text:
Lindsay Lohan as Elizabeth Taylor in 'Liz & Dick'
Lindsay Lohan as Elizabeth Taylor and Grant Bowler plays actor Richard Burton. The television film chronicles their tumultuous relationship. Producer Larry A Thompson said Lohan was the right choice for "Liz & Dick," though production was "problematic." (Richard McLaren / Lifetime)
Grant Bowler and Lindsay Lohan as the famous couple as they filmed 1963's epic "Cleopatra," a critical and financial disaster for 20th Century Fox. The pair met on the set and had a notorious affair that became an international scandal and soon ended both of their marriages. Taylor had been married to her fourth husband, singer Eddie Fisher, and Burton was married to Sybil Burton. (Adam Taylor / Lifetime)
Lindsay Lohan as Elizabeth Taylor in "Cleopatra." Like Taylor, Lohan has grown up in the spotlight and the film is being touted as her comeback vehicle after years of substance abuse, run-ins with the law, rehab stints and antics that have all but shattered her once-promising career. (Jack Zeman / Lifetime)
A re-creation of a famous image of Elizabeth Taylor and Richard Burton at their first wedding, in 1964. Lohan's notoriety and the concept of her portraying one of film's most beloved actresses are the X factors that Lifetime hopes will bring a massive audience to the film. (Jack Zeman / Lifetime)
Lindsay Lohan as the starlet lounging by the pool. Times TV critic Mary McNamara called the TV film "a wildly graceless biopic that careens through the decades-long relationship between Elizabeth Taylor and Richard Burton with more petulance than passion, knocking down gin bottles and rumpling silk sheets for no better reason than that's what it says to do in the script." (Jack Zeman / Lifetime)
This publicity image released by Lifetime shows Grant Bowler as Richard Burton and Lindsay Lohan as Elizabeth Taylor. "Liz & Dick" starts from the perspective of Burton during the days before his death in 1984, as the actor reflects on his fiery relationship with Taylor. (Jack Zeman / Lifetime / AP)
Elizabeth Taylor was captured here wearing a red dress wrapped with white fur. Lindsay Lohan re-creates the image of the famous actress. (Richard McLaren / Lifetime)
Elizabeth Taylor's passions were legend. She loved to eat, which led to well-publicized battles with weight over the years. She loved men, dating many of the world's richest and most famous, including Frank Sinatra, Henry Kissinger and Malcolm Forbes, and married eight times, including the two visits to the altar with Richard Burton. (Richard McLaren / Lifetime)
The shortlist that producer Larry A. Thompson considered to play Elizabeth Taylor included Megan Fox, Kate Beckinsale and Olivia Wilde. But Thompson said Lohan had something extra: "Her excitement was infectious. After meeting with her, it reconfirmed my suspicion that she could bring the magical reward I was looking for." (Richard McLaren / Lifetime)
"Liz & Dick" is an unauthorized project and does not involve any family members or representatives of the major characters. The film, written by Christopher Monger ("Temple Grandin"), marks the second big TV project about Taylor; Sherilyn Fenn ("Twin Peaks") starred in 1995's NBC miniseries "Liz: The Elizabeth Taylor Story." (Richard McLaren / Lifetime)


text:
Mystery Books for Kids
A Study in Charlotte
Charlotte Holmes Novel
By (author) Brittany Cavallaro
Hardback US$18.14
The first book in a witty, suspenseful new series about a brilliant new crime-solving duo: the teen descendants of Sherlock Holmes and John Watson. This clever page-turner will appeal to fans of Maureen Johnson and Ally Carter.
Jamie Watson has always been intrigued by Charlotte Holmes; after all, their great-great-great-grandfathers are one of the most infamous pairs in history. But the Holmes family has always been odd, and Charlotte is no exception. She's inherited Sherlock's volatility and some of his vices--and when Jamie and Charlotte end up at the same Connecticut boarding school, Charlotte makes it clear she's not looking for friends.
But when a student they both have a history with dies under suspicious circumstances, ripped straight from the most terrifying of the Sherlock Holmes stories, Jamie can no longer afford to keep his distance. Danger is mounting and nowhere is safe--and the only people they can trust are each other.
Publication date 31 Jan 2017
Publisher Katherine Tegen Books
Edition Statement Reprint
Brittany Cavallaro
The Case for Jamie
A Question of Holmes
The Last of August
The last thing Jamie Watson wants is a rugby scholarship to Sherringford, a Connecticut prep school just an hour away from his estranged father. But that's not the only complication: Sherringford is also home to Charlotte Holmes, the famous detective's great-great-great-granddaughter, who has inherited not only Sherlock's genius but also his volatile temperament.
From the moment they meet, there's a tense energy between them, and they seem more destined to be rivals than anything else. But when a Sherringford student dies under suspicious circumstances, ripped straight from the most terrifying of the Sherlock Holmes stories, Jamie can no longer afford to keep his distance. Jamie and Charlotte are being framed for murder.
Equal parts tender, thrilling, and hilarious, A Study in Charlotte is the first in a trilogy brimming with wit and edge-of-the-seat suspense.
"A thrilling twist on a classic. Readers will be pulled in by both the riveting mystery and Charlotte Holmes, a brilliant heroine with secrets of her own." Maureen Johnson, New York Times bestselling author of the Shades of London series
"Fans of television's Elementary and Sherlock will avidly devour this book...a joyous excuse to watch one of the literary world's most beloved pairings come together."--Booklist
About Brittany Cavallaro
Brittany Cavallaro is a poet, fiction writer, and old-school Sherlockian. She is the author of the Charlotte Holmes novels as well as the poetry collection Girl-King and is the recipient of a National Endowment for the Arts fellowship. She earned her BA in literature from Middlebury College and her MFA in poetry from the University of Wisconsin-Madison. Currently, she's a PhD candidate in English literature at the University of Wisconsin-Milwaukee. She lives in Michigan with her husband, cat, and collection of deerstalker caps. Find her at her website, www.brittanycavallaro.com, or on Twitter @skippingstones.

redpajama_set_name: RedPajamaCommonCrawl


This vehicle is currently being used in our Service Department Demo Program. Please call to make arrangements to see it and drive it. Heated Seats, 4WD, SYNC Connect, SYNC 3, Rear Camera, Reverse Sensing System, Satellite Radio, Ruby Red Exterior and Black Leather/Cloth Interior, 2.0L 4-Cyl Engine and MORE! WHO WE ARE Welcome to Bell Ford! Located in Arlington, Wisconsin, Bell Ford is proud to be a Family Owned Ford Dealership since 1931. From the minute you walk into our showroom, you'll know our commitment to Customer Service is second to none. Our goal is to make your experience with Bell Ford a good one for the life of your vehicle. Whether you need to Purchase, Finance, or Service a New, Certified or Pre-Owned Ford, or any other make or model, you've come to the right place. We monitor and compare our prices to the market daily and adjust accordingly. Please confirm the availability of the vehicle and accuracy of the included equipment by calling us prior to purchase. Please ask for Chris, Kyle or Rich. We pride ourselves on a non-pressure sales environment. View our complete inventory online at www.BellFordInc.com A quality vehicle at a quality price is what we strive to achieve. Hours: 8:30a-7p Mon, 8:30a- 6p Tues-Fri, 8:30-3:00p Saturday. Serving Customers Since 1931! ON YOUR SMART PHONE? Click to Call 877-862-8218 to confirm that we still have this vehicle and get any other questions you have answered instantly. CALL TOLL FREE NATIONWIDE: 1-877-862-8218 In addition to serving our local area, we have customers from Appleton, Fond du Lac, Green Bay, Milwaukee, Portage, La Crosse and Eau Claire. Let us help you, TODAY!


text:
Q: is there a way to use @njit AND 2d arrays of type np.object at the same time, to be more efficient? is there a way to use @njit AND 2d arrays of type np.object at the same time, to be more efficient?
a and "nan" are two 2d arrays of variable subarray-sizes(each subarray of incrementing (for "a") and descending (for "nan") size). -> since they are in variable shape, they are of type np.object.
merged together they result in a 2d array where each subarray is of the same shape.
        @nb.jit(parallel=True, forceobj=True)
        def numba_list_comprehension_concatenate(a, b, LEN):
            for i in prange(LEN):
                a[i] = np.concatenate((a[i], b[i]))
            return a

        a = numba_list_comprehension_concatenate(np.asarray(a,dtype=np.object),
                                    np.asarray(nans,dtype=np.object), np.int64(len(a)))

how to make njit usable?
Edit:
line 235, in backward_sequentialize
    a2 = numba_list_comprehension_concatenate(np.asarray(a2,dtype=np.object), np.asarray(nans,dtype=np.object), np.int64(len(a2)))#np.asarray([np.concatenate((x,y)) for x,y in zip(a,nans)])

