Thứ Ba, 1 tháng 5, 2012

Letters

Kinh Doanh | inclusive education |

A Caregiver's Decision to End Two Lives

Published: April 8, 2012
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To the Editor:

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Jon Han

Re " Respect the Future " (column, April 3), about the murder-suicide by Charles Darwin Snelling, whose wife had Alzheimer's disease:

Like David Brooks, I, too, was deeply moved by Mr. Snelling's reflection on his late-in-life experience caring for his wife. Perhaps it was less remarkable to me since I have been in his place for a number of years now, and his response to the challenge so closely paralleled my own. I understood so well where he was coming from.

But the end of his story I cannot fathom. Taking the life of someone whose love was surely gifted to me by some power beyond my knowing would be unthinkable.

For if I have come to comprehend anything from my experience, it is simply this: the person you have long known and loved who is no longer there is still there.

PETER DIXON DAVIS
Dorset, Vt., April 4, 2012

To the Editor:

Another way to look at the tragic outcome of the Snellings' deaths is that the fragmented health care system is simply not adequate to provide the support that the Snellings needed.

Countless people soldier on quite alone to care for a loved one with dementia. Supportive services in the home are very expensive. Loving family members can provide only so much to compensate.

If appropriate and affordable services had been available to him and his family, Charles Darwin Snelling might have had enough measure of reprieve to continue daily life and eventually imagine and then live a better future.

RENÉE SHIELD
Providence, R.I., April 3, 2012

The writer is a clinical professor of health services, policy and practice at Brown University.


To the Editor:

David Brooks speaks compellingly of the emotional roller coaster that accompanies the care of an Alzheimer's patient. Without condoning Charles Darwin Snelling's decision to give up and take his own life and that of his wife, I find Mr. Brooks's argument naïvely optimistic.

Having experienced my mother's 12-year decline into the depths of the disease and witnessing the waning of her awareness and spirit, I can attest to the sad fact that her natural death was a heartbreaking relief to those close to her.

Hearing Mr. Snelling's story of dedication during those six years of his wife's illness suggests that his action was taken with regret but with recognition of the irreversible. The disease is one that ravages the individual and eats at the heart of loved ones.

Knowing that there is no hope of recovery and that each day brings further decline and decay, the "mysterious flow" of life of which Mr. Brooks speaks somehow loses its mystery.

GLENN SKLARIN
New York, April 3, 2012

To the Editor:

Maybe Charles Darwin Snelling should have allowed his wife to be cared for in a facility where he could have visited as often as he wanted, relieving him of the demands of 24/7 care as he watched a loved one deteriorate.

My mother had Alzheimer's and lived in a nursing home for the last two and a half years of her life. Though my mother didn't recognize me, I wondered how she felt in herself. Perhaps she experienced a richness I couldn't perceive; perhaps her sense of self — her soul — was even more expansive or satisfying than my own.

Maybe Mr. Snelling had stopped believing that his wife still possessed an inner life, or thought her pain greater than any rewards of living. But how could he be sure?

SCOTT MORGAN
West Shokan, N.Y., April 3, 2012

To the Editor:

Three instances of suicide in recent months lead me to deeply question the "right" to take one's life, let alone to take another person's life.

One involved an older friend, a doctor here in Oregon who championed our "right to die" law. Another involved a man in his 40s who suffered from bipolar disorder. And now the murder-suicide of the Snellings.

I question whether there can truly be a "decision" in these situations. What is pulling the strings: a true decision-making power, connected to the depths of oneself, or forceful impulses that, in David Brooks's words, "foreclose future thinking"?

The right to "decide" something related to life and death bears a tremendous weight. A real decision begins with efforts to see and bear all of the impulses operating in and around us at the moment — what we want, what we feel compelled to do — and to affirm life by living.

JAMES OPIE
Portland, Ore., April 3, 2012

Theo www.nytimes.com

Stepping Out With Style and Batteries

tin cong nghe | inclusive education |

LOS ANGELES — MOVIE critics are always a bit suspicious when they aren’t allowed to preview a film until it’s already in theaters. Does the studio know that it has made a stinker, and fears that bad reviews will warn the public away?

Fisker Automotive

SHOWTIME : The design of the Fisker Karma, a plug-in gas-electric hybrid, has changed little since its debut at the 2008 Detroit auto show. More Photos »

By JERRY GARRETT
Published: February 24, 2012
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I felt similar trepidation when an invitation finally arrived to drive the Fisker Karma. After all, this luxurious plug-in hybrid — like the Chevrolet Volt , it is electrically driven, with a gasoline engine that extends the range of its battery pack — has been on sale since summer, with cars delivered to customers in December. What took Fisker Automotive so long to show off its pretty baby?

The road to market proved bumpy, with the Karma arriving two years later than promised with a base price ($103,000) some $20,000 over the original estimate. Along the way, Fisker got a $169 million start-up loan from the federal government for the car, which is assembled in Finland.

