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It is just over five years since I bought my Better Place Renault 2012 Fluence ZE in Israel—and a little over five months since I returned it to Israel’s Renault importer for a cash settlement. By that time, the 22-kilowatt-hour battery capacity was down to 11.3 kwh, and a warning light had been on continuously since July 2016. I gave up on my first electric car, and switched to a Hyundai hybrid. DON'T MISS: Early Better Place Customer On Israel Electric-Car Experience (Apr 2012) That’s exactly what two men—Better Place CEO, Shai Agassi and Carlos Ghosn, CEO of the Renault Nissan Alliance—wanted to avoid. “So what do you think of hybrids?” Agassi asked Ghosn. “I think they make no sense,” Ghosn shot back. “A hybrid is like a mermaid: If you want a fish, you get a woman. If you want a woman, you get a fish.” When I bought my electric car in 2012, I also signed up for a subscription to a service that should have let me drive anywhere in Israel, pausing only for a 5-minute battery switch if I needed to drive further than the car’s 100-mile (160-km) range. The reality was more like 120 km (75 miles) of range, the switch stations and public infrastructure disappeared after about two years, and my Renault's battery condition collapsed to less than 50 percent of its rated capacity in less than four years. The story of the collapse of Better Place has now been told in a new book by a fellow Better Place driver, Brian Blum. READ THIS: Better Place Electric Renault Fluence ZE In Israel: 1st Week (May 2012) In Totaled: The Billion dollar crash of the startup that took on big auto, big oil and the world, Brian has provided a great deal of background to the story that even I hadn't known. The book manages to present a coherent story while packing in a huge amount of detail from numerous behind-the-scenes interviews conducted by the author. I came relatively late to the idea of Better Place, and I came with huge skepticism. The book tells the complete story, from the start of Agassi's idea to accelerate the move toward electric cars, through the adoption of battery switching as the answer to range problems, and into the massive fund raising, spending, and eventual collapse. The only significant actor in the story who didn’t speak to Brian Blum was the enigmatic Shai Agassi. He was the driving force behind the entire idea, but has said barely anything in the years since its May 2013 collapse. He had already been fired from Better Place in October 2012, several months before. CHECK OUT: One Year With Better Place: Electric-Car Driver's Report (May 2013) Only after the book came out did he give an interview (in Hebrew) in which he contradicts some of the book's claims and appears to throw considerable blame at the Israeli Government. Certainly the Israeli Government never completely supported Better Place. However, Totaled lays a fair amount of blame for the eventual failure on Agassi himself. Personally, after reading the book, I’d liken the reasons for the failure to those of an air crash: there may have been no single error, but a collection of compounding decisions and changes in the business environment caused the failure. Agassi’s arrogance is demonstrated well in a meeting in Detroit with General Motors just as GM was developing its range-extended electric 2011 Chevrolet Volt. But it had a tailpipe, something Agassi wouldn’t allow in any future vision he had. After presenting his no-compromise, all-electric, battery-switching vision, Agassi was only capable of seeing it his own way: “The next meeting we have,” Agassi said, “it’ll be at our headquarters.” “Why’s that?” GM's Mike Granoff asked. “Because we’ll have the bigger market capitalization,” Agassi replied without blinking.

