ready for prime time. A decade later, and it appears the time has come for fuel cell vehicles to reclaim the mantle as the most energy efficient, practical and realistic choice for the zero-emission car-buying consumer.
Arguably, the most challenging issue facing Tesla (NASDAQ:TSLA) is the further development and prevalence of FCVs in the global automotive industry. Fuel cell vehicles are gaining traction. And with major auto makers, such as Toyota (NYSE:TM), Hyundai and Honda (NYSE:HMC) starting to invest, it is only a matter of time before the technology becomes mainstream. The existential threat that could derail Tesla is not just smoke and water. The eventual shift from EVs (Electric Vehicles) to hydrogen-powered FCVs is real, and Tesla may be in serious trouble.
There are many different types of fuel cells available. For vehicle purposes, the most common is the Polymer Electrolyte Membrane (PEM) fuel cell.
Source: Office of Energy Efficiency & Renewable Energy
The process works by taking fuel (hydrogen) and oxygen molecules into the fuel cell. Hydrogen is channeled to the anode, and oxygen to the cathode. They are split through the use of a catalyst, which in most cases is platinum. The hydrogen splits off into positive hydrogen ions (protons), and negatively charged electrons. The PEM cannot let the electrons into the membrane or else it would short circuit the fuel cell. Once the hydrogen is split, the positive ions flow through the membrane to the cathode. The electrons that were broken off from the hydrogen also travel along an external circuit to the cathode, which in turn creates an electrical current. At the cathode, the electrons and the positive Hydrogen ions meet with oxygen to form water (H20), which exits the fuel cell.
There are a few trade-offs with this system. The first is the use of platinum as a catalyst for the breakdown of the molecules. Platinum is an expensive material, and without a replacement catalyst or a reduction in price fuel cells will always be expensive to produce. Secondly, separating oxygen significantly reduces electricity that can be generated due to the difficult nature of splitting oxygen molecules, which makes the process of producing electricity from the circuit less efficient.
Fuel cells are also extremely sensitive to any permutation in the system. Electrons need to flow through the proper channels; they cannot leak into the membrane where the positive hydrogen ions pass through to meet oxygen. Furthermore, hydrogen is volatile to store. In order to safely house hydrogen, fuel tanks in cars need to maintain pressure in a PSI range of 5000-10,000.
While fuel cell technology has advanced in recent years, the infrastructure for hydrogen refueling stations is currently not where it needs to be for fuel cell vehicles to become mass-market. This issue seems to be the Achilles heel of fuel cell vehicles, as a lack of refueling stations would lead to marginal sales volume. However, major investment into hydrogen fueling networks have begun in California and the Northeastern states. With time and capital, the network of hydrogen refueling stations will continue to grow as fuel cells gain efficiency and popularity.
California has been the leader in support of zero-emission vehicles; offering rebates in the range of $3000-$5000. In 2014, the California Energy Commission announced it would invest $46.6 million to speed the development of hydrogen fueling stations, with the hope of reaching the goal of 100 refueling stations that would allow for the commercialization of FCVs in California. The state is planning to double the number of hydrogen refueling stations that are currently available this year. According to the California Fuel Cell Partnership, there are twelve available hydrogen refueling stations in California. The map also shows about another 30 retail locations that are in development. In an interview, Hyundai Motor America CEO David Zuchowski anticipates 40 refueling stations to be open before the year’s end of 2016.
It appears a major, century long shift is in its infancy of reordering how power is supplied to homes, businesses and modes of transportation.
Increases in battery storage technology, lower battery weights, available higher capacity lithium, and faster super-chargers are about to change how energy is supplied to the masses in a major way.
Hence the 60% haircut in the global price of oil over the past six months.
Over the past couple of weeks major announcements are coming out as to the utilization of solar, wind and battery storage. Two of the three largest global mega-corporations, Apple Computer and Google, have just announced, within days of each other, that they were going to be powering their main HQ’s by solar and wind power exclusively.
Across the pond, in the U.K., announcements are also being made as to the mass rollout of the mini-electric car as well. And even IKEA, the home furnishing store, is also a stepping up as major player in the electric car charger market.
This week, Tesla, the leader in battery powered automobiles, announced that they would be making decentralized battery powered home energy systems. In the not so distant future home power will come from either mini power stations in your neighborhoods or self -contained systems at your home.
The rumors have been getting stronger all week, and now they’ve come to a head: WSJ is reporting that Apple is indeed working on a car. “Project Titan,” as it’s known internally, is an all-electric vehicle that apparently “resembles a minivan” in its current iteration and has a team of several hundred people working on it.
That’s not to say that there’ll ever be an Apple car on the road, necessarily. WSJ hedges its report, noting that it’d be several years at least before Titan could be ready for production, and that’s assuming Cook and company decide to go through with the project.
Via: MIT Technology Review:
Almost every automaker interested in producing electric cars is betting on improvements to lithium-ion batteries to make the cars cheaper and extend their driving range.
But scientists at BASF are exploring the possibilities of an older type of battery, nickel-metal hydride, now used in hybrids. They recently doubled the amount of energy that these batteries can store, making them comparable to lithium-ion batteries. And they have a plan to improve them far more, potentially increasing energy storage by an additional eight times.
Tesla Motors Inc., best known for making the all-electric Model S sedan, is using its lithium-ion battery technology to position itself as a frontrunner in the emerging energy-storage market that supplements and may ultimately threaten the traditional electric grid.
“We are going to unveil the Tesla home battery, the consumer battery that would be for use in people’s houses or businesses fairly soon,” Chief Executive Officer Elon Musk said during an earnings conference call with analysts Wednesday.
California’s largest utility also has just announced that it is moving heavily into the community solar grid business.