how'd you like to search WRJ blog by value chains eg vc1 money vc2 AI & human tech vc3 health vc4 arts and communities happy stuff including olympics vc5 girls safety vc6 education for livelihoods vc7 food as nutrition security & diversity vc8 infrastructure for win-win trade maps vc9 true media
breaking the last empire : americans need to vote now are they separate and superior speciesn OR are they like the rest of the 8 billion of us? new summer 2019 : drucker ::::60 years ago dad, norman macrae, started the first of 100 conversations on AI (Artificial Intelligence), He had just surveyed how Japan was rising (lifting potentially Asians everywhere out of colonial era poverty) round brilliant engineers (bullet trains, container superports , microelectronics, the most reliable engines in the world) - from tokyo he brought back a pocket calculator- what would schools and the world be like if everyone had one of these?

Within a few years the world was debating if tech helps man reach the moon is there any mission impossible on earth.
5G 2020s (4 3 2) 1 G 1970s
And Gordon Moore of Intel had just written a paper promising that microelectronic engineers would improve tech 100 fold every G decade to 2020s -that's a trillion fold more powerful microchips in 2030 than man raced to the moon with. So who's knowledge should teachers and everyone linkin to now if millennials are to be the first sustainability generations and THE UN 17 sdgs are to be celebrated as possible wherever the next girl is born. We welcome your nominations: here are a few examples back from the future of 2030 followed by an approximate chronological order. If in doubt as to whether we know your favorite WRJC please search this blog and mail us chris.macrae@yahoo.co.uk if we have left someone out

Monday, October 29, 2018

von neumann #BR6 #BR4 1 to 3 tiimes moore

Von Neumann  (1903- 1957 -)

 moore tech: e-scale doubles every 7 years

Johnny was probably the most creative person of his lifetime- definitely the most creative mathematician. He was catapulted into the 3 most urgently accelerating sciences of the time
nuclear
computers for analysis
computers as bridge to media and human intelligence purpose

war forced him to be in the middle of all three of these - and nuclear was the cause of his short life
in fathering the ;programmable computer- post-war free of state secrets, he took extra joy in open sourcing all his discoveries much to the displeasure of some of his academic brethren at princeton who wanted to keep it to themselves- ibm was one of those gain most from Johnny's shared economy of his life's great works 

probably aware of the fact that analysis power would double way almost every year beyond his life span, he moved from design of programmable computer put of coding and into his last works at yale modeling the human mind as a neural network- in other words how much more programmable are human minds than we like to believe and is this overlap good or bad news for where artificial intelligence will also take us

von neumann cautioned - dont let your world be ruled by zero-sum economists- that was how the past empire and industrial age constrained the human lot- he would have loved digital currencies replacing politicians paper ones but only if they were designed to open source sustainability most urgently massive improvements for all people s not as some new hidden ponzi scheme ruler

one of the other most fascinating questions- is how did eastern europe train such a great cluster of mathematicians as von neumann, einstein etc- and how is it that american education has never begun to replicate such maths education- in 2018 its also noticeable that eastern europe is the one place in the wporld demanding its brightest lawyers focus on blockchain law- this will be the antidote to how much harm the EU has done eastern europe- see also works of today's Hungarian exile George Soros

for those who prefer to question rather than examine everyone they meet reading my father's biography of von neumann may yet help you help us all cooperatively prevent some of the great  threats to human sustainability- for the rest of us well the age of 4000 times moore wouldnt have been launched without von neumann

Sunday, October 21, 2018

Gandhi M #Br2

World Record book of Jobs Creators

Gandhi, tags: sustainable world trade corridor #BR2
Languages Hindi , English
exp-era 0 assassinated 1946

few centuries have started up with a more exciting vision than Gandhi's : end colonisation which became his life's work from 1906 - what could the future of sustainable world trade look like noting that half of the world's people live in south asia or China? more on Gandhi as WRJC http://www.worldrecordjobs.com/search?q=gandhi - tags languages Hindi, English ...world trade #BR2 #theEconomist- see http://www.bri.school

more Gandhi was one of the most global people born in the 19th century - age 18 he went from his area of upbringing - states surrounding Mumbai (then called Bombay) to read law at the Bar of London- most of his professional work as a Barrister was done in South Africa- the Gandhi world travel triangle became bombay-durban-london related WRJC Mandela

in 1906 about half way through his life he had his aha moment he called satyagraha (search for while gtruth) - his profession the law of the English Empire was what was holding back native Africans as well as his peoples in India- the aha moment came when he was thrown off a train for having the wrong colored skin-

Gandhi continued professional work as a Barrister in South Africa but decided from 1906 that he would need to design a whole new education system in India before aiming to take on the British in demanding independence
maria montessori helped gandhi with the most famous educational innovation - village montessori

gandhi also revitalised ashrams - rural cooperatives for people of all ages to build community
Gandhi valued l.ivelihood education everywhere this different from classroom theory- as well as agricultural apprenticeships which village children gain from approaching adolesecence

- gandhi aimed to maximise yo0uth's appreciation of cultural diversity before adolescence - moreover, he had himself served as a first aid networker on several occasions including London during the first 6 months of world war 1- so maximising understanding of personal health would have been a curriculum Gandhi would have cheered

Gandhi's Talisman for peer to peer networking
"I will give you a talisman. Whenever you are in doubt, or when the self becomes too much with you, apply the following test. Recall the face of the poorest and the weakest man [woman] whom you may have seen, and ask yourself, if the step you contemplate is going to be of any use to him [her]. Will he [she] gain anything by it? Will it restore him [her] to a control over his [her] own life and destiny? In other words, will it lead to swaraj [freedom] for the hungry and spiritually starving millions?
Then you will find your doubts and your self melt away."
- One of the last notes left behind by Gandhi in 1948, expressing his deepest social thought.


