by Chris Woodford. Last updated: December 3, 2017.
Cough, splutter, chug, choke—is the way cars have been till now. Humm, whirr, whiz, glide—is the way they'll probably be tomorrow. Sooner or later, whether it's in a couple of decades or a distant century, oil-based fuels will be far too precious to squander on the world's dwindling fleet of gas-powered cars. That's when a confident majority of electric car drivers will peer back over the shoulder of history to a time—the twentieth century—when automotive technology took a drastic wrong turn. At least, that's how many people think the story will go.
Electric cars use older technology than gasoline cars and, in their late-19th-century infancy, looked set to rule the world. The first electric car was built in 1834 and by 1900 some 38 percent of all cars were electric (according to Seth Leitman's book Build Your Own Electric Vehicle, p.34). But oil was cheap and abundant and, in many ways, offered a better method of powering fast cars over long distances. Henry Ford's mass-production of affordable gas-powered cars soon put paid to electric dreams. Fortunately, as people finally woke up to the environmental and economic drawbacks of petroleum in the late 20th century, technology turned full circle and cars powered by the zap of electricity started to return to our streets. But is it really inevitable that all cars will go electric? How long will it take? Before we can consider that question, it helps to ask something much more fundamental: how exactly do electric cars work? What's so good about them anyway—and what are the drawbacks? Can you really go to work powered by a few buzzing electrons? Let's take a closer look!
Photo: The world's favorite hybrid car, the Toyota Prius. Many electric cars use power produced from dirty fossil fuels, but they're still at least as "green" as the best gasoline cars and likely much better if the power comes from renewable energy sources like these solar panels. Picture by Mike Linenberger, courtesy of US National Renewable Energy Laboratory (NREL).
Electric cars are child's-play; I know that, for a fact, because I built my first one at the age of eight. Now, admittedly, it wasn't a Tesla Roadster or a Chevrolet Volt, but it had all the key features of any electric car. It was a toy I'd made with a construction set using a battery, electric motor, four little rubber-tired wheels, and a simple transmission built from ready-made gears. Real electric cars aren't much more than this, though building one is certainly more of a technical challenge than snapping together a toy.
Photo: Many people's ideas of electric cars are still based on vehicles like the famous experimental GM Sunraycer, which looks amazingly futuristic—but is now over 30 years old. The whole of the back section (everything to the right of the white cockpit) is covered in thousands of silicon and gallium arsenide solar cells, while the driver sits in the pod at the front. Sunraycer won the 2000-mile World Solar Challenge race in the late 1980s. Picture by Warren Gretz courtesy of US Department of Energy/National Renewable Energy Laboratory (DoE/NREL).
So.... electric car or gasoline? Both have their advantages; both have their drawbacks. That's why many of the electric cars on the road today are actually hybrids that incorporate both technologies side by side: they have a smaller than usual gasoline engine suited to nippy highway driving and an electric motor for all that stopping and starting in the city.
Hybrids come in various different flavors. In parallel hybrids, the engine and the motor both send power to the wheels; in series hybrids, only the motor powers the wheels, while the engine simply drives the motor like a generator, recharging the batteries. Full hybrids have powerful enough electric motors and batteries to drive the engine independently, while in mild hybrids, the motor is too puny to power the car by itself and simply assists the engine (or allows it to switch off when the car is idle in traffic). Ordinary hybrids charge up their batteries using power from the engine and energy recovered from the regenerative brakes (which we'll come onto in a moment); plugin hybrids can also be "refueled" from a charging station or domestic power supply, have much bigger batteries, and can be driven by the motor and batteries alone, so work more like conventional electric cars.
Whatever the coupling of engine and motor, the basic idea is to combine the best of both worlds to boost fuel economy. The big drawback of a hybrid is that its around 20–30 percent more expensive than a comparable gasoline model. It's likely to be 10 percent heavier (despite its lighter engine, it has an electric motor, batteries, regenerative brakes, and all the rest) and have more sluggish performance. But hybrids score far better on both safety and fuel economy than gasoline cars, which makes them popular with eco-conscious families who prize their green credentials.
How does a plug-in hybrid work?
A hybrid car is like two cars in one: it has a conventional gasoline (petrol) engine for fast freeway driving and an electric motor for more economic, pollution-free travel (or idling). In different designs, the wheels are driven by the engine, the motor, or both together.
Gasoline pump is the car's primary source of energy.
Engine powers wheels through conventional gears and transmission.
Electric power outlet connects to car's batteries through a conventional plug-in power lead.
Batteries charge up overnight while car is parked. The battery pack is usually stowed out of the way behind the rear seats.
Electric motor uses power from batteries to drive either two or all four wheels.
Regenerative brakes: generator slows down the wheels and returns otherwise wasted energy to the batteries.
Cars powered by fuel cells are also electric, though they use tanks of hydrogen to generate electricity and power an electric motor instead of banks of batteries. You can read more about them in our separate article on fuel cell cars.
Photo: It's not rocket science—or is it? NASA had to use electric car technology to drive its Apollo Lunar Roving Vehicle (sometimes called the Moon Rover) because there's no air on the Moon to power an internal combustion engine. The Lunar Rover was driven by four electric motors, one for each wheel, all powered by two 36-volt batteries. It's pictured here in 1972, during the Apollo 17 mission, being driven by astronaut Gene Cernan. Read more about the technology inside the Apollo Lunar Roving Vehicle. Picture courtesy of NASA on the Commons.
Gas-powered cars and electric ones have a great deal in common and the key differences are the stored energy they use (gasoline versus electricity), the machine they use to convert it into kinetic energy (an engine or an electric motor), and the way the stored energy powers that machine (through a gearbox and transmission, in the case of an ordinary car, but often more directly in an electric car). Let's examine the two key components of electric cars—the motor and the batteries—in a bit more detail and compare them with what we have in a conventional car.
Motors are quite different from gasoline engines—and not just in the fuel they burn. An engine needs to spin round relatively quickly to work efficiently (usually thousands of times a minute), but a car's wheels seldom need to go anything like that fast. The power an engine can produce at any given moment may be very different from what the driver needs. For example, if you're moving off from a cold start, or a traffic signal, you need the engine to produce a great deal of force (torque as it's called) at a relatively low speed, whereas if you're overtaking on a speedy highway, you'll need the opposite: more speed and less torque.
There's not a great deal you can do to control the output from a car engine because it's a chemical machine, driven by an essentially simple chemical reaction between fuel and oxygen that produces useful mechanical power. In that respect, an internal combustion engine is just like the external combustion engine you'll find on something like a steam engine. If you want more power, you need to burn more fuel more quickly—a basic law of physics called the law of conservation of energy tells us that—which is why operating a car's accelerator is informally called "stepping on the gas": burning gas faster makes more power and ultimately delivers more speed. Apart from the accelerator (supplying more or less fuel), the other two key controls of a conventional car engine are the gears (transforming the power coming from the engine so the wheels turn quickly with low force or slowly with high force) and the clutch (briefly engaging or disengaging the engine's power from the gearbox altogether). And we need the gears and the clutch because of basic limitations in how an engine works—as a machine that enjoys spinning around thousands of times a minute, however fast you're driving (the engine keeps turning, burning fuel and costing money, even if you're stopped at a traffic signal).
The motor in an electric car is very different: up to a point, it has no "preference" whether it spins fast or slow—it's pretty good at delivering the same torque at any moderate speed. If you had an electric train set when you were young, you probably controlled the engine with a transformer that had a dial you could turn up or down. Starting off, you'd have the dial turned down low to make the train move slowly (by feeding a relatively small electric current to the motor inside it); you could go faster simply by turning up the current to make the motor spin more quickly. There's no clutch in a toy train and (usually) no gearbox either: the electric motor drives the train wheels directly, and does so equally well whether the train is going fast or slow.
Artwork: A (very!) rough indication of how torque varies with speed (engine rpm) for electric motors and gasoline engines of comparable power. Electric motors produce maximum torque right from the off, whereas gasoline engines need to pick up quite a bit of speed to deliver maximum torque.
In theory, an electric motor can drive a full-sized electric car just as simply as a toy train, without the clumsy old gearbox and transmission you'd use in a conventional gasoline-engined car. In practice, electric cars are clearly more complex. Toys are small and move fairly slowly, while real cars are much bigger and go faster. When a real car corners, its two outside wheels are traveling around a curve of bigger radius than its two inside wheels but in exactly the same time, which means they have to spin slightly faster. (The same is true of toy cars, but the effect is too small to notice.) That's why real cars need complex transmissions with speed-adjusting gears called differentials that allow one pair of wheels to go at a slightly different speed—faster on the outside of a curve, slower on the inside—than the other.
The same happens in an electric car when it goes around a corner, and that rules out any kind of simple transmission (for example, a single electric motor driving the two back wheels from a common axle). One solution is to have a front-located electric motor driving the same kind of transmission as an ordinary gasoline car, using a driveshaft (propeller shaft) and differential in the usual way. Another is to do away with the driveshaft and have a motor, gearbox, and differential unit between two of the wheels (either front or rear) and driving them both. A third option is to have two front or rear motors (with or without gearboxes), each driving one wheel independently. The final option is to use two or four hub motors (in-wheel motors), which are motors built into the wheels themselves. That raises a different technical issue: how to build a motor that's lightweight, compact, and still powerful enough to drive a car (although if there are four hub motors, you need to generate only a quarter of the total power with each one).
