However, Elon Musk has explained that although BFR was the official name, he drew inspiration from the BFG weapon in the "Doom" video games.

(meta data) TITLE: How Elon Musk Plans on Reinventing the World (and Mars) | GQ

(meta data) COPYRIGHT: Copyright (c) Condé Nast 2019

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Following the current fashion for visionary technological geniuses to be portrayed through three critical moments in their lives,*_ here are three from Elon Musk's.

Except, in this case, they all come from one single day—October 12, 2015, a Monday—a day that feels like it could've been pretty much any day in Musk's life right now._

##### 1. Getting Mankind to Mars (While We Can)

Musk starts most workweeks here at his rocket company, SpaceX, in an industrial suburb of Los Angeles, and each Monday, he explains to me, there is a brainstorm about "Mars colonial transport architecture."

He says these words as though most people could look through their Monday schedule and find something similar.

There are many remarkable aspects to SpaceX: for instance, the way it has challenged accepted rocket manufacture by making rockets for a fraction of the cost; the way it has become the first private entity—rather than a country—to successfully launch spacecraft into orbit and then return; the way it went from an idea in Musk's head to a company that resupplies the International Space Station and that hopes to soon ferry astronauts back and forth.

But the most remarkable fact about SpaceX is that—right from the start, before the first rocket had lifted an inch off the ground—it was explicitly intended as the means to another, far more grandiose and idealistic end: colonizing Mars.

Musk has said that he feels this is imperative for two reasons.

One is that it would be an inspiring adventure and we need such goals.

The other is the long-term survival of humankind.

If a calamity, self-made or otherwise, destroyed life on Earth, as long as a human colony was established elsewhere, the species could endure.

In Musk's mind, becoming multi-planetary is just good common sense, a prudent move that he has likened to backing up a computer: "You back up your hard drive....

SpaceX exists to further this quest on several fronts: to develop the reusable rocket technology that would be needed to ferry large numbers of people, and large amounts of cargo, to Mars; to earn money to finance this goal; and to work out exactly what it would take to get to and from Mars in the way that Musk envisions.

If you didn't know what "Mars colonial transport architecture" was—that's what it is.

Musk and his colleagues aren't vaguely hypothesizing about what people might like to do in some distant future generation—he believes the first manned Mars mission will be possible by the time he's in his fifties.

The rocket that they are working on is referred to internally by the code name BFR.

And it doesn't stand for some arcane, smarty-pants science term.

I ask Musk whether he really calls it that; his answer is both delightfully nerdy, and not.

"Well, there's two parts of it—there's a booster rocket and there's a spaceship.

So the booster rocket's just to get it out of Earth's gravity because Earth has quite a deep gravity well and thick atmosphere, but the spaceship can go from Mars to Earth without any booster, because Mars's gravity is weaker and the atmosphere's thinner, so it's got enough capability to get all the way back here by itself.

It needs a helping hand out of Earth's gravity well.

So, technically, it would be the BFR and the BFS."

"This is a very obtuse video-game reference," he tells me.

"In the original Doom, the gun that was like the crazy gun was the BFG 9000 or something like that.

So it was sort of named after the gun in Doom.

But that's not its official name, of course."

Musk has previously said that he would publicly present some specifics of his Mars-colonization plans later this year, though he tells me that it may now be early next year.

"Before we announce it, I want to make sure that we're not gonna make really big changes to it," he says.

I think it's gonna seem pretty crazy, no matter what."

Just because it's so far beyond what people would imagine?

There's not been any architecture like this described that I'm aware of."

The more practical present-day focus at SpaceX is on the crew vehicle that will take astronauts to the International Space Station.

Musk gave a small insight into the minutiae involved in negotiating design details for manned spacecraft with NASA earlier this year:

"There were small disagreements here and there…

like, it seems like the amount of mass and volume reserved for poop is too high…

We're like, well, are they really going to do that much poop?"

I ask Musk how often he actually thinks about colonizing Mars.

"I do think about it a fair bit," he answers, explaining that part of his urgency is that we might not always have the technology to get there.

Most of us instinctively assume that technology relentlessly marches forward, but there have been times before now in human history—after the Egyptians built the Pyramids, for instance, or after the multiple advances of the Roman Empire—when the civilizations that followed could no longer do what had been done before

perhaps there's a complacency and arrogance in assuming that this won't happen again.

"There's a window that could be opened for a long time or a short time where we have an opportunity to establish a self-sustaining base on Mars," he reasons, "before something happens to drive the technology level on Earth below where it's possible.

So does the base become self-sustaining before spaceships from Earth stop going?...

I mean, I don't think we can discount the possibility of a third World War.

You know, in 1912 they were proclaiming a new age of peace and prosperity, saying that it was a golden age, war was over.

And then you had World War I followed by World War II followed by the Cold War.

So I think we need to acknowledge that there's certainly a possibility of a third World War, and if that does occur it could be far worse than anything that's happened before.

I mean, there could be a very powerful social movement that's anti-technology.

There's also growth in religious extremism.

Ironically, Musk himself recently advocated the use of nuclear weapons, during an appearance this fall on The Late Show with Stephen Colbert.

One possible strategy for making Mars habitable over the long term is to "terraform" it—manipulate its environment so, in the simplest terms, the planet warms up, ice turns into water, and plants can be introduced, which will convert the atmospheric carbon dioxide into oxygen, with the goal of creating a stable and breathable atmosphere.

(Musk's favored line on this subject: "It's a fixer-upper of a planet.")

He told Colbert that there are slower and faster ways to do this, and then he proposed a fast way: "Drop thermonuclear weapons over the poles."

Musk has since somewhat clarified this, explaining that his idea (currently impossible, as if that's ever bothered him) is to have a small repeatedly detonating fusion bomb at each pole.

"I think a lot of people don't realize that the sun is a giant fusion explosion.

And we're only talking about duplicating that in small form on Mars, essentially having tiny pulsing suns.

There would be no radiation or mushroom clouds or fallout or anything like that."

Even so, it seems a little invasive to contemplate, given that unmanned NASA Mars missions are currently forbidden to even land near potential areas of liquid water, in case small bio-organisms from Earth contaminate Mars.

Musk is a little dismissive of these concerns.

"As far as we can see now, there's no evidence of life on the surface of Mars at all—the best case is really that there's subterranean microbial life.

That's what we're talking about as, like, the most amount of life that would exist."

But whether life exists on the planet or not, there seems to be a moral issue worth raising: Is Mars ours to mess with?

"There's certainly no moral issue if there's no life," he insists.

"I mean, in fact, it would be, I think, sort of immoral not to do it, if it meant preservation of life on Earth as we know it."

Either way, when it comes to these big decisions about terraforming, he's also clear about how they should be made, and by whom: "This would be up to the Martians."

By which he means—and Musk can talk in a way that makes a thought like this sound not only sane, but sensible—those of us who choose to become interplanetary pioneers.

##### 2. Inventing Autopiloting Cars (by Thursday)

Musk runs another multi-billion-dollar company with ambitions to revolutionize our life: Tesla, which hopes to achieve this by accelerating the adoption of the electric car.

Typically, Musk begins and ends his week in Southern California; Tuesdays and Wednesdays, he's in Northern California at Tesla.

But although on this day Musk is at SpaceX, taking whatever time he can to imagine Mars-bound rocketry, this particular week is being dominated by Tesla.

Three days from now, the latest Tesla car update will be released.

Teslas are electric cars, but they are different from most other cars in a number of other ways—one is that improvements can be uploaded remotely, in the same way as phones and laptops.

Tesla owners are notified about an update, then advised to schedule and automatically download it overnight.

This new update (the tenth major one since the cars were launched) is as big as they come; it's what Tesla calls "Autopilot."

In Tesla's sedan—the Model S, which I had test-driven a week earlier—you could already set the cruise control and the car would accelerate and decelerate according to the traffic it sensed all around it.

But this update is more fundamental—a huge step toward a self-driving car.

Beginning on Thursday, updated Tesla cars should be able to follow the lanes on a highway without driver steering.

The car will also change lanes automatically—all you have to do is tap the indicator and it will move over when it is safe.

Oddly, Musk talks about these advances as though they're not even that big a deal.

It might feel like the future to us, but to him it's as though this is an almost banal iteration of what people in his field know can be done quite easily already.

(He quotes William Gibson's dictum: "The future is already here, it's just unevenly distributed.")

But that's if the update works, of course.

It is Monday evening, and from what Musk tells me, there's lots to be done before Thursday.

"The thing that's tricky," he explains, "is that there are a lot of corner cases with steering."

(A "corner case" is a technical engineering term denoting an extreme event that occurs outside normal operating bounds—not specifically anything to do with cars turning corners.

Dialogue with Elon Musk, even when he is talking to regular people, is littered with such terms: "corner cases," "forcing functions"...

There's only so much dumber that he's prepared to be.

A corner case, when it comes to a car steering itself, is clearly a problem.

"It's easy to get the steering to work 99 percent of the time," he explains.

One percent of steering into a wall is not…not good.

And so you really need to get it to, you know, 99.99 percent of the time.

And even then, when the system is losing confidence, it needs to inform the driver so the driver can take over with enough time before anything terrible happens."

And that's still being worked on for Thursday?

"Well, there's some tweaks that are gonna occur before Thursday.

There aren't any major issues, but there's some minor issues that would be good to take care of by Thursday."

Two days later, when he holds a press conference to formally announce what is coming, he will err on the side of caution, in a very Elon Musk way: "It should not hit pedestrians, hopefully."

Tesla cars can autonomously switch lanes; Musk says that within five years, they'll drive themselves completely.

Still, the fact is that we will soon be in a world that many people have no idea is so close at hand: where vehicles can essentially drive themselves.

When I bring up something he'd mentioned recently, that cars would soon be able to park themselves in a garage at the end of the journey, he almost dismissively notes that this capability will be in Tesla's next update after this one.

(Tesla cars will also be able to be remotely summoned at the beginning of a journey, as long as you're on private land.)