India upodates of most scale : Nilekani


Saturday, October 20, 2018

Fazle Abed

Nobody in the 20th century has contributed more to "the curriculum" of ending poverty of the poorest than Sir Fazle Abed. What is amazing is the failure lof western universities to come close to teaching this curriculum

Professors go wrong by totally misdescribing what brac does
Go back to 1972 and you will seeSir Fazle Abed went to live in one of the poorest regions lon earyh with no access to electricity and which was suffering at least 3 crises
cyclone that had lkilled more people locally than any preiously seen
a war of independence that had caused much distruction as well as dis;location of people
a famine that killed a million people

what sir fazle did was search and test solutions the community needed
by 1978 he had about 30 - which could be calssified into 2 types

type 1 could be microfrancied- ie a market could be designed for vilagers who learnt the solution so that the vilagers business would be positive income generating
type 2 had huge value eg teaching every mother how oral hydration could save her infsants life but needed some organisation to fund this

it shouldnt be a suprise that the first type 1 microfranchses were agricultural- fortunatle the green revolutoion linked by crop scientists lile bor;laug was happening- brac coukd work out a way fro vailage mothers to ;produce several times more rice than before
- ruice is a great staple but kit has no votamins - co children needed veggies to be grown as well as rise- fazle abed discovered that less than 10% of the seeds beingh distribiuted to vilagers were working - so brac wlorked out how to correct that and make vegetable farming incvome generating for village housewives

the error academics make is committed every time they describe bracs main purpose as microlending - it wasnt- it was simple that savings and loans were what the vollage mothers needed to implement any of the type 1 solutions

overall brac reinvented the whole developing economics model as well as how international aid is done

we have colected papers by sir fgazle or the main entrepreneur describing how solutions were innovated over 46 years including 25 pre-digital   9* Sir Fazle Abed

Friday, October 19, 2018

#BR6

I learn a lot form this podcast with Jerry Yang
Jan 18, 2018 - GGV Capital's Hans Tung and Zara Zhang interview Jerry Yang, founder and former CEO of Yahoo!, who orchestrated arguably the best deal in ...
Jan 17, 2018 - GGV Capital's Hans Tung and Zara Zhang interview Jerry Yang, the founder and former CEO of Yahoo, who famously invested in the fledgling ...

As someone who tries to help the sustainability generation understand what alumni of Jack Ma know about sustaining this world it interests me that two of jack ma's founding invetstors were the ceo of japan's softbank and the taiwanese-chinese -American Jerry Yang. 

I was also privileged this summer to listen to jerry yang hosting a committee100  fireside chat in santa clara with one of AI's youngest genii at Stanfiord  Fei-Fei Li  . Whats interesting is how much AI (Atificial Intelligence) can be open sourced as basically being essential to everyone. Some family friends at cambridge UK once helped researchers ithe race to open source the human genome- i shudder to think what would have happened if their closed source rivals in USA had won. Of course it maybe that John von Neumann is right - its a fools game to try and patent basic research in the networking age for more than 90 days. You should be glad of the first 90 days advantage to choose your next networking partners- that is assuming you all are trying to improve the human lot with the basic searching you are doing. This also brings us to probably the most exciting research due for study in the class of 2018-19 - march 2019 - the digital cooperation report of Jack ma Melinda Gates, Gutterres and many others.

more at BrandScotland.net part of out attempt to be one of the 10 small nations that supports jack ma most usefully as far as curricula of sustainability generation go- if adam smith had been alive today we believe the would have voted jack ma the greatest free marketer the human race has been privileged for their children to celebrate learning with

bejos and leonsis

Back around 1995 there was still the possibility that americans would co-create with the internet the truest media and most sustainable joyful world of trade bezos founder of amazon and leonsis then his elder (with a senior post at aol) are of the generation that briefly stimulated a million young americans to start up before things were messed with (what caused the mess)

Intriguingly 2017 was the year of 5 million startups in china (cool given the idea of a privately owned startup wasnt legal as recently as 1975 in china) (whilst some of these startups wil doubtless lose their way - china's elders are betting on most of them succeeding)

we recommend looking at what you can learn from leonsis and bezos and steering clear from young pretenders like zuckenberg - he's tried very hard to reduce the internet to being just an appendix of the advertising age- we canlot see how mr z will  have much positive influence on all the urgent needs of the sustanability generation