COLUMBIA, Tenn. — On Monday, nothing changed. If you live, as I do, in the heart of Trump country, you know there is no chance that the indictment of Donald Trump’s ex-campaign chairman Paul Manafort, or the guilty plea of a former foreign policy adviser, George Papadopoulos, will alter our political dynamics. Mr. Trump’s supporters will stand by their man. After all, they’ve stood by him through worse, through events and allegations that implicate Mr. Trump himself. It’s an unfortunate truth that the Republican base not only accepts but also often angrily defends conduct from Mr. Trump that they would never, ever accept in a Democratic president. Forget this week’s news for a moment and take a look at the recent past. Would Republicans have stood idly by if Barack Obama fired an F.B.I. director during an investigation of the president’s top aides and then misled Americans about the reason? Would conservatives tolerate a President Hillary Clinton demanding that praying football players keep their religion to themselves, then calling for firings and boycotts if they didn’t comply? The interesting question isn’t whether so many Republicans are demonstrating a striking degree of hypocrisy, but why. No modern Republican president or nominee has been perfect, by any means, but no one can fairly compare their conduct and character to Donald Trump. Since Gerald Ford they have been, to varying degrees, good men. They all upheld and defended American constitutional traditions. They fought hard and tried to win, but there were clear lines of civility and propriety they would not cross. In other words, for 40 years after the fall of Richard Nixon, it was easy to proclaim that character mattered and still pull the lever for a Republican. In 2016, however, a commitment to virtue became costly. In the battle between virtue and politics, virtue lost, and it’s losing still. I’d like to dwell on two reasons. The first is easy to name — negative polarization. The Pew Research Center has outlined the undeniable growth in enmity between left and right. The parties are not only more ideologically extreme, but partisans are now motivated mainly by antipathy toward the other side. This phenomenon explains why reluctant Republicans would pull the lever for Mr. Trump even if he was their “last choice.” They were voting in perceived self-defense, and he fights hard against the people they dislike the most. But this doesn’t entirely explain the curious unwillingness to face bad facts or to critique the most baldfaced lies. Talk to folks in Trump country, and you quickly understand that most of them don’t just want to win, they also want to be good. They want to be proud of their movement. They see themselves as good people, and they want to root for a good man. The desire to think the best of Mr. Trump combined with the deep distaste for Democrats grants extraordinary power to two phrases: “fake news” and “the other side is worse.” “Fake news” erects a shield of disbelief against the worst allegations and allows a person to believe that Mr. Trump is better than he is. For too many Republicans, every single troubling element of the Russia investigation — including multiple administration falsehoods about contacts with Russian officials — represents “fake news.” This week’s news can be waved away. Mr. Manafort’s conduct had nothing to do with the campaign, they argue, even though the investigation continues and even though Mr. Trump showed terrible judgment in bringing him on the team. Mr. Papadopoulos was a nobody, they say, even as his guilty plea outlines multiple contacts with a “campaign supervisor” who seemed to encourage him. And the disbelief isn’t limited to Russia. In a recent poll, a mere 8 percent of Trump voters believe sexual assault and sexual harassment claims against him are credible. This even though he was caught on tape bragging about groping women and in spite of more than a dozen allegations of serious misconduct. But what about when the misconduct is plain for all to see? Then we move to “the other side is worse.” Rage and fear overwhelm, and the desire for goodness recedes. The extreme edge of the #Resistance is the gift that keeps on giving. In some cases, the actions of the president are deemed less significant than the outrages of celebrities and comedians. Sure, Mr. Trump tweeted, but did you see that Kathy Griffin beheading picture? For Christian conservatives in particular, these double standards are understandable (who isn’t tempted to compromise for the sake of victory, especially now?) but not defensible. Is the rage that accompanies negative polarization consistent with commands to love even our enemies and bless those who persecute us? There is so little humility. There is so much anger. And the Republican character corrodes. I’m reminded of an encounter at my church. People know that I opposed both Mr. Trump and Mrs. Clinton. They often ask what I think of the president’s performance. My standard response: I like some things, I dislike others, but I really wish he showed better character. I don’t want him to lie. I said this to a sweet older lady not long ago, and she responded — in all sincerity — “You mean Trump lies?” “Yes,” I replied. “All the time.” She didn’t answer with a defense. She didn’t say “fake news.” We’d known each other for years, and she trusted my words. For a moment, she seemed troubled. I wanted to talk more — to say that we can appreciate and applaud the good things he does, but we can’t ignore his flaws, we can’t defend his sins, and we can’t let him define the future of the Republican Party. But just then, her jaw set. I saw a flare of defiance in her eyes. She took a sip of coffee, looked straight at me, and I knew exactly what was coming next: “Well, the Democrats are worse.”

