ratio of word probabilities predicted from brain for bear and car

bear	car
top 10 words in brain distribution (in article): species animal male breed female human hunt wolf live food	top 10 words in brain distribution (in article): state city build store country Unite time century world term
top 10 words in brain distribution (not in article): bird cat egg wild dog elephant pet deer water ant	top 10 words in brain distribution (not in article): house cross church head street town salute home plate symbol
times more probable under bear 30 20 10 6 4 2.5 1.25 1 1.25 2.5 4 6 10 20 30 times more probable under car (words not in the model)
Bears'" are mammals of the family "'Ursidae'". Bears are classified as caniforms, or doglike carnivorans, with the pinnipeds being their closest living relatives. Although there are only eight living species of bear, they are widespread, appearing in a wide variety of habitats throughout the Northern Hemisphere and partially in the Southern Hemisphere. That which pertains to bears is called "ursine". Bears are found in the continents of North America, South America, Europe, and Asia. Common characteristics of modern bears include a large body with stocky legs, a long snout, shaggy hair, plantigrade paws with five nonretractile claws, and a short tail. While the polar bear is mostly carnivorous and the giant panda feeds almost entirely on bamboo, the remaining six species are omnivorous, with largely varied diets including both plants and animals. With the exceptions of courting individuals and mothers with their young, bears are typically solitary animals. They are sometimes diurnal, but are usually active during the night (nocturnal) or twilight (crepuscular). Bears are aided by an excellent sense of smell, and despite their heavy build and awkward gait, they can run quickly and are adept climbers and swimmers. In autumn some bear species forage large amounts of fermented fruits which affects their behaviour.Bears use shelters such as caves and burrows as their dens, which are occupied by most species during the winter for a long period of sleep similar to hibernation. Bears have been hunted since prehistoric times for their meat and fur. To this day, they play a prominent role in the arts, mythology, and other cultural aspects of various human societies. In modern times, the bear's existence has been pressured through the encroachment of their habitats and the illegal trade of bears and bear parts, including the Asian bile bear market. The IUCN lists six bear species as vulnerable or endangered, and even "least concern" species such as the brown bear are at risk of extirpation in certain countries. The poaching and international trade of these most threatened populations is prohibited, but still ongoing. Evolutionary relationships. Fossil of Cave bear ("Ursus spelaeus") The Ursidae family belongs to the order Carnivora and is one of nine families in the suborder Caniformia, or "doglike" carnivorans. Bears' closest living relatives are the pinnipeds, a clade of three families: Odobenidae (the walrus), Otariidae (fur seals and sea lions), and Phocidae (true or earless seals). Bears comprise eight species in three subfamilies: Ailuropodinae (monotypic with the giant panda), Tremarctinae (monotypic with the Spectacled Bear), and Ursinae (containing six species divided into one to three genera, depending upon authority). The origins of Ursidae can be traced back to the very small and graceful "Parictis" that had a skull only 7 cm (3 in) long. Parictis first occur in North America in the Late Eocene (ca. 38 million years ago), but this genus did not appear in Eurasia and Africa until the Miocene. The raccoon-sized, dog-like "Cephalogale", however, is widely regarded as the most primitive ursid and is ideally suited as a representative basal taxon for the family. "Cephalogale" first appeared during the middle Oligocene and early Miocene (approximately 20–30 million years ago) in Europe. "Cephalogale" gave rise to a lineage of early bears of the genus "Ursavus". This genus radiated in Asia and ultimately gave rise to the first true bears (genus "Ursus") in Europe, 5 million years ago. Even among its primitive species, such as "C. minor", it exhibits typical ursid synapomorphic dentition such as posteriorly oriented M2 postprotocrista molars, elongated m2 molars, and a reduction of the premolars. Living members of the ursids are morphologically well defined by their hypocarnivorous (non-strictly meat-eating) dentitions, but fossil ursids include hypercarnivorous (strictly meat-eating) taxa, although they never achieved the extreme hypercarnivory seen in mustelids. Cephalogale was a mesocarnivore (intermediate meat-eater). Other extinct bear genera include "Arctodus", "Agriarctos", "Plionarctos" and "Indarctos". It is uncertain whether ursids were in Asia during the late Eocene, although there is some suggestion that a limited immigration from Asia may have produced "Parictis" in North America due to the major sea level lowstand at ca. 37 Ma, but no "Parictis" fossils have yet to be found in East Asia. Ursids did, however, become very diversified in Asia later during the Oligocene. Four genera representing two subfamilies (Amphicynodontinae and Hemicyoninae) have been discovered in the Oligocene of Asia: "Amphicticeps", "Amphicynodon", "Pachycynodon", and "Cephalogale". "Amphicticeps" is endemic from Asia and the other three genera are common to both Asia and Europe. This indicates migration of ursids between Asia and Europe during the Oligocene and migration of several taxa from Asia to North America likely occurred later during the late Oligocene or early Miocene. Although "Amphicticeps" is morphologically closely related to "Allocyon", and also to "Kolponomos" of North America, no single genus of the Ursidae from this time period is known to be common to both Eurasia and North America. Cephalogale, however, do appear in North