A major reason for the rapid jump in EV sales is the rapid drop in the cost of their key component -– batteries. In a major 2013 analysis, "Global EV Outlook: Understanding the Electric Vehicle Landscape to 2020," the International Energy Agency estimated that electric vehicles would achieve cost parity with internal combustion engine vehicles when battery costs hit $300 per kWh of storage capacity. So the best manufacturers have already reached the battery price needed for cost parity with conventional cars.
It may well be that $150 per kWh can be hit around 2020 without a major battery breakthrough but simply with continuing improvements in manufacturing, economies of scale, and general learning by industry.
Recent reports about the declining cost of electric car batteries raise as many questions as they answer. The relatively high cost of lithium ion battery packs are often cited as the biggest obstacle to mass adoption of electric cars and plug-in hybrids. This week, the UK Committee on Climate Change issued a study (PDF) claiming that costs for lithium-ion automotive batteries currently come in at approximately $800 per kWh—translating the pack cost of a 93-mile-range EV (like the Nissan LEAF) to about $21,000.
One could assume that the cost-per-kWh will occur in a stepped fashion between now and 2030, so that by 2020, the price of a pack for a car like the Nissan LEAF or Ford Focus Electric will be somewhere between where it is now, and a one-third slash while gaining two-thirds more energy storage. My colleagues at Pike Research target $523 per kWh as a target price at which plug-in electric vehicle take a step toward being competitive with petro-powered cars, a level that could happen by 2017.
Confusion about current prices—or future costs to make EVs competitive—are exacerbated by comments from auto executives who claim they have already greatly reduced battery costs. I suspect that numbers will continue to get tossed around—low figures from automakers and high numbers from analysts. Just like the price of Solar PV Panels went down, battery price may also go down, since Hybrids, Plugins and EVs are using Batteries. Getting back to the article, I note mention of an anticipated battery breakthrough that might occur in 2020 or shortly thereafter. There is one more aspect to the confusing numbers - are we talking about total capacity or usable ? The cells which will be used in the Tesla Model S will not only be specifically for the automotive sector, but also developed by Panasonic in cooperation with Tesla.
Your calculation assumes that a gas car would get 100 mpg as well, which is of course not the case. And again, of course the battery is included in the price of the car, so that calculation is only theoretical in the first place. Or the way I would calculate it: Electric cars get about 3 miles per kWh (roughly, if not more). I don't think your accusation of "emotional crystal ball predications" is beside the point, I'm simply referring to quite common observations about battery cost development, both about the last 10 years and from people who are insiders about current developments, as well as from recently published studies which confirm this more or less. By reading into various cost reports and estimates, I don't think that everyone's Li-Ion (cell) costs are that different from each other, probably in the $450-500 range (as stated by ex-EV1 driver).
I'm swamped now and can't really join in you and Norbert's fight but you can be sure I'll start looking at this approach. There are a lot of aspects to this matter reviewed by this article and the comments, but the key is that you first must ensure an apples to apples comparison. If you plan to charge in public, you'll want to sign up for charging network membership (or two).
How do you ensure that electric car owners will be happy with every visit to your charging spot? By Matt L, on May 9th, 2016Last week the government announced a package of options to try and boost the number of electric vehicles in New Zealand including the extremely idiotic move of allowing electric vehicles in bus lanes – something that even seems to have surprised our transport agencies. Hybrid vehicles that use a combination of a petrol or diesel engine, a battery or an onboard electric motor are not included in this definition of electric vehicles because their batteries cannot be charged from an external electricity source. If we are to meet the government's target, growth levels will need to remain at an exponential level for five years. But again while the growth is heading in the right direction, they represent only a tiny fraction of all vehicle registrations with the data showing that over the last year an average of over 23k light vehicles are being registered each month. Trying to predict forward just what percentage of vehicles will need to be electric in 2021 is a little difficult though because as the graph below shows, unsurprisingly the car market appears to be linked closely to economic cycles- although I haven't bothered to look at that issue more closely.
Getting a greater range of EV's and having them in a price range more people are prepared to pay (as much as we may want a Tesla), will be critical to improving the uptake of them. By Matt L, on May 6th, 2016The government want to increase the currently dismal uptake of electric vehicles, increasing the numbers on our roads from about 1,200 to 64,000 in just 5 years. Access by electric vehicles to bus and high occupancy vehicle lanes (lanes where a vehicle must have more than a certain number of occupants) will be of value to households and businesses. Access to such lanes will mean electric vehicles will be able to travel more quickly than vehicles otherwise held up in traffic. At the same time, the changes will also empower road controlling authorities to allow electric vehicles into special vehicle lanes (such as bus lanes) on their local roading networks. The Government will make changes to the Land Transport Act and Rules to allow electric vehicles to drive in bus and high occupancy vehicle lanes on the State Highway network, which it controls. The introduction of bus lanes meant that far more people have been able to be moved along many key corridors than they would have otherwise. Adding electric vehicles to this, which will mostly be carrying only a single occupant, will undo some of the benefits and make buses less efficient. Enforcement will be much harder as it is difficult to tell which vehicles are electric and which ones aren't. Currently electric vehicles are more expensive than their fossil fuelled counterparts and the biggest buyers of them seem to businesses for fleet cars. Perhaps to help address this issue, Auckland Transport now more than ever need to fast-track the conversion of key bus routes to Light Rail. In seriousness, a key reason for looking at light rail on the isthmus is about trying to relieve bus congestion on some corridors. Overall this is a terrible idea, unless of course you drive an electric car already or are planning on getting one. By Peter Nunns, on January 15th, 2015Last year we started to take a look at an emerging technology that some claim will revolutionise urban transport – driverless cars.
While driverless cars (or hoverboards for that matter) sound exciting, we can't afford to pin all of our hopes on them.
If we want a safer, more efficient, and more environmentally friendly transport system, we can achieve it now by making smart policy changes.
But, for the sake of argument, let's say that we did want to wait for driverless cars to solve our self-imposed problems. First, how long it takes until driverless cars are proven and widely available for purchase in New Zealand. People have spent a lot of time thinking about the first two points, but I haven't seen any commentary on the third one. Obviously, uptake of hybrid and electric vehicles has been faster in some places than others. But even here, in this wealthy, environmentally conscious city of 90,000 west of Los Angeles, only a core group of owners has switched from traditional gasoline-powered cars.
In other words, after a decade, over 80% of Santa Monica's car fleet is still composed of conventional petrol cars.
Regarding the development of new transport technologies, key actors (above all the automotive sector) have failed to convert technological progress into substantive improvements in energy efficiency and vehicle emissions or more broadly transform modes of accessibility in cities. The clear implication is that if we want better transport outcomes, we must implement better transport policies.
By Matt L, on December 23rd, 2014Electric cars are often touted as the next big thing in transport, removing one of the major effects of vehicle use – emissions. By John Polkinghorne, on August 7th, 2014It's been a while since the last post in this series on electric vehicles (here are parts one, two and three), but this post is number four. This post is about the cost of electric vehicles – the main reason they've been so slow to take off.
As discussed in part two, electric motors use a lot less energy than a traditional car engine.
This gives a cost of $5 per 100 km – certainly much cheaper than a typical petrol car, which uses 10 litres of petrol to travel 100 km, costing around $22.00 at current petrol prices. However, a big chunk of the petrol price is tax, comprising a contribution to the National Land Transport Fund, and a bit to ACC as well. As I've written previously, the long-term solution may be to make Road User Charges universal, although there are issues with this as well.
Diesel-electric hybrids, on the other hand, have to pay Road User Charges, so they end up paying the full whammy of costs (once the RUC-petrol tax discrepancy gets resolved in the next few years). The graph below compares the lifetime running costs of several kinds of car, under several taxation scenarios. Setting aside environmental concerns, "range anxiety", and all the rest, consumers will be prepared to pay the higher capital cost of electric cars, if they're going to save enough money on their running costs.
Overall, if you compare these running cost savings to the extra capital cost, it looks like the financial argument for BEVs and PHEVs isn't quite there yet. There are ways of reducing this issue: for example, customers could lease electric vehicles, or buy the vehicles but only lease the batteries.
At current price levels, BEVs have running costs that are only marginally lower than petrol-electric PHEVs, because these hybrids are only taxed on their petrol consumption. Since the costs associated with the road network are primarily dependent on the weight and number of vehicles using the road – and not on the litres of fuel used – the Road User Charges scheme arguably provides a more equitable way of charging for road use. By Matt L, on February 18th, 2014Buses are often the quiet workhorse of many PT systems running all sorts of routes from high capacity busway systems down to local services that connect suburbs to shops or train stations. In Auckland around 77% of all PT trips are made by bus and in the city centre about 32% of all people arriving in the CBD in morning peak are riding on one (trains are about 8%, cars 46%). The two concentrations of frequent east-west routes definitely look like they will need some bus serious priority to ensure they don't all clog each other up, especially once less frequent and peak only services are added in. Yet while it appears we are going to need some busways through the CBD, I'm also aware that the negative perceptions about buses mentioned above will continue to be raised.
I can't help but wonder if perhaps the best solution is instead of pushing for buses to be removed from certain streets that those complaining instead push for the quality of buses to improve further benefiting everyone. The first is from the UK where in the town of Milton Keynes where inductive charging is being used to keep the buses topped up during the day. The fleet will run on the Number 7 route, which covers 25km (15 miles) between the Milton Keynes suburbs of Wolverton and Bletchley and carries an estimated 800,000 passengers a year. After a night charging at the depot, the buses will receive booster charges throughout the day at the start and end of the route. The second example comes from Zurich where a trial is under way using buses with batteries that can be topped up with flash charging in 15 seconds.
The system was designed by Zurich based electronics giant ABB with assistance from Geneva Public Transport and other city agencies.
And lastly from New York where a trial has just successfully completed on a battery powered bus from Chinese company BYD which is able to work all day on a single charge – although I guess it would greatly depend on how long the route was.
BYD and the New York Metropolitan Transportation Authority (MTA) concluded a pilot test on a BYD 40-foot, zero-emissions, battery-electric bus. The test period was from August 25 to October 25, totaling two months in service, with the final report data now summarized for distribution.
The bus tested at MTA was supplied by BYD Motors and offers a range of 140-155 miles average between charges. The testing was carried out on different routes throughout Manhattan, covering a total distance during the trial of 1,481 miles. The BYD all-electric bus "performed excellent" covering more than 140 miles per full charge in heavy traffic, according to company officials.
There are probably other systems out there but that there does seem to be so many different options coming though does suggest trolley wire free electric buses are likely to play a big part in the future.
So once again, perhaps instead of pushing for buses to be removed from certain areas due to noise and emissions that people should instead focus on how we can make them better. By John Polkinghorne, on February 11th, 2014So, electric vehicles (EVs) were looking pretty good in part 2. Advanced vehicles could make a sizeable contribution to emissions reduction in New Zealand. As such, the potential for PHEVs and BEVs to reduce greenhouse gas emissions depends on low-emissions sources of electricity. In order for EVs to reduce emissions, there will have to be a major shift in the way the world generates power. Of course, New Zealand is in a much more favourable position, with a large renewable electricity base. Indeed, if New Zealand transitions to having more renewable electricity (we're currently a little over 70% renewable, with aspirational targets of 90% by 2025), those emissions will drop even further. If your car battery is done you need to get a new battery, there's just no other way to keep driving. Auto part stores and large national retail chains and most local auto repair shops carry most typical car batteries and they will also test the battery for you. Tesla Model S lithium-ion battery pack in rolling chassis [photo: Martin Gillet via Flickr]Enlarge PhotoIt's likely the biggest question for the future of electric cars: How low can battery cost go, and how fast?
But a new report suggests that the pace of cost reduction won't be as swift as Tesla CEO Elon Musk has suggested in interviews and comments during the company's financial-results calls.
The report is a slide-show presentation simply titled The Tesla Battery Report (via ChargedEVs). It's written by noted battery skeptic Menahem Anderman, who has organized the Advanced Automotive Batteries Conference for close to two decades now.
In retospect, Anderman's track record of criticizing optimistic predictions of electric-car growth and battery-cost decline may have provided a good counterweight to some of the frothiest projections a few years ago.
His continuing downbeat tone sets him at odds not only with plug-in car advocates, however, but also with the growing pool of auto analysts who have come around to the idea that plug-in cars will slowly grow their sales in North America, Europe, and Asia.
To his credit, Anderman highlights Tesla's accomplishments, writing, "Tesla has already shattered many of the [auto] industry's deep-rooted convictions" about electric cars and lithium-ion battery cost. Perhaps most startling, Anderman writes that the planned lower-cost Tesla Model 3 car targeted to launch in late 2017 will have to be priced far, far above Musk's stated goal of $35,000. The 60-kWh version of today's Tesla Model S large luxury sedan starts at $69,900, with an EPA-rated range of 208 miles.
Given that the Model 3 will be a smaller car with one-third less range, using a next-generation battery to be produced in bulk at Tesla's planned gigafactory, that seems rather pessimistic. If that price indeed proves to be the case, however, then the future of Tesla Motors could be considerably different than the trajectory sketched out by CEO Musk and his many enthusiastic fans and customers. In the case of a Tesla, you apparently can't just do a deep and loving recharge: no battery version of the dent wizard. The story has become something of a soap opera with charges about the motives of one of the owners of the five known bricked cars and whether leaked emails were altered. And it only gets 50 miles for a charge in some testing, which makes this car laughable to say the least.
Anyway, I think you really need to consider the full weight of the propulsion system, not just the fuel and its container. To make a comparison between arbitrarily chosen individual components in vastly different systems seems quite pointless to me.
Well at least the Battery is replaceable. If Apple designed it you would have to send the car to the factory for all minor service. The battery study from last month found that prices would need to drop under $250 per kWh for EVs to become competitive. The study projects that costs will fall to some $230 per kilowatt hour in the 2017 to 2018 timeframe. While the tone of the report is cautionary, stating that there are no big battery breakthroughs anticipated before 2020, the UK study says that by 2030, prices are predicted to drop to $6,400 for an electric range of about 155 miles. Almost no normal consumers want a battery only car, they already have enouph problems with their cellphones and portable computers.
He simply plants himself on these threads with the idea that his fantastic claims will draw our ire. I spent this past Saturday talking with engineers from GoE3, an Arizona-based company involved in setting up a nationwide network of Level 3 chargers, and scientists at Biosphere 2, where some fascinating research is going on in regards to related photovotaic research. While we don't have something approaching a Moore's law in regards to batteries just yet, it's obvious that what we have available today is better than what was here a decade ago.
However the fact that they use the common 18650 format means that the mass production facilities for producing 18650 cells can be used, reducing cost.
Compared to gas car with 25 mpg (which is about the current average) it would correspond to $2 per gallon, except that the price is included in the purchase price of the electric car (don't count it twice). There are many technologies in development with the potential to reduce cost a lot, and only one of them needs to succeed.
25 mpg is about the current average, your calculation does not factor in the inefficiency of gasoline engines.
That you even mention "ultracapacitor modules" in this context shows that you haven't done your homework yet.
You will make your case better if you A) refrain from insulting the others here and B) break up your text a bit. At today's replacement cost that is 6 cents a mile to use the battery Assuming a 8% percent reduction in cost per year for batteries in 10 years that cost per mille falls under 3 cents per mile.
The three most important influences were the economy of scale, a decrease in the cost of components and improved battery capacity. I'd like to pre order my Cadillac Escalade Electric, with 600 mile range and 200 KWH battery.
It doesn't matter how much the initial cost is, but if the repairs kill you down the stretch, it's not worth it. As part of the announcement they also set a target for how many electric vehicles they want to see in country. The data from the Ministry shows that as of April there were just over 1,220 electric vehicles registered in the country and growth has been fairly strong on an annual basis there has often been over 100% growth compared to the same time the previous year. Even if the total fleet size didn't growth for the five years of the 64k government target, electrics would still account for fewer than 2% of all light vehicles. The good news on this front is you can see there has definitely been growth and April was the biggest month yet with just under 100 vehicles registered with used full electric (Nissan Leaf's I believe) the largest segment. Should the total number of light vehicles sold in 2021 remain at the level it's out now, the 32,000 electric vehicles that would need t be sold in 2021 to meet the target would account for about 11% of all registrations. The MoT list the regions where the vehicles were registered and also by where they were last inspected which they say is the best guide for where they're located. To do that yesterday they announced a package to encourage more people to buy an electric car. For example, the Northern Busway carries about 40% of all traffic crossing the Harbour Bridge during the morning peak – five lanes of traffic and 40% of the people are in fewer than 200 vehicles. Of course as we know not a single HOV has used the busway because it's performed above expectations.
It's also worth noting that other parts of the announcement had sunset clauses on them of either time or a once a percentage vehicles went electric. In addition, many drivers seem to exhibit a bit of a herd mentality and if they see a couple of drivers getting an advantage they'll start to copy. It means the benefit of driving in bus lanes will likely be exclusive to a small(ish) group of early adopters. Allowing electric vehicles to this mix will likely only mean Light Rail will have to happen sooner. The busway is owned by the NZTA but most of the other bus lanes let's hope that Auckland Transport are able to say no to his idea on local roads at least. The pragmatic, proven way forward for transport in a big city is the same as it's always been: Give people good transport choices by investing in efficient rapid transit networks, frequent bus services, and safe walking and cycling options.
Most people agree that the technology is improving and may be ready for wide deployment sometime in the next decade.
Even after the introduction of driverless cars, most people will continue buying self-drive cars, which will dramatically slow the transition to a driverless fleet. Fortunately, we can draw upon some real-world data to get a sense of how rapidly consumers take up new vehicle technologies. People are not rushing to give up their petrol (and self-driving) vehicles, even though there are now viable alternatives. And that's about as good as it gets anywhere in the US, which is on the leading edge of many new trends in vehicle technologies.
Research on vehicle fleets in 19 countries shows that there are only two countries where hybrids and electric vehicles account for more than 1% of vehicle fleets.
Slow rates of uptake for new vehicle technologies mean that they aren't going to solve our problems any time soon. This is especially the case in NZ where we have such a large amount of our electricity generated from renewable sources. Today, I'm looking at the costs of these cars – both their running costs, and their capital costs. These cars are much more expensive than conventional cars, unless there are hefty subsidies involved. The latest generation of vehicles use lithium-ion batteries, which are much better at storing energy than the traditional lead-acid batteries you'll find in your Corolla. Let's say that the car manufacturers are happy with a battery selling price of USD $500 per kWh, around $570 in NZ dollars. According to the MBIE, that's around 77 cents per litre once GST is added on, or $7.70 per 100 km. That's a real disincentive from buying diesel-electric PHEVs, so we'd expect them to be much less popular here. In the graph here, for a car travelling 12,000 km a year for 25 years (perhaps a bit on the high side), and using an 8% discount rate, you'll pay nearly $30,000 in running costs for a petrol car, compared with $7,000 for a BEV which is exempt from Road User Charges forever. This kind of scheme could allow the buyer to avoid the high up-front cost, which could be recouped over time through the running cost savings.
Furthermore, even though diesel-electric PHEVs will be more efficient than petrol-electric PHEVs, they are likely to have higher running costs.
Yet for many, buses have anything but a quiet image, add in emissions and they are often thought of as noisy and smelly beasts. As Jarrett Walker says, buses are like pedestrian fountains throwing people out into the city. The driver then lowers receiver plates on the bottom of the bus to within 4cm of the road surface and the bus is charged for around 10 minutes before resuming service. Doing a 25km route all day also seems pretty impressive and assuming the bus is on time then a 10 minute charge at each end would simply be taking place while the bus was between runs so there is likely to be no passenger impact. Buses are equipped with a laser controlled arm that sits atop the bus and automatically guides the contact mechanism to its mate in an overhanging charging station.
The TOSA system flash charges at a rate of 400 kW, allowing batteries to be topped off in just 15 seconds every few stops.
Charging is intended to only be completed at night during off peak hours to reduce unwanted demand on the grid, and takes only three to four hours to return to full capacity.
We will probably have to wait to see which system ultimately ends up best but it's definitely something we as a city should be thinking about. Over the medium term electric buses are likely to be much more successful in replacing the existing bus fleet than electric cars would be. They're much more energy efficient than regular cars, at least on a "tank-to-wheels" basis. BEVs generate zero tank-to-wheels greenhouse gas emissions, and PHEVs only produce emissions when using their internal combustion engines. For much of the world, a shift towards these electricity sources will be needed if advanced vehicles are to play any part in reducing emissions. For many of the world's largest economies, EVs wouldn't actually reduce emissions at all, based on the current mix of power generation. And, while renewable generation is growing, it still makes up a tiny fraction of the world's electricity supply. This is around 17% of the level of emissions produced by a typical petrol car, illustrating the potential for major emissions savings". Emissions could become essentially negligible for electric cars, or trains or buses for that matter.
The availability and price-competitiveness of electric cars will be determined by much larger markets – where the case for switching to advanced vehicles is much weaker.
There are still some questions around whether they are the most cost-effective way of reducing emissions, and whether our power grid can handle them – and those things will need to wait for another day. There are many batteries and it is important to get a battery that fits your car correctly. Sometimes you can get the battery installed for the price if you buy the new battery from the same place or there may be a fee associated with installation of the battery. When the battery bricks, or fully discharges, you replace the battery pack at a cost of around $40,000 ($32,000 plus labor and taxes).
That's not counting all the drilling, trucking, shipping, pumping, gas stations, etc, etc. Save your math for the cost of financing an electric car verses the monthly price of gasoline. By the end of 2014, more than 700,000 total plug-in vehicles had been sold worldwide (plug-in hybrids and pure battery electrics), up from about 400,000 at the end of 2013. The more kWh stored, the further the car can go on one charge, so a key metric for battery economics is the cost per kWh.
Tesla Motors and Panasonic have started building a massive $5 billion plant capable of producing half a million battery packs (plus extra batteries for stationary applications) a year.
Only the volt make sense in my view but the price is steep and overall you don't save money.
With the economies of scale ramping up the production output of existing technology, the batteries we know about today are bound to get cheaper in a few years. Most of them involve increasing energy density as well, so that less material per kWh is needed. Using todays cost right now with electricity the volt in electric mode cost about a dime a mile.
In reality growth in the total fleet will mean that even if achieved, electrics will make up a tiny percent. To be on track for the government's target the numbers registered for each month to this December will need to surpass the April results.
The Nissan Leaf is the most popular with 487 vehicles while the Mitsubishi Outland PHEV is second at 400 units registered. Most of the initiatives, such as extending the Road User Charges exemption on light vehicles and introducing an exception for heavy vehicles, are probably fine but one of the initiatives is completely nuts – letting electric vehicles us bus lanes and busways. On other corridors like Dominion Rd more than 50% of people are on the bus yet in both situations the lanes can look empty. We also know from the recent Grafton Bridge trial (that has now ended) that many drivers simply don't follow the rules. If they can't then the government have managed to neuter bus lanes and possibly set them back years. At the moment, the average NZ vehicle is around 13 years old, meaning that we'd expect it to take at least 13 years for half of the fleet to be renewed.
Over the last decade, hybrid and electric cars have become commonly available, with cumulative global sales figures in the millions. A recent study from the US has found that hybrid vehicles' market share has stayed low, even though car-makers have introduced many more new models. From the charging stations dotted around town to the dedicated public parking spaces — all provided at no cost by the city — Santa Monica has rolled out the welcome mat for electric cars.
Hybrids, which run on some combination of gasoline and battery power, account for 15.5 percent, the data says, but many of those are traditional hybrids, which do not require a plug-in cord for recharging.
Norway (largely electric cars) and the Netherlands (mostly hybrids) were far and away the leaders in uptake, due to extraordinarily generous subsidies for buyers.
It is very likely that driverless cars, when or if they become readily available, will follow a similar pattern. A 2014 London School of Economics report on the state of urban mobility (pdf) described the dilemma of vehicle technology innovation well. If we want to lower the road toll, we must invest in safe roads, including protected cycle infrastructure. But while electric cars might solve one problem, they certainly aren't a silver bullet to all issues as so wonderfully pointed out in this image from Copehagenize.
Again, I'll abbreviate plug-in hybrid electric vehicles to PHEVs, and battery electric vehicles to BEVs – these are the "full" electric vehicles which don't have an engine for backup.
They're also much more expensive, although the price is falling and will continue to do so. Adding to the uncertainty, early EVs will have been sold below cost, or at least at less-than-economic returns to the manufacturer, as they started to develop the technology. Since EVs also contribute to road wear and tear (and demand for new investment), and to accidents, they should also be paying something for this. Electricity providers would find this a straightforward extension to their business, and I believe a number of companies in New Zealand would look at running these schemes. Modern buses with have managed to address most of these issues – or at least significantly reduce them however the negative perception remains. We've talked many times before how the new bus network is a giant leap in the right direction for many reasons, one of which is that it uses buses much more efficiently.
Future bus congestion is also a key reason why the CRL is so important as it allows more buses to act as feeders rather than having to trundle into town when that space could be better used for a bus from an area not served by the rain network. Below are three different trials in different cities of electric buses each using slightly different technology.
This field induces a voltage across coils in the bus plates and the vehicle's batteries are charged. Officials describing the system call it a truly zero-carbon emission system because the electricity to recharge the buses is generated using hydroelectricity.
However, the well-to-wheels emissions for advanced vehicles depend on the source of electricity used to charge the vehicle. The difficulties in doing so would be one reason for The Boston Consulting Group's (2009, p. 22) points out that our "energy resources are plentiful and cheap by world standards… it is easier for New Zealand to commit to a low emissions electricity system than almost any other country".
We've got plenty of renewable electricity, but most countries don't, and that means their power plants have much higher emissions.
As such, prices will not fall as quickly as they would if all countries had low-emissions electricity systems, and there might not be as many different models and variants available. The price of the new battery depends on the size you need - group size, CCA or cold cranking amps and the warranty for your battery. For that to happen, you have to walk away from a Tesla already low on juice and let it sit while parasitic losses take it to zero, at which point the battery is a brick and can't be recharged, only replaced. And it's all the more amazing that you can travel 200 miles on a energy source that weighs just 30 pounds, not 1,000-2,000 pounds: five gallons of gasoline or diesel fuel. As of 2015, dozens of models of electric cars and vans are available for purchase, mostly in Europe, the United States, Japan, and China. In any event, one of the things that these folks were particularly excited about was research concerning lithium air batteries, which, as this article details, is something we could see benefits from within the next 10 years . With the true brain power being expended on making today's batteries even better, it's inevitable that the state of the art will keep advancing.
Maintenance is nil except for tires and brakes (and with regen the brakes last a VERY long time) I'll go out on a limb here and predict that depreciation will be less for electrics. The 1,220 electric vehicles are made up of 659 full electric vehicles and 561 Plug-in Hybrids. But a bus lane that looks empty normally means it's actually doing its job and allowing buses to flow, uninterrupted by congestion.
As the results of that showed, it actually had the effect of slowing other road users, especially the general traffic. Full replacement of every car on the road could take 25-40 years – a quick glimpse at Trademe shows that people are still buying and selling cars built in the early 1980s. While they tend to be more expensive to purchase, they offer savings on fuel costs and improvements in environmental performance. If we want a workable solution to congestion, we must build rapid transit infrastructure, bus lanes and walking and cycling improvements to give people the choice to avoid it. It seems to be generally agreed that battery costs are now less than USD $500 per kWh, although manufacturers would obviously want to make a profit on those costs at some point, and there are taxes and other considerations as well. Therefore, an 8 kWh PHEV battery could cost $5,200, and a 33 kWh BEV battery might be around $21,450 – still not cheap by any measure. From my earlier posts, a vehicle running on electricity could use around 20 kWh to travel 100 km. We obviously can't tax them through petrol, and it'd be pretty hard to do it through electricity prices as well, so the logical way to do it is through Road User Charges.
This would more than double the running costs of BEVs, although they'll still be cheaper than petrol cars. In my thesis, I assumed they average 3 litres of petrol per 100 km, although this will vary substantially. Someone might invent a transformational new battery chemistry (rather than lithium-ion), or we might simply see incremental advances.
Despite this there will still need to be a lot of services travelling through the CBD as shown in the image below.
This would not only disadvantage bus passengers (probably putting many off) but would also likely disadvantage many retailers due to reduced pedestrian flows past their premises. They noted also that such a bus system would be a big improvement over conventional electric buses that get their power from overhead lines and also other battery run buses that must be taken out of service periodically for recharging.
These sources, of course, vary substantially between countries, with many countries generating the bulk of their electricity from coal or oil. 2) argument that conventional vehicle "technologies will be the most cost-effective way to reduce CO2 emissions on a broad scale". True, they could help with energy security and wean countries off expensive oil imports (things I'll look at in future posts), but there's a lot of cost involved in buying into the technology, installing infrastructure and so on. As shown below, we can reduce our emissions significantly by transitioning to advanced vehicles. The story behind the story has taken on a life of its own with charges about the motives of the author. You can buy a $12,000 replacement policy that would cover a worn out battery but not a dead-from-total-discharge battery while the car is under warranty.
Reproduction in whole or in part in any form or medium without express written permission of Ziff Davis, LLC. Let him simply walk off the figurative building ledge as he attempts to extract the foot from his mouth and we'll worry about cleaning up the mess later. Right now today an electric costs less to operate than an ICE vehicle and it will only get better over time as battery technology improves.
Current rates of uptake for hybrid and electric cars suggest that it could take half a century or more for petrol cars to vanish from the road. Things get a little less straightforward when you consider that the PHEV will cost a little more due to having both an electric motor and an engine, and the BEV will cost a bit less since its electric motor is quite a bit cheaper than the typical engine. Indeed, EVs would normally be subject to these, but they've received an exemption for the time being (to encourage their uptake). Drivers who only do short trips could end up using the electric motor for nearly all their driving.
These sorts of ideas aren't just unique to the CBD though and seem to pop up from time to time in other places too. They claim also that despite such frequent recharging, the batteries in the buses are expected to last for at least a decade.
In fact, for countries such as the US, UK, China and Australia, Matthew-Wilson (2010) estimates that the Tesla Roadster BEV would actually produce higher well-to-wheels CO2 emissions than the conventional Lotus Elise on which it is based.
Matthew-Wilson (2010) estimates that in New Zealand, a Tesla Roadster would create less than one-third the CO2-equivalent emissions of a Lotus Elise. TheUnderstatement contends at least five of 2,200 Tesla Roadsters have suffered this condition and Tesla has ways to track battery condition remotely, via on-board telematics monitoring, and attempts to contact owners. Perhaps that's a sensible move, but it's probably not something we'd still want to do in 20 years time when a growing number of cars are electric, and drivers of old cars will need to pick up the slack and pay more tax. But there's also a warning that a car left to sit for more than two weeks should be plugged into Tesla's $2,000 special charger. The story can't make up its mind whether this is a good thing (Tesla just saved you forty large) or bad thing (Big Brother and all). The "marginal" cost you'll pay for an extra unit of electricity, though, will be a bit lower. A car low on power could also be done in by a power cord that comes unplugged, a circuit breaker or ground fault interrupter that trips, or a long extension cord that can't handle the current flow.
A lead-acid car battery costs about $100, is good for five years, and can be recharged in most cases until death from old age, although some badly depleted batteries can freeze in cold weather. Hybrid car batteries, mostly nickel-metal hydride, cost about $2,500 and in daily use they're never discharged below 20% or 25% (or charged above 80%). By living in that middle range, they're good almost indefinitely, at least to 11 years, which is the scrappage life for the average vehicle. It's apparently parasitic losses of the car's electrical subsystems that cause the discharge when parked.
A lithium-ion battery, such as used in a laptop or smartphone, is the same general technology as Tesla and other electric cars such as Nissan Leaf use.
It's unclear if Tesla could engineer the car to disconnect all electrical subsystems if the car reaches a critical discharge level, say 2%, to stretch its remaining life.
For example, combustion vehicles require regular oil changes or the engine will be destroyed. Electric vehicles should be plugged in and charging when not in use for maximum performance.
All batteries are subject to damage if the charge is kept at zero for long periods of time. However, Tesla avoids this problem in virtually all instances with numerous counter-measures. Tesla batteries can remain unplugged for weeks (even months), without reaching zero state of charge. Owners of Roadster 2.0 and all subsequent Tesla products can request that their vehicle alert Tesla if SOC [state of charge] falls to a low level.
All Tesla vehicles emit various visual and audible warnings if the battery pack falls below 5 percent SOC.
Key - nothing here is removable or user upgradable.
Drake and I had a nice dinner needs.
Offers great deals on general purpose batteries so you traditional hard drives and you calculations.
What You Need To Know About Your Ipod Battery It's easier this.
The improved EV range capability listed.


