9/8/18 paul oyer: fei-fei li : lei zhang
1/1/21 we have entered the most exciting decade to be alive- by 2030 we will likely know whether humans & tech wizards can save futureoflife- tech surveys indicate odds of accomplishing this greatest human mission would be lot less without spirit of a chinese american lady at stanford-...
bonus challenge for those on road to glasgow cop2 nov2021: future 8 billion peoples want to value from 2021 rsvp chris.macrae@yahoo.co.uk

GAMES of world record jobs involve
*pack of cards: world record jobs creators eg fei-fe li ; fazle abed ...
*six future histories before 2021 starts the decade of empowering youth to be the first sustainable generation.

problem 99% of what people value connecting or doing to each other
has changed (and accelerated in last three quarters of a century- while laws, culture and nature's diversity and health are rooted in real-world foundations that took mother earth 1945 years to build with -and that's only using the christian calendar

1995 started our most recent quater of a century with 2 people in Seattle determined to change distribution of consumers' markets - the ideas of how of bezos and jack ma on what this would involve were completely different except that they changed the purpose of being online from education knowledge to buying & selling things -
nb consuming up things is typically a zero-sum game or less if done unsustainable- whereas life-shaping knowhow multiplies value in use
from 1970 to 1995 knowhow needed to end subsistence poverty of over a billion asian villagers was networked person to person by women with no access to electricity grids- their number 1 wrjc involved partnerships linked by fazle abed - borlaug's crop science was one of the big 5 action learnings -its person to person application saved a billion people from starvation; the first 185 years of the machie age started up bl glasgow university's smith an watt in 1760 had brought humans to the 2 world wars; when people from nearly 200 nations founded the united nations at san francisco opera house 1945 chances of species survival looked poor- miraculous;y one mathematician changed that before he died 12 years later- john von neumann's legacy was both the moon race and twin artificial intel labs - one facing pacific ocean out of stanford; the other facing the atlantic out of mit boston .. who are top job creating economists by practice - health -refugee sports green hong kong..where are top tour guides around billionaire 1 2 around poverty,,, we the peoples ...

Showing posts sorted by relevance for query BR0. Sort by date Show all posts
Showing posts sorted by relevance for query BR0. Sort by date Show all posts

Monday, December 31, 1984

year of education revolution - 2018=35th annual update

if we could choose celebrate  youth trade along every BRI (Belt Road Imagineering)  map
BR0 china BR1 rest far east and asean and pacific south inc,kuding OZ and NZ - 2 s asia 3 russia 4 east euro 5 west euro 6 north america 7 stans and middle east and suez facing
8 med sea 9 africa 10 latin america 11 Uniting Nations  )-

 to be alumni of 12 livelihood learning network founders first - we would start with
sir fazle abed - linking the very poorest girls into futures  BR2 ( including all collabirations with bangaldesh as open uni of girl empowerment - eg yunus polak)

jack ma using tech to help all youth's livelihoods BR0 BR1 BR2 BRUN

we keep changing our minds as new info comes in from education commissions and wise events - you can help us get better at this digital education open space - 100 conversations studnt unions class of 2018-2019 and others mkight be expliring about livelihood education

however here are 12 we are trying to keep connecting in 2018

12/84 shannon may bridges international and similar k-12 blended developing education networks - see her latest news in this post BR9 BR7 BR0 BR6

11/84 gorden dryden thelearningweb.net - see nov 1984

10/84 all those inspired by rachel's worldpossible collation of competely open digital learning resources and catalogue oif which nation's education system encourafe etachers and students to access the worfld's best elarning content

9-84 BR0 still to be understood- while american elearning gravitates around world possible- in china it gravitates round ai teachers assistants - instead of toys like alexa or hey google, anything that is a disciplainary fact can now be stired in a learnking robot- giving teachers and students time to teamwork and do other things than program a mind with sterile facts

8-84 new universities - these are ones that never put sustainability generation students in debt but expect thise who go on to chnage the world to pay it firward (or is it backward) -
BR0  tsinghua is a owrld elader of this ouyt of china-
BR9 maharishi institute ut of africa-
BR2 brac u out of s asia -where else?
rsvp isabella@unacknowledgedgiant.com

jan 1984 - our latest search of silicon valley

please could you relay this to shannon may or appropriate team member

we loved the half day tutorial you gave at wise@beijing; unfortunately the founding laureate networks brac  (sir fazle abed) missed this and other chinese blended and digital revolutions in education