Artwork: Transmissions: How does power get from the motor to the wheels? Four example arrangements of the electric motor (green), gearbox (orange), differential (scarlet), driveshafts (light blue), and hub motors (red) in an electric car. 1) In this arrangement, the electric motor powers the car much like a traditional engine through a gearbox and driveshaft. 2) A central motor powers both wheels through one or two gearboxes. 3) Two separate motors power two wheels through separate gearboxes. 4) Hub motors power two (or sometimes all four) wheels with no other gearboxes, driveshafts, or other transmission parts.
Every car is an electric car inasmuch it uses a battery to get the engine spinning when you first start off. Historically, cars were the pioneers of rechargeable batteries. Long before we had laptops and cellphones, windup torches and all the rest, back when most of us routinely used batteries one minute and threw them away the next, cars were demonstrating the possibility of using batteries over and over again. The only trouble was, car engines used big and heavy lead-acid batteries that weren't good enough to power vehicles at high speeds, over long distances, for long periods of time.
Photo: In a Tesla, the lithium-ion batteries are stowed in this compartment at the rear. Photo by courtesy of Steve Jurvetson, published on Flickr in 2007 under a Creative Commons licence.
Today's electric cars mostly use lithium-ion batteries, exactly the same technology you'll find in your laptop or ebook reader. They're relatively light, fairly good at storing useful amounts of power for their weight, last several years and hundreds of charges, and perform reasonably well at the varied range of temperatures most car drivers routinely encounter round the world (though not always that well in the extremes you can find even in hotter and colder US states). That doesn't mean they're perfect. The main problem with car batteries is that they still can't carry as much energy as gasoline per unit of mass; in other words, they have a lower energy density. Lithium-ion batteries are likely to remain the popular choice for electric cars for the foreseeable future, though alternatives such as nickel metal hydride (NiMH), which are safer and cheaper, and other lithium-based technologies (including lithium-nickel-manganese-cobalt, lithium-phosphate, lithium-manganese, and lithium-cobalt) are also waiting in the wings. Supercapacitors (also called ultracapacitors) are another promising alternative. A bit like a cross between batteries and capacitors, they offer much faster charging times.
Chart: How much better are electric cars? This chart compares mpge (mpg equivalent) or mpg ratings for 18 cars with 2015 specifications: six electrics (green), six hybrids (yellow), and six gasoline cars (red). Figures are quoted from fueleconomy.gov.
Electric cars are considerably more efficient than gasoline cars because electric motors are inherently more efficient (about 80 percent) than internal combustion engines (a mere 30 percent for the engine alone, much less for an entire gas-powered vehicle), which waste a high proportion of the fuel they burn as useless heat. How do the figures work out in practice? The 2018 Volkswagen e-Golf Automatic A1 (maximum list price $30,495) manages an average (city and highway combined) 28 kWh (kilowatt hours) per 100 miles (equivalent to 126 mpg) for an annual fuel cost of $550 per year, where a 2018 gasoline version of the same car (list price $20,910–$24,755) comes in at just 29 mpg for an annual fuel cost of $1350 per year (figures from fueleconomy.gov). Tesla claim an even bigger difference: an annual 30,000-mile running cost for a Tesla Model S of $1,048 (at $0.12 per kWh) compared to a typical gas car's $5,318 (based on $3.90 per gallon of fuel and 2015 figures).
It's not just the engine that makes an electric car more efficient. With regenerative brakes, you're not throwing energy away every time you stop and stop: the car's electric motor becomes a generator so that when the brakes are engaged, the car slows down as your kinetic energy turns to electricity that recharges the battery.
David MacKay sums it all up neatly in his book Sustainable Energy Without Hot Air: "Electric vehicles can deliver transport at an energy cost of roughly 15 kilowatt hours (kWh) per 100km. That's five times better than our baseline fossil-car, and significantly better than any hybrid cars. Hurray!"
Photo: How efficient are electric cars compared to other forms of transportation? This chart shows how much energy (in kWh) it takes to move one passenger a distance of 100km (~60 miles). Solar cars (tiny one-person experimental vehicles powered entirely by solar panels, like the Sunraycer pictured up above) are most efficient, largely because they weigh so little: most of them don't even have batteries. Electric cars come midway on the scale, though some (such as the Tesla) fare better than others. Gasoline cars are worst by far (largely because of their heavy engines and transmissions) and hydrogen fuel-cell cars aren't much better. Note how very efficient trains and buses are, even though they use conventional technology. That's because they carry large numbers of people and, as thin tubes moving through the air, are relatively aerodynamic. This chart (very gratefully) reuses data calculated and explained by Prof. David MacKay in chapter 20 of his superb book Sustainable Energy Without the Hot Air. Follow that link to read how science can help us make transport more efficient.
Even in performance, electric cars sometimes outclass gasoline ones. As we've already seen, electric motors can produce high torque even at low speeds, which means they can accelerate more quickly than gasoline cars that don't produce their peak torque until they reach relatively high engine speeds. They're also quieter and smoother. As Tesla have demonstrated, there's no reason whatsoever why electric motors and batteries—once thought of as dull, worthy, and rather plodding— can't power racy, exciting sports cars. A Tesla Model S can accelerate from 0–60mph (100km/h) in just 3.9 seconds, comparable to a high-performance gasoline-powered BMW M5 (and in at least one test, by Automobile magazine, rather better).
Size is no obstacle for electric power either. Diesel-electric trains (in which diesel engines power electric motors that provide the traction) have been around for years. In November 2014, truck manufacturer BelAZ announced a super-powerful new 500-tonne diesel-electric mining truck in which four giant AC motors are powered by two 16-cylinder diesel engines.
Maintenance is also less of a chore, because electric cars are generally simpler than gasoline ones. According to a 2012 report by the Institute of Automobile Economics, electric vehicles cost about a third less to maintain than equivalent gas or diesel cars. Why? An electric motor is an inherently simpler bit of kit than a gasoline engine with far fewer moving parts to wear out; if it uses no transmission or gearbox, that makes the entire car simpler still. Even the brakes last longer, since regenerative braking means you need to use the conventional (frictional) brake pads much less than in an ordinary car. On the other hand, some of the technology used in electric cars is relatively untested, which means it could be more prone to early failure even if it is, paradoxically, simpler and theoretically more reliable in the long run.
Electric motors and batteries are the two main points of difference between conventional and electric cars. Where motors are well understood and highly reliable, giant battery packs remain the Achilles heel of electric cars. Despite its environmental and economic drawbacks, kilo for kilo, a tank of gasoline can carry far more energy than a bunch of batteries (see chart below)—and that will remain the case for the foreseeable future. You can completely refuel a gas-powered car in a couple of minutes (as long as it takes to fill up your tank) and drive several hundred kilometers on the energy you've pumped in without stopping. But electric cars can take anything from half-an-hour to a whole night to recharge ("fill up") and, even then, probably won't get you further than a couple of hundred kilometers before the batteries run flat. Where a gas tank is a relatively compact thing that sits neatly out of sight, the batteries in an electric car are expensive (about a quarter of the cost of a Tesla, which still works out at around $20,000), bulky, heavy, and take up room you might use for other things.
Chart: Why we still drive gasoline cars—in a nutshell. Kilo for kilo, gasoline can carry far more energy than batteries. Hydrogen is a much better energy carrier, but there are significant problems in making and storing it. Coal scores highly too, but it's dirty and impractical: steam cars disappeared long ago!
Everyone who owns a cellphone or a laptop powered by lithium-ion technology will be fully aware that rechargeable batteries don't last more than a few years (even less if you treat them badly)—and they can fail with little or no warning. In an electric car, there are banks of batteries, not just one or two cells, so you're less at the mercy of a sudden failure and more likely to find a gradual deterioration in range with the same charging time. Since batteries are so expensive and remain the biggest questionmark in electric cars, manufacturers have done their best to reassure buyers with warranties of around 8–10 years (or 100,000–125,000 miles). Research by the US National Renewable Energy Laboratory (NREL) suggests current batteries could be made to last 15 years and a 2013 meeting of the American Chemical Society heard that batteries might well last 20 years, which is probably the maximum lifetime of most cars. If that sounds impressive and reassuring, bear in mind that many of us buy our cars secondhand (already several years old) and it's far from uncommon to drive around in a car that's 10 years old or even more. Another critical factor is that battery life depends on temperature: using rechargeable batteries in hotter climates (which includes states like Arizona and California, if experiences with the Nissan Leaf are anything to go by) can halve their lives.
The only sensible answer about batteries comes from Jeff Cobb of HybridCars.com, whose excellent article How Long Will An Electric Car's Battery Last? reviewed all the evidence and concluded "Ultimately it is too soon to tell."
Photo: Batteries have always been the stumbling block in making successful electric cars because they carry energy less effectively than gasoline. Here, gigantic nickel-zinc batteries are being loaded inside a prototype electric car by NASA engineers in 1977. Picture courtesy of NASA Glenn Research Center (NASA-GRC).
The higher energy density of gasoline and its relative cheapness are two key reasons why the world still prefers dirty, polluting gas-powered SUVs over clean, green eco machines like the Toyota Prius and the Nissan Leaf. But the sheer convenience of the "oil economy" is important too. Wherever you live, you're never that far from a gas station. Figures for 2014 from the US Census Bureau revealed that there are some 121,446 gas stations across the United States—and that figure is probably about the same today. By comparison, according to the Alternative Fuels Data Center, as of 2018, there are merely 17,387 electric charging stations. Now while it's true that you can charge your car at home (unless you live in an apartment block), or at work (unless your employer is fussy about your stealing electricity), and there are effectively millions of charging points, sometimes you also need to charge up when you're on the road, and so far the world simply isn't geared up for that: if you're driving a car, it's assumed to be a gas-powered one.
