Auto coin holder

A coin is usually a piece of hard material, usually metal or a metallic material, usually in the shape of a disc, and most often issued by a government. Coins are used as a form of money in transactions of various kinds, from the everyday circulation coins to the storage of vast amounts of bullion coins. In the present day, coins and banknotes make up the cash forms of all modern money systems. Coins made for circulation (general monetized use) are usually used for lower-valued units, and banknotes for the higher values; also, in most money systems, the highest value coin is worth less than the lowest-value note. The face value of circulation coins is usually higher than the gross value of the metal used in making them, but this is no longer generally the case with historical circulation coins made of precious metals. For example, the historical Eagle (U.S. coin) contained .48375 troy ounce of gold and has a face value of only ten U.S. dollars, but the market value of the coin, due to its metal content, is now many times the face amount. Exceptions to the rule of coin face-value being higher than content value, also occur for some non-monetized "bullion coins" made of silver or gold (and, rarely, other metals, such as platinum or palladium), intended for collectors or investors in precious metals. For examples of modern gold collector/investor coins, the United States mints the American Gold Eagle, Canada mints the Canadian Gold Maple Leaf, and South Africa mints the Krugerrand. The American Gold Eagle has a face value of US$50, and the Canadian Gold Maple Leaf coins also have nominal (purely symbolic) face values (e.g., C$50 for 1 oz.); but the Krugerrand does not. Coins have long been linked to the concept of money, as reflected by the fact that in other languages the words "coin" and "currency" are synonymous. Fictional currencies may also bear the name coin (as such, an item may be said to be worth 123 coin or 123 coins). In terms of its value as a collector's item, a coin is generally made more or less valuable by its condition, specific historical significance, rarity, quality/beauty of the design and general popularity with collectors. If a coin is greatly lacking in any of these, it is unlikely to be worth much. Bullion coins are also valued based on these factors, but are largely valued based on the value of the gold or silver in them. Sometimes non-monetized bullion coins such as the Canadian Maple Leaf and the American Gold Eagle are minted with nominal face values less than the value of the metal in them, but as such coins are never intended for circulation, thse value numbers are not market nor fiat values, and are never more than symbolic numbers. Most coins presently are made of a base metal, and their value comes from their status as fiat money. This means that the value of the coin is decreed by government fiat (law), and thus is determined by the free market only as national currencies are subjected to arbitrage in international trade. This causes such coins to be monetary tokens in the same sense that paper currency is, when the paper currency is not backed directly by metal, but rather by a government guarantee of international exchange of goods or services. Some have suggested that such coins not be considered to be "true coins" (see below). However, because fiat money is backed by government guarantee of a certain amount of goods and services, where the value of this is in turn determined by free market currency exchange rates, similar to the case for the international market exchange values which determines the value of metals which back commodity money, in practice there is very little practical economic difference between the two types of money (types of currencies). Coins may be minted that have fiat values lower than the value of their component metals, but this is never done intentionally and initially for circulation coins, and happens only in due course later in the history of coin production due to inflation, as market values for the metal overtake the fiat declared face value of the coin. Examples of this phenomenon include the pre-1964 US dime, quarter, half dollar, and dollar, US nickel, and pre-1982 US penny. As a result of the increase in the value of copper, the United States greatly reduced the amount of copper in each penny. Since mid-1982, United States pennies are made of 97.5% zinc coated with 2.5% copper. Extreme difference between fiat values and metal values of coins causes coins to be removed from the market by illicit smelters interested in the value of their metal content. In fact, the United States Mint, in anticipation of this practice, implemented new interim rules on December 14, 2006, subject to public comment for 30 days, which criminalize the melting and export of pennies and nickels.[1] Violators can be punished with a fine of up to $10,000 and/or imprisoned for a maximum of five years. The question of the world's first coin has long been and still is debated. Among numismatists, it is most debated whether it was the world's first coins, originated in Lydia, China, or India (where coins were known as karshapana).