An electric vehicle battery (EVB, also known as a traction battery) is a rechargeable battery used to power the electric motors of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).

Electric vehicle batteries differ from starting, lighting, and ignition (SLI) batteries, as they are typically lithium-ion batteries that are designed for high power-to-weight ratio and energy density. Smaller, lighter batteries are desirable because they reduce the weight of the vehicle and therefore improve its performance. Compared to liquid fuels, most current battery technologies have much lower specific energy, and this often impacts the maximum range of all-electric vehicles. Unlike earlier battery chemistries, notably nickel-cadmium, lithium-ion batteries can be discharged and recharged daily and at any state of charge. Other types of rechargeable batteries used in electric vehicles include lead–acid, nickel-cadmium, nickel–metal hydride, and others.

The battery makes up a significant portion of the cost and environmental impact of an electric vehicle. Growth in the industry has generated interest in securing ethical battery supply chains, which presents many challenges and has become an important geopolitical issue. , the cost of electric vehicle batteries has fallen 87% since 2010 on a per kilowatt-hour basis. As of 2018, vehicles with over  of all-electric range, such as the Tesla Model S, are available.

The price of electricity to run an electric vehicle is a small fraction of the cost of fuel for equivalent internal combustion engines, reflecting higher energy efficiency.

Electric vehicle battery types

Lead-acid

Flooded lead-acid batteries are the oldest, cheapest, and, in the past, most common vehicle batteries available. There are two main types of lead-acid batteries: automobile engine starter batteries, and deep cycle batteries. Automobile engine starter batteries are designed to use a small percentage of their capacity to provide high charge rates to start the engine, while deep cycle batteries are used to provide continuous electricity to run electric vehicles like forklifts or golf carts. Deep cycle batteries are also used as the auxiliary batteries in recreational vehicles, but they require different, multi-stage charging. No lead acid battery should be discharged below 50% of its capacity, as it shortens the battery's life. Flooded batteries require inspection of electrolyte levels and occasional replacement of water, which gases away during the normal charging cycle.

Previously, most electric vehicles used lead-acid batteries due to their mature technology, high availability, and low cost, with the notable exception of some early BEVs, such as the Detroit Electric which used a nickel–iron battery. Deep-cycle lead batteries are expensive and have a shorter life than the vehicle itself, typically needing replacement every 3 years.

Lead-acid batteries in EV applications end up being a significant (25–50%) portion of the final vehicle mass. Like all batteries, they have significantly lower specific energy than petroleum fuels—in this case, 30–50 W⋅h/kg. While the difference isn't as extreme as it first appears due to the lighter drive-train in an EV, even the best batteries tend to lead to higher masses when applied to vehicles with a normal range. The efficiency (70–75%) and storage capacity of the current generation of common deep cycle lead acid batteries decreases with lower temperatures, and diverting power to run a heating coil reduces efficiency and range by up to 40%.

Charging and operation of batteries typically results in the emission of hydrogen, oxygen and sulfur, which are naturally occurring and normally harmless if properly vented. Early Citicar owners discovered that, if not vented properly, unpleasant sulfur smells would leak into the cabin immediately after charging.

Lead-acid batteries powered such early modern EVs as the original versions of the EV1.

Nickel-metal hydride

Nickel-metal hydride batteries are now considered a relatively mature technology. While less efficient (60–70%) in charging and discharging than even lead-acid, they have a specific energy of 30–80 W⋅h/kg, far higher than lead-acid. When used properly, nickel-metal hydride batteries can have exceptionally long lives, as has been demonstrated in their use in hybrid cars and in the surviving first-generation NiMH Toyota RAV4 EVs that still operate well after  and over a decade of service. Downsides include the poor efficiency, high self-discharge, very finicky charge cycles, and poor performance in cold weather.

GM Ovonic produced the NiMH battery used in the second generation EV-1, and Cobasys makes a nearly identical battery (ten 1.2 V 85 A⋅h NiMH cells in series in contrast with eleven cells for Ovonic battery). This worked very well in the EV-1. Patent encumbrance has limited the use of these batteries in recent years.

Zebra

The sodium nickel chloride or "Zebra" battery uses a molten sodium chloroaluminate (NaAlCl4) salt as the electrolyte. A relatively mature technology, the Zebra battery has a specific energy of 120 W⋅h/kg. Since the battery must be heated for use, cold weather does not strongly affect its operation except for increasing heating costs. They have been used in several EVs such as the Modec commercial vehicle. Zebra batteries can last for a few thousand charge cycles and are nontoxic. The downsides to the Zebra battery include poor specific power (<300 W/kg) and the requirement of having to heat the electrolyte to about , which wastes some energy, presents difficulties in long-term storage of charge, and is potentially a hazard.

Lithium-ion

Lithium-ion (and the mechanistically similar lithium polymer) batteries, were initially developed and commercialized for use in laptops and consumer electronics. With their high energy density and long cycle life they have become the leading battery type for use in EVs. The first commercialized lithium-ion chemistry was a lithium cobalt oxide cathode and a graphite anode first demonstrated by N. Godshall in 1979, and by John Goodenough, and Akira Yoshino shortly thereafter. The downside of traditional lithium-ion batteries include sensitivity to temperature, low temperature power performance, and performance degradation with age. Due to the volatility of organic electrolytes, the presence of highly oxidized metal oxides, and the thermal instability of the anode SEI layer, traditional lithium-ion batteries pose a fire safety risk if punctured or charged improperly. These early cells did not accept or supply charge when extremely cold, and so heaters can be necessary in some climates to warm them. The maturity of this technology is moderate. The Tesla Roadster (2008) and other cars produced by the company used a modified form of traditional lithium-ion "laptop battery" cells.

Recent EVs are using new variations on lithium-ion chemistry that sacrifice specific energy and specific power to provide fire resistance, environmental friendliness, rapid charging (as quickly as a few minutes), and longer lifespans. These variants (phosphates, titanates, spinels, etc.) have been shown to have a much longer lifetime, with A123 types using lithium iron phosphate lasting at least more than 10 years and more than 7000 charge/discharge cycles, and LG Chem expecting their lithium-manganese spinel batteries to last up to 40 years.

Much work is being done on lithium-ion batteries in the lab. Lithium vanadium oxide has already made its way into the Subaru prototype G4e, doubling energy density. Silicon nanowires, silicon nanoparticles, and tin nanoparticles promise several times the energy density in the anode, while composite and superlattice cathodes also promise significant density improvements.

New data has shown that exposure to heat and the use of fast charging promote the degradation of Li-ion batteries more than age and actual use, and that the average electric vehicle battery will retain 90% of its initial capacity after six years and six months of service. For example, the battery in a Nissan Leaf will degrade twice as fast as the battery in a Tesla, because the Leaf does not have an active cooling system for its battery.

Battery capacity
Non–plug-in hybrid cars have battery capacities between 0.65 kW⋅h (2012 Honda Civic Hybrid) and 1.8 kW⋅h (2001 Toyota Prius).

Plug-in hybrid cars have battery capacities between 4.4 kW⋅h (2012 Toyota Prius Plug-in Hybrid) and 40.6  kW⋅h (Li Auto One).

All-electric cars have battery capacities between 6.0 kW⋅h (2012 Renault Twizy) and 212.7 kW⋅h (2022 GMC Hummer EV).

Supply chain

Lifecycle of lithium-based EV batteries

There are mainly four stages during the lifecycle  of  lithium-based  EV  batteries:  the raw materials phase, the battery manufacturing, operation phase and the end-of-life management phase. As shown in the schematic of life cycle of EV batteries, during the first stage, the rare earth materials are extracted in different parts of the world. After they are refined by pre-processing factories, the battery manufacturing companies take over these materials and start to produce batteries and assemble them into packs.  These battery packs are then sent to car manufacturing companies for EV integration.  In the last  stage,  if  no  management  is  in  place, valuable materials in the batteries could be potentially wasted.  A good end-of-life management phase will try to close the loop.  The used battery packs will either be reused as stationary storage or recycled depending on the battery state of health (SOH).

The battery lifecycle is rather long and requires close cooperation between companies and countries.  Currently, the raw materials phase and the battery manufacturing and operation phase are well established.  The end-of-life management phase is struggled to grow, especially the recycling  process mainly because of economics.  For example, only 6% of lithium-ion batteries were collected for recycling in 2017–2018 in Australia. However, closing the loop is extremely important. Not only because of a predicted tightened supply of nickel, cobalt and lithium in the future, also recycling EV batteries has the potential to maximize the environmental benefit. Xu et al. predicted that in the sustainable development scenario, lithium, cobalt and nickel will reach or surpass the amount of known reserves in the future if no recycling is in place. Ciez and Whitacre found that by deploying battery recycling some green house gas (GHG) emission from mining could be avoided.

To develop a deeper understanding of the lifecycle of EV batteries, it is important to analyze the emission associated with different phases. Using NMC cylindrical cells as an example, Ciez and Whitacre found that around 9 kg CO2e kg battery−1 is emitted during raw materials pre-processing and battery manufacturing under the US average electricity grid. The biggest part of the emission came from materials preparation accounting for more than 50% of the emissions. If NMC pouch cell is used, the total emission increases to almost 10 kg CO2e kg battery−1 while materials manufacturing still contributes to more than 50% of the emission. During the end-of-life management phase, the refurbishing process adds little emission to the lifecycle emission. The recycling process, on the other hand, as suggested by Ciez and Whitacre emits a significant amount of GHG. As shown in the battery recycling emission plot a and c, the emission of the recycling process varies with the different recycling processes, different chemistry and different form factor. Thus, the net emission avoided compared to not recycling also varies with these factors. At a glance, as shown in the plot b and d, the direct recycling process is the most ideal process for recycling pouch cell batteries, while the hydrometallurgical process is most suitable for cylindrical type battery. However, with the error bars shown, the best approach cannot be picked with confidence. It is worth noting that for the lithium iron phosphates (LFP) chemistry, the net benefit is negative. Because LFP cells lacks cobalt and nickel which are expensive and energy intensive to produce, it is more energetically efficient to mine. In general, in addition to promoting the growth of a single sector, a more integrated effort should be in place to reduce the lifecycle emission of EV batteries. A finite total supply of rare earth material can apparently justify the need for recycling. But the environmental benefit of recycling needs closer scrutiny. Based on current recycling technology, the net benefit of recycling depends on the form factors, the chemistry and the recycling process chosen.

