Electric Vehicle Quotes

At this moment, in this place, the shifting action potential in my neurons cascade into certain arrangements, patterns, thoughts; they flow down my spine, branch into my arms, my fingers, until muscles twitch and thought is translated into motion; mechanical levers are pressed; electrons are rearranged; marks are made on paper. At another time, in another place, light strikes the marks, reflects into a pair of high-precision optical instruments sculpted by nature after billions of years of random mutations; upside-down images are formed against two screens made up of millions of light-sensitive cells, which translate light into electrical pulses that go up the optic nerves, cross the chiasm, down the optic tracts, and into the visual cortex, where the pulses are reassembled into letters, punctuation marks, words, sentences, vehicles, tenors, thoughts. The entire system seems fragile, preposterous, science fictional.

A vehicle's power is measured in horses. But why is that? Why not ducks? The engines of today's electric cars are closer to the output of ducks than horses.

In a era of autonomously driven electric cars and vehicles capable of taking us to Mars, our education system is the equivalent of a horse and carriage.

Tesla already has its sights set on producing a large-volume electric vehicle in three years or so.

We are caught up Mr. Perry on a great wave whether we will or no, a great wave of expansion and progress. A great deal is going to happen in the next few years. All these mechanical inventions—telephones, electricity, steel bridges, horseless vehicles—they are all leading somewhere. It’s up to us to be on the inside, in the fore-front of progress. . . .

James climbed into the transport vehicle, and the moment Felicity’s eyes met his was practically charged with electricity, the attraction was so strong. Her smile was just the balm he needed. “Here I am, Captain, alive and well, never better. I think I even lost a few pounds in my enforced confinement!” “Felicity, good to see you. You look great as always. But I have to ask, do you usually resort to such extreme measures when you want to stand up a partner for a dinner date?” He saw the tease in her eyes as she smiled at him. “Only in exceptional circumstances—or when someone leaves me no option.

On December 17, 1903, on a windy North Carolina beach for just shy of one hundred seconds, the Wright brothers demonstrated that a heavier-than-air, self-propelled vehicle could fly. The moment was electric and its importance widely understood. Almost immediately, there was an explosion of interest in this newfound technology of manned flight, and a gaggle of innovators began to build upon it.

4. Effective innovations start small. They are not grandiose. They try to do one specific thing. It may be to enable a moving vehicle to draw electric power while it runs along rails – the innovation that made possible the electric streetcar. Or it may be as elementary as putting the same number of matches into a matchbox (it used to be fifty), which made possible the automatic filling of matchboxes and gave the Swedish originators of the idea a world monopoly on matches for almost half a century. Grandiose ideas, plans that aim at ‘revolutionizing an industry’, are unlikely to work.

The “triad”—the convergence of electric vehicles, ride hailing, and self-driving cars—is far from sure. It will take electrics a long time to catch up with gasoline-powered cars as a share of the fleet. People may continue to want to own cars and drive themselves. Autonomous vehicles at scale are far from proved.

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be.

Thank you," he said. "Welcome. Welcome especially to Mr. Coyle Mathis and the other men and women of Forster Hollow who are going to be employed at this rather strikingly energy-inefficient plant. It's a long way from Forster Hollow, isn't it?" "So, yes, welcome," he said. "Welcome to the middle class! That's what I want to say. Although, quickly, before I go any further, I also want to say to Mr. Mathis here in the front row: I know you don't like me. And I don't like you. But, you know, back when you were refusing to have anything to do with us, I respected that. I didn't like it, but I had respect for your position. For your independence. You see, because I actually came from a place a little bit like Forster Hollow myself, before I joined the middle class. And, now you're middle-class, too, and I want to welcome you all, because it's a wonderful thing, our American middle class. It's the mainstay of economies all around the globe!" "And now that you've got these jobs at this body-armor plant," he continued, "You're going to be able to participate in those economies. You, too, can help denude every last scrap of native habitat in Asia, Africa, and South America! You, too, can buy six-foot-wide plasma TV screens that consume unbelievable amounts of energy, even when they're not turned on! But that's OK, because that's why we threw you out of your homes in the first places, so we could strip-mine your ancestral hills and feed the coal-fired generators that are the number-one cause of global warming and other excellent things like acid rain. It's a perfect world, isn't it? It's a perfect system, because as long as you've got your six-foot-wide plasma TV, and the electricity to run it, you don't have to think about any of the ugly consequences. You can watch Survivor: Indonesia till there's no more Indonesia!" "Just quickly, here," he continued, "because I want to keep my remarks brief. Just a few more remarks about this perfect world. I want to mention those big new eight-miles-per-gallon vehicles you're going to be able to buy and drive as much as you want, now that you've joined me as a member of the middle class. The reason this country needs so much body armor is that certain people in certain parts of the world don't want us stealing all their oil to run your vehicles. And so the more you drive your vehicles, the more secure your jobs at this body-armor plant are going to be! Isn't that perfect?" "Just a couple more things!" Walter cried, wresting the mike from its holder and dancing away with it. "I want to welcome you all to working for one of the most corrupt and savage corporations in the world! Do you hear me? LBI doesn't give a shit about your sons and daughters bleeding in Iraq, as long as they get their thousand-percent profit! I know this for a fact! I have the facts to prove it! That's part of the perfect middle-class world you're joining! Now that you're working for LBI, you can finally make enough money to keep your kids from joining the Army and dying in LBI's broken-down trucks and shoddy body armor!" The mike had gone dead, and Walter skittered backwards, away from the mob that was forming. "And MEANWHILE," he shouted, "WE ARE ADDING THIRTEEN MILLION HUMAN BEINGS TO THE POPULATION EVERY MONTH! THIRTEEN MILLION MORE PEOPLE TO KILL EACH OTHER IN COMPETITION OVER FINITE RESOURCES! AND WIPE OUT EVERY OTHER LIVING THING ALONG THE WAY! IT IS A PERFECT FUCKING WORLD AS LONG AS YOU DON'T COUNT EVERY OTHER SPECIES IN IT! WE ARE A CANCER ON THE PLANT! A CANCER ON THE PLANET!

The age of centralized, command-and-control, extraction-resource-based energy sources (oil, gas, coal and nuclear) will not end because we run out of petroleum, natural gas, coal, or uranium. It will end because these energy sources, the business models they employ, and the products that sustain them will be disrupted by superior technologies, product architectures, and business models. Compelling new technologies such as solar, wind, electric vehicles, and autonomous (self-driving) cars will disrupt and sweep away the energy industry as we know it.

The new transportation system is multi-modal, autonomous and electric. People utilize a variety of vehicles including cars, bicycles, passenger drones, hoverboards, airplanes, boats, rockets and more. And with ease, efficiency and comfort. At Mayflower-Plymouth, we’re making that real.

His humor has many levels. The lowest is his puerile affection for poop emojis, fart sounds programmed into the Tesla, and other discharges of bathroom humor. Say the voice command “Open Butthole” to the console in a Tesla, and it opens the electric charging port at the rear of the vehicle.

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.

The Moon isn't just sort of a gray Sahara without air. Its surface is made of jagged, electrically charged microscopic glass and stone, which clings to pressure suits and landing vehicles. Nor is Mars just an off-world Death Valley—its soil is laden with toxic chemicals, and its thin carbonic atmosphere whips up worldwide dust storms that blot out the Sun for weeks at a time. And those are the good places to land.

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be. Most cars—EVs included—are driven during the day. That means they charge at night, when solar-generated electricity cannot be part of the fuel mix.*

When we talk about reducing transportation emissions, the conversation tends to solely be about cars and fuel. Efforts to invent and promote electric and hybrid cars have enjoyed some success, and have proven the latent market demand for lower-emissions personal transportation. These vehicles pollute less, but they still require roads and parking spaces, are susceptible to crashes, and contribute to a dispersed and unhealthy landscape. And they are far from energy-neutral.