Wednesday, October 17, 2018

Jack Ma Sets Up Entrepreneur Training Institute in Indonesia

INDUSTRYGABRIEL LI
2 min read 
During the 2018 Annual Meetings of the International Monetary Fund and the World Bank Group on Oct. 13, Jack Ma, Executive Chairman of Alibaba Group, stated that he plans to establish a “Jack Ma Entrepreneur Institute” to train thousands of tech entrepreneurs. He currently serves as an adviser to the Indonesian government steering committee for e-commerce.
According to Jack Ma, the institute is expected to cultivate 10,000 tech entrepreneurs from both public and private sectors in the upcoming decade. It will focus on educating developers and engineers in cloud computing, which is the area Indonesia struggles with the most.
Indonesia has always been a strategic market for Alibaba. Alibaba Cloud, the cloud computing department of Alibaba, launched a data center in Indonesia in March. Alibaba will continue to invest in various areas of e-commerce, cloud computing, logistics and infrastructure in Indonesia, assisting local enterprises in tech development and in elevating their level of digitalization.
“I believe that investing in people is investing for the future. Cultivating talent is one of the most significant things the Alibaba ecosystem can do. My hope is that emerging markets will benefit from the individuals that are nurtured by this new 10×1000 Tech for Inclusion program and thus be able to embrace a brighter future through the digital economy,” said Ma. “Only when people improve, when people’s minds change, when people’s skills improve, only then can we enter the digital period”.
Ever since 2015, Alibaba has made huge investments in personnel training in developing countries and has set up multiple training programs at home and abroad. In August this year, Alibaba set up the Africa Netpreneur Prize to encourage young African entrepreneurs to start their own businesses. On Dec. 4 2017, Jack Ma proposed his B200 plan in Geneva, promising to help empower 1,000 entrepreneurs in developing countries over the next five years.
cheers chris macrae whatsapp hotline 240 316 8157
more at our co-blog www.alibabauni.com 

elon musk #BR6 #BR0 #BR10 wang chuanfu , ,li xiang

update 8.43 weeks good news world record job creators elon musk brilliant coworkers support by Ellison https://twitter.com/i/topics/news/e1257296660 #BR6 youth markets energy, communications tech #theeconomist www.youtheconomies.com predict china to ask musk to start a new university 
 9 seconds ago
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Is it invitable that africa's america's greatest green entrepreneurs end up in china? South African Elon Musk who came to california , pioneeered electric car tesla, futures of batteries, fast trains and space looks like american media and short-term financial-legal soothsayers have exhausted him enough to make china his main future hub

Tesla's China plan advances
"Electric auto brand Tesla Inc. says it has secured land in Shanghai for its first factory outside the United States, pushing ahead despite mounting U.S.-Chinese trade tensions," the Associated Press reports from Beijing on Wednesday.
Why it matters: The land procurement signals a concrete step toward moving ahead with plans for a major Chinese factory that Tesla announcedwith Shanghai officials in in July.
A little more, via AP: "Tesla said earlier that production in Shanghai would begin two to three years after construction of the factory begins and eventually increase to 500,000 vehicles annually."
The Silicon Valley electric automaker ultimately plans to spend around $2 billion to build the Chinese plant, according to press reports.
========================
Insane Mode: How Elon Musk’s Tesla Sparked an Electric Revolution to End the Age of Oil:

“Build Your Dreams”

