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Dear
Subscriber,
We would like to invite everyone
to participate in our IRI COFE 2011 joint
SPESIF conference. IRI has asked for IEEE
sponsorship, in addition to the AIAA, AAS, and ARI
participation. We emphasize what a great
opportunity exists for those inventors who would
like a chance to put their invention on paper in a
peer-reviewed publication. This last Call for
Papers for the joint conference of SPESIF is
featured in the #5 slot of this FE eNews. Please
send in just your abstract by August 15 (and
mention COFE4 session) in the areas of energy,
propulsion, or bioenergetics for acceptance. (I'm
the Chair of the COFE session and I welcome
revolutionary energy, propulsion and bioenergetics
invention papers.)
Talk about physics, the size of the
proton revision (#1 story) and the discovery of
liquid metal batteries suggest (#2 story) by MIT
Prof. Sadoway offers higher energy density
(megawatt) than lithium. Hopefully, with the $7
million DOE money, the Sadoway battery will reach
the electric car market soon and the onsite power
generation market as well. Following
on the heels of a new high density battery is the
anticipated "Flying Prius" (#3 story) at twice the
speed of conventional airliners, which seems a lot
more credible with a better design for a hybrid
engine. End
Note: IRI objects to the recent American
Petroleum Institute ads on TV suggesting that a
new tax on oil is a "bad idea". Talking to a
business entrepreneur this weekend, it was
surprising to hear that "oil-eating bacteria", the
cheapest and a proven effective oil spill clean-up
solution, have been banned by the Feds from the
Gulf oil spill, with hundreds of miles of oil
slick still out in the Gulf. Perhaps this
prolongation of the problem will make the public
seek future renewable energy with fervor and
accept a gasoline tax that will pay for it! We
hope that the costly oil spill will motivate the
country to get off oil at any
cost. Thomas
Valone, PhD, PE
Editor www.IntegrityResearchInstitute.org | |
| |
1) New Proton Measurement
May Throw Physics a
Curve |
Casey Johnston, Ars Tecnica, July 9,
2010
Ed. note: Vacuum
polarization effects of zero point energy may be
reduced since the muon is so much closer to the
proton than the electron would be. Similar results
were found by Koltick, cited in my Zero Point Energy: Fuel of the
Future book, when the vacuum polarization
shield around the electron was removed by
experiment.
-TV
We may have
been overestimating the proton for the last 60
years, if a new experiment has anything to say
about it. A group of researchers have tried a new
method of measuring the proton's radius that
involved getting a muon to orbit it instead of an
electron. The new approach is ten times more
accurate than the way it has been done since the
invention of quantum mechanics, and it has
produced a value for the proton's radius that is
four percent smaller than the currently accepted
one. If the new measurement is incorrect and the
proton is not actually smaller, the theory of
quantum electrodynamics itself may need an
adjustment.
The currently accepted value of the
proton's radius is .876 femtometers. This value
isn't consistently measured by any one experiment,
but is instead a "world average" of all the
attempted measurements done by spectroscopy on a
hydrogen atom, and the errors were large enough to
provide room for a new, more exact measurement.
Unfortunately, the new measurement provides a
value that's completely outside these error
bars.
The
easiest way of studying protons is to use
hydrogen, which is nothing more than a simple
interaction between an electron and a proton. By
watching what energy the electron needs to
transition between the orbitals surrounding the
proton, researchers can get an idea of how big the
proton is.
To get a better measurement, the team of
researchers wanted to "work in a system which is
very sensitive to the proton radius," said Aldo
Antognini, one of the co-authors of the paper.
What they needed was a very small energy
transition to observe, and a large platform in
which to observe it.
For
the transition, they needed look no further than a
Lamb shift. A Lamb shift occurs when an electron
moves between the 2s and 2p energy levels in an
atom. The difference in binding energy between the
two is very small, and leaves little room for
external effects to muck up the
measurements. To get a highly accurate picture of the
Lamb shift, the scientists generated protons
orbited by muons, also known as muonic hydrogen.