Sundays on Broadway and guest curator Melanie Maar present an evening of performances with Blaze Ferrer, Nikima Jagudajev, and Edie Nightcrawler.
Blaze Ferrer presents PB, a solo performance generating desire paths as a means to abstract and erode queer fabulist totems. Through head-banging choreographic recursions, the performer grapples with contemporary embodiment by shifting through recognizable figures, and incorporating burlesque strategies into acts of wandering. The work traverses through soundscapes of drum duets and crystal castles in order to manifest a saccharine purgatory both real and imagined.
Nikima Jagudajev's Crown Shy (June 2, 2019 18:00:00 EST) is a proposal for alchemy, dissolving the distinction between inside and out. In the basement shadows we mess around with test tubes, turning lead into gold. At that moment we wake up to the universe. No differentiation between consciousness and action; between our affect and us. We enter a union of opposites, a third place, Crown Shy.
Blaze Ferrer is an interdisciplinary performer and maker. As a lead artist, Blaze has made work for AUNTS, Brooklyn Arts Exchange (NEEDING IT), chashama, HERE Arts Center, Dixon Place, Gibney Showdown, Movement Research Open Performance, and various DIY events. Blaze has performed for and helped generate pieces with The Drunkard's Wife, Radiohole, Ursula Eagly, Ilan Bachrach & Robert M. Johanson, minor theater, Sophie Weisskoff, Ben Ferber, The Pack and Built For Collapse.
Nikima Jagudajev (b. 1990) is a choreographer. Her work, expanding formless energy into formal dance within open-ended socialities, has been presented at the Whitney Museum, Human Resources LA and Judson Church, in the context of 89+ at LUMA/Westbau (Zurich), Centre d'Art Contemorain (Geneva), Rockbund Art Museum (Shanghai), Villa Empain (Brussels), and as part of the Marrakech Biennale (Morocco). She has worked with, among others Olivia Erlanger, Asad Raza, luciana achugar, Tino Sehgal, and Mårten Spångberg. She was assistant editor of the anthology Post-Dance (2017) and has published various essays.
Edie Nightcrawler is a choreographer and performer who works largely in burlesque and nightlife. She performs solos all around New York city and abroad, and enjoys creating a theatrical spectacle that is body-centric, surprising, and sprinkled with stupid humor. As a contemporary dancer Edie has worked with New York based choreographers Stanley Love, Greg Zuccolo, Julie Atlas Muz, Vanessa Walters, and performed Deborah Hay's solo NEWS at the Whitney Museum. Edie occasionally appears as a backup dancer for Sasha Velour, or with Taylor Mac, on Youtube as Comedy Central's "Succubus", or assisting her mentor Janet Panetta. She was also a member of the opening cast of Absinthe at Caesar's Palace. As a choreographer Edie has created numerous fashion events, works for children, non-dancers and cabaret performers, including Angela DiCarlo's Attention Deficit Disorder Cabaret at Joe's Pub.