You never have to look far to find scenes of change in China, but the sense of dynamism is perhaps nowhere more profound than in the border city of Shenzhen. In the 1970s, Shenzhen was an unremarkable fishing village at the end of the Kowloon-Canton rail route. Since President Deng Xiaoping established it as a Special Economic Zone in 1980 as part of the opening up of China’s economy, it has been on a mercantile tear, its population exploding to twelve million people. Today, Shenzhen is a booming metropolis, overflowing with energy and optimism. It is a beacon for young people who want to get ahead in business or score a job at one of the city’s tech companies, like electronics manufacturer Huawei, Internet giant Tencent, or the iPhone-producing Foxconn. Migrants from other parts of China make up more than 80 percent of the city’s population.
Shenzhen stretches its arms thirty-five miles wide as it hugs Hong Kong’s New Territories. To drive from one side to the other is to pass bright new skyscrapers, shopping malls, convention centers, entertainment venues, and sports arenas of geometric radicalism, each competing to attain new levels of gobsmackery, preening under the weight of reflective domes, fine latticework, structural cowlicks, honeycombs, razor edges, suspended ledges... It’s not a mere excitement of the architectural senses—it’s a raging orgy.
The city interior is mostly gray, a dirty clamor of buildings, roads, and sky, occasionally offset by verdant greens that grow rampantly in the subtropical climate and feast on carbon dioxide. The air is gritty with particulates, and one’s breath seems to come out in clods. The streets confront pedestrians with a conflict of the senses: beef broths bubbling in sidewalk stalls; a faint chemical whiff, like new-tire smell, emanating from nearby factories; an undertone of sewage. Buckets in underpasses catch leaks just downstairs from bus shelters that advertise the Apple Watch. Car horns are leaned on without relent. Chinese pop music blares from open-doored shops. Busy people in their twenties, with tight jeans and pretty summer dresses, rush from somewhere to somewhere. It is impossible to imagine the sleepy fishing village that this place once was, and it is unlikely anyone bothers to try. Everyone in Shenzhen looks forward.
“Build Your Dreams.” There could be no more apt promise for this city in this epoch, but the slogan happens to be under the ownership of BYD Auto, one of the world’s largest sellers of electric cars (the largest, if you count hybrids). BYD’s auto division has been based in Shenzhen since 2003, when its parent, BYD Company, acquired a failing local manufacturer called Tsinchuan Automobile Company. Its first car, a gasoline sedan called the F3 that retailed for about $10,000, rolled off the production line in 2005.
To get to BYD Auto’s headquarters, you have to drive twenty-five miles east from the center of Shenzhen to the industrial suburb of Pingshan, past a dribble of drab manufacturing buildings, bleak apartment complexes with laundry hanging outside the windows, and men selling car seat covers from the side of the highway. En route to my destination, my taxi passed a crane that had dropped a shipping container. Cardboard boxes carrying bottles of motor oil had spilled onto the road.
BYD Auto’s campus sits behind an arch of steel pipes and aluminum roofing at its entrance, a faded attempt at industrial grandeur. The sides of the soccer-field-size hexagon that serves as BYD Auto’s global headquarters are painted the same sky blue as the shirts that every worker has to wear. My guide for the day, a young woman on the marketing team, was proud to be at BYD, a rare Chinese company that can claim a global presence. Outside of China, it has offices and factories in the United States, Canada, Japan, Korea, India, Mexico, and Europe. Overall, the company brought in about $11 billion in revenue in 2015.
Wang Chuanfu, an engineer and chemist, cofounded BYD in 1995 at the age of twenty-nine with $300,000 in start-up capital he had raised from relatives. The company earned its early fortune by making rechargeable batteries for mobile phones and counted Motorola, Nokia, Sony Ericsson, and Samsung among its clients. After listing on the Hong Kong Stock Exchange and then acquiring Tsinchuan, Wang plotted a course for BYD to become a leading producer of electric cars and solar power systems—a move that would eventually lead to Warren Buffett, through a Berkshire Hathaway subsidiary, buying 10 percent of the company for $230 million. Buffett’s investment partner Charlie Munger had told the “Oracle of Omaha” that CEO Wang was like a mix between Thomas Edison and Jack Welch—“something like Edison in solving technical problems, and something like Welch in getting done what he needs to do.”
As we walked around the hexagon—a Tetris-era predecessor to Apple’s “spaceship” headquarters—my guide told me that she loved living in Shenzhen. The weather’s good, and, for a major city, it is accommodating of newcomers, she said. In Beijing and Shanghai, the local governments’ anti-speculation policies made it difficult for nonresidents to buy property, but in Shenzhen, it was easy to fulfill their dream of home ownership. The city, after all, is nothing but outsiders—just as eight in ten people are migrants, so are eight in ten home buyers.
BYD’s dream is for a zero-emissions world. We completed our circuit of the building—strolling past packed parking lots of BYD cars and dozens of the Denza model, an electric crossover utility vehicle that was a product of the company’s joint venture with Daimler—and stepped inside the hexagon. The interior had the feel of a semi-abandoned hospital, with faux marble floors and an almost total lack of natural light.
After a brief tour of BYD’s greatest hits in a museum-like showroom for electronics and battery products, my guide led me to a diorama that exhibited the company’s vision. Implanted in a desert in the miniature landscape were solar panels and windmills that fed imaginary power to a battery base station on the edge of a green, populated area. A few electric trucks roamed the miniature streets, while a car sat parked in the garage on the ground floor of a luxury house. Electric vehicle charging stations were dotted around like gas stations.
BYD has a mixed approach to electric transport. For private cars, it’s not betting on full electrification in the short term. Instead, for the next few years, its SUVs and sedans will mostly be hybrids. The company’s belief is that China’s charging infrastructure isn’t yet ready to support electric cars for most people’s living situations. In China’s cities—home to 55 percent of the country’s population—few people live in standalone houses with their own parking spaces, and most live in high-rises with shared parking lots, or none at all. Plugging in is a problem.
By selling “dual mode” plug-in hybrids, which carry both a battery and a gas tank, BYD still qualifies for government subsidies, which can take as much as $8,000 off the sticker price and, crucially, exempt owners from a license plate lottery that would otherwise complicate their efforts to get on the road. In an attempt to mitigate pollution and control the number of cars that pour onto their roads, local governments in major cities have placed strict limits on who can get a license plate. A new car owner’s chances of having their name drawn in the monthly lottery are extremely low. In Beijing in January 2016, for example, the success rate for obtaining a license for a conventional car was 0.15 percent. Those who do get lucky have been known to pay $14,000 at license auctions, a cost that in some cases exceeds the price of the car. To encourage the adoption of new-energy vehicles, however, the governments have waived the license plate lottery system for owners of electric or hybrid vehicles. Unfortunately, what often happens, as Shaun Rein, head of the Shanghai-based China Market Research Group, told me, is that people buy a BYD hybrid so they can get a license plate, but seldom bother to plug it in. Instead, they just rely on gasoline to charge the battery.
BYD is focusing its full-electric efforts on taxis and buses, which, according to the company, account for 20 percent of all vehicle fuel consumption in China. BYD’s electric buses are already in operation in downtown Shenzhen and in several US states, including Washington and California. It has electric taxis on the road in Chile, Uruguay, Hong Kong, the UK, and the Netherlands. The company also produces electric forklifts, sanitation trucks, mining trucks, and concrete mixer trucks, which it sells to emissions-conscious businesses and agencies around the world. The California Air Resources Board, for instance, offers grants for companies to make their industrial fleets zero-emission, as part of its California Climate Investments Program. In June 2016, San Bernardino County, one of the state’s most polluted air basins, was awarded a grant of $9.1 million to purchase twenty-seven electric trucks made by BYD. The company makes the heavy-duty vehicles for the US market in a factory in Lancaster, California.
While my guide said she liked the company’s cars, others I spoke to weren’t so sure. A young Beijinger who worked for one of the electric vehicle start-ups that hoped to surpass BYD felt its cars were “cheap but ugly,” with outdated functions “not suitable of the needs of young people in the city.”
Indeed, BYD’s cars are the opposite of sexy. Their exteriors are blocky and their interiors feel plasticky. The company’s image is about as staid as the uniform shirts that it forces its employees to wear—and it seems to know. In April 2016, a BYD executive, looking enviously at Tesla, said BYD had made branding its top priority for the next two to three years. “We don’t have the ability now to sell tens of thousands of cars before producing a single one,” Senior Vice President Stella Li told Bloomberg, referring to the Tesla Model 3, which attracted hundreds of thousands of preorders more than a year out from the first deliveries. “The day we can do that will be the day our brand is established.” BYD hired a brand consulting firm and made a significant change for a sales event ahead of the 2016 Beijing Auto Show. For his keynote speech, CEO Wang roamed the stage and stressed the company’s mission to clean up the air and make roads safer. He was almost like Elon Musk. The year before, Wang read his speech from behind a lectern.
While BYD attempts to buy market appeal, however, a new generation of Chinese electric car companies are hoping to earn it from the get-go by borrowing some Silicon Valley sizzle.
***
On a sunny day in May 2016, I walked with Li Xiang up a dusty concrete alley in an industrial district in the northeast of Beijing. There wasn’t much in the area except a few car repair shops and the research center for Che He Jia, one of China’s most intriguing new auto start-ups. Li, who was also a founding investor in Nio, started the company in 2015 as a thirty-four-year-old and, by the time I met him, had raised $300 million in start-up capital from his founding team, venture investors, and the LEO Group, which specializes in water supply, power station construction, and petrochemical engineering, among other things.
Che He Jia was renting office space in a building in front of one of the car repair shops, so we walked past open garages and crumpled Volkswagens as we headed to the back section. Li walked with a light step in Nike running shoes and blue jeans. As we approached a door in the side of a concrete slab of a building, he waved his hands. “No photos.” He opened the door and we stepped inside. The first thing I saw was a Renault Twizy, a buggy-like two-seater with a one- speed transmission and a seventeen-horsepower electric motor. Beside it was an electric moped. I figured they were being used as benchmarks.
I turned to my left and saw three clay models, built to scale, of dinky-looking cars with steep windshields and straight backs. The cars, identical except for minor design variations, were each 3.3 feet wide and 8.2 feet long, with room enough for two people, one seated behind the other. They were painted black and silver, so they looked like mechanical snails from a Daft Punk music video. Their squarish noses added a dash of tough-guy attitude to a dainty physique. This was never intended to be a muscle car, though. Che He Jia calls it a “smart electric vehicle” (SEV) and it’s designed purely for city driving, so it has a top speed of forty miles an hour and up to fifty miles of range. It’s small enough that four can be (autonomously) parked side by side in a regular parking spot. The company planned to start selling it at the end of 2017.