For electric vehicles, the power plant generators alimenting the electrical grind will then produce the GHGs, not the car engine itself. Concerns for GHG emissions would then shift to the source of electric power generation and away from car manufacturers. Currently, there is a wide difference in GHGs emissions in various electrical grids, depending on the source of energy fueling the generators. The low emissions from Swedish and French grids are explained by a combination of nuclear and hydroelectric generation, while the high emissions of the Polish and US grids stem from the use of coal as a fuel in some generators. However, the emissions from the Californian grid are nearly half those of the IS average! The regional differences in emissions in the US grid are also explained by the differences in fuels used for electricity generation: California has a high proportion of hydroelectricity and nuclear plants, while in Michigan generation plants the dominant production fuels are coal and crude oil. Anybody concerned with GHG emissions should certainly switch to electric cars in Sweden, France, and California, but should use gasoline when driving in Michigan or Poland!

When I was reporting on Steve Jobs, his partner Steve Wozniak said that the big question to ask was Did he have to be so mean? So rough and cruel? So drama-addicted? When I turned the question back to Woz at the end of my reporting, he said that if he had run Apple, he would have been kinder. He would have treated everyone there like family and not summarily fired people. Then he paused and added, “But if I had run Apple, we may never have made the Macintosh.” And thus the question about Elon Musk: Could he have been more chill and still be the one launching us toward Mars and an electric-vehicle future?

One late winter afternoon in Oxford Street, amid the noise of vehicles and voices that filled that dusky thoroughfare, as I was borne onward with the crowd past the great electric-lighted shops, a holy Indifference filled my thoughts. Illusion had faded from me; I was not touched by any desire for the goods displayed in those golden windows, nor had I the smallest share in the appetites and fears of all those moving and anxious faces. And as I listened with Asiatic detachment to the London traffic, its sound changed into something ancient and dissonant and sad—into the turbid flow of that stream of Craving which sweeps men onward through the meaningless cycles of Existence, blind and enslaved forever. But I had reached the farther shore, the Harbour of Deliverance, the Holy City; the Great Peace beyond all this turmoil and fret compassed me around. Om Mani padme hum—I murmured the sacred syllables, smiling with the pitying smile of the Enlightened One on his heavenly lotus. Then, in a shop-window, I saw a neatly fitted suit-case. I liked that suit-case; I desired to possess it. Immediately I was enveloped by the mists of Illusion, chained once more to the Wheel of Existence, whirled onward along Oxford Street in that turbid stream of wrong-belief, and lust, and sorrow, and anger.

Every act of communication is a miracle of translation. At this moment, in this place, the shifting action potentials in my neurons cascade into certain arrangements, patterns, thoughts; they flow down my spine, branch into my arms, my fingers, until muscles twitch and thought is translated into motion; mechanical levers are pressed; electrons are rearranged; marks are made on paper. At another time, in another place, light strikes the marks, reflects into a pair of high precision optical instruments sculpted by nature after billions of years of random mutations; upside-down images are formed against two screens made up of millions of light-sensitive cells, which translate light into electrical pulses that go up optic nerves, cross the chasm, down the optic tracts, and into the visual cortex, where the pulses are reassembled into letters, punctuation marks, words, sentences, vehicles, tenors, thoughts. The entire system seems fragile, preposterous, science fictional. Who can say if the thoughts you have in your mind as you read these words are the same thoughts I had in my mind as I typed them? We are different, you and I, and the qualia of our consciousnesses are as divergent as two stars at the ends of the universe. And yet, whatever has been lost in translation in the long journey of my thoughts through the maze of civilization to your mind, I think you do understand me, and you think you do understand me. Our minds managed to touch, if but briefly and imperfectly.

The hard part, evolutionarily, was getting from prokaryotic cells to eukaryotic ones, then getting from single-celled organisms to multicellular ones. Earth is around 4.5 billion years old, a timescale I simply cannot get my head around. Instead let’s imagine’s Earth’s history as a calendar year, with the formation of Earth being January 1 and today being December 31 at 11:59pm. The first life on Earth emerges around February 25. Photosynthetic organisms first appear in late March. Multicellular life doesn’t appear until August or September. The first dinosaurs like eoraptor show up about 230 million years ago, or December 13 in our calendar year. The meteor impact that heralds the end of the dinosaurs happens around December 26. Homo sapiens aren’t part of the story until December 31 at 11:48 pm. Agriculture and large human communities and the building of monolithic structures all occur within the last minute of this calendar year. The Industrial Revolution, two world wars, the invention of basketball, recorded music, the electric dishwasher, and vehicles that travel faster than horses all happen in the last couple of seconds. Put another way: It took Earth about three billion years to go from single-celled life to multicellular life. It took less than seventy million years to go from Tyrannosaurus rex to humans who can read and write and dig up fossils and approximate the timeline of life and worry about its ending. Unless we somehow manage to eliminate all multicellular life from the planet, Earth won’t have to start all over and it will be okay--- at least until the oceans evaporate and the planet gets consumed by the sun. But we`ll be gone by then, as will our collective and collected memory. I think part of what scares me about the end of humanity is the end of those memories. I believe that if a tree falls in the woods and no one is there to hear it, it does make a sound. But if no one is around to play Billie Holiday records, those songs won’t make a sound anymore. We’ve caused a lot of suffering, but we’ve also caused much else. I know the world will survive us – and in some ways it will be more alive. More birdsong. More creatures roaming around. More plants cracking through our pavement, rewilding the planet we terraformed. I imagine coyotes sleeping in the ruins of the homes we built. I imagine our plastic still washing up on beaches hundreds of years after the last of us is gone. I imagine moths, having no artificial lights toward which to fly, turning back to the moon.

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 hard part, evolutionarily, was getting from prokaryotic cells to eukaryotic ones, then getting from single-celled organisms to multi cellar ones. Earth is around 4.5 billion years old, a timescale I simply cannot get my head around. Instead let’s imagine’s Earth’s history as a calendar year, with the formation of Earth being January 1 and today being December 31 at 11:59pm. The first life on Earth emerges around February 25. Photosynthetic organisms first appear in late March. Multicellular life doesn’t appear until August or September. The first dinosaurs like eoraptor show up about 230 million years ago, or December 13 in our calendar year. The meteor impact that heralds the end of the dinosaurs happens around December 26. Homo sapiens aren’t part of the story until December 31 at 11:48 pm. Agriculture and large human communities and the building of monolithic structures all occur within the last minute of this calendar year. The Industrial Revolution, two world wars, the invention of basketball, recorded music, the electric dishwasher, and vehicles that travel faster than horses all happen in the last couple of seconds. Put another way: It took Earth about three billion years to go from single-celled life to multicellular life. It took less than seventy million years to go from Tyrannosaurus rex to humans who can read and write and dig up fossils and approximate the timeline of life and worry about its ending. Unless we somehow manage to eliminate all multicellular life from the planet, Earth won’t have to start all over and it will be okay--- at least until the oceans evaporate and the planet gets consumed by the sun. I know the world will survive us – and in some ways it will be more alive. More birdsong. More creatures roaming around. More plants cracking through our pavement, rewilding the planet we terraformed. I imagine coyotes sleeping in the ruins of the homes we built. I imagine our plastic still washing up on beaches hundreds of years after the last of us is gone. I imagine moths, having no artificial lights toward which to fly, turning back to the moon.

blast could see the lethal, glowing plume from miles away. It was certainly seen on the Microsoft campus in Redmond, just ten miles away, and as the killer winds began to blow, death and destruction soon followed. It was only a matter of time. There would be no escape, and no place to hide. Surely first responders would emerge from surrounding states and communities, eager to help in any way they possibly could. But how would they get into the hot zones? How would they communicate? Where would they take the dead? Where would they take the dying? The power grid went down instantly. All communications went dark. The electromagnetic pulse set off by the warhead’s detonation had fried all electronic circuitry for miles. The electrical systems of most motor vehicles in Seattle—from fire trucks and ambulances to police cars and military Humvees, not to mention most helicopters and fixed-wing aircraft—were immobilized completely or, at the very least, severely damaged. Most cell phones, pagers, PDAs, TVs, and radios were rendered useless as well, as were even the backup power systems in hospitals and other emergency facilities throughout the blast radius. The same was true in Washington, D.C., and New