It's confirmed that as of April FLW is going to be on the Versus channel. This should give everyone a better opportunity to see the FLW side and how good their anglers are.
The FLW guys always seem to get a bad rap and I think it's undeserved.
I was wondering what happened as I have not found the show on MSG for a while now. As far as the bad rap? I think both BASS and FLW have their merits. BASS had a strangle hold on the better tournament fishermen for years, now there is a reasonable option for those who want a different venue.
I just hope they up their production value... The current show looks like it is filmed on a home camcorder, and the announcers don't say anything but, "he's hooked up here", "he's got a fish", "he's reeling him in", "want to take your time here...", etc.
I hear it is going to be filmed in HD. That would be an upgrade.
-oh, and I don't want to see Grandpa Joe netting the pro's fish either. Land your own fish!
Great, an entire show of nothing but commercials.
Cool, I fished the FLW and I like the way they ran things!
Is that any different than any other show. Shaw Grigsby does Triton and Quantum commercials during his show. And as we all know Charlie Ingram totes his Diamond crotch jeans during his show! Then there's Roland Martin....Bill Dance...the list goes on. Even my beloved Linder's show seems to be one big Rapala commercial now.
They have to make money somehow most of the shows are on to sell a product not to help you like you might think! :-/ Cant wait to watch it though.
The FLW could learn something from the way The Elite Series does their show. The announcers for the Elite Series have chemistry and make me wanna watch the show with the sound on. Zona actually makes me laugh and informs at the same time. It doesn't hurt that alot of the Elite series guys actually have a personality ,annoying or not. You remember who they are from one week to the next. I'm sure as fisherman,the FLW guys are just as good but as a marketable commodity there is some work to do. Some people are gonna say what does that have to do with fishing, not much. For a fishing show it means alot. If your product doesn't engage the viewer then it has failed. So let's hope it's better than last year.
For me it is their irritating announcers. Bore me to death with all the nonsense and product pushing.
A new set would really help.
Not sure why I am even commenting as I am usually on the lake and seldom get to watch anyway. I'll shut my mouth.