America in the early Miocene. It is interesting to note that rodents, such as "Haplomys" and "Pseudotheridomys" (late Oligocene) and "Plesiosminthus" and "Palaeocastor" (early Miocene), are common to both Asia and North America and this indicates that faunal exchange did occur between Asia and North America during the late Oligocene to early Miocene. Ursid migration from Asia to North America would therefore have also been very likely to occur during this time. In the late Neogene three major carnivoran migrations that definitely included ursids are recognized between Eurasia and North America. The first (probably 21–18 Ma) was waves of intermittent dispersals including "Amphicynodon", "Cephalogale" and "Ursavus". The second migration occurred about 7–8 Ma and included "Agriotherium" – this was unusual among ursoids in that it also colonised sub-Saharan Africa. The third wave took place in the early Pliocene 4 Ma, consisting of "Ursus". The giant panda's taxonomy has long been debated. Its original classification by Armand David in 1869 was within the bear genus Ursus, but in 1870 it was reclassified by Alphonse Milne-Edwards to the raccoon family. In recent studies, the majority of DNA analyses suggest that the giant panda has a much closer relationship to other bears and should be considered a member of the family Ursidae. The status of the red panda remains uncertain, but many experts, including Wilson and Reeder, classify it as a member of the bear family. Others place it with the raccoons in Procyonidae or in its own family, the Ailuridae. Multiple similarities between the two pandas, including the presence of false thumbs, are thought to represent convergent evolution for feeding primarily on bamboo. There is also evidence that, unlike their neighbors elsewhere, the brown bears of Alaska's ABC islands are more closely related to polar bears than they are to other brown bears in the world. Researchers Gerald Shields and Sandra Talbot of the University of Alaska Fairbanks Institute of Arctic Biology studied the DNA of several samples of the species and found that their DNA is different from that of other brown bears. The researchers discovered that their DNA was unique compared to brown bears anywhere else in the world. The discovery has shown that while all other brown bears share a brown bear as their closest relative, those of Alaska's ABC Islands differ and share their closest relation with the polar bear. There is also supposed to be a very rare large bear in China called the blue bear, which presumably is a type of black bear. This animal has never been photographed. Koalas are often referred to as bears due to their appearance; they are not bears, however, but marsupials. Classification. The genera "Melursus" and "Helarctos" are sometimes also included in "Ursus". The Asiatic black bear and the polar bear used to be placed in their own genera, "Selenarctos" and "Thalarctos" which are now placed at subgenus rank. A number of hybrids have been bred between American black, brown, and polar bears (see Ursid hybrids). Biology. Despite being quadrupeds, bears can stand and sit similarly to humans. Bears are generally bulky and robust animals with relatively short legs. Unlike other land carnivorans, bears stand and walk on the soles of their feet rather than on their toes. They distribute their weight toward the hindfeet which makes then look lumbering when they walk. They are still quite fast with the brown bear reaching 30 mph although they are still slower than felines and canines. Bear can stand on their hindfeet and sit up straight with remarkable balance. Bears have non-retractable claws which are used for digging, climbing, tearing and catching prey. Their ears are rounded. Dentition. Unlike most other members of the Carnivora, bears have relatively undeveloped carnassial teeth, and their teeth are adapted for a diet that includes a significant amount of vegetable matter. The canine teeth are large, and the molar teeth flat and crushing. There is considerable variation in dental formula even within a given species. It has been suggested that this indicates bears are still in the process of evolving from a carnivorous to a predominantly herbivorous diet. Polar bears appear to have secondarily re-evolved fully functional carnassials, as their diet has switched back towards carnivory. The dental formula for living bears is: Diet & Interspecific Interactions. Their carnivorous reputation non-withstanding, most bears have adopted to a diet comprised of more plant than animal matter and are completely opportunistic omnivores. One exception is the Polar Bear, who has had to adopt a diet of mainly marine mammals to survive in the Arctic. The other exception is the Giant Panda has adapted a diet comprised mainly of bamboo. The Sloth Bear, though not as specialized as the previous two species, has lost several front teeth usually seen in bears and developed a long, suctioning tongue in order to feed on the termites and other burrowing insects that they favor. All bears will feed on any food source that becomes available. When taking warm-blooded animals, bears will typically take small or young animals, because of the endurance and potential danger that comes with attacking large prey. Although (besides Polar Bears) both species of black bear and the Brown Bear can sometimes take large prey, such as ungulates. Often, bears will feed on other large animals when they encounter a carcass, whether or not the carcass is claimed by or is the kill of another predator. This competition is the main source of interspecies conflict. Bears are typically the apex predators in their range due to their size and power, and can defend a carcass against nearly all comers. Mother bears also can usually defend their cubs against other predators. The Tiger is the only known predator known to regularly prey on adult bears, including Sloth Bears, Asiatic Black Bears, Giant