Muons are unstable elementary particles, with the
same charge and spin as an electron-but they're
200 times heavier. Its size would allow the
researchers to make more precise binding energy
measurements.
Muonic hydrogen
is not easy to make; in fact, the researchers were
using the only laboratory in the world that can
produce muons en masse. On top
of that, only one
percent of the muons generated stayed in their 2s
excited state long enough to be experimented
with-the rest immediately decayed. In all, Dr.
Antognini noted that the experiment took more than
eight years to complete.
The
researchers found that the muonic hydrogen needed
to be shot with a laser with a frequency of 50
terahertz in order to transition up to the 2p
state. When they plugged this measurement into a
quantum electrodynamics equation that relates
proton radius to binding energies, they found the
needed energy indicated a proton radius of 0.841
femtometers-four percent smaller and five standard
deviations off the currently accepted radius of
0.876 femtometers.
The scientists
are not yet sure whether their findings will upset
the theory of quantum electrodynamics, or our
understanding of the proton itself. "You can
assume the theory is correct, or you can assume
the radius is correct and the theory is wrong,"
Dr. Antognini told Ars.
If it's the
theory and predictions that are off, this doesn't
spell the end of quantum electrodynamics. More
likely, the related equations need adjusting, not
unlike how the calculation of Lamb shifts provided
an adjustment for the energy theories Dirac first
laid down.
On the other
hand, if the theory holds and we've actually been
overestimating the proton, there will be a sizable
shakeup in the fundamentals of particle physics.
The authors of the paper hope to continue probing
the proton with similar tests on muonic helium
atoms, as well as analyzing extra data they've
collected on muonic hydrogen and deuterium.
ature, 2010. DOI:
10.1038/nature09250 (About
DOIs).
The Proton Shrinks
in Size
Nature. Published online
7 July 2010 | Nature
|
doi:10.1038/news.2010.337
http://www.nature.com/news/2010/100707/full/news.2010.337.html?utm_source=KurzweilAI+Daily+Newsletter&utm_campaign=5e62dd8d7a-UA-946742-1&utm_medium=email
The proton seems to be
0.00000000000003 millimetres smaller than
researchers previously thought, according to work
published in today's issue of Nature1.
The difference is so
infinitesimal that it might defy belief that
anyone, even physicists, would care. But the new
measurements could mean that there is a gap in
existing theories of quantum mechanics. "It's a
very serious discrepancy," says Ingo Sick, a
physicist at the University of Basel in
Switzerland, who has tried to reconcile the
finding with four decades of previous
measurements. "There is really something seriously
wrong someplace."
Protons are
among the most common particles out there.
Together with their neutral counterparts,
neutrons, they form the nuclei of every atom in
the Universe. But despite its everday appearance,
the proton remains something of a mystery to
nuclear physicists, says Randolf Pohl, a
researcher at the Max Planck Institute of Quantum
Optics in Garching, Germany, and an author on the
Nature paper. "We don't
understand a lot of its internal structure," he
says.
From afar, the
proton looks like a small point of positive
charge, but on much closer inspection, the
particle is more complex. Each proton is made of
smaller fundamental particles called quarks, and
that means its charge is roughly spread throughout
a spherical area.
Physicists can
measure the size of the proton by watching as an
electron interacts with a proton. A single
electron orbiting a proton can occupy only
certain, discrete energy levels, which are
described by the laws of quantum mechanics. Some
of these energy levels depend in part on the size
of the proton, and since the 1960s physicists have
made hundreds of measurements of the proton's size
with staggering accuracy. The most recent
estimates, made by Sick using previous data, put
the radius of the proton at around 0.8768
femtometres (1 femtometre = 10-15
metres).
Small
wonder
Pohl and his
team have a come up with a smaller number by using
a cousin of the electron, known as the muon. Muons
are about 200 times heavier than electrons, making
them more sensitive to the proton's size. To
measure the proton radius using the muon, Pohl and
his colleagues fired muons from a particle
accelerator at a cloud of hydrogen. Hydrogen
nuclei each consist of a single proton, orbited by
an electron. Sometimes a muon replaces an electron
and orbits around a proton. Using lasers, the team
measured relevant muonic energy levels with
extremely high accuracy and found that the proton
was around 4% smaller than previously
thought.