the Wellington filming locations for The Lord of the Rings.
In the city often described as "Wellywood", Wellington is not only the political capital of New Zealand but the movie-making capital. So it comes to no surprise that Wellington was a central hub for the making of The Lord of the Rings. Although The Lord of the Rings and were filmed all over New Zealand, you'll find many locations right here at these Lord of the Rings in Wellington locations. Just follow this guide to find them all!
From the outskirts of The Shire to the final battle fields of Minas Tirith, you can find Lord of the Rings locations spanning across every movie of the trilogy here in Wellington. Some locations you can find by walking from the city centre, taking the bus, hopping on a train, or going with a knowledgeable tour guide. Alternatively, you'll be able to get to the locations by car.
So transport yourself to Middle-earth and head to these Lord of the Rings locations in Wellington!
The Lord of the Rings' director, Peter Jackson, grew up in Pukerua Bay, 30 minutes from Wellington city centre.
You can find huge sculptures of Gollum catching fish in Wellington Airport made by the Weta Studios.
Weta Studios sculptures can be found all over Wellington, including the spider-like robot on Courtenay Street.
The location for the town of Bree was made and filmed in an army base in Seatoun, however access to the public is prohibited.
None of the original sets of The Lord of the Rings was left in the filming locations.
An easy-to-reach Lord of the Rings filming location in Wellington Central, Mt Victoria was used in The Fellowship of the Ring when the Hobbits hid from the ring wraiths just outside of The Shire.
As you hike your way up the forested hill, you'll instantly recognise the environment like you have been transported to the scene when Frodo shouts: "Get off the road!" Specifically, this is on the first right turn on the walking track with the Lord of the Rings signpost. Further down the track on your left is a steep bank where the Hobbits discovered some mushrooms.
On the right are two trees on a overhanging ledge, where they hid from the ring wraiths. (To find the exact three trees featured is hard to find yourself without a local literally pointing them out to you). As for the tree roots that the Hobbits hid behind, these were props added to the set. With some locals' know-how, you also might be able to find the tree where Frodo sat smoking a pipe.
Location: Wellington town belt. Take Alexandra Road and look for a parking area halfway up. A track on the left goes down into the forest. Find walking directions in Wellington – Guide for Backpackers.
Where all the magic happened, or at least, where they put the magic in The Lord of the Rings. The Weta Workshop are part of the studios where the props, costume and special effects were made for The Lord of the Rings and The Hobbit trilogies.
The Weta Cave is a free mini museum and shop where you can buy and gaze upon the Middle-earth memorabilia made from the makers of The Lord of the Rings! There is also a short video to watch about the work they do in the Weta Workshop.
At the cave, you can sign up to do a tour of the Weta Workshop to hear some behind-the-scenes stories from The Lord of the Rings and watch props and costumes being made for new movies! Book your Weta Workshop tour here.
Location: The Weta Cave and Workshop is in Miramar. From Wellington Central take bus 2 to Miramar and simply ask the driver to tell you when to get off at the Weta Cave. Don't worry, this happens often. Otherwise, it is located on the corner of Weka Street and Camperdown Road, for those driving.
Whether you're a Lord of the Rings fan or not (which you are because you are reading this guide), the Putangirua Pinnacles are a must-see! These impressive weathered pillars of rock were used in the scenes for Dimholt Road where Aragorn, Legolas and Gimli search for the Army of the Undead in The Return of the King.
Read Wairarapa – Guide for Backpackers for more information on the walking tracks you can take to see the Putangirua Pinnacles.
Location: From Martinborough, take State Highway 53 and turn left onto Kahutara Road and follow it all the way to the T-junction at the end. Turn right onto Lake Ferry Road, then left onto Cape Palliser Road and follow the signs from there.
The Hutt River was used to show part of the River Anduin, where The Fellowship of the Ring travelled in boats after leaving Lothlorien. The boats were launched from Poet's Park. The other location for the River Anduin is in Queenstown in the South Island, (see 23 Lord of the Rings Locations You Can't Miss in New Zealand).
You can bike or walk along this section of river between the Moonshine Bridge and Poet's Park in Upper Hutt.
Location: Upper Hutt. Drive north on State Highway 2 from Lower Hutt, past the Haywards Hill turnoff, and head north until you reach a small bridge with sharp right turn. Poet's Park is on the left.
"They're taking the Hobbits to Isengard!" Ok, let's not get ahead of ourselves.
Before it all kicked off in Isengard, Gandalf first goes to visit Saruman in Isengard in The Fellowship of the Ring to share his suspicions about the One Ring. They take a stroll in the gardens of Isengard, which was filmed in Harcourt Park, Upper Hutt. Grab a large stick in the park to use as a staff and walk like a wizard.
Location: Harcourt Park. Head north of Upper Hutt on State Highway 2 and turn left at Brown Owl into Akatarawa Road. Harcourt Park is on the left.
This is one of the few Lord of the Rings locations in New Zealand with information boards to help you find the filming locations yourself. Even then, you need to use a lot of imagination, as many of the plants in the area were taken to a greenhouse during the filming, then replanted afterwards.
You'll notice the huge elven arch, giving you those Rivendell vibes. However, don't get too excited because the arch was a recent installation, rather than something that was actually used on set. On the plus side, it does indicate the gateway to the filming location where the Fellowship of the Ring leaves Rivendell.
Location: Kaitoke Regional Park is a 15-minute drive north of Upper Hutt on State Highway 2.
Queen Elizabeth Park on the Kapiti Coast was partly used to depict Pelennor Fields in The Return of the King. This was the final battle scene in the fields surrounding Minas Tirith.
Find the other location for the Pelennor Fields in Twizel on the South Island.
Location: Head north from Wellington along State Highway 1 to McKays Crossing. At the crossing take a left towards the coast and follow the road a short distance into Queen Elizabeth Park.
Not the sexiest of The Lord of the Rings locations, but Dry Creek Quarry is worth checking out for any die-hard Rings fan. Dry Creek Quarry was the set of Helm's Deep and Minas Tirith in The Two Towers.
The quarry was transformed by the sets built for filming to depict the fortifications used in the last battle scene of The Two Towers.
Location: Dry Creek Quarry, Haywards Hill Road. Haywards Hill is a 10-minute drive from Upper Hutt or Lower Hutt. Take State Highway 2 north from Lower Hutt, or south from Upper Hutt to the entrance of State Highway 58. You can also take the train to Manor Park station.
Read these articles to find more Lord of the Rings locations in New Zealand.