I point out that while that may be the case, technologically speaking, most people have no idea what's coming.

"I think it will be quite an amazing thing for people to see.

And I mean the reality is that autonomous systems will drive orders of magnitude better than people.

In terms of accidents per mile, it'll be far lower.

Technologically, I think it's about three years away for full autonomy."

Musk also acknowledges that we could reach a point where "society may choose to make it illegal to drive your own car"—a possibility that he recently floated in public, inciting a certain amount of kickback from the keenest car fanatics.

(The kind of people, of course, who are likely to own Teslas.

They may want to own the first cars that can drive themselves, but that doesn't mean they take kindly to being told they're not allowed to steer if they want.)

Consequently, Musk is now careful to point out that this was an observation, not a development he supports.

"I want to be clear," he says, "I'm not advocating taking the steering wheel away from anyone."

To Musk, the bigger picture is about a different paradigm shift—the shift to electric cars, which is simply a given in Musk's mind, because it is by far the most energy-efficient option available, even when electricity is generated from fossil fuels.

(If the electricity can be generated sustainably, he notes, then the advantages only increase.)

And so once the historic disadvantages of electric cars (low range, slow and inconvenient charging, high cost) have been overcome, they become the obvious choice.

His stated mission with Tesla is to accelerate the changeover so that it happens years earlier than it otherwise might; he has built the company up by introducing the high-end Roadster sports car, then the Model S sedan, and most recently the new SUV Model X, but the core of this plan is the next-generation Tesla, the Model 3, intended as a mass-market car whose basic model will start at $35,000.

"It's difficult," he says, "but I think we'll achieve it."

Most likely a new roadster, a smaller SUV, and a truck.

"I mean, these are very obvious moves," he says.

The week after we meet, Tesla suffers a rare blip when Consumer Reports downgrades its previous ecstatic recommendation of the Model S after troubling reliability reports.

(Musk pushed back on Twitter, claiming that these were mainly already-solved problems with early production vehicles, and he accurately noted "CR says 97% of owners expect their next car to be a Tesla.")

But it is with the Model 3 that Musk will either succeed or fail at his central Tesla mission.

This has been the plan all along, incidentally.

In August 2006, before the first Tesla car was finished, Musk published a blog post on Tesla's website, the end of which reads: So, in short, the master plan is: Build sports car.

Use that money to build an affordable car.

Use that money to build an even more affordable car....

Still, I say to him—because sometimes within the realm of hi-tech new cars and the debates that surround it, this point often seems to be forgotten—even now it is far from obvious that people in the wider world know or accept that a shift to electric vehicles is inevitable, whether coming slowly or quickly.

Musk compares this quietly inevitable shift toward electric cars to the economy he encountered when he first came to Silicon Valley in the mid-1990s and started the Internet company Zip2.

"I remember in '95 trying to get venture funding for my first company, and most of the venture capitalists we met with in Silicon Valley had never used the Internet.

They'd heard of it, but they didn't know.

Literally, if you said, 'Tell me something about the Internet,' they were like...nothing.

They're like, 'Is it like AOL or CompuServe?'

I was pretty amazed that they did not know about it."

"There was quite a big change that occurred right at the end of '95 when Netscape went public.

Venture capitalists then took note of that and said, 'Well, if this browser company can have a high market cap, then probably other things can.

So the second time my brother and I tried to find venture funding, in early '96, it was a complete change.

Zip2, which pioneered basic online city guides for newspapers, brought Musk his first fortune.

Elon Musk has told his origin story many times.

He grew up in South Africa, a bookish child nastily bullied at school, and he left for Canada at 17 (his mother is Canadian), his eye set on the U.S.A., the country of possibility he had read about in comics growing up.

In college, he identified three areas that he thought would most affect the future of humanity: the Internet, sustainable energy, and the extension of human life beyond Earth.

His first two companies involved the Internet: Zip2 made him rich, and PayPal made him much richer.

Then he started a rocket company, SpaceX, from scratch and became involved in an electric-car company, Tesla.

In both of these companies, he is not just CEO but leads product development himself.

He makes a point of saying to me, as he has to many others, "People don't realize that most of my time is spent in engineering," and he has often talked as though this is his fundamental skill, the thing he can do better than anyone else.

Nevertheless, the mystery of Elon Musk and his incredible successes can't be explained quite so simply.

For while it is very true that he has led these two companies, SpaceX and Tesla, from nowhere to multi-billion-dollar industries by making things, it's also important to remember that he made those first two fortunes in companies that never made anything physical at all.

So whatever his secret sauce, it's a little more complicated than that.

The visionary technological genius occupies a strange place in the modern cultural psyche, as shown by the current battles in Steve Jobs's afterlife over who he was and what he did, and how those two things are related.

Right now, I can only think of two living people who seem close to occupying a similar role in the public imagination: Mark Zuckerberg and Elon Musk.

When I first introduce this subject by mentioning the new Danny Boyle movie about Jobs, Musk throws me off, not by the fact that he hasn't seen it—it's only been out for three days when we speak, though he says that he does intend to see it—but by the unconventional opinion that follows: "I actually saw the one with Ashton Kutcher, and I thought that was pretty good—I thought Ashton did a good job."

I ask Musk whether the way Jobs's legacy is being fought over makes him reflect at all on how he is thought of, or how he will be.

"I think what matters is the actions," he says, "not what people think of me in the future.

But the actions that I take, will they have been useful?"

But, I suggest, you can't be completely indifferent to how people think of you.

"Well, I don't like it if people hate me.

I point out that there seems to be a kind of popular stereotypical narrative where figures like Jobs—and, more recently, Musk—are seen on one hand as visionary geniuses, but on the other as deeply flawed in their personalities.

"I don't know—I mean, the one time I met Steve Jobs, he was kind of a jerk.

He stops himself here, mid-sentence, and says he'd like to withdraw this answer.

There's doubtless a very particular reason for this sudden hesitancy, relating to a media storm over the previous week that involved Musk and Apple—but before I ask him about that, I press a bit more about his uncomfortable encounter with Jobs.

Musk explains that he was introduced to Jobs by Google's Larry Page at a party, and he tells me that Jobs didn't know who he was, so it wasn't some personal thing.

"I mean, I can't say beyond my personal experience.

That is the only experience that I had."

To be clear, Musk has also expressed many times over the years his appreciation and admiration for what Jobs achieved, and he reiterates his wish not to be talking about this right now.

"The last thing I need is to generate animosity, you know," he says.

The awkward context hanging over our conversation is this: A couple of weeks earlier, on a Tesla-related trip to Germany, Musk gave an interview to a German newspaper, Handelsblatt.

The resulting article was published a few days before we speak, and toward its end came the following exchange, which related to Apple's rumored move into car design and manufacturing:

Apple just hired some of Tesla's most important engineers.

Do you have to worry about a new competitor?Important

We always jokingly call Apple the "Tesla Graveyard."

If you don't make it at Tesla, you go work at Apple.

Do you take Apple's ambitions seriously?Did you ever take a look at the Apple Watch?

No, seriously: It's good that Apple is moving and investing in this direction.

But cars are very complex compared to phones or smartwatches.

You can't just go to a supplier like Foxconn and say: Build me a car.

next logical thing to finally offer a significant innovation.

A new pencil or a bigger iPad alone were not relevant enough.

Musk's remarks flew around the world's media, and they were generally portrayed in the least attractive way: as though Musk had declared war on Apple.

In response, he attempted to explain and contextualize his statements on Twitter:

It's a great company with a lot of talented people.

I love their products and I'm glad they're doing an EV...

Regarding the watch, Jony & his team created a beautiful design, but the functionality isn't compelling yet.

(One subsequent newspaper headline: Elon Musk tries to take back Apple insults, ends up insulting Apple again.)

He complains to me now that the quotes in his German interview were taken and used "as though I issued a press release or something…

I have no interest in sort of attacking Apple."

But, I say to him, while it was clearly something you might wish you hadn't said, presumably it was a true reflection of your thoughts?

"You know, it's better if I don't say anything on this front," he says.

"My point is, there's no upside in generating animosity.

It's not that I care about currying favor with Apple or anything like that, but I don't care to generate animosity."

One final observation about Tesla's view of Apple: Tesla has established a tradition—well, for the last two years, anyway—of announcing a fake product update on its blog on April 1.

In 2014, they apprised their customers on the subject of "Pet Driving Cars," a post illustrated by a montage of two sweet giant-sized kittens clawing out of the roof of a Model S on an oceanside highway; the text reported Tesla's conclusion that cats "had an inexplicable propensity to drive off a cliff," with dogs faring not much better, but that "a goldfish-driving car" offered "the best path forward."

"Tesla today announced a whole new product line called the Model W.

As many in the media predicted, it's a watch.

This incredible new device from Tesla doesn't just tell the time, it also tells the date…

Reality as you know it will never be the same."

At the end of September, I watched Musk launch the latest real Tesla product, the SUV known as the Model X, in a giant hangar space close to the main Tesla production plant in Fremont, California.

Many hundreds of hyped-up Tesla owners, and owners-to-be, were crowded on the floor.

At the very front, behind a thin rope, were a few VIPs on fold-out seats, including Sergey Brin from Google, who would be one of the first five owners to receive their Model X tonight.

In the row next to the stage were two of Musk's boys (he has twin 11-year-olds and triplet 9-year-olds)—the

other three would have roles in the presentation, demonstrating how much luggage could fit in the car and how a bike rack could easily be fitted at the back.

One of the two sons sitting in front of me whiled away the time reading a book as we all waited for Musk's delayed presentation: a book written in childish hand-lettering but that, in an almost impossibly appropriate way, appeared to be demonstrating quite sophisticated scientific principles—the chapter he was looking at, improbably, was titled "Other Orbits."

Talulah Riley and Elon Musk arrive at the 2014 Vanity Fair Oscars party on March 2, 2014.

At the end of the same row was Musk's mother, Maye, enjoying her own late-life career as an over-sixties model, and next to the boys was Musk's second wife, the British actress Talulah Riley.