[2][3] One early coin from Caria, Asia Minor, includes a legend "I am the badge of Phanes," though most of the early Lydian pieces have no writing on them, just symbolic animals. Therefore the dating of these coins relies primarily on archeological evidence, with the most commonly cited evidence coming from excavations at the Temple of Artemis at Ephesos, also called the Ephesian Artemision (which would later evolve into one of the Seven Wonders of the ancient world). Many early Lydian coins were undoubtedly struck (manufactured) under the authority of private individuals and are thus more akin to tokens than true coins, though because of their numbers it's evident that some were official state issues, with King Alyattes of Lydia being the most frequently mentioned originator of coinage. Throughout history, governments have been known to create more coinage than their supply of precious metals would allow. By replacing some fraction of a coin's precious metal content with a base metal (often copper or nickel), the intrinsic value of each individual coin was reduced (thereby "debasing" their money), allowing the coining authority to produce more coins than would otherwise be possible. Debasement sometimes occurs in order to make the coin harder and therefore less likely to be worn down as quickly. Debasement of money almost always leads to price inflation unless price controls are also instituted by the governing authority, in which case a black market will often arise. The United States is unusual in that it has only slightly modified its coinage system (except for the images and symbols on the coins, which have changed a number of times) to accommodate two centuries of inflation. The one-cent coin has changed little since 1864 (though its composition was changed in 1982 to remove virtually all copper from the coin) and still remains in circulation, despite a greatly reduced purchasing power. On the other end of the spectrum, the largest coin in common circulation is 25 cents, a low value for the largest denomination coin compared to other countries. Recent increases in the prices of copper, nickel, and zinc, mean that both the US one- and five-cent coins are now worth more for their raw metal content than their face (fiat) value. In particular, copper one-cent pieces (those dated prior to 1982 and some 1982-dated coins) now contain about two cents' worth of copper. Some denominations of circulating coins that were formerly minted in the United States are no longer made. These include coins with a face value of half a cent, two cents, three cents, twenty cents, two dollars and fifty cents, three dollars, five dollars, ten dollars, and twenty dollars. In addition, cents were originally slightly larger than the modern quarter and weighed nearly half an ounce, while five cent coins were smaller than a dime and made of a silver alloy. Dollars were also much larger and weighed approximately an ounce. Half dollar and one dollar coins are still produced but rarely used. The U.S. also has bullion and commemorative coins with the following denominations: 50¢, $1, $5, $10, $25, $50, and $100. The milled, or reeded, edges still found on many coins (always those that were once made of gold or silver, even if not so now) were originally designed to show that none of the valuable metal had been shaved off the coin. Prior to the use of milled edges, circulating coins commonly suffered from "shaving", by which unscrupulous persons would shave a small amount of precious metal from the edge. Unmilled British sterling silver coins were known to be shaved to almost half of their minted weight. This form of debasement in Tudor England led to the formulation of Gresham's Law. The monarch would have to periodically recall circulating coins, paying only bullion value of the silver, and re-mint them. Traditionally, the side of a coin carrying a bust of a monarch or other authority, or a national emblem, is called the obverse, or colloquially, heads. The other side is called the reverse, or colloquially, tails. However, the rule is violated in some cases. [2] Another rule is that the side carrying the year of minting is the obverse, although some Chinese coins, most Canadian coins, the British 20p coin, and all Japanese coins, are an exception. The orientation of the obverse with respect to the reverse differs between countries. Some coins have coin orientation, where the coin must be flipped vertically to see the other side; other coins, such as British coins, have medallic orientation, where the coin must be flipped horizontally to see the other side. The exergue is the space on a coin beneath the main design, often used to show the coin's date, although it is sometimes left blank or containing a mint mark, privy mark, or some other decorative or informative design feature. Many coins do not have an exergue at all, and they are most common on coins with little or no legends such as the Victorian bun penny. Coins are popularly used as a sort of two-sided die; in order to choose between two options with a random possibility, one choice will be labeled "heads" and the other "tails," and a coin will be flipped or "tossed" to see whether the heads or tails side comes up on top. See Bernoulli trial; a fair coin is defined to have the probability of heads (in the parlance of Bernoulli trials, a "success") of exactly 0.5. A widely publicized example of an asymmetrical coin which will not produce "fair" results in a flip, is the Belgian one euro coin [3]. See also coin flipping. Coins are sometimes falsified to make one side weigh more, in order to simulate a fair type of coin which is actually not fair. Such a coin is said to be "weighted."