Pandas, Sun Bears and small Brown Bears. Reproduction. The bear's courtship period is very brief. Bears in northern climates reproduce seasonally, usually after a period of inactivity similar to hibernation, although tropical species breed all year round. Cubs are born toothless, blind, and bald. The cubs of brown bears, usually born in litters of 1–3, will typically stay with the mother for two full seasons. They feed on their mother's milk through the duration of their relationship with their mother, although as the cubs continue to grow, nursing becomes less frequent and learn to begin hunting with the mother. They will remain with the mother for approximately three years, until she enters the next cycle of estrus and drives the cubs off. Bears will reach sexual maturity in five to seven years. Male bears, especially Polar and Brown Bears, will kill and sometimes devour cubs born to another father in order to induce a female to breed again. Female bears are often successful in driving off males in protection of their cubs, despite being rather smaller. Winter dormancy. Many bears of northern regions are assumed to hibernate in the winter. While many bear species do go into a physiological state called hibernation or winter sleep, it is not true hibernation. In true hibernators, body temperatures drop to near ambient and heart rate slows drastically, but the animals periodically rouse themselves to urinate or defecate and to eat from stored food. The body temperature of bears, on the other hand, drops only a few degrees from normal and heart rate slows only slightly. They normally do not wake during this "hibernation", and therefore do not eat, drink, urinate or defecate the entire period. Higher body heat and being easily roused may be adaptations, because females give birth to their cubs during this winter sleep. It can therefore be considered a more efficient form of hibernation because they need not awake through the entire period, but they are more quickly and easily awakened at the end of their hibernation. They have to stay in a den for the whole hibernation. Relationship with humans. Some species, such as the polar bear, American black bear, Sloth Bear and the brown bear, are dangerous to humans, especially in areas where they have become used to people. On the west coast of Canada, the American black bear has become an integral part of the silviculture industries, specifically treeplanting. The bears are coaxed into areas of harvested forest to "flush out" the other wildlife, i.e. moose, which are a far greater threat to planters. All bears are physically powerful and are likely capable of fatally attacking a person, but they, for the most part, are shy, easily frightened and will avoid humans. The danger that bears pose is often vastly exaggerated, in part by the human imagination. However, when a mother feels her cubs are threatened, she will behave ferociously. It is recommended to give all bears a wide berth because they are behaviorally unpredictable. Laws have been passed in many areas of the world to protect bears from hunters habitat destruction. Some populated areas with bear populations have also outlawed the feeding of bears, including allowing them access to garbage or other food waste. Bears in captivity have been trained to dance, box, or ride bicycles; however, this use of the animals became controversial in the late 20th century. Bears were kept for baiting in Europe at least since the 16th century. Bears as food and medicine. Many people enjoy hunting bears and eating them. Their meat is dark and stringy, like a tough cut of beef. In Cantonese cuisine, bear paws are considered a delicacy. The peoples of China, Japan, and Korea use bears' body parts and secretions (notably their gallbladders and bile) as part of traditional Chinese medicine. It is believed more than 12,000 bile bears are kept on farms, farmed for their bile, in China, Vietnam and South Korea. Bear meat must be cooked thoroughly as it can often be infected with trichinellosis. Myth and legend. Some evidence has been brought to light on prehistoric bear worship, see Arctic, Arcturus, Great Bear, Berserker, Kalevala. Anthropologists such as Joseph Campbell have regarded this as a common feature in most of the fishing and hunting-tribes. The prehistoric Finns, along with most Finno-Ugric peoples, considered the bear as the spirit of one's forefathers. This is why the bear was a greatly respected animal, with several euphemistic names. The bear is the national animal of Finland. This kind of attitude is reflected in the traditional Russian fairy tale "Morozko", whose arrogant protagonist Ivan tries to kill a mother bear and her cubs — and is punished and humbled by having his own head turned magically into a bear's head and being subsequently shunned by human society. "The Brown Bear of Norway" is a Scottish fairy tale telling the adventures of a girl who married a prince magically turned into a bear, and who managed to get him back into a human form by the force of her love and after many trials and difficulties. There has been evidence about early bear worship in China and among the Ainu culture as well (see Iomante). Korean people in their mythology identify the bear as their ancestor and symbolic animal. According to the Korean legend, a god imposed a difficult test on a she-bear, and when she passed it the god turned her into a woman and married her. In addition, the Proto-Indo-European word for bear, "*h₂ŕ̥tḱos" (ancestral to the Greek "arktos", Latin "ursus", Welsh "arth" (cf. Arthur), Albanian ari, Armenian arj, Sanskrit "ṛkṣa", Hittite "ḫartagga") seems to have been subject to taboo deformation or replacement (as was the word for wolf, "wlkwos"), resulting in the use of numerous unrelated words with meanings like "brown one" (English "bruin") and "honey-eater" (Slavic "medved"). Thus four Indo-European language groups do not share the same PIE root. The theory