  File "c:\users\...\appdata\local\programs\python\python38\lib\site-packages\numba\core\dispatcher.py", line 415, in _compile_for_args
    error_rewrite(e, 'typing')

  File "c:\users\...\appdata\local\programs\python\python38\lib\site-packages\numba\core\dispatcher.py", line 358, in error_rewrite
    reraise(type(e), e, None)

  File "c:\users\...\appdata\local\programs\python\python38\lib\site-packages\numba\core\utils.py", line 80, in reraise
    raise value.with_traceback(tb)

TypingError: non-precise type array(pyobject, 1d, C)
During: typing of argument at D:/.....py (229)

Figures now render in the Plots pane by default. To make them also appear inline in the Console, uncheck "Mute Inline Plotting" under the Plots pane options menu.

redpajama_set_name: RedPajamaStackExchange


text:
Package.describe({
  name: 'kaspersky',
  version: '0.0.1',
});

Package.onUse(function(api) {
  api.versionsFrom('1.1.0.2');

  api.use(['widget', 'mongo', 'momentjs:moment', 'aldeed:collection2',
      'country-info', 'similar-string', 'underscore']);
  api.use(['templating', 'epoch'], 'client');
  api.use(['http'], 'server');

  api.addFiles('kaspersky.js');
  api.addFiles([
      'client/info.html',
      'client/widget.html',
      'client/widget.js',
      'client/widget.css',
      'client/settings.html',
      'client/settings.js'
      ], 'client');
  api.addFiles(['server.js'], 'server');

  api.export('Kaspersky');
});

Npm.depends({
  'xml2js': '0.4.8'
});

redpajama_set_name: RedPajamaGithub


text:
3-D Printed Ear Made From Calf Cells and Nanoparticles 'Hears' Radio Frequencies
Liat Clark - Wired UK
Nanotechnology engineers from Princeton have 3-D printed an ear from calf cells and silver nanoparticles that picks up radio signals at frequencies beyond human capacity. The creation is part of their greater plan to one day build spare parts for human cyborgs.
3-D printed "bionic" ear.Photo: Courtesy Frank Wojciechowski
Rather than simply adding electronics to an ear, the team decided to try and integrate the two from the start. They 3-D printed hydrogel -- a polymer-based gel often used as scaffolding in tissue engineering -- with calf cells, and weaved in silver nanoparticles to create an built-in antenna coil that replaces the cochlea. The calf cells matured to become cartilage and the electronics were then encased in a highly supportive ear that mirrors the complex build of the real thing.
[partner id="wireduk"]It might not be the prettiest of inventions, looking a little like Freddie Krueger's lost ear, but this bionic creation can pick up radio frequencies beyond human abilities, after the antenna is attached to electrodes.
"The printed ear exhibits enhanced auditory sensing for radio frequency reception, and complementary left and right ears can listen to stereo audio music," the authors write in a paper on the study in Nano Letters.
This is really a proof of concept endeavor for the Princeton team. It's not planning on sewing its bionic ears on to human heads anytime soon -- though research leader Michael McAlpine says it could, in theory, be connected to nerve endings like hearing aids are. For now, the challenge they have set themselves is to generate new techniques for building potential cyborg parts.
"Biological structures are soft and squishy, composed mostly of water and organic molecules, while conventional electronic devices are hard and dry, composed mainly of metals, semiconductors and inorganic dielectrics," coauthor on the paper David Gracias from John Hopkins said. "The differences in physical and chemical properties between these two material classes could not be any more pronounced."
Choosing to replicate an ear was also ambitious -- it's one of the most complex and intricate shapes to engineer from scratch. In a study announced in February of this year, a team from Cornell got around this by 3-D printing a mould in the shape of an ear, before filling it with a gel made of living cells. Meanwhile, it was announced in November 2012 that we can now in fact 3-D print cartilage using a combination of electrospun fiber and cartilage cells. It makes sense that in the advent of these techniques, combined with the rising popularity and interest in bionic eyes and wearable electronics, researchers have begun looking at the possibilities for one day replacing all manner of organs with potentially superior parts.
"This field has the potential to generate customized replacement parts for the human body, or even create organs containing capabilities beyond what human biology ordinarily provides," the paper states.
In future incarnations, the team hopes to install pressure-sensitive electronic sensors so that it might hear acoustic sounds similar to how a real ear does.
Topics3-D printingBiology


Define evaluation scope (what is target we're aiming at, what kind of report do we want – simple "thumbs up / thumbs down," a list, etc.). Need this for common expectations.
Explore the target website. Ideally, this happens with the help of the site owner and / or web developer. Do we do this "white box style" or "black box style" Can the developer tell you where the templates are, etc.
CSUSB has a scoring system devised by a Math student (does yes / no analysis and uses a Likert scale of severity). Reports are provided to management, which creates a kind of "naming and shaming" mechanism. This system has engendered competition among divisions and has increased accessibility across the board – at least according to their system.
Some agencies have a scoreboard…is this a good thing? It can be challenging due to the apples versus oranges nature of differences between sites. This approach gamifies the system, which can be good or bad. It's probably best to compare yourself against yourself.
How can you collect the sheer amount of info?


text:
2011 Kia KV7 Concept
Kia Motors has consistently conceived creative and alluring concept cars throughout its illustrious manufacturing career. Models like the Soul, Sorento, Forte Coup and Sportage all arrived as concept cars that Kia motors had displayed in various car shows.
With the Kia KV7, the company chose to embrace the stereotype of a minivan, rather than to shun it away.
As such, the KV7 has been aptly titled as the modern-day "activity van" or mini-van, for short. The A-shaped pillar and windshield template complements the van's wide stance. Moreover, the sleek body of the KV7 and its 20-inch wheels bring about an urban vibe while adding in the looks of a sports utility vehicle.
Perhaps the most prominent feature of the KV7 is the inclusion of the passenger-side gull wing door. Since there are no more pillars found in between the passenger side doors, the gull wing door creates a spacious point of entry inside the van's comfortable and stylish interior.
The headlights are outfitted with LED headlamps and other lighting elements. Following the distinctive designs on the Sportage and Optima, the KV7's windshield and its un-interrupted windows can provide clear and unobstructed views of the passenger's surroundings.
Even though it is designed to have the edginess of an SUV, the KV7's length, width and wheelbase are well within the van segment and allows much legroom and storage options.
The interior features four unique swiveling chairs, including the driver's seat, with a mini-lounge found at the rear corner of the van. The push start button of the KV7 allows the dashboard to move 6 inches towards the driver and efficiently showcases the multi-use display panel. Moreover, the rear passengers will also have their own touch screen interface.
All of these features are efficiently powered by Kia's new Theta II 2.0 liter engine – a fine specimen of mechanical beauty.
Vehicle Type: Mini van Base Price: NA
Length: 191.85 in. (487 cm) Wheel Base: 122 in. (310 cm)
Height: 68.1 in. (173 cm) Width: 80 in. (203 cm)
Luggage Capacity: NA Maximum Seating: 7 people
Engine: Theta II Turbocharged V6 Displacement: 2.0 Liter
Horsepower: 285 HP Transmission: 6-Speed Automatic


text:
Cyclopogon cranichoides is a terrestrial species of orchid. It is found across much of the West Indies as well as in Central America (Belize  ), northwestern South America (Colombia, Venezuela, Ecuador, Peru) and Florida.

References

External links
IOSPE orchid photos, Cyclopogon cranichoides (Griseb.) Schltr. 1921 Photo by © Carl Luer and courtesy of The Swiss Orchid Foundation and the At Jany Renz Herbarium Website
Plants of Saint Lucia, wild flowering plants, Cyclopogon cranichoides
Leigthon Photography & Imaging, Speckled Ladies'-tresses (Cyclopogon cranichoides)

Spiranthinae
Plants described in 1866
Orchids of South America
Orchids of Central America
Orchids of Belize
Flora of the Caribbean
Orchids of Florida
Flora without expected TNC conservation status

redpajama_set_name: RedPajamaWikipedia


Our clutches and clutch parts will meet or exceed the quality of any you can buy. If you don't have a current price schedule, please call or write us for one.
Superior design, precision engineering, and high quality materials make Pneu‐Grip clutches among the most dependable in the industry.
Pneu‐Grip marine pneumatic clutches come in sizes up to 48". Clutch drums are available upon request.
Ask about our Heavy Duty type clutches and other special clutch applications.
Pneu‐Grip clutches come in all sizes, from 6 inches to to 52 inches.


Cher 45 Salon De Jardin Pas Cher Gifi original is free HD wallpaper. This wallpaper was upload at October 03, 2018 upload by Samantha Miller in table en verre à la maison.
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Dear Ally Skills Teacher answers questions about how people can use their power and influence to make their workplace more fair and just. We are excited to listen to and answer your questions! To ask a question, use the form below.
For more help understanding what kind of privileges and power you might have that would help you in this situation, you can read our ally skills basics page.
#2: How do I improve compensation fairness at my company ?
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Want to build ally skills? Find out how to host an Ally Skills Workshop at your organization.