Having said that, range is nowhere near as big an issue for electric cars as critics like to claim: the US Department of Energy points out that most people's daily commute involves a round-trip of less than 30 miles. Technically, the sky is the limit for electric cars: with help from onboard solar panels, future electric cars might manage 500km (300 miles) or more on a single charge.
Photo: Theoretically, you can recharge an electric car anywhere, even at home. But what if you work away, travel a lot, or live in a high-rise apartment? Unfortunately, the world is still not properly geared up for electric cars and charging points remain relatively uncommon. Picture by Keith Wipke, courtesy of US Department of Energy/National Renewable Energy Laboratory (DoE/NREL).
While fuel and running costs are lower for electric cars, the initial purchase price is often considerably higher; until it was discontinued in 2015, you could pick up a Honda Civic Hybrid for about $24,735–$27,435, while the comparable gasoline model came in at just $18,290–$24,590 (figures from fueleconomy.gov). Concerns about things like battery life also make it harder for people to take the plunge. Sticking with what you know is always easier than taking an expensive risk. Some countries offer tax breaks for electric cars, but you still have to face that higher purchase price to begin with.
Green-thinking environmentalists tend to see this issue in black-and-white: if cars have a future at all (they would prefer more public transportation and greater use of local goods to reduce the need for transportation altogether), it must be an electric one. Even setting aside concerns about emissions, electric cars are certain to become more affordable and economic as oil supplies dwindle. The bigger the demand for electric cars, the more economics of scale will kick in. The more electric cars there are, the better the infrastructure will be, the bigger the choice of models, and the greater the likelihood of hardened petrol heads switching allegiance to the clean and green. It all sounds so very positive, so very inevitable.
It's easy to fall for strident statistics celebrating the "astonishing" growth in electric cars (so many hundred percent this year, so many hundred percent next) until you remember that there are still very few electric cars around: 100 percent growth from not very much is not much more. An October 2014 article in Forbes speaks of "skyrocketing" growth in electric cars in the (US) states of California, Georgia, Washington, Michigan, and Texas. In Texas for example, it cites a 128 percent growth in electric cars in just 12 months, which sounds extremely impressive until you look at the actual numbers: there are now 6533 electric cars compared to 2862 previously, but that's less than 1/1000 of the total number of cars registered in Texas (7.7 million is the newest official figure I can quickly find, for 2004, but it's accurate enough to make the point). In California, where Forbes highlights 77,000 registered electric cars, there are still something like 18 million registered automobiles in total (again, that's the 2004 figure), so even in the most fervently supportive state, the proportion of electric cars isn't much better (five in a thousand according to the US Energy Information Administration in 2014).
People have been predicting the demise of the internal combustion engine, caused by our surpassing "peak oil" production, for over half a century (especially since the energy crisis of the early 1970s)—and we're still surrounded by a billion gas guzzlers. Improvements in petroleum prospecting and recovery and better car design and efficiency have extended the life of this old technology far beyond what many people thought possible. Is there any reason why, 40 years on, in the middle of the 21st century, we're not going to find ourselves in exactly the same position: a few more electric cars on the roads but the majority of us still rattling round in gas-powered crates? According to 2015 predictions by the US Energy Information Administration, even by 2040, around 46 percent of cars will still be using gasoline only, while another 43 percent will be micro hybrid or flex fuel. A mere 2 percent will be fully electric or plug-in hybrids, 5 percent will be full hybrids, and 4 percent will be diesel. Dramatic environmental damage—a sudden acceleration in climate change or its human impacts—could change everything, but so could a meteorite impact from space or a global epidemic. However rational the arguments in favor of electric cars, and however much environmentalists would like things to be otherwise, the world has a huge attachment to dirty gasoline technology—and that's unlikely to change anytime soon.
Electric cars have always been radically modern; from Woody Allen's Sleeper to the 1.21 gigawatt-flux capacitor that powered Marty McFly's DeLorean Time Machine in Back to the Future, they're the very stuff of science fiction. Yet they're science fact too: Apollo astronauts, you might remember, were bouncing round the Moon in the battery powered Lunar Roving Vehicle (LRV) about 45 years ago. No-one knows if electric cars will ever play a dominant role in the future, but they've certainly had an interesting past. Here's a whistle-stop tour of electric car history... so far. I've not covered every invention and inventor; just a few key milestones to give you a flavor!
Photo: A typical electric "milk float". The lead-acid batteries are the black boxes stowed in front of the wheels, underneath the main cargo platform.
1800: Italian Alessandro Volta invents the battery (a primitive stack of zinc and silver discs separated by cardboard soaked in saltwater).
1821: English chemist Michael Faraday shows how electricity and magnetism can work together to make a force—the basic scientific principle of the electric motor.
1829: American electricity pioneer Joseph Henry develops a practical motor, though it's still far from a viable machine.
1834: Thomas Davenport develops a viable electric motor and goes on to develop the first battery-powered electric car running on a track. Unlike in modern electric cars, the batteries are not rechargeable.
1837: Robert Davidson of Scotland develops a battery powered car and later (in 1842) an electric train that whizzes along the Edinburgh to Glasgow Railway at a breathtaking 6km/h (4mph).
1859: Frenchman Gaston Planté invents the lead-acid battery, made from nine cells connected in parallel, and demonstrates it to the French Academy of Sciences the following year.
1859: Electricity pioneer and prolific US inventor Thomas Edison develops an electric car.
1881: Siemens constructs the first permanent electric railroad in Lichterfelde, Germany.
1885: Leo Daft uses an electric motor to power a commuter train to 50km/h (30mph) in New York City.
1890: William Morrison develops the first successful American electric car. It can manage a respectable 23km/h (14mph).
1900: German Ferdinand Porsche develops the world's first hybrid, hub-motor electric car (the Lohner-Porsche).
1908: Henry Ford gives his wife Clara a Detroit Electric car as a present after she complains she couldn't start a gasoline car with a hand crank. Later, he buys another one for his friend Thomas Edison as a Christmas present.
1910s–1960s: Ironically, despite Ford's enthusiasm, his development of cheap, mass-produced gasoline cars pushes electric car technology to one side.
1940s–1970s: Electric vehicles are used for little more than powering delivery vehicles, such as "milk floats" (widely used to deliver dairy products door-to-door in the UK before supermarkets take over).
1971: Apollo 15 astronauts David Scott and James Irwin drive the electric Lunar Roving Vehicle on the Moon for the first time.
1976: US Congress passes the Electric and Hybrid Vehicle Research, Development, and Demonstration Act to encourage the production of electric cars.
1990: The California Air Resources Board spurs the development of electric cars with its zero-emission vehicle program.
1996: General Motors begins leasing its pioneering and futuristic looking EV1. Later, the cars are controversially taken back by GM and crushed.
1997: Toyota launches the Prius in Japan—and it soon becomes the world's best-selling hybrid.
2008: The first Tesla Roadster electric car is shipped to customers.
2013: Toyota announces it has sold over 5 million hybrids worldwide, including 2 million in the United States alone.
2017: European countries, including France and Britain, announce they will ban the sale of new gasoline and diesel cars by 2040. Volvo reveals it will phase out internal combustion engines much sooner, announcing a plan to offer only hybrids or electric cars from 2019.
The Great Race: The Global Quest for the Car of the Future by Levi Tillemann. Simon & Schuster, 2016. A wide-ranging account of the auto industry's battles over clean, green cars.
Build Your Own Electric Vehicle (Third Edition) by Seth Leitman and Bob Brant. McGraw Hill Professional, 2013.
Electric Vehicle Technology Explained (Second Edition) by James Larminie and John Lowry. John Wiley & Sons, 2012.
Plug-in Hybrids: The Cars that will Recharge America by Sherry Boschert. New Society Publishers, 2006.
The Complete Idiot's Guide to Hybrid and Alternative Fuel Vehicles by Jack R. Nerad. Alpha Books, 2007.
Check out the latest electric vehicle articles from The New York Times, The Guardian, and Wired.
Electric cars already cheaper to own and run than petrol or diesel—study by Damian Carrington, The Guardian. 1 December 2017. Lower fuel and maintenance costs now make electric cars an attractive alternative, though government subsidies also play a part.
Plug-in electric vehicles: future market conditions and adoption rates by Melissa Lynes. EIA International Energy Outlook 2017, October 23, 2017. A fascinating look at different scenarios for the future growth of electric vehicles.
Electric cars are not the answer to air pollution, says top UK adviser by Damian Carrington. The Guardian, August 4, 2017. Electric cars don't produce tailpipe (exhaust) gases, but they do make significant air pollution from brake and tire dust.
Electric cars will not stem global demand for oil, says BP by Adam Vaughan. The Guardian, January 25, 2017. The energy giant predicts rising demand for gasoline-engined cars, largely because of traffic growth in Asia.
Carmakers Forge Ahead With Electric Vehicles by Bill Vlasic. The New York Times. January 6, 2016. Although sales remain small, car makers are now pushing electric vehicles with great enthusiasm.
Norway Is a Model for Encouraging Electric Car Sales by David Jolly. The New York Times. October 16, 2015. Even though Norway is one of the world's biggest producers of fossil fuels, it's taking a lead in shifting its citizens to electric power.
Bolivia holds key to electric car future : BBC News, 9 November 2008. Will demand for lithium soon outstrip supply?
Who Killed the Electric Car?: Interesting Wikipedia article about the 2006 documentary movie charging that GM's EV1 car was "killed" by a conspiracy between traditional car makers, the oil industry, and other vested interests.
How to Build an Electric Vehicle: A thorough practical introduction from Frank Didik, who's clearly learned a huge amount from his own experience.
Build your own Electric Car!: A step-by-step guide from Instructables.
Building an Ultra Light-Weight Car, Part 1: Two great articles in Autospeed describe how the Trev electric car was built by UniSA.
So You Want to Build an Electric Car: Mike Chancey presents a short introduction to converting your car to electric power.
A $672 electric car, built by two DIYers: Don't want to shell out tens of thousands on the latest e-model? You could always build your own in the manner of Darin Cosgrove and Ivan Limburg, of Brockville, Ontario.