of the bear taboo is taught to almost all beginning students of Indo-European and historical linguistics; the putative original PIE word for bear is itself descriptive, because a cognate word in Sanskrit is "rakṣas", meaning "harm, injury". Legends of saints taming bears are common in the Alpine zone. In the arms of the bishopric of Freising ("see illustration") the bear is the dangerous totem animal tamed by St. Corbinian and made to carry his civilised baggage over the mountains. A bear also features prominently in the legend of St. Romedius, who is also said to have tamed one of these animals and had the same bear carry him from his hermitage in the mountains to the city of Trento. Similar stories are told of Saint Gall and Saint Columbanus. This recurrent motif was used by the Church as a symbol of the victory of Christianity over Paganism, represented by the fiery. Imaginary bears are a popular feature of many children's stories including Goldilocks and the Three Bears, the Berenstein Bears, and Winnie the Pooh. The constellations Ursa Major and Ursa Minor represent bears. Symbolic use. The Russian bear is a common National personification for Russia (as well as the Soviet Union) and even Germany. The brown bear is Finland's national animal. In the United States, the black bear is the state animal of Louisiana, New Mexico, and West Virginia; the grizzly bear is the state animal of both Montana and California. Bears appear in the canting arms of Berne and Berlin. Also, "bear", "bruin", or specific types of bears are popular nicknames or mascots, e.g. for sports teams (Chicago Bears, Boston Bruins); and a bear cub called Misha was mascot of the 1980 Summer Olympics in Moscow, USSR. Smokey Bear has become a part of American culture since his introduction in 1944. Known to almost all Americans, he and his message, "Only You Can Prevent Forest Fires" (updated in 2001 to "Only You Can Prevent Wildfires") has been a symbol of preserving woodlands. Smokey wears a hat similar to one worn by many U.S. state police officers, giving rise to the CB slang "bear" or "Smokey" for the highway patrol. Figures of speech. The physical attributes and behaviours of bears are commonly used in figures of speech in English. Teddy bears. Around the world, many children have stuffed animals in the form of bears. Names. In Scandinavia the word for bear is "Björn" (or "Bjørn"), and is a relatively common given name for males. The use of this name is ancient and has been found mentioned in several runestone inscriptions. The name was also used by J.R.R. Tolkien in his book "The Hobbit", where a bear-like character is named Beorn. The female first name "Ursula", originally derived from a Christian saint's name and common in English- and German-speaking countries, means "Little she-bear" (dimunitive of Latin "ursa"). In Switzerland the male first name "Urs" is especially popular. In Russian and other Slavic languages, the word for bear, "Medved" (медведь), and variants or derivatives such as Medvedev are common surnames. The Irish family name "McMahon" means "Son of Bear" in Irish. One of widely held etymological explanations for the common name "Arthur" is that it originally meant "bear-like". In East European Jewish communities, the name "Ber" (בער) — Yiddish cognate of "Bear" — has been attested as a common male first name, at least since the 18th century, and was among others the name of several prominent Rabbis. The Yiddish "Ber" is still in use among Orthodox Jewish communities in Israel, the US and other countries. With the transition from Yiddish to Hebrew under the influence of Zionism, the Hebrew word for "bear", "Dov" (דב), was taken up in contemporary Israel and is at present among the commonly used male first names in that country. "Ten Bears" (Paruasemana) was the name of a well-known 19th Century chieftain among the Comanche. Also among other Native American tribes, bear-related names are attested.	An automobile'" or "'motor car'" is a wheeled motor vehicle for transporting passengers, which also carries its own engine or motor. Most definitions of the term specify that automobiles are designed to run primarily on roads, to have seating for one to eight people, to typically have four wheels, and to be constructed principally for the transport of people rather than goods. However, the term "automobile" is far from precise, because there are many types of vehicles that do similar tasks. As of 2002, there were 590 million passenger cars worldwide (roughly one car per eleven people). Etymology. The word automobile'" comes, via the French "automobile", from the Ancient Greek word αὐτός ("autós", "self") and the Latin "mobilis" ("movable"); meaning a vehicle that moves itself, rather than being pulled or pushed by a separate animal or another vehicle. The alternative name "car" is believed to originate from the Latin word "carrus" or "carrum" ("wheeled vehicle"), or the Middle English word "carre" ("cart") (from Old North French), or "karros" (a Gallic wagon). History. Although Nicolas-Joseph Cugnot is often credited with building the first self-propelled mechanical vehicle or automobile in about 1769 by adapting an existing horse-drawn vehicle, this claim is disputed by some, who doubt Cugnot's three-wheeler ever ran or was stable. Ferdinand Verbiest, a member of a Jesuit mission in China, built the first steam-powered vehicle around 1672 which was of small scale and designed as a toy for the Chinese Emperor that was unable to carry a driver or a passenger, but quite possibly, was the first working steam-powered vehicle ('auto-mobile'). What is not in doubt is that Richard Trevithick built and demonstrated his "Puffing Devil" road locomotive in 1801, believed by many to be the first demonstration of a steam-powered road vehicle although it was unable to maintain sufficient steam pressure for long periods, and would have been of little practical use. In Russia, in the 