Microfibre cleaning cloth featuring exclusive artwork created by Brian Grimwood. Featuring a portrait of the bespectacled Jaime Sabartés Gual, a Catalan Spanish artist, poet and writer. All proceeds donated to Cancer Research UK.


To say that Woodinville's newest bourbon is great for Washington state's whiskey industry merely starts the conversation. In this author's opinion, Woodinville Straight Bourbon is a major step forward for the entire American craft whiskey industry, if I may be so bold. I should also stress that this opinion is not expressed flippantly or out of cheap enthusiasm, but from careful observation. Trust me, I'm a blogger.
Simply called "Woodinville Straight Bourbon," this bottling is not your typical 2-3 year old craft offering aged in a mixture of full size and small micro barrels (truthfully, micro barreling isn't as common as it used to be). It is aged completely in full size, traditional 53 gallon barrels for 5 years. There is no other craft bourbon with that length of aging. More time in a full size barrel means more flavor development. This high rye mash bill, after a 4 day fermentation, is pot distilled rather than column distilled to afford the producer with more control over flavor. The resulting distillate then fills the seasoned 53 gallon white oak barrels from the Missouri based Independent Stave Company. Woodinville specified that their barrels be toasted first before the required charring (level 3 char, by the way). Toasting first essentially enlarges the "red" caramelized layer under the char for extra sweet oak extraction during maturation. Instead of aging on site in Woodinville, the barrels are instead freighted across the Cascade mountain range to slumber in central Washington for 5 years. The central region's climate has the temperature extremes to maximize flavor extraction, yet the arid dryness remains, stealing nearly 30% of the barrel's contents due to evaporation.
Nose- Warm toffee, vanilla bean. Sweetness blankets this bourbon but does not dominate. The oak aromas are nicely layered underneath. Sugared citrus, confection like. Chocolate covered cherries. Sweet corn, touch of almonds. Spices of cinnamon and nutmeg are light. Beautiful nose.
Taste- Sweet caramel, a gentle but flavorful mouthfeel. Tangerine. Perilously drinkable. Good balance. Light to medium body.
Finish- Classic barrel char, of course. Medium length with a pleasing bitterness. Drying on the way out. I'll have another.
Comment- It appears that five Washington summers is enough to collect all these great flavors and bring them to an impeccable balance. A very enjoyable dram to say the least but allow me to get crazy: Woodinville just produced the new bourbon standard in Washington state and fired a shot across the rest of the US for craft bourbon quality. Well done, boys.
Editor's Note: This selection was purchased off the shelf per our policy and the review is 100% independent.
So…. what is your SWC rating?
Is this available outside of Washington? Specifically, anywhere in the Mid-West? Thanks and great review!
Picked this up release day. Got a small sample to us warm at 630am on a Sat while waiting in line at the tasting room.
Woodinville Whiskey Co has outdone themselves. A+ bourbon.
But the question is, will you drink the signed bottle?
No. That one will stay in the cherry box.
I bought a second bottle to drink.
Fantastic bourbon. A big improvement on the micro barreled version. The attention to detail really shows in the final product. This might just be my new favorite spirit.
That is my favorite aspect of the new bottle, the contrast of taste and quality between the microbarreled version and this one. Glad to see a distillery pushing things forward.
A craft distilled bourbon I can enjoy. Will be visiting this distillery very soon.
I just finished the bottle last night with a 60g pour.
This is an exceptional bourbon. It doesn't remind one exactly as a Kentucky bourbon, but is a truly delicious when drank neat. WW no longer needs to sell the micro-barreled version, and I think are no longer producing it.
It's time to buy another bottle, but I have unopened bottles of their Rye, Micro-barreled bourbon (getting harder to find, try Safeway), and American Whiskey.
It reminded me of of a lighter Buffalo Trace. Agreed on no longer needing micro barrelled stuff. In fact, I think WW is doing that very thing.
I have a bottle of Buffalo Trace and have found it not as satisfying as the WW 5-year. But, as you know, on some days the bourbon tastes better than on others.


Kids Vans is the original streetwear brand at the heart of youth and skate shoe culture. Grounded by authenticity and individual style, Vans kids shoes are well used for skate, surf and play by the coolest little ones from across the globe. Every kid must own a pair of classic Vans shoes.
Kids Vans shoes originated in the US and made a huge claim to fame in the early 90s. Inspired by famous skaters such and Tony Hawk and bands like Faith No More, Vans shoes became an iconic and sort after brand.
Camino Kids carries numerous Kids Vans Shoes. The Vans Old Skool Kids shoes, which are also available for toddlers, is the most popular style of the Vans range and has become a wardrobe staple for kids. These shoes feature the iconic Vans tick, vulcanise rubber sole and velcro straps for kids under 5.
If you're looking to buy a gift, Camino Kids often feature Kids Vans Sale Australia-wide, be sure to signup to our newsletter never to miss these opportunities.
Every kid needs Vans shoes in their wardrobe!
It's either Converse or Vans. You will be hard pressed to find a wardrobe around the world that does not have a pair. Your kids shouldn't be any different. Grab a pair of Kids Vans Online now. Oh, did we mention we also have a range of Vans Baby Shoes for the perfect introduction into this beautiful planet? All Vans shoes have been quality checked and approved for the use of children aged 0-8yrs.


The bold Barbour Cedric check shirt is essential for a laid-back luxe appeal in the summer months. Beautifully crafted in ultra-soft pure cotton for a slim fit, the new season piece is soft to the touch, and complete with button down cuffs and two front pockets. Team the Barbour International shirt with dark denim and a leather jacket for a contemporary update on a modern classic.


FLAMBORIAN, a coastal passenger vessel, was built in 1938 by Cook, Welton and Gemmel Ltd. She was named Boys Own until 1964. She operated sea cruises from Bridlington until 1997 and in 1998, transferred to the Swanage, Bournemouth and Poole area. In 1999, she transferred to Weymouth working to Lulworth Cove where she was then fully restored to a high standard.
FLAMBORIAN formerly is moored at the Base de Loisirs du Val de Seine.
We are lacking information on this particular vessel. If you have any information on this vessel, past or present, please contact us.
Vessel built by Cook, Welton and Gemmel Ltd.


text:
TaNaKh
WRITING AND PRESERVATION
The Scriptorium Biblical Heritage Museum
Your Subtitle text
The museum has 501 © 3 status allowing it to issue tax deductible receipts for contributions.
1. To tastefully exhibit the Word of God in its original Hebrew form so all can see the Creator's Words as they were given.
2. To exhibit Hebrew Scrolls and various other biblically based artifacts to show the Gentile church the roots of their faith.
3. To give honor and respect to the Jewish community for receiving, writing and preservation of the Tanakh, Old Testament, and to say "thank you" for a job well done."
The old saying, "A picture is worth a thousand words" is quite true. Sometimes without the benefit of a visual aid a person is deprived of a true understanding of what is being taught.
Many times God used a visual aid to help in our understanding. It is almost as though He says "look at this, it will prove my point." Romans chapter 1 verses 19 and 20 tell us about one of the largest visual aids ever made.
Because that which may be known of God is manifest in them; for God hath shewed it unto them. For the invisible things of him from the creation of the world are clearly seen, being understood by the things that are made, even his eternal power and Godhead;
Often, as a Prophet taught he would use a flower, a tree, a coin to help us understand the lesson.
The Scriptorium Biblical Heritage Museum is about the Bible, not the doctrines of the Bible, but about the Bible itself. It is specifically designed to show the origin of the Word of God and how it was preserved throughout the ages. It is hoped the museum will be a benefit to the community to learn more about the ones who wrote the scripture and to actually see their work. To help us understand their work, the museum has many unique displays of scrolls and related articles in the collections.
As we follow the first Biblical Hebrew Manuscript written almost 3,500 years ago to the writings of the Soferim today we will be able to see their work and the love shown to the monumental task of keeping it error free.
Most of the scrolls and parts of scrolls you will see in the displays are not kosher. Almost everything the museum has collected has come from Genizas throughout the world. The scrolls were put away because they could never be made kosher again. The museum is redeeming them at great cost, bringing them out of the mausoleums, storage places for pasul scrolls. Many of the pieces are then mounted sheets in very expensive frames, most frames costing six or seven hundred dollars. Some of the frames we have used go as high as twelve hundred dollars. The Museum is giving as much honor and respect to the Hebrew manuscripts as possible. Quite often the Museum will donate a framed sheet from Sefer Torah scrolls to Christian universities, Hebrew departments, and Old Testament classes and also to churches that love and respect the Jewish community.
Most people have never seen the 10 Commandments as they are written in Hebrew. We usually see Roman numerals representing the 10 or abbreviated two or three paraphrases of the 10 Commandments. This photo is the entire 10 Commandments from a Hungarian Torah written in the 1800s. I do not believe God abbreviated them when He wrote on stone.
The Scriptorium Museum
staff@tsbhm.com
Please ignore the paragraph below. Because of the many possible spellings of the Hebrew words used by this site in transliterated form I have listed out keywords for the search engines:
Scriptorium, scriptorium Houston, Houston Bible Museum, Scribe, sofer, scroll, scrolls, Jewish scroll, Bible scroll, Old Testament scroll, Hebrew scroll, Esther, scroll of Esther, Isaiah, writing scrolls, scroll of Isaiah, Torahs, Torah, Torah scrolls, sefer Torahs, sifrei Torah, torahs, sifrey, torah, torah scrolls, Tanach, tanach, tanakh, tanak, megillah, megilla, megillas, megillas esther, megillat esther, megillat esther, megilah, megila, museum, bible museum, Bible Museum, quill, iron gall ink, Qumran, Dead Sea Scroll, mezuzahs, mezuzas, mezuzot, mezuzah, mezuza, mezzuzzahs, mezzuzzas, mezuzzahs, mezuzzas, mezzuzahs, mezzuzas, tefillin, tefilin, teffillin, teffilin, tfillin,tephilin, tephillin, phylacteries, batim, Torahs, Torah, Torah scrolls, sefer Torahs, sifrei Torah, torahs, sifrey Torah, torah, torah scrolls, Tanach, tanach, sofer, sofrut, sofrim, sofrus, sopher, soferim, sofrim, scribes, klaf, klafim, parchment, parchments, gvil, stam, STAM, soferstam, sofer stam, megillahs, ask the sofer, ask the scribe, scribal arts, ask the rabbi, ask a sofer, ask a rabbi, Jewish prayers, Jewish holidays, Jewish education, megillah, megilla, megillas, megillas esther, megillat esther, megillat esther, megilah, megila, ketubah, ktubah, ketubot, ktubot, kesubah, ksubah, kesubot, ksubot, marriage certificate marriage contract, gittin, get, giddin,
Content copyright 2021. THE SCRIPTORIUM BIBLICAL HERITAGE MUSEUM. All rights reserved.