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Boutique car manufacturers come and go, often without ever having produced a single viable vehicle. When Gordon Murray announces that he’s going to launch his own performance car company, though, we snap to attention. Murray, the mind behind the legendary McLaren F1 (not to mention a host of racing cars), has long railed against weight and complexity of today’s high-powered cars. So it’s worth keeping an eye his automotive endeavors -- he gets it, man! Vehicles from Murray’s new company will be built using the so-called iStream production system, which he’s been pushing for years now. Conceived as a whole process for designing and assembling cars, at iStream's core is a composite cell structure a bit like McLaren’s Monocage. The idea is that this structure can be used to underpin a wide range of vehicles, from tiny city pods to rear-wheel-drive sports cars. In this case, we're looking at the latter: Murray's company claims it will start out with a performance offering that promises to "buck the current trend for ever more complicated and heavy vehicles." We’ve seen hints of its potential in a cool Yamaha concept from 2015, and the relaunched TVR is said to build a classic front-mid-engine GT around the structure. Because it’s such a versatile, modular system (or so goes the sales pitch), iStream should help enable production of low-volume niche-market vehicles -- you know, the kind Autoweek readers tend to be interested in -- at a relatively attainable cost. Indeed, a statement from Gordon Murray Automotive says building cars for a range of clients is still the goal; perhaps after years of shopping iStream around to other manufacturers, Murray and Co. decided to just do it themselves. But that’s all a little further down the road. We’re very curious to see how Murray’s first new car, the company’s flagship model, will come off. “With our first new car, we will demonstrate a return to the design and engineering principles that have made the McLaren F1 such an icon,” Murray says. Sounds good to us.

The actress Ashley Judd, one of the first women to publicly accuse Hollywood giant Harvey Weinstein of sexual harassment, has given her first TV interview about the unfolding scandal, going into more detail about her alleged encounter with Weinstein, and why she felt unable to go public at the time it occurred. Speaking to Diane Sawyer on ABC's Good Morning America, Judd recalled an incident she relayed in a New York Times piece in early October, in which she alleged that she entered a hotel room in 1997 for a business meeting with Weinstein, which ended in the mogul suggesting she give him a massage or watch him shower. "I had no warning," Judd said. "I remember the lurch when I went to the desk, and I said, 'Uh, Mr Weinstein, is he on the patio?' And they said, 'He's in his room', and I was like – [sigh] are you kidding me?" Defending her decision to go to his room, Judd said, firmly: "I had a business appointment. Which is his pattern of sexual predation. It's how he rolled." Adding of the encounter, Judd said: "There's this constant grooming/negotiation going on. I thought no meant no. I fought with this volley of nos, which he ignored. Who knows? Maybe he'd heard them as maybe, maybe he heard them as yeses, maybe they turned him on, I don't know." Judd tells Sawyer that she ended up bartering with Weinstein in order to get out of the room, recalling that she said that if Weinstein wanted to touch her, she would have to win an Oscar for a role in one of his movies. Asked why she did such a thing, Judd said: "Am I proud of that? I'm of two minds. The part that shames myself says no. The part of me that understands the way shame works says, 'That was absolutely brilliant; Good job, kid; You got out of there, well done.' "It's a very important word: shame. And it's a very important thing to talk about. So we all do the best we can. And our best is good enough. And it's really okay to have responded however we responded." She also recalled an incident in 1999 in which Weinstein reminded her of their "agreement". At a dinner party, Judd remembered being sat across from him when he told her, "'Remember that little agreement we made? Think I've got that script for you. Hey, just looking around for the material. Alongside Morgan Freeman in 1997's Kiss the Girls "I had just reached the up with which I could not put," she recalled. "I had come into my own, I had come into my power, I had found my voice, and I was coming right at him, Diane. "And he looked at me, across the table, and said, 'You know, Ashley, I'm gonna let you out of that little agreement that we made.' And I said, 'You do that, Harvey, you do that.' And he has spat my name at me ever since." Asked why she didn't come forward at the time, Judd said that she had privately spoken about the incident to agents, fellow actors and other Hollywood figures, but felt she couldn't go public with the accusation. "If I could go back retrospectively with a magic wand and say, 'I wish I could prevent, I wish I could prevent it for anyone, always'... I don't know if I would have been believed.