Art Larrance, director of The Oregon Brewers Festival, and Jeff Dense, Professor of Political Science at Eastern Oregon University, will release the results of a study estimating the economic impact of the 2015 Oregon Brewers Festival. Dense and a team of students and volunteers administer on-site interviews at the annual summer event. Both gentlemen will be available to discuss the survey results and answer any questions.
Cascade Brewing Barrel House, 939 SE Belmont St (the event will take place one hour prior to Cascade Brewing's weekly Tap It Tuesday live barrel tapping, so feel free to stick around for the show!).
The Oregon Brewers Festival has done this study for the past five years to determine what economic impact the Oregon Brewers Festival, and craft beer tourism, have upon the Portland economy. Respondents are queried on demographic factors, along with estimates of OBF related expenditures in tourism-related categories, including transportation, lodging, meals, gasoline purchases, non-beer related recreation, beer purchased to take home, and expenditures at the OBF.


If you're on a mission to make sure you're more organised, check out these cute planners and to-do lists. All of them are printable and provided free of charge! Just click on the image to go to the source to download.


Corning have introduced their new version of resistant display called Gorilla Glass 4. The new resistant glass is said to be far stronger than the previous version, Gorilla Glass 3 while still being thinner than the predecessor, (only 0.4mm thick compared to Gorilla Glass 3 which is 0.7mm thick).
The introduction of this new display definitely comes at a time when manufacturers are coming under pressure to equip their devices with displays which don't break as easily and cost a small fortune to replace. The new corning Gorilla Glass 4 also means that a thinner lighter glass contributes to the whole aesthetics and form factor of what manufacturers can do with their devices in terms of design.
As you can see in the product information sheet, specs wise, there is information showing that indeed Gorilla Glass 4 does better in performance tests as compared to previous glass. In this day and age where how thin a device is, is actually a selling point, it will definitely be a factor to OEMs when considering new devices. Devices sporting this Gorilla Glass 4 were able to survive 80% of drops from 1m (3.3ft) on a rough surface in a new test devised by Corning scientists. For statistical purposes,Corning Gorilla Glass is on over 3 billion devices so far. It will be interesting to see how the GG4 stacks up against Apple's Sapphire glass.