Manufacturing
There are mainly three stages during the manufacturing process of EV batteries: materials manufacturing, cell manufacturing and integration, as shown in Manufacturing process of EV batteries graph in grey, green and orange color respectively. This shown process does not include manufacturing of cell hardware, i.e. casings and current collectors. During the materials manufacturing process, the active material, conductivity additives, polymer binder and solvent are mixed first. After this, they are coated on the current collectors ready for the drying process. During this stage, the methods of making active materials depend on the electrode and the chemistry. For the cathode, two of the most popular chemistry are transition metal oxides, i.e. Lithium nickel manganese cobalt oxides (Li-NMC) and Lithium metal phosphates, i.e. Lithium iron phosphates (LFP). For the anode, the most popular chemistry now is graphite. However, recently there have been a lot of companies started to make Si mixed anode (Sila Nanotech, ProLogium) and Li metal anode(Cuberg, Solid Power). In general, for active materials production, there are three steps: materials preparation, materials processing and refinement. Schmuch et al. discussed materials manufacturing in greater details.

In the cell manufacturing stage, the prepared electrode will be processed to the desired shape for packaging in a cylindrical, rectangular or pouch format. Then after filling the electrolytes and sealing the cells, the battery cells are cycled carefully to form SEI protecting the anode. Then, these batteries are assembled into packs ready for vehicle integration. Kwade et al. discuss the overall battery manufacturing process in greater detail.

Reusing and repurposing
When an EV battery pack degrades to 70% to 80% of its original capacity, it is defined to reach the end-of-life. One of the waste management methods is to reuse the pack. By repurposing the pack for stationary storage, more value can be extracted from the battery pack while reducing the per kWh lifecycle impact. However, enabling battery second-life is not easy. Several challenges are hindering the development of the battery refurbishing industry.

First, uneven and undesired battery degradation happens during EV operation. Each battery cell could degrade differently during operation. Currently, the state of health (SOH) information from a battery management system (BMS) can be extracted on a pack level. Getting the cell state of health information requires next-generation BMS. In addition, because a lot of factors could contribute to the low SOH at the end of life, such as temperature during operation, charging/discharging pattern and calendar degradation, the degradation mechanism could be different. Thus, just knowing the SOH is not enough to ensure the quality of the refurbished pack. To solve this challenge, engineers can mitigate the degradation by engineering the next-generation thermal management system. To fully understand the degradation inside the battery, computational methods including the first-principle method, physics-based model and machine learning based method should work together to identify the different degradation modes and quantify the level of degradation after severe operations. Lastly, more efficient battery characteristics tools, for instance, electrochemical impedance spectroscopy (EIS) should be used to ensure the quality of the battery pack.

Second, it is costly and time-intensive to disassemble modules and cells. Following the last point, the first step is testing to determine the remaining SOH of the battery modules. This operation could vary for each retired system. Next, the module must be fully discharged. Then, the pack must be disassembled and reconfigured to meet the power and energy requirement of the second life application. It is important to note that qualified workers and specialized tools are required to dismantle the high weight and high voltage EV batteries. Besides the solutions discussed in the previous section, a refurbishing company can sell or reuse the discharged energy from the module to reduce the cost of this process. To accelerate the disassembly process, there have been several attempts to incorporate robots in this process. In this case, robots can handle more dangerous task increasing the safety of the dismantling process.

Third, battery technology is non-transparent and lacks standards. Because battery development is the core part of EV, it is difficult for the manufacturer to label the exact chemistry of cathode, anode and electrolytes on the pack. In addition, the capacity and the design of the cells and packs changes on a yearly basis. The refurbishing company needs to closely work with the manufacture to have a timely update on this information. On the other hand, government can set up labeling standard.

Lastly, the refurbishing process adds cost to the used batteries. Since 2010, the battery costs have decreased by over 85% which is significantly faster than the prediction. Because of the added cost of refurbishing, the refurbished unit may be less attractive than the new batteries to the market.

Nonetheless, there have been several successes on the second-life application as shown in the examples of storage projects using second-life EV batteries. They are used in less demanding stationary storage application as peak shaving or additional storage for renewable-based generating sources.

Recycling

Although battery life span can be extended by enabling a second-life application, ultimately EV batteries need to be recycled. Recyclability is not currently an important design consideration for battery manufacturers, and in 2019 only 5% of electric vehicle batteries were recycled. BEV technologies lack an established recycling framework in many countries, making the usage of BEV and other battery-operated electrical equipment a large energy expenditure, ultimately increasing  emissions - especially in countries lacking renewable energy resources. Currently, there are five types of recycling processes: Pyrometallurgical recovery, Physical materials separation, Hydrometallurgical metal reclamation, Direct recycling method and Biological metals reclamation. The most widely used processes are the first three processes listed, as shown in the examples of current lithium-ion battery recycling facilities. The last two methods are still on lab or pilot scale, however, they can potentially avoid the largest amount of emission from mining.

The pyrometallurgical process involves burning the battery materials with slag, limestone, sand and coke to produce a metal alloy using a high-temperature furnace. The resulted materials are a metallic alloy, slag and gases. The gases comprise molecules that are evaporated from the electrolyte and binder components. The metal alloy can be separated through hydrometallurgical processes into constituent materials. The slag which is a mixture of metals aluminum, manganese and lithium can either be reclaimed by hydrometallurgical processes or used in the cement industry. This process is very versatile and relatively safe. Because there is no pre-sorting needed, it can work with a wide variety of batteries. In addition, because the whole cell is burnt, the metal from the current collectors could help the smelting process and because of the exothermic reaction of burning electrolyte sand plastics the energy consumption can also be reduced. However, this process still requires relatively higher energy consumption and only a limited number of materials can be reclaimed. Physical materials separation recovered materials by mechanical crushing and exploiting physical properties of different components such as particle size, density, ferromagnetism and hydrophobicity. Copper, aluminum and steel casing can be recovered by sorting. The remaining materials, called "black mass", which is composed of nickel, cobalt, lithium and manganese, need a secondary treatment to recover. For the hydrometallurgical process, the cathode materials need to be crushed to remove the current collector. Then, the cathode materials are leached by aqueous solutions to extract the desired metals from cathode materials. Direct cathode recycling as the name suggested extracts the materials directly, yielding a cathode power that is ready to be used as new cathode pristine material. This process involves extracting the electrolyte using liquid or supercritical CO2.  After the size of the recovered components is reduced, the cathode materials can be separated out. For the biological metals reclamation or bio-leaching, the process uses microorganisms to digest metal oxides selectively. Then, recyclers can reduce these oxides to produce metal nanoparticles. Although bio-leaching has been used successfully in the mining industry, this process is still nascent to the recycling industry and plenty of opportunities exists for further investigation.

There have been many efforts around the world to promote recycling technologies development and deployment. In the US, the Department of Energy Vehicle Technologies Offices (VTO) set up two efforts targeting at innovation and practicability of recycling processes. ReCell Lithium Recycling RD center brings in three universities and three national labs together to develop innovative, efficient recycling technologies. Most notably, the direct cathode recycling method was developed by the ReCell center. On the other hand, VTO also set up the battery recycling prize to incentivize American entrepreneurs to find innovative solutions to solve current challenges.

Environmental impact
Transition to electric vehicles is estimated to require an 87,000% increase in supply of specific metals by 2060 that need to be mined initially, with recycling (see above) covering part of the demand in future. In the UK alone, it is estimated that switching 31.5 million petrol vehicles to electric would require "207,900 tonnes of cobalt, 264,600 tonnes of lithium carbonate, 7,200 tonnes of neodymium and dysprosium, and 2,362,500 tonnes of copper", and a worldwide switch would require 40 times these amounts. In 2022 the US government planned to give US states $5 billion over five years for electric vehicle chargers. According to IEA 2021 study, mineral supplies need to increase from 400 kilotonnes in 2020 to 11,800 kilotonnes in 2040 in order to cover the demand by EV. This increase creates a number of key challenges, from supply chain (as 60% of production is concentrated in China) to significant impact on climate and environment as result of such a large increase in mining operations.

Battery cost

In 2010, scientists at the Technical University of Denmark paid US$10,000 for a certified EV battery with 25 kWh capacity (i.e. US$400/kWh), with no rebates or surcharges. Two out of 15 battery producers could supply the necessary technical documents about quality and fire safety. In 2010 it was estimated that at most 10 years would pass before the battery price would come down to one-third.

According to a 2010 study, by the United States National Research Council, the cost of a lithium-ion battery pack was about /kWh of usable energy, and considering that a PHEV-10 requires about 2.0 kWh and a PHEV-40 about 8 kWh, the manufacturer cost of the battery pack for a PHEV-10 is around  and it goes up to  for a PHEV-40. The MIT Technology Review estimated the cost of automotive battery packs to be between  to  per kilowatt hour by 2020. A 2013 study by the American Council for an Energy-Efficient Economy reported that battery costs came down from /kWh in 2007 to /kWh in 2012. The U.S. Department of Energy has set cost targets for its sponsored battery research of /kWh in 2015 and /kWh by 2022. Cost reductions through advances in battery technology and higher production volumes will allow plug-in electric vehicles to be more competitive with conventional internal combustion engine vehicles. In 2016, the world had a Li-ion production capacity of 41.57 GW⋅h.