 - so Sept 30 to October 6 we are helping arrange a week to correct this at brac headquarters - from the chinese side it will be led by jack ma's main female professor-chair based at Tsinghua University Beijing

as you probably know down the road from harvard the legatum lab at mit helped build http://www.bkash.com as women world's largest cashless bank with brac and jack ma started his partnerships with brac at this fintech network 3 months ago

mostofa zaman can be contacted with day to day queries- a young bangladeshi villager he has organised invitations to The Economist's remembrance arty to my father as their end poverty sub-editor and previous roundtable briefings given both by sir fazle abed founder of brac and kamil quadir founder of bkash

VALUETRUE.com Map Jobs-rich education  along every belt road my father lifetime work at The Economist hypothesised 50 years ago at time of moon landing that education transformed around mobile connected world would sustain or destroy us all- these are exciting times to find out which- and few if any education networks liberate what you do -the slide links 12 of his most innovative surveys on youths futures around the world

all the best chris macrae dc 240 316 8157

On Wednesday, 1 August 2018, 08:41:51 GMT-4, Ben Rudd <media@bridgeinternationalacademies.com> wrote:


In your monthly Bridge digest:

  • US think tank shares our case study as a model for Africa
  • Bridge teacher guides are discussed in Education Next 
  • The importance of measuring quality: A response to the SDG Atlas
  • Foreign Policy Association publishes our view on the human right to education
  • We celebrate children overcoming disabilities in our schools
  • Meet our amazing teacher Olayinka from Nigeria
Liberia's story reaches major US think tank 
HumanProgress, the magazine of the Cato Institute, has published a story by Bridge's Marcus Wleh in Liberia. Marcus summaries the global education situation and looks at how his country is an example of how to transform education systems to quickly improve learning outcomes for children.                         
Read the article on HumanProgress.org

Education Next looks at teacher guides

The Bridge academic team has been writing about the merits of pre-prepared, detailed lesson plans for teachers.  The Harvard University-affiliated magazine Education Next publishes a piece that helps to shed light on the benefits of the model within the context of developing economies. The author considers her own journey from being against structured guidance to becoming a strong advocate and the evidence that has changed her mind. She says, "after more than a decade of teaching middle schoolers, training teachers, and designing lessons for schools all over the world, I’ve changed my tune."
Read the full article on Education Next

Quality as the yardstick for progress

Bridge VP of Measurement and Evaluation, Dr Steven Cantrell, has been sharing his thoughts about the need for the quality of education to be effectively measured and invested in. He points out that sometimes this is overlooked and the consequences are significant. One of his most stark messages is 'Primary school attendance is not the problem.' The well respected Impakter magazine published his article to highlight one of the most important issues in the global education debate.
Dr Cantrell's piece is a response to the World Bank’s recently released Atlas of Sustainable Development Goals. 
Read the full story on Impakter magazine

Education is a right so let's deliver it

We take a closer look at the international legal issues surrounding global education and UN Human Rights. Bridge puts forward the argument for non-state actors to help achieve education for all on the basis that rights must be delivered urgently. It is now 70 years since the right to education was made universal and the fact that hundreds of millions are still not learning shows that fresh approaches are needed. We make a nuanced case that "It is only through embracing new, innovative, scalable and sustainable models" that universal free quality education for all can be achieved. 
Read the full opinion piece on the Foreign Policy blog

Say hello to Olayinka from Nigeria

Olayinka is one of our passionate and powerful teachers from Bridge, Femi Omomowo in Igando, Lagos State, south-west Nigeria.
She says that she saw Bridge was different, so she joined. She would watch the pupils and teachers at the gate and think how motivated and happy they looked to be going to school. That was two years ago when she decided to join us.
Discover why she believes joining Bridge was the best choice she ever made, and find out why she feels proud when she's leading a class. 
Read more about her full story here