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"Social Poetics" Uncovers the Poetry of Everyday Workers
Mark Novak's new book documents how worker-written poetry promotes international solidarity among workers
Harris Feinsod March 13, 2020
Clockwise from Top Left: Alando McIntyre, a writer in Mark Nowak's Worker Writers School (WWS), gives a reading of his poem, "Langwige." WWS writer Seth Goldman reads his elegy for driver Doug Schifter at the New York Taxi Workers Alliance protest outside New York City Hall in August 2018. The 21,000-member alliance demand a measure that would put a cap on city ride-share services. London. A flier advertises the Bookstore Workers Organizing Forum, which Nowak attended in Minneapolis in 2004. (Photos courtesy of Coffee House Press, Timothy A. Clary/AFP via Getty Images)
Cabbie Seth Goldman joined members of the New York Taxi Workers Alliance (NYTWA) outside New York's City Hall in August 2018 to read an elegiac poem he wrote for Doug Schifter, a livery driver who killed himself in his car in front of City Hall earlier that year. In an emotional note Schifter posted on Facebook, he claimed gig economy taxi competition left him "financially ruined," despite working 100 – 120 hours a week.
"You can't get away from your sixteen-hour days," Goldman mourned. "Up the FDR riding home in your filthy car / Doug could only drive so far." After six drivers took their own lives in 2018, Goldman's elegy affirmed the message of NYTWA's legislative campaign: The next day, pressured by the 21,000-member union, New York City Council passed the nation's first cap on ride-share services, temporarily halting the issuance of new licenses.
McIntyre wrote poems in a service-sector patois he calls a "broken, ever-morphing, syncopated language."
Goldman is not the only working-class New Yorker seeding the terrain of social struggle through pop-up poetry readings. In Manhattan's nearby Union Square Greenmarket in May 2017, for example, immigrant farmworkers from upstate stood on wooden crates and performed surrealist poems styled after the poets Pablo Neruda and Nancy Morejón. A man named Antonio read a poem in Spanish in which the seasons reverse, spring oddly leading to "Invierno triste y desolado" (sad and desolate winter), demonstrating his frustration with the growing season's intense control over his working life. The event interrupted the pastoral transactions of "buy local" shoppers by soapboxing the very farmworkers who grew and picked the local harvest.
Goldman and Antonio both participated in the Worker Writers School (WWS), founded by poet and activist Mark Nowak, who has offered creative writing workshops with trade unions and social movements since 2005. In Nowak's stirring new book, Social Poetics, he documents how writing workshops can embolden workers who, to paraphrase Trinidadian historian and writer C.L.R. James, seek to chronicle their own struggles "to regain control over their own conditions of life."
Social Poetics braids together history, literature and autobiography, offering an account of Nowak's career as a radical educator, with deft interludes of Marxist cultural theory and literary criticism. He spotlights many worker-poets from his own workshops and previously published anthologies, and the first chapters offer a dazzling global history of writing workshops "from below."
Until the early 1900s, Nowak writes, the term "workshop" meant an "'ungentlemanly' space" of manual labor and "distinctively working-class collective political activity." Today, the writing workshop has been "carefully disarticulated" from this idea. After World War II, universities created Master of Fine Arts (MFA) programs in creative writing, obscuring the historic relationship between workshops and the working classes. As such, Nowak argues, the idea of "working-class poetry" became wrongly identified with the reminiscences of "white male teachers who worked shitty factory jobs during summer breaks."
Nowak grew up in a working-class family in Buffalo, New York. His mother was a clerical worker and his father became vice president of his union at a Westinghouse assembly plant, shuttered in 1985. After working at Wendy's in his twenties, Nowak enrolled in an MFA program at Bowling Green State, a credential that allowed him to teach at the College of St. Catherine in Minneapolis. There, he participated in organizing (especially the bookstore unionization movement) and went on to author three volumes of poetry. The most recent, Coal Mountain Elementary, was highly acclaimed. It documented abuses in the global mining industry by juxtaposing photographs, industry propaganda, news coverage of Chinese mining accidents and haunting testimonials from survivors of the 2006 mine disaster in Sago, W.V., thereby calling into question the company's occupational safety rhetoric. Nowak photographs a company sign declaring "safety protects people, quality protects jobs," while on the opposite page an anonymous miner recalls: "And all this stuff started blowing down on us, coal dust, soot, ash, mud. It was just like volcano stuff."
As Nowak's poetry attracted increasing critical acclaim for these documentary poetic methods, he sought new strategies to amplify — rather than appropriate — the language of workers, and to transform the idea of "working-class poetry." In 2005 at the Chicago Center for Working-Class Studies, Nowak drew a few Teamsters and members of the International Brotherhood of Electrical Workers Local 134 to join his new writing group. Frank Cunningham, a lifelong construction electrician who attended, later published his poem, "Inside the Skyline," in the Saturday Evening Post. It describes an ascent through the skeletal frame of a skyscraper-in-themaking, "Shaking inside the Riverside skip / As it clanks upward."
In 2006, Nowak repeated his workshop at a closing Ford plant in St. Paul, Minnesota. Denny Dickhausen, a four-decade veteran of the plant, recalls a determined evening at home (without television) to pour his thoughts into his poem, "My Life at Ford." It concludes:
I say it's a crock.
I grew up, I grew old at Ford.
I bled at Ford.
I feel used up.
Dickhausen, who was photographed as the very face of industrial decline in local news about the closure, became one of the most eloquent spokespeople for the laid-off workers. He credits the workshops with helping him give public form to his private thoughts, which he had long recorded in little notebooks while at work.
The Ford group was a breakthrough for Nowak, who then envisioned a workshop to promote crossracial, global solidarity among workers. He filmed Dickhausen and others reading their poems at the factory, then took the video to South Africa, where he played it during workshops with members of the National Union of Metalworkers of South Africa at Ford plants in Port Elizabeth and Pretoria, creating a "transnational poetry dialogue" about shared working conditions.
One worker in Pretoria who Nowak calls Comrade Justice expressed skepticism at first, pointedly asking, "What is poetry going to do for me when I'm retrenched?"Yet, he became fascinated by a handout poem he took home, which he said helped him see how important poetry is for workers. The workshop proved successful: Pretoria worker Philemon Madila's poem, "Myself," responded to Dickhausen's poem with shared trepidation of being fired and a sense of solidarity among the precarious. Other Pretoria Ford workers crafted a wry, collaborative poem about career advancement:
To get a higher position
You have to climb Maluti Mountain
Cross the river Nile and Kalahari desert
And talk the language of angels
Oh! What a Life!
Together, these workers explored new strategies of collectivity through poetry — writing together, harmonizing their voices, finding shared refrains, and, through Nowak, sharing their experiences with distant workers they formerly viewed as potential competition.
Nowak has since expanded his repertoire with collaborative forms like renga, a Japanese chain poem. The nannies, taxi drivers and fast food workers in his ongoing workshop, through the free-speech nonprofit PEN America, composed a renga of tiny moments from their working lives. Invited to read at the PEN World Voices Festival, the writers moved throughout the audience to demonstrate how working-class voices surround us, as in these stanzas by cabbie Davidson Garrett and a domestic worker named Hazel:
I sometimes think I'm a poor underdressed vagrant
As I walk past the ritzy, well-heeled robots on Madison Avenue. (Garrett)
Sitting in this Brown Stone house in Brooklyn,
sipping hot Chai Rooibos, warm spicy tea,
while the clothes are washing thinking happiness comes from contentment. (Hazel)
Nowak's work follows in the tradition of Langston Hughes, whose 1947 essay, "My Adventures as a Social Poet," turned away from lyric poems of individual experience to the poetry of social commitment, poems that "stop talking about the moon and begin to mention poverty, trade unions, color lines and colonies." Social Poetics relates the history of this tradition: Young English Professor Celes Tisdale and the Abenaki author Joseph Bruchac, for example, created poetry classes in prisons (which included participants in the 1971 Attica uprising). Gwendolyn Brooks worked with the Blackstone Rangers gang on Chicago's South Side, mentoring emerging leaders of the Black Arts movement, such as Haki Madhubuti, who went on to found Third World Press. No policy research will effectively measure the impact of these workshops, but the poignant poems Nowak recovers demonstrate their unmistakable role in helping struggling people find language for their experiences, from police brutality and lousy working conditions to unhealthy school lunches, as in 11-year-old Della's verses in Nicholas Anthony Duva's 1972 anthology of youth poetry, Somebody Real: Voices of City Children:
Salty pretzels, can of coke,
Sour balls, and cigarette smoke.
Slurp, puff, crunch—
That's lunch
This tradition preludes Nowak's spotlight on working-class poetry in our own time. Indeed, Social Poetics shines when it champions the poems of brilliant, multiethnic worker-poets who haven't gone through the university system. For example, the PEN America workshop included Christine Yvette Lewis, a Trinidadian nanny and a member of Domestic Workers United, who played a key role in 2011 organizing for the landmark Domestic Workers Bill of Rights, which granted foundational labor protections to domestic workers. Lewis wrote a pantoum (a repetitive Malaysian form) placing her nanny work in a reflection on the conditions of transnational labor, from the Middle Passage to the present:
Price of migration means "yes, ma'am"
Light housekeeping, walk dog
Baby, unrelated burden, pushed along dank avenue
Cotton pickin' days ain't over.
Lewis recruited a young man named Alando McIntyre to the workshop after she met him working the register at a Golden Krust Caribbean restaurant in Brooklyn. At WWS, he has written poems in a Jamaican-American, service-sector patois he calls a "broken, ever-morphing, syncopated language." Referencing the affective labor required at his workplace, he also calls it a "Yuh want dem inna two separate bag / forced to speak, paid to smile kind of language," emphasizing how working conditions shape the very rhythms and tones of the language workers use.
Nowak also calls a bluff on some old clichés about the power of literature and art to give voice to the voiceless. While William Carlos Williams once claimed to write in a language he took "from the mouths of Polish mothers," he scarcely handed over his typewriter to such women or empowered them to speak for a movement. By contrast, Nowak passes the microphone and endorses what he calls the worker-poet's "imaginative militancy."
Ultimately, Nowak's Social Poetics records an enduring tradition of people chronicling their conditions and discovering their own language as a resource for sharing their experiences and organizing. Nowak's focus on workshops, from Attica to the Worker Justice Center of New York, powerfully re-envisions what literary communities might look like, and how they can expand the range of poetic expression, enliven social movements and foster solidarity across oceans. Though this tradition may not translate directly into economic enfranchisement, Nowak makes a convincing case that worker- and people-centered pedagogy is an unbroken heritage that renews much of what is good in literature today.
These Teachers Refuse to Be Weaponized
Republicans Threaten To Defund the National Labor Relations Board
Mike Elk
Iranian Labor and the Struggle for Independent Unions
Sohrab Behdad and Farhad Nomani

redpajama_set_name: RedPajamaCommonCrawl


Swimming at The Y is how many youth will begin their journey on becoming and staying active, and developing healthy habits that will continue throughout their lives. Whether it's gaining the confidence that comes from learning to swim or building the positive relationships that lead to good sportsmanship and teamwork, participating in aquatics at the YMCA is about building the whole child, from the inside out.
Swimming lessons are offered year-round at The Y, including group lessons and private lessons for infants, children, and adults. For for information see the swim lessons page. You can also register online for classes.
Each of our locations have an indoor pool for lap swim, water aerobics, free swim, lessons, swim teams, and more. For information about each pool, please visit your local branch location page.
Have your next birthday party at the YMCA!
Our indoor and outdoor pools will close for 30 minutes with each instance of thunder or lightning.
Although we have lifeguards on duty at all times, we ask that all swimmers 13 and under take a swim test and wear a color-coded necklace to help our guards identify swimmers who may require more assistance in the water.
Swim clinics, for swimmers ages 5-18, focus on stroke development, starts, turns, and conditioning.
From 5-year-old beginners to advanced high school swimmers, everyone is welcome to join a Y Marlins summer swim team.
The Y offers American Red Cross lifeguard certification classes multiple times each year.
I love my Y. It is changing my life and I love it!!! The staff is super and there is so much to do .Sometimes it is hard to choose witch class I want to attend.