The actual costs for cells are subject to much debate and speculation as most EV manufacturers refuse to discuss this topic in detail. However, in October 2015, car maker GM revealed at their annual Global Business Conference that they expected a price of /kWh for Li-ion cells entering 2016, substantially lower than other analysts' cost estimates. GM also expects a cost of /kWh by the end of 2021.

According to a study published in February 2016 by Bloomberg New Energy Finance (BNEF), battery prices fell 65% since 2010, and 35% just in 2015, reaching /kWh. The study concludes that battery costs are on a trajectory to make electric vehicles without government subsidies as affordable as internal combustion engine cars in most countries by 2022. BNEF projects that by 2040, long-range electric cars will cost less than  expressed in 2016 dollars. BNEF expects electric car battery costs to be well below /kWh by 2030, and to fall further thereafter as new chemistries become available.

Battery cost estimate comparison

EV parity

In 2010, battery professor Poul Norby stated that he believed that lithium batteries will need to double their specific energy and bring down the price from US$500 (2010) to US$100 per kWh capacity in order to make an impact on petrol cars. Citigroup indicates US$230/kWh.

Toyota Prius 2012 plug-in's official page declare  of range and a battery capacity of 5.2 kWh with a ratio of /kWh, while the Addax (2015 model) utility vehicle already reaches 110 kilometres (68.5 mi) or a ratio of 7.5 kilometers (4.6 mi)/kWh.

Battery electric cars have an energy consumption between /kWh (85 MPGe) and /kWh (135 MPGe).

United States Secretary of Energy Steven Chu predicted costs for a 40-mile range battery will drop from a price in 2008 of US$12,000 to US$3,600 in 2015 and further to US$1,500 by 2020. lithium-ion, Li-poly, Aluminium-air batteries and zinc-air batteries have demonstrated specific energies high enough to deliver range and recharge times comparable to conventional fossil fueled vehicles.

Cost parity

Different costs are important. One issue is purchase price, the other issue is total cost of ownership. As of 2015, electric cars are more expensive to initially purchase, but cheaper to run, and in at least some cases, total cost of ownership may be lower.

According to Kammen et al., 2008, new PEVs would become cost efficient to consumers if battery prices would decrease from US$1300/kWh to about US$500/kWh (so that the battery may pay for itself).

In 2010, the Nissan Leaf battery pack was reportedly produced at a cost of US$18,000. Nissan's initial production costs at the launch of the Leaf were therefore about US$750 per kilowatt hour (for the 24 kWh battery).

In 2012, McKinsey Quarterly linked battery prices to gasoline prices on a basis of 5-year total cost of ownership for a car, estimating that US$3.50/gallon equates to US$250/kWh. In 2017 McKinsey estimated that electric cars will be competitive at a battery pack cost of US$100/kWh (expected around 2030), and expects pack costs to be US$190/kWh by 2020.

In October 2015, car maker GM revealed at their annual Global Business Conference that they expected a price of US$145 per kilowatt hour for Li-ion cells entering 2016.

Range parity
Driving range parity means that the electric vehicle has the same range as an average all-combustion vehicle (), with batteries of specific energy greater than 1 kWh/kg. Higher range means that the electric vehicles would run more kilometers without recharge. Currently, electric vehicle sales are lower than expected due range anxiety - even with the same range as an average all-combustion vehicle, buyers must be assured that there are widely available and compatible charging stations for their vehicles, which are currently not as common as gas stations.

Japanese and European Union officials are in talks to jointly develop advanced rechargeable batteries for electric cars to help nations reduce greenhouse-gas emissions. Developing a battery that can power an electric vehicle  on a single charging is feasible, said Japanese battery maker GS Yuasa Corp. Sharp Corp and GS Yuasa are among Japanese solar-power cell and battery makers that may benefit from cooperation.
 The lithium-ion battery in the AC Propulsion tzero provides  of range per charge (single charge range). The list price of this vehicle when it was released in 2003 was US$220,000.
 Driving in a Daihatsu Mira equipped with 74 kWh lithium ion batteries, the Japan EV Club has achieved a world record for an electric car:  without recharging.
 Zonda Bus, in Jiangsu, China offers the Zonda Bus New Energy with a  only-electric range.
 The supercar Rimac Concept One with 82 kWh battery has a range of 500 km. The car has been in production since 2013.
 The pure electric car BYD e6 with 60 kWh battery has a range of 300 km.

Specifics

Internal components

Battery pack designs for electric vehicles (EVs) are complex and vary widely by manufacturer and specific application. However, they all incorporate a combination of several simple mechanical and electrical component systems which perform the basic required functions of the pack.

The actual battery cells can have different chemistry, physical shapes, and sizes as preferred by various pack manufacturers. Battery packs will always incorporate many discrete cells connected in series and parallel to achieve the total voltage and current requirements of the pack. Battery packs for all electric drive EVs can contain several hundred individual cells. Each cell has a nominal voltage of 3-4 volts, depending on its chemical composition.

To assist in manufacturing and assembly, the large stack of cells is typically grouped into smaller stacks called modules. Several of these modules are placed into a single pack. Within each module the cells are welded together to complete the electrical path for current flow. Modules can also incorporate cooling mechanisms, temperature monitors, and other devices. Modules must remain within a specific temperature range for optimal performance. In most cases, modules also allow for monitoring the voltage produced by each battery cell in the stack by using a battery management system (BMS).

The battery cell stack has a main fuse which limits the current of the pack under a short circuit. A "service plug" or "service disconnect" can be removed to split the battery stack into two electrically isolated halves. With the service plug removed, the exposed main terminals of the battery present no high potential electrical danger to service technicians.

The battery pack also contains relays, or contactors, which control the distribution of the battery pack's electrical power to the output terminals. In most cases there will be a minimum of two main relays which connect the battery cell stack to the main positive and negative output terminals of the pack, which then supply high current to the electrical drive motor. Some pack designs include alternate current paths for pre-charging the drive system through a pre-charge resistor or for powering an auxiliary bus which will also have their own associated control relays. For safety reasons these relays are all normally open.

The battery pack also contains a variety of temperature, voltage, and current sensors. Collection of data from the pack sensors and activation of the pack relays are accomplished by the pack's battery monitoring unit (BMU) or BMS. The BMS is also responsible for communications with the vehicle outside the battery pack.

Recharging
Batteries in BEVs must be periodically recharged. BEVs most commonly charge from the power grid (at home or using a street or shop recharging point), which is in turn generated from a variety of domestic resources, such as coal, hydroelectricity, nuclear, natural gas, and others. Home or grid power, such as photovoltaic solar cell panels, wind, or microhydro may also be used and are promoted because of concerns regarding global warming.

With suitable power supplies, good battery lifespan is usually achieved at charging rates not exceeding half of the capacity of the battery per hour ("0.5C"), thereby taking two or more hours for a full charge, but faster charging is available even for large capacity batteries.

Charging time at home is limited by the capacity of the household electrical outlet, unless specialized electrical wiring work is done.  In the US, Canada, Japan, and other countries with 120V electricity, a normal household outlet delivers 1.5 kilowatts. In other countries with 230V electricity between 7 and 14 kilowatts can be delivered (230V single phase and 400V three-phase, respectively). In Europe, a 400V (three-phase 230V) grid connection is increasingly popular since newer houses don't have natural gas connection due to the European Union's safety regulations.

Recharging time

Electric cars like Tesla Model S, Renault Zoe, BMW i3, etc., can recharge their batteries to 80 percent at quick charging stations within 30 minutes.  For example, a Tesla Model 3 Long Range charging on a 250 kW Tesla Version 3 Supercharger went from 2% state of charge with  of range to 80% state of charge with  of range in 27 minutes, which equates to  per hour.

Connectors
The charging power can be connected to the car in two ways. The first is a direct electrical connection known as conductive coupling. This might be as simple as a mains lead into a weatherproof socket through special high capacity cables with connectors to protect the user from high voltages. The modern standard for plug-in vehicle charging is the SAE1772 conductive connector (IEC62196 Type1) in the US. The ACEA has chosen the VDE-AR-E 2623-2-2 (IEC62196 Type2) for deployment in Europe, which, without a latch, means unnecessary extra power requirements for the locking mechanism.

The second approach is known as inductive charging. A special 'paddle' is inserted into a slot on the car. The paddle is one winding of a transformer, while the other is built into the car. When the paddle is inserted it completes a magnetic circuit which provides power to the battery pack. In one inductive charging system, one winding is attached to the underside of the car, and the other stays on the floor of the garage. The advantage of the inductive approach is that there is no possibility of electrocution as there are no exposed conductors, although interlocks, special connectors and ground fault detectors can make conductive coupling nearly as safe. Inductive charging can also reduce vehicle weight, by moving more charging componentry offboard. An inductive charging advocate from Toyota contended in 1998, that overall cost differences were minimal, while a conductive charging advocate from Ford contended that conductive charging was more cost efficient.

Recharging spots

, there are 93,439 locations and 178,381 EV charging stations worldwide.

Though there are a lot of charging stations worldwide, and the number is only growing, an issue with this is that an EV driver may find themselves at a remote charging station with another vehicle plugged in to the only charger or they may find another vehicle parked in the only EV spot. Currently, no laws prohibit unplugging another person's vehicle, it is simply ruled by etiquette.