That might not
sound like much, but the difference is so far from
previous measurements that the researchers
actually missed it the first two times they ran
the experiment in 2003 and 2007. "We thought that
our laser system was not good enough," Pohl says.
In 2009, they looked beyond the narrow range in
which they expected to see the proton radius and
saw an unmistakable signal.
"What gives? I
don't know," says Sick. He says he believes the
new result, but that there is no obvious way to
make it compatible with years of earlier
measurements.
"Something is
missing, this is very clear," agrees Carl Carlson,
a theoretical physicist at the College of William
& Mary in Williamsburg, Virginia. The most
intriguing possibility is that previously
undetected particles are changing the interaction
of the muon and the proton. Such particles could
be the 'superpartners' of existing particles, as
predicted by a theory known as supersymmetry,
which seeks to unite all of the fundamental forces
of physics, except gravity.
But, Carlson
says, "the first thing is to go through the
existing calculations with a fine-toothed comb".
It could be that an error was made, or that
approximations made in existing quantum
calculation simply aren't good enough. "Right now,
I'd put my money on some other correction," he
says. "It's also where my research time will be
going over the next month."
-
References
- Pohl, R.
et al. Nature 466, 213-217 (2010). | Article | ChemPort |
back to table of
contents |
2) Molten Metal Batteries
Yield 20 Times More Current than Lithium
Ion |
MIT Prof. Donald Sadoway
and graduate student David
Bradwell
| Molten metal
may not be what you want in your smartphone
battery, but it turns out to work great for larger
grid-scale batteries. MIT engineers have created
devices that can provide up to 20 times as much
current as lithium-ion batteries with the same
electrode area, according to New Scientist.
The
new battery simply consists of tanks filled with
three liquid layers kept at 1,292 degrees F (700
degrees C). Molten magnesium sits on top, and
antimony sits on the bottom. The middle layer
consists of a compound mixture of the two outer
layers.
Charging the battery with
electricity breaks down the middle layer, and thus
enlarges the upper and lower layers, while
discharging reverses the process, in a chemical
reaction that releases electrons to provide power.
Once running, the battery also creates enough
self-sustaining heat to keep everything
deliciously molten.
A battery
as large as a shipping container could deliver a
megawatt of electricity, or enough to power about
10,000 100-watt light bulbs for several hours. Its
cheaper material costs compared to lithium make it
a more cost-effective candidate for scaling up the
power grid.
Some
utility companies and cities have already turned
to sodium sulfur batteries as backup power that
can ease reliance on the aging transmission grid
-- the Texas town of Presidio recently charged up
the largest battery of this type in the U.S. But
the molten metal battery technology could provide
part of a newer energy infrastructure that
supports a growing variety of renewable energy
sources.
Liquid Metal
Batteries Could Lead to Power Storage
Breakthrough
Researchers create an
all-liquid-metal battery that could allow
alternative power schemes to flourish. Plus, three
more breakthrough technologies that the U.S.
Department of Energy is funding
now.
By Michael Belfiore,
Popular Mechanics http://www.popularmechanics.com/science/energy/next-generation/liquid-metal-batteries-storage-breakthrough Plans to add renewable
power sources to the electric grid have a common
problem: weak, expensive and small batteries that
can't guarantee there will be juice when the wind
isn't blowing or the sun isn't shining. Donald
Sadoway, professor of materials chemistry at
Massachusetts Institute of Technology, thinks the
solution lies in novel batteries that use liquid
metals. The battery designed by Sadoway and his
team works on the same principle as any other: Two
electrodes exchange electrons through an
electrolyte to complete a circuit. But by using
liquid metals for electrodes and molten salt as an
electrolyte, their battery can absorb electrical
currents that are 10 times higher than present-day
high-end batteries. Only the different densities
of the liquids keep them separated inside the
battery, which means it would be a poor choice for
most mobile applications--but smart for a fixed
location, such as an electrical installation.