The optical computer will be sold with 2035. Now he has created in Russia.
The crisis of microprocessors most acutely raise the question of their replacement in 2020. This will require 3 of the world's GDP.
If we return to Alaska? On Earth will be a single state in the XXII century. The earth will be common for the whole civilization.
On the basis of scientific research 1995-2000 developed a forecast of the development of society is global nuclear war 2020-2025 years.


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The All-Time Greatest One-Move, Total-Body Workouts
How to blast your entire musculature in the most efficient ways imaginable.
By Ari Notis May 2, 2017
By Ari Notis
When life piles everything onto you—bills, family, a 60-hour week—it can be tough to get all of your workouts in. Wouldn't it be nice if you could opt out of the oppressive and omnipresent leg day, back day, chest day, arms day cycle? Well, as it turns out, you can. There are a host of total body workouts you can do. Each of these near-torturous—though totally worth it—routines work everything, and tomorrow, your abs will roar with the good pain as much as your biceps, pecs, glutes, and everything in between. Sign us up!
We caught up with Gregg Avedon, 52, a certified personal trainer, male model, and the author of Muscle Chow: More Than 150 Easy-to-Follow Recipes to Burn Fat and Feed Your Muscles and The 14 Day Get Lean Diet: A Nutrition Plan that Works!, to walk us through a few of these complicated maneuvers. (Just remember, for all of these exercises, start out with no to minimal weight, get your form down pat, and then work your weight up.) And once you've mastered the total body workouts listed here, be sure not to miss Avedon's tips for staying lean and strong for life.
You know those ropes the Thors and Hulks and Dwayne "The Rock" Johnsons in your gym pick up and repeatedly slam on the ground? Well, as it turns out, those guys aren't just doing that to make a bunch of noise. These deafening beasts are essential equipment for one of the best total body workouts you can do. "If you think consciously about what you're doing, you burn a ton of calories and raise your metabolic rate—awesome stuff," says Avedon. So instead of just picking up the ropes and haphazardly swinging them, follow his six-step plan.
Pick up a rope in each hand. (For the following movements, switch every 15 to 20 seconds.) Start by alternating, up and down and up and down. This works your core. Then take both hands and slam the ropes into the ground, working your triceps. Then switch, and start curling them up, hitting your biceps. Next, make a scissor motion, swinging the ropes back and forth sideways (this is your chest). Then make little circular motions, from the inside, up and outward—nailing your shoulders. Finally, go back to alternating. "You'd be dying after two or three sets of that," says Avedon. If you're looking for a great routine for business trips, here's the Single Greatest Workout for Road Warriors.
"You really want to look good in jeans?" asks Avedon. "A Romanian deadlift is an excellent way to do it." A regular deadlift, itself one of the more effective total body workouts, can train your body to pull your shoulders down and pad extra muscle around the waste—nobody wants that. A Romanian deadlift hits all the good stuff—glutes, quads, calves, core, and, to a certain extent, arms—without adding that surperfluous strain.
To do a Romanian deadlift, form is key. Keep your hands on the bar about shoulder width apart; you should be able to touch your thumbs to your shins throughout the entire exercise. If you see the bar come too far over your toes, you're out of line. With a normal deadlift, you bend your knees, whereas with a Romanian deadlift, we're targeting only about a 10 percent bend of the knee. So keep your heels steady and your back flat, and glide your thumbs over your shins. In no time, your milkshake will be bringing all the girls to the yard. And if you're logging longer hours at the gym, know these 5 common exercises you should drop from your routine.
Loaded Squat
A loaded squat—that's with an Olympian bar, as opposed to the air squats you see Lululemon-clad girls doing by the stretch area—ranks among one of the toughest total body workouts you can do. And yet, it's far and away one of the most rewarding. "If you do a really good set of steady squats for 15 reps, man, you feel like you've just done a wind sprint," says Avedon. "Talk about conditioning." A set like that hits your glutes, stabilizers, quads, calves, traps, and spinal erectors—all while giving you a healthy dose of cardio.
For proper form on a loaded squat, grip the bar with your hands just outside of shoulder width. Place it behind your head, closer to the back than the neck while still being comfortable, of course. Look up a little bit. (Looking up and having the bar lower on your back keeps your spine in the right place.) Keep the weight in your heels and come down until your legs are as close to a 90-degree angle as possible. Then, explode up. "6 reps, most of us can wrap our minds around. 10, maybe 12. But 15 is a whole other animal," says Avedon. Don't worry. We believe in you. Just maybe, among all these total body workouts, pay extra attention to the weight advice we gave you earlier on.
Pro tip: if you find yourself leaning forward—a danger to your back—slide a ten-pound plate under your heel. It'll force you to keep your legs steady. But if you do happen to hurt your back, learn how to conquer lower back pain once and for all.
The Turkish get-up hits your core, shoulders, stabilizers, and arms. It's one of the most effective total body workouts you can do. That said, even though it is technically our job to explain it to you, this one is exceedingly complex. So we'll just let Avedon take it away: "Lay down on the floor, holding a kettlebell behind your hand. Your arm is extended straight up, above your nose. You want that arm and kettlebell to be stiff and above your head at all times. There are five steps here.
"From that laying down position, you're going to come up to where you're leaning on the opposite arm elbow. That's step number one. Then you go up to your hands. Step number two. Then up to your knee; that's step number three. Then you want to sit up onto that knee; step number four. And then you stand up. That's step number five. Then, you reverse it. That's just one rep. Try to do five." And if you want to really hit your core, don't miss the 4 best abs exercises for summer.
Kettlebell Swings
In 2010, the American Council on Exercise released a study finding that kettlebell swings provides "a much higher-intensity workout than standard weightlifting." Whether you do them one-handed and two-handed, you'll still hit your quads, glutes, hip flexors, lower back, and shoulders. (The same study found that kettlebell swings burn calories at the same rate as running at a six-minute-mile pace, which almost sounds too good to be true.)
To do a perfect kettlebell swing, stand with your feet at hip-width. Go into a squat and grab the kettlebell with your palms (we're talking two-hand swings; for one-hand, simply grab it with one hand) facing you. Using your hips—be careful not to use your back on this one—explode upward into a standing position, bringing the kettlebell to a horizontal level. Then return to the squatting position. Shoot for 8 to 12 reps.
Burpees, with a Fun Twist
We're all more or less familiar with the torturous burpee, wherein you go from a squat to a plank to a push-up to a plank to a squat and then leap up as hard as you can, throwing your hands in the air like you just don't care. But Avedon likes to add a little twist: at the end of each burpee, he'll grab a medicine ball and slam it into the ground.
"By getting that heavy ball over your head," explains Avedon, "in addition to working all the good parts [from a traditional burpee], you're incorporating shoulders, and by slamming it down, you work your triceps." Avedon suggests a muscle-pulverizing (in a good way!) routine for the extra motivated: 12 walking lunges, into 10 burpee–medicine ball slams, and then 12 walking lunges back. Your legs will feel like jelly for days.
Image by Scott Teitler
For more amazing advice for living smarter, looking better, feeling younger, and playing harder, follow us on Facebook now!
Ari Notis
Ari is a senior editor, specializing in news and culture. Read more
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Let your sisterly love and friendship shine with a light-up mirrored plaque featuring sparkly text and arrow designs. Prop this mirrored block, hang it with a saw tooth hook, or lay it flat. Four mirrored sides, soft velvet backing. Requires 2 AA batteries (not included). Glass, mirror, LED light pack. 6" L x 1½" W x 6" H.