RENEWABLE ENERGY REVOLUTION: SOLAR + WIND + BATTERIES In addition to AI, we are on the cusp of another important technological revolution—renewable energy. Together, solar photovoltaic, wind power, and lithium-ion battery storage technologies will create the capability of replacing most if not all of our energy infrastructure with renewable clean energy. By 2041, much of the developed world and some developing countries will be primarily powered by solar and wind. The cost of solar energy dropped 82 percent from 2010 to 2020, while the cost of wind energy dropped 46 percent. Solar and onshore wind are now the cheapest sources of electricity. In addition, lithium-ion battery storage cost has dropped 87 percent from 2010 to 2020. It will drop further thanks to the massive production of batteries for electrical vehicles. This rapid drop in the price of battery storage will make it possible to store the solar/wind energy from sunny and windy days for future use. Think tank RethinkX estimates that with a $2 trillion investment through 2030, the cost of energy in the United States will drop to 3 cents per kilowatt-hour, less than one-quarter of today’s cost. By 2041, it should be even lower, as the prices of these three components continue to descend. What happens on days when a given area’s battery energy storage is full—will any generated energy left unused be wasted? RethinkX predicts that these circumstances will create a new class of energy called “super power” at essentially zero cost, usually during the sunniest or most windy days. With intelligent scheduling, this “super power” can be used for non-time-sensitive applications such as charging batteries of idle cars, water desalination and treatment, waste recycling, metal refining, carbon removal, blockchain consensus algorithms, AI drug discovery, and manufacturing activities whose costs are energy-driven. Such a system would not only dramatically decrease energy cost, but also power new applications and inventions that were previously too expensive to pursue. As the cost of energy plummets, the cost of water, materials, manufacturing, computation, and anything that has a major energy component will drop, too. The solar + wind + batteries approach to new energy will also be 100-percent clean energy. Switching to this form of energy can eliminate more than 50 percent of all greenhouse gas emissions, which is by far the largest culprit of climate change.

Gadgetry will continue to relieve mankind of tedious jobs. Kitchen units will be devised that will prepare ‘automeals,’ heating water and converting it to coffee; toasting bread; frying, poaching or scrambling eggs, grilling bacon, and so on. Breakfasts will be ‘ordered’ the night before to be ready by a specified hour the next morning. Communications will become sight-sound and you will see as well as hear the person you telephone. The screen can be used not only to see the people you call but also for studying documents and photographs and reading passages from books. Synchronous satellites, hovering in space will make it possible for you to direct-dial any spot on earth, including the weather stations in Antarctica. [M]en will continue to withdraw from nature in order to create an environment that will suit them better. By 2014, electroluminescent panels will be in common use. Ceilings and walls will glow softly, and in a variety of colors that will change at the touch of a push button. Robots will neither be common nor very good in 2014, but they will be in existence. The appliances of 2014 will have no electric cords, of course, for they will be powered by long- lived batteries running on radioisotopes. “[H]ighways … in the more advanced sections of the world will have passed their peak in 2014; there will be increasing emphasis on transportation that makes the least possible contact with the surface. There will be aircraft, of course, but even ground travel will increasingly take to the air a foot or two off the ground. [V]ehicles with ‘Robot-brains’ … can be set for particular destinations … that will then proceed there without interference by the slow reflexes of a human driver. [W]all screens will have replaced the ordinary set; but transparent cubes will be making their appearance in which three-dimensional viewing will be possible. [T]he world population will be 6,500,000,000 and the population of the United States will be 350,000,000. All earth will be a single choked Manhattan by A.D. 2450 and society will collapse long before that! There will, therefore, be a worldwide propaganda drive in favor of birth control by rational and humane methods and, by 2014, it will undoubtedly have taken serious effect. Ordinary agriculture will keep up with great difficulty and there will be ‘farms’ turning to the more efficient micro-organisms. Processed yeast and algae products will be available in a variety of flavors. The world of A.D. 2014 will have few routine jobs that cannot be done better by some machine than by any human being. Mankind will therefore have become largely a race of machine tenders. Schools will have to be oriented in this direction…. All the high-school students will be taught the fundamentals of computer technology will become proficient in binary arithmetic and will be trained to perfection in the use of the computer languages that will have developed out of those like the contemporary “Fortran". [M]ankind will suffer badly from the disease of boredom, a disease spreading more widely each year and growing in intensity. This will have serious mental, emotional and sociological consequences, and I dare say that psychiatry will be far and away the most important medical specialty in 2014. [T]he most glorious single word in the vocabulary will have become work! in our a society of enforced leisure.

The hard part, evolutionarily, was getting from prokaryotic cells to eukaryotic ones, then getting from single-celled organisms to multicellular ones. Earth is around 4.5 billion years old, a timescale I simply cannot get my head around. Instead let’s imagine’s Earth’s history as a calendar year, with the formation of Earth being January 1 and today being December 31 at 11:59pm. The first life on Earth emerges around February 25. Photosynthetic organisms first appear in late March. Multicellular life doesn’t appear until August or September. The first dinosaurs like eoraptor show up about 230 million years ago, or December 13 in our calendar year. The meteor impact that heralds the end of the dinosaurs happens around December 26. Homo sapiens aren’t part of the story until December 31 at 11:48 pm. Agriculture and large human communities and the building of monolithic structures all occur within the last minute of this calendar year. The Industrial Revolution, two world wars, the invention of basketball, recorded music, the electric dishwasher, and vehicles that travel faster than horses all happen in the last couple of seconds. Put another way: It took Earth about three billion years to go from single-celled life to multicellular life. It took less than seventy million years to go from Tyrannosaurus rex to humans who can read and write and dig up fossils and approximate the timeline of life and worry about its ending. Unless we somehow manage to eliminate all multicellular life from the planet, Earth won’t have to start all over and it will be okay--- at least until the oceans evaporate and the planet gets consumed by the sun. I know the world will survive us – and in some ways it will be more alive. More birdsong. More creatures roaming around. More plants cracking through our pavement, rewilding the planet we terraformed. I imagine coyotes sleeping in the ruins of the homes we built. I imagine our plastic still washing up on beaches hundreds of years after the last of us is gone. I imagine moths, having no artificial lights toward which to fly, turning back to the moon.

consider the fate of the space shuttle’s external tanks (ETs). Dwarfing the vehicle itself, the ET was the largest and most prominent feature of the space shuttle as it stood on the pad. It remained attached to the shuttle—or perhaps it makes as much sense to say that the shuttle remained attached to it—long after the two strap-on boosters had fallen away. The ET and the shuttle remained connected all the way out of the atmosphere and into space. Only after the system had attained orbital velocity was the tank jettisoned and allowed to fall into the atmosphere, where it was destroyed on reentry. At a modest marginal cost, the ETs could have been kept in orbit indefinitely. The mass of the ET at separation, including residual propellants, was about twice that of the largest possible shuttle payload. Not destroying them would have roughly tripled the total mass launched into orbit by the shuttle. ETs could have been connected to build units that would have humbled today’s International Space Station. The residual oxygen and hydrogen sloshing around in them could have been combined to generate electricity and produce tons of water, a commodity that is vastly expensive and desirable in space. But in spite of hard work and passionate advocacy by space experts who wished to see the tanks put to use, NASA—for reasons both technical and political—sent each of them to fiery destruction in the atmosphere.

Over the past five years, electric cars enjoyed better efficiency compared to their petrol-powered counterparts. This drove down running costs of electric cars amounting to a measly 20 cents on the dollar cost of running vehicles powered by gasoline in Europe and the United States.