Sadoway's team first made shot-glass-size
prototypes to experiment with costly ingredients
such as pure magnesium and pure antimony, but is
now seeking the right mix of alloys for optimal
performance and cheap manufacture. The Department
of Energy's idea factory, the Advanced Research
Projects Agency--Energy (ARPA-E), is putting $6.9
million behind Sadoway's project. His award is one
of the biggest of the agency's first round of
funding, released in late 2009. The batteries need
external heaters to keep their innards molten at
operating temperature. "One of the goals of the
ARPA-E-funded project is to determine the smallest
size of cell that would not need booster heaters,"
Sadoway says.
The U.S.
Department of Energy is funding research
into the following breakthrough
technologies:
Cellulosic Biofuels From
Genetically Modified Plants
Conventional
biofuels, like corn-based ethanol, divert food
crops to generate energy. Massachusetts startup
Agrivida is genetically engineering fuel crops to
contain cellulose-processing enzymes, potentially
making cellulosic biofuels commercially viable for
the first time. Federal funding: $4.5 million.
Bacteria That Produce
Biofuels
Researchers
from the University of Minnesota are using two
species of bacteria to make it easier and cheaper
to turn plants into fuel: one to photosynthesize
sugar from sunlight and carbon dioxide, and
another to convert it into biofuel. Federal
funding: $2.2 million.
A More Perfect Metal--Air
Battery
Fluidic Energy,
founded by Arizona State University materials
scientist Cody Friesen, is creating a portable
metal--air battery that uses ionic liquids
(low-temperature liquid salt) instead of
water-based electrolytes. The design could pack 11
times the energy density of today's best
lithium-ion batteries without the limited voltage
and evaporation problems typical of metal--air
designs. Federal funding: $5.1 million.
|
3) The Flying
Prius |
Lockheed Martin Supersonic
aircraft concept
| The future of aviation
that engineers dreamed about 70 years ago didn't
look much like the present. But it did look a lot
like the future of aviation they're still dreaming
of today.
Back in 1938, for instance,
Popular Mechanics magazine ran a cover story on
"The Flying Wing of the Future," an amazing
machine in which the fuselage was almost
indistinguishable from the wide V of the wings. In
May of this year, NASA presented the latest
thinking from Boeing, General Electric, Northrop
Grumman, and MIT about the "down to earth" shape of planes to come in the
next 20 to 30 years, with companion studies by
Boeing and Lockheed Martin about supersonic
transport. Sure enough, one of the MIT proposals
is for the Hybrid Wing Body H-Series, an enormous
flying wing, and NASA actually has been
test-flying a model of something similar, the
X-48B, since 2006. At first glance they look like
they're straight out of 1938.
But the operative phrase here is
"at first glance." Basic principles of lift and
propulsion are immutable, so certain design
features keep coming back. What's really new is
just about everything else that's likely to go
into making the next generation-indeed, the next
several generations-of planes: the composites for
the bodies; the engines that propel them; the
computers that steer them; and, most important,
the new economic, environmental, and political
imperatives of the 21st century. Manufacturers
really have little choice but to produce quieter,
safer, more fuel-efficient, and greener machines
than ever before-if only they can figure out how.
As almost 1,400 exhibitors gather
at the Farnborough Air Show in Britain this week,
the usual razzle-dazzle of military hardware, the
thunderous fly-overs, and the glitzy presentations
of airline luxury won't be able to obscure the
enormous challenges that loom on the horizon. The
skies already are saturated with planes and
passengers, but traffic is expected to double or
even triple by 2050. The stunning disruptions
caused by a single volcano in Iceland last spring
showed just how delicately balanced, and
vulnerable, the whole system has become.
Meanwhile, the cost of aviation fuel has
quadrupled since the mid-1990s and if, as many
predict, the global oil supply continues to grow
tighter, those prices could go through the
stratosphere. "In the future, environmental
concern will be a really huge issue," says Jaiwon
Shin, head of aeronautics research at NASA. "We
are seeing that in other industries. I think
aviation will not be an exception." Add the
traditionally low profit margins on which the
airline industry operates, and "the trend is
fairly predictable," Shin says. "It's got to be
fuel-efficient and environmentally friendly, so
any concept that meets these two criteria will win
out." The recent studies commissioned by NASA are
for planes that burn 70 percent less fuel than
today and fly 71 decibels quieter than a 737.