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Tours & Seminars
An Ode to Love and Being Loved
"An Ode to Love and Being Loved" is an anthology of Judith's writing on love and being loved, which embraces the most heartfelt moments of her own journey into the realms of True Love and Sacred Sexuality, as do her Love Poems.
She answers many questions her students asked during her online courses, as we; as those frequently asked in her Twin Flame Soul Readings, dealing with loving partnerships, and the ultimate states of expansive consciousness attainable when joining together in such a union.
The book delves deeply into Sacred Sexuality, and Mystical Union, which are the ultimate states of expansive consciousness possible. Indeed, it is a way to experience the Divine, as the higher transmitter channels open up. It is Judith's gift to humanity, and celebrates the Power of Love.
She asks, what is it that we wish to create with our relationships and with our love for each other? How will our love relationship best serve the rest of humanity and the Cosmos at large? How are we both going to fulfill our highest soul purpose and calling, while still finding that deep love for each other and while serving by loving each other in new and sacred ways? How are we going to use the sacred sexual fire for the greater good of all, in higher service?
As she notes this is an adventure, and a deep unfolding in itself, and only those who really seek with an honest and open heart, will find the keys and codes given to them to unlock the Sacred Fire. Such is the importance of this time! May those who have ears to hear, truly hear!
Eye meets eye…
Soul recognizes soul…
And the eternal dance of Love is re-ignited from eternity….
© Copyright 2020 Design by Tweak | Developed by Insite


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E_administration
About UC3M
Promotion of the reuse of scientific health data has been investigated
The UC3M is participating in the European FAIR4Health project
Facilitating and promoting that scientific health data is guided by the FAIR principles (Findable, Accessible, Interoperable, Reusable). This is the objective of FAIR4Health, the European scientific project in which researchers from the UC3M have participated, with the aim of demonstrating the potential impact that such a strategy may have on improving various scientific results.
One of the most important challenges faced by data-intensive science is facilitating the progress of knowledge by helping with the discovery, findability, accessibility, integration and analysis of scientific data. The FAIR principles are intended to influence institutions in order to help them share research data in a way that is appropriate and useful for other researchers. Due to the nature of health data, its exchange and reuse for research is limited by ethical, legal and technical restraints.
The cost for the European Union of non-FAIR research data is approximately 10.2 billion Euros each year, according to an analysis by the European Commission. "This happens because the money is invested in research, but the data that is collected (one of the most expensive parts of research) remains in each working group, without metadata, without being systematised or described—they are not shared, cannot be found and reused for further research," explain two researchers taking part in FAIR4Health, Tony Hernández and Eva M. Méndez from the UC3M's Department of Library and Information Sciences.
"FAIRification" of the data
An analysis of the main restrictions and possible ways of enabling the implementation of a FAIR data policy in EU research institutions has been carried out within the framework of this research project. To this effect, a "FAIRification" process has been implemented by the GO FAIR initiative, which addresses the ethical, legal and technical aspects of health data.
Just as the data is checked for accuracy, researchers believe that it can be "fairicated", in other words, checked to see if it complies with the FAIR principles. In order to do so, "fairification" tools for health data have been developed within the framework of the FAIR4Health project. These tools consist of independent desktop applications that were developed to cure and validate data (Data Curation Tool) and to de-identify and anonymise data (Data Privacy Tool).
The FAIR4Health solution has been validated by two case studies. The first consisted of analysing the impact of multimorbidity patterns (having at least two chronic diseases) and polypharmacy (taking more than 3 medicines at the same time) on mortality rate (at 6 months) and cognitive decline in older people.
The second case study aimed to develop, validate and assess the accuracy of a clinical decision support tool which was used to predict Chronic Obstructive Pulmonary Disease (COPD) patients' readmission after being discharged.
The @FAIR4Health Improving Health Research in the EU through FAIR Data project, which recently came to an end, has received funding from the European Union's Horizon 2020 research and innovation programme under grant agreement number 824666. The consortium, led by the Virgen del Rocío University Hospital from the Andalusian Health Service with the participation of the UC3M, has relied on 17 partners belonging to health research organisations, businesses and universities in eleven different countries: Germany, Austria, Belgium, Spain, Italy, the Netherlands, Portugal, the United Kingdom, Serbia, Switzerland and Turkey.
Website for the FAIR4Health project
Version française (French version)
中文翻譯 (Chinese translation)


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Benji Gregory, właśc. Benjamin Gregory Hertzberg (ur. 26 maja 1978 w Los Angeles) – amerykański aktor, znany głównie z roli Briana Tannera z serialu ALF, tworzonego w latach 1986–1990.

Filmografia
 Drużyna A (The A-Team, 1984) jako Eric
 Niesamowite historie (Amazing Stories, 1985) jako Sam
 Punky Brewster (1985) jako Dash
 Strefa mroku (The Twilight Zone, 1985) jako chłopak
 Thompson's Last Run (1986) jako mały John
 Disneyland - Mr. Boogedy (1986) jako Aurie Davis
 Jumpin' Jack Flash (1986) jako Harry Carlson Jr.
 ALF (1986-1990, 2004) jako Brian Tanner
 Murphy Brown (1988) jako Brian
 Never Forget (TV, 1991) jako Kenny Mermelstein
 Lady Against the Odds (1992) jako gazeciarz
 Pewnego razu w lesie (Once Upon a Forest, 1993) jako Edgar (głos)

Przypisy

Linki zewnętrzne

Amerykańscy aktorzy dziecięcy
Amerykańscy aktorzy filmowi
Amerykańscy aktorzy telewizyjni
Amerykańscy aktorzy głosowi
Ludzie urodzeni w Los Angeles
Urodzeni w 1978

redpajama_set_name: RedPajamaWikipedia


Caption slip reads: "Photographer: Jenson. Date: 1954-05-24. Reporter: Gershon. Assignment: 24th concluded tour to Honolulu for C. of C. by Charley Bayer. 1: Charley Bayer checking ticket of Mrs. Don Bleitz for Honolulu trip. Mr. and Mrs. Charles Detoy, pres. of L.A.C.C. leaving on Lurline".


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Mathildr (Eigenschreibweise mathildr) ist eine App zur Darstellung von Mengen, die einen barrierefreien Zugang zum dezimalen Zahlensystem eröffnen soll. Sie findet vorrangig im mathematischen Anfangsunterricht Einsatz. Ihr Herausgeber ist der Verein Guter Unterricht für alle e. V. Die App ist kostenfrei in Versionen für Android, iOS, Fire OS und Windows verfügbar.

Hintergrund
Die Entwicklung der App basiert auf den Ergebnissen einer Studie der Universität Hamburg, die sich mit Lernbesonderheiten von Menschen mit Trisomie 21 befasst. Laut der Studie verfügen Menschen mit Trisomie 21 über eine geringere Fähigkeit der Simultanerfassung. Die App setzt sich das Ziel, Zahlbilder auch Menschen mit einer geringeren Fähigkeit der Simultanerfassung zugänglich zu machen. Anstelle der etablierten Darstellungsformen von Mengen in Fünfer- und Zehnerbündelungen (Kraft der Fünf) soll dies durch ein bestimmtes System der Darstellung in Zweierbündelung gewährleistet werden. Der Entwickler Torben Rieckmann veröffentlichte die App am 15. Januar 2016. Sie wurde ausgezeichnet mit dem Cornelsen Zukunftspreis 2018 (Platz 3), dem Inklusionspreis Niedersachsen 2019 (Platz 1, Ehrenamtspreis) und dem Comenius EduMedia-Siegel 2019.

Funktionsumfang
Die App ermöglicht das Erstellen von Zahlbildern wahlweise in den Zahlenräumen von 0 bis 4, von 0 bis 10 und von 0 bis 20. Optional zeigt sie die entsprechende Ziffer an. Darüber hinaus dient sie als Tool zur Veranschaulichung von Additions- und Subtraktionsaufgaben in den entsprechenden Zahlenräumen. Das Stellen von Aufgaben und die Möglichkeit einer Ergebniskontrolle sind nicht in die App implementiert. Methodisch-didaktische Hinweise zur systematischen Verwendung der App stellt der Entwickler auf der zugehörigen Webseite zu Verfügung.