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Mercedes-Benz E-Class Manufacturer image CARS.COM — The Mercedes-Benz E-Class is slated to get a few updates, including added technology and cabin enhancements, but what has us excited are the changes coming under the hood for the coupe and cabriolet versions of the mid-size luxury car. The 2018 E-Class was only offered in E300 or E400 variants, but the new version will get three new models with three new engines: E220 d, E200 and E350. Both the E220 d and E200 come with 4Matic all-wheel drive, while the E350 is rear-wheel drive. The big story here is the new engine dropping into the E350 variants. Mercedes' stated development goal for this engine (as it seems to have been for many automakers over the past several years) is to produce V-6 power with something akin to four-cylinder efficiency. The 2.0-liter four-cylinder uses twin-scroll turbochargers for better power production at low rpm, and the engine has an output of 299 horsepower and 295 pounds-feet of torque. It will be mated to a nine-speed automatic transmission. What makes the engine interesting, however, is not its output; while this is impressive power out of a four-cylinder engine, it doesn't make it unique in today's environment. Mercedes-Benz has added a 48-volt electrical system, which is four times more powerful than the usual 12-volt systems found in most cars. This system powers a more robust, belt-driven starter-alternator and the electric water pump. Mercedes says the addition of a more robust starter system smooths out the engine restart process enough that it can function as a very mild hybrid. It can provide boost to the engine at lower rpm, and it allows the engine to shut off while gliding or coasting down the road (which also improves fuel economy) with a near-seamless restart. The E350 is also outfitted with regenerative braking to help recharge the system, and Mercedes says that the more powerful electrical system could potentially power further expansions of infotainment and driver-assistance systems. Estimated fuel economy for the E350 is roughly 35 mpg combined for both coupe and cabriolet models. Mercedes-Benz E-Class Manufacturer image The other two new engines and trims are more straightforward. The E220 d gets a 194-hp, 2.0-liter four-cylinder diesel that makes 295 pounds-feet of torque, and it has an estimated fuel economy of about 48 mpg combined for coupe models and 46 mpg combined for the cabriolet. The final engine, found in E200 variants, is a 184-hp, 2.0-liter four-cylinder that makes 221 pounds-feet of torque, and it offers 34 mpg combined for the coupe and 32 mpg combined for the cabriolet. Now is the time where we note that this announcement applies for the European-spec versions of the E-Class, and we cannot yet confirm which powertrains will be bound for American shores. If I had to hazard a guess, it would be that the two gas engines will make it here, while the diesel is a 50/50 proposition at best.