"NASA's goal," says spokeswoman Beth Dickey, "is
to bring these technologies to a point where they
are ready for prime time. Then it is up to the
industry to put them on their airplanes."
What's new about such projects is
not the expression of concern about the
environment but the sense of urgency about
addressing it. For years, airlines and airplane
manufacturers tended to treat climate change as if
it were largely a public-relations problem. Their
carbon footprint in the sky, after all, was only
about 2 to 3 percent of the global total.
International air traffic wasn't even mentioned in
the 1997 Kyoto Protocol on the environment. But according to the most recent
studies, aviation's share of greenhouse gases
could increase dramatically to about three times
current levels by midcentury, with technical
improvements being offset by the expected increase
in traffic in and among developing countries. In
the meantime, the European Union, with some of the
most crowded skies in the world already, is trying
to force airlines to join its existing
carbon-trading scheme. And carbon isn't the only
problem. High-altitude nitrogen-oxide emissions
from commercial jets may be destabilizing the
ozone layer, while on the ground people are ever
less patient with deafening noise around airports.
"People will not be as tolerant as we were 30
years ago when 707s were flying like jet fighters
overhead," says Shin.
It's tempting to think that some truly
radical new approach can change all this for the
better. "I think we will come to the point in the
next 30 to 40 years where we will say, now we have
to make a break and go for rather radical designs,
which is maybe a completely different design of an
aircraft-a completely different type of engine, a
completely different type of fuel," says a
European Commission source who asked not to be
cited by name because he was not authorized to
speak publicly on the issue. "At a certain stage
that break will come, don't ask me when."
The European Commission sponsored a
much-talked-about "Out of the Box" study looking
at the future of aviation in 2006, a brainstorm
exercise that entertained such whimsical notions
as the invisible airplane and a flying boat. This
week the commission will call for a raft of new
proposals that will actually get funding for
further research. That's the crucial step in any
of these efforts to turn designer dreams into
soaring realities. Under consideration are nuclear
engines, plasma jets, biofuels, and green fuels
along with innovative configurations of the
fuselage and engines. Some funding targets will
have pilots, and some could be computer-controlled
from takeoff to landing. But even when the
research is well funded, such concepts are mostly
geared toward that moment when, or if, the
possibilities of somewhat more conventional
approaches really have been exhausted. That's not
likely until the middle of the century at the
earliest.
The NASA program, meanwhile, is looking
toward what it hopes are more-feasible projects
for planes that could be in the air two or three
decades from now. One that has created a lot of
buzz in aviation blogs is being called "the double
bubble," a design proposal that might just as
easily be dubbed "the double-wide in the sky": two
tubular fuselages crunched together side by side
and held aloft by what seem like impossibly thin
wings.
More interesting still is one of the
designs that Boeing came up with for NASA: the
Subsonic Ultra Green Aircraft Research, or SUGAR Volt. This plane looks a
little like a World War II glider with long
tapered wings held in place by trusses. But like a
Prius or other hybrid cars, you don't really get
an idea how revolutionary it might be until you
look under the hood.
Boeing Supersonic
Aircraft concepts.
|
The engines that drive modern commercial
planes have undergone a quiet revolution-or a
massive evolution, if you will-over the last 30 to
40 years. Old jets combined air and kerosene in an
explosive mix that blasted out the back to provide
rocketlike thrust. They were powerful, loud, and
sucked up fuel like nobody's business. Some jet
fighters still do this. But the engines of today's
commercial airliners combine the hot air from a
jet at their core with cooler air pushed around it
by fans and compressors. The system allows them to
be much quieter and more fuel-efficient than
earlier engines, and a great deal of R&D these
days is focused on making turbines better still by
increasing the amount of cold air in the mix-the
bypass ratio, as it's called-to give extra thrust
with minimal extra noise and fuel consumption.