By 1912, global sales of electric vehicles peaked at 30,000 cars which would have spelled good news to electric car manufacturers had they not been faced with the threat of petrol-powered cars.

hold. That’s because each pillar can only function in relationship to the others. The five pillars of the Third Industrial Revolution are (1) shifting to renewable energy; (2) transforming the building stock of every continent into micro–power plants to collect renewable energies on site; (3) deploying hydrogen and other storage technologies in every building and throughout the infrastructure to store intermittent energies; (4) using Internet technology to transform the power grid of every continent into an energy-sharing intergrid that acts just like the Internet (when millions of buildings are generating a small amount of energy locally, on site, they can sell surplus back to the grid and share electricity with their continental neighbors); and (5) transitioning the transport fleet to electric plug-in and fuel cell vehicles that can buy and sell electricity on a smart, continental, interactive power grid.

Tesla is a vehicle for an idea: that we humans have better ways to power our lives than to burn a dinosaur-era compaction that dirties the air and skanks up the chemistry of the atmosphere. That notion applies to more than just cars. Tesla also sells its batteries as energy storage units. Since it acquired SolarCity in 2016 and added solar panels to its offerings, Musk has made his intentions clear: Tesla is an energy company. This is the story of how the electric car became a Trojan horse for a new energy economy. I believe it is the most important technology story of the twenty-first century.

he was reveling in the possibilities inherent in selling a car that behaved like a fighter jet. “Yeah, it’s mad,” he continued, with a dimpled grin. And then he added, “In the option selection, you’ll be able to choose three settings: Normal, Sport, and Insane.” A ripple of laughter washed over the crowd. Then, as if to reassure himself as much as everyone else: “It will actually say ‘Insane.’” He hunched his shoulders forward and laughed. Videos posted by people who had experienced “Insane Mode” during test rides at the event appeared on YouTube the next day. Invariably, the accompanying commentary was littered with expletives and other delighted expressions of shock as the car’s spine-straightening acceleration took effect. In the weeks and months that followed, more reaction videos appeared and spread, with one especially spicy compilation coming to accrue more than ten million views. Insane Mode could be seen as more than just a product feature, more than just a marketing gimmick. It would be the mind-set required to fend off the short-sellers of Tesla’s stock, traditional automakers, political opponents, and an increasingly nervous oil industry. It represented the intensity of fervor needed to win the public over to electric cars. And it was a statement about the velocity of innovation required to transition the world to sustainable energy before the planet’s climate changes beyond repair. Even as a feature for a luxury motor vehicle, though, Insane Mode was audacious in both intent and implication.

it was the tzero that ultimately caught their imagination, like it did for Musk. Eberhard, who was growing increasingly worried about global warming, saw potential for commercialization and a chance to show that gasoline wasn’t the only answer for motor vehicles. At the same time, he and Tarpenning had noticed that lithium-ion batteries had been improving at a rapid rate and were getting cheaper, thanks largely to their use in laptop computers. The auto industry, too, no longer seemed as impenetrable as it once was. Since the 1990s, automakers had been outsourcing many aspects of vehicle production, including the sourcing of components and in some cases even assembly. The men figured it would be possible for a start-up to design and build at least a prototype, with the hope of later raising more money to advance their ambitions. If things went well, a low-volume electric sports car with kick-ass acceleration might

his peers have expressed considerably more skepticism. “There is nothing Tesla [can] do that we cannot also do,” Fiat Chrysler CEO Sergio Marchionne said in June 2016. Two years earlier, he had asked customers not to buy the Fiat 500e electric car, because the company lost $14,000 on the sale of each one. Fiat would sell the minimum number of electric cars needed to meet government mandates and “not one more,” he said. In April 2016, Marchionne continued that theme in an interview on the sidelines of his company’s annual meeting, this time responding to the price of the Model 3. If Musk could show him that the car would be profitable at the $35,000 price tag, Marchionne said, “I will copy the formula, add the Italian design flair, and get it to the market within twelve months.” The German automakers have been even more dismissive. In November 2015, Edzard Reuter, the former CEO of Daimler, called Tesla a “joke” and Musk a “pretender,” suggesting in an interview with a German newspaper that Tesla didn’t stand up to serious comparison with “the great car companies of Germany.” Daimler, BMW, and Volkswagen were slow to accept that Tesla could one day challenge their market dominance. “German carmakers have been in denial that electric vehicles can create an emotional appeal to customers,” Arndt Ellinghorst, an automotive analyst at Evercore ISI, told the Los Angeles Times in April 2016. “Many still believe that Tesla is a sideshow catering to a niche product to some tree-hugging Californians and eccentric US hedge fund managers.” GM wasn’t quite so blasé. In 2013, then CEO Dan Akerson established a team within the company to study Tesla, based on the belief that it could be a big disrupter. GM’s Chevrolet Volt, a hybrid sedan that could drive about forty miles in full electric mode, had won Motor Trend’s 2011 Car of the Year, but GM was looking further into the future. At the 2015 Detroit auto show, it unveiled a concept of the Chevy Bolt, a two-hundred-mile electric car that would retail for $30,000 (after a $7,500 rebate from the US government). It was seen as a direct response to Tesla and new CEO Mary Barra’s biggest risk since she took over in 2014. Wired magazine celebrated the Bolt’s impending arrival with a February 2016 cover story about how GM had beaten Tesla “in the race to build a true electric car for the masses

The average efficiency of an internal combustion engine in converting fuel into a car’s forward energy ranges from about 14 to 30 percent. For the electric car, it’s about 90 percent. But the real difficulty for anyone arguing the case for gasoline cars is found in the economics. We are fast approaching a time when gasoline cars will no longer be able to compete with electric cars on price. To date, the number one factor holding Tesla back from offering cheaper cars has been the energy cost per unit of its lithium-ion battery packs, which is why it started by selling only high-end vehicles in which the cost of the battery could be absorbed by the premium price point. Tesla has never revealed exactly how much of its cars’ costs can be attributed to the battery pack, but in 2013, chief technology officer JB Straubel told the MIT Technology Review that it accounts for less than a quarter of the cost of each vehicle—which for the eighty-five kilowatt-hour Model S, at that time, would have put the battery pack somewhere in the $18,000 to $25,000 range (assuming Straubel was factoring feature-rich versions of the car into his calculations). That would have put the cost per kilowatt-hour of the battery pack at anywhere between $210 and $300.

It was 1908 when Henry Ford unveiled the first Model T, a product that would reorient the infrastructure of civilization, and around which civilization would reorient itself. Just over a century later, Elon Musk unveiled the Model S at a time when civilization is more than ready for a cultural rebirth—one that could be catalyzed by something as innocuous as a beautiful car that drives itself. Autonomy, after all, is a term not limited to the automatic control of a motor vehicle. Its meaning also speaks of self-determination. It is through the power of this autonomy that we can turn a revolution into a renaissance.

both Tesla and GM think battery prices will come down fast enough for electric cars to be more affordable than equivalent gasoline cars by the early 2020s. The Chevy Bolt sells for less than $35,000, after subsidies. Tesla plans to be producing Model 3s at a rate of hundreds of thousands a year by 2019. Other electric car companies, new and old, are developing competitive strategies. It is still difficult to predict how quickly the sales of electric cars will overtake those of gasoline vehicles. Even assuming all goes well for Tesla and their electric competitors, it could take years, or decades. Bloomberg New Energy Finance’s study estimated that electric cars will account for 35 percent of new car sales by 2040. That’s based on battery prices decreasing at a slower rate than Tesla and GM anticipate. But, as noted earlier, gasoline cars will face the difficult task of competing with electric cars that are both cheaper and better.

Could the electric car follow the same path? Count Elon Musk among the believers. ‘‘At the beginning of last year [2015], we had fifty thousand cars in total on the roads worldwide, and then last year we produced another fifty thousand cars,” he said in January 2016. “So the total fleet of Tesla vehicles doubled last year. It will approximately double again this year.” We shouldn’t take Musk’s word for it, of course—Tesla’s 2016 production fell about twenty-five thousand cars short of doubling the previous year’s tally—but consider that many of the effects that spur demand for electric vehicles are only just starting to take hold. The decline of battery prices, which will make electric cars more affordable, is probably the biggest factor influencing demand, but there are others. For a start, many hundreds of millions of people still don’t know a thing about electric vehicles that aren’t golf carts or hybrids like the Toyota Prius.