Perhaps it would be impossible to imagine that someone as driven and singular as Musk could be anything other than a strange person to live with.

This perception was certainly fed by the extensive and fairly unguarded blog his novelist first wife, Justine, wrote during and after their marriage, but Musk himself hasn't always excelled at giving a different impression.

During a 2012 Bloomberg Businessweek interview, at a time when he was single, he mused to journalist Ashlee Vance, in a quote that may have been a clear-headed reflection on the practicalities of his life but that is also perhaps one of the least romantic dating pitches of all time: "I think the time allocated to the businesses and the kids is going fine.

I would like to allocate more time to dating, though.

And Musk's history with Riley certainly hasn't been straightforward.

They married in 2010, then announced a divorce settlement in 2012, then remarried in 2013, then at the end of 2014 announced a second divorce settlement.

No further public updates have been made, but the fact that the two of them have started appearing together again—at the Cannes Film Festival in May; taking turns wing walking on a biplane in the U.K. in August; her presence here, one of his sons resting his head on her lap—suggests that the second divorce has been no more successful than the first.

The particular way Musk does product launches makes these events unlike any others you've ever seen.

Though he has an idiosyncratic charisma, he's not a natural showman, and there are few signs that he has carefully rehearsed and honed a script.

He's clearly confident, despite the hesitations and the endless "um"s and the strange cough-laugh he uses as a kind of diffident pause, but there's also something breathlessly unsophisticated about the way he speaks—in some ways he's more like a teenager who's been asked to stand up and speak at a family dinner than like a titan of industry.

There's also the occasional sense that he's pausing so much not because he's trying to work out what to say, but what not to, as if he's working out how to translate what's in his head so that the normal people of Earth might understand it.

He's also got a delightfully weird sense of humor and sense of timing.

On this day, I see him present the car twice—first to a small group of automotive and tech journalists, second at this big event.

He hits different notes at each presentation.

For the journalists, when talking about the car's distinctive Falcon Wing doors, he explains how he was so determined that these doors opened and rose up balletically that he actually had the engineers watch ballet.

Then he explains, almost apologetically, that they probably got a bit carried away with some features.

"I'm not sure anybody really should make this car…there is a lot more there than is necessary to sell the car," he says.

"This is definitely the most complex sun visor in history—we probably shouldn't have done that…There's never been a car like it.

For the bigger crowd, he is a little more theatrical, bringing the house down when he shows how the driver's door automatically opens when you walk toward it and then closes behind you when you get in.

"Like an invisible chauffeur," he explains.

But one part of the presentation plays out the same way with both audiences.

He describes the car's filters in great detail, his basic point being that these filters are way beyond anything that anyone else has used before, and that the air within the car is filtered to medical standards.

Consequently, as he then explains, "if there ever is sort of an apocalyptic scenario of some kind hypothetically, you just press the Bioweapon Defense Mode button…"

When he first mentions this, among the press and among the later audience, there's the kind of warm and gentle laughter you get when someone has said something a bit weird and funny as a joke.

But then he explains—and each audience realizes, with a different kind of laughter, louder but also more baffled—that he means it.

Not that one needs a defense against bioweapons, but that there really is a button on the car's control screen, complete with a sinister twirly symbol, that when pressed will prompt the car to filter incoming air to this standard, and it really is called the Bioweapon Defense Mode.

"I think people are gonna remember 'ludicrous speed' more than they're gonna remember that it's, like, 2.8 seconds zero to sixty.

And our competitors, they usually don't have a sense of humor, so I think that's a differentiator."

Tesla and Musk have plenty of history like this.

When the Supercharger network (the charging stations across the country where Tesla owners can speed-charge their cars for free) was first announced, Musk pointed out that once the Supercharger stations are set up to get their own power from solar panels, as eventually intended, then "even if there's a zombie apocalypse, you'll still be able to travel the country on the Tesla Supercharger network."

And likewise, when Tesla worked out how to increase the Model S's already impressive acceleration, they decided to call this new option "insane mode"—not just internally, but on the car's instrumental panel.

And then, when they found a way to improve on even that degree of acceleration, they offered a new upgrade: "ludicrous mode."

"Well," he says, "I like sort of silly absurdist humor, and I like technology, so those two sort of combine."

But, I press, there aren't many billionaire CEOs—Musk laughs halfway through my question when he hears himself described this way—who carefully explain the advantages of their latest launch in the event of a zombie apocalypse.

Yeah, I did say we're trying to be a leader in apocalypse defense scenarios.

I really like the Bioweapon Defense thing.

I mean, I was just going through it with the lead engineers on the air-filtration system, and I asked them, 'So how good is this?

Like, could any virus or bacteria get through?'

And they're like, 'No, no, it's definitely gonna stop anything.

So you basically wouldn't even be able to measure it—it's such a tiny number that it wouldn't cause an infection, just as it would be for a hospital operating room.'

So I was like, 'Wow, so if there was like a genetically engineered super-virus, you could get in your car and be safe?'

So, like, 'Cool—we should call it, like, Bioweapon Defense Mode then.' "

But, I say, that's the funny bit: actually doing it rather than just thinking it.

Likewise, using the words "insane" and "ludicrous."

So we named it 'ludicrous mode' for that reason.

I mean, I thought it was funny—maybe not everyone thinks it's funny, but I thought it was funny.

I think people are gonna remember 'ludicrous speed' more than they're gonna remember that it's, like, 2.8 seconds zero to sixty.

And our competitors, they usually don't have a sense of humor, so I think that's a differentiator."

##### 3. Designing a Space Suit (That Looks Cool)

If anyone asks and he has a moment to explain, he'll talk distractedly of as-yet-unrealized concepts—a vertical takeoff-and-landing supersonic electric jet for long-distance travel; an entirely new form of transport that he's named the Hyperloop, which would propel passengers at high speed through tubes on cushions of air.

(He also has a third multi-billion-dollar company, SolarCity, which makes and installs solar panels—it's run by two of his cousins but was his idea.)

He is a man with the rare problem of having more ideas for how to radically change our world than the time to realize them.

And so this Monday evening, his mind is on space suits.

Right now, specifically, he needs to go see the latest secret prototype of a new kind of space suit—the first to be made by a private rocket company for astronauts to wear into orbit and beyond, which he hopes will go into use in 2017.

"We're trying to have a good balance between aesthetics and functionality," he explains, sitting in his office at SpaceX.

"It's tricky to have something that works in reality and looks good."

As with much of what Musk does, there is a plan, but then, behind that, there's often a bigger plan.

To Musk, it's obvious that this new space suit not only needs to work well but also needs to look cool, because he needs people—regular people like you and me—to imagine themselves wearing it.

"If you've seen an advanced space suit in the movies, it looks a bit more like that.

"If we're to inspire the next generation to want to go beyond Earth," he says, "they have to think they want to wear that suit one day.

The easiest way to make a pressure suit work is to make it very bulky, and have lots of sort of things poking out."

He laughs, and then offers another illustration that the way Elon Musk's mind works is both quite brilliant and quite entertainingly unusual.

"Actually," he says, "one of the more embarrassing things about space suits is that the backside kind of pooches out pretty bad.

I don't know if you've seen any of the Soyuz space suits?"

I concede that I can't bring to mind a rear view.

"That's because they never show you that angle!" he says, as though vindicated.

Then he swivels round to the computer behind him and actually does a Google image search to show me.

"You can barely stand upright," he says, scrolling.

All the views that come up are head-on, but this, he proclaims with satisfaction, only proves his point.

"They always kind of avoid the side image."

He also explains the underlying physics dilemma: "Imagine that you've got to be able to bend over, but it's rigid material—then, when you stand up, it's gonna pooch out really significantly in the back.

So we wanted to have something which would not do that."

So, I ask, you can mitigate big-butt space syndrome?

"Yeah," he replies, though a little uncertainly, as if he's not quite convinced I've accurately outlined the technical parameters of the problem.

Do your suits look anything like space suits have looked before?

"They look a bit more like space suits in the movies," he says.

"If you've seen an advanced space suit in the movies, it looks a bit more like that.

As we sit here, Elon Musk explains to me how he thought up the Hyperloop.

People get stuck in traffic every day, but few of them react to the situation as Musk once did.

He was trapped on Santa Monica Boulevard for 45 minutes, edging toward the coast to appear at an event where he was to be interviewed in front of an audience by a tech journalist called Sarah Lacy, and he was late.

"I didn't realize they'd actually paid to attend, so I was keeping all these people waiting that had paid to attend without me even realizing it," he says.

"I thought, 'Man, there's gotta be, you know, a better way.' "

What happened next is two kinds of absurd.

First, he tells me, it was actually right as he sat there in his car, inching down Santa Monica Boulevard, that he not only thought, We need a new mode of transport, but imagined it, and in his head (Musk famously never writes things down) came up with a quite specific idea he thought would work.

Second, when he arrived at his destination, he couldn't keep it to himself.

"I sort of shot my mouth off in the interview," he recalls.

He would explain at the event that his idea was also inspired by his frustration at California's continually-delayed high-speed train link between San Francisco and Los Angeles, which he saw as disappointingly slow and crazily expensive.

"I said," he remembers, " 'I think I've come up with a better way to get from one place to another.' "

Musk: It would be for a fifth mode of transport.

So right now we've got planes, trains, automobiles, and boats for getting around Earth.

I've a name for it, which is the Hyperloop.

Yeah…it goes about, let's say, an average speed of twice what an aircraft would do.

So you go from downtown L.A. to downtown San Francisco in under 30 minutes…

Over the next few months, when Musk was asked about it, he said that when he had time he might publish an open-source version of this Hyperloop plan for others to work on, and meanwhile he offered more opaque clues as to what his idea was ("a cross between a Concorde and a rail gun and an air-hockey table…if they had a three-way and had a baby somehow"), which inspired lots of online speculation, much of it deeply skeptical.

Despite prodding, though, he said little more for quite some time, and he published nothing.

For one thing, as we know, he was a little busy.

But he tells me now that there was also another reason for his reticence.