Auto coin holder

An automobile (via French from Greek auto, self and Latin mobilis moving, a vehicle that moves itself rather than being moved by another vehicle or animal) or motor car (usually shortened to just car) is a wheeled passenger vehicle that carries its own motor. Most definitions of the term specify that automobiles are designed to run primarily on roads, to have seating for one to eight people, to typically have four wheels, and to be constructed principally for the transport of people rather than goods.[1] However, the term is far from precise because there are many types of vehicles that do similar tasks. An automobile powered by an Otto gasoline engine was built in Mannheim, Germany by Karl Benz in 1885 and granted a patent in January of the following year under the auspices of his major company, Benz & Cie. which was founded in 1883. Although several other German engineers (including Gottlieb Daimler, Wilhelm Maybach, and Siegfried Marcus) were working on the problem at about the same time, Karl Benz is generally acknowledged as the inventor of the modern automobile.[5] In 1879 Benz was granted a patent for his first engine, designed in 1878. Many of his other inventions made the use of the internal combustion engine feasible for powering a vehicle and in 1896, Benz designed and patented the first internal combustion flat engine. Approximately 25 Benz vehicles were built and sold before 1893, when his first four-wheeler was introduced. They were powered with four-stroke engines of his own design. Emile Roger of France, already producing Benz engines under license, now added the Benz automobile to his line of products. Because France was more open to the early automobiles, more were built and sold in France through Roger than Benz sold in Germany. Daimler and Maybach founded Daimler Motoren Gesellschaft (Daimler Motor Company, DMG) in Cannstatt in 1890 and under the brand name, Daimler, sold their first automobile in 1892. By 1895 about 30 vehicles had been built by Daimler and Maybach, either at the Daimler works or in the Hotel Hermann, where they set up shop after falling out with their backers. Benz and Daimler seem to have been unaware of each other's early work and worked independently. Karl Benz proposed co-operation between DMG and Benz & Cie. when economic conditions began to deteriorate in Germany following the First World War, but the directors of DMG refused to consider it initially. Negotiations between the two companies resumed several years later and in 1924 they signed an Agreement of Mutual Interest valid until the year 2000. Both enterprises standardized design, production, purchasing, sales, and advertising—marketing their automobile models jointly—although keeping their respective brands. On June 28, 1926, Benz & Cie. and DMG finally merged as the Daimler-Benz company, baptizing all of its automobiles Mercedes Benz honoring the most important model of the DMG automobiles, the Maybach design later referred to as the 1902 Mercedes-35hp, along with the Benz name. Karl Benz remained a member of the board of directors of Daimler-Benz until his death in 1929. Ford's complex safety procedures—especially assigning each worker to a specific location instead of allowing them to roam about—dramatically reduced the rate of injury. The combination of high wages and high efficiency is called "Fordism," and was copied by most major industries. The efficiency gains from the assembly line also coincided with the take off of the United States. The assembly line forced workers to work at a certain pace with very repetitive motions which led to more output per worker while other countries were using less productive methods. In the automotive industry, its success was dominating, and quickly spread worldwide. Ford France and Ford Britain in 1911, Ford Denmark 1923, Ford Germany 1925; in 1921, Citroen was the first native European manufactuer to adopt it. Soon, companies had to have assembly lines, or risk going broke; by 1930, 250 companies which did not had disappeared.[12] Since the 1920s, nearly all cars have been mass-produced to meet market needs, so marketing plans have often heavily influenced automobile design. It was Alfred P. Sloan who established the idea of different makes of cars produced by one company, so buyers could "move up" as their fortunes improved. Reflecting the rapid pace of change, makes shared parts with one another so larger production volume resulted in lower costs for each price range. For example, in the 1930s, LaSalles, sold by Cadillac, used cheaper mechanical parts made by Oldsmobile; in the 1950s, Chevrolet shared hood, doors, roof, and windows with Pontiac; by the 1990s, corporate drivetrains and shared platforms (with interchangeable brakes, suspension, and other parts) were common. Even so, only major makers could afford high costs, and even companies with decades of production, such as Apperson, Cole, Dorris, Haynes, or Premier, could not manage: of some two hundred carmakers in existence in 1920, only 43 survived in 1930, and with the Great Depression, by 1940, only 17 of those were left.[13] Most automobiles in use today are propelled by gasoline (also known as petrol) or diesel internal combustion engines, which are known to cause air pollution and are also blamed for contributing to climate change and global warming.[17] Increasing costs of oil-based fuels and tightening environmental law and restrictions on greenhouse gas emissions are propelling work on alternative power systems for automobiles. Efforts to improve or replace these technologies include hybrid vehicles, electric vehicles and hydrogen vehicles. Diesel engined cars have long been popular in Europe with the first models being introduced in the 1930s by Mercedes Benz and Citroen. The main benefit of Diesels are a 50% fuel burn efficiency compared with 27%[18] in the best gasoline engines. A down side of the diesel is the presence in the exhaust gases of fine soot particulates and manufacturers are now starting to fit filters to remove these. Many diesel powered cars can also run with little or no modifications on 100% biodiesel. Gasoline engines have the advantage over diesel in being lighter and able to work at higher rotational speeds and they are the usual choice for fitting in high performance sports cars. Continuous development of gasoline engines for over a hundred years has produced improvements in efficiency and reduced pollution. The carburetor was used on nearly all road car engines until the 1980s but it was long realised better control of the fuel/air mixture could be achieved with fuel injection. Indirect fuel injection was first used in aircraft engines from 1909, in racing car engines from the 1930s, and road cars from the late 1950s.