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.

Norway is working on a combination of taxes, subsidies, infrastructure, and other incentives in an effort to end sales of gasoline cars in the country by 2025. In October 2016, Germany’s federal council voted for a nonbinding resolution to end all sales of gasoline cars with internal combustion engines by 2030. In May 2017, India’s power minister announced a plan to have only electric cars—and “not a single petrol or diesel car”—sold in the country from 2030 on. Both the UK and France have said they will end sales of diesel and gasoline cars by 2040. And even China has said it will set a date that will signal the end of all gasoline car sales in the country (although it hasn’t said what that date will be). All these scenarios could have a drastic effect on the uptake of electric vehicles, which would in turn have a dramatic impact on the consumption of oil.

When we broaden our view from electricity to the energy sector as a whole, we find ourselves staring at a gaping problem. Liquid, crude oil-derived hydrocarbon fuels like gasoline and diesel are essential to keeping our society and economy running. Almost everything that moves runs on the internal combustion engine, which uses liquid fuels. Whether we want it or not, the choices made decades ago made sure that this will also be the case for many decades to come. We built a world that runs on liquid fuels and is slow and difficult to change to other power sources, such as electric vehicles[15] running on batteries.

anybody buying a qualified plug-in electric car—the list of approved vehicles includes sleek, sporty cars like the $105,000 Tesla Model S P85D and the $138,000 BMW i8—can subtract up to $7,500 from the income tax he or she owes Uncle Sam.

for Level 1 the car had some advanced driver-assistance technology, such as automatic emergency braking, but the driver still controlled the vehicle at all times. Level 5 was the highest, at which a car would have no controls for human drivers whatsoever. At that point, you could read a book, take a nap, or watch a movie while the car drove itself. Google has tested fully autonomous vehicles to a Level 5 designation, meaning the cars could perform all “safety-critical driving functions and monitor roadway conditions for an entire trip,” but they haven’t yet left the test circuit. The development of autonomous vehicles goes hand in hand with the development of electric vehicles, because self-driving cars are best controlled by drive-by-wire systems, in which electrical signals and digital controls, rather than mechanical functions, operate a car’s core systems, such as steering, acceleration, and braking.

Electric car fires are very difficult to extinguish.

Hurricane Ian damaged vehicles may have mechanical, electrical, fire, health and safety issues.

SUV ownership began to rise in the US during the late 1980s, it eventually diffused globally, and by 2020 the average SUV emitted annually about 25 percent more CO2 than a standard car.[76] Multiply that by the 250 million SUVs on the road in 2020, and you will see how the worldwide embrace of these machines has wiped out, several times over, any decarbonization gains resulting from the slowly spreading ownership (just 10 million in 2020) of electric vehicles. During the 2010s, SUVs became the second-highest cause of rising CO2 emissions, behind electricity generation and ahead of heavy industry, trucking, and aviation. If their mass public embrace continues, they have the potential to offset any carbon savings from the more than 100 million electric vehicles that might be on the road by 2040!

I’m an electric vehicle running on two AA batteries

There’s no better case study showing how connectivity and computing power will turn old products into digitized machines than Tesla, Elon Musk’s auto company. Tesla’s cult following and soaring stock price have attracted plenty of attention, but what’s less noticed is that Tesla is also a leading chip designer. The company hired star semiconductor designers like Jim Keller to build a chip specialized for its automated driving needs, which is fabricated using leading-edge technology. As early as 2014, some analysts were noting that Tesla cars “resemble a smartphone.” The company has been often compared to Apple, which also designs its own semiconductors. Like Apple’s products, Tesla’s finely tuned user experience and its seemingly effortless integration of advanced computing into a twentieth-century product—a car—are only possible because of custom-designed chips. Cars have incorporated simple chips since the 1970s. However, the spread of electric vehicles, which require specialized semiconductors to manage the power supply, coupled with increased demand for autonomous driving features foretells that the number and cost of chips in a typical car will increase substantially.

Using the Sun’s free energy via solar energy generation is a natural hedge to Electric Vehicles and households or business’s electricity needs both financially and environmentally. As such, Electric Vehicles that are paired with and recharged by Solar Energy engage in a complementary symbiotic financial and environmental hedging strategy that allows for consumers to independently power both their transportation needs and their homes or business electrical needs. In doing so, they eliminate their fossil-fuel and electricity expense dependencies while simultaneously eliminating their carbon emission output.

Fossil fuels and electrical energy are global commodities which are primarily controlled by Monopolies and Cartels.

In 2016, ten additional countries were added to the OPEC cartel to form OPEC+. These countries are Azerbaijan, Bahrain, Brunei, Kazakhstan, Malaysia, Mexico, Oman, Russia, South Sudan, and Sudan. Make no mistake. The OPEC+ Cartel was formed to exert even more monopolistic control over global fossil fuels production supply and pricing. OPEC+ now directly controls well over 80% of the world’s proven oil reserves. Therefore, every consumer in the world is subjugated to whatever prices and production OPEC+ dictate.

An even more ambitious EV30@30 Campaign was launched in 2017 with the goal of accelerating the deployment of electric vehicles, targeting a 30 percent market share for electric vehicles sales by 2030.

Years from now, when all the vehicles are electric, when tens of millions of acres of Earth’s surface have been destroyed by open-pit mining for the enormous quantities of lithium and cobalt and nickel and copper required for EVs, when thousands of new landfills have been crammed full of batteries that can’t be recycled and are leaking horrifying toxins into the water table, when thousands of square miles of windmills have made extinct hundreds of species of birds with disastrous environmental effects,

There’s nothing quite so invigorating, so freeing, as piloting a gasoline-powered vehicle along an open road. Years from now, when all the vehicles are electric, when tens of millions of acres of Earth’s surface have been destroyed by open-pit mining for the enormous quantities of lithium and cobalt and nickel and copper required for EVs, when thousands of new landfills have been crammed full of batteries that can’t be recycled and are leaking horrifying toxins into the water table, when thousands of square miles of windmills have made extinct hundreds of species of birds with disastrous environmental effects, I will still—always, always—remember this special and exhilarating night,

During Biden’s long period of flailing, I had feared that he had missed his chance to avert the worst consequence of climate change—and that another opportunity to protect the planet wouldn’t come around for years, after it was far too late. But then in the summer of 2022, Congress passed the Inflation Reduction Act, a banally named bill that will transform American life. Its investments in alternative energy will ignite the growth of industries that will wean the economy from its dependence on fossil fuels. That achievement was of a piece with the new economics that his presidency had begun to enshrine. Where the past generation of Democratic presidents was deferential to markets, reluctant to challenge monopoly, indifferent to unions, and generally encouraging of globalization, Biden went in a different direction. Through a series of bills—not just his investments in alternative energy, but also the CHIPS Act and his infrastructure bill—he erected a state that will function as an investment bank, spending money to catalyze favored industries to realize his vision, where the United States controls the commanding heights of the economy of the future. The critique of gerontocracy is that once politicians become senior citizens, they will only focus on the short term, because they will only inhabit the short term. But Biden, the oldest president in history, pushed for spending money on projects that might not come to fruition in his lifetime. His theory of the case—that democracy will succeed only if it delivers for its citizens—compelled him to push for expenditures on unglamorous but essential items such as electric vehicle charging systems, crumbling ports, and semiconductor plants, which will decarbonize the economy, employ the next generation of workers, and prevent national decline.

By 1912, more than six thousand types of electric vehicles were on offer, ranging in price from modest $850 town cars to luxurious $5,500 limousines (roughly equivalent to spending $22,600 to $146,000 for those same luxuries today).