Einzelnachweise

Lernsoftware
Android-Software
IOS-Software
Windows-Software


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But average 1 year profit of all Forex funds is 4.28 %. Average 1 year profit of profitable funds is 18.65%. In my opinion 18.65% is a good number and most entrepreneurs would agree that such returns are good for almost any business. In a table below is a list of top 30 Forex Hedge funds in total returns. Average total return is 320.88%.
Forex hedge fund managers must have a prolific understand of global economics. As with any hedge fund, the strategy employed in forex hedge funds depends entirely on the style of the manager, as there are many different strategies that may be used.
Thanks to its innovative technology, Two Sigma secured the fifth spot in this year's list of largest hedge funds by asset. Two Sigma began the year with $38.9 billion in assets under management.
The Global Hedge Fund List is an Excel based download that contains detailed information on over 4,100 hedge fund companies across the globe. These include funds of all strategies including long/short, global macro, emerging markets, fund of funds, real estate funds and more.
Hedge funds are a huge force in the financial world but they're not always the most transparent. Below is a list of the 20 largest hedge funds by gross assets covered by data compiler Graypools.
Top Forex hedge funds managers list in the world by ForexSQ financial experts, Finding out who is the best Forex trading hedge funds company that performing well to invest with and decrease risk of your investment. We list the best FX hedge funds company at the end of article so be sure you read to the end.
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HedgeCo.Net is the leading free hedge fund database with information on more than 7,500 hedge funds. Our hedge fund portal includes hedge fund daily breaking news, alternative investment news, conference details, a service provider directory, hedge fund software, frequently asked questions and many more hedge fund specific features and educational resources.
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Food safety chiefs slap closure orders on nine Irish food premises in last month
An Eddie Rockets diner and a Spar shop were just two of the food businesses shut by food safety officials in the previous month
Claire Healy
Were any premises near you affected by the closures? (Image: Getty)
Nine Irish restaurants and take-aways were closed due to food safety breaches in January, it was revealed today.
An Eddie Rockets diner and a Spar store were among two of the businesses told to close their doors last month by the Food Safety Authority of Ireland (FSAI).
While revealing the closure orders, Professor Alan Reilly, Chief Executive of FSAI, warned standards cannot slip to a level that consumer health is put at risk.
He said: "It is not acceptable for any food business to potentially put their customers' health at risk. Every food business should be striving to meet the high food safety and hygiene standards that the majority of food businesses achieve on a daily basis.
"We're urging food businesses to make sure that they have a food safety management system in place and that it is consulted on a regular basis and updated, where necessary, to ensure non-compliance issues and breaches of food safety legislation don't occur."
The Eddie Rockets outlet in Arklow's Bridgewater Shopping Centre and Spar on Douglas Street in Cork were both closed for one day only by FSAI.
Eddie Rockets have released a statement saying: "On Tuesday 13th January, Eddie Rockets diner at Bridgewater Shopping Centre was closed for a very brief time due to a closure order issued by the Food Safety Authority of Ireland.
"The order was served due to a slight temperature inaccuracy in one of our fridges. The temperature was immediately fixed, the closure order was lifted and we re-opened on Wednesday morning the 14th January.
"We have rigorous food safety measures in place at the diner, all of which are checked on a daily basis and we are dedicated to providing our customers with American dining at its very best."
Environmental officers also shut the Long Thanh take-away on North Strand Road in Dublin 3 for one day.
Meanwhile the Adana Char Grill at Cornmarket in Limerick was closed for a week and FSAI shut Kebabish Original on Richmond Street South in Dublin 2 for a total of 10 days.
Four other premises remain closed.
The Afghan Grill and Kebab on Dublin's Richmond Street South has been shut since January 19 and Fei's Garden Restaurant at Hamlet Lane in Balbriggan, Co Dublin has been closed since January 27.
A fruit and vegetable processing premises occupied by Mr Mohammad Rafi at Cloughans Crossroads, Ballynacor, Delvin in Co Westmeath remains closed - since January 29 - and the old bottle and ice store-room at Swan Bar at Swanlinbar, Co Cavan has been closed since January 30.
Elsewhere, a small meat manufacturing plant in Co Mayo - Gerry Joyce Meats in Castlebar - was hit with a prohibition order for eight days.
Hughie's Bar in Kingscourt, Co Cavan was prosecuted after the seizure of counterfeit vodka in December 2013.
Counterfeit Smirnoff Red Label vodka was discovered and the food business pleaded guilty to four offences and fines were imposed.
Commenting on the prosecution, Professor Reilly added: "Incidents such as the sale of counterfeit vodka are an unacceptable breach of consumer trust and serve to undermine confidence in the food and drink industry as a whole.
"Businesses that sell or serve alcoholic drinks should be particularly careful that they only accept genuine drinks from reliable suppliers."
Four other successful prosecutions were taken by officials against the Smoke House in Killarney, Co Kerry, Ruposhi Indian Restaurant in Drumcondra in Dublin 9, the Saffron Tandoori take-away in Cabra and Quinn's pub also in Drumcondra.
Food safety chiefs also shut 11 restaurants in November. Were any in your area affected?
Irish NewsNoelle Brown's passionate discussion on The Mother and Baby Home scandal moved viewers"I'm angry with the State and I'm angry with the Church. The collusion that happened that created this absolute horror but not just that, the fact that it was tried to be hidden."


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Home Entertainment Arkansongs Always inspirational
Always inspirational
Gospel legend Sister Rosetta Tharpe could rock on guitar.
Stephen Koch
Sister Rosetta Tharpe influenced many with her hot guitar and hard gospel — while outraging others in the church for the same.
She was born Rosetta Nubin in Cotton Plant on March 20, 1915 — some sources say 1921. Her mother, Katie Bell Nubin, or Mother Bell, was a traveling evangelist and a singer in her own right who later recorded with Dizzy Gillespie. Young Rosetta grew up singing in church, and by age 6 was playing the guitar.
A move to New York City in 1938 saw her performing at the Cotton Club Revuewith Cab Calloway. By that October, Tharpe recorded her first 78s for Decca Records. Tharpe's very good year culminated in December with a spot in the historic "Spirituals to Swing"' concert at Carnegie Hall organized by John Hammond, a high-profile showcase billed as "An Evening of American Negro Music." The Woodruff County native performed with pianist Albert Ammons but the flawed recordings did not appear on the album set when it finally was released more than 20 years later; she did made the 1999 box set.
Tellingly, at Tharpe's first recording session, she performed both religious and secular material — a move that, combined with her performing in nightclubs, flamboyant personality and outrageous guitar skills, drew criticism from some gospel circles. So did her 1941 filming of three "music video" soundies with Lucky Millinder and his orchestra. Imagine what was thought about recordings such as her 1942 single with Millinder, "I Want a Tall Skinny Papa." But Tharpe said she considered it a compliment to be called a jazz singer.
Tharpe's ability to connect with both secular and religious audiences only grew during the 1940s. Tharpe was one of only two black gospel acts torecord V-Discs for Allied troops during World War II. She also recorded for Armed Forces Radio, including a 1943 broadcast with her contemporary from nearby Brinkley, Louis Jordan and his Tympani Five.
Tharpe was said to have given Little Richard an early boost, inviting him onstage at Georgia's Macon City Auditorium, where he sold soda pop.
She influenced many, from Johnny Cash growing up in Blytheville to Isaac Hayes, who said Tharpe's electric guitar was the first he ever heard. Tharpe's wild guitar playing had a profound influence on more than one generation of performers in blues, jazz, and gospel — and, most notably, rock 'n' roll.
Through the 1960s, Tharpe continued to record and tour, and was especiallypopular in Europe. But she suffered a stroke there in the fall of 1970. Althoughdiabetes forced the amputation of a leg, she returned to performing in 1972and 1973.
Tharpe died from another stroke on October 9, 1973, in Philadelphia — theday of a planned recording session. Whether solo or with a big band, performing gospel or secular music, Tharpe was always inspirational.
• "Rock Me"
• "Two Little Fishes And Five Loaves of Bread"
• "I Want A Tall Skinny Papa"
• "That's All"
• "Didn't It Rain"
• "This Train"
• "Bury Me Beneath The Willow"
• "Merry Golden Tree"
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Advice is always given. Sometimes we don't want to hear it. Other times, it's just what we need.
One piece of advice that has resonated with me is "you have to start at the bottom to work you're way up." Or at least it was something along those lines. I was driving home for a weekend break from college life when my dad told me this.
My dad, well, he cracks jokes, usually "bad" dad jokes that I get a kick out of. He is always joking around, but this, this piece of advice really struck home. I learned so much about my dad in that one phrase. It was the moment that I knew that he saw me as no longer a kid, but an adult trying to find her way.
This piece of advice led me down the path of creating this blog, and a year later starting to make YouTube videos based off a collection of my favorite hobbies.
This piece of advice got me to move up my science career path (though I'm keeping the details secret…) and find enjoyment in what I do.
You're not going to immediately get that dream job. You have to work for it. Because the truth is that when you're just starting out, you're not going to know much. But taking that first step will help you know if that's path right for you.