[18] Gasoline Direct Injection (GDI) is now starting to appear in production vehicles such as the 2007 BMW MINI. Exhaust gases are also cleaned up by fitting a catalytic converter into the exhaust system. Clean air legislation in many of the car industries most important markets has made both catalysts and fuel injection virtually universal fittings. Most modern gasoline engines are also capable of running with up to 15% ethanol mixed into the gasoline - older vehicles may have seals and hoses that can be harmed by ethanol. With a small amount of redesign, gasoline-powered vehicles can run on ethanol concentrations as high as 85%. 100% ethanol is used in some parts of the world (such as Brazil), but vehicles must be started on pure gasoline and switched over to ethanol once the engine is running. Most gasoline engined cars can also run on LPG with the addition of an LPG tank for fuel storage and carburetion modifications to add an LPG mixer. LPG produces fewer toxic emissions and is a popular fuel for fork lift trucks that have to operate inside buildings. Ethanol, other alcohol fuels (biobutanol) and biogasoline have widespread use an automotive fuel. Most alcohols have less energy per liter than gasoline and are usually blended with gasoline. Alcohols are used for a variety of reasons - to increase octane, to improve emissions and as an alternative to petroleum based fuel, since they can be made from agricultural crops. Brazil's ethanol program provides about 20% of the nations automotive fuel needs, including several million cars that operate on pure ethanol. Steam power, usually using an oil or gas heated boiler, was also in use until the 1930s but had the major disadvantage of being unable to power the car until boiler pressure was available. It has the advantage of being able to produce very low emissions as the combustion process can be carefully controlled. Its disadvantages include poor heat efficiency and extensive requirements for electric auxiliaries.[21] In the 1950s there was a brief interest in using gas turbine (jet) engines and several makers including Rover and Chrysler produced prototypes. In spite of the power units being very compact, high fuel consumption, severe delay in throttle response, and lack of engine braking meant no cars reached production. Rotary Wankel engines were introduced into road cars by NSU with the Ro 80 and later were seen in the Citroën GS Birotor and several Mazda models. In spite of their impressive smoothness, poor reliability and fuel economy led to them largely disappearing. Mazda, beginning with the R100 then RX-2, has continued research on these engines, overcoming most of the earlier problems with the RX-7 and RX-8. A rocket car holds the record in drag racing. However, the fastest of those cars are used to set the Land Speed Record, and are propelled by propulsive jets emitted from rocket, turbojet, or more recently and most successfully turbofan engines. The ThrustSSC car using two Rolls-Royce Spey turbofans with reheat was able to exceed the speed of sound at ground level. Cars have many basic safety problems - for example, they have human drivers who can make mistakes, wheels that can lose traction when braking, turning or acceleration forces are too high, and mechanical systems subject to failure. Collisions can have very serious or fatal consequences. Some vehicles have a high center of gravity and therefore an increased tendency to roll over. Significant reductions in death and injury have come from the addition of Safety belts and laws in many countries to require vehicle occupants to wear them. Airbags and specialised child restraint systems have improved on that. Structural changes such as side-impact protection bars in the doors and side panels of the car mitigate the effect of impacts to the side of the vehicle. Many cars now include radar or sonar detectors mounted to the rear of the car to warn the driver if he or she is about to reverse into an obstacle or a pedestrian. Some vehicle manufacturers are producing cars with devices that also measure the proximity to obstacles and other vehicles in front of the car and are using these to apply the brakes when a collision is inevitable. There have also been limited efforts to use heads up displays and thermal imaging technologies similar to those used in military aircraft to provide the driver with a better view of the road at night. Despite technological advances, there is still significant loss of life from car accidents: About 40,000 people die every year in the United States, with similar figures in European nations. This figure increases annually in step with rising population and increasing travel if no measures are taken, but the rate per capita and per mile traveled decreases steadily. The death toll is expected to nearly double worldwide by 2020. A much higher number of accidents result in injury or permanent disability. The highest accident figures are reported in China and India. The European Union has a rigid program to cut the death toll in half by 2010, and member states have started implementing measures. Similarly the costs to society of encompassing automobile use, which may include those of: maintaining roads, pollution, public health, health care, and of disposing of the vehicle at the end of its life, can be balanced against the value of the benefits to society that automobile use generates. The societal benefits may include: economy benefits, such as job and wealth creation, of automobile production and maintenance, transportation provision, society wellbeing derived from leisure and travel opportunities, and revenue generation from the tax opportunities. The ability for humans to move rapidly from place to place has far reaching implications for the nature of our society. People can now live far from their workplaces, the design of cities can be determined as much by the need to get vehicles into and out of the city as the nature of the buildings and public spaces within the city.[29]

Auto coin holder

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