The Battle of Stalingrad during World War II was the largest battle in history. With it came equally staggering stories of how people dealt with risk. One came in late 1942, when a German tank unit sat in reserve on grasslands outside the city. When tanks were desperately needed on the front lines, something happened that surprised everyone: Almost none of them worked. Out of 104 tanks in the unit, fewer than 20 were operable. Engineers quickly found the issue. Historian William Craig writes: “During the weeks of inactivity behind the front lines, field mice had nested inside the vehicles and eaten away insulation covering the electrical systems.” The Germans had the most sophisticated equipment in the world. Yet there they were, defeated by mice.

TECHNO-OPTIMISM IS NOT THE SOLUTION On top of this, there is yet another inconvenient truth we must confront. The effectiveness of the green policies put into effect in some developed countries is doubtful. In places where households typically possess multiple cars and trucks, the result would still be unsustainable even if every single one were replaced by an electric vehicle. Furthermore, the planned rollout by Ford and Tesla of SUV-style electric vehicles signals nothing more than the continued strengthening of our present culture of consumption, which will only lead to an increased waste of resources. It is, when all is said and done, simply another classic example of greenwashing.

Because increased mining to obtain the lithium, cobalt, and rare Earth minerals used in electric vehicle production is devastating ecosystems worldwide, and also releasing vast amounts of carbon as forests are leveled and water sources polluted with heavy metals. Likewise, wind turbines, solar panels, batteries, and electric motors all require those same ecologically devastating rare Earth metals for their manufacture. It turns out that ‘green energy’ is not so green.

Musk’s push to move faster, take more risks, break rules, and question requirements allowed him to accomplish big feats, such as sending humans into orbit, mass-marketing electric vehicles, and getting homeowners off the electric grid. It also meant that he did things—ignoring SEC requirements, defying California COVID restrictions—that got him in trouble.

After an electric car, other vehicles just seem like old-tech, gas-burning, pollution-making throwback machines. Which, frankly, they are.

I’m sure there are some readers who will choke on the word subsidy. The gasoline subsidy in the U.S. is not a visible thing that shows up in the budget documents, but it’s there. Keeping a standing Army and Navy at the ready to defend oil fields on the other side of the world is an extraordinary subsidy for gas-powered vehicles. Cheap leases on federal land for drilling and mining are subsidies. Tax breaks for the fossil-fuel industry are subsidies. If we enhanced the grid, subsidized electric vehicles, and let gasoline cost what people are really willing to pay (and what we really pay to get and protect it), we could bring a lot of our military home. And change the world.

There’s the potential that Tesla is setting itself up to capitalize on a situation like the one Apple found itself in when it first introduced the iPhone. Apple’s rivals spent the initial year after the iPhone’s release dismissing the product. Once it became clear Apple had a hit, the competitors had to catch up. Even with the device right in their hands, it took companies like HTC and Samsung years to produce anything comparable. Other once-great companies like Nokia and BlackBerry didn’t withstand the shock. If, and it’s a big if, Tesla’s Model 3 turned into a massive hit—the thing that everyone with enough money wanted because buying something else would just be paying for the past—then the rival automakers would be in a terrible bind. Most of the car companies dabbling in electric vehicles continue to buy bulky, off-the-shelf batteries rather than developing their own technology. No matter how much they wanted to respond to the Model 3, the automakers would need years to come up with a real challenger and even then they might not have a ready supply of batteries for their vehicles. “I think it is going to be a bit like that,” Musk said. “When will the first non-Tesla Gigafactory get built? Probably no sooner than six years from now. The big car companies are so derivative. They want to see it work somewhere else before they will approve the project and move forward. They’re probably more like seven years away. But I hope I’m wrong.” Musk

When I was a child, I enjoyed thinking about the future, and especially loved to imagine flying around in one of those cool bubble cars I’d seen on The Jetsons cartoons. Here we are, fifty years later, and we have the same gas- and oil-guzzling motor vehicles, the same basic planes, the same trains, the same utility companies to monitor and charge for our electricity, gas, and water usage. Jimmy Carter talked a lot about new sources of energy back in the 1970s. So did some of the hippies. And yet, decades later, there has been little progression on this front.

To measure market needs, I would watch carefully what customers do, not simply listen to what they say. Watching how customers actually use a product provides much more reliable information than can be gleaned from a verbal interview or a focus group. Thus, observations indicate that auto users today require a minimum cruising range (that is, the distance that can be driven without refueling) of about 125 to 150 miles; most electric vehicles only offer a minimum cruising range of 50 to 80 miles. Similarly, drivers seem to require cars that accelerate from 0 to 60 miles per hour in less than 10 seconds (necessary primarily to merge safely into highspeed traffic from freeway entrance ramps); most electric vehicles take nearly 20 seconds to get there. And, finally, buyers in the mainstream market demand a wide array of options, but it would be impossible for electric vehicle manufacturers to offer a similar variety within the small initial unit volumes that will characterize that business. According to almost any definition of functionality used for the vertical axis of our proposed chart, the electric vehicle will be deficient compared to a gasolinepowered car. This information is not sufficient to characterize electric vehicles as disruptive, however. They will only be disruptive if we find that they are also on a trajectory of improvement that might someday make them competitive in parts of the mainstream market. The trajectories of performance improvement demanded in the market—whether measured in terms of required acceleration, cruising range, or top cruising speed—are relatively flat. This is because traffic laws impose a limit on the usefulness of ever-more-powerful cars, and demographic, economic, and geographic considerations limit the increase in commuting miles for the average driver to less than 1 percent per year. At the same time, the performance of electric vehicles is improving at a faster rate—between 2 and 4 percent per year—suggesting that sustaining technological advances might indeed carry electric vehicles from their position today, where they cannot compete in mainstream markets, to a position in the future where they might.

How hard can it be to follow five black SUVs?” Serge leaned over the steering wheel. “Except we’re in Miami.” “So?” “Miami drivers are a breed unto their own. Always distracted.” He uncapped a coffee thermos and chugged. “Quick on the gas and the horn. No separation between vehicles, every lane change a new adventure. The worst of both worlds: They race around as if they are really good, but they’re really bad, like if you taught a driver’s-ed class with NASCAR films.” He watched the first few droplets hit the windshield. “Oh, and worst of all, most of them have never seen snow.” “But it’s not snow,” said Felicia. “It’s rain. And just a tiny shower.” “That’s right.” Serge hit the wipers and took another slug from the thermos. “Rain is the last thing you want when you’re chasing someone in Miami. They drive shitty enough as it is, but on top of that, snow is a foreign concept, which means they never got the crash course in traction judgment for when pavement slickness turns less than ideal. And because of the land-sea temperature differential, Florida has regular afternoon rain showers. Nothing big, over in a jiff. But minutes later, all major intersections in Miami-Dade are clogged with debris from spectacular smash-ups. In Northern states, snow teaches drivers real fast about the Newtonian physics of large moving objects. I haven’t seen snow either, but I drink coffee, so the calculus of tire-grip ratio is intuitive to my body. It feels like mild electricity. Sometimes it’s pleasant, but mostly I’m ambivalent. Then you’re chasing someone in the rain through Miami, and your pursuit becomes this harrowing slalom through wrecked traffic like a disaster movie where everyone’s fleeing the city from an alien invasion, or a ridiculous change in weather that the scientist played by Dennis Quaid warned about but nobody paid attention.” Serge held the mouth of the thermos to his mouth. “Empty. Fuck it—

I can easily envision a future system in which all of our vehicles are autonomous, just like our electric grid and your refrigerator. You’d take out your smartphone and, Uber-style, summon an autonomous get-you-to-work vehicle. The autonomous vehicle company takes care of the car and sends you a bill for each ride. If those vehicles coordinated with each other the way our mobile phones and their communication cells do, and these robot cars were electric … oooh! We’d have far fewer car wrecks, less pollution, and more free time.

Somehow her hula hoop had cut into the driver’s side door like the vehicle was made of cheese.