Travel range before recharging

The range of a BEV depends on the number and type of batteries used. The weight and type of vehicle as well as terrain, weather, and the performance of the driver also have an impact, just as they do on the mileage of traditional vehicles. Electric vehicle conversion performance depends on a number of factors including the battery chemistry:
 Lead-acid batteries are the most available and inexpensive. Such conversions generally have a range of . Production EVs with lead-acid batteries are capable of up to  per charge.
 NiMH batteries have higher specific energy than lead-acid; prototype EVs deliver up to  of range.
 New lithium-ion battery-equipped EVs provide  of range per charge. Lithium is also less expensive than nickel.
 Nickel-zinc battery are cheaper and lighter than Nickel-cadmium batteries. They are also cheaper than (but not as light as) lithium-ion batteries.

The internal resistance of some batteries may be significantly increased at low temperature which can cause noticeable reduction in the range of the vehicle and on the lifetime of the battery.

Finding the economic balance of range versus performance, battery capacity versus weight, and battery type versus cost challenges every EV manufacturer.

With an AC system or advanced DC system, regenerative braking can extend range by up to 50% under extreme traffic conditions without complete stopping. Otherwise, the range is extended by about 10 to 15% in city driving, and only negligibly in highway driving, depending upon terrain.

BEVs (including buses and trucks) can also use genset trailers and pusher trailers in order to extend their range when desired without the additional weight during normal short range use. Discharged basket trailers can be replaced by recharged ones en route. If rented then maintenance costs can be deferred to the agency.

Some  BEVs can become Hybrid vehicles depending on the trailer and car types of energy and powertrain.

Trailers
Auxiliary battery capacity carried in trailers can increase the overall vehicle range, but also increases the loss of power arising from aerodynamic drag, increases weight transfer effects and reduces traction capacity.

Swapping and removing

An alternative to recharging is to exchange drained or nearly drained batteries (or battery range extender modules) with fully charged batteries. This is called battery swapping and is done in exchange stations.

Features of swap stations include:

 The consumer is no longer concerned with battery capital cost, life cycle, technology, maintenance, or warranty issues;
 Swapping is far faster than charging: battery swap equipment built by the firm Better Place has demonstrated automated swaps in less than 60 seconds;
 Swap stations increase the feasibility of distributed energy storage via the electric grid;

Concerns about swap stations include:

 Potential for fraud (battery quality can only be measured over a full discharge cycle; battery lifetime can only be measured over repeated discharge cycles; those in the swap transaction cannot know if they are getting a worn or reduced effectiveness battery; battery quality degrades slowly over time, so worn batteries will be gradually forced into the system)
 Manufacturers' unwillingness to standardize battery access / implementation details
 Safety concerns

Re-filling
Zinc-bromine flow batteries can be re-filled using a liquid, instead of recharged by connectors, saving time.

Vehicle-to-grid

Smart grid allows BEVs to provide power to the grid at any time, especially:
 During peak load periods (When the selling price of electricity can be very high. Vehicles can then be recharged during off-peak hours at cheaper rates which helps absorb excess night time generation. The vehicles serve as a distributed battery storage system to buffer power.)
 During blackouts, as backup power sources.

Safety
The safety issues of battery electric vehicles are largely dealt with by the international standard ISO 6469. This standard is divided into three parts:
 On-board electrical energy storage, i.e. the battery
 Functional safety means and protection against failures
 Protection of persons against electrical hazards.
Firefighters and rescue personnel receive special training to deal with the higher voltages and chemicals encountered in electric and hybrid electric vehicle accidents. While BEV accidents may present unusual problems, such as fires and fumes resulting from rapid battery discharge, many experts agree that BEV batteries are safe in commercially available vehicles and in rear-end collisions, and are safer than gasoline-propelled cars with rear gasoline tanks.

Usually, battery performance testing includes the determination of:
 State Of Charge (SOC)
 State of Health (SOH)
 Energy Efficiency

Performance testing simulates the drive cycles for the drive trains of Battery Electric Vehicles (BEV), Hybrid Electric Vehicles (HEV) and Plug in Hybrid Electric Vehicles (PHEV) as per the required specifications of car manufacturers (OEMs). During these drive cycles, controlled cooling of the battery can be performed, simulating the thermal conditions in the car.

In addition, climatic chambers control environmental conditions during testing and allow simulation of the full automotive temperature range and climatic conditions.

Patents

Patents may be used to suppress development or deployment of battery technology. For example, patents relevant to the use of Nickel metal hydride cells in cars were held by an offshoot of Chevron Corporation, a petroleum company, who maintained veto power over any sale or licensing of NiMH technology.

Research, development and innovation
As of December 2019, billions of euro in research are planned to be invested around the world for improving batteries.

Researchers have come up with some design considerations for contactless BEV chargers. Inductively coupled power transfer (ICPT) systems are made to transfer power efficiently from a primary source (charging station) to one or more secondary sources (BEVs) in a contactless way via magnetic coupling.

Europe has plans for heavy investment in electric vehicle battery development and production, and Indonesia also aims to produce electric vehicle batteries in 2023, inviting Chinese battery firm GEM and Contemporary Amperex Technology Ltd to invest in Indonesia.

Ultracapacitors
Electric double-layer capacitors (or "ultracapacitors") are used in some electric vehicles, such as AFS Trinity's concept prototype, to store rapidly available energy with their high specific power, in order to keep batteries within safe resistive heating limits and extend battery life.

Since commercially available ultracapacitors have a low specific energy, no production electric cars use ultracapacitors exclusively.

In January 2020, Elon Musk, CEO of Tesla, stated that the advancements in Li-ion battery technology have made ultra-capacitors unnecessary for electric vehicles.

Promotion in the United States

There are several kinds of policy measures to make BEVs more desirable. Purchase-based incentives include a tax rebate or a subsidy when buying or registering a modern BEV. Use based policy measures include providing an exemption for congestion charging for BEV users, allowing BEV users to use bus lanes, or giving free parking to BEVs. These can be classified into local and global policy incentives. Local incentives including congestion charge exemptions or free BEV parking in a city only influence those located in this specific area. Global policy incentives including subsidies or national tax rebates apply to anyone in a country.

In 2009, President Barack Obama announced 48 new advanced battery and electric drive projects that would receive US$2.4 billion in funding under the American Recovery and Reinvestment Act. The government claimed that these projects would accelerate the development of U.S. manufacturing capacity for batteries and electric drive components as well as the deployment of electric drive vehicles, helping to establish American leadership in creating the next generation of advanced vehicles. The announcement marked the single largest investment in advanced battery technology for hybrid and electric-drive vehicles ever made. Industry officials expected that this US$2.4 billion investment, coupled with another US$2.4 billion in cost share from the award winners, would result directly in the creation tens of thousands of manufacturing jobs in the U.S. battery and auto industries. The awards cover US$1.5 billion in grants to United States-based manufacturers to produce batteries and their components and to expand battery recycling capacity.
 U.S. Vice President Joe Biden announced in Detroit over US$1 billion in grants to companies and universities based in Michigan. Reflecting the state's leadership in clean energy manufacturing, Michigan companies and institutions received the largest share of grant funding of any state. Two companies, A123 Systems and Johnson Controls, would receive a total of approximately US$550 million to establish a manufacturing base in the state for advanced batteries, and two others, Compact Power and Dow Kokam, would receive a total of over US$300 million for manufacturing battery cells and materials. Large automakers based in Michigan, including GM, Chrysler, and Ford, would receive a total of more than US$400 million to manufacture batteries and electric drive components. Three educational institutions in Michigan — the University of Michigan, Wayne State University in Detroit, and Michigan Technological University in Houghton, in the Upper Peninsula — would receive a total of more than US$10 million for education and workforce training programs to train researchers, technicians, and service providers, and to conduct consumer research to accelerate the transition towards advanced vehicles and batteries.
 U.S. Energy Secretary Steven Chu visited Celgard, in Charlotte, North Carolina, to announce a US$49 million grant for the company to expand its separator production capacity to serve the expected increased demand for lithium-ion batteries from manufacturing facilities in the United States. Celgard was planning to expand its manufacturing capacity in Charlotte, North Carolina, and nearby Concord, North Carolina, and the company expected the new separator production to come online in 2010. Celgard expected that approximately hundreds of jobs could be created, with the first of those jobs beginning as early as fall 2009.
 EPA Administrator Lisa Jackson was in St. Petersburg, Florida, to announce a US$95.5 million grant for Saft America, Inc. to construct a new plant in Jacksonville on the site of the former Cecil Field military base, to manufacture lithium-ion cells, modules and battery packs for military, industrial, and agricultural vehicles.
 Deputy Secretary of the Department of Transportation John Porcari visited East Penn Manufacturing Co, in Lyon Station, Pennsylvania, to award the company a US$32.5 million grant to increase production capacity for their valve regulated lead-acid batteries and the UltraBattery, a lead-acid battery combined with a carbon supercapacitor, for micro and mild hybrid applications.

On 2 May 2022, President Biden announced the administration will begin a $3.16 billion plan to boost domestic manufacturing and recycling of batteries, in a larger effort to shift the country away from gas-powered cars to electric vehicles. The goal of the Biden administration is to have half of U.S. automobile production electric by 2030.

The Inflation Reduction Act, passed on 16 August 2022, aimed to incentivize clean energy manufacturing with a $7,500 consumer tax credit for EVs with US-built batteries, and subsidies for EV plants. By October 2022, billions of dollars of investment had been announced for over two dozen US battery plants, leading some commentators to nickname the Midwest as the "Battery Belt."

Promotion in Norway
Norway has become a leading example of BEV promotion. The BEV market share is highest in the world in Norway, the main reason being the strong incentives for promoting purchase and ownership of BEVs. Norway has an incentive package for BEVs that often equate or even make a BEV cheaper to purchase than an Internal Combustion Engine Vehicle (ICEV). In addition to the purchase price incentives, there are also incentives that make BEVs more cost-efficient and convenient in daily use. Incentive policies have a clear success for increasing BEV sales in Norway, making it a great case to learn from for other countries wanting to head in the same direction.