1780s, Ivan Kulibin developed a human-pedalled, three-wheeled carriage with modern features such as a flywheel, brake, gear box, and bearings; however, it was not developed further. François Isaac de Rivaz, a Swiss inventor, designed the first internal combustion engine, in 1806, which was fueled by a mixture of hydrogen and oxygen and used it to develop the world's first vehicle, albeit rudimentary, to be powered by such an engine. The design was not very successful, as was the case with others such as Samuel Brown, Samuel Morey, and Etienne Lenoir with his hippomobile, who each produced vehicles (usually adapted carriages or carts) powered by clumsy internal combustion engines. In November 1881 French inventor Gustave Trouvé demonstrated a working three-wheeled automobile that was powered by electricity. This was at the International Exhibition of Electricity in Paris. Although several other German engineers (including Gottlieb Daimler, Wilhelm Maybach, and Siegfried Marcus) were working on the problem at about the same time, Karl Benz'" generally is acknowledged as the inventor of the modern automobile. An automobile powered by his own four-stroke cycle gasoline engine was built in Mannheim, Germany by Karl Benz in 1885 and granted a patent in January of the following year under the auspices of his major company, Benz & Cie., which was founded in 1883. It was an integral design, without the adaptation of other existing components and including several new technological elements to create a new concept. This is what made it worthy of a patent. He began to sell his production vehicles in 1888. In 1879 Benz was granted a patent for his first engine, which had been designed in 1878. Many of his other inventions made the use of the internal combustion engine feasible for powering a vehicle. His first "Motorwagen" was built in 1885 and he was awarded the patent for its invention as of his application on January 29, 1886. Benz began promotion of the vehicle on July 3, 1886 and approximately 25 Benz vehicles were sold between 1888 and 1893, when his first four-wheeler was introduced along with a model intended for affordability. They also were powered with four-stroke engines of his own design. Emile Roger of France, already producing Benz engines under license, now added the Benz automobile to his line of products. Because France was more open to the early automobiles, initially more were built and sold in France through Roger than Benz sold in Germany. In 1896, Benz designed and patented the first internal-combustion flat engine, called a "boxermotor" in German. During the last years of the nineteenth century, Benz was the largest automobile company in the world with 572 units produced in 1899 and because of its size, Benz & Cie., became a joint-stock company. Daimler and Maybach founded Daimler Motoren Gesellschaft (Daimler Motor Company, DMG) in Cannstatt in 1890 and under the brand name, "Daimler", sold their first automobile in 1892, which was a horse-drawn stagecoach built by another manufacturer, that they retrofitted with an engine of their design. By 1895 about 30 vehicles had been built by Daimler and Maybach, either at the Daimler works or in the Hotel Hermann, where they set up shop after falling out with their backers. Benz and the Maybach and Daimler team seem to have been unaware of each other's early work. They never worked together because by the time of the merger of the two companies, Daimler and Maybach were no longer part of DMG. Daimler died in 1900 and later that year, Maybach designed an engine named "Daimler-Mercedes", that was placed in a specially-ordered model built to specifications set by Emil Jellinek. This was a production of a small number of vehicles for Jellinek to race and market in his country. Two years later, in 1902, a new model DMG automobile was produced and the model was named Mercedes after the Maybach engine which generated 35 hp. Maybach quit DMG shortly thereafter and opened a business of his own. Rights to the "Daimler" brand name were sold to other manufacturers. Karl Benz proposed co-operation between DMG and Benz & Cie. when economic conditions began to deteriorate in Germany following the First World War, but the directors of DMG refused to consider it initially. Negotiations between the two companies resumed several years later when these conditions worsened and, in 1924 they signed an "Agreement of Mutual Interest", valid until the year 2000. Both enterprises standardized design, production, purchasing, and sales and they advertised or marketed their automobile models jointly—although keeping their respective brands. On June 28, 1926, Benz & Cie. and DMG finally merged as the "Daimler-Benz" company, baptizing all of its automobiles "Mercedes Benz" as a brand honoring the most important model of the DMG automobiles, the Maybach design later referred to as the "1902 Mercedes-35hp", along with the Benz name. Karl Benz remained a member of the board of directors of Daimler-Benz until his death in 1929 and at times, his two sons participated in the management of the company as well. In 1890, Emile Levassor and Armand Peugeot of France began producing vehicles with Daimler engines and so laid the foundation of the automobile industry in France. The first design for an American automobile with a gasoline internal combustion engine was drawn in 1877 by George Selden of Rochester, New York, who applied for a patent for an automobile in 1879, but the patent application expired because the vehicle was never built and proved to work (a requirement for a patent). After a delay of sixteen years and a series of attachments to his application, on November 5, 1895, Selden was granted a United States patent for a two-stroke automobile engine, which hindered, more than encouraged, development of automobiles in the United States. His patent was challenged by Henry Ford and others, and overturned in 1911. In Britain there had