"In actual fact," he says, "what I thought of wouldn't work, but I didn't realize that at the time.

It was like a wrong precursor, sort of along the lines of a pneumatic mail chute.

But the problem is, pneumatically things won't work because the friction of the air column is far too great.

And then it heats up the air, the air expands, and it creates this enormous back pressure.

That's why mail slots don't work at scale.

You can have them over short distances, but not long distances."

Pretty much anyone else might have left it there, but Musk didn't.

He carried on thinking about it: "I was like, 'Is there any other way to make this work?'

Because I'd sort of put myself out there saying I could think of this thing—it's gonna be pretty embarrassing to say that it didn't work.

So maybe there's some other thing that would work."

"What I'm good at is, well, I think I'm good at inventing solutions to problems.

Things seem fairly obvious to me that are clearly not obvious to most people."

The following year, he announced the imminent publication of his new and improved concept, though he confesses to me that, even then, a key detail only came to him at the very last moment: "A final piece of the puzzle—to use a compressor on the nose of the pod to compress the air and eject it backwards using air skis—I came up with literally the night before.

I was up at 3 A.M.—I was like, 'I think it might actually work.' "

It's fair to say that there was a large audience ready to debunk and savage whatever he published—which turned out to be a surprisingly detailed, 58-page document packed with calculations, reasonings, schematics, and costings—but though there were inevitably doubters, it soon became clear that there were plenty of people who could not see any reason why it wouldn't work, and a few who were ready to start building it and testing it out.

There are now competing companies investing millions in Hyperloop prototypes.

Musk hasn't endorsed any particular endeavor, but for his own part he's building a mile-long Hyperloop test track here in Los Angeles so that students can try out designs and compete to see whose prototype will go faster.

And while there is a long way to go before the Hyperloop proves itself, no one has yet come up with a fundamental flaw that undermines his designs or his reasoning.

You must be aware that other people don't think up new modes of transport in their spare time?

"Um, well, in this case it was just sort of sheer desperation," he replies.

"Of, like, I'd better think of something, otherwise I'm gonna have to tell people it doesn't work."

Well, yes, but lots of other people have been desperate before now, and they still don't do things like this.

He pauses, as though looking for a way to sidestep this.

Elon Musk has been asked many times to explain his success, and occasionally he has tried.

He points to things he does that other people don't do—actively seeking out negative feedback, for instance, and working really, really, really hard.

But I think he knows that he's different.

This is what he said once to NPR, back in 2007, before the first Tesla car hit the road, before the first SpaceX rocket took off: "What I'm good at is, well, I think I'm good at inventing solutions to problems.

Things seem fairly obvious to me that are clearly not obvious to most people.

So…and I'm not really trying to do it or anything.

I just, I don't know, I can see the truth of things, and others seem less able to do so."

Eight years later, he tries to boil down some more practical lessons for me.

The things you've been working on the last ten years or so, would they be where they are now yet without you?

Everything you've been doing at SpaceX and everything you've been doing at Tesla.

Um, certainly some things wouldn't have.

So what is that that you're doing to make that happen?

"Well, you've got to convince great people to join the companies and then get them to work together in concert toward a clear goal with a strategy that's sensible."

But surely there are thousands of people who are doing that.

Why are you more successful than pretty much anyone else right now?

"Well, it's really because people, they either have a strategy where success is not one of the possible outcomes—occasionally it's that.

And then they don't change that strategy once that becomes clear, amazingly.

Or they cannot attract a critical mass of technical talent, if it's in a technology-related thing.

Or they run out of money before reaching a cash-flow-positive situation.

The long-term goal of SpaceX is pretty modest: colonize Mars, establish a "backup plan" for all of humanity.

Sure, but even so, there's other people who get over all those bars…

You really think those hurdles are enough to stop nearly everything?

Probably very often when a company starts out, it's headed in the wrong direction.

But it really depends on how quickly it can recognize that and take corrective action.

But people tend to think that they're right even when they aren't right."

An essential part of the Elon Musk tale of triumph is how close he came himself to complete disaster in the second half of 2008.

"Yeah, we had some really, really hard times," he says when I refer to this, "and very narrowly escaped death as a company, both for SpaceX and Tesla."

He has told the full story over and over—how SpaceX had failed with its first three rocket launches and Tesla was struggling to make vehicles quickly or economically enough, and how, when the wider market crash then came, both companies were only kept going by Musk committing the remainder of his $180 million fortune from PayPal, to the point where he was reduced to borrowing money off friends for living expenses.

And how, at the last minute, doom was averted: The fourth SpaceX launch reached orbit, and the company was awarded a $1.6 billion NASA contract; other Tesla investors agreed to match Musk's final $20 million investment and saw them through the most vulnerable moments.

Even now, Musk gets uncharacteristically emotional talking about it.

There's a very recent interview shot at the Tesla factory for Norwegian TV where Musk has to ask to halt the filming when they are discussing this period because he is tearing up.

"Well, I mean, I certainly have feelings!"

SpaceX received its biggest setback since those days earlier this year when, after eighteen consecutive successful launches, a Falcon 9 rocket on a resupply mission for the International Space Station exploded just over two minutes into its flight (a mishap they now believe was caused by the failure of a small metal strut supplied by a contractor).

"It was the first time that we'd had a failure in seven years, so most of the people at SpaceX were not around when we had the failures in the early days.

Because we only were about 500 people or so, and now we're five thousand, so 90 percent of the people had only ever seen success."

I ask him if there's something he's had to do to get people in a mindset where they're more scared of failure, but his answer is basically that a rocket blowing up—or, to use the actual jargon, undergoing a "rapid unscheduled disassembly," or RUD—should be enough to do the trick.

"I think it's now clear to them," he says.

"It's pretty obvious this is what happens if you don't do things right."

Toward the end of our conversation, Musk starts getting periodic reminders, ever more insistently, that he is late to this meeting to review the latest space-suit prototype.

No one outside of a few select insiders has seen the suit, I am told, but eventually he invites me to come take a look, as long as I don't describe the suit itself.

Earlier in the day, I'd been taken on a tour of the SpaceX factory, within which there is an area that approved guests are allowed to tour, where the rockets, capsules, and engines are fabricated.

(First, though, you walk past the Iron Man suit, which is here presumably because another key part of Musk lore is that Jon Favreau and Robert Downey, Jr., used aspects of Musk as the basis for the movie version of Tony Stark; Musk also has a cameo in the second film, trying to buttonhole Stark about his real-life electric-plane idea at a party.)

There's nothing boring about the inside of a rocket factory—this is where SpaceX puts together every part of the rocket and capsule, fabricating nearly everything themselves—but I also knew there were areas that no one is allowed to see.

We head into one of these areas now, until we reach a glass-walled room identified as space-suit development.

Inside, a man is waiting, a little awkwardly, in a next-generation SpaceX astronaut suit, visor open.

He stands there for the next 20 minutes as Musk and his team discuss it.

Other versions, presumably earlier or alternative prototypes, hang on a rack in the back of the room.

Musk is not at all overbearing, but he asks a lot of very specific questions—about fabrics, about colors, about placements—and he makes comments about what is and is not flattering.

They discuss some of the practical constraints imposed by the fact that this suit has to work in space.

Musk seems both pleased and dissatisfied with what he is seeing; he has plenty of suggestions for improvements.

Still, I think it would be fair to say that his description—more like space suits in the movies—is a pretty good one.

And I trust he won't mind my observing that there is no sign whatsoever of pooching.

*See Aaron Sorkin's mythic reimagining of Steve Jobs in Steve Jobs.

Related Stories for GQTeslaElon MuskTesla

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### Mark Gonzales Loves New York for the Traffic

"BFR" was the code name for SpaceX's privately funded launch vehicle announced by Elon Musk in September 2017. SpaceX President Gwynne Shotwell has stated that BFR stands for "Big Falcon Rocket".


The organization will be working with public defense offices and community partners across the country to establish 40 sites across the country with the goal of paying bail for 160,000 people.

(meta data) TITLE: Bail 'disrupters' have a plan to free thousands from U.S. jails

(meta data) PUBLISHED DATETIME: Thu Nov 23 2017 19:10:00 GMT+0000 (UTC)

# Bail 'disrupters' have a plan to free thousands from U.S. jails

Attorney Ruth Hamilton speaks with her client, Chelsey Marshall, in Tulsa, Oklahoma.

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SUBSCRIBENov. 23, 2017, 7:10 PM UTC / Updated Nov. 23, 2017, 7:10 PM UTCBy Hannah Rappleye and Brenda Breslauer

TULSA, OK — Last Labor Day weekend, Tommi Ziegler watched in horror as her pregnant daughter stood sobbing against a car, swollen belly straining against her white tank top, hands bound behind her back with handcuffs.

A routine traffic stop had devolved into a crisis.

Police had pulled their car over for running a stoplight, shortly after leaving the parking lot of a shopping center, where the family had spent the day.

After checking her identification, officers told Ziegler's 22-year-old daughter, Chelsey Marshall, that she was under arrest for an outstanding warrant tied to unpaid traffic tickets.

Ziegler held a cell phone up to Marshall's face.

Days before, Marshall had received community service after settling the tickets — one for driving without a license, the other for not having insurance.

But Marshall, then late in a high-risk pregnancy, was taken to jail anyway.

Pending a miracle, Marshall would have to spend the long holiday weekend behind bars.

"I was like, 'Oh, there's no way I can come up with this right now.'"

On any given night, more than 450,000 Americans are locked up in jails, charged but not convicted of crimes.

Though the nation's cash bail system is intended to guarantee that defendants will show up for their court dates, critics say it works less as an incentive and more as a punishment inflicted disproportionately on communities of color and low-income defendants.

## The Great Bail-Out: Reform project looks to free thousands

Last week, criminal justice reformers backed by $30 million in donations from the wealthy and influential announced the launch of The Bail Project — a bold effort to disrupt the bail system by using charitable dollars to bail people like Marshall out of jail.

