Electric Buses Quotes

THERE HAVE ALWAYS BEEN ITINERANTS, drifters, hobos, restless souls. But now, in the second millennium, a new kind of wandering tribe is emerging. People who never imagined being nomads are hitting the road. They’re giving up traditional houses and apartments to live in what some call “wheel estate”—vans, secondhand RVs, school buses, pickup campers, travel trailers, and plain old sedans. They are driving away from the impossible choices that face what used to be the middle class. Decisions like: Would you rather have food or dental work? Pay your mortgage or your electric bill? Make a car payment or buy medicine? Cover rent or student loans? Purchase warm clothes or gas for your commute? For many the answer seemed radical at first. You can’t give yourself a raise, but what about cutting your biggest expense? Trading a stick-and-brick domicile for life on wheels?

A hobo walks by in a suit made of today's newspaper. A guy chases him, shouting. "Wait! I haven't read the business section yet!" Oh, the economic news. The most honest, trustworthy, freshest goods you can get—apart from ripe fish. With its gorgeous headlines it shakes out the mirror’s lost reflections: The fountains are lobbying for more water in this pyromaniac city. Buses with electric chairs are running through the streets. Passengers ask for tickets to Heaven, then take their seats. Eyeballs jump out of their smoking skulls. "No littering in the vehicle!" growls the driver, adjusting the hat on his horns.

Comparing the two cities — the Berlin I knew in the early thirties and the Berlin I revisited in the early fifties — I have to admit that the latter is, in many respects, a far more exciting setting for a novel or a sequence of stories. Life in the Berlin of 1952 had an intensely dramatic doubleness. Here was a shadow-line cutting a city in half — a frontier between two worlds at war — across which people were actually being kidnapped, to disappear into prisons or graves. And yet this shadow-frontier was being freely crossed in the most humdrum manner every day, on foot, in buses, or in electric trains, by thousands of Berliners commuting back and forth between their work and their homes. Many men and women who lived in West Berlin were on the black list of the East German police; and, if the Russians had suddenly marched in, they couldn’t have hoped to escape. Yet, in this no man’s land between the worlds, you heard the usual talk about business and sport, the new car, the new apartment, the new lover.

Do our possessions mourn us? Do electric sheep dream of Roy Batter? Will my coat, riddled with holes, remember the rich hours of our companionship? Asleep on buses from Vienna to Prague, nights at the opera, walks by the sea, the grave of Swinburne in the Isle of Wight, the arcades of Paris, the caverns of Luray, the cafés of Buenos Aires. Human experience bound in its threats. How many poems bleeding from its ragged sleeves? I averted my eyes just for a moment, drawn by another coat that was warmer and softer, but that I did not love. Why is it that we lose the things we love, and things cavalier cling to us and will be the measure of our worth after we're gone?

Lucid Motors was started under the name Atieva (which stood for “advanced technologies in electric vehicle applications” and was pronounced “ah-tee-va”) in Mountain View in 2008 (or December 31, 2007, to be precise) by Bernard Tse, who was a vice president at Tesla before it launched the Roadster. Hong Kong–born Tse had studied engineering at the University of Illinois, where he met his wife, Grace. In the early 1980s, the couple had started a computer manufacturing company called Wyse, which at its peak in the early 1990s registered sales of more than $480 million a year. Tse joined Tesla’s board of directors in 2003 at the request of his close friend Martin Eberhard, the company’s original CEO, who sought Tse’s expertise in engineering, manufacturing, and supply chain. Tse would eventually step off the board to lead a division called the Tesla Energy Group. The group planned to make electric power trains for other manufacturers, who needed them for their electric car programs. Tse, who didn’t respond to my requests to be interviewed, left Tesla around the time of Eberhard’s departure and decided to start Atieva, his own electric car company. Atieva’s plan was to start by focusing on the power train, with the aim of eventually producing a car. The company pitched itself to investors as a power train supplier and won deals to power some city buses in China, through which it could further develop and improve its technology. Within a few years, the company had raised about $40 million, much of it from the Silicon Valley–based venture capital firm Venrock, and employed thirty people, mostly power train engineers, in the United States, as well as the same number of factory workers in Asia. By 2014, it was ready to start work on a sedan, which it planned to sell in the United States and China. That year, it raised about $200 million from Chinese investors, according to sources close to the company.

the years ahead, Tesla would also expand its vehicle fleet, adding a compact SUV, a pickup truck, a heavy-duty truck, and a small bus into the mix. The buses would be autonomous, to be summoned by smartphone app, or via buttons at existing stops. The advent of full self-driving capability, which Musk said would ultimately be safer than human-driven vehicles by an order of magnitude, would also enable a business built around car-sharing. Owners could add their cars to Tesla’s shared fleet to generate income when they weren’t using them. In cities where there weren’t enough customer-owned cars to meet the demand for such shared-use cases, Tesla would operate its own fleet—a move that would put it in direct competition with Lyft and Uber.

By 1900, electric delivery wagons, trucks, buses, ambulances, and taxis were roaming city streets across the country.

Many major automakers have established research centers in Silicon Valley to work on autonomy, including Nissan, Toyota, Mercedes, Ford, and GM. The newcomers—Apple, Lucid Motors, Faraday Future, Byton, and Nio—have made autonomy central to their business models and established software development teams in California. Che He Jia and Singulato Motors are working on the technology in Beijing and Shanghai. In the meantime, other tech companies and start-ups, such as Uber, Lyft, Comma.ai, Nauto, Luminar, Aurora, Caracal, Starsky Robotics, and Zoox, are all chasing variations of the self-driving prize, be it for cars, buses, or trucks.