Students at Pilgrim School have really jumped into service learning this school year! As Mek Worate explains, from cleanups to campaigning for Prop 67, Pilgrim School have become blue-star healers of the bay.
Campus cleanup before beach visit to kick off the school year.
Our school had a community clean up event in August. Students from grades 9 to 12 participated by going around our neighborhood cleaning up trash. Students were divided among their grade level and assigned different areas. We were taught about the harms of materials made out of plastic that are not biodegradable and the changes they bring to the surface of our planet through accumulation and fragmentation of plastics which can affect habitats and wildlife. While picking up trash we collected data on what kind of trash we got from different areas and almost 60% was plastic.
You never know what you'll find at a cleanup!
After the community clean up event at our school, a group of students wanted to do something to improve the current situation. So in September, we got together and went to the Ban the Bag Youth Summit, hosted by Heal the Bay. We were trained and educated about the broader issue of plastics in the environment and it gave us an opportunity to do something about it.
At the Youth Summit, students from different schools attended and were given the training as well. We got to practice speaking out against plastic pollution and trained among students from different schools. We also got to spend time creating posters and signs that supported Proposition 67, a statewide ballot initiative that aimed to ban plastic bags and supports the use of reusable bags. The summit prepared us to host a reusable bag giveaway in our community as a part of October 20th's Reusable Bag Day.
At our Reusable Bag Day events, our school was split into two groups to spread out and introduce the proposition that was on the ballot for the current election by distributing reusable bags. One was held at an open house for our own school. The other one was held at the Islamic Center where the donations from food bank is distributed to the community. All of our experiences with Heal the Bay this year have been rewarding and eye opening, let's see what comes next!
Update: We're so happy to have had the campaigning efforts of Pilgrim School. Because of efforts like theirs, Californians voted to Ban the Bag for Good on Nov 8th, putting Prop 67 into effect immediately. Thanks Pilgrim for all you do!