Sessions MH510 - Black, Studio headphone from CAD in the Sessions MH510 series.
CAD Audio has released new headphones aimed at musicians both live and in the studio.
The MH510 headphones are designed to produce a wide frequency response (10Hz – 24kHz) with "extended lows, smooth mids and articulate, life-like highs for accurate and natural reproduction."
The Session MH510 phones are available in four colors––Black, White/ Red, Back Chrome and Black/Orange.
Each headphone is supplied with two cables (coiled and straight) and two sets of earpads.
MSRP for the MH510 headphone is $159.00.
Pioneer HDJ-2000-W & HDJ-1500-W Pioneer DJ announces a new matte white color version for the HDJ-2000 and HDJ-1500 headphones.
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BMW: Hydrogen and Clean Energy Strategy
Lou Ann HammondDecember 12, 20060 Comment4k
hydrogen internal combustion engine
BMW is creating a hydrogen internal combustion engine. They have documented their vision of the future. It is a long paper, authored by BMW, but it is an important piece to read.
CleanEnergy:
BMWs Energy Strategy
Hydrogen:
the Worlds Most Common Element
How Hydrogen is Recovered
How Hydrogen is Stored and Distributed
Filling Your Tank:
How Hydrogen Goes into Your Car
Drive Technology:
How Cars Run on Hydrogen
CleanEnergy Partnership, TES
Entering Everyday Life:
Strengthening Current Acceptance.
Other Alternative Drive Concepts Considered by the BMW Group
The hydrogen age is here. Mankind's search for increasingly environmentally-friendly individual mobility and independence from fossil sources of energy has led to a worldwide search for the fuel of the future. To ensure both environmentally-friendly mobility and a smooth changeover to a long-term, sustained supply of energy, the fuel used must be fully sustainable, which is suitable for ongoing regeneration in a constant cycle. It must also fulfill a whole range of economic, qualitative and quantitative criteria. Researchers and experts around the world have found only one single source of energy able to reach this ideal: hydrogen.
Hydrogen stands out clearly from fossil sources of energy by the simple, but the all-important fact that in its recovery and use it can be embedded in a regenerating, natural cycle: Whenever hydrogen is recovered through regenerating sources of energy such as solar, wind, and water energy, it is indeed available in unlimited quantities and virtually without the slightest emissions.
BMW was the first carmaker in the world to focus consistently on the medium- and long-term development of its cars on the use of hydrogen. And on this basis, the Company has developed a logical, all-around concept: BMW CleanEnergy, the BMW Groups Energy Strategy. The long-term objective is to avoid emissions and use energy recovered in a regenerating process.
There are important reasons for this strategy: In July 1998, the Association of the European Automobile Industry (ACEA) made a commitment to the European Union to reduce the CO2 emissions of all newly registered European cars to an average of 140 g CO2/km by the year 2008. This equals a reduction in CO2 emissions by 25 percent versus 1995 and amounts to average fuel consumption of just 6.0 liters/100 km (47.1 mpg Imp).
A further reduction of CO2 emissions by 14 percent from 2008-2012 is also being considered. It is a fact, however, that ACEAs targets going beyond 140 g CO2/km cannot be achieved by vehicle-related, technical improvements for reducing fuel consumption alone. It also calls for the use of fuel either low in carbon or completely free of carbon. And the long-term solution in this context is hydrogen.
Depending on the type of drive system used, the energy stored in hydrogen can be converted into two forms of energy for driving a car: either through a conventional combustion engine serving to convert this energy directly into drive power or through so-called "cold" combustion in a fuel cell generating electrical energy. BMW uses both of these options, focusing on the combustion engine for the actual process of driving a vehicle. The combustion power unit, given the sum total of its features, still offers the greatest number of benefits. At the same time, BMW sees the fuel cell as a source of energy supplying electric power to the onboard network in lieu of a conventional alternator and offering brand-new options in air conditioning the car as well as other comfort functions.
BMW has worked hard for international leadership in hydrogen technology throughout 20 years of research and development. The focus in this process has been not only on engine technology as such but also on the recovery, storage and transfer of hydrogen into the car itself. Hence, the BMW Group is consistently promoting the introduction of hydrogen as a source of energy, establishing partnerships with other companies in developing components and technologies, and sensitizing both decision-makers in politics and the energy industry to the need to start the actual process of implementation now.
Hydrogen, designated by its chemical symbol H, is the most common and, at the same time, the lightest element in the Universe. Forming part of water and all organic compounds, it is part of the biological cycle and therefore fully compatible with the environment.
Hydrogen can be stored either in gaseous form or as a cryogenic fluid and is relatively easy to transport. A non-toxic color- and odorless gas, hydrogen is combustible and has approximately one-quarter of the calorific value of gasoline in its liquid phase (in terms of volume). In terms of weight, on the other hand, liquid hydrogen has almost three times as much energy as gasoline. The combustion of hydrogen generates water (H2O), but no carbon dioxide (CO2). And given the sum total of its properties, hydrogen, in the opinion of experts, has the potential to become the fuel of the future.
In nature, hydrogen is virtually non-existent in its pure form outside of compounds. It is to be found most frequently in water, in various forms of hydrocarbon, and in other chemical compounds. Therefore, it is always requiring a conversion process before it can be used for the generation of energy.
Currently, more than 600 billion cubic meters of hydrogen is recovered worldwide each year. This hydrogen comes, for example, from the reformation of natural gas, from the production of coke or electrolysis of chlorine-alkali, a process that generates hydrogen as a by-product. The annual production of hydrogen in Germany amounts to approximately 30 billion cubic meters.
Half of the hydrogen recovered in this way is required for synthesizing ammonia used for the production of artificial fertilizer and the synthesis of plastics. A quarter of the ammonia serves for processing petroleum, and the final quarter is used for synthesizing methanol, an alcohol used in the textiles, dye, and plastics industry, and is also applied in a large number of metallurgical production processes.
Hydrogen may be recovered in various ways and through various processes crucial to the overall ecological balance of hydrogen as a fuel. The processes applied most frequently today use fossil sources of primary energy:
Reformation of natural gas, liquid gas, and naphtha
Partial oxidation of heavy oil
Gasification of coal
Pyrolysis of coal to produce coke
Reformation of gasoline. None of these processes offers a long-term, sustained alternative: First, they are based on finite raw materials and sources of energy; second, undesired substances such as carbon dioxide are released in the processes involved. Working on behalf of the European Union and the German Federal Government, researchers are examining the options for the so-called sequestration of CO2. This is the process of separating and retaining this gas, for example in recovering hydrogen from natural gas. For the purpose of long-term storage, the carbon dioxide is pumped into former; now empty deposit's of crude oil, natural gas, or coal. Another point is – critically – debated is the option to deposit such carbon dioxide at the bottom of the sea.
Simple, effective, clean: electrolysis
Electrolysis is the most promising method for recovering hydrogen, using electric power to recover hydrogen from water in virtually unlimited quantities. The principle applied, in this case, is simple and straightforward: Two electrodes dipped into a water bath are subjected to a flow of direct voltage. The positively charged hydrogen ions (cations) gather in this process around the negative cathode, the oxygen ions (anions) move to the positive anode. The hydrogen gas generated in this process is retained, as is – where required – the gaseous oxygen.
Again, this may be done in various ways:
through alkalic electrolysis
through membrane electrolysis
through alkalic high-pressure electrolysis
through alkalic high-temperature electrolysis
The highly developed process of alkalic electrolysis is currently the most environmentally-friendly and economical production method among these processes. However, electrolysis makes sense in ecological terms only if the electricity used for the fission of water is obtained from regenerating sources of primary energy.
Free and unlimited: solar energy
Large-scale generation of electric power by way of solar energy, using, the power of the sun to recover hydrogen, is a key factor in finding a global solution for the future. The sun offers the largest potential of renewable energy, transmitting as much energy to the Earth in one hour as mankind consumes worldwide in one year: The solar energy at our disposal each year adds up to approximately 1.1 billion terawatt-hours (TWh), roughly 10,000 times the current annual consumption of energy by mankind as a whole. One way of converting this energy into electric power is through the use of solar cells generating electricity directly in the process of conversion. To try out such scenarios, the BMW Group played an active role from the beginning of the Solar Hydrogen Project in the small Bavarian town of Neunburg vorm Wald. Here, in cooperation with other companies, researchers examined the photovoltaic generation of hydrogen and its use for various purposes.