been several attempts to build steam cars with varying degrees of success with Thomas Rickett even attempting a production run in 1860. Santler from Malvern is recognized by the Veteran Car Club of Great Britain as having made the first petrol-powered car in the country in 1894 followed by Frederick William Lanchester in 1895 but these were both one-offs. The first production vehicles in Great Britain came from the Daimler Motor Company, a company founded by Harry J. Lawson in 1896 after purchasing the right to use the name of the engines. Lawson's company made its first automobiles in 1897 and they bore the name "Daimler". In 1892, German engineer Rudolf Diesel was granted a patent for a "New Rational Combustion Engine". In 1897 he built the first Diesel Engine. Steam-, electric-, and gasoline-powered vehicles competed for decades, with gasoline internal combustion engines achieving dominance in the 1910s. Although various pistonless rotary engine designs have attempted to compete with the conventional piston and crankshaft design, only Mazda's version of the Wankel engine has had more than very limited success. Production. The large-scale, production-line manufacturing of affordable automobiles was debuted by Ransom Olds at his Oldsmobile factory in 1902. This concept was greatly expanded by Henry Ford, beginning in 1914. As a result, Ford's cars came off the line in fifteen minute intervals, much faster than previous methods, increasing productivity eight fold (requiring 12.5 man-hours before, 1 hour 33 minutes after), while using less manpower. It was so successful, paint became a bottleneck. Only Japan black would dry fast enough, forcing the company to drop the variety of colors available before 1914, until fast-drying Duco lacquer was developed in 1926. This is the source of Ford's apocryphal remark, "any color as long as it's black". In 1914, an assembly line worker could buy a Model T with four months' pay. Ford's complex safety procedures—especially assigning each worker to a specific location instead of allowing them to roam about—dramatically reduced the rate of injury. The combination of high wages and high efficiency is called "Fordism," and was copied by most major industries. The efficiency gains from the assembly line also coincided with the economic rise of the United States. The assembly line forced workers to work at a certain pace with very repetitive motions which led to more output per worker while other countries were using less productive methods. In the automotive industry, its success was dominating, and quickly spread worldwide seeing the founding of Ford France and Ford Britain in 1911, Ford Denmark 1923, Ford Germany 1925; in 1921, Citroen was the first native European manufacturer to adopt the production method. Soon, companies had to have assembly lines, or risk going broke; by 1930, 250 companies which did not, had disappeared. Development of automotive technology was rapid, due in part to the hundreds of small manufacturers competing to gain the world's attention. Key developments included electric ignition and the electric self-starter (both by Charles Kettering, for the Cadillac Motor Company in 1910-1911), independent suspension, and four-wheel brakes. Since the 1920s, nearly all cars have been mass-produced to meet market needs, so marketing plans often have heavily influenced automobile design. It was Alfred P. Sloan who established the idea of different makes of cars produced by one company, so buyers could "move up" as their fortunes improved. Reflecting the rapid pace of change, makes shared parts with one another so larger production volume resulted in lower costs for each price range. For example, in the 1930s, LaSalles, sold by Cadillac, used cheaper mechanical parts made by Oldsmobile; in the 1950s, Chevrolet shared hood, doors, roof, and windows with Pontiac; by the 1990s, corporate drivetrains and shared platforms (with interchangeable brakes, suspension, and other parts) were common. Even so, only major makers could afford high costs, and even companies with decades of production, such as Apperson, Cole, Dorris, Haynes, or Premier, could not manage: of some two hundred American car makers in existence in 1920, only 43 survived in 1930, and with the Great Depression, by 1940, only 17 of those were left. In Europe much the same would happen. Morris set up its production line at Cowley in 1924, and soon outsold Ford, while beginning in 1923 to follow Ford's practise of vertical integration, buying Hotchkiss (engines), Wrigley (gearboxes), and Osberton (radiators), for instance, as well as competitors, such as Wolseley: in 1925, Morris had 41% of total British car production. Most British small-car assemblers, from Abbey to Xtra had gone under. Citroen did the same in France, coming to cars in 1919; between them and other cheap cars in reply such as Renault's 10CV and Peugeot's 5CV, they produced 550,000 cars in 1925, and Mors, Hurtu, and others could not compete. Germany's first mass-manufactured car, the Opel 4PS "Laubfrosch" (Tree Frog), came off the line at Russelsheim in 1924, soon making Opel the top car builder in Germany, with 37.5% of the market. Fuel and propulsion technologies. Most automobiles in use today are propelled by gasoline (also known as petrol) or diesel internal combustion engines, which are known to cause air pollution and are also blamed for contributing to climate change and global warming. Increasing costs of oil-based fuels, tightening environmental laws and restrictions on greenhouse gas emissions are propelling work on alternative power systems for automobiles. Efforts to improve or replace existing technologies include the development of hybrid vehicles, and electric and hydrogen vehicles which do not release pollution into the air. Diesel. Diesel-engined cars have long been popular in Europe with the first models being introduced in the 1930s by Mercedes Benz and Citroen. The