Over the next five years the nonprofit's bail 'disrupters' plan to use a revolving fund to post bail for over 160,000 low-income, pretrial defendants.

Robin Steinberg, The Bail Project's founder and a veteran public defender, said that the way bail is commonly applied in courts both large and small has created a two-tiered, cash-register system of justice.

Those who can afford to pay get out of jail, while the poor languish behind bars.

"You haven't been convicted of a crime, you are supposed to be presumed innocent," Steinberg said.

"And the only way to get out of a jail cell when bail is set is to buy your way out.

That disadvantages poor people and it disadvantages people of color."

"If you're rich, you buy your freedom and you buy the presumption of innocence," she added.

"If you are not rich you can't buy your freedom and you don't get the presumption of innocence."

Starting in January, The Bail Project will open offices in Tulsa and St. Louis, Missouri, and eventually expand to 40 other sites.

In addition to paying bail, Project employees will work with clients over time to support them through their cases, increasing the likelihood they will return for their court dates by reminding them of their court schedule or connecting them to needed services, such as transportation or childcare.

When the case is over, the bail money is returned to the fund.

"That means we can use that same dollar to bail out somebody else's son and somebody else's mother and somebody else's child, over and over and over again," Steinberg said.

Like a snowball rolling downhill, the consequences of remaining incarcerated, even for a day, can quickly compound.

Pretrial defendants who can't afford bail risk losing jobs, housing, relationships, even custody of children.

In the most tragic cases, being stuck in jail can destroy a life.

Ezra Ritchin, project director for the Bronx Freedom Fund, on the bus to bail out clients.

Last year, 26-year-old Jeffrey Pendleton died in a New Hampshire jail after being charged with misdemeanor marijuana possession.

In 2015, Kalief Browder, 22, committed suicide after spending three years at New York City's Rikers Island, including long stints in solitary confinement, while awaiting trial for stealing a backpack when he was 16.

He could not initially afford his bail, set at $3,000.

Those consequences fall disproportionately on communities of color, said Vincent Southerland, executive director of the Center on Race, Inequality and the Law at NYU Law, and a member of The Bail Project's board.

"The domino effect on those lives is that you're cut off from employment, cut off from opportunities to reunite with your family, cut off from the community at large," Southerland said.

"And it really puts a pause on your life if you're sitting in jail waiting for your criminal case to be resolved."

According to a report by the Pretrial Justice Institute, taxpayers spend about $14 billion a year on costs stemming from pre-trial detention.

The Bail Project expects to save taxpayers and municipalities more than half a billion dollars a year.

That return on investment, Steinberg said, helped convince prominent foundations, including Virgin Atlantic CEO Richard Branson's charity, and billionaires like Mike Novogratz to back the fund.

Investor and hedge fund manager Mike Novogratz.NBC News

But Novogratz, a prominent hedge fund manager, said it wasn't dollars and cents that drove him.

It was the outrage he felt after observing firsthand the sometimes Kafka-esque machinations of the criminal justice system.

"I think it's a revolutionary-in-spirit idea," Novogratz said.

"In some ways, it's a middle finger to the system, saying, 'Hey, you know what?

The system is so broke we're just going to show up and pay the damn bail.'"

While the initiative is national in scope, it was born in the South Bronx.

Ten years ago Steinberg, then a public defender working in the Bronx Criminal Court, grew so frustrated by the thousands of people languishing behind bars because they couldn't afford bail that she and colleague David Feige launched The Bronx Freedom Fund.

The fund provided the blueprint Steinberg and her partners used to go national.

New York City has made several reforms to its bail system, including launching its own citywide bail fund.

But in the Bronx, Freedom Fund employees remain besieged by calls from families and loved ones of defendants who can't afford bail.

The Bronx Criminal Court is one of the most backlogged in the country, a place where misdemeanor cases — even for minor charges like riding a bike on a sidewalk or jumping a turnstile — can stretch on for months.

More often than not, defendants must wait hours to see a judge, only to have their cases postponed, over and over again.

According to court data, in early 2016 there were more than 2,300 misdemeanor cases in the Bronx that had been pending for over a year.

Misdemeanor defendants who wish to exercise their right to trial wait an average 827 days for a jury trial.

Black, Latino and other people of color make up 95 percent of all misdemeanor arraignments in the Bronx.

Outside the Vernon C. Bain Center, a floating jail in the South Bronx.

If they don't end up in the notoriously violent central New York City jail on Rikers Island, those defendants are often sent to the world's largest floating jail, the Vernon C. Bain Center on the East River.

The lock-up, which sticks to the Bronx shoreline like a barnacle, is known to both attorneys and defendants as "the Boat."

Several times a week, the Freedom Fund's "bail disrupters" travel to the Boat to bail out their clients, sometimes for amounts as low as $250.

Past a trash processing plant and a fish market, down a long drive topped with concertina wire, is the bail office.

After sliding money through a rusted slot at the window, the mostly African-American and Latino citizens who come to pay bail for their loved ones must sometimes wait for hours as paperwork is faxed back and forth between offices.

Novogratz traveled with a disrupter to the Boat, where the average daily population of male inmates hovers near 800.

Around 2 p.m., after Novogratz and the disrupter paid bail for two men, he was shocked to find that they wouldn't be able to get out of jail until 11 p.m.

Upon release, he said, they'd be given a city transit Metrocard and would have to walk to the nearest bus stop, only to come back the next morning to pick up their belongings.

Clinton Washington, a bail 'disrupter' with the Bronx Freedom Fund, speaks to a client outside Bronx Criminal Court.

"Every step of the way that day, you realized that there's a system that was just kicking everybody in the knees," Novogratz said.

"There was absolutely no dignity built into the system.

And all these people were arrested, not even convicted."

"The presumption of innocence that we cherish in this country doesn't exist if you don't have the money," he added.

A 35-minute bus ride west of the Boat is the Freedom Fund's office at the Bronx Criminal Court, where bail disrupters scroll through an ever-growing spreadsheet of potential clients, and send text messages or make calls to clients, their relatives, social workers, or significant others to remind them of court dates.

That kind of support, said Ezra Ritchin, project director for the Freedom Fund, has helped 95 percent of its clients return for their court dates.

"They get a text message or a call the week before saying like, 'Hey, remember to find child care next week during your court date because it might last eight hours, even though you only see the judge for 20 seconds,'" Ritchin said.

"'Remember to call your job and ask for the day off.'

They don't need to be locked up in order to make it to a court date."

Robin Steinberg, founder and CEO of The Bail Project, sits in Bronx Criminal Court with board member Vincent Southerland, executive director of the Center on Race, Inequality, and the Law at New York University.

Unaffordable bail can convince defendants their best chance of getting out of jail is to take a plea deal.

Stripping away that coercive mechanism, Ritchin said, allows them to fight the charges — interrupting the cycle of guilty pleas sought by prosecutors looking for high conviction rates.

There's evidence that making bail translates into weak cases getting thrown out; in the Bronx, prosecutors have dismissed over 50 percent of cases of handled by the Freedom Fund.

"If you're held [pending] bail and you come to court, the prosecutor will offer you a plea deal and say, "If you plead guilty, you get to go home today,"' Ritchin said.

"If you maintain your innocence, you have to go back to jail and wait for your next court date….If you do take the prosecutor's offer, you're able to go home.

But that criminal record will follow you for the rest of your life."

"Our clients don't have to make that decision," he added.

Although the Bail Project has not officially launched yet in Tulsa, it has already made a difference in the life of Chelsey Marshall and her mother, Tommi Ziegler.

While Marshall waited in a holding cell, attorney Ruth Hamilton, who had helped Marshall clear up her warrant days before, made a series of desperate but fruitless calls to the police.

Ziegler was frantic about her pregnant daughter spending the weekend in jail.

Attorney Ruth Hamilton speaks with her client, Chelsey Marshall, in Tulsa, Oklahoma.

"I asked [Ziegler] if there was anywhere that she could go to get the money or if there was anything she could do," Hamilton said.

You could tell how hard that was for her to not be able to pay for her daughter to get out of jail, and to know that the court was going to be closed on Monday."

"It just felt so unjust for someone to be in jail for three days when they never should have been arrested," she added.

"I just thought that maybe there was something that somebody could do."

She contacted a donor in New York City, who offered to front the bail.

"You don't know how much it impacts a person's life.

When they don't have the money, but they need to be home."

Rappleye is a reporter with the Investigative Unit at NBC News, covering immigration, criminal justice and human rights issues.

In November 2017, Steinberg and the team behind the Bronx Freedom Fund launched The Bail Project, a national organization that seeks to expand the revolving bail fund model to high-need jurisdictions across the United States.


At the 2019 Women's World Cup, she scored a goal in Germany's 1-0, and 4-0 wins over Spain and South Africa, earning the player of the match award on both occasions.

(meta data) TITLE: Germany beats South Africa 4-0 to win World Cup group | FOX Sports

(meta data) PUBLISHER: https://www.facebook.com/foxsports

(meta data) PUBLISHED DATETIME: 2019-06-17

# Germany beats South Africa 4-0 to win World Cup group

Germany is playing like a title contender, just at the right time.

After seeing her team start the Women's World Cup with a pair of one-goal wins, Germany coach Martina Voss-Tecklenburg told her players to keep the game simple.

Germany played to its status as the world's second-ranked side and one of the top challengers hoping to dethrone the United States, routing South Africa 4-0 on Monday to top Group B with a 3-0 record.

The Germans will play a third-place team in the round of 16 instead of the possibility of an immediate matchup with the Americans.

After Germany grinded out 1-0 wins over China and Spain, its offense broke out with three goals in the first half at Montpellier's Stade de la Mosson, matching its total in its previous five World Cup games combined.

"I told my players that we should keep it simple," Voss-Tecklenburg said.

They showed that football can really be very simple sometimes. …

There were moments within the match when we tried to go for the more difficult solution.

Displaying a varied attack, Germany generated a constant stream of scoring opportunities and could have easily won by a bigger margin.

Melanie Leupolz opened the scoring in the 14th minute with her first goal for Germany since the 2016 Olympics.