Judged by the current state of the art, solar power stations with trough-shaped parabolic mirrors are even more interesting in economic terms than photovoltaic conversation facilities. The process applied, in this case, is to heat oil pumped into a pipe to a temperature of up to 400 °C or 750 °F in the mirror's focal point. This hot oil then serves to evaporate water in a heat exchanger, the steam generated in this way being used in the next step to drive a steam turbine for the production of electric power. Solar-thermal facilities of this kind are already in operation in the Mojave Desert in California where, among others, the Kramer Junction and Harper Lake Solar Power Stations generate environmentally-friendly solar electricity which may also be used for recovering hydrogen.
Here, in the largest solar power complex in the world, 2.3 million square meters of mirrors generate 354 megawatt of electricity – enough energy for approximately 200,000 inhabitants of California. This means that during its overall service life, this solar power plant avoids the emission of 18 million tonnes of CO2 in comparison with facilities running on fossil fuel.
Particularly regions around the 40th latitude are very well suited for solar power plants. But even in Europe solar-thermal plants are seen to have a potential of approximately 1,400 terawatt-hours (TWh), equal to almost four million of the solar power plants in California mentioned before. Even photovoltaic technology would be able to generate 600 TWh. The fact nevertheless remains that at least in the mean term wind energy offers the largest energy reserves in Europe not yet tapped, amounting to 1800 TWh offshore and 350 TWh on land. Currently, about 60 TWh of electric energy is generated by wind power in Europe, which is roughly 2.4 percent of the total demand for electricity.
Re-growing raw materials may also be used instead of fossil carbon compounds as input for recovering hydrogen. Using biomass as the source of energy for regenerating hydrogen, the processes applied are unique in two respects: First, they are the only option to recover hydrogen directly from a regenerating source of primary energy. Second, biomass is regarded as almost neutral in terms of CO2, since, through photosynthesis, plants take up the same amount of carbon dioxide from the air as they emit themselves when being processed.
Hydrogen can be recovered from biomass either through gasification or fermentation or through other biological processes. For ecological reasons, numerous experts claim that hydrogen should only be recovered from waste biomass, and not from energy-bearing plants. Clearly, this alone applies certain strict limits to the availability of biomass really suitable for practical use.
Studies conducted in the context of the TES Transport Energy Strategy state that in Europe hydrogen recovered from biomass has the potential to substitute approximately 30 percent of the total amount of fuel generated in conventional processes. The assumption made in this case is that all the biomass available, including the cultivation of energy plants, is used exclusively for the production of fuel for road traffic. But since biomass is also used for stationary purposes in the production of electricity and heat, it's real potential for substitution is in the region of 15 percent. In other words, biomass can make a contribution to the reduction of carbon dioxide emissions but is far from being able to cater to the actual demand.
How Hydrogen is Stored and Distributed.
Contrary to electrical energy, hydrogen may also be stored in large amounts, generally either in gaseous or liquid form. This provides the option to use electrical energy generated by solar, hydro, or wind power for the fission of hydrogen and, going beyond current practice, to subsequently store the hydrogen recovered in this way. Very large amounts of hydrogen are stored in so-called gasometers; medium quantities are kept in gaseous form in pressure tanks at approximately 30 bar. Small amounts, in turn, may be filled into pressure cylinders made of steel or carbon-fiber-reinforced composite materials up to a pressure of 400 bar. New tank systems able to withstand the pressure of up to 700 bar are currently being examined.
Hydrogen can be stored in liquid form at a temperature of -253 °C. Since this kind of storage, as opposed to the storage of hydrogen in gaseous form at 700 bar, provides 1.78 more energy density per unit of volume, BMW advocates the use of liquid hydrogen for storage in the vehicle: The more energy one can take along within an existing tank of given capacity, the longer the range of the vehicle. To achieve the same energy density as liquid hydrogen, gaseous hydrogen would have to be compressed and stored at a pressure of 1250 bar.
Another option is to store hydrogen in a so-called hybrid reservoir, where the hydrogen is kept under pressure in metallic powder and then released again as required through the infusion of heat. Hydrid reservoirs are able to take up approximately 2 percent of their weight in hydrogen, which is not enough for use in a motor vehicle.
One more option being examined is the storage of hydrogen in nano-fiber structures or alanates (= chemical hydrogen compounds). Should these technologies prove viable, they would indeed open up new perspectives for the storage of hydrogen energy.
Transport by pipeline, ships, and trucks – already standard practice today.
There are already pipeline networks in regions with a high concentration of chemical plants and companies for the long-distance transport of gaseous hydrogen. In principle, natural gas pipelines are also quite suitable for this purpose, provided they meet the necessary technical requirements such as ensuring proper sealing without leaks. This is the case throughout most of the European gas pipeline network.
Hydrogen is also well-known in communal use: The city or light gas used in the past was a synthesized gas made up of 50 percent hydrogen. In many cities, this gas was used for purposes such as street lighting until well into the second half of the former century. Intercontinental transportation of hydrogen is also a routine procedure these days, with the technical solutions required being largely in place. And since liquid hydrogen takes up only about one-tenth of the volume of gas compressed to 30 bar, ships and trucks are designed to carry cryogenic hydrogen. As in the case of nitrogen, oxygen, or argon, the tank systems used in this case are high-vacuum-insulated double-jacket tanks.
These facilities allow efficient transportation of hydrogen from its place of production all the way to the car: Immediately after recovery, the gas is cooled to a temperature of -253 °C. From here, ships and tank trucks transport the – now liquid – hydrogen to the filling station, where it is again stored in the cryogenic form.
Then, at the fuel pump itself, the hydrogen flows into the tank of the car either in liquid form or, after being allowed to warm up, is pumped into a pressurized tank under the pressure required. Both of these processes can be applied at one and the same filling station, meaning that the filling station of the future will be able to offer the motorist not only gasoline and diesel but also gaseous and liquid hydrogen.
How Hydrogen Goes into Your Car.
One of the basic prerequisites for the broad-scale introduction of hydrogen as a fuel is the availability of a tank-filling system just as easy to use as the system we have today. This applies both to cryogenic, liquid hydrogen and to gaseous hydrogen under high pressure. The BMW Group advocates the use of liquid hydrogen. The main reason for this decision is that the energy density of liquid hydrogen relative to the tank system is almost twice that of gas compressed to 700 bar, reaching a level of almost 2.5-kilowatt-hours per liter.
Cooperating with Magna Steyr in a joint venture, BMW is developing a tank system allowing vehicles to be filled up with liquid hydrogen virtually just as fast, with no loss and no danger of any kind; that is with the same convenience and efficiency as in the case of gasoline or diesel. To offer the customer optimum comfort and convenience, this tank-filling system is already in use at the world's first public "robotized" filling station for liquid hydrogen at Munich Airport. In April 2004 the project partners responsible for installing and operating this filling station were able to look back at five years of experience, so far filling more than 30,000 liters of liquid hydrogen into various vehicles in more than 600 operations.
The procedure applied is very simple and straightforward: Like at every other filling station, cars running on hydrogen drive up to the fuel pump located in the public area of Munich Airport. Then the driver initiates the fully automatic tank-filling process. While the tank is being filled up – this takes roughly as long as a conventional tank-filling process with gasoline or diesel – the driver, in theory, need not even get out of his car since he is identified by his tank card or by electronic remote control. Liquid hydrogen at a temperature of -253 °C is subsequently able to "rain" into the tank of his BMW, hydrogen gas in the tank condensing on the droplets via the liquid phase and thus reducing the partial pressure of the hydrogen gas. As a result, absolutely no hydrogen is lost in the process of filling the tank.
In terms of the operations involved, the process of filling the tank manually is again virtually exactly the same as at a conventional filling station. By and large, the system differs only in terms of the pressure- and low temperature-proof connector taking the place of the usual pump nozzle: To fill up the tank, the driver places the connector on the tank filler pipe and locks it in position, enabling the hydrogen to "flow" in.
This process of filling the tank manually is to be studied in a large-scale demonstration project in Berlin, where the first hydrogen tank in Germany integrated into a public filling station will be opened in autumn 2004. And to develop a standardized liquid hydrogen connector suitable for worldwide use on the automobile as soon as possible, the BMW Group and General Motors/Opel established an open consortium in April 2003 together with Linde and Walter.
Crash tests with tanks for liquid hydrogen