See also

Examples
 List of hybrid vehicles
 List of production battery electric vehicles
 List of electric vehicle battery manufacturers
 Plug-in electric vehicle fire incidents

Related

 Battery charging
 Battery electric multiple unit
 Battery locomotive
 Charging station
 Dual-mode vehicle
 Electric car energy efficiency
 Flywheel energy storage
 List of battery types
 Rechargeable battery
 Salt water battery
 Traction motor
 Vehicle-to-grid (V2G)

References

External links

Electric vehicle technologies
Rechargeable batteries
Battery applications


Arunagirinagar () is a village administrative division in Trincomalee Town and Gravets in Trincomalee, Sri Lanka. As of 2005 Arunagirinagar consists of 575 families with 2,573 members.

Villages in Trincomalee District
Trincomalee Town and Gravets DS Division


Southend is a hamlet, in the civil parish of Turville (where at the 2011 Census the population was included ) near to the village of the same name in Buckinghamshire, England. It lies in the Chiltern Hills at an elevation of 188m near the Oxfordshire border above and to the west of the Hambleden Valley.

There are some houses and cottages around a rough village green and two small ponds.

Hamlets in Buckinghamshire


Bernard B. Hughes (January 9, 1910 – December 26, 1967) was an American football center who played professionally in the National Football League (NFL) for the Boston Braves in 1932 and the Chicago Cardinals from 1934 to 1936. He played college football at the University of Oregon.

References

External links

1910 births
1967 deaths
American football centers
Boston Braves (NFL) players
Chicago Cardinals players
Oregon Ducks football players
Sportspeople from Medford, Oregon
Players of American football from Oregon
Players of American football from Siskiyou County, California


The Georgia version of the National Wrestling Alliance (NWA) Southern Heavyweight Championship was a secondary singles championship used in Georgia Championship Wrestling off-and-on from 1948 to 1972.

The title is one of many versions of the NWA Southern Heavyweight Championship. Other versions have been used in Florida and the Tennessee cities of Knoxville and Memphis.

Title history
Silver marks in the title history indicate periods of unknown lineage. An  placed after a date indicates that a title change occurred no later than the date listed.

See also
List of National Wrestling Alliance championships
NWA Southern Heavyweight Championship (Florida version)
NWA Southern Heavyweight Championship (Tennessee version)

References

Georgia Championship Wrestling championships
Heavyweight wrestling championships
National Wrestling Alliance championships
Regional professional wrestling championships
Professional wrestling in Georgia (U.S. state)


Blue Anchor is a seaside village, in the parish of Old Cleeve, close to Carhampton in the Somerset West and Taunton district of Somerset, England. The village takes its name from a 17th-century inn; the bay, Blue Anchor Bay, was previously known as Cleeve Bay. The bay and inn were the subjects of a watercolour by J. M. W. Turner in 1818, now in the Lady Lever Gallery, Port Sunlight.

The village marks one end of the Blue Anchor to Lilstock Coast Site of Special Scientific Interest along which the Triassic cliffs have geological interest for the variety of fossils. The coloured alabaster found in the cliffs gave rise to the name of the colour "Watchet Blue".

The village lies on the route of the West Somerset Coast Path and Celtic Way Exmoor Option.

Blue Anchor railway station is a station on the  West Somerset Railway, a heritage railway in Somerset. It is situated in the village and houses the museum of the West Somerset Steam Railway Trust.

Within the village is the only example of an updraught brick kiln known to have survived in Somerset. It was built around 1830, supplied by small vessels carrying limestone to the small culm landing, and is now used as a garage. The kiln is thought to have been used until the 1870s when the large-scale production of bricks in Bridgwater rendered small brickyards uneconomic.

Marshwood farmhouse dates from the late 15th century and was originally a manor house or grange. It has been designated by English Heritage as a Grade II* listed building.

Coincidentally there is another Blue Anchor Inn directly north across the Bristol Channel in East Aberthaw, The Vale of Glamorgan.

References

External links

Villages in West Somerset
Ports and harbours of Somerset
Populated coastal places in Somerset
Beaches of Somerset


La Palme (; ) is a commune in the Aude department in southern France. Its origins date at least to 805 AD, when the priory was given to the Abbey of La Grasse by Charlemagne.

Population

See also
 Fitou AOC
 Corbières AOC
 Communes of the Aude department

References

Communes of Aude
Aude communes articles needing translation from French Wikipedia


12-pounder gun or 12-pdr, usually denotes a gun which fired a projectile of approximately 12 pounds.

Guns of this type include:

12-pounder long gun, the naval muzzle-loader of the Age of Sail
Canon de 12 de Vallière, French cannon of 1732
Canon de 12 Gribeauval, French field cannon of the mid-late 18th century
Canon lourd de 12 Gribeauval, French heavy cannon of the mid-late 18th century
Canon obusier de 12, French 12-pounder cannon-howitzer of 1853. Known in the US as "12 pounder Napoleon"
M1841 12-pounder howitzer, American howitzer having the same caliber (4.62 inches) as a 12-pounder field gun
One of the Dahlgren guns of the American Civil War
Ordnance BL 12 pounder 7 cwt, British field gun, 1885–1892
Ordnance QF 12 pounder 8 cwt, British naval landing gun, late 19th century and early 20th century
Ordnance BL 12 pounder 6 cwt, British light field gun, 1894–1916
QF 12 pounder 12 cwt naval gun, British "Long 12" of 1890s–1940s
QF 12 pounder 12 cwt AA gun, British AA gun of World War I
QF 12 pounder 18 cwt naval gun, British naval gun of 1904–1920s
RBL 12 pounder 8 cwt Armstrong gun, British field gun of 1859
Twelve-pound cannon, cannon sized for a 12-pound ball, see Naval artillery in the Age of Sail
12-pounder Whitworth rifle, British rifled breechloader field gun of 1860s
Erroneously, the QF 3 inch 20 cwt gun


Puilaurens (, also non-officially: Lapradelle-Puilaurens; ) is a commune in the Aude department in southern France.

It includes the hamlets of Lapradelle, Puilaurens and Lavignac. It is known for the medieval Puilaurens Castle.

Geography
The commune is situated on the Boulzane river and the Green Meridian.

History
The built-up area of Lapradelle did not exist until the 19th century and owes its development to activities related to water power taken from the Boulzane: textile spinning and sawmills.

In 1904, a railway was constructed from Quillan to Rivesaltes (the Carcassonne - Rivesaltes Line) passing through Lapradelle on a viaduct spanning the valley of the Boulzane. The line carried passengers until 1939. Afterwards it was used to transport feldspar between the Aude and the Pyrénées-Orientales, the railway line is today used in the summer for a tourist train, running between Axat and Rivesaltes.

In 1868, Puilaurens lost the hamlets of Salvezines and Caunil, established as the separate commune of Salvezines.

Population
Its inhabitants are called Puilaurenois.

See also
Communes of the Aude department

References

Communes of Aude
Aude communes articles needing translation from French Wikipedia


Tobias Arlt (born 2 June 1987) is a German luger, acting as a backdriver. He won a silver medal in the men's doubles event at the 2008 FIL World Luge Championships, a silver and a bronze at the 2010 FIL European Luge Championships, a gold medal at the FIL World Luge Championships 2013, and two gold medals at his debut Olympics, the 2014 Winter Olympics in Sochi.

Biography
Tobias Arlt was born on 2 June 1987 in Berchtesgaden, West Germany. He began luging at the age of four, beginning to compete in 1991; his national debut was in 2006. Arlt is a backdriver in luging, and his partner for doubles is Tobias Wendl. As a team, they have several nicknames, including "The Bayern-Express" and "The Two Tobis".

At the 2008 FIL World Luge Championship in Oberhof, Germany, in the men's doubles, Arlt won a silver medal. At the 2010 FIL European Luge Championships in Sigulda, Latvia, Arlt won a silver in the men's doubles and a bronze in the mixed team disciplines; and at the 2013 FIL World Luge Championships, he won a gold medal. Arlt and Wendl have finished in first place in the overall World Cup standings three times in the last four years.

Arlt is also a police officer in the German Federal Police. His hobbies, besides luging, include tennis, windsurfing, snowboarding, and motorbiking.

Olympics
At Arlt's debut Olympics, the 2014 Winter Olympics in Sochi, Arlt won gold in the luge double with Tobias Wendl in a time of 1 minute and 38:933 seconds at the Sanki Sliding track, half a second ahead of the second-placed Austrians Andreas Linger and Wolfgang Linger. This was the biggest ever winning margin in Olympic luge doubles. In Arlt and Wendl's first run, they set a track record of 49.373 seconds. Arlt then won the team relay with Felix Loch, Natalie Geisenberger, and Tobias Wendl. They won in a time of 2 minutes and 45.649 seconds, which was one second ahead of the second-placed Russian Federation.

Personal life
Arlt has a girlfriend, who, in December 2013, gave birth to a daughter.

Luge results
All results are sourced from the International Luge Federation (FIL) and German Bobsleigh, Luge and Skeleton Federation (BSD).

World Cup

References

External links

1987 births
Living people
Sportspeople from Berchtesgaden
German male lugers
Olympic lugers for Germany
Lugers at the 2014 Winter Olympics
Lugers at the 2018 Winter Olympics
Lugers at the 2022 Winter Olympics
Olympic gold medalists for Germany
Olympic medalists in luge
Medalists at the 2014 Winter Olympics
Medalists at the 2018 Winter Olympics
Medalists at the 2022 Winter Olympics
21st-century German people


Tobias Wendl (born 16 June 1987) is a German luger who has competed since 1993, acting as a front. He won a silver medal in the men's doubles event at the 2008 FIL World Luge Championships in Oberhof, Germany, a silver and a bronze at the FIL European Luge Championships 2010 in Sigulda, a gold at the FIL World Luge Championships 2013, and two gold medals at his debut Winter Olympics at the 2014 Winter Olympics in Sochi. He is also a Master Sergeant in the German Army.