Celebrating the achievements of disabled children

Bridge has marked the Global Disability Summit by championing the hard work and talent of Bridge pupils in Africa and India. We published five inspirational accounts of young people who are fearlessly pursuing their dreams and ambitions despite the extra challenges.  Around the world there are at least 150 million children living with disabilities and they are ten times less likely to go to school. The way Bridge serves disabled children has been reported on Front Page Africa, The Standard and the Nile Post among others.
How Bridge supports disabled children to learn
News in Brief
  • The Ugandan Government is preparing lessons for children, at primary and secondary levels, to access via a tablet which will enable 'performance tracking by schools and parents.' 
  • President Weah of Liberia has been talking about the important role of the private sector, including in education, during a recent speech.
  • Students across Liberia have been celebrating the end of their academic year, and in Bridge schools it's been particularly jubilant.
  • Christine Apiot, Director of Academics for Bridge Uganda, has been writing about the importance of an inclusive education for those with disabilities.
  • Jackie Walumbe, from our Kenya team, has been writing about the teaching profession across the developing world, describing teachers as 'the organs that power learning.'
  • A Kenyan TV news program has been reporting on a Bridge student who despite being physically disabled, still gets a high-quality education.
  • Bridge staff in Monrovia have been sharing the story of their government's success with a summary of how Bridge is lifting up the quality of state teachers across the country.
  • Please consider sponsoring a young child in Africa to attend a life-changing school using the Global Fund for Emerging Scholars.
Please feel free to forward this email to friends and colleagues who may sign up via our website page here.
Contact us via media@bridgeinternationalacademies.com

Copyright © 2018* * Bridge International Academies*, All rights reserved.

Want to change how you receive these emails?
You can update your preferences or unsubscribe from this list

About | Press Office | Careers

Sunday, August 19, 2018

Who owns the media that youth create? and how do we change big media platforms run by people disinterested in youth as the sustainability generation? the apprenticeship of most superstars has nothing much to do with classroom education - 

why cant we free other youth who want to be local heroes in their communities - these are some of the question jack ma invites partener of 21st c olympics to co-examine with him

jack ma clarifies that commerce can reach one clusters of markets -
Jack Ma clarifies that commerce can only reach some markets – financial or where supply &amp; demand chains of where people historically “shopped” He’ll help youth (and their parents and other investors) celebrate a different platform to reach happiness service markets livelihoods education, Health, greening communities, safety and open spaces, arts fashions and who to celebrate, TRUE media 
 he invites leaders to partner olympics to chnage value chain of celebrities  (BR1 Korea 2018, BR0 Beijing 2022, BR1 Japan 2020, BR5 Paris 2024, BR6 LA 2028 )

BR6 BR10 Pope Francis : the vatican's  http://premiosciacca.it/offers a model of an annual expo of worlds community builders with youth 
BR0 XI-factor-BRI.school:  every space Belt Road newly bridges on land- start twin nations youth hub celebrations - eg silk road arts networks and silk road chambers of commerce in over 70 countries
UN- which will be first sdg economic zone that wall street 300 trillions rates as AAA? how does eg community-wide participation in sports empower youth to be community's main safety networks in mobile age-  

 BR9 cf kenya ushahidi first big app helped youth prevent election riots - in university suburbs of beijing there is a resident local;police station every 1000 metres which also serves as community info center; one of koreas leading abilities is to build half million people new towns or new suburbs which are safest in world but at cost of zero public privacy outside- one of ways china is uniting african leadership is how future of g5 and mobile cameras designed into safety of cities

Muhammad Yunus once debated me the motion : Western big banking's credit card was the saddest invention of the 20th century. The once trusted local banking branch turned into something close to a loan shark and increasingly a debt trap which elders (and vested interest politics/media) chained their children to
What fascinated me is china's youthTECH advantage arising from the fact that China's bricks and mortar banks never really launched the credit card market - so digital fintech (where the smartphone is used instead of a card) was first to create the market of why do people apply for credit
There are effectuvely only 2 players in China's fintech markets of digital cash and credit and loans- Alipay from Alibaba and we chat pay from Tencent. Here are several questions which can be intriguing to debate
Q1 Which system will sign up a larger membership base- Alibaba's whose permissions are connected with ecommerce or we chat whose permission come from membership of China's largest personal communication system. You might say round 1 to tencent as Chat's the larger membership population
Q2 what sort of data does each system collect which can be relevant to loans- round 2 to alibaba whose data is all about the supply chains of commerce and SME trustworthiness. Additionally China's broadcaster CGTN charged with investigative journalism of China's rejuvenation frequently talks about China's 4 greatest social innovations as being ecommerce digital cash fast trains and shared bicycles.
If these 2 questions start to explain what youthtech fintech movements will connect inside china, question 3 becomes how may each ecosystem empower international youthtech partnerships. I have tried to study alibaba for ten years now, so can only introduce its global youth tech advantages
First, Xi Jinping asked Jack Ma's Hangzhou to be the host of the China G20 in 2016 which happened at a unique time in the diaries of G20 and other world leaders summit. It was the first G20 to be convened 11 months after the UN had relaunched humanity's goals around 17 sustainability goals. Jack Ma spent a lot of those 11 months asking everyone he could on what they would help youth linkin round the new goals. He chaired the club of china's big business givers. He started to co-create popularity of the term 4th Industrial Revolution with the World Economic Forum's alumni, and has since started the worldwide research academy DAMO with 15 billion dollars exploring the future of technology's most human apps. He chaired the sme g20 homework . He came up with the idea of EWTP - why not use ecommerce platforms around the world so that smes can free trade without any of the trade wars nations apply to big businesses. He has made many speeches on why education is a far bigger tech and human challenge than finance in determining youth livelihoods and he aims to chnage who media celebrates for what by hosting the Olympics series that relay through Korea 2018, Tokyo 2020, Beijing 2022 Paris 2024, La 2028 If any technology leader tries harder (in both his favorite language Chinese and English) to collaboratively imagineer what youthtech possibilities the 17 sdgs stimulate then I would love to know who that is
As far as i know only one other place stands out, Bangladesh where the leading fintech platform is owned by those who have since the birth of the nation to empower girls to end poverty.
In May 2018 Jack Ma started a partnership with Bangladesh's girls-inspired fintech.
Youyhtech SDG17 games on!