I purchased one of those electronic things that plugs into the wall that is meant to scare cockroaches by sending a pulse through the apartment wiring, but while it has reduced the numbers, it seems some have evolved to feed off the electrical signal, increasing their size. I am using one as a coffee table in the lounge and two smaller ones as side tables in the bedroom. They would probably be susceptible to carbon monoxide poisoning, though, so I will try running a hose pipe from my car exhaust to the apartment, closing the windows and leaving the vehicle running overnight. It is apparently an odorless gas so should not prove an issue for my son’s Cub group sleepover. Also, I read somewhere once that cockroaches can survive a nuclear attack, so I have been collecting the dead ones and intend to glue several thousand to the walls thereby ensuring my survival should Cyberdyne Systems become self-aware between now and when the lease runs out.

History does matter. If the option finally chosen seems superior to the others (for instance, the combustion engine that made the development of electric vehicles difficult or even impossible, or a technological standard that prevails owing to the network externalities created by the first adopters), it is because it has benefited from incomparably greater technical, scientific, economic, and political investments than have the alternatives. As the economists of innovation say, it is not because it is superior that a technology is chosen, but rather because it is chosen that it becomes superior. This

Some five hundred people lived there. Four thousand years ago I should have found their ancestors living in the same place, in the same kind of house. Along in those four millennia the electric engine was developed, radios and power looms and power vehicles and farm machinery and all the rest began to be used, and a Machine Age got going, gradually, without any industrial revolution, without any revolution at all.

Electric vehicles won’t displace ICE vehicles because they save money (except in the commercial realm), or even because of their very real environmental benefits. They will win out in the end because they’re better. They’re more fun and more convenient to drive, they’re safer, they require less maintenance, they offer more interior space, and their technological superiority enables all kinds of high-tech features that will someday seem as necessary as the AC and the stereo do today.

Tesla, which has defied larger carmakers by making money out of its luxury electric vehicles, will allow competitors to use its patents in a gamble that it hopes will bring down industry costs and open up new business opportunities. “We believe that Tesla, other companies making electric cars and the world would all benefit from a common, rapidly evolving technology platform,” Mr Musk said. “Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology.

Google unveiled its latest driverless car. It plans to build 100 prototypes from scratch, rather than modifying others’ vehicles as it has done in the past. The car has no steering wheel or pedals, only a “stop” and a “go” button. The two-seater electric vehicle can travel up to 25mph (40kph) and the firm hopes to pilot it on Californian roads within two years. However, there remain significant regulatory and legal barriers to its spread.

The good news is that advances in batteries, fuel cells, lightweight cars, and charging networks are making electric vehicles look more promising than ever before. To accelerate the economies of scale necessary for the widespread adoption of electric vehicles, the government currently subsidizes the production and consumption of such cars. But in the absence of major technological improvements, these policies have proved insufficient. If policymakers took the politically unpopular step of taxing people for the carbon their cars emit, electric vehicles would capture a larger market share.

Bimmer Motors is the automotive specialty shop in the Brooklyn, NY area that Mercedes owners can trust. With decades of experience, we know how to take care of your vehicle.

HPM stands for High Power Microwaves. Eureka Aerospace in Pasadena, California developed a device to be used by police to stop a car during high-speed chases. Since the 1970s, every car is built with some sort of microprocessor-controlled system—like the ignition control and fuel pump, the microprocessor controls a lot of vital car systems. When a two second blast from a HPM device is shot at a vehicle, the electric current affects the wires and leads to a power surge which, in turn, burns out those microprocessors and burns up the wiring in the vehicle. Eureka Aerospace is partially funded by the US military. In effect, the same microwave radiation that reheats pizza in a microwave can be used to fry the electrical systems in cars, stopping them dead in their tracks. The document states that HPM was used to incapacitate our van, and can be used against “residents and parties involved.” I assumed “residents” was a misspelling and was supposed to be “residence.” In my research of how HPM works, however, I learned that the word “residents” in the document was not a misspelling; it can and is used against people as well.   U.S. to Use Microwave Weapons On

Electricity has just two disadvantages: it is difficult to store cheaply, and it can be transmitted easily only on high-voltage lines, above the ground and visible. Automotive lead-acid storage batteries are as cheap as mass production and the cost of materials will allow, yet their cost for storing an hour's worth of energy coming off the power line is over two thousand times as much as the utility company charges for that energy. Multiple recharges can't even come close to bringing that factor down below about three. There is a radically different type of battery, using liquid sodium and liquid sulfur as electrodes and solid sodium aluminate as an electrolyte (yes, I said that the right way round) that is now getting substantial research. Theoretically, it could store as much as seven times the energy per pound of a lead-acid battery. Sodium-sulfur batteries have to be heated above normal outside air temperatures - a disadvantage that will probably make them unusable in vehicles - but they could find use in central power stations to supply peak loads.

her purse. Evan Nussbaum, Det. 114th Precinct, City of New York. It would be one quick phone call, one quick urgently whispered sentence—the truck driver and Desirio are sitting together in a diner—as if each of them carries an electric charge and their union produces instant ignition, and Nussbaum would be here immediately. But she has stolen 1.3 million dollars. Not spent a dime of it, no, but moved it, transferred it, and therefore stolen it . . . and therefore can hardly risk more contact with a detective of the New York Police Department. A moment later, the big truck driver and Desirio are up out of the booth and heading toward the door. And at the same time, clearly choreographed—obviously summoned by cell phone—a big silver sedan pulls up to the door of the diner and Desirio and the truck driver look both ways before ducking purposefully, wordlessly, into the back of it. Shit. As the sedan pulls away and stops in a moment at a red light, Elaine steps out of the shadows, raises her hand high above her head, waves it around irrationally, frantically. As if to halt the silver sedan purely on the strength of her authority, through the power of her righteousness, for the obviousness of the vehicle’s illicitness. But the frantically waving hand is, in fact, searching for a telltale flank

You invest so much in it, don't you? It's what elevates you above the beasts of the field, it's what makes you special. Homo sapiens, you call yourself. Wise Man. Do you even know what it is, this consciousness you cite in your own exaltation? Do you even know what it's for? Maybe you think it gives you free will. Maybe you've forgotten that sleepwalkers converse, drive vehicles, commit crimes and clean up afterwards, unconscious the whole time. Maybe nobody's told you that even waking souls are only slaves in denial. Make a conscious choice. Decide to move your index finger. Too late! The electricity's already halfway down your arm. Your body began to act a full half-second before your conscious self 'chose' to, for the self chose nothing; something else set your body in motion, sent an executive summary—almost an afterthought— to the homunculus behind your eyes. That little man, that arrogant subroutine that thinks of itself as the person, mistakes correlation for causality: it reads the summary and it sees the hand move, and it thinks that one drove the other. But it's not in charge. You're not in charge. If free will even exists, it doesn't share living space with the likes of you. Insight, then. Wisdom. The quest for knowledge, the derivation of theorems, science and technology and all those exclusively human pursuits that must surely rest on a conscious foundation. Maybe that's what sentience would be for— if scientific breakthroughs didn't spring fully-formed from the subconscious mind, manifest themselves in dreams, as full-blown insights after a deep night's sleep. It's the most basic rule of the stymied researcher: stop thinking about the problem. Do something else. It will come to you if you just stop being conscious of it. Every concert pianist knows that the surest way to ruin a performance is to be aware of what the fingers are doing. Every dancer and acrobat knows enough to let the mind go, let the body run itself. Every driver of any manual vehicle arrives at destinations with no recollection of the stops and turns and roads traveled in getting there. You are all sleepwalkers, whether climbing creative peaks or slogging through some mundane routine for the thousandth time. You are all sleepwalkers. Don't even try to talk about the learning curve. Don't bother citing the months of deliberate practice that precede the unconscious performance, or the years of study and experiment leading up to the gift- wrapped Eureka moment. So what if your lessons are all learned consciously? Do you think that proves there's no other way? Heuristic software's been learning from experience for over a hundred years. Machines master chess, cars learn to drive themselves, statistical programs face problems and design the experiments to solve them and you think that the only path to learning leads through sentience? You're Stone-age nomads, eking out some marginal existence on the veldt—denying even the possibility of agriculture, because hunting and gathering was good enough for your parents. Do you want to know what consciousness is for? Do you want to know the only real purpose it serves? Training wheels. You can't see both aspects of the Necker Cube at once, so it lets you focus on one and dismiss the other. That's a pretty half-assed way to parse reality. You're always better off looking at more than one side of anything. Go on, try. Defocus. It's the next logical step. Oh, but you can't. There's something in the way. And it's fighting back.