Che He Jia is one of a rash of new auto start-ups in China, and Li, founder of the publicly listed automotive site Autohome, is one of several Chinese Internet entrepreneurs intent on creating a car company for the twenty-first century. Li and company have been encouraged by the early success of Tesla in the United States, emboldened by government incentives for clean transport, and convinced that the convergence of electric power trains, connectivity, and autonomous-driving technology has created a once-in-a-century opening for newcomers to enter the market.
As well as Nio and Byton, the list of car start-ups funded by Chinese Internet companies also includes Xiaopeng, whose investors include Alibaba, Foxconn, and Russian billionaire Yuri Milner; Sokon, which acquired Martin Eberhard’s battery start-up Inevit and named him chief innovation officer at its US subsidiary, SF Motors; WM Motor, started by a former executive at Volvo’s Chinese parent company, Geely; Singulato Motors, started by a former Qihoo 360 executive; and a joint effort between Alibaba and the state-owned Shanghai Automotive Industry Corporation (SAIC). Established car companies such as CH-Auto and Changan Automobile are also making electric vehicles. Going by the current birth rate, it’s likely that a dozen more electric car companies will have materialized by the time anyone reads these words. In fact, a 2016 study by the China Automotive Technology and Research Center found that the country had more than two hundred manufacturers of new-energy vehicles. Many lagged behind global standards for quality, reliability, and technology. The government has considered imposing strict limits in an effort to improve standards, with one Chinese Communist Party–linked newspaper suggesting that such a move could wipe out 90 percent of the hopeful start-ups.
The central government plays an outsize role in China, where mandates, incentives, and limits are frequently dished out in five-year plans, policy documents, and statements to the press. A company cannot hope to succeed without at least the government’s tacit consent— companies are dependent on government-issued operating licenses and other allowances—and it helps to have cordial relationships with the regulators (the Chinese call this guanxi). On a macro level, the government controls interest rates, the exchange rate, and the price of energy, among other key levers of the economy. It also has control of major sectors it considers strategic, through state-run oligopolies in banking, energy, and telecommunications, to pick a few.
Electric vehicles fall into a sweet spot of strategic importance (energy) and an industry (auto) already replete with state-owned enterprises, such as BAIC and SAIC. The global ascendance of electric vehicles has also come at a time when the Chinese government is approaching crisis mode over concerns about air quality. The pollution in Beijing is so bad that breathing the air does as much damage to your lungs as smoking two packs of cigarettes a day. Pollution protests have been mounting. At the same time, the government has been attempting to wean the country’s economy off its reliance on natural resources—coal, steel, and iron in particular—to instead emphasize innovation. The 2011 Chinese National Patent Development Strategy highlighted seven industries to focus on in the coming decade: bio- technology, high-end equipment manufacturing, broadband infrastructure, high-end semiconductors, energy conservation, alternative energy, and clean-energy vehicles. In 2017, it added artificial intelligence to the list.
New-energy vehicles have been the subject of special attention. In its most recent five-year plan, the government set a goal of having five million new-energy cars on the road by 2020. Accordingly, it promised financial rewards to companies that surpass targets for such things as electric car sales and battery capacity, and it’s investing in charging infrastructure while encouraging local governments to offer subsidies to reduce charging fees. It has ordered all government departments to own new-energy vehicles made in China; and it has offered financial incentives to encourage investment in car rentals, battery recycling, and charging infrastructure operations, among other areas. Looking further ahead, government officials have also expressed support for autonomous driving. China is aiming for half of the vehicles on the road to be equipped with advanced safety software by 2020, 20 percent to be highly autonomous by 2025, and 10 percent to be fully self-driving by 2030. It will set a deadline after which automakers must stop selling gasoline cars.
Back in Che He Jia’s workshop, Li turned around and walked me over to the SEV’s “buck,” a polystyrene shell wrapped around a mock-up of the vehicle’s interior. I slid into the seat and felt like I was sitting in an arcade-game version of a race car. The steering wheel was a rounded rectangle. There was a touch screen on top of the dashboard, protruding a little into the windshield view. The screen displayed a picture of Taylor Swift, as if an app were playing one of her albums. There were air-conditioning vents, automatic door locks, and a series of controls on the wheel for playing music. I pumped the pedals, imagining I was weaving in and out of Beijing’s clogged beltway traffic. It would not be comfortable to be struck by another vehicle—or even an errant watermelon—in this car, but it’s unlikely you’d be traveling at high enough speeds to suffer serious injury.
The SEV would be marketed to young consumers in China’s major cities—Beijing, Shanghai, Shenzhen, Guangzhou—and was set to retail for about $7,000. As much as it would be a first car for many buyers, it was also like a high-tech upgrade of the electric bikes that Chinese urbanites have been driving for the last couple of decades. Li wanted to supplant the electric bike by providing a low-cost option for people to own a car. “We don’t want to challenge Tesla or any other giant automaker,” Li wrote on the microblogging site Sina Weibo for his 600,00 followers in October 2015. “We just want to make compact, attractive, and affordable smart cars for everybody.”
Li is a multimillionaire high school dropout who grew up under the care of his grandmother in the northern city of Shijiazhuang, in Hebei province. He has always been into technology and an early adopter. As a teenager in the 1990s, he wrote gadget reviews for tech websites and then, as an eighteen-year-old, started his own, PCpop.com. The venture was a success, becoming one of the most well- known electronics review sites in the country and earning millions of dollars in annual revenue. But Li had greater ambitions. At twenty-three years old, he spun off PCpop’s auto vertical to create the car information portal Autohome. Autohome started as a simple reviews site like Edmunds.com but evolved into a comprehensive online marketplace that carried independent news and reviews while linking dealers and manufacturers with a trove of consumer data. Autohome quickly became one of China’s most trusted sources of automotive information and grew into a highly profitable business. In December 2013, it listed on the New York Stock Exchange for an initial public offering that raised $133 million and valued the company at $3.2 billion, making Li rich. He now lives in a wealthy area called Shunyi, outside Beijing, amid elegant villas and an abundance of Teslas.
Li, in fact, was one of the first nine people in China to own a Tesla Model S. In front of a crowd of reporters and fans numbering in the dozens at a launch event outside Tesla’s Beijing office in April 2014, Elon Musk, dressed in a suit and accompanied by his then wife Talulah Riley, handed Li a Model S key. Interviewed by a TV station after the ceremony, a smiling Li mixed praise with skepticism about his new purchase.
“Its external design is that of a million-dollar car. Its driving experience is that of a car costing more than $200,000. But its back seat is that of a $15,000 to $20,000 car.” Li later wrote a more damning review of the Model S, praising its smooth driving experience and acceleration but criticizing its leaky sunroof, wipers that made his windshield dirty, “nightmare” rear seats that were too hard, and a substandard interior, which he compared to a Honda Accord’s. “There are no cupholders!” he would later joke to me, echoing a major concern of early Tesla owners in the United States. (Tesla now offers cupholder solutions for all its vehicles.)
Like Musk, Li is a hands-on chief executive. At Autohome, he test-drove and reviewed many vehicles himself. His public relations employees at Che He Jia were at pains to stress to me that he has granular knowledge of every aspect of his businesses, and indeed he didn’t hesitate to answer each question in careful detail. He is a tycoon in the Silicon Valley mold—geek first, businessman later—and much admired by China’s millennials, who see in Li a self-made success willing to turn his back on the country’s restrictive education system to pursue his dreams. Unlike many other prominent business figures in China, Li dresses casually and cuts a humble figure, eschewing the self-promoting tactics of, say, Jia Yueting or Zhou Hongyi, the controversial cofounder of Internet security company Qihoo 360.
Li’s company prides itself on an Amazon-like understanding of its customers. “We think, ‘What does the real Chinese customer need?’” Li said. The electric vehicles the world had seen to date had not been built with the average Chinese consumer in mind, he noted. Tesla’s cars were products of California, where there were large highways and long commutes, and people lived in houses with garages that they could charge in. BMW’s compact i3, on the other hand, was a product of Europe, where there were condensed urban layouts and short distances between cities, so ninety miles of range was enough to serve most driving needs. In China, by contrast, people were geographically dispersed among hundreds of far-apart but heavily populated cities. China has forty-one cities with more than two million people; more than a dozen cities with a population of more than five million; and five megacities with populations exceeding ten million. Che He Jia’s SEV plan made sense for driving within these cities, but the company needed to come up with something else for driving outside them.
Back in the workshop, after I slid out of the buck, Li walked over to a pair of pinboards near the door. He smiled as he showed me sketches of Che He Jia’s second vehicle, a long-range SUV planned for release in 2018. It looked pretty badass. It was muscular, with the bulldog nose that was on the SEV, but also speedy-looking, with sharp ridgelines that gave the machine some handsome chops. The side panels came up high to meet squinting windows, and the battery pack sat flat below the floor pan. It was designed for families and luggage, with room to seat five people and an extra storage area in the front trunk. It would be built to withstand a high-speed impact, so people could feel safe driving it long distances on highways.
The SUV won’t be purely electric. It will carry a gasoline range extender to allow it to drive 370 miles on a single charge—a concession to China’s lack of charging infrastructure. By contrast, the SEV will carry a twenty-two-pound battery pack that can be removed by hand and plugged into a normal power outlet so it can be charged under a desk at the office or at home overnight—a practice familiar to almost every one of the approximately 200 million electric-bike riders in China. The battery pack’s lithium-ion cells come from Panasonic, which also supplies Tesla. It takes six hours to charge the SEV’s battery fully, Li said, but it can accrue twelve miles of range in half an hour—enough to serve in a pinch.
But maybe people won’t have to drive at all. That’s the other thing that convinced Li that 2015 was the right time to get into the auto industry. He and his cohorts are convinced that the self-driving car era is imminent. “Autonomy may come even earlier than electric,” Li posited. “There’s a faster revolution in autonomous driving software than there is in battery technology.” Che He Jia was building its cars from the start to be ready for the autonomous era.