Biography
Wendl was born on 16 June 1987 in Aachen, Germany. He began competing in the luge in 1993; and became a part of the national team in 2005, luging as a front. At the 2008 FIL World Luge Championships in Oberhof, Germany, he won a silver medal; and at the FIL European Luge Championships 2010 in Sigulda, Wendl won a silver medal in men's doubles and a bronze medal in the mixed team events. He won a gold medal at the FIL World Luge Championships 2013, in Whistler, Canada. Wendl competes in the double with Tobias Arlt, and is the front. Their nickname when competing together is "The Bayern-Express" and "The Two Tobis".

He is also a Master Sergeant in the German Army.

Olympics
Wendl won two gold medals at the 2014 Winter Olympics in Sochi; in the luge double with Tobias Arlt, he won a gold in a time of 1 minute and 38:933 seconds at the Sanki Sliding track: this was half a second ahead of the second-placed Andreas Linger and Wolfgang Linger of Austria; this winning margin was the biggest ever in Olympic luge doubles. In the pair's first run, they set a track record of 49.373 seconds.

Wendl then won the team relay with Felix Loch, Natalie Geisenberger, and Tobias Arlt; finishing more than one full second ahead of the second-placed Russian Federation, in a time of 2 minutes and 45.649 seconds.

Luge results
All results are sourced from the International Luge Federation (FIL) and German Bobsleigh, Luge and Skeleton Federation (BSD).

World Cup

See also
List of multiple Olympic gold medalists

References

External links

1987 births
German male lugers
Living people
Lugers at the 2014 Winter Olympics
Lugers at the 2018 Winter Olympics
Lugers at the 2022 Winter Olympics
Olympic lugers for Germany
Olympic gold medalists for Germany
Olympic medalists in luge
Medalists at the 2014 Winter Olympics
Medalists at the 2018 Winter Olympics
Medalists at the 2022 Winter Olympics
Sportspeople from Aachen
21st-century German people


The Orto Botanico dell'Università di Roma "La Sapienza" (12 hectares), also known as the Orto Botanico di Roma, is a botanical garden operated by the Sapienza University of Rome and located at Largo Cristina di Svezia 24, Rome, Italy. It is open every day including Sundays; an admission fee is charged.

The garden was established on this site in 1883, although it is the successor to the Papal Botanical Gardens going back to the Renaissance.  It is sited on the slopes of the Janiculum overlooking the  17th-century Palazzo Corsini, which was from 1659-1689 the residence of Queen Christina of Sweden, now the headquarters of the Accademia dei Lincei. Part of the current Botanical Garden used to be the private garden of the Palazzo Corsini. After the Palace became property of the Italian state, they were merged with the existing Papal gardens to create the current lay-out.

Today the garden contains more than 3,000 species, with a Japanese garden, bamboo groves, and a Giardino dei Semplici (over 300 species of medicinal plants). Noteworthy specimens include Cedrus deodara, Dasylirion glaucophyllum and Dasylirion acrotrichum, Erythrina crista-galli, and Liquidambar orientalis. There are several greenhouses containing  a significant collection of cacti, as well as carnivorous plants, and tropical plants including euphorbia and orchids.

Directors of the Papal Botanical Gardens
Michele Mercati (1566-1593)
Andrea Cesalpino (probably; 1593-1600)
Giovanni Faber (1600-1629)

See also
 List of botanical gardens in Italy

References

External sources

 Orto Botanico dell'Università di Roma "La Sapienza" (Italian)
 Minor Sights: The Botanical Garden of Rome

Botanical gardens in Italy
Gardens in Rome
Rome R. XIII Trastevere


Roquefeuil (; ) is a commune in the Aude department in southern France.

Population

See also
Communes of the Aude department
 Roquefeuil Versols

References

Communes of Aude
Aude communes articles needing translation from French Wikipedia


Carny is a 1980 American drama film about a waitress who joins a traveling carnival. It stars Gary Busey, Jodie Foster, and Robbie Robertson. It also includes an early role for Fred Ward.

Plot
Frankie and Patch are friends who work for the Great American Carnival,  a small-time carnival that tours the South. Frankie does an act as The Mighty Bozo, a character who sits in a dunk tank insulting the crowd, while Patch takes the money and runs the game. Patch is also the show's "adjuster," hence his carny name, working with the owner of the carnival, Heavy St. John, negotiating deals with local officials and representatives of the local underworld to keep the show open.

What it takes to keep the show open varies from town to town. In one town, it is making good on a city official's gambling losses on the midway and giving a city councilor a pile of free passes to the carnival. In another, it is compromising to allow the strippers to work, but keeping the freak show closed. In a third, it involves providing an underworld boss's thug with a girl he fancies. He also works to maintain harmony among the carnies. Patch is good at his job of patching together the deals that keep the carnival rolling and keeping the peace on the lot, but never likes being played for a fool.

At one stand, Donna, an independent 18-year-old bored with small-town life, strikes up a friendship with Frankie and at his invitation follows the carny onto the carnival circuit. Patch is less than happy with her presence, and would like her out of the picture. To get Patch off her back, she takes a job with the strip show as a "side girl," a backup dancer who does not actually take her clothes off. Patch plants the suggestion with Delno, the carny who runs the girlie show, that Donna wants to "work strong", i.e., be a stripper. When she is thrust onstage, she freezes and a brawl ensues. Afterwards, she covers with Heavy to keep Patch out of it, taking the blame for Patch's setting her up to fail.

Frankie gets her a job in the string joint, one of the midway games of chance, under the tutelage of Gerta. Coached in how the game works, Donna is a big success, learning how to con the marks and get their money without giving herself to them (which is what the rubes really want). After one successful scam, she winds up in bed with Patch and the two of them are caught by Frankie, which puts a strain on his relationships with both Donna and Patch.

While this is going on, a con run by Nails on Skeet, the local crime boss's main enforcer, goes badly wrong. Upset at losing their money, the local underworld's muscle boys wreck the Bozo Joint and kill On-Your-Mark, a carny who has been "with it" for more than fifty years and was planning to retire at the end of the season. Crime boss Marvin Dill comes after the carnival, intending to extort more money than they have already paid him. However, the carnies have had enough of his shaking them down. To avenge On-Your-Mark's death and get Dill off their backs, Patch, Frankie, Donna and Heavy run a scam on Mr. Dill involving the apparent beheading of Skeet.

The movie ends with the Great American Carnival continuing on its way, with Donna her own woman rather than Frankie's girlfriend, Frankie and Patch reconciled, and the implication that in a season or two Heavy will retire and Patch will be the one running the show.

Cast
 Gary Busey as Frankie
 Jodie Foster as Donna
 Robbie Robertson as "Patch"
 Meg Foster as Gerta
 Kenneth McMillan as "Heavy" St. John
 Elisha Cook Jr. as "On-Your-Mark"
 Tim Thomerson as "Doubles"
 Theodore Wilson as "Nails" (as Teddy Wilson)
 John Lehne as "Skeet"
 Bill McKinney as Marvin Dill
 Bert Remsen as Delno Baptiste
 Woodrow Parfrey as W.C. Hannon
 Alan Braunstein as Willie Mae
 Tina Andrews as "Sugaree"
 Craig Wasson as Mickey
 Fred Ward as Jamie
 Jordan Cael as "Flame", the headlining stripper
 Emmett Bejano as Alligator Skin Man
 Percilla Bejano as Monkey Girl
 Johann Petursson as Giant (as Johann Peterson)
 Pete Terhune as Petie, the Fire Eating Dwarf and Iron Tongue Act
 Elaina Doucet as Anatomical Contortionist
 Jimmy Rapp as Anatomical Contortionist and Sword Swallower

Reception
Roger Ebert of the Chicago Sun-Times gave the film two stars out of four and wrote, "Carny is bursting with more information about American carnivals than it can contain, surrounding a plot too thin to support it. ...Inside this movie is a documentary struggling to get out." Gene Siskel awarded three-and-a-half stars out of four, calling Busey "superb" and stating, "There's a simple way to evaluate a film such as 'Carny,' a film so obviously in love with its subject, and that is whether it makes us want to attend a carnival. 'Carny' does." Vincent Canby of The New York Times wrote that the film had "nice performances" but was "not cohesive as it might be," because the filmmakers "appear to be unable to resist the colorful or bizarre material that leads nowhere." Variety declared, "An excitingly eccentric, nervously energetic work, 'Carny' is an intriguing look at an infrequently examined American subculture which emerges as more impressive in its various, sometimes brilliant parts than as a satisfying whole." Charles Champlin of the Los Angeles Times praised the "excellence of the acting" but thought the film ended "in a quite unsatisfactory way that leaves virtually nothing resolved and everyone compromised." Gary Arnold of The Washington Post wrote, "The material never does achieve dramatic coordination or resolution. Nevertheless, in a generous mood the seamy show-biz atmosphere may appear novel and compelling enough to justify patience with the shapeless, unfinished story."

Reviewing the film 30 years later, Dennis Swartz said, "The ambiance turns out to be much richer than the narrative, in this still intriguing misanthropic pic (freaks and outsiders against the ugly conventional world) that revels in the pleasure one gets in hustling someone at their con game."