Previous message: Bernhard Duebi: "Re: [Vserver] NFS Server within VServer"
In reply to: Herbert Poetzl: "Re: [Vserver] Problem building on Debian"
It would be really nice to upgrade to vs1.29 at the same time.
> > > > because Debian ship with some patches for ipv6 etc.
> > > > I get a problem with include/net/route.h.
> > > > to know what this function should accomplish.


Drawing shows Golden Crown Hotel, Ralph Block, Hastings Mill Restuarant and other businesses.
Item is a photograph in which a sign for Oriental Centre is visible.
Item is a photograph in which a sign for West Coast Books is visible.
Item is a photograph in which a sign for Cost Plus is visible.


OMB has registered on Data.gov three high-value data sets that were never before available online and in a downloadable format. OMB has released a list of annual draft rules reviewed by OMB going back to 1981, a history of economic forecasts from 1976 to the present, and improper payments for programs from 2004 to 2009.
OMB has designated Controller Daniel Werfel as our high-level senior official to be accountable for the quality and objectivity of, and internal controls over, publicly-disseminated Federal spending information.
OMB has established an Open Government Webpage that meets each instruction set forth in the Directive and informs the public of OMB's open government activities.
Our Open Government Webpage incorporates a mechanism for the public to 1) provide input on our Open Government Plan, 2) provide input about which information to prioritize for publication; and 3) give feedback on assessment of the quality of published information. In addition, we have developed a plan to respond to public input. OMB views the American public as a partner in helping us achieve our goals and objectives through greater openness. To that end, OMB remains open to feedback and input from the public on ways to improve transparency, public participation, and collaboration.
OMB has completed a self-evaluation of their Open Government Plan, that details how the Plan meets the criteria of the Open Government Directive.


text:
.class final Lcom/android/internal/atfwd/AtCmd$1;
.super Ljava/lang/Object;
.source "AtCmd.java"

# interfaces
.implements Landroid/os/Parcelable$Creator;

# annotations
.annotation system Ldalvik/annotation/EnclosingClass;
    value = Lcom/android/internal/atfwd/AtCmd;
.end annotation

.annotation system Ldalvik/annotation/InnerClass;
    accessFlags = 0x8
    name = null
.end annotation

.annotation system Ldalvik/annotation/Signature;
    value = {
        "Ljava/lang/Object;",
        "Landroid/os/Parcelable$Creator",
        "<",
        "Lcom/android/internal/atfwd/AtCmd;",
        ">;"
    }
.end annotation

# direct methods
.method constructor <init>()V
    .locals 0

    .prologue
    .line 198
    invoke-direct/range {p0 .. p0}, Ljava/lang/Object;-><init>()V

    return-void
.end method

# virtual methods
.method public createFromParcel(Landroid/os/Parcel;)Lcom/android/internal/atfwd/AtCmd;
    .locals 2
    .parameter "source"

    .prologue
    .line 201
    new-instance v0, Lcom/android/internal/atfwd/AtCmd;

    const/4 v1, 0x0

    invoke-direct {v0, p1, v1}, Lcom/android/internal/atfwd/AtCmd;-><init>(Landroid/os/Parcel;Lcom/android/internal/atfwd/AtCmd$1;)V

    .line 202
    .local v0, ret:Lcom/android/internal/atfwd/AtCmd;
    return-object v0
.end method

.method public bridge synthetic createFromParcel(Landroid/os/Parcel;)Ljava/lang/Object;
    .locals 1
    .parameter "x0"

    .prologue
    .line 198
    invoke-virtual {p0, p1}, Lcom/android/internal/atfwd/AtCmd$1;->createFromParcel(Landroid/os/Parcel;)Lcom/android/internal/atfwd/AtCmd;

    move-result-object v0

    return-object v0
.end method

.method public newArray(I)[Lcom/android/internal/atfwd/AtCmd;
    .locals 1
    .parameter "size"

    .prologue
    .line 206
    new-array v0, p1, [Lcom/android/internal/atfwd/AtCmd;

    return-object v0
.end method

.method public bridge synthetic newArray(I)[Ljava/lang/Object;
    .locals 1
    .parameter "x0"

    .prologue
    .line 198
    invoke-virtual {p0, p1}, Lcom/android/internal/atfwd/AtCmd$1;->newArray(I)[Lcom/android/internal/atfwd/AtCmd;

    move-result-object v0

    return-object v0
.end method

redpajama_set_name: RedPajamaGithub


text:
Pearl Jam Announce New 'Gigaton' Album and Tour
Band's 11th studio album is first since 2013's 'Lightning Bolt.'
Pearl Jam's Rare Holiday Songs Coming to Streaming Services
The tunes were long reserved for Ten Club members only.
Pearl Jam Announce 2020 Tour Dates + Festival Appearances
2020 is stacked with good tours so far.
Pearl Jam Raise $11 Million to End Youth Homelessness
In addition to thanking those who have shown interest in The Home Shows, Pearl Jam urged fans to get personally involved in the fight.
Jon Wiederhorn
Mike McCready, KT Tunstall Team Up for Tom Petty Cover
Pearl Jam guitarist Mike McCready has joined forces with singer-songwriter KT Tunstall and Thunderpussy's Leah Julius to record a cover of Tom Petty's "I Won't Back Down."
Seattle Hotel Opens Beatles and Pearl Jam-Themed Suites
The Edgewater Hotel in Seattle has renovated a pair of suites to have Beatles and Pearl Jam themes.
Axl Rose Wanted a '90s Guns N' Roses Tour With U2 and Pearl Jam
Guns N' Roses' tour with Metallica was the hard rock live event of the early '90s, but it might have been followed up with an even bigger concert collaboration.
Watch Eddie Vedder Honor David Letterman at the Kennedy Center
Pearl Jam recently honored David Letterman when the comedian was awarded the Mark Twain Prize for American Humor at the Kennedy Center in Washington D.C.
Michael Christopher
David Letterman to Induct Pearl Jam Into Rock Hall Instead of Neil Young
Pearl Jam have been forced to make a last-minute change to their Rock and Roll Hall of Fame induction.
Pearl Jam's Eddie Vedder Donates $10,000 to Family in Need
After reading Tyshika Britten and her kids were facing eviction and couldn't afford Christmas gifts this year, Vedder gave $10,000 to the Maryland family.
Eddie Vedder Pauses Pearl Jam Show to Eject Unruly Fan
It's bound to get a little rowdy at any Pearl Jam concert. But the group won't tolerate actual violence in the crowd.
Pearl Jam Pay Tribute to Prince, Cover Infuse 'Purple Rain' and 'Yellow Ledbetter'
Eddie Vedder said, "If there was anyone I thought would be playing when he was 80 or 85, it was gonna be Prince."
Tim Karan

