ratio of word probabilities predicted from brain for house and car

house	car
top 10 words in brain distribution (in article): city build house state design town Unite material home provide	top 10 words in brain distribution (in article): animal city human cell people build species store state form
top 10 words in brain distribution (not in article): store station power street line train church radio signal locomotive	top 10 words in brain distribution (not in article): love house sexual male female god woman street town live
times more probable under house 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)
A house'" generally refers to a or building that is a dwelling or place for habitation by humans. The term includes many kinds of dwellings ranging from rudimentary huts of nomadic tribes to high-rise apartment buildings. However, the word can also be used as a verb ("to house"), and can have adjectival formations as well. In some contexts, "house" may mean the same as dwelling, residence, home, abode, accommodation, housing, lodging, among other meanings. The social unit that lives in a house is known as a household. Most commonly, a household is a family unit of some kind, though households can be other social groups, such as single persons, or groups of unrelated individuals. Settled agrarian and industrial societies are composed of household units living permanently in housing of various types, according to a variety of forms of land tenure. English-speaking people generally call any building they routinely occupy "home". Many people leave their houses during the day for work and recreation but typically return to them to sleep or for other activities. History. The oldest house in the world is approximately from 10,000 BC and was made of mammoth bones, found at Mezhirich near Kiev in Ukraine. It was probably covered with mammoth hides. The house was discovered in 1965 by a farmer digging a new basement six feet below the ground. Architect Norbert Schoenauer, in his book "6,000 Years of Housing", identifies three major categories of types of housing: the "Pre-Urban" house, the "Oriental Urban" house, and the "Acidental Urban" house. Types of Pre-Urban houses include temporary dwellings such as the Inuit igloo, semi-permanent dwellings such as the pueblo, and permanent dwellings such as the New England homestead. "Oriental Urban" houses include houses of the ancient Greeks and Romans, and traditional urban houses in China, India, and Islamic cities. "Occidental Urban" houses include medieval urban houses, the Renaissance town house, and the houses, tenements and apartments of the 19th and 20th centuries. Houses of that time were generally made of simple and raw materials. Structure. The developed world in general features three basic types of house that have their own ground-level entry and private open space, and usually on a separately titled parcel of land: In addition, there are various forms of attached housing where a number of dwelling units are co-located within the same structure, which share a ground-level entry and may or may not have any private open space, such as apartments (a.k.a. flats) of various scales. Another type of housing is movable, such as houseboats, caravans, and trailer homes. In the United Kingdom, 27% of the population live in terraced houses and 32% in semi-detached houses, as of 2002. In the United States as of 2000, 61.4% of people live in detached houses and 5.6% in semi-detached houses, 26% in row houses or apartments, and 7% in mobile homes. Shape. Archaeologists have a particular interest in house shape: they see the transition over time from round huts to rectangular houses as a significant advance in optimizing the use of space, and associate it with the growth of the idea of a personal area (see personal space). Function. Some houses transcend the basic functionality of providing "a roof over one's head" or of serving as a family "hearth and home". When a house becomes a display-case for wealth and or fashion and or conspicuous consumption, we may speak of a "great house". The residence of a feudal lord or of a ruler may require defensive structures and thus turn into a fort or a castle. The house of a monarch may come to house courtiers and officers as well as the royal family: this sort of house may become a palace. Moreover, in time the lord or monarch may wish to retreat to a more personal or simple space such as a villa, a hunting lodge or a dacha. Compare the popularity of the holiday house or cottage, also known as a crib. In contrast to a relatively upper class or modern trend to ownership of multiple houses, much of human history shows the importance of multi-purpose houses. Thus the house long served as the traditional place of work (the original cottage industry site or "in-house" small-scale manufacturing workshop) or of commerce (featuring, for example, a ground floor "shop-front" shop or counter or office, with living space above). During the Industrial Revolution there was a separation of manufacturing and banking from the house, though to this day some shopkeepers continue (or have returned) to live "over the shop". Layout. Ideally, architects of houses design rooms to meet the needs of the people who will live in the house. Such designing, known as "interior design", has become a popular subject in universities. Feng shui, originally a Chinese method of situating houses according to such factors as sunlight and micro-climates, has recently expanded its scope to address the design of interior spaces with a view to promoting harmonious effects on the people living inside the house. Feng shui can also mean the 'aura' in or around a dwelling. Compare the real-estate sales concept of "indoor-outdoor flow". The square footage of a house in the United States reports the area of "living space", excluding the garage and other non-living spaces. The "square meters" figure of a house in Europe reports the area of the walls enclosing the home, and thus includes any attached garage and non-living spaces. Parts. Many houses have several rooms with specialized functions. These may include a living eating area, a sleeping area, and (if suitable facilities and services exist) washing and lavatory areas. In traditional agriculture-oriented societies, domestic animals such as chickens or larger livestock (like cattle) often share part of the house with human beings. Most conventional modern houses will at least contain a bedroom, bathroom, kitchen (or kitchen area), and a living room. A typical "foursquare house" (as pictured) occurred commonly in the early history of the United States of America, with a staircase in the center of the house, surrounded by four rooms, and connected to other sections of the