China already manufactures almost three-quarters of the world’s lithium batteries. The electric car also fits into a larger vision of an electric transportation network inside China—high-speed electric rail connecting cities where people move around in electric cars, or on electric buses and electric bicycles. By the end of 2017, over 50 percent of China’s city bus fleet was already electric.

Actions Summary The following list of new institutions, policies and actions is my best effort at envisaging what is required for Australia to survive the climate emergency. • A National Target and Plan for 95% or more of electricity to be supplied by renewables by 2030. • State plans to electrify all transport, beginning with the swift retirement of non-electric buses and including a plan for 50% of all new car sales to be EVs by 2030. • Implement planned changes to how we work and live so as to minimise unnecessary travel. • A plan for clean hydrogen to replace bunker fuel in shipping. • A plan for the adoption of e-fuels for aviation, with an aim to have all domestic flights running on e-fuel by 2030. • A National Commission for Climate Adaptation, with a Coastal Defence Fund and a Commission for Primary Production operating under its umbrella. • A National Initiative on Drawdown Innovation to provide leadership in early stage research and fund some on-ground projects. • The Federal Government to help convene a Global Working Group on Geoengineering.

the roughly $800 billion in available stimulus, we directed more than $90 billion toward clean energy initiatives across the country. Within a year, an Iowa Maytag plant I’d visited during the campaign that had been shuttered because of the recession was humming again, with workers producing state-of-the-art wind turbines. We funded construction of one of the world’s largest wind farms. We underwrote the development of new battery storage systems and primed the market for electric and hybrid trucks, buses, and cars. We financed programs to make buildings and businesses more energy efficient, and collaborated with Treasury to temporarily convert the existing federal clean energy tax credit into a direct-payments program. Within the Department of Energy, we used Recovery Act money to launch the Advanced Research Projects Agency–Energy (ARPA-E), a high-risk, high-reward research program modeled after DARPA, the famous Defense Department effort launched after Sputnik that helped develop not only advanced weapons systems like stealth technology but also an early iteration of the internet, automated voice activation, and GPS.

The technology for electrification of larger commercial fleets is moving fastest for buses. Global electric bus sales increased by 32 percent in 2018, according to Bloomberg New Energy Finance. China is the largest producer of electric buses, with close to 20 percent of its buses currently electrified. The European Union has a target of 75 percent of new bus sales in European cities to be electric by 2030. New York City has pledged to achieve a 100 percent electric bus fleet by 2040. Shanghai will achieve 100 percent electrified buses by 2020.

Until this night, this awful night, he’d had a little joke about himself. He didn’t know who he was, or where he’d come from, but he knew what he liked. And what he liked was all around him-the flower stands on the corners, the big steel and glass buildings filled with milky evening light, the trees, of course, the grass beneath his feet. And the telephones-it didn’t matter. He liked to figure them out, master them, then crush them into tiny hard multicolored balls which he could then juggle or toss through plate glass windows when nobody was about. He liked piano music, the motion pictures, and the poems he found in books. He also liked the automobiles that burnt oil from the earth like lamps. And the great jet planes that flew on the same scientific principles, above the clouds. He always stopped and listened to the people laughing and talking up there when one of the people laughing and talking up there when one of the planes flew overhead. Driving was an extraordinary pleasure. In a silver Mercedes-Benz, he had sped on smooth empty roads from Rome to Florence to Venice in one night. He also liked television-the entire electric process of it, with tiny bits of lights. How soothing it was to have the company of the television, the intimacy with so many artfully painted faces speaking to you in friendship from the glowing screen. The rock and roll, he liked that too. He liked the music. He liked the Vampire Lestat singing “Requiem for the Marquise”. He didn’t pay attention to the words much. It was the melancholy and the dark undertone of drums and cymbals. Made him want to dance. He liked the giant yellow machines that dug into the earth late at night in the big cities with men in uniforms, crawling all over them; he liked the double-decker buses of London, and the people-the clever mortals everywhere-he liked, too, of course. He liked walking in Damascus during the evening, and seeing in sudden flashes of disconnected memory the city of the ancients. Romans, Greeks, Persians, Egyptians in these streets. He liked the libraries where he could find photographs of ancient monuments in big smooth good-smelling books. He took his own photographs of the new cities around him and sometimes he could put images on those pictures which came from his thoughts. For example, in his photograph of Rome there were Roman people in tunics and sandals superimposed upon the modern versions in their thick ungraceful clothes. Oh, yes, much to like around him always-the violin music of Bartók, little girls in snow white dresses coming out of the church at midnight having sung at the Christmas mass. He liked the blood of his victims too, of course. That went without saying. It was no part of his little joke. Death was not funny to him. He stalked his prey in silence; he didn’t want to know his victims. All a mortal had to do was speak to him and he was turned away. Not proper, as he saw it, to talk to these sweet, soft-eyed things and then gobble their blood, break their bones and lick the marrow, squeeze their limbs to dripping pulp. And that was the way he feasted now, so violently. He felt no great need for blood anymore; but he wanted it. And the desire overpowered him in all its ravening purity, quite apart from the thirst. He could have feasted upon three or four mortals a night.