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NATIONAL DOMESTIC VIOLENCE AWARENESS MONTH, 2017 - - - - - - - BY THE PRESIDENT OF THE UNITED STATES OF AMERICA A PROCLAMATION Domestic violence is never acceptable. During National Domestic Violence Awareness Month, I call on all Americans to promote the safety and liberty of the women, men, and children who are subjected to violent, intimidating, or controlling behavior at the hands of those closest to them. All humans have inherent dignity, and no one deserves to be in an abusive relationship. While the rate of domestic violence in our country has decreased over the last two decades, domestic violence continues to spread across our Nation. Nearly 1 in 4 American women aged 18 and older have been the victim of physical violence by an intimate partner, and domestic violence is still the leading cause of injury to women. Emotional abuse is also sadly too prevalent in our communities, and can inflict deep scars on those caught in an up-and-down cycle of belittling, aggressive behavior even in what can feel like a healthy relationship. We share a moral obligation to recognize, address, and stop domestic violence. Each of us must be a voice for those suffering in silence and must speak up when we see signs of physical or emotional abuse. Together we can bolster victims' support networks and encourage and empower them to report offenses. We recognize and applaud the many advocates, clergy, victim-service providers, educators, law enforcement officers, family members, and friends who render daily aid to victims of harmful and destructive relationships, often as first responders. Tens of thousands of women and children find refuge in domestic violence emergency shelters and transition housing each day, but thousands more are turned away. That is why the Department of Health and Human Services and the Department of Housing and Urban Development are engaged in the critical work of funding domestic violence shelters and hotlines. And each year, the Department of Justice Office on Violence Against Women awards hundreds of millions of Federal grant dollars to support law enforcement efforts to assist victims and hold offenders accountable. During National Domestic Violence Awareness Month, I encourage Americans affected by domestic violence to seek help. Your neighbors, places of worship, community, and Nation stand ready to support you. I remain deeply committed to ensuring that our Nation is one where all may live free of fear, violence, and abuse, especially in their own homes. NOW, THEREFORE, I, DONALD J. TRUMP, President of the United States of America, by virtue of the authority vested in me by the Constitution and the laws of the United States, do hereby proclaim October 2017 as National Domestic Violence Awareness Month. I call on all Americans to stand firm in condemning domestic violence and supporting victims of these crimes in finding the safety and recovery they need and to support, recognize, and trust in the efforts of law enforcement to hold offenders accountable, protect victims of crime and their communities, and prevent future violence. IN WITNESS WHEREOF, I have hereunto set my hand this twenty-ninth day of September, in the year of our Lord two thousand seventeen, and of the Independence of the United States of America the two hundred and forty-second. DONALD J. TRUMP

New-car shoppers have few sources as trustworthy as Consumer Reports. We know it doesn’t accept ad money, so automakers and parts suppliers have a hard time influencing their scores. On top of that, the nonprofit actually buys or leases the vehicles and has testers stick to the facts. Anyone can be wowed by a new car, but this group does its best to stick to nuts-and-bolts stuff. You never see a list of prettiest or coolest cars from Consumer Reports. Instead, you get hard data on fuel economy and information on how dependable each model proves to be. The predicted reliability ratings for 2018 should inspire the same type of confidence in anyone shopping for a new car. Likewise, the models that ranked at the bottom of the pack ought to give you pause before going through with a purchase. These cars and SUVs got the worst feedback from drivers and professional testers over the past year. Here are the least reliable vehicles in the Consumer Reports survey for 2018. 10. Chevrolet Camaro We know Camaro is among the worst cars for visibility, but its high road score and impeccable owner satisfaction make its reliability rating a puzzler. There were a few areas (paint, exhaust) that saw declines over the past few years, but the feedback on its transmission system made it a flop in 2017. Other weak spots of recent years (e.g., power equipment, electronics) remained unreliable, while Camaro’s drive system also floundered.

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Photo: AP. Donald Trump, Melania Trump October 27, 2017 03:24 AM A massive advertising campaign is part of the Trump administration's plan to attack America's opioid crisis. Yet an AP Fact Check finds that such campaigns in the past have failed to have a strong impact on drug use among the young. President Donald Trump is focusing on advertising to discourage young people from trying drugs. In declaring opioid overdoses a public health emergency, the president said he thinks "really tough, really big, really great advertising" will become "the most important thing." Yet government and academic assessments of "Just Say No"-style messages have repeatedly shown poor results. A study funded by the National Institutes of Health found a nearly $1 billion national campaign designed to discourage use of illegal drugs among young people had no favorable effects on their behavior.