Another disappointment was the rather dismal fuel-economy rating of 20 m.p.g., on premium fuel, when the internal-combustion engine is engaged.

But none of that seemed relevant when I was finally able to drive the Karma, unsupervised, on a recent bright afternoon here.

Admittedly, I was at the wheel only long enough for initial impressions — not the usual weeklong test drive — but I was able to do whatever I wished. Alas, I had no chance to flaunt Hollywood’s latest environmental status symbol by pulling up to the red carpet at the Oscars.

At first sight, the Karma seems a concept car come to life — and, in fact, it is. Little of the design has changed since it was unveiled at the 2008 Detroit auto show . This includes its low-set body, its voluptuous curves and even its huge 22-inch wheels and tires. Those caused a bit of consternation for designers of the distinctive, intricate double-wishbone suspension, but any problems they encountered seem to have been solved.

As a former designer of BMWs and Aston Martins, Henrik Fisker objects to bold design studies that are watered down for production. "I also believe hybrids don’t have to be boring," Mr. Fisker said in an earlier interview. "Or ugly."

Like the similarly sized Aston Martin Rapide and Porsche Panamera , the Karma is a fastback sedan masquerading as a coupe. It’s a handsome disguise, though with its handlebar-mustache grille it comes off as one-fourth of a barbershop quartet. My drive was delayed over and over as passers-by volunteered praise for its rakish style.

The interior is appealing as well, but low-key. The minimalist treatment is largely free of the usual array of buttons, switches and dials; those functions are mostly consigned to a 10.5-inch touch-screen that looks like a complex Etch A Sketch.

Paddles on either side of the steering wheel engage two driving modes: thrifty Stealth or rowdy Sport, which provides an assist from the gas-driven generator. Two "hill" settings increase the degree of regenerative braking when you ease off the accelerator. The gearshift is a small cone-shaped device on the center console.

The driving position is comfortable, but the seats are snug even for adults of average size and weight. The low roofline results in blind spots.

My $116,000 test car had the EcoChic package that includes textile — not leather — upholstery and salvaged wood trim. Though the Karma is made for the slim, the car could stand a diet; at 5,600 pounds, it weighs nearly as much as the mammoth Rolls-Royce Phantom . Despite its aluminum components, the Karma carries the weight of batteries, electric motors and a gas generator.

Although Fisker says the Karma’s performance was benchmarked against comparable grand-touring sedans, it is not an electrifying performer. In battery-only Stealth mode, it accelerates to 60 m.p.h. in 7.9 seconds, on par with a Honda Odyssey minivan. The top speed in that mode is 95 m.p.h.

For a jolt of performance there is Sport mode, when the output of the 600-pound, 22-kilowatt-hour battery pack is supplemented by a 2-liter turbocharged 4-cylinder engine from General Motors. In Sport, the car reaches 60 m.p.h. in about 6 seconds, right up there with a Volkswagen Golf GTI.

Running on either battery or generator power, the Karma is driven electrically by a pair of motor-generators between the rear tires; they deliver a little over 400 horsepower to the single-speed limited-slip rear differential. Torque is stated to be nearly 1,000 pound-feet — a rather stunning figure — all available as soon as the car starts moving.

When I started my brief drive, the electric range was shown to be 48 miles (the E.P.A. rates actual electric range at 32 miles), with 286 miles for the potential combined electric-gasoline range.

In three hours behind the wheel, I never fully depleted the battery. And while I covered 34 miles, the meters showed I’d used up 40 miles of range.

The E.P.A. estimates the gasoline-equivalent mileage when running on electricity is 52 m.p.g.e. But like the Volt, if your daily drive is less than 40 miles or so, and you don’t engage the gas engine’s assist before recharging, you may use no fossil fuel at all. It takes about six hours on a 220-volt charger to replenish the depleted battery pack.

The gas engine never drives the wheels. When it is running, it acts solely as a generator to maintain the battery pack’s state of charge. While the engine could theoretically recharge the batteries, it was not designed to do so, Mr. Fisker said, as that would increase the car’s emissions. As it is, the Karma carries an unimpressive "ultra low" emissions rating, not the partial zero-emissions rating of many conventional cars.

Although engaging the gas engine is easy enough, I seldom felt the need. Though not necessarily nimble or light on its feet, the Karma has very responsive steering and solid grip. The turning radius is rather large, but the car carves a smart line through sinuous twists and turns. The Karma is eerily quiet, even when the gas engine kicks in. At low speeds, the car emits a low-frequency sci-fi noise as a pedestrian warning.

We ran some errands around town, parallel-parked at a strip mall, loaded sacks of groceries and drove down a dirt road to a farm stand.

We picked up and left off passengers, toured neighborhoods at low speeds; sped onto freeways and endured stop-and-go traffic. We detoured through the mountains and along curving country roads. The Karma performed competently, and it looked good all the while.

So a starlet is born. My date with the Fisker was an entertaining sneak preview that left me eager for a full-length performance. Let’s hold the curtain call till then.

Theo www.nytimes.com