Common bypass ratios today are about 5 to 1, some
are greater than 10, and researchers are shooting
for 20 or more. There is also growing interest in
what are called "open rotors," which look like
updated versions of propeller engines, but with
more blades.
Boeing's SUGAR Volt proposes to use a
hybrid propulsion system that, in broad outlines,
really is reminiscent of a Prius: the cool-air
fans and compressors would be powered part of the
time by electric motors that would be charged by
the combustion engine.
Some green aviation projects, meanwhile,
are developing independently of aerospace giants
and big government programs. One of the most
intriguing is the spindly SolarImpulse, funded by
Omega watches and other corporate sponsors. It may
bear a striking resemblance to those rubber-band
airplanes you flew in the backyard as a kid, but
with its wings soaking up solar energy it proved
in Switzerland earlier this month that it can run
both day and night on nothing but the power of the
sun. Its builders aim to fly it around the world
in 2013.
Many industry experts remain skeptical
about the possibilities for truly revolutionary
change. Jean-Marc Thomas, a senior vice president
of EADS, the European Aeronautic Defence and Space
Company, gently mocks the computer-generated
pictures firms provide as "dream images" of a
distant future. "The more outlandish a plane
looks, the more it gives the impression that it's
terribly modern," says Thomas. "But things don't
really work that way in the aerospace industry."
Aircraft that are going to carry millions of
passengers have to be extremely safe and reliable,
which militates against their being extreme in
most other ways. As Thomas points out, the
enormous-but-conventional-looking Airbus 380 now
in service is the only airliner aloft that uses
fewer than three liters of kerosene per passenger
per 100 kilometers-mainly because it carries up to
800 people at a time. By comparison, in 1985 the
average commercial aircraft consumed about 8
liters per passenger per 100 kilometers. Critics
have talked about supersize aircraft as if they're
the Hummers of the sky. But the arithmetic for
green aviation is different than it is for cars.
Thus the International Air Transport Association
says many "modern aircraft" already have gotten to
the point where they get 3.5 liters per 100
kilometers per passenger, while one person driving
alone in an actual 2010 Prius will burn up 3.8
liters to travel the same distance.
Even proposals for a new generation of
supersonic airliners are being presented in a
greener context these days. The concepts that
Lockheed Martin and Boeing submitted to NASA this
year would actually be a little slower than the
French-British Concorde, which flew from the 1970s
until a disastrous crash brought its service to an
end in 2000. The new planes would cruise at about
1.6 to 1.8 times the speed of sound, roughly twice
as fast as conventional airliners. The Concorde
flew at Mach 2. The new ones would carry about
three times as many passengers as the Concorde and
their design would radically reduce the
explosive-sounding boom made crossing the sound
barrier from "a crack to a rumble," says NASA's
Peter Coen, who is overseeing the project. So the
planes would be "greener" than the Concorde, but
not as friendly to the environment as subsonic
aircraft. They'd be high-end time savers, not fuel
savers.
"Supersonic airplanes tend to drive a
wedge between naysayers and supporters, because we
are really talking about opening up whole new
markets," says Shin. "And our perspective is that
in order for supersonic markets even to start
there is a huge 800-pound gorilla right in the
middle of the room, and that is sonic-boom
regulation." Whether a crack or a rumble, the
noise is illegal over the continental United
States right now. For the moment, neither politics
nor economics are favorable to such
projects.
So when it comes to
outlandish-looking-but practical-planes, the
levelheaded seers of the aviation world keep
coming back to the subsonic flying-wing designs
being developed in both Europe and the United
States. These would most likely be enormous craft
capable of carrying as many as 1,000 passengers.
The lift characteristics of the fuselage would
give them savings of about 40 percent on fuel
right away, says Shin. Their advanced engines,
with bypass ratios two or three times as high as
current jets, would be mounted above the fuselage
rather than below the wing, lowering dramatically
the amount of noise heard on the
ground. According to Fay Collier, who has
overseen NASA's 80 test flights of the X-48B scale
model prototype, most of the problems of low-speed
control and the structural issues are on their way
to being resolved. If manufacturers and airline
companies are receptive, commercial aircraft built
along these lines could be rolling out of the
factory in 15 to 20 years, conceivably even
sooner, if the public wants them. Will passengers
be comfortable flying inside such a big enclosed
space? Could "virtual windows" supplant real ones?