earlier
fall 2017 -
x
breaking news musk to explore whether his knowledge can help puerto rico
How did the future of USA as a hi-tech ecological civilisation become dependent on a young south african canadian dream?
This chinese video interview of rocket man explains.
As a South African boy Musk liked playing computer games before he realsied he would make money by coding. His exploratory mind kept asking where and what will be the big innovation spaces of my lifetime. By 17 it was obvious to lton that silicon valey was a dream space. His divorced parnets weren't able to relocate but fortunatley his mother was Canadian so Eton emigrated as a student to Canada. He reached Stanford as a postgrauate just in time for internet browsers like Netscape to be the big new thing. He applied to intern at netscape but was turned down. So Elon said to his professor if i try to start an internet comany and fail xcan I come back to Stanford. His professor said yes.
That's how Elon began 2 start ups- an internet company that merged into being paypal and an emerging interest in battery innovation and transportation that became Tesla, and spacex, and Hyperloop (which Musk explains as open sourcing what roclet trains will come next). 
 Its no wonder that the Chinese call Elon rocket man. Without extremee innovation in batteries both solar and electric cars would be stalling at these most climactic times. Fortunately Musk's progress has convinced the Chinese that they will aim to be the first big nation to ban sale of new cars driven by petrochemicals probably as early as 2025. The big deal about Spacex may not be the bsiness of transporting adventuires in space: it open doors to exciting networks of adventurers and gives another reason why every west coat internet compoany now wants Elon on their board. The Oneloop may yet be the salvation of US's East Coast if it can connect DC and New York in under an hour- valleys wont be the only place that the future of industry linksin. And what about america's middle.
further references - energy positive charging stations 
Intriguingly the big news of Trump's election was middle americans want chnage in infrastructure desperately. Swing votes were won by over 20000 very local ads on facebook asking what infrastrictire/tracsit improvements do your towns enterprises need to trade. In other words America's Belt and Roads are the huge non=partisan demand of the people even if politicians are not yet organised to get this 