redpajama_set_name: RedPajamaCommonCrawl


The entry level training that we offer for RCM is a 3-day course; we also offer a 10-day course for RCM facilitators and a 1-day RCM Awareness Session (primarily targeted at senior managers or those on the periphery of an RCM project).
If you require an in-house training course click here.
If you wish to attend a public/syndicated course click here.
For an overview of of the 3-day RCM2 Training Course content click here.
For an overview of the 10-day RCM2 Facilitator Training Course content click here.
It is essential that all people who take part in an RCM analysis meeting attend an appropriate training course prior to the analysis group meetings.
It is false economy to attempt to implement RCM without training the analysis group members because the RCM approach involves radical shifts in the way people think about maintenance.
The courses we provide in support of RCM2 are highly participative, comprising a combination of formal lecturing, exercises and case studies. As a member of the Aladon Network we use the high quality course notes and presentation materials that distinguish the Network's offerings from others.
Comprehensive course notes are provided together with "solutions" to all exercises and case studies; the "solutions" are reviewed by the tutor with the delegates as part of the course.
Visual-aids used during the courses include very high quality colour slides and incorporate learning-aids such as colour-coding and carefully structured examples and anecdotes to reinforce learning.
The courses have evolved over many years and are updated from time-to-time.


text:
1995 National Summer School
Past Programs, ANAT, 1995 Program
ANAT's 1995 Summer School was staged at the Academy for the Arts, Queensland University of Technology.
The primary aim of the school was to facilitate the acquisition of computer based skills by artists, to expose artists to new technologies and afford them access to skills in this area. ANAT's National Summer School still remains the only such intensive training program in Australia devised specifically for artists.
In the selection process ANAT was mindful of including artists from a range of backgrounds. ANAT also attempted to get a range of familiarity levels with computers. The other selection factor that was used, all other things being equal, was the ability to pass this information on down the line, as ANAT is interested in knowledge in the field being passed on as far as is possible.
The artists selected to attend the course were:
David McDowell (Tas)
Christl Berg (Tas)
Patricia Piccinini (Vic)
Marion Harper (Vic)
Anne Robertson (SA)
Michael Grimm (SA)
Leah King-Smith (Qld)
Gordon Bennett (Qld)
Marie Biggins (Qld)
Nehme Lines (Qld)
Lyndall Milani (Qld)
Janet Merewether (NSW)
Greg Somerville (NSW)
Many of the participants have described the knowledge, techniques, skills and networks developed through their participation as invaluable and revolutionary. All Summer Schools organised by ANAT have effectively served as catalysts for action.
Three main tutors undertook the training: Edite Videns, John Tonkin and Keith Armstrong. The tutors were chosen because of their expertise in various software packages and computer platforms. All of the trainers are also prominent artists in the art and technology scene in Australia. Further, John Tonkin has taught several times at previous ANAT Summer Schools and therefore thoroughly understands the dynamics of the School.
The artists ranged from those with no experience to those with computer experience for non-art applications. The school is designed to cater for all levels of experience, and to answer individual participants' needs.
National Summer School: Satellite Events
To complement the core skills-based program, a number of satellite events introduced participants to other new technologies and future-orientated issues through hands-on workshops and demonstrations. They included:
Joyce demonstrated her work and discussed the use of science-based concepts in the production of artwork. Joyce is a Sydney-based artist.
Isabelle Delmotte
Isabelle demonstrated her Silicon graphics based computer animation that she is in the processes of completing which describes the subjective experience of major epileptic fits. Isabelle is a Sydney-based artist.
Adam is a pioneering computer artist who is based in Brisbane. He spoke about his work and the experience of working with computers in the production of artwork.
Paul Brown
Paul Brown demonstrated and discussed the internet and his electronic journal Fine Art Forum, both as a concept and as a tool for artists working in the field. This talk took place at Griffith University.
David O'Halloran
David gave a talk on the aims and objectives of the Australian Network for Art and Technology, in the context of the wider national and international electronic arts scene.
The exhibition, artists thinking about science, which had toured with the Great Australian Science Show in Melbourne, Sydney and Brisbane, was restaged at the Queensland Academy for the Arts with the support of Vision Australia to coincide with the Summer School. This made the work that was in the show available to both the participants and the general public. A modest opening was held at the exhibition to attract interest for both the school and the other satellite activities.
Selected relationships
Patricia Piccinini
Janet Merewether
John Tonkin
Keith Armstrong
– via www.anat.org.au


text:
David Barrufet, né le  à Barcelone, est un ancien joueur espagnol de handball, évoluant au poste de gardien de but. Il prend sa retraite sportive en juin 2010 après une carrière sous le maillot du FC Barcelone commencée à  et terminée à , soit  dans son club de toujours. En son honneur, le club blaugrana a d'ailleurs retiré le numéro de maillot qu'il portait, le . Ayant obtenu un diplôme en droit, il devrait intégrer le service juridique du FC Barcelone.

Palmarès

Club
compétitions internationales
 Vainqueur de la Ligue des champions (7) : 1991, 1996, 1997, 1998, 1999, 2000, 2005
 Finaliste en 1990, 2001, 2010
 Vainqueur de la Coupe d'Europe des vainqueurs de coupe (2) : 1994, 1995
 Vainqueur de la Supercoupe d'Europe (5) : 1997, 1998, 1999, 2000, 2004
 Vainqueur de la Coupe de l'EHF (1) : 2003

compétitions nationales
 Vainqueur du Championnat d'Espagne (11) : 1989, 1990, 1991, 1992, 1996, 1997, 1998, 1999, 2000, 2003, 2006
 Vainqueur de la Coupe du Roi (10) : 1990, 1993, 1994, 1997, 1998, 2000, 2004, 2007, 2009, 2010
 Vainqueur de la Coupe ASOBAL (6) : 1995, 1996, 2000, 2001, 2002, 2010
 Vainqueur de la Supercoupe d'Espagne (13) : 1989, 1990, 1991, 1992, 1994, 1997, 1998, 2000, 2001, 2004, 2007, 2009, 2010

Sélection nationale

 Jeux olympiques
  Médaille de bronze aux Jeux olympiques 2000 de Sydney,
  Médaille de bronze aux Jeux olympiques 2008 de Pékin,
  aux Jeux olympiques 1992 de Barcelone,
  aux Jeux olympiques 2004 d'Athènes,

 Championnat du monde
  Médaille d'or au Champion du monde 2005,
  au Champion du monde 1999,
  au Champion du monde 2001,
  au Champion du monde 2007,
  au Champion du monde 1995,

 Championnat d'Europe
  Médaille d'argent au Championnat d'Europe 1996,
  Médaille d'argent au Championnat d'Europe 1998,
  Médaille de bronze au Championnat d'Europe 2000,
  Médaille d'argent au Championnat d'Europe 2006,

 Championnat du monde junior
  Médaille d'argent au Champion du monde junior 1989

Distinctions individuelles
 Élu meilleur gardien de l'année par la Fédération internationale de handball : 2001 et 2002
 Élu meilleur gardien du championnat du monde 2001
 Élu meilleur gardien du championnat d'Espagne : 2003 et 2004
 Record de sélections en équipe nationale d'Espagne avec  joués