In close cooperation with the TÃœV South Germany Technical Inspection Authority, the BMW Group has conducted a comprehensive range of tests examining various accident scenarios and determining how the liquid hydrogen tank behaves in the process. One of the test procedures was to destroy full tanks under high pressure after deliberately blocking their safety valves. The predetermined rupture point inside the tank provided for such an extreme case allows the controlled discharge of the hydrogen without any major risks or hazards.
In a further series of tests vehicle tanks filled with liquid hydrogen were subjected to various fire conditions in a special test area: In the process, the tanks were surrounded by flames at a temperature of almost 1000 °C or approximately 1850 °F for up to 70 minutes. Again, the tanks did not present any problems, the evaporated hydrogen slowly escaping through the safety valves in a smooth, almost imperceptible flow of gas. In the last series of tests, finally, car tanks containing liquid hydrogen were deformed and seriously damaged by hard, solid objects. None of the tanks exploded.
Thorough and very demanding crash tests were also conducted successfully on the overall vehicle as a complete "system" and are described in greater detail in the Chapter on "How Cars Run on Hydrogen". After these comprehensive examinations, the TÃœV Technical Inspection Authority arrived at the conclusion that hydrogen can be used just as safely as gasoline.
Liquid hydrogen is always cryogenic
Liquid hydrogen inside the tank of a car warms up in a "natural" process. The pressure inside the tank thus increases in the course of time until a limit is currently set at 5.5 bar, the maximum pressure allowed in a tank for liquid hydrogen. Under higher pressure, gas is able to escape in a controlled process through a spillover valve in a process comparable to the evaporation of gasoline from a conventional car tank when parked in bright sunshine. Currently, it takes about one day for the fuel in a hydrogen tank to reach a pressure of 5 bar with the engine not running. And whenever the car is driven in the meantime, pressure decreases and the loss of hydrogen during extended standstill periods may be avoided altogether.
BMW Drive Technology:
How Cars Run on Hydrogen.
The BMW Group is the first car maker in the world to start a series of development of hydrogen cars. In the words of Professor Dr. Burkhard Gaschel, Board Member BMW AG for Development and Purchasing, "we will start delivering hydrogen cars to customers during the production cycle of our current BMW 7 Series".BMW has been examining engines and vehicles for the use of liquid hydrogen since 1978.
On 11, May 2000 BMW became the first carmaker in the world to present a demonstration fleet of 15 hydrogen-powered sedans, in this case, the BMW 750hL. "We believe in the combustion engine since we are convinced that our customers will demand dynamic performance, superior comfort, and a long cruising range also in the future," states Professor Göschel. The vehicles run by BMW have proven their qualities in everyday use, covering more than 170,000 kilometers.
In 2001 and 2002 some of these vehicles accompanied the BMW Groups CleanEnergy WorldTour, seeking to create international awareness for hydrogen technology, it's benefit's and the tasks still to be handled. Visiting five major world cities, the BMW Group invited representatives of political life, the world of science, and the media to attend special events held during the WorldTour. And the positive response shown by this international audience made the CleanEnergy WorldTour a great success.
Dual-mode drive for practical customer benefit's
Using current technology, only the combustion engine offers the advantage of being able to drive in a dual-mode; that is on both gasoline and hydrogen. Obviously, this serves to bridge any gaps in supply arising in the process of establishing and building up a network of hydrogen filling stations. The motorist is opting for the CleanEnergy drive, therefore, is not restricted in any way in his cruising range and the destinations he wishes to reach.
BMW working on series development of the hydrogen car
BMW is the first carmaker in the world to start the series development of a car driven by a hydrogen combustion engine. Pointing strongly into the future, this progressive sedan is based on the current BMW 7 Series. The top speed will be 215 km/h (133 mph) plus, the cruising range will be in excess of 200 kilometers or 125 miles on hydrogen and 500 kilometers or 310 miles on gasoline.BMW already presented a trendsetting hydrogen concept engine at the 2003 Frankfurt Motor Show. Displacing 6.0 liters, this V12 engine develops maximum output of more than 170 kW or 231 bhp at 5,500 rpm, with maximum torque of 337 Nm or 248 lb-ft at a low 2,000 rpm.
Significantly, the new hydrogen concept engine is able to run on a stoichiometric hydrogen/air mixture (lambda = 1). One of the biggest challenges in making this possible was to avoid anomalies in the combustion process overcome by the use of fully variable double-VANOS and Valvetronic drive.
Intelligent combustion avoids the formation of nitric oxide
Sophisticated engine technologies are able to avoid the generation of undesired by-products in the combustion process. Above 1700 °C or 3100 °F, nitric oxides (NOx) may be generated in the combustion chamber without hydrogen being involved in the process. To drastically reduce NOx emissions, BMWs engineers are pursuing a special operating strategy:
As long as the engine is running under part load, load management, as with a diesel engine, is based on the concept of quality control, meaning that the engine is run in the lean mode with an air surplus (lambda > 1.7) and with the generation of NOx emissions being kept to a minimum. As a result, there is no need for any subsequent treatment of exhaust gas.
Whenever the engine is required to develop substantial power, on the other hand, engine load is based on quantity control, like in a gasoline engine: In this case, the engine runs on a stoichiometric mixture (lambda = 1) which, while generating NOx emissions, remains significantly beneath the SULEV limit through the subsequent treatment of exhaust emissions.
Fast electronic engine management and flexible valve control enable the engine to switch from one of these operating modes to the other without virtually any delay.
BMW research engine with potential efficiency of 50 percent
This new hydrogen concept engine does not yet fully exhaust the potential of BMW combustion engines for further development. One additional option, for example, is to boost engine power by a turbocharger when operating with external fuel/air mixture formation. A combination of direct hydrogen injection and turbocharging, in turn, serves to further increase the engines degree of efficiency while at the same time boosting engine output over that of the hydrogen concept engine, in this way raising the specific output of such a hydrogen engine to the same level as that of a petrol engine.
The BMW Groups Research Division is working on a hydrogen engine seeking in the long-term to achieve an effective degree of efficiency of 50 percent with the engine running at its optimum point. This demanding objective is to be reached by optimizing the combustion process and capitalizing in this way on the excellent combustion properties of hydrogen (low degree of activation energy required, high rate of flame propagation). Further improvements serving the same purpose are the reduction of engine friction, the optimization of ancillary systems as well as the enhancement of overall energy management.
Crash tests with hydrogen cars.
Complete cars, not only fuel tanks, must prove their high standard of safety. This is why BMW hydrogen cars are already being examined in the usual crash tests such as the Euro NCAP head-on offset collision at an impact speed of 64 km/h, the standard rear-end collision with 100 and 40 percent overlap, as well as a side-on collision at the cars most vulnerable point on the filler pipe leading to the fuel tank. And the BMW hydrogen car already meets all of these requirements in full. Indeed, in the words of the TÃœV South Germany Technical Inspection Authority, "the hydrogen car is at least as safe as a conventional gasoline-powered car".
Fuel cell APU feeding electric power to the onboard network
The BMW Groups' hydrogen concept also involves the use of a fuel cell, the so-called APU Auxiliary Power Unit. In this case, a PEM Polymer Electrolyte Membrane supplies electric power for the onboard network. While a conventional battery has to be charged by an alternator, this system operates independently of the engine and is fed with energy from the hydrogen tank. Even when the engine is not running the APU allows the driver to use the air conditioning or heating. And an Auxiliary Power Unit not only supplies three times more power than an alternator but also restricts this supply of power to the actual period of use, meaning that power is only supplied when actually required, whereas with conventional technology the engine drives the alternator all the time.
Applying this saving to conventional gasoline fuel means a reduction of fuel consumption by one liter per 100 km in city traffic. And if the coolant pump, oil pumps, brake servo, and by-wire applications are also supplied with electric power in this way, a fuel cell is able to reduce fuel consumption to an even greater extent. Last but not least, the "drain" of power from the engine is more than 10 kW lower, this additional power then being available to drive the vehicle.
Molded tank replacing the conventional hydrogen cylinder
So far cylindrical tanks have been used in all cases to store liquid hydrogen since currently, they are the only tank configuration able to meet the great demands made in terms of insulation and safety. But development engineers look optimistically into the future also in the area of tank technology, focusing on molded hydrogen tanks making perfect use of the space available within the body. The objective is to integrate the hydrogen tank perfectly into the vehicle, thus offering the customer the usual space and convenience he wishes to enjoy inside his car.
BMW Joint Ventures:
CleanEnergy Partnership (CEP):
Thorough test operation and hydrogen trials in Berlin