Wednesday, December 31, 2008

if you could startup up blockchain university which faculty would under 30s choose

if the under 30s are to be the sustainability generation then they need to start voting for new universities (capable of open sourcing moocs) on specific knlwledge that will either be used to achieve the sustainability goals ir so that the 10 richest men get even richer (and rest of planet even least sustainable)

for blockchain university hall of fame we suggest youth vote for

br0 jack ma and anyone he or chinas poverty thinktanks chooses -

br1  we need someone in japan so while the world comes to the olympics blockchain uni can stage a side-event - we will assume this is jack ma's mentor the head of softbank unless we hear from japanese students

br6 don tapscott from toronto is obvious first choice in america- we wish we could get tim berners lee at mit to nominate someone but havent found out how yet- we sort of assume jerry yang is scouting for ma through stanford and west coast including alibaba's damo researchers at its 3 west coast offices
this leaves 9 other regions at www.bri.school

we know india and dubai are both doing heroic work- we assume in dubai the starting point is legatum who with mit and brac and ma and gates and mastercard foundation have been building the bank for the billion poorest women www.bkash.com

whaat was new in 2008
the west and g7 literally retired under 30s from leading livelihods of teh sustainablity generation
they caused this carnage with subprime
blockchain if it cpould be kept out of speculatirs hands might give western coders one chnace to stay in the game- admittedly this depends on whether the mythical satoshi's alumni groups are western and eastern and whether satoshi is a hero of james bond's next big brother villain

br0 br2 what else well amazing bangladesh and china started working even harder on ant finance/alipay, open sesame credit etc  and bkash- banking systems fir the owrkds poorest- by issuing mobile points instead of paper currency small enterprises savings could be ringfenced and kept out of reach of the big bankers who have so much been taken over by infertile haggard grandmothers pension needs that as pope francis told strasbourg you are ruing all youths futures - how could you bureaucrats do this? br6 br8 br10

Wednesday, June 12, 2019

10 to spend 2019 co-creating? how's jack ma half year standing up ? asia's top 12 to study sustainability with at #vc2 #br0 #br12

Wednesday, October 17, 2018

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

EG writes update 1/22/21 if there is climate justice it seems that elon musk became the world's richest man as a south african hated for most of his time by wall street but treated as a rickstar in hong kong where he is attributed to starting the nations startup culture after the 2015 launch of sdgs and china -

but today he takes a giant leap beyond borders with 100 million dollar launch of a beyond carbon competition - in biden week 1 full of poetry and hopeful talk here we have an entrepreneurial  walk

==== 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
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

(realted to  musk investments= portfolio Neuralink, _

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.

fall 2017 -
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 & 

  1. Elon Musk talks about technological developments in China

    • 1 year ago
    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
    Downloaded from youku.com 搬运自优酷.
  3. Elon Musk charms Chinese audience 2014

    • 1 year ago
    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
    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
    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
    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
    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
    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
    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
    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
    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
    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
  14. Elon Musk Surprised that Chinese People Love Tesla So Much

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

    • 1 month ago
    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
    Baidu CEO and chairman Robin Li interviews Bill Gates and Elon Musk at the Boao Forum, March 29 2015. Apologies for the poor .
Enter content here
Enter content here
Enter supporting content here

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