house (including in more recent eras a garage). The names of parts of a house often echo the names of parts of other buildings, but could typically include: Construction. In the United States, modern house-construction techniques include light-frame construction (in areas with access to supplies of wood) and adobe or sometimes rammed-earth construction (in arid regions with scarce wood-resources). Some areas use brick almost exclusively, and quarried stone has long provided walling. To some extent, aluminum and steel have displaced some traditional building materials. Increasingly popular alternative construction materials include insulating concrete forms (foam forms filled with concrete), structural insulated panels (foam panels faced with oriented strand board or fiber cement), and light-gauge steel framing and heavy-gauge steel framing. More generally, people often build houses out of the nearest available material, and often tradition and or culture govern construction-materials, so whole towns, areas, counties or even states countries may be built out of one main type of material. For example, a large fraction of American houses use wood, while most British and many European houses utilize stone or brick. In the 1900s, some house designers started using prefabrication. Sears, Roebuck & Co. first marketed their Houses by Mail to the general public in 1908. Prefab techniques became popular after World War II. First small inside rooms framing, then later, whole walls were prefabricated and carried to the construction site. The original impetus was to use the labor force inside a shelter during inclement weather. More recently builders have begun to collaborate with structural engineers who use computers and finite element analysis to design prefabricated steel-framed homes with known resistance to high wind-loads and seismic forces. These newer products provide labor savings, more consistent quality, and possibly accelerated construction processes. Lesser-used construction methods have gained (or regained) popularity in recent years. Though not in wide use, these methods frequently appeal to homeowners who may become actively involved in the construction process. They include: Energy-efficiency. In the developed world, energy-conservation has grown in importance in house-design. Housing produces a major proportion of carbon emissions (30% of the total in the UK, for example). Development of a number of types and techniques continues. They include the zero-energy house, the passive solar house, superinsulated and houses built to the "Passivhaus" standard. Earthquake protection. One tool of earthquake engineering is base isolation which is increasingly used for earthquake protection. Base isolation is a collection of structural elements of a building that should substantially decouple it from the shaking ground thus protecting the building's integrity and enhancing its seismic performance. This technology, which is a kind of seismic vibration control, can be applied both to a newly designed building and to seismic upgrading of existing structures. Normally, excavations are made around the building and the building is separated from the foundations. Steel or reinforced concrete beams replace the connections to the foundations, while under these, the isolating pads, or "base isolators", replace the material removed. While the "base isolation" tends to restrict transmission of the ground motion to the building, it also keeps the building positioned properly over the foundation. Careful attention to detail is required where the building interfaces with the ground, especially at entrances, stairways and ramps, to ensure sufficient relative motion of those structural elements. Legal issues. Buildings with historical importance have restrictions. United Kingdom. New houses in the UK are not covered by the Sale of Goods Act. When purchasing a new house the buyer has less legal protection than when buying a new car. New houses in the UK may be covered by a NHBC guarantee but some people feel that it would be more useful to put new houses on the same legal footing as other products. United States and Canada. In the US and Canada, many new houses are built in housing tracts, which provide homeowners a sense of "belonging" and the feeling they have "made the best use" of their money. However, these houses are often built as cheaply and quickly as possible by large builders seeking to maximize profits. Many environmental health issues are ignored or minimized in the construction of these structures. In one case in Benicia, California, a housing tract was built over an old landfill. Home buyers were never told, and only found out when some began having reactions to high levels of lead and chromium. Identifying houses. With the growth of dense settlement, humans designed ways of identifying houses and or parcels of land. Individual houses sometimes acquire proper names; and those names may acquire in their turn considerable emotional connotations: see for example the house of "Howards End" or the castle of "Brideshead Revisited". A more systematic and general approach to identifying houses may use various methods of house numbering. Animal houses. Humans often build "houses" for domestic or wild animals, often resembling smaller versions of human domiciles. Familiar animal houses built by humans include bird-houses, hen-houses chicken-coops and doghouses (kennels); while housed agricultural animals more often live in barns and stables. However, human interest in building houses for animals does not stop at the domestic pet. People build bat-houses, nesting-sites for wild ducks and other birds, bee houses, giraffe houses, kangaroo houses, worm houses, hermit crab houses, as well as shelters for many other animals. Shelter. Forms of (relatively) simple shelter may include: Houses and symbolism. Houses may express the circumstances or opinions of their builders or their inhabitants. Thus a vast and elaborate house may serve as a sign of conspicuous wealth, whereas a low-profile house built of recycled materials may indicate support of energy conservation. Houses of particular historical significance (former residences of the famous, for example, or even just very old houses) may gain a protected status in town planning as examples of built heritage and or of streetscape values. Plaques may mark such structures. House-ownership provides a common measure of prosperity in economics. Contrast the importance of house-destruction, tent dwelling and house rebuilding in the wake of many natural disasters. Peter Olshavsky's provides a 'pataphysical variation on the house. Heraldry. The house occurs as a rare charge in heraldry.	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.