main benefit of diesel engines is a 50% fuel burn efficiency compared with 27% in the best gasoline engines. A down-side of the Diesel engine is that better filters are required to reduce the presence in the exhaust gases of fine soot particulates called diesel particulate matter. Manufacturers are now starting to fit diesel particulate filters to remove the soot. Many diesel-powered cars can run with little or no modifications on 100% biodiesel and combinations of other organic oils. Gasoline. Gasoline engines have the advantage over diesel in being lighter and able to work at higher rotational speeds and they are the usual choice for fitting in high-performance sports cars. Continuous development of gasoline engines for over a hundred years has produced improvements in efficiency and reduced pollution. The carburetor was used on nearly all road car engines until the 1980s but it was long realised better control of the fuel air mixture could be achieved with fuel injection. Indirect fuel injection was first used in aircraft engines from 1909, in racing car engines from the 1930s, and road cars from the late 1950s. Gasoline Direct Injection (GDI) is now starting to appear in production vehicles such as the 2007 (Mark II) BMW Mini. Exhaust gases are also cleaned up by fitting a catalytic converter into the exhaust system. Clean air legislation in many of the car industries most important markets has made both catalysts and fuel injection virtually universal fittings. Most modern gasoline engines also are capable of running with up to 15% ethanol mixed into the gasoline; older vehicles may have seals and hoses that can be harmed by ethanol. With a small amount of redesign, gasoline-powered vehicles can run on ethanol concentrations as high as 85%. 100% ethanol is used in some parts of the world (such as Brazil), but vehicles must be started on pure gasoline and switched over to ethanol once the engine is running. Most gasoline engined cars can also run on LPG with the addition of an LPG tank for fuel storage and carburettor modifications to add an LPG mixer. LPG produces fewer toxic emissions and is a popular fuel for fork-lift trucks that have to operate inside buildings. Biofuels. Ethanol, other alcohol fuels (biobutanol) and biogasoline have widespread use an automotive fuel. Most alcohols have less energy per liter than gasoline and are usually blended with gasoline. Alcohols are used for a variety of reasons: to increase octane, to improve emissions, and as an alternative to petroleum based fuel, since they can be made from agricultural crops. Brazil's ethanol program provides about 20% of the nation's automotive fuel needs, as a result of the mandatory use of E25 blend of gasoline throughout the country, 3 million cars that operate on pure ethanol, and 6 million dual or flexible-fuel vehicles sold since 2003. that run on any mix of ethanol and gasoline. The commercial success of "flex" vehicles, as they are popularly known, have allowed sugarcane based ethanol fuel to achieve a 50% market share of the gasoline market by April 2008. Electric. The first electric cars were built around 1832, well before internal combustion powered cars appeared. For a period of time electrics were considered superior due to the silent nature of electric motors compared to the very loud noise of the gasoline engine. This advantage was removed with Hiram Percy Maxim's invention of the muffler in 1897. Thereafter internal combustion powered cars had two critical advantages: 1) long range and 2) high specific energy (far lower weight of petrol fuel versus weight of batteries). The building of battery electric vehicles that could rival internal combustion models had to wait for the introduction of modern semiconductor controls and improved batteries. Because they can deliver a high torque at low revolutions electric cars do not require such a complex drive train and transmission as internal combustion powered cars. Some post-2000 electric car designs such as the Venturi Fétish are able to accelerate from 0-60 mph (96 km h) in 4.0 seconds with a top speed around 130 mph (210 km h). Others have a range of 250 miles (400 km) on the United States Environmental Protection Agency‎ (EPA) highway cycle requiring 31 2 hours to completely charge. Equivalent fuel efficiency to internal combustion is not well defined but some press reports give it at around. Steam. Steam power, usually using an oil- or gas-heated boiler, was also in use until the 1930s but had the major disadvantage of being unable to power the car until boiler pressure was available (although the newer models could achieve this in well under a minute). It has the advantage of being able to produce very low emissions as the combustion process can be carefully controlled. Its disadvantages include poor heat efficiency and extensive requirements for electric auxiliaries.. Air. A compressed air car is an alternative fuel car that uses a motor powered by compressed air. The car can be powered solely by air, or by air combined (as in a hybrid electric vehicle) with gasoline diesel ethanol or electric plant and regenerative braking. Instead of mixing fuel with air and burning it to drive pistons with hot expanding gases; "compressed air cars" use the expansion of compressed air to drive their pistons. Several prototypes are available already and scheduled for worldwide sale by the end of 2008, though this has not happened as of January 2009. Companies releasing this type of car include Tata Motors and Motor Development International (MDI). Gas turbine. In the 1950s there was a brief interest in using gas turbine engines and several makers including Rover and Chrysler produced prototypes. In spite of the power units being very compact, high fuel consumption, severe delay in throttle response, and lack of engine braking meant no cars reached production. Rotary (Wankel) engines. Rotary Wankel engines were introduced into road