Sara Däbritz doubled the lead in the 29th minute from a goal-keeping blunder, Alexandra Popp made it 3-0 in the 40th and Lina Magull added the final goal in the 58th.

"I think we are ready for the round of 16," Däbritz said.

"Our goal was to come in first, and we are really happy about that."

South Africa was winless in group play and outscored 8-1.

At 49th, South Africa had the lowest ranking of the 24 teams in the tournament.

Spain finished Group B as runner-up after a 0-0 draw with China and advanced to the knockout stage for the first time.

Spain will face the winner of Group F on Monday at Reims, and the United States would be the opponent with a victory or draw in its final group match against Sweden.

Two-time tournament champion Germany has not lost a match in group play since falling to Sweden in 1995.

"Germany has won tournaments that it started out with difficulties," Voss-Tecklenburg said.

"It would be great to have the same this time.

All the matches will be challenges, and I hope we will be able to meet them all."

Germany didn't miss the playmaking of Dzsenifer Marozsan, who broke a toe in its opener.

Voss-Tecklenburg said she couldn't guarantee the Lyon midfielder will be ready for the round of 16.

Leupolz put Germany ahead when she was left all alone on the edge of the 6-yard box to deftly nod a corner kick into the far corner of the net.

Däbritz made it 2-0 after a mistake by goalkeeper Andile Dlamini, who turned what appeared to be a poor German pass into a perfect assist.

Left back Verena Schweers's cross looked like an easy grab for Dlamini, only for Dlamini to parry the ball right into the path of Däbritz, who got her second goal of the tournament.

"We conceded poorly from a set piece and a second goal, as well, and were on our back foot from there," South Africa coach Desiree Ellis said.

Germany boosted the lead to 3-0 with pure power.

Popp, the team captain, jumped over her marker to drive home a header.

Magull got the fourth goal when she rushed in to finish off a save by Dlamini, who did well to push a header by Marina Hegering off the post, only to see the ball bounce across the open goalmouth.

Only Dlamini's sharp reflexes saved South Africa from a greater defeat.

"We always knew it would be a challenge," Ellis said.

"We are happy with the performance but not the result."

Alexandra PoppAndile DlaminiDzsenifer MarozsanFIFA

MagullMelanie LeupolzsoccerSouth AfricaVerena Faisst

On 29 June 2013, Däbritz made her debut at senior level coming in as a second-half substitute during a friendly match against Japan. She was called up to be part of the national team for the successful campaign at the UEFA Women's Euro 2013. In 2014, she was part of the Germany U-20 at the 2014 FIFA U-20 Women's World Cup, achieving another title with a contribution of 5 goals for which she received the Bronze Shoe. Named for Germany's national squad for the 2015 FIFA Women's World Cup, she scored her first senior goal during the tournament's match against Ivory Coast.
 She was part of the squad for the 2016 Summer Olympics, where Germany won the gold medal.


She is inspired by New York neighborhoods and advertising, bringing imagery from Chinatown and Times Square in the form of old signs, billboards, and neon signs.

Lady Aiko Brings NYC Street Art to W New York Times Square

# Lady Aiko Brings NYC Street Art Indoors

For more than 20 years, Japanese street artist Lady Aiko has been living boldly, sharing her iconic graffiti on streets around the world.

After moving to New York City in the 90's, the young painter found a home in the downtown street art scene, using her iconic stencil style as a universal language.

Lady Aiko has collaborated with artists like Bansky, traveled around the world painting murals, and made a name for herself, but it was New York that gave her the creative outlet she needed to start a career.

As an ode to the city, Aiko is bringing her art indoors to a mural inside the all new curated clothing and object store Style Lab at W New York – Times Square.

Inspired by the gritty yet beautiful New York streets, the artist brings imagery from neighborhoods like Chinatown and Times Square, recreating characters seen on old signs, billboards and neon signs.

Lady Aiko's mural spans the entire store, transforming the space with art that is both a nod to graffiti's past and a representation of it's future, living as a permenant background to Style Lab's line up of emerging designers and artists.

See Lady Aiko's behind the scenes process while making the mural and read how the artist made a name for herself on the streets.

What goes into painting a mural like this?

People don't know a lot about stenciling.

This process uses hundreds of stencils all cut by hand.

There is a lot that goes into making a painting and there really aren't a lot of stencil artists out there anymore.

Nowadays they do a lot of machine cuts, but I do it all by hand.

This project took a month to think out, to draw it out, enlarge it to scale, then plan where each stencil will go.

The painting part has taken a week pretty much non-stop, because it's just me in here.

I've been painting since I was two but when I graduated from college I decided I needed more culture than Tokyo, and I needed to travel to get inspiration.

I didn't know anyone when I moved to New York, I didn't even speak English, so street art became my language.

I met a lot of artists through painting on the street, and we taught each other and grew together.

When I started, painting on the street was illegal.

I didn't want to show who I was, at the risk of being arrested, so no one knew I was a woman.

I wanted to be a mysterious monster and let the work speak for itself.

What were the inspirations behind the mural?

Each city's mural tells a story, so this one tells New York's story.

I took pictures from old Chinatown and old Times Square.

I love looking at old pictures and tracing the images and being inspired by the people.

There's an old school sticker from Japan, and it says Lady Aiko.

It's all the neighborhoods coming inside.

It's not for the fancy people, it's for everyone and everyone can see it.

I love traveling to big cities – I'm from Tokyo so I'm used to it – but also I love isolated places, like Africa or Tibet.

I like the mixture of different cultures in New York.

Were there any hardships you encountered in your career?

This line of work is illegal, so I have been arrested in the past.

When I applied for my Green Card the government knew I had been arrested and I thought it was impossible.

But then they said, "You took a risk, that means you are a good artist."

You know, I was working with Michelle Obama a few years ago and I thought, man, they used to want to put me in jail for this!

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Lady Aiko (also AIKO, born Aiko Nakagawa in 1975) is a Japanese street artist based in Brooklyn, New York. In the contemporary art world AIKO  is among the most important female street artists from this millennium. In a largely male-dominated form of art, AIKO is becoming an influential figure in contemporary street art. “It’s hard being a girl and a graffiti artist”, she sighs, but continues to make bold artworks that rival Banksy. Known for her ability to combine western art movements and eastern technical artistic skills, she is highly respected for her large scaled work that have been installed in many cities all over the world including Rome, Italy, Shanghai, China and Brooklyn, New York.
 Aiko's work is inspired by 18th-century Japanese woodblock printing and has been described as "joyfully, subversively feminine." Her solo artwork on canvas uses a bricolage technique, incorporating spray paint, stenciling, brushwork, collage, and serigraphs.


Joel, being a history enthusiast, took advantage of this opportunity, knowing that this would impact the history of the Cold War.

(meta data) TITLE: Billy Joel 'A Matter Of Trust - The Bridge To Russia' To Be Released On 2CD Live Album, DVD/Blu-ray Concert Film & Deluxe Edition | Billy Joel Official Site

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# Billy Joel 'A Matter Of Trust – The Bridge To Russia' To Be Released On 2CD Live Album, DVD/Blu-ray Concert Film & Deluxe Edition

Columbia Records and Legacy Recordings Set to Release A MATTER OF TRUST–THE BRIDGE TO RUSSIA, Billy Joel's Historic 1987 Russian Tour Revisited on DVD/Blu-ray Concert Film, 2CD Live Album and Deluxe Box Set

Deluxe Edition includes First DVD/Blu-ray Release of Billy Joel's 1987 Leningrad and Moscow Concerts, 2CD Expanded Russian Concert Album and SHOWTIME® Documentary Film, directed by Four-Time Emmy-Winner Jim Brown

Columbia Records and Legacy Recordings, the catalog division of Sony Music Entertainment, will release Billy Joel's A MATTER OF TRUST–THE BRIDGE TO RUSSIA, the artist's historic 1987 Russian concert tour revisited on DVD/Blu-ray and CD, on Tuesday, May 20, 2014.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA will be available in a Deluxe Edition boxed set containing a full-length concert film (The Concert) on DVD or Blu-ray; a 2CD album (The Music) featuring previously unreleased tracks and bonus material; and, as an exclusive, the SHOWTIME® documentary film chronicling Billy's 1987 Soviet Tour, directed by four-time Emmy-winner Jim Brown ("Pete Seeger: The Power of Song," "American Roots Music," "An Evening with Henry Belafonte").

In addition, the Deluxe Edition comes with a book containing rare photos and new liner notes including first-hand accounts from writers and journalists who were there, among them Gary Graff, Michael Jensen, Neal Preston, Rona Elliot and Wayne Robins.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA: The Concert (DVD/Blu-ray) and The Music (2CDs) will be available individually, or inside the Deluxe Edition.

The Concert (DVD or Blu-ray) contains newly restored and remastered material from Live In Leningrad, 1987, a full-length concert film that has been unseen since its VHS release.

For its DVD and Blu-ray debut, The Concert has been remastered from the original 35millimeter negative and expanded to include 12 previously unreleased performances, more than doubling the running time of the original release.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA: The Concert (DVD or Blu-ray)1. Prelude/Angry Young Man2. Allentown3.

previously unreleased7. Honesty – previously unreleased8. The Longest Time – previously unreleased9. A Matter Of Trust10. Only The Good Die Young11.

It's Still Rock And Roll To Me – previously unreleased12.

You May Be Right – previously unreleased14.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA: The Music (2 CDs) expands on 1987's original live ðÜohuept release, with 12 previously unreleased performances.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA: The Music (2CD)Disc One:1. Odoya2. Prelude/Angry Young Man3. Honesty4. The Ballad of Billy the Kid – previously unreleased5. She's Always A Woman – previously unreleased6. Scenes From An Italian Restaurant – previously unreleased7.

Goodnight Saigon8. Stiletto9. Big Man On Mulberry Street10.

What's Your Name – previously unreleased12.

The Longest Time – previously unreleased13.

Disc Two:1. Pressure – previously unreleased2. Allentown3. A Matter Of Trust4.