Frederic and Mary Ann Brussat said of the movie in 2013, "Carny is a tightly structured, atmospherically rich little movie. Alex North's excellent music capitalizes on the exotic elements in the storyline. Busey is rambunctious as Frankie; Foster brings vitality to the role of Donna; and Robertson exudes a seething cynicism as Patch. Their tough, funny, and sad adventures on the road are rendered with a good mix of mystery and pathos."

References

External links

1980 films
1980 drama films
American drama films
Films about sideshow performers
1980s English-language films
Films scored by Alex North
United Artists films
Warner Bros. films
Teensploitation
1980s American films


Globe Life Liberty National Division, formerly Liberty National Life Insurance, located in McKinney, Texas, is a provider of life and supplemental health insurance. It provides individual coverage through home and workplace sales. Licensed in 49 states, Liberty National was founded in Birmingham, Alabama, in 1900.

History
Liberty National traces its origin back to August 27, 1900, when its predecessor was founded as the Heralds of Liberty, a fraternal organization founded on the principles of respect for the law, observance of cardinal Christian virtues, loyalty to government, and practical exemplification of brotherhood. Later in June 1921, the name was changed to Liberty Life Assurance Company by deputy insurance commissioner Robert Davison and Frank Samford. In 1929, LNL was incorporated as a stock company and its name was changed to Liberty National Life Insurance Company.

The Liberty National Holding Company, created in 1979, expanded by acquiring United American, along with Globe Life and Accident Insurance Company and American Income Life. In the 1980s, the Liberty National Insurance Holding Company became Torchmark Corporation which then became Globe Life on August 8, 2019.

Since 2012, the Globe Life companies have donated more than $12.4 million through their Make Tomorrow Better program.

References

External links
 Official website

Financial services companies established in 1900
Health insurance companies of the United States
Life insurance companies of the United States
Companies based in McKinney, Texas
Globe Life Subsidiaries
1900 establishments in Texas


"The Carny" is a song by Nick Cave and the Bad Seeds appearing on their fourth studio album Your Funeral... My Trial. It was written by Nick Cave and was recorded in August 1986 at Hansa Tonstudio and Strongroom.

Subject
The lyrics concern a carnival worker who vanished, highlighted in the words "No one saw the Carny go". As the circus prepares to leave without the missing performer, they find the Carny's horse Sorrow, "so skin and bone", and kill it. The dwarfs Moses and Noah dig a ditch to bury it, later remarking "we should've dug a deeper one". When it begins to rain, the Carny's caravan is swept away.

The song is featured in Wim Wenders' 1987 film Wings of Desire, when the character Marion (Solveig Dommartin) listens to the album Your Funeral, My Trial. The song corresponds to the plot, in which the circus that Marion works for as a trapeze artist closes down. Professor Adrian Danks wrote "The Carny" adds a feel of sorrow in the background, while Marion gives "breathy accompaniment". Cave personally appears in the film in later scenes.

Accolades

Personnel
Adapted from the Your Funeral... My Trial liner notes.

Nick Cave and The Bad Seeds
 Blixa Bargeld – guitar, co-lead vocals
 Nick Cave – lead vocals, harmonica
 Mick Harvey – organ, piano, glockenspiel, xylophone
 Thomas Wydler – drums

Production and additional personnel
 Tony Cohen – production, engineering
 Flood – production, engineering, mixing

See also
Nick Cave and The Bad Seeds discography

References

1986 songs
Nick Cave songs
Songs written by Nick Cave
Song recordings produced by Flood (producer)


Flensburger Brauerei is a brewery located in Flensburg in the Bundesland (federal state) of Schleswig-Holstein, Germany. It is one of the last country-wide operating breweries not being part of a larger brewery group. The company was founded on September 6, 1888, by five citizens of Flensburg. Today it is still mainly held by the founder families Petersen and Dethleffsen.

Production

Before modern refrigeration, the brewery used to chop blocks of ice from frozen lakes in the winter and bring the blocks back to the brewery to keep their underground storage facilities cool in summer. The brewery still operates its own water well, which is supplied from an underground vein of very old Ice Age melt water coming from Scandinavia.

The company has about 120 employees (as of 2008) and is known for running technically advanced and highly automated production processes.

Products

All Flensburger products are bottled in glass bottles with a traditional flip-top (swing-top) closure. This demands several complicated mechanisms for large-scale production, bottle cleaning and recycling processes.

The range of beers and other products includes the following.

Beers
 Flensburger Pilsener – North German variation of the pilsener style with 4.8% abv
 Flensburger Gold – Another Pilsener (similar to lager style) with 4.8% abv
 Flensburger Dunkel – Dunkel style with 4.8% abv
 Flensburger Weizen – Unfiltered wheat beer with 5.1% abv
 Flensburger Kellerbier – Unfiltered kellerbier style with 4.8% abv
 Flensburger Edles Helles – A helles beer marketed as 125th anniversary brew

Seasonal types
 Flensburger Winterbock – Seasonally available dark bock with 7.0% abv
 Flensburger Frühlingsbock – Seasonally available dark bock with 6.9% abv

Non-alcoholic
 Flensburger Frei – Non-alcoholic helles style
 Flensburger Malz – Non-alcoholic malt beer

Shandy style drinks
 Flensburger Radler – Shandy style with 2.4% abv
 Flensburger Biermix "Lemongrass" – beer and lemonade mix with 2.4% abv
 Flensburger Biermix "Blutorange-Grapefruit" – beer and lemonade mix with 2.4% abv

Soft drinks
 Flensburger Wasser – Mineral water in the typical swing-top bottle
 Flensburger Fassbrause – A Fassbrause soft drink

In popular culture

 Local people usual call Flensburger beers a “Flens” when ordering one. The flip-top stopper makes a "plopp" sound when opening, which has become part of the corporate identity.
 Since running a marketing campaign emphasizing the stereotype of the stoic, blunt and ironic North German mentality the Flens brand has become a symbol of self-identification for the region.
 Being sited next to the campus the annual visit of the brewery has become a traditional event for the process engineering students of Flensburg.
 Once being a regional beer with its distribution centered mainly in Schleswig-Holstein, Flensburger became popular all over Germany with the "Werner"-comics by Rötger Feldmann (aka Brösel or Werner Brösel) in the 1980s.
 Former US Secretary of State Colin Powell became a fan of Flensburger Pilsener after his German colleague Joschka Fischer gave him a crate of Flens as a gift during one of Powell's official visits to Germany. Fischer would continue to occasionally send Powell crates to the US throughout his tenure in office.

References

External links
 Flensburger Brauerei Homepage

Breweries in Germany
Beer brands of Germany
Buildings and structures in Flensburg


Angel Heart is a 1987 horror movie, written and directed by Alan Parker.

Angel Heart may also refer to:

 Angel Heart, a Japanese media franchise:
 Angel Heart (manga), comic series by Tsukasa Hōjō
 Angel Heart (anime), animated television series
 Angel Heart (2015 TV series), a live-action Japanese drama series based on the manga by Tsukasa Hōjō
 Angel Heart (Bonnie Tyler album), 1992 release by singer Bonnie Tyler
 Angel Heart (Jimmy Webb album), 1982 release by the American songwriter
 "Angel Heart", a song on this album


St John's Church is in the village of Threapwood, Cheshire, England.  It is an active Anglican parish church in the diocese of Chester, the archdeaconry of Chester, and the deanery of Malpas.  Its benefice is combined with those of St Oswald, Malpas and Holy Trinity, Bickerton.  The church is recorded in the National Heritage List for England as a designated Grade II* listed building.  The authors of the Buildings of England series state that it is entirely Georgian in style.

History

The church was built in 1815 as an extra-parochial chapel.  The parish of St John's was established in 1817.

Architecture

St John's is a rectangular church in Georgian style.  It is constructed in brick, and has a slate roof.  At the west end is an open octagonal cupola.  There are pedimented doorways at the west end, and in the middle of the south side.

Inside the church are galleries on three sides, with the north and south galleries curving round to the west gallery.  They are carried on iron columns with an iron parapet.  The two chandeliers are in brass and are dated 1817. The altar rails are in iron, and are on three sides of the altar. On the two sides of the altar are box pews with brass name plates for the patrons, the Broughton and Kenyon families. The panelled timber reredos is in three parts, bearing the Lord's Prayer and the creed to the left and the right and an extract from Exodus in a divided central panel.

External features

The gatepiers, gates, wall, piers and railings to the church are listed at Grade II.  The churchyard contains the war grave of a South Wales Borderers soldier of World War I.

See also

Listed buildings in Threapwood

References

Church of England church buildings in Cheshire
Grade II* listed churches in Cheshire
Churches completed in 1815
19th-century Church of England church buildings
Georgian architecture in Cheshire
Diocese of Chester


This Gift is the third album by Sons and Daughters, released by Domino Records on 28 January 2008 on CD and LP format.

It is also available as a limited edition two-disc version, featuring six additional live tracks. The album charted at number 66.

Track listing
 "Gilt Complex" - 3:39
 "Split Lips" - 2:18
 "The Nest" - 4:14
 "Rebel with the Ghost" - 3:01
 "Chains" - 2:37
 "This Gift" - 4:06
 "Darling" - 3:21
 "Flags" - 3:08
 "Iodine" - 3:02
 "The Bell" - 2:46
 "House in My Head" - 3:51
 "Goodbye Service" - 4:37
 "Killer" - 4:04. (iTunes Bonus Track, a cover of the popular song by Adamski and Seal)

Two disc set
"Chains (live)"
"Darling (live)"
"Gilt Complex (live)"
"The Nest (live)"
"House in My Head (live)"
"Johnny Cash (live)"

References

2008 albums
Sons and Daughters (band) albums
Albums produced by Bernard Butler
Domino Recording Company albums


Globe Life, based in McKinney, Texas, provides life and health insurance coverage nationwide, and has earned the A (Excellent) Financial Strength Rating as of June 2020. Globe Life and Accident Insurance Company has executive offices in Oklahoma City and McKinney, TX and is a subsidiary of Globe Life.