And Elon also offers us a glimpse of why the big 3 internet company applications - search , commerce and messaging have a future which the west coast doesnt fully discuss publicly
the future of search isnt so much mass public but how deep research alumni networks are formed - look at how alphabet implies that public search is perhaps just an ad for google as hubs of all sorts of research as to where digital and real societies merge
the future of ecommerce can link with the future of instrastructire so that youth can linkin to be as enterprising as musk wherever they are located' ecommerce done the chinese way can take the massive date of markets and empower the most enterprising or those most trusted by communities needing life saving apps, not just the biggest
the future of messaging isnt vested interest persuasion but discovering peoples next big need if 3 generations are to unite around worldwide youth as emerging globally and locallys as the sustainability generation 

getting into space; its interetsing that australia has recently launched a space effort not because it want to compete in costly race to send people there but there are so many adcvance technologies that space applies first- being expert in such technolgies can bring huge innovations to apps on mother earth

serach more videos : musk & 
China 

  1. Elon Musk talks about technological developments in China

    • 1 year ago
    • 7,647 views
    Elon Musk speaks about Tesla, sustainable energy and Mars at the Venture Forum in Hong Kong.
  2. Tesla创始人 Musk密码 (An interview with Elon Musk in China)

    • 3 years ago
    • 21,714 views
    Downloaded from youku.com 搬运自优酷.
  3. Elon Musk charms Chinese audience 2014

    • 1 year ago
    • 3,225 views
    Elon Musk charms Chinese audience 2014 During a visit to Chinato introduce the Model S to the world's biggest market, Elon ...
  4. Elon Musk: Model 3 'will eventually be made in China...

    • 1 year ago
    • 86,021 views
    CEO Elon Musk says producing its electric vehicles locally in Chinais a challenge and estimates it will take 'close to three years' ...
  5. On China: Is there a Chinese Elon Musk?