It's Still Rock And Roll To Me – previously unreleased6.

You May Be Right – previously unreleased8. Uptown Girl9. Big Shot10. Back In The U.S.S.R.11.

She Loves You – previously unreleased Russian concerts rehearsal recording13. New York State Of Mind – previously unreleased14. Piano Man – previously unreleased

The CD, DVD/Blu-ray and Deluxe Editions of A MATTER OF TRUST–THE BRIDGE TO RUSSIA may be pre

ordered at Amazon (http://smarturl.it/bj_russia_amznCDDVD) and the Billy Joel Official Store (http://smarturl.it/bj_russia_officialD).

A MATTER OF TRUST– THE BRIDGE TO RUSSIA: The Music (2CD) is available digitally on iTunes (http://smarturl.it/bj_russia_itunes).

Earlier this year, Columbia Records and Legacy Recordings announced that all of the artist's studio albums had been newly Mastered For iTunes (itunes.com/BillyJoel) and would be available individually or as part of Billy Joel – The Complete Albums Collection, a specially priced bundle which includes a bonus anthology of 17 rarities.

Throughout the 1970s and 1980s, Billy Joel was building a catalog of timeless songs while enjoying a string of consecutive hit albums and singles.

Though selling out concerts around the world, Billy and his music were, like much of western pop culture and rock 'n' roll itself, unheard behind the Iron Curtain (except for black market bootlegs and faint shortwave radio).

By the late 80s, The Cold War between the USSR and the West had begun to thaw in the light of Russian head-of-state Mikhail Gorbachev's policies of Glasnost and Perestroika, designed to bring openness and transparency to the Soviet Union while promoting political reform and cross-cultural exchanges.

When the Kremlin invited Billy Joel to perform in the Soviet Union, he jumped at the chance to realize a long-time dream of performing for the Russian people.

As America's pop rock musical ambassador, Billy Joel brought the Soviets their first fully staged high energy rock show.

The tour began with a small acoustic concert in Tbilisi, followed by three electrifying stadium shows in Moscow and three shows in Leningrad.

Billy Joel's historic visit to Russia became a worldwide news event, with journalists and writers covering the tour, its progress, and the effect Billy, his band and his family were having on the Russian people.

The entire tour was professionally filmed and the concerts were simulcast on radio worldwide.

During their stay, Billy and his family, along with musicians, staff, and a huge press entourage spent their days interacting with the Russian people, forging true bonds of friendship wherever they went.

The tour been seen as a major cultural turning point in the course of US and Soviet relations.

Seen and heard now, more than a quarter century later, Billy Joel's Russian concert tour performances stand out among the most electrifying and moving of his career.

A MATTER OF TRUST–THE BRIDGE TO RUSSIA bears witness to the timeless revolutionary power of rock & roll.

Having sold more that 150 million albums worldwide, Billy Joel is one of America's most popular recording artists and respected entertainers.

A MATTER OF TRUST–BRIDGE TO RUSSIA arrives during a surge of activity for the artist, who's nearing his 50th anniversary as a professional musician.

His enduring song catalog was featured in a tribute episode of "Glee" last November before the unprecedented announcement, in December, that Madison Square Garden would be making Billy Joel the venue's "first music franchise," giving New York audiences an opportunity to catch a local hero and American musical legend performing an ongoing artistic residency at the Garden.

On December 8, 2013, Billy Joel was awarded the Kennedy Center Honors, given to members of the performing arts community for lifetime contributions to American culture.

Now Playing: "Billy Joel: Ultimate Hits Playlist"

During the Cold War, rock music was not allowed in the U.S.S.R. because it was not seen as part of Soviet culture. In 1987, Mikhail Gorbachev implemented glasnost—the Soviet policy of managed openness—and the Kremlin invited Billy Joel to perform in the Soviet Union in 1986.


As Governor of New Zealand, serving from 1843 to 1845, he tried to protect the Māori from illegal land sales claimed by British settlers.

(meta data) TITLE: Robert FitzRoy | NZHistory, New Zealand history online

1910, Champion rower Dick Arnst wins race on Zambezi River

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Charles Darwin leaves New Zealand after nine-day visit

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There is an excellent book about Robert FitzRoy:

Robert FitzRoy, el Incomparable explorador de la Patagonia

Robert FitzRoy, the unmatched explorer of Patagonia – Biography of Admiral Robert FitzRoy

 Vice-Admiral Robert FitzRoy FRS (5 July 1805 – 30 April 1865) was an English officer of the Royal Navy and a scientist. He achieved lasting fame as the captain of HMS "Beagle" during Charles Darwin's famous voyage, FitzRoy's second expedition to Tierra del Fuego and the Southern Cone.
 FitzRoy was a pioneering meteorologist who made accurate daily weather predictions, which he called by a new name of his own invention: "forecasts". In 1854 he established what would later be called the Met Office, and created systems to get weather information to sailors and fishermen for their safety. He was an able surveyor and hydrographer.


And in May 2017, he won his 13th Emmy for an investigation of the International Olympic Committee.

(meta data) TITLE: Emmys for Real Sports and Team Turner | WarnerMedia

Tuesday night, the National Academy of Television Arts and Sciences (NATAS), announced the winners of the 38th Annual Sports Emmy® Awards at a special ceremony at Jazz at Lincoln Center's Frederick P. Rose Hall in New York City.

Turner Sports was well-represented as the trophies were being handed out, with Charles Barkley, Bill Rafferty and Craig Sager named Outstanding Sports Personality as Studio Analyist, Sports Event Analyst and Sports Reporter, respectively.

HBO's Real Sports with Bryant Gumbel was recognized with Sports Emmy for Outstanding Sports Journalism—for the 18th time—for its acclaimed 2016 exposé on the International Olympic Committee, which aired just days before the start of the Summer Games in Rio last July.

Titled "The Lords of the Rings," the 80-minute piece featured an expansive global investigation of the International Olympic Committee, highlighted by an examination of the controversy surrounding the Rio Games as well as the enormous impact the Games have had on host cities in the past decade.

Four correspondents traveled to nine countries to chronicle the largely unchecked power and influence wielded by the IOC.

The win marks the third significant journalism honor this year for Real Sports' comprehensive IOC coverage.

Last month, Real Sports was named a winner of a 2016 Investigative Reporters and Editors Award for its reporting on the IOC and in March was named a recipient of the inaugural "Peter Jennings Award" from the Overseas Press Club, which honors the best TV, video or documentary on the topic of international affairs.

Real Sports also took home the Emmy for Outstanding Sports News Anthology, and HBO racked up wins for Outstanding Short Sports Documentary (State of Play); Outstanding Camera Work (Hard Knocks: Training Camp with the Los Angeles Rams); and the Dick Schaap Outstanding Writing Award for HBO Boxing's Muhammad Ali: Only One.

You can watch "The Lord of the Rings" on HBO NOW and HBO GO.

WarnerMedia wins big at 40th annual Sports Emmy Awards

Goldberg has been awarded an Emmy for journalism 14 times (six at CBS News, eight at HBO). For his June 2000 segment "Dominican Free For All", in which he investigated corrupt Major League Baseball recruiting practices in the Dominican Republic, Goldberg won a Sports Emmy for "Outstanding Sports Journalism". He won that award again in 2005 for his story exposing Saudi Arabia's illegal use of young boys as camel jockeys, in 2008 for a story about post-concussion syndrome suffered by some former NFL players, and in 2009 for a story on "Real Sports with Bryant Gumbel" about the slaughter of racehorses that were no longer making money for their owners.
 In May, 2011 Goldberg won another sports Emmy, this one for his story on the connection between head trauma suffered by athletes and a disease similar to ALS, also known as Lou Gehrig's disease. In April 2012, Goldberg won his 12th Emmy, this one for a report on the College Bowl Money Trail.


Mysore's inter-city public transportation includes rail, Bus and flights.

(meta data) TITLE: Flight operations resume from Mysore Airport - Star of Mysore

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# Flight operations resume from Mysore Airport

The much-awaited flights from Mysuru under the Central Government's UDAN scheme resumed operations from the Mysore Airport last evening with Union Minister of State for Civil Aviation Jayant Sinha flagging of the Mysuru-Chennai TruJet flight.

Later, speaking Sinha said that the flights, which were grounded for some reasons, have once again started the flight operations.

MP Pratap Simha and a few other Ministers in the State Government are responsible for this initiative.

TruJet Managing Director Umesh has also cooperated to start the operations and in the coming days, more flights will be introduced.

In the second stage of UDAN scheme, along with Mysuru-Chennai sector it would connect Kochi in Kerala too.

Also, there is a demand for helitaxi service between Kempegowda International Airport and Electronic City in Bengaluru and it will be introduced shortly, he said and added for the country's progress under 'Sab Ka Saath Sab Ka Vikas' mantra, several schemes are being implemented with the cooperation of the people.

The runway has to be expanded at the Mysore Airport and if this happens then more flights can be introduced to Delhi and Lucknow and even it is possible to connect to Dubai.

If the land is made available then along with the expansion of runway, including underpass, several development works and basic facilities can be provided.

Every citizen in the country should be able to fly and this is the dream of Prime Minister Narendra Modi, said Sinha.

District Minister Dr. H.C. Mahadevappa said that the State Government has released Rs. 89 crore in 2016-17 budget for tourism and industrial development.

Through this, the Government has cooperated for the development of the region.

The Government has acquired the land for the expansion, which will be handed over to the Centre, he added.

MP Pratap Simha said that before the Dasara commenced, the flight services had begin from Mysore Airport with the arrival of the flight from Chennai.

The Airport, which was closed for nearly two years has once again opened due to the cooperation of Jayant Sinha.

Also, due to the stress of PM Modi on tourism, the tier-2 cities are gaining importance, he added.

Lauding Dr. Mahadevappa's efforts, he said that only during election period, he (Mahadevappa) played politics but other times he was completely focused on development.

To upgrade the Mandakalli (as it is popularly called) Airport, underpass is very essential.