History
In 1951, the company was chartered by two longtime friends, Ralph Reece and John Singletary, with $60,000 of borrowed capital. Globe originally sold inexpensive but dependable life insurance protection to rural Oklahoma communities. Since 1951, Globe Life has grown in financial strength and reputation, consistently receiving high industry ratings. Today, Globe Life markets through direct mail, internet, and call center sales. The company's life insurance premium has grown from approximately $221 million in 1998 to approximately $813 million in 2018.

Major Globe Life sponsorships
On February 5, 2014, Globe Life and Accident Insurance Company purchased the naming rights to Globe Life Park in Arlington, the stadium of the Texas Rangers Major League Baseball Team in Arlington, Texas.  The agreement is for ten years starting in 2014 and going through the 2023 baseball season.

Globe Life and Texas Rangers Baseball Foundation partnered on a baseball and softball grant program again in 2015.

In addition to its partnership with the Texas Rangers, Globe Life is also the official insurance company of the Dallas Cowboys and partners with the organization through advertising and corporate events at the Cowboys’ stadium, AT&T Stadium in Arlington, Texas, and at the Dallas Cowboys’ headquarters and training facility in Frisco, Texas.

President & CEO
Charles F. Hudson was the Senior Vice President of Globe Life from August 2001 through August 2005. He became President and CEO in August 2005 and retired in November 2014. Bill Leavell was named President of Globe Life in October 2013.

Company reputation
The company has an A+ Better Business Bureau rating on a scale of A+ to F and has over 376 closed complaints. In a 2002 lawsuit, Globe Life was fined a civil penalty of $5,000 for failing to pay interest on death claims in Oregon.

Employee Service Division
In 1972, Globe Life formed its Employee Services Division (ESD) to offer supplemental life and health insurance for federal and state employees already covered by Federal Employee Government Life Insurance, or FEGLI.

References

Life insurance companies of the United States
Financial services companies established in 1951
Companies based in Oklahoma City
Globe Life Subsidiaries
1951 establishments in Oklahoma
Health insurance companies of the United States


Albert Autry (February 29, 1952 - February 25, 2022) was an American professional baseball right-handed pitcher, who played in Major League Baseball (MLB) for the  Atlanta Braves.

Autry was drafted by the Kansas City Royals in the fourth round (91st overall) of the 1969 Major League Baseball draft, and started playing Minor League Baseball (MiLB) with the Winnipeg Goldeyes of the Northern League.

On September 14, 1976, Autry made his big league debut, as the home-team Atlanta Braves‘ starting pitcher against the Houston Astros, at Fulton County Stadium. He pitched five innings, gave up four hits, three earned runs, and struck out three batters, while being credited with the win in a 4–3 Braves victory, in what would be his only appearance in the major leagues. He would be only one of two players since the end of World War II to have started and got credited for the win in his lone MLB appearance. Chris Saenz accomplished the same feat in 2004 pitching for the Milwaukee Brewers. Autry has stated in numerous interviews that a single incident where a sarcastically criticized his teammate and best friend Rick Camp for masking an error in the following spring training was misinterpreted by Braves manager Dave Bristol as poor sportsmanship and essentially blackballed Autry from the major league roster. He was sent down to AAA Richmond and eventually traded to the St. Louis Cardinals, but failed to make the major league roster of either team and retired from professional baseball after the 1978 season.

He was diagnosed with Progressive Supranuclear Palsy in his later years and died on February 25, 2022, just four days shy of his 70th birthday.

Further reading
Dennis Snelling; A Glimpse of Fame, McFarland & Company, Jefferson N.C., 1993, pp. 73–88

References

External links

Al Autry at SABR (Baseball BioProject)

1952 births
2022 deaths
Major League Baseball pitchers
Baseball players from Modesto, California
Atlanta Braves players
Winnipeg Goldeyes players
Waterloo Royals players
Springfield Redbirds players
San Jose Bees players
Richmond Braves players
Omaha Royals players
Jacksonville Suns players
Billings Mustangs players
New Orleans Pelicans (baseball) players
Arizona Instructional League Royals players


United Investors Life Insurance Company (UILIC), based in Birmingham, Alabama, provides individual life insurance and annuity products. United Investors was founded in 1961. UILIC has more than $14 billion of insurance in force (as of 7/10). There are more than 150,000 policies in force and more than 1,400 licensed Agents nationwide. (as of 7/10) The Company is a wholly owned subsidiary of Protective Life Corporation.

United Investors Life Insurance Company has earned the A (Excellent) Financial Strength Rating from A.M. Best Company (as of 6/10).

History
Prior to October 1981, all outstanding stock of United Investors Life was held by Waddell & Reed, Inc. (90 percent), the distributor and manager of the “United Group” of Mutual Funds, and its parent, Continental Investment Corporation (10 percent), a financial services holding company. At that time, Torchmark Corporation, through a subsidiary, acquired all three companies. In the first quarter of 1998, 81 percent of United Investors Life was acquired by affiliate company, Liberty National Life Insurance Company. The remaining 19 percent was contributed by Torchmark to Liberty National in 2006. In December 2010, Torchmark sold United Investors Life to Birmingham, Alabama-based Protective Life Corporation.

References

Companies based in Birmingham, Alabama
Insurance companies of the United States
Dai-ichi Life
1961 establishments in Alabama
American companies established in 1961
Financial services companies established in 1961
1981 mergers and acquisitions
1998 mergers and acquisitions
2010 mergers and acquisitions


Ulrik Wilbek (born 13 April 1958) is a Danish politician and former professional handball coach who is the incumbent Mayor of Viborg Municipality, serving in office since 2018. He is the most successful Danish team handball coach ever, having won two European Men's Handball Championship and two European Women's Handball Championships, one IHF World Women's Handball Championship and one Olympic gold medal with the women.

He was the head coach for the Danish men's national handball team from 2005-2014. He led the Danish team to win the 2008 European Men's Handball Championship in Norway, the 2012 European Men's Handball Championship and obtained silver at the 2011 World Men's Handball Championship in Sweden, and bronze medals both at the 2006 European Men's Handball Championship in Switzerland and at the 2007 World Men's Handball Championship in Germany.

He is married to former handball player Susanne Munk Wilbek.

Handball coaching career

Women's national team
Wilbek's first international successes came as coach for the Danish Women's national youth team in the late 1980s. Here he first coached players like Anja Andersen and his wife-to-be Susanne Munk Lauritsen. A few years later, he was asked to be coach for the national A-team, which nearly was closed in the early 1990s due to bad results. Wilbek took the challenge and promoted a couple of the youth players, and the team had its first success as finalist in the 1993 World Women's Handball Championship, losing only after extra time.

In the following years, Wilbek was in the lead of the team, that became one of the most successful national handball teams of all times and at the same time one of the most popular teams in Danish sport. The team was European Champions in 1994 and won bronze medals at 1995 World Championship. The peak of the team was reached at the end of 1997, when the team was reigning World Champions (1997), European Champions (1996), and Olympic Champions (1996). This was the first time in handball history that a national team held all 3 major titles at the same time and only 2 other national teams have accomplished it since. It also marked the end of Wilbek's career as coach for the women's national team, having won everything.

Club handball
Wilbek's initial work as a handball coach was in his own club, Virum Sorgenfri Håndboldklub, in 1985–88 (elite men). Just turned 30, he came to Viborg HK as a coach for the ambitious women's team, which by then had just been promoted to the Danish top league. Within a few years, he led the club to their first medals (silver in 1991), and the Danish National team now wanted him as a coach for the women's team.

After five extremely successful years as national coach, Wilbek again turned towards club coaching. He was reappointed as coach for Viborg HK's elite women, and again he showed his excellence: The team became national champions for four consecutive years and reached the final in the 2001 EHF Champions League.

Men's national team
He now needed new challenges and turned towards the club's men's team in the early 2000s. This marked Wilbek's least successful period as a coach with no medals won.  But he was still popular within the national handball association, and in 2005 he was appointed coach of the national men's team. In 2006 he led the team to a 3rd-place finish at the European Championships and in 2007 they finished 3rd in The World Championship. In 2008 he led the team to first place in the 2008 European Men's Handball Championship.

Danish Handball Federation
In 2016, after four years as a manager for the Danish Handball Federation DHF, Ulrik Wilbek was submitting his resignation to the federation.

The termination comes after the internal disturbances during the 2016 Summer Olympics , where Ulrik contacted bearing profiles of the men's national team to discuss coach Guðmundur Guðmundsson future before the finals and asked the players if they felt if the coach Guðmundsson was fired.Some days after this scandal,Denmark won the gold medal at the event. After the controversy, Ulrik handed over his responsibilities to others in DHF, and then used his energy on the local political work in Viborg.

Political career
Ulrik Wilbek was a member of the city council of Viborg for the political party Venstre from 1998 to 2001.

After retiring from handball, he was elected to Viborg city council again in the municipal elections in November 2017. He has served as mayor of Viborg since January 2018.

References

1958 births
Living people
Danish handball coaches
Danish sportsperson-politicians
Olympic coaches
Medalists at the 1996 Summer Olympics
Olympic gold medalists for Denmark
Venstre (Denmark) politicians
People from Viborg Municipality
Sportspeople from Tunis


Routier (; ) is a commune in the Aude department in southern France.

Population

Notable people
 Lazare Escarguel (1816-1893), politician and newspaper editor born and died in Routier.

See also
Communes of the Aude department

References

Communes of Aude
Aude communes articles needing translation from French Wikipedia