    • 2 years ago
    • 2,653 views
    He's an engineer, inventor, innovator and investor -- can there be an Elon Musk in China?
  6. Elon Musk talks about a new type of school he created for his kids 2015

    • 1 year ago
    • 6,087 views
    Elon Musk talks about a new type of school he created for his kids 2015 In this interview for Chinese television, a sereine and laid ...
  7. Elon Musk s Advise to Chinese

    • 3 months ago
    • 409 views
    Elon Musk s Advise to Chinese Entrepreneurs for Starting a New Company.
  8. Musk Says Tesla China Sales Decline Will Be Temporary

    • 2 years ago
    • 8,914 views
    Jan. 13 -- Tesla Motors Inc. Chief Executive officer Elon Musk talks with reporters about the drop in the automaker's China sales, ...
  9. Elon Musk: China will Become the Bigest Market in the World

    • 2 months ago
    • 954 views
    Elon MuskChina will Become the Bigest Market in the World.
  10. Elon Musk On Impressive Chinese Innovations (WeChat Alibaba better than USA) (2017)

    • 3 months ago
    • 85 views
    Elon Musk On Impressive Chinese Innovations (WeChat Alibaba better than USA) (2017) Thanks for watching! For more Elon ...
  11. Tesla Hands Keys to First China Customer

    • 3 years ago
    • 39,510 views
    April 24 (Bloomberg) -- Elon Musk has said Model S sales in Chinacould top the U.S. by as early as next year. Bloomberg's ...
  12. There Can't be a Elon Musk in China because of the Education System (2017)

    • 3 months ago
    • 126 views
    There Can't be a Elon Musk in China because of the Education System (2017) Thanks for watching! For more Elon Musk videos ...
  13. Elon Musk in Chinese

    • 1 month ago
    • 51 views
  14. Elon Musk Surprised that Chinese People Love Tesla So Much

    • 2 months ago
    • 25,287 views
    Subscribe for more Elon Musk videos.
  15. Elon Musk - China Will Be Tesla's Biggest Market

    • 1 month ago
    • 11 views
    Elon Musk China Will Be Tesla's Biggest Market FAIR USE NOTICE This video may contain copyrighted material; the use of which ...
  16. Baidu CEO Robin Li interviews Bill Gates and Elon Musk at the Boao Forum, March 29 2015

    • 2 years ago
    • 89,625 views
    Baidu CEO and chairman Robin Li interviews Bill Gates and Elon Musk at the Boao Forum, March 29 2015. Apologies for the poor .
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What Everybody Needs to Know First About Economics
Economics designs peoples futures but this depends on what logics are analysed- here are the logics The Economist used in the early 19080s when it discussed how the net gneration could be the most productive time for youth
  
A nation/place cannot sustain growth unless its capital is structured so that family's savings are invested in their next generation's productivity.Norman Macrae's 1954 book on The London Capital Market provides chapter and verse. Historically it was timely as London's industrial revolution had planted most of the developed world's laws and financial instruments. Futurewise this book became a source for Norman's forty years of leadership challenges including 3000 editorials. THese became branded in the 2 genres of entrepreneurial revolution and future history of the net generation genre which he focused on from 1972. They script in practical details most of the changes that economists would need to make to historic rules if globalisation is not to collapse the worldwide financial system of 2010s
Norman framed his writings on future purposes huan most wanted around the idea that The Net Generation to 2024 would face change on a scale never previously experienced by our human race. To prevent risks and celebrate job creating opportunities Norman proposed in his 1984 book (The 2024 Report) that the world should unite around youth's most exciting millennium goal. He explained why economics would design the most popular futures if the goal was chosen as racing to end poverty everywhere. Reasons included: its possible, its exciting, it creates jobs post-industrial generation will need to design around collaborative technology, it can empower youth to joyfully unite cultures as we become borderless (more connected than separated), it aligns economics principles with nature's exponentially (compounding) rules of evolutionary selection which are community-up and open.
 download more profiles of 100 collaboration leaders of 2010s = youths most productuive decade 

We are shocked how few people know of the main findings of the renowned economist Maynard Keynes- increasingly only economics riles the world and the greatest risk to the future working lives of our children comes from elderly macroeconomists who hire themselves out to the biggest who want to get bigger.


Historically when faulty systems of macroeconomists ruined civilisations they fell one by one. But Einstein took Keynes logic further and hypothesised that the first generation to become more connected than separated by technology would be subject to a final exam. Now if we let erroneous macroeconomists rule whole continents of nations will collapse.


By 1976 my father (Norman macrae) -probably the last student of economics mentored by Keynes-  was writing at The Economist why the next half century would see the net generation tested - he called upon the genre of Entrepreneurial Revolution (ER) networkers to sort out the greatest  innovation challenge economics - and so the human race - will ever face .


logo320.jpg.The opportunity of 10 times more productivity for the net generation (with million times more collaboration technology than man's 1960's race to moon)
.The THREAT is preventing the threat of collapsing continent-wide system of value exchange. By 2020 the (exponential track impacting future) sustainanbilyty of every village around the globe will likely be lost or won

..logo3responsibility.jpg...How could we be experiencing record youth unemployent when we are living in a time of a million times more collaboration tech than a generation ago? According to research by Entrepreneur networks started at The Economist in 1976, we are 36 years off track in compounding 2 unustainable systems whose follies multiply each other
  • that caused by non-economic media which also distracts us with glossy images and soiundbites instead of future realities and integrated cross-cultural and inter-generational understanding - full briefing here
  • World's biggest