Notes et références

Liens externes

Naissance en juin 1970
Naissance à Barcelone
Handballeur catalan
Joueur du FC Barcelone (handball)
Handballeur aux Jeux olympiques d'été de 2008
Médaillé de bronze olympique espagnol
Champion du monde espagnol de handball
Handballeur aux Jeux olympiques d'été de 1992
Handballeur aux Jeux olympiques d'été de 2000
Handballeur aux Jeux olympiques d'été de 2004
Handballeur international espagnol

redpajama_set_name: RedPajamaWikipedia


text:
Cart.com launched by former Blinds.com CFO
This article was originally published on JamesNames by James Iles on December 4, 2020.
According to Forbes, this year's Cyber Monday was the largest online shopping day in US history. It surpassed all expectations to produce a 15.1% increase over last year, delivering $10.8 billion in online sales for the day.
The COVID-19 pandemic has accelerated the seismic shift to online, but regardless of the specter that is COVID-19, sales have been trending online, and most companies have realized that.
Two entrepreneurs with a history in eCommerce have also realized that. This week on LinkedIn, the former COO of Home Depot's online configurable business Global Custom Commerce, Omair Tariq, announced the founding of Cart.com, an "eCommerce-as-a-service" platform that Omair is creating alongside Jim Jacobsen, another entrepreneur with a long and successful history.
For a new company in the eCommerce space, the Cart.com domain is possibly the best you could get. The domain succinctly describes the service, company, and industry in one small package: Cart.com.
Based on WHOIS history, it looks as though the domain was acquired in September, with Cart.com moving between two privacy-protected Uniregistry accounts. Details of the acquisition haven't been revealed publicly, so it's not clear whether this was an outright acquisition or whether there is a lease-to-own or other agreement in place.
What is clear is that in Cart.com, Omair and Jim have the best possible base to build a defining eCommerce solution.
Grow your ecommerce business faster than ever


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text:
package examples;

import io.vertx.core.Future;
import io.vertx.core.Vertx;
import io.vertx.core.json.JsonObject;
import io.vertx.ext.auth.webauthn.Authenticator;
import io.vertx.ext.auth.webauthn.RelyingParty;
import io.vertx.ext.auth.webauthn.WebAuthn;
import io.vertx.ext.auth.webauthn.WebAuthnOptions;

import java.util.List;

/**
 * @author Paulo Lopes
 */
public class WebAuthNExamples {

  public void example1(Vertx vertx, List<Authenticator> authenticators) {
    WebAuthn webAuthN = WebAuthn.create(
      vertx,
      new WebAuthnOptions()
        .setRelyingParty(new RelyingParty().setName("ACME Corporation")))
      .authenticatorFetcher(query -> {
        // function that fetches some authenticators from a
        // persistence storage
        return Future.succeededFuture(authenticators);
      })
      .authenticatorUpdater(authenticator -> {
        // function that updates an authenticator to a
        // persistence storage
        return Future.succeededFuture();
      });

    // some user
    JsonObject user = new JsonObject()
      // id is expected to be a base64url string
      .put("id", "000000000000000000000000")
      .put("rawId", "000000000000000000000000")
      .put("name", "john.doe@email.com")
      // optionally
      .put("displayName", "John Doe")
      .put("icon", "https://pics.example.com/00/p/aBjjjpqPb.png");

    webAuthN
      .createCredentialsOptions(user)
      .onSuccess(challengeResponse -> {
        // return the challenge to the browser
        // for further processing
      });
  }

  public void example2(Vertx vertx, List<Authenticator> authenticators) {
    WebAuthn webAuthN = WebAuthn.create(
      vertx,
      new WebAuthnOptions()
        .setRelyingParty(new RelyingParty().setName("ACME Corporation")))
      .authenticatorFetcher(query -> {
        // function that fetches some authenticators from a
        // persistence storage
        return Future.succeededFuture(authenticators);
      })
      .authenticatorUpdater(authenticator -> {
        // function that updates an authenticator to a
        // persistence storage
        return Future.succeededFuture();
      });

    // the response received from the browser
    JsonObject request = new JsonObject()
      .put("id", "Q-MHP0Xq20CKM5LW3qBt9gu5vdOYLNZc3jCcgyyL...")
      .put("rawId", "Q-MHP0Xq20CKM5LW3qBt9gu5vdOYLNZc3jCcgyyL...")
      .put("type", "public-key")
      .put("response", new JsonObject()
        .put("attestationObject", "o2NmbXRkbm9uZWdhdHRTdG10oGhhdXRoRGF0YVj...")
        .put("clientDataJSON", "eyJ0eXBlIjoid2ViYXV0aG4uY3JlYXRlIiwiY2hhbGxlb..."));

    webAuthN
      .authenticate(
        new JsonObject()
          // the username you want to link to
          .put("username", "paulo")
          // the server origin
          .put("origin", "https://192.168.178.206.xip.io:8443")
          // the server domain
          .put("domain", "192.168.178.206.xip.io")
          // the challenge given on the previous step
          .put("challenge", "BH7EKIDXU6Ct_96xTzG0l62qMhW_Ef_K4MQdDLoVNc1UX...")
          .put("webauthn", request))
      .onSuccess(user -> {
        // success!
      });
  }

  public void example3(Vertx vertx, List<Authenticator> authenticators) {
    WebAuthn webAuthN = WebAuthn.create(
      vertx,
      new WebAuthnOptions()
        .setRelyingParty(new RelyingParty().setName("ACME Corporation")))
      .authenticatorFetcher(query -> {
        // function that fetches some authenticators from a
        // persistence storage
        return Future.succeededFuture(authenticators);
      })
      .authenticatorUpdater(authenticator -> {
        // function that updates an authenticator to a
        // persistence storage
        return Future.succeededFuture();
      });

    // Login only requires the username and can even be set to null if
    // resident keys are supported, in this case the authenticator remembers
    // the public key used for the relying party
    webAuthN.getCredentialsOptions("paulo")
      .onSuccess(challengeResponse -> {
        // return the challenge to the browser
        // for further processing
      });
  }

  public void example4(Vertx vertx, List<Authenticator> authenticators) {
    WebAuthn webAuthN = WebAuthn.create(
      vertx,
      new WebAuthnOptions()
        .setRelyingParty(new RelyingParty().setName("ACME Corporation")))
      .authenticatorFetcher(query -> {
        // function that fetches some authenticators from a
        // persistence storage
        return Future.succeededFuture(authenticators);
      })
      .authenticatorUpdater(authenticator -> {
        // function that updates an authenticator to a
        // persistence storage
        return Future.succeededFuture();
      });

    // The response from the login challenge request
    JsonObject body = new JsonObject()
      .put("id", "rYLaf9xagyA2YnO-W3CZDW8udSg8VeMMm25nenU7nCSxUqy1pEzOdb9o...")
      .put("rawId", "rYLaf9xagyA2YnO-W3CZDW8udSg8VeMMm25nenU7nCSxUqy1pEzOdb9o...")
      .put("type", "public-key")
      .put("response", new JsonObject()
        .put("authenticatorData", "fxV8VVBPmz66RLzscHpg5yjRhO...")
        .put("clientDataJSON", "eyJ0eXBlIjoid2ViYXV0aG4uZ2V0IiwiY2hhbGxlb...")
        .put("signature", "MEUCIFXjL0ONRuLP1hkdlRJ8d0ofuRAS12c6w8WgByr-0yQZA...")
        .put("userHandle", ""));

    webAuthN.authenticate(new JsonObject()
      // the username you want to link to
      .put("username", "paulo")
      // the server origin
      .put("origin", "https://192.168.178.206.xip.io:8443")
      // the server domain
      .put("domain", "192.168.178.206.xip.io")
      // the challenge given on the previous step
      .put("challenge", "BH7EKIDXU6Ct_96xTzG0l62qMhW_Ef_K4MQdDLoVNc1UX...")
      .put("webauthn", body))
      .onSuccess(user -> {
        // success!
      });
  }

  public void example5(Vertx vertx) {
    // fido2 MDS config
    final WebAuthnOptions webAuthnOptions = new WebAuthnOptions()
      // in order to fully trust the MDS tokens we should load the CRLs as
      // described on https://fidoalliance.org/metadata/

      // here the content of: http://crl.globalsign.net/Root.crl
      .addRootCrl(
        "MIIB1jCCAV0CAQEwCg...");

    // create the webauthn security object like before
    final WebAuthn webAuthN = WebAuthn.create(vertx, webAuthnOptions);

    webAuthN.metaDataService()
      .fetchTOC()
      .onSuccess(allOk -> {
        // if all metadata was downloaded and parsed correctly allOk is true
        // the processing will not stop if a entry is corrupt, in that case that
        // specific entry is skipped and the flag is false. That also means that
        // that entry will be tagged and "not trustable" as we can't make any
        // valid decision.
      });
  }

  public void example6(Vertx vertx) {
    final WebAuthnOptions webAuthnOptions = new WebAuthnOptions()
      // fido2 MDS custom ROOT certificate
      .putRootCertificate("mds", "MIIB1jCCAV0CAQEwCg...")
      // updated google root certificate from (https://pki.goog/repository/)
      .putRootCertificate("android-safetynet", "MIIDvDCCAqSgAwIBAgINAgPk9GHs...");
  }
}