cars by NSU with the Ro 80 and later were seen in the Citroën GS Birotor and several Mazda models. In spite of their impressive smoothness, poor reliability and fuel economy led to them largely disappearing. Mazda, beginning with the R100 then RX-2, has continued research on these engines, overcoming most of the earlier problems with the RX-7 and RX-8. Rocket and jet cars. A rocket car holds the record in drag racing. However, the fastest of those cars are used to set the Land Speed Record, and are propelled by propulsive jets emitted from rocket, turbojet, or more recently and most successfully turbofan engines. The ThrustSSC car using two Rolls-Royce Spey turbofans with reheat was able to exceed the speed of sound at ground level in 1997. Safety. There are three main statistics to which automobile safety can be compared: While road traffic injuries represent the leading cause in worldwide injury-related deaths, their popularity undermines this statistic. Mary Ward became one of the first documented automobile fatalities in 1869 in Parsonstown, Ireland and Henry Bliss one of the United States' first pedestrian automobile casualties in 1899 in New York. There are now standard tests for safety in new automobiles, like the EuroNCAP and the US NCAP tests, as well as insurance-backed IIHS tests. Costs and benefits. The costs of automobile usage, which may include the cost of: acquiring the vehicle, repairs, maintenance, fuel, depreciation, parking fees, tire replacement, taxes and insurance, are weighed against the cost of the alternatives, and the value of the benefits, perceived and real, of vehicle usage. The benefits may include on-demand transportation, mobility, independence and convenience. Similarly the costs to society of encompassing automobile use, which may include those of: maintaining roads, land use, pollution, public health, health care, and of disposing of the vehicle at the end of its life, can be balanced against the value of the benefits to society that automobile use generates. The societal benefits may include: economy benefits, such as job and wealth creation, of automobile production and maintenance, transportation provision, society wellbeing derived from leisure and travel opportunities, and revenue generation from the opportunities. The ability for humans to move flexibly from place to place has far reaching implications for the nature of societies. Environmental impact. Transportation is a major contributor to air pollution in most industrialised nations. According to the American Surface Transportation Policy Project nearly half of all Americans are breathing unhealthy air. Their study showed air quality in dozens of metropolitan areas has got worse over the last decade. In the United States the average passenger car emits 11,450 lbs (5 tonnes) of carbon dioxide, along with smaller amounts of carbon monoxide, hydrocarbons, and nitrogen. Residents of low-density, residential-only sprawling communities are also more likely to die in car collisions, which kill 1.2 million people worldwide each year, and injure about forty times this number. Sprawl is more broadly a factor in inactivity and obesity, which in turn can lead to increased risk of a variety of diseases. Other species are often negatively impacted by automobiles via habitat destruction and pollution. Over the lifetime of the average automobile the "loss of habitat potential" may be over 50,000 square meters (538,195 square feet) based on Primary production correlations. Fuel taxes may act as an incentive for the production of more efficient, hence less polluting, car designs (e.g. hybrid vehicles) and the development of alternative fuels. High fuel taxes may provide a strong incentive for consumers to purchase lighter, smaller, more fuel-efficient cars, or to not drive. On average, today's automobiles are about 75 percent recyclable, and using recycled steel helps reduce energy use and pollution. In the United States Congress, federally mandated fuel efficiency standards have been debated regularly, passenger car standards have not risen above the standard set in 1985. Light truck standards have changed more frequently, and were set at in 2007. Alternative fuel vehicles are another option that is less polluting than conventional petroleum powered vehicles. Future car technologies. Automobile propulsion technology under development include electric and plug-in hybrids, battery electric vehicles, hydrogen cars, biofuels, and various alternative fuels. Research into future alternative forms of power include the development of fuel cells, Homogeneous Charge Compression Ignition (HCCI), stirling engines, and even using the stored energy of compressed air or liquid nitrogen. New materials which may replace steel car bodies include duraluminum, fiberglass, carbon fiber, and carbon nanotubes. Telematics technology is allowing more and more people to share cars, on a pay-as-you-go basis, through such schemes as City Car Club in the UK, Mobility in mainland Europe, and Zipcar in the US. Alternatives to the automobile. Established alternatives for some aspects of automobile use include public transit (buses, trolleybuses, trains, subways, monorails, tramways), cycling, walking, rollerblading, skateboarding, horseback riding and using a velomobile. Car-share arrangements and carpooling are also increasingly popular–the U.S. market leader in car-sharing has experienced double-digit growth in revenue and membership growth between 2006 and 2007, offering a service that enables urban residents to "share" a vehicle rather than own a car in already congested neighborhoods. Bike-share systems have been tried in some European cities, including Copenhagen and Amsterdam. Similar programs have been experimented with in a number of U.S. Cities. Additional individual modes of transport, such as personal rapid transit could serve as an alternative to automobiles if they prove to be socially accepted.