Late last year, UAW representative Bill Johnson said something he possibly shouldn't have—the Bronco and the Ranger are coming back. For Ford fans who want a midsize pickup or a competent off-roader, this was huge news. It also makes a lot of sense. Americans can't get enough trucks and SUVs right now, making it a perfect time for Ford to expand its lineup. Then, at this year's Detroit Auto Show, Ford made the officially official announcement. The Ranger will arrive in 2019, with the Bronco showing up in 2020. Ford didn't give many details beyond that at its presentation, but since then, more details have trickled out. So let's talk about what we think we know so far. The Ford Ranger Technically the Ford Ranger isn't dead at all. The current-generation Ford Ranger is built in Thailand, South Africa, and Argentina, and sold in nearly every market around the world besides North America. But as Johnson confirmed, Ford plans to build a new Ranger in its Michigan Assembly Plant and sell it here again. In a recent Reddit thread, an anonymous poster claiming to be a Ford designer (and verified by the moderators of the Ranger subreddit) claimed the new Ranger will be a facelifted version of the foreign-market Ranger. Our Ranger will reportedly get new headlights, a new grille, and a new front fascia, but the rest of the truck will look about the same. The interior, though, will get a complete overhaul for the U.S. market. That means the new Ranger to be a direct competitor for large-midsize trucks like the Chevrolet Colorado, Honda Ridgeline, and Toyota Tacoma—pickups that share dimensions with the full-size trucks of 15 years ago. For fans of smaller trucks, that has to be disappointing news. But as the alleged Ford designer points out, by 2011, the market for small pickups had eroded to the point that Ranger sales were almost entirely propped up by fleet sales. The market for a legitimately small pickup truck just doesn't exist anymore. But while the current Ranger gives us a pretty good idea of what size truck we're talking about, only one of its current engines, a 3.2-liter five-cylinder turbodiesel also used on the Transit, would possibly be a fit for the U.S. market. And Ford might not even offer that one, either. The Redditor claims Ford is monitoring Chevrolet Colorado Diesel sales to see whether or not a diesel version is worth selling. And while the source says Ford still has yet to decide on other engines, our pals at Car and Driver expect to see two gasoline engines—an EcoBoost turbo four-cylinder and a naturally aspirated V6. Sadly, if a manual transmission is available, it'll probably only be found on the rear-wheel-drive base model. In search of F-150-beating fuel economy, you're more likely to see Ford's 10-speed automatic. The good news is, only offering one transmission (as well as skipping a two-door version) would help Ford keep costs down. We're not sure the base Ranger will slide in under $20,000, but hopefully it will be less than $25,000. Ford also teased a Ranger Raptor recently, but a company spokesperson told us that it's only for the Australian and New Zealand markets. No details on this truck were released when it was first announced, but a video of it hitting big jumps seems to imply it'll be similarly capable as the F-150 Raptor. We're hoping that Ford might later decide to bring a Ranger Raptor to the US. It'd be a perfect competitor to the Chevrolet Colorado ZR2 and the Jeep Wrangler Pickup. The Ford Bronco With the new Ranger, we have a pretty good idea what to expect, but there been a lot less certainty surrounding the Bronco. The last generation, which ended production in 1996, was based on the Ford F-150. While some fans speculated that Ford could make a Bronco based on the upcoming 2017 Raptor, the Redditor says Ford will instead use the Ranger-based Everest for the new Bronco. Ford's Chief Technical Officer Raj Nair, however, contradicted that assertion. According to him, the new Bronco will be a unique vehicle, not a reworked Everest. Size-wise, he said expect something smaller than the original Bronco but bigger than the 1980s Bronco II. And if you're worried the new Bronco will be a glorified Explorer, don't be. He followed it up by saying "people have an idea of what a Bronco should be. Certainly, we have an idea of what a Bronco should be, and we're going to be looking forward to bringing that to our customers." We wouldn't be surprised if Ford's new Bronco shares engine and transmission offerings with the Ranger since they'll share a