To promote hydrogen technology in Germany along straightforward, practical lines, the BMW Group joined forces with Aral, BVG, DaimlerChrysler, Ford, GHW, Linde, Opel, and MAN in June 2002 to form the CleanEnergy Partnership or CEP for short. Established for a project term scheduled up to the year 2007 and with a budget of Euro 33 million, the CEP forms part of the German National Sustainability Strategy and is supported by the German Federal Government. It demonstrates technologies pointing into the future and presents the technical and economic prerequisites for the use of alternative fuel in road traffic. An elementary point of fundamental significance in this context is to prove the positive effects of new technology on the environment. This is why hydrogen is to be recovered to the greatest possible extent through regenerating energy; that is mainly with electricity derived from solar energy, hydro, or wind power. This means that in practice no undesired emissions are generated from the initial recovery of hydrogen all the way to its final use in the car. BMW is participating in the project through the operation of hydrogen vehicles.
Filling station for fluid and gaseous hydrogen under construction.
One of the key activities of the CEP is to build and operate a hydrogen filling station under regular conditions. Integrated into the everyday operations of a conventional filling station, this hydrogen filling station will be opened in autumn 2004. Apart from gasoline and diesel fuel, customers are able to fill their tank here with two types of hydrogen: compressed gaseous hydrogen (CGH2) and liquid hydrogen (LH2). The BMW Group favors the latter for reasons of handling and the range the car is able to cover.
Gaseous hydrogen produced locally
Gaseous hydrogen is produced locally at the filling station by means of pressure electrolysis virtually free of emissions. This technology has indeed been developed for local production of a hydrogen energy supply with a high degree of purity. The principle applied is simple, water being split under pressure by direct current into its two elements hydrogen and oxygen. The compact facility used for this purpose is designed for fully automatic, ongoing, and safe operation. A particular factor is a direct link established between the production of hydrogen and actual demand at the filling pump, with only as much hydrogen being produced as is actually required. A compressor unit compresses the gaseous hydrogen from approximately 15 to 350 bar; that is the pressure at which hydrogen is filled into the cars. And filling pumps are indeed already prepared for a filling process under a pressure of 700 bar.
Tank trucks delivering liquid hydrogen
Liquid hydrogen is produced at a central location and delivered by tanker trucks. At the filling station, the cryogenic hydrogen is stored in a highly insulated double-jacket 10,000-liter reservoir. Since evaporation pressure is reduced every time hydrogen is pumped into a car, the loss of hydrogen and the cooling operations required are kept to a minimum. This supply of liquid hydrogen also serves as a backup for the supply of gaseous hydrogen.
Should the supply of compressed hydrogen run low, liquid hydrogen can be converted into gaseous hydrogen to set off any bottlenecks in the supply process. The filling pumps for liquid hydrogen are equipped with a transfer pump and a cold-draw coupling for rapid tanking. The advantage of such a filling station with liquid hydrogen is that it is able to achieve a potentially greater throughput of energy.
Long-term cooperation: the TES Transport Energy Strategy
No single company will be able to produce hydrogen as the fuel of the future all by itself. Precisely this is why the BMW Group, acting as a pioneer, has initiated various joint ventures: The TES Transport Energy Strategy Project started in May 1998 with the support of the German Federal Government and now comprising Aral/BP, the BMW Group, DaimlerChrysler, MAN, Opel, RWE, Shell, TOTAL, and VW.
The objective of this initiative is to develop a common strategy for the introduction of alternative energy and drive systems. Further fundamental goals are to make transport less dependent on petroleum, to preserve finite resources, to further reduce emissions such as CO2, and to expand the initiative to the whole of Europe. These objectives are based on the vision of a crisis-resistant, sustained, environmentally-friendly and resource-preserving supply of energy which, in combination with a new generation of highly efficient vehicles, is intended to pave the way into a more ecologically-minded and economical world of mobility in the future.
TES: hydrogen is the most sensible alternative in the long term
The TES initiative has carefully studied and assessed all alternative fuels for their possible potentials. Focusing on the process on more than 80 alternatives, the researchers established beyond doubt that hydrogen is the best solution for the future offering the most powerful potential. The main advantage of hydrogen in political and strategic terms is that the process of regenerating production is very flexible and offers substantial opportunities for the future.
In practice, this means that both CO2 emissions and supply risks may be considerably reduced in the long term both in mobile and stationary applications. And at the same time, hydrogen technology offers a substantial potential for innovative mobile applications, thus opening up new growth opportunities for Germany as a center of industry. The Transport Energy Strategy has been successfully presented at numerous international events, international corporations in the energy and car industries joining the TES initiative.
A lot has happened recently also in Europe in developing a fully-fledged hydrogen economy: The new European Hydrogen and Fuel Cell Technology Platform (EHP) held its first General Assembly in Brussels in early 2004, expressing its commitment to the development and application of low-cost, competitive European energy systems based on hydrogen and fuel cell technologies for mobile, portable and stationary applications. In the next ten years, the EU will provide up to Euro 2.8 billion in funds in its quest to initiate a hydrogen economy compatible with the environment.
Specialists of the BMW Group have been appointed to bodies such as the Advisory Council and the Deployment Strategy Panel of the EHP as well as the California Hydrogen Highway Implementation Advisory Panel in order to offer their advice and know-how. This ensures an effective transfer of know-how also on an international level, the BMW Group being able to contribute experience from 25 years of hydrogen research.
BMW CleanEnergy – further partnerships and joint ventures
In the series development of the hydrogen car, the BMW Group is working with a network of partners in the industry. Magna Steyr, for example, has already become a highly competent BMW partner in the development and supply of the hydrogen tank. Within an open Development Consortium, the BMW Group has joined forces with General Motors in the development of a liquid hydrogen tank coupling to be established as a global standard.
This projected liquid hydrogen coupling is based on the Draft Directive of the European Integrated Hydrogen Project (EIHP) serving in turn as the basis for compiling the future ECE Directives for Hydrogen-Drive Vehicles (ECE = Economic Commission of Europe of the United Nations). The actual process of developing the coupling is being conducted with the support of Linde and Walter, two specialist companies in this area.
BMW CleanEnergy Partnership in the U.S.:
Controlled Hydrogen Fleet and Infrastructure Demonstration Project
The U. S. Department of Energy has awarded a grant to a partnership, which includes BMW and is led by Air Products and Chemicals, Inc., for a combined research project titled "Controlled Hydrogen Fleet and Infrastructure Demonstration Project". The goal of the project is to study hydrogen as a fuel in real-world driving conditions. This 5-year program will use Federal funds, as well as donations from partnership members, to finance the construction and testing of 24 hydrogen filling stations in California.
Due to the nature of the project, the stations will vary from using renewable resources such as wind power to using a hydrogen pipeline. Some stations will be fixed; others will be relocatable. Partnership members Toyota, Honda and Nissan, will contribute a total of 65 fuel-cell-powered vehicles to the project. BMW, as the leader in hydrogen internal combustion engines, will provide up to 15 7 Series cars, the only test vehicles using proven internal-combustion engines.
BMW Entering Everyday Life:
Strengthening Current Acceptance
The 2001/2002 BMW CleanEnergy WorldTours were one of several initiatives taken by the BMW Group to establish a greater acceptance of hydrogen and sensitize the public to this essential issue. In the "H2 – Mobility of the Future Project", the BMW Group has been offering schools throughout Germany comprehensive learning material on the subject of CleanEnergy since 2001.
Intended for lessons in Secondary Stages I and II at Higher and Medium Secondary Schools, this collection of materials comprises not only a special folder for the teacher but also an interactive CD-ROM. The same material is also available in English and, as "Expert Knowledge on Hydrogen" in Mandarin. Last but not least, there is also a special version of this teaching material for young children at Primary Schools. The material is available from BMW Corporate Communications.
"H2 – Mobility of the Future" as a highlight in school classes
Offering the "H2 – Mobility of the Future" learning package, the BMW Group has taken up requests from many teachers and educators confronted increasingly in their classes with questions regarding alternative energy. This material provides not only a sound foundation for dealing with the subject matter in class but also for interdisciplinary lessons promoting action-oriented learning and self-initiative on the part of students. The material is therefore highly suitable for use not only in classes such as Chemistry, Physics, and Technology but also in subjects such as Geography, Social Science and Economics, where the issue of intelligent and sustained energy supply in future is also of great significance.
The teaching material follows an overriding, interdisciplinary perspective in focusing on the general subject of hydrogen. Particular highlights are the significance of mobility and energy, the reasons for climate problems, regenerating recovery of energy, hydrogen as a source of energy in the future in both mobile and stationary applications, and the general topic of switching over to a hydrogen economy.