compelled him to push for expenditures on unglamorous but essential items such as electric vehicle charging systems, crumbling ports, and semiconductor plants, which will decarbonize the economy, employ the next generation of workers, and prevent national

The change to the Arctic has been so rapid and sudden that the National Oceanic and Atmospheric Administration (NOAA) has declared “the Arctic as we’ve known it is now a thing of the past,” even coining the phrase the “New Arctic” to describe this fundamental shift.* There are currently more than nine hundred infrastructure projects in development, totaling over a trillion dollars in investment. A majority of which is being undertaken by Russia. They’ve reopened abandoned Soviet-era military installations and established a slew of new seaports across their northern coast. Even China—which has no territorial claim to the Arctic—has expanded its global infrastructure initiative, known as Belt and Road, to include projects across the Arctic Circle. China envisions creating a northern sea route that could cut travel time between Asia and Europe by a third. To this end, China is building a fleet of hardened ice-capable cargo ships and fuel carriers to traverse this future “Polar Silk Road.”* With each passing year, the stakes in the Arctic continue to climb—as does the tension. It’s estimated that a quarter of the planet’s oil and gas remains hidden there.* It is also a treasure chest of rare earth minerals (neodymium, praseodymium, terbium, and dysprosium) that are vital to the world’s renewable energy projects, including the surging production of electric vehicles. In the Russian Arctic alone, the mineral value is estimated to be upwards of two trillion U.S. dollars.* Then there are the vast new seas open to fishing, where conflicts are already arising.

In 1900, electrics far outnumbered gasoline cars on the streets in New York City. No one was a more powerful advocate of the electric car than the great inventor Thomas Edison, who poured a lot of his own money, along with his reputation and effort, into trying to perfect an electric vehicle.

General Motors did try, spending a billion dollars to develop the two-seater electric EV1. Introduced in 1996, the vehicle was not exactly compelling—owing to its shape, it became known as the “Egg on Wheels”—and its range was limited. Aside from a handful of aficionados, the EV1 failed to gain traction and ended up in the junkyard. The battery just wasn’t good enough. Moreover, how many people really wanted a gasoline-free car when gasoline was at that time only $1.30 a gallon?

new era” for Volkswagen.12 The company announced that it would launch at least seventy-five all-electric vehicles by 2028. “The future belongs to electric drive,” said Diess. “Without EVs, we can’t win the battle against climate change.” He also pledged that the company would become “carbon neutral across the whole supply chain.

It has strong environmental appeal, although in some places it is running on coal-generated electricity. This would make those EVs what some call “EEVs”—“emissions elsewhere vehicles.

China has its own great champion of electric vehicles—Wan Gang. He ranks with Elon Musk in terms of impact on the advancement of the EV and as one of the most consequential figures for the global auto industry.

First as head of China’s “Key Electric Vehicle Project” and then as minister of science and technology, Wan led China’s EV drive.

Today, more than a hundred Chinese-made EV models are on sale in China. The development of electric vehicles meets three major objectives for Beijing. The first is to reduce the often-choking air pollution (although the gains will be somewhat mitigated by the amount of electricity produced by coal). Secondly, electric cars promote energy security. “China’s oil demands are increasing day by day,” Wan warned. With overall auto ownership growing rapidly, Beijing counts on electric cars to dampen the continuing increase in oil imports.

how fast will electric vehicles penetrate the global auto fleet? In 2019 they constituted less than 3 percent of total new car sales worldwide. But ambitions are high.

Education hasn’t changed enough to prepare us for the world we live in today. In a era of autonomously driven electric cars and vehicles capable of taking us to Mars, our education system is the equivalent of a horse and carriage.

More than half of the world’s electricity passes through motors—in vehicles and appliances, in heating and cooling systems, in industrial machinery. Even when the motors themselves are efficient, poor controls can waste up to half the energy they consume. One novel improvement is a lighter type of motor—a “switched reluctance motor”—that allows for variable speeds and can run forward or backward.

During the hurricane Ian disaster the Florida police were warning electric vehicle owners that had flooded vehicles to not turn on or drive them.

If the vehicle you took to work or school today was powered by electricity, great—though that electricity was probably generated using a fossil fuel.

The Battle of Stalingrad during World War II was the largest battle in history. With it came equally staggering stories of how people dealt with risk. One came in late 1942, when a German tank unit sat in reserve on grasslands outside the city. When tanks were desperately needed on the front lines, something happened that surprised everyone: Almost none of them worked. Out of 104 tanks in the unit, fewer than 20 were operable. Engineers quickly found the issue. Historian William Craig writes: “During the weeks of inactivity behind the front lines, field mice had nested inside the vehicles and eaten away insulation covering the electrical systems.” The Germans had the most sophisticated equipment in the world. Yet there they were, defeated by mice. You can imagine their disbelief. This almost certainly never crossed their minds. What kind of tank designer thinks about mouse protection? Not a reasonable one. And not one who studied tank history.

And then you ended up in Chechnya, I understand" Sergei continued. "And what, exactly, did you do there?" Jack inquired. "Exactly? We would surround the villages, call out the village elders and give them our ultimatum: if you don't give up your arms, we'll raze your village to the ground. At night, all men, including boys, would go away in to the mountains on the request of the village elders. By the time we rolled in, there were no more weapons or rebels. Only the elderly, women and children. And nobody could leave." "Why not?" "Because we blocked off the main road, that's why," Fedor said as if he was losing patience with Jack. "On approaching any house, I'd fire inside. If anyone jumped out, woman or child, I mowed them down. The guys behind me would torch the bodies with the flamethrowers to get rid of the evidence. We moved through the village, house by house, firing, throwing grenades into the basements, burning. At one train station we hung ten high school kids, and then six more students that were hiding inside a school. On the outskirts we found about a hundred and thirty people, women, children, old men, anyone who didn't run away. We locked them in a grain elevator, chained the door and then torched it. What we left behind were not ruins, just flat ground." "Are you saying that the Russian soldiers killed everyone in some village and nobody has heard of it?" Jack asked him incredulously. It was inconceivable that such a barbaric event could take place in today's world without CNN and BBC dissecting it under a microscope. "Not everyone was killed. Some of the villagers, the ones who survived, were transported to a filtration camp." "What's a filtration camp?" "You really don't' know anything, do you? Or are you pretending?" "Try me," Jack said. "There is this filtration camp in Osinovka. Each room houses twenty to twenty five prisoners, who sleep on the concrete floor. The guards line them up against the wall and practice karate kicks in the head or in the groin. One of our guys liked to put electricity to the bodies, to see them fry. It takes a long time to get used to that smell. If a prisoner tried to untie their hands, the sergeant would cut them off at the wrists. If a prisoner tried to take off the black blindfold, the sergeant would put out his eyes with his thumbs. He was a piece of work from Archangelsk, our sergeant. During one helicopter ride, he dropped three prisoners because he was bored." "But how is it possible that the world news did not report any of this?" Jack persisted in knowing. Fedor raised his eyebrows in a manner that made Jack feel foolish for asking such a question. "Simple. For the next forty-eight hours we didn't allow anyone to enter Samashki, not even the Red Cross. That gave us plenty of time. Our armored vehicles flattened their bones so that the relatives could not identify them later. Exactly what news are you talking about? Are you from this world or not?" Fedor's wolf-like stare made Jack very nervous.

Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]