platform. One possible engine is the 2.7-liter EcoBoost twin-turbo V6 that's used in the Fusion Sport and the 2018 F-150. The alleged Ford designer did say, though, that the Bronco will get an off-road version to slot under the Raptor and take on the Jeep Wrangler Unlimited. That fits with Nair's assertion that the Wrangler will be the Bronco's chief competitor. That said, an anonymous source speaking to Gear Patrol reportedly said this "Raptor" version of the Bronco isn't even in development yet. Unfortunately, we've heard that Ford isn't planning on building a two-door Bronco. Much as we'd like to see this throwback to the original, it's likely far too niche for Ford. We do know, though, that it will get a removable roof. So that's encouraging. We've also heard that the Bronco could get solid axles front and rear. Dana, the same company that makes the upgraded axles for the Jeep Wrangler Rubicon, said recently that it will supply driveline components for the Bronco and Ranger. Interestingly, as Jalopnik first discovered, it seems like Ford's 2004 Bronco concept will make an appearance in Dwayne "The Rock" Johnson's next film, Rampage, which is due out next spring. While we don't expect the production Bronco to look like this, it's inclusion in the movie likely has something to do with Ford's partnership with The Rock. In other words, the fact that The Rock is Instagramming this isn't a coincidence. According to this alleged designer on Reddit, Ford plans to show off the final vehicles at next year's Detroit Auto Show. The Bronco's base price should be around $30,000, which is slightly higher than that of the current Wrangler Unlimited.

t is a fragment of of our world that is both familiar and a little mysterious - a segment of Scandinavia that lacks the wildness of its Nordic colleagues, and yet also doesn't; a happy country which has become indelibly associated with the hygge concept of cosy contentment, yet has also produced some of the darkest drama to come out of any TV set in its embrace of scandi noir. It played a violent role in British history via the incursions and conquerings of the Vikings, yet is an in-demand destination for UK travellers thanks to its famously fine food, easy-going ambience and gorgerous coastline. Denmark (visitdenmark.co.uk), you are a bit of a conundrum, and we salute you for it. Why now for such a salute? Well, this week - today and tomorrow (October 25-26), in fact - Prince Harry is in town. The capital, to be exact. Not because he fancies a tour of a few locations which popped in The Killing, but for a proper royal visit. "The two-day programme will focus on the young people of Copenhagen. His Royal Highness is looking forward to spending time with entrepreneurs, young community leaders, and meeting individuals who are using sports for social development," said a statement from Kensington Palace last month. A good enough reason to run through a few facts about our Danish cousins? Why yes... 1. It is one of Europe's smaller countries Denmark is not a huge place. It sits there on top of Germany, and just to the west of Sweden, as an enclave of just 17,179 square miles. That makes it only the 30th largest country in Europe - a little smaller than Slovakia and Estonia, just a little bigger than Switzerland and the Netherlands. You can drive from Padborg on the southern border to Skagen in the far north - a distance of 245 miles - in a mere four hours. Those 17,179 square miles also include the Faroe Islands archipelago. More on this below (see 13). 2. But also the second biggest Of course, if you add Greenland into the equation, Denmark is very big indeed. The great frozen landmass which straddles the divide between Europe and North America is an "autonomous constituent country" within the Kingdom of Denmark. It is also the world's largest island (if we agree that Australia is basically a continent) - and the 836,330 square miles it stirs into the Danish pot make Denmark, by this measurement, Europe's second largest country, behind only Russia. Greenland is, of course, a pretty intrepid place for travel, but far from inaccessible. Explore (01252 883 619; explore.co.uk), for example, sells "Spitsbergen, Greenland and Iceland" - a 15-day cruise on polar vessel Expedition which charts the east coast of this final European frontier. The next sailing is scheduled for September 2, 2018 - from £3,849 per person. 3. It has the world's oldest flag The Dannebrog was adopted in 1370 - possibly even earlier.

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