Shin thinks customers will get used to such
things. Will airports be ready to accommodate the
huge change in shape and the multiple points from
which passengers would board and disembark? Many
terminals already have adapted to the Airbus 380,
which had some of the same issues.
Flying wings-truly the jolly green giants
of the sky-may not be ready for prime time in NASA
terms, but they're getting close.
|
4) Clean Energy
101 |
No single solution can meet our society's
future energy needs. The answer lies instead in a
family of diverse energy technologies that share a
common thread: they do not deplete our natural
resources or destroy our environment.
Renewable energy technologies tap into
natural cycles and systems, turning the
ever-present energy around us into usable forms.
The movement of wind and water, the heat and light
of the sun, heat in the ground, the carbohydrates
in plants-all are natural energy sources that can
supply our needs in a sustainable way. Because
they are homegrown, renewables can also increase
our energy security and create local jobs.
Our experts work to analyze the
technologies and policies to build a cost
effective, sustainable energy future. We aim to
enact federal and state policies that support
renewable energy, reduce barriers to the adoption
of renewable technologies, and encourage all
energy purchasers to use renewables. We also work
to support improving energy efficiency, an
important strategy to reduce our dependence on
fossil fuels, provide significant reductions in
electricity use, and save consumers money. And
while we transition toward clean energy sources,
we advocate for technologies, fuels, and policies
that reduce air and global warming pollution from
fossil fuels.
|
5) COFE4 - SPESIF 2011 Call
For Papers |
Space,
Propulsion & Energy Sciences International
Forum
March 15-17,
2011
University of Maryland,
College Park, MD
2011
Theme: Future Directions in Science &
Technology
CALL FOR
PAPERS
INITIAL ABSTRACTS DUE:
AUGUST 15, 2010
DRAFT PAPER SUBMISSION DUE:
SEPTEMBER 15, 2010
FINAL MANUSCRIPTS DUE:
DECEMBER 15, 2010
Sponsored by the
Institute for Advanced Studies in the Space,
Propulsion and Energy Sciences In Co-Operation
with:
|
In March
2011 the Institute for Advanced Studies in the
Space, Propulsion and Energy Sciences will hold
its 3rd forum at the University of Maryland,
College Park, MD. The Space, Propulsion &
Energy Sciences International Forum upholds the
momentum and positive collaborative environment
established by the former Space Technologies and
Applications International Forum (STAIF), last
held in 2008.
SPESIF
provides a platform for the interchange of ideas
among technologists, academicians, industrialists,
and program managers on technical and programmatic
issues related to the Space, Propulsion and Energy
Sciences. Among its organizers, conference and
session chairs, and attendees, are high-level
representatives from industry, government
agencies, and institutes of higher learning.
Both
papers and presentations are welcome. Approved
papers for SPESIF are reviewed by the technical
staff, Chairs and Co-Chairs and other Committee
Members needed for a proper peer review and are
published by the American Institute of
Physics
(AIP) in an AIP Conference
Proceedings.
The forum
addresses a wide range of topics across
symposiums, conferences and meetings as follows:
SYMPOSIUM
ON NEW FRONTIERS IN THE SPACE PROPULSION SCIENCES
This
symposium pertains to the advancement of the space
propulsion sciences from current technologies to
emerging concepts and theories covering the
contemporary propulsion sciences, technologies and
techniques for short-term objectives supporting
near-term space initiatives for Earth, in-orbit,
Moon and Mars-based propulsion and power systems;
enhancement of the feasibility of future space
propulsion systems; new frontiers in the space
propulsion sciences comprising ideas, concepts,
experiments, theories and models; and approaches
that could lead to new directions in space travel,
exploration, astrophysics and particle physics
with applications to propulsion, power or
communication; or to help combine these areas of
science with the space propulsion sciences toward
new frontiers in science.