BMW CleanEnergy in the Transport Centre of "Deutsches Museum" in Munich
In its function as a founding member, the BMW Group offers information on hydrogen mobility of the future in the Transport Centre of "Deutsches Museum" in Munich: Ever since spring 2003, the BMW CleanEnergy Project has been showing how hydrogen paves the way into mobility in future. In an entertaining presentation, visitors to the Transport Centre are made acquainted with the recovery, distribution, storage, and use of hydrogen. Interactive exhibits show how electricity gained from renewable energy serves to split water and generate hydrogen gas. The filling station of the future, in turn, demonstrates how cryogenic fuel is pumped into the tank of a car.
And naturally, the "heart" of the whole concept is also presented at the Museum, a prototype of the world's first hydrogen production car, the BMW 7 Series. A touchscreen enables the visitor to get acquainted with the technical highlights of the hydrogen car in greater detail, focusing on the engine, the tank, and the supply lines all the way to the exhaust system. The range of teaching material is supplemented by the H2 laboratory even accessible from the internet, together with films and graphics. All this gives the observer a good idea of the many benefits of hydrogen and heightens awareness of the steps still to be taken by society to make the fuel of the future reality in our world.
BMW CleanEnergy Projects in China.
An Information Manual in Mandarin bearing the title "Expert Knowledge on Hydrogen" has been available to universities in China since April 2004. A BMW CleanEnergy internet portal in Chinese also ensures that this information material is accessible throughout the entire country. This information campaign is part of the BMW CleanEnergy Project in China, with the BMW Group planning a wide range of activities in order to promote the introduction of hydrogen as the ideal source of energy in the future in one of the world's largest economies. Accordingly, BMW experts are cooperating with German and Chinese partners in studying ways and means for implementing a hydrogen infrastructure in China.
BMW CleanEnergy Exhibition at the Beijing Science & Technology Museum.
In cooperation with the Beijing Science & Technology Museum, the BMW Group has organized a BMW CleanEnergy Exhibition in the process of enhancing public knowledge in this area. In its concept, the Exhibition follows the approach the BMW Group has already taken at "Deutsches Museum" in Munich, presenting the complete hydrogen cycle ranging from the initial production and distribution of hydrogen all the way to the process of filling the tank and actually using hydrogen in the car.
The bottom line: hydrogen is already widely accepted as a source of energy.
To ensure the successful introduction of hydrogen cars on a broad scale, hydrogen must be accepted by society as the fuel of the future. This is why the Institute for Mobility Research in Berlin has examined the attitude of the population in a comprehensive study, arriving at the conclusion as early as in the late 90s that hydrogen is already widely accepted. The fact remains, however, that knowledge on hydrogen is still limited, particularly young people knowing rather little about the many ways of using hydrogen. Precisely here, therefore, the teaching material provided by the BMW Group makes an important contribution.
A survey has shown that the image of hydrogen crucial to its acceptance is largely neutral: Although respondents subjectively believe that hydrogen involves greater risks in the operation of a vehicle than gasoline and diesel, they agree that hydrogen should replace conventional fuel in the future. The introduction of hydrogen powering an all-around or high-tech vehicle would, therefore, speed up the process of acceptance. And the benefits of hydrogen technology in terms of society and personal use are seen above all in the area of environmental protection.
BMW Alternatives:
Pursuing the BMW Groups energy strategy, BMW researchers and engineers have focused not only on the hydrogen combustion engine but also on other alternative drive concepts, developing promising technologies in the process.
Hybrid drive
Hybrid drive seeks to set off the weaknesses of individual systems and add up various strengths by pooling different technologies. With this in mind, BMW took a significant step in this direction in 2003, integrating an electric motor in a BMW X5 Experimental Vehicle between the combustion engine and the transmission in order to support the conventional drive system in the process of acceleration. High-performance capacitors serve in this case to provide the energy required. This Experimental Vehicle not only showed a standard of response never seen before as well as an increase in torque to 1,000 Nm or 737 lb-ft at low speeds but also enabled the vehicle to reduce fuel consumption by up to 15 percent in the usual test drive cycle.
A concept imaginable in the future is to install a compact "active transmission" integrating both the electric motor and the power electronics into the transmission and thus significantly reducing both the additional weight and the space required for the system. High-performance capacitors in the door-sills could provide a further benefit, offering far higher charge and discharge rates than a battery system. And last but not least, electrical intervention in the drivetrain might serve to optimize driving conditions in, say, stop-and-go traffic or when accelerating.
In the serial hybrid system the combustion engine, alternator, electricity reservoir and the electric motor connected to the drivetrain all operate in series following the flow of energy. This provides the option to optimize the combustion engine for operating conditions with the highest degree of efficiency, the engine starting only when the battery is not able to provide the amount of energy currently required.
The challenge facing the engineer is to keep the space required and the extra weight – both of which are greater mostly due to the additional battery – within reasonable limits. A further factor is that such a vehicle requires two drivetrains at least in part. And last but not least, the complex interaction of the two sub-systems presents greater demands in the management and development of the vehicle as such.
Hence, there are two crucial arguments against hybrid drive: As an add-on solution, it makes the vehicle not only heavier but also more expensive. All concepts for intelligent electrification are therefore nothing but a supplementary solution in the ongoing development of the combustion engine.
BMW Electric drive
Electric drive is among the oldest alternative drive concept. It is free of gaseous exhaust emissions and is acknowledged as the most environmentally- friendly drive technology. But this is only the case if the electricity used is generated in a fully ecological process. The BMW Group introduced an innovative concept for electric drive vehicles in the guise of the E1 as early as in 1991. In terms of its size and range, such a vehicle is suited above all for use in cities and densely populated areas where the inherent disadvantages of the electric motor are less significant: Unlike the combustion engine, the electric motor develops maximum power at low speeds, while at the usual speeds on the motorway it is far less dynamic and agile than a combustion engine.
Ongoing development of the electric car is moreover linked inseparably to battery performance and efficiency. And it is a fact that battery systems are still quite inadequate in meeting the requirements made by a road vehicle in practical use. The conflict of interest between energy and power density, for example, remains unsolved to this day. While a high-temperature battery is able to store three times as much energy on the same weight as a lead battery, it does not provide the same power output as, say, a nickel-metal-hydride battery.
To cover a range of 200 kilometers or 125 miles, a battery would have to weigh approximately 500 kilograms. Yet a further drawback is the batteries inadequate rapid-charging capacity, meaning that "filling up the tank" would take the whole night. And the fuel cell serving as a chemical battery still calls for great concessions in terms of both weight and cost.
Natural gas consists mainly of methane (CH4) and is very similar to hydrogen in its properties relevant to the vehicle. In comparison with a vehicle running on gasoline, the combustion of natural gas in the engine reduces the generation of carbon dioxide (CO2) by approximately 20 percent.
But since the process of conditioning and distributing natural gas from the well to the filling station involves higher CO2 emissions than the conventional provision and distribution of gasoline or diesel, the actual reduction of CO2 in practice is only about 10-15 percent versus a vehicle running on gasoline. Starting in 1995, the BMW Group became the first European carmaker to offer series production cars with natural gas drive able to run in a dual-mode either on natural gas or gasoline. Indeed, the BMW 316 g running on compressed natural gas was one of the cleanest cars in the world, right from the start fulfilling the strictest emission limit's coming into force in California in 2003.
Knowledge gained in the project nevertheless showed that natural gas drive lacks the appropriate long-term perspective: A vehicle running on natural gas still emits sizable amounts of carbon dioxide. A further point is that natural gas is a fossil source of energy subject to finite supply. And the need to establish a natural gas infrastructure complete with filling stations would make this an unfeasible alternative en route to hydrogen technology.
With the market acceptance of the natural gas car also being limited, the BMW Group has decided to discontinue its production of natural gas cars, taking the direct step into the world of hydrogen instead.
Accordingly, the BMW Group is continuing this approach through the series development of the hydrogen car with a combustion engine and its a consistent commitment to hydrogen as a sustainable source of energy for the future.
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