Hence, the State Government has to come forward to acquire the land and hand it over to the Centre, he requested Dr. Mahadevappa.

MLA G.T. Devegowda said the tourism industry and the tourists are going to benefit enormously due to the resumption of flights from Mysore Airport.

The Central and the State Governments have to extend financial support for the continuous flight operations, added the MLA.

Mayor M.J. Ravikumar, TruJet Airlines Managing Director Umesh, Regional Executive Director of Airports Authority of India (Southern Region)-Chennai S. Sreekumar, Mysore Airport Director Manoj Kumar Singh and others were present.

Next Read: Khas Durbar begins at Mysore Palace »

Mysuru: Women dressed in their best finery were seen thronging temples across the city to

Anti-Poaching Camp opened at Veeranahosahalli

Bengaluru: An Anti-Poaching Camp, named after S. Manikandan, Conservator of Forests and the Director of

Another Jackal dies in roadkill near Gangothri

Mysuru: An Indian Jackal was killed in a road accident (roadkill) last night near the

Mysore City Corporation is responsible for the civic administration of the city, which is also the headquarters of the Mysore district and the Mysore division.
 It served as the capital city of the Kingdom of Mysore for nearly six centuries from 1399 until 1956. The Kingdom was ruled by the Wadiyar dynasty, with a brief period of interregnum in the 1760s and 70s when Hyder Ali and Tipu Sultan were in power. The Wadiyars were patrons of art and culture and contributed significantly to the cultural and economic growth of the city and the state. The cultural ambiance and achievements of Mysore earned it the sobriquet "Cultural Capital of Karnataka".
 Mysore is noted for its heritage structures and palaces, including the Mysore Palace, and for the festivities that take place during the "Dasara" festival when the city receives a large number of tourists from around the world. It lends its name to various art forms and culture, such as Mysore Dasara, Mysore Painting; the sweet dish Mysore "Pak", Mysore "Masala Dosa"; brands such as Mysore Sandal Soap, Mysore Ink; and styles and cosmetics such as Mysore "Peta" (a traditional silk turban) and the Mysore Silk "sarees". Tourism is the major industry alongside the traditional industries.


Behring died on June 25, 2019 in Contra Costa County, California.

(meta data) TITLE: Ken Behring, Former Seattle Seahawks Owner, Dies at 91 - The New York Times

(meta data) PUBLISHED DATETIME: 2019-06-30

Skip to contentSkip to site indexObituariesLog InToday's PaperObituaries|Ken Behring, Former Seattle Seahawks Owner, Dies at 91

# Ken Behring, Former Seattle Seahawks Owner, Dies at 91

ImageKen Behring in 1996 talking about his proposal to move the Seattle Seahawks to Southern California.

A year later, he sold the team to Paul Allen, a co-founder of Microsoft.

Ken Behring, the California-based real estate developer and philanthropist who owned the N.F.L.'s Seattle Seahawks in the late 1980s and 1990s, a turbulent time for the franchise marked by largely mediocre seasons and Mr. Behring's unsuccessful quest to move the team to Southern California, died on Tuesday in the San Francisco Bay Area.

His death, at his home in Blackhawk, a large planned development he built in Contra Costa County, was announced by the Seahawks.

While in his 20s, Mr. Behring owned a highly successful auto dealership in Wisconsin and then embarked on lucrative residential real estate ventures.

He joined with a partner in purchasing the Seahawks in 1988 for a reported $80 million from an ownership group controlled by the Nordstrom department-store family.

The Seahawks hit bottom in 1992 when they finished with a 2-14 record.

When they played in their first Super Bowl, in February 2006, Mr. Behring's son David, the Seahawks' president from 1993 to 1997, told The New York Times that he felt his father had soured on owning the franchise after that dismal 1992 season.

David Behring said he became the team's public face to ward off enmity directed at his father.

"I had tremendous passion for the game," he said.

"I felt that I was getting along with many of the people and I was trying to push my father into the background so as not to be a target."

In February 1995, Ken Behring had raised the prospect of moving the Seahawks, either to another stadium in Seattle or to another city, saying that the roof of their home stadium, the Kingdome, was not strong enough to withstand a strong earthquake.

The previous July, four of its 26-pound concrete tiles had come crashing down a few hours before a scheduled Mariners baseball game.

That resulted in millions of dollars in roof repairs into November that sent the Mariners on the road until a strike in mid-August ended the baseball season.

The Seahawks were forced to play their first three 1994 regular-season games at the University of Washington's Husky Stadium in Seattle.

ImageSeattle Seahawks fans at a rally in 1996 to oppose plans to move the team to Southern California.

Mr. Behring maintained that hundreds of millions of dollars in additional repairs were needed and that the Seattle area's King County was obligated to undertake the work under the terms of the team's lease, extending to 2005.

In February 1996, with negotiations at an impasse, Mr. Behring said he intended to move the team to Southern California, and had its workout equipment shipped to Anaheim, the Rams' home before they left for St. Louis in 1995.

The N.F.L. opposed a move by the Seahawks, and the team stayed put.

But Mr. Behring sold the team in 1997 for $194 million to Paul Allen, a Seattle native and co-founder of Microsoft.

The Kingdome was demolished in 2000; the Seahawks went back to Husky Stadium, then moved in 2002 into the newly built open-air ballpark now known as CenturyLink Field, built on the Kingdome site and financed largely by taxpayer money.

Mr. Behring turned to charitable endeavors after leaving pro football.

He donated tens of millions of dollars to the Smithsonian Institution, and in 2000 he created the nonprofit Wheelchair Foundation, which has provided more than one million wheelchairs to people in need throughout the world.

He established programs to provide clean water in rural areas around the globe and to perform cataract surgeries in Asia and Mexico.

Kenneth Eugene Behring was born into a farm family on June 13, 1928, in Freeport, Ill.

The family moved to Monroe, Wis., when he was a boy.

He hoped to play football at the University of Wisconsin, but an injury ended his athletic career and he left school after one semester.

In the mid-1950s, he moved to Florida, and a few years later he developed the bedroom community that he expanded into a series of planned developments, the current city of Tamarac.

Mr. Behring moved to the San Francisco Bay Area in 1972 and built upscale developments.

In addition to his son David, he is survived by his wife, Pat; his sons Tom, Jeff and Scott; 10 grandchildren; and two great-grandchildren.

When Mr. Behring's purchase of the Seahawks was announced, he was asked whether, in light of his business interests and home in Southern California, he might look to move the team before its Kingdome lease expired.

"Absolutely not," United Press International quoted him as saying.

"This is the best football town in the whole country."

A version of this article appears in print on , Section A, Page 21 of the New York edition with the headline: Ken Behring, 91, Former Seattle Seahawks Owner, Dies.

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In 2012, King's article on Maines's misuse of classical material was awarded the Barbara McManus Prize of the Women's Classical Caucus.

• On January 3, 2012, the Women's Classical Caucus recognized a paper by Helen King of the Open University, UK, "Galen and the widow: Towards a history of therapeutic masturbation in ancient gynaecology," which appeared in the first issue of Eugesta, awarding it the Barbara McManus prize for the best article published in the last three years relating to the WCC's mission of "fostering the study of gender, sexuality, feminist theory, or women's history."

• In January 2014, Brooke A. Holmes was co-recipient of the 2014 Barbara McManus Prize for Best Published Article on Gender or Women's Studies in Antiquity for her article, "The Poetic Logic of Negative Exceptionalism in Lucretius, Book Five."

in Lucretius: Poetry, Philosophy, Science, edited by Lehoux, Morrison, and Sharrock.

This article was published, in a slightly different form, with the title « The poetics of anthropogony: men, women, and children in Lucretius, book five » in the fourth issue of Eugesta.

• In January, 2016, the Women's Classical Caucus gave a prize to Sheila Murnaghan for the best paper on a topic in Gender or Women's Studies delivered by a post-PhD scholar in 2014-2015.

the paper was delivered at the 2015 SCS meeting in New Orleans and was published, in a slightly different form, with the title: "Tragic Realities: Fictional Women and the Writing of Ancient History" in the fifth issue of Eugesta.

• In january 2018, Jorge Bravo received a Award from the Lambda Classical Caucus for his paper "Boys, Herms, and the Objectification of Desire on Athenian Sympotic Vases" published in the 7 issue of Eugesta.

The Rehak Award, named in memory of former LCC co-chair Paul Rehak (1954-2004), honors the excellence of a publication relating to the LCC's mission, including, but not limited to, homosocial and homoerotic relationships and environments, ancient sexuality and gender roles, and representation of the gendered body.

The range of eligible work covers the breadth of ancient Mediterranean society, from prehistory to late antiquity, and the various approaches of classicists drawing on textual and material culture.

She then began researching and writing articles on the history of vibrators, the first one for the newsletter of the Bakken Museum of Electricity in Life. According to Maines, the article caused her to lose her post as associate professor at Clarkson University in 1986 because the university was convinced that the nature of her research would drive away benefactors and alumni donors. Three years later she submitted a more detailed article, "Socially Camouflaged Technologies: The Case of the Electromechanical Vibrator", to "Society and Technology", the magazine of the IEEE Society on Social Implications of Technology. Initially, the IEEE thought the article was a joke perpetrated by the magazine's editors and that there was no such person as Rachel Maines. However, after checking all the internal citations and Maines's own background, the IEEE finally allowed the article to be published in the June 1989 edition of the magazine. Her book-length treatment of the subject, "The Technology of Orgasm", was published in 1998 by Johns Hopkins University Press. Subtitled ""Hysteria," the Vibrator, and Women's Sexual Satisfaction", it won the American Historical Association's Herbert Feis Award and was the inspiration for Sarah Ruhl's 2009 play "In the Next Room " and Tanya Wexler's 2011 film "Hysteria". The book also formed the basis for "Passion & Power", a 2007 documentary by Emiko Omori and Wendy Slick.
 Many of Maines's claims in "The Technology of Orgasm", however, have since been challenged, notably by classicist Helen King and researchers at the Wellcome Collection.