At the end of the 2015 school year, she ‘reached out to the victim and arranged private meetings’.
At the end of the 2015 school year, she “reached out to the victim and arranged private meetings,” the release stated.
The alleged victim, who was one of Yeh’s students, disclosed in July that he was sexually abused by Yeh on multiple occasions, according to police. It was not immediately clear if the boy or his family went to police, or how LAPD learned of the allegations.
Yeh was arrested July 17 and released early the next day on $100,000 bail, inmate records indicated. She was due in court Aug. 12. A Los Angeles Unified School District spokeswoman said she had no comment in response to KTLA’s request for information on Yeh, whom she called a “former employee.” Detectives believe there may be other cases of unreported sexual abuse other students and Yeh. She had held multiple temporary teaching assignments and provided online tutoring that allowed her to have contact with minors, according to police….
Tesla’s impresario is right about one thing: Humanity’s preservation is a legitimate government interest
Holman W. Jenkins, Jr. writes: There is often a large difference between what people imagine they are doing and what they are actually doing. Especially in politics, any relationship between the effect of policy, the goal of policy and the stated goal is often incidental to the point of randomness.
“He’s not the first to suggest that dramatically reducing the cost of earth orbit is a key to future space endeavors. He isn’t the only dot-com millionaire to turn his attention to space.”
Adding to the complexity, the doers themselves are often confused about the relationship between rhetoric and reality.
Which naturally brings us to a new biography of Elon Musk, whose entrepreneurial energy is a marvel; the world would be better off if there were more like him, even if a “nonstop horrible” childhood was a precursor to his adult achievements. That said, the “change the world” stuff, let alone the “save humanity” stuff, that fills Ashlee Vance’s admired “Elon Musk: Tesla, SpaceX, and the Quest for a Fantastic Future” is a tad overdone.
“If he succeeds, though, in delivering his cheap, reusable heavy-lift vehicle, vast new possibilities will open up. Fifty years from now if there are hotels and factories in orbit, they may well be SpaceX hotels and factories.”
Jimmy Carter put solar panels on the White House roof. GM rolled out its EV1 electric car in 1996. Mr. Musk has been selling back to affluent, middle-aged baby boomers their own youthful ideals in the shape of roof panels and plug-in cars.
These items sell not because the moment is ripe to transition the world economy to solar but as vanity trinkets for the rich that even the rich wouldn’t buy without a large helping of taxpayer money.
“If a human outpost materializes on Mars, it may well be a SpaceX outpost.”
Yes, Mr. Musk deserves credit for organizing his enterprises and getting them off the ground. The bureaucratic obstacles to starting a car business are especially daunting. And his Tesla Model S is a lovely object and wonderful machine.
[Order Ashlee Vance’s book “Elon Musk: Tesla, SpaceX, and the Quest for a Fantastic Future” from Amazon.com]
Nowhere in Mr. Vance’s book, though, does the figure $7,500 appear—the direct taxpayer rebate to each U.S. buyer of Mr. Musk’s car. You wouldn’t know that 10% of all Model S cars have been sold in Norway—though Tesla’s own 10-K lists the possible loss of generous Norwegian tax benefits as a substantial risk to the company. Read the rest of this entry »
For MIT Technology Review, Mike Orcutt writes: Sales of electric vehicles in China, the world’s largest auto market, have beenminuscule despite government incentives meant to put five million of the cars on the nation’s roads by 2020. Tesla Motors hopes to begin changing that as it makes its first deliveries of Model S sedans to customers in China this month. But while having more EVs might help China reach its transportation goals, it probably won’t improve the environment, given the country’s reliance on coal for more than 70 percent of its electricity. Making matters worse, coal in China is often dirtier than it is elsewhere, and many power plants don’t employ modern emission-control technologies.
Because China relies so heavily on coal for power, electric vehicles aren’t necessarily an improvement over gasoline-powered cars.
Recent research led by Christopher Cherry, a professor of civil and environmental engineering at the University of Tennessee, has shown that in much of the country, an electric vehicle the size of a Nissan Leaf accounts for roughly the same amount of carbon dioxide per mile driven as a comparable gasoline-powered car. On top of that, EVs in China account for a larger amount of dangerous particulate emissions than conventional cars. Read the rest of this entry »
Plugging in an electric vehicle is, in some cases, the equivalent of adding three houses to the grid. That has utilities in California—where the largest number of electric vehicles are sold—scrambling to upgrade the grid to avoid power outages.
Last year in the United States, only about 50,000 electric cars were sold. And researchers at the U.S. Department of Energy’s Pacific Northwest National Laboratory have calculated that the grid has enough excess capacity to support over 150 million battery-powered cars, or about 75 percent of the cars, pickups, and SUVs on the road in the United States. But there’s a catch. While power plants and transmission lines have excess capacity, things can get tight when it comes to distributing power to individual neighborhoods. And this is especially the case since electric vehicle sales aren’t evenly distributed. In California, for example, they’re taking off in Silicon Valley and places such as Long Beach and Santa Monica.
Electric cars being sold today can draw two to five times more power when they’re charging than electric cars that came on the market just a couple of years ago. But the impact of charging one depends on where it is on the grid and how it is charged. They don’t pose a problem if they’re charged slowly at conventional 110 volt outlets. And public fast-charging stations don’t impact the grid much because they are part of commercial grids that have transformers and other equipment sized to accommodate large loads.