SYMPOSIUM
ON ASTROSOCIOLOGY
This
symposium focuses on topics common to the space
community, though from a social-scientific
perspective. That is, a strong consideration of
how each topic relates to society, culture, and
the individual - the traditional purview of the
social and behavioral sciences, humanities, and
the arts (hereafter referred to as the "social
sciences" for brevity) -- defines astrosociology.
A major theme of the symposium focuses on how
traditional knowledge and findings of the social
sciences, which normally focus on terrestrial
matters, actually possess important applications
for space exploration and related issues.
Moreover, the direct application of social science
research and theory-building in contemporary and
future timeframes receive attention as vital
components in the understanding of humanity's
efforts in space environments in terms of
exploration, settlement, work, and recreation.
Examination of the impact of space exploration on
terrestrial societies and cultures receives
attention in addition to that of humans in space.
SYMPOSIUM
ON HIGH-FREQUENCY GRAVITATIONAL WAVES:
This
Symposium provides a forum for discussions
pertaining to the means of detecting and
generating HFGWs and their practical application.
Papers on HFGWs may encompass the high-frequency
(100 kHz to 100 MHz), very high frequency (100 MHz
to 100 GHz), and ultra high frequency (greater
than 100 GHz) bands all referred to as HFGWs and
should concentrate on the means for evolving this
technology. Specific interests also include (but
are not limited to) the description of HFGWs in
conventional space-time, applications to
astrophysics, communication, nuclear effects,
surveillance and remote movement of massive
objects. Concepts may be either theoretical or
based upon actual experiments or fabricated
devices and should include rigorous, logical,
scientific support and plausible assumptions
and/or data to validate the fundamental aspects of
the presented papers.
CONFERENCE ON FUTURE ENERGY
This conference deals with
experiments, theories, and approaches that will
help man achieve both a short-term and long-term
solutions to fueless energy for electricity
generation and travel, as well as drugless energy
medicine. Short-term objectives support the
near-term environmental initiative for humankind
to live on the earth without burning fossil fuels
and off the earth, to the Moon and Mars. Long-term
objectives will lay down the scientific foundation
necessary for future generations to extend
mankind's ability to survive in other parts of our
solar system. These long-term objectives are more
pronounced and designed to stretch the
intellectual capabilities and imagination of
mankind in advanced technical disciplines. This
will broaden our understanding and usage of the
space environment for communications, power
generation/storage, and propulsion.
MEETING ON
FUTURE DIRECTIONS IN SPACE
SCIENCE
AND TECHNOLOGY
This
meeting seeks to promote the dream of space
exploration by providing a venue for basic
research and current technology developments
currently underway in various areas of space
science and technology that could prove beneficial
in the near future. In any integrated space
vehicle, there are a large number of independent
and interdependent systems that are needed to
accomplish mission success. In some cases, there
are engineers and scientists that work with fine
focus to produce prototypes of high fidelity
subsystems (such as navigation or propulsion) that
are relevant for next generation spacecraft; while
in other cases, teams of engineers and scientists
work diligently and carefully to incorporate the
latest cutting-edge subsystems into an integrated
spacecraft tailor built to accomplish a specific
other-worldly task. In all cases, it is critical
that engineers and scientists alike be keenly
aware of the trade space of available hardware and
technology at their disposal so as to allow them
to focus their efforts on the real technical
innovation challenges.
******
Abstracts
and papers should be concise, clear, and original
according to the supporting information;
theoretical analysis, references provided, and
presentations, which should be logical and based
upon sound scientific principles. If a departure
from the conventional science is claimed, it is
the author's responsibility to persuade and
clarify this point in a balanced but
scientifically convincing manner supported by
adequate and acceptable evidence as well as
identify experiments for testing their
claims.
Submit
abstracts to abstracts@ias-spes.org Submit manuscripts to manuscripts@ias-spes.org
Please address questions
and comments to the organizing chair:
Glen A.
Robertson
265 Ita Ann Ln.
Madison, AL
35757
gar@ias-spes.org
256-694-7941
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