Don’t ignore caregivers who built state’s disability services system


For nearly 40 years, I have worked to support people with disabilities at Living Well Disability Services. I did not set out to build a career in this field. When I started, I was a newly divorced mother of four young children looking for a job that would help me support my family.

At the time, I made $6.24 an hour, and it was tough to make ends meet. Recently, I calculated what that wage would equal today after inflation: about $17.42 an hour — almost exactly what many direct support professionals start at now.

That realization stopped me in my tracks.

For all the progress we have made in how we support people with disabilities, the people providing that care are still struggling, like I did at times decades ago. They also face skyrocketing housing, food, transportation and healthcare costs. Young people who might once have entered this field can now make more money almost anywhere else — even working retail or fast food.

And yet, this work matters deeply.

The people we support remember the relationships built with caregivers over years and even decades. I still visit a man I worked with in the late 1980s, and he remembers a trip we took to Chicago nearly 40 years ago. That memory has stayed with him because relationships matter. Stability matters. Having people in your life who care enough to create joy, safety and belonging matters.

Too often, conversations about disability services at the Minnesota Capitol happen without meaningful input from the people who do this work, day in and day out. This past legislative session, key spending decisions affecting support for people with disabilities were made behind closed doors without input from those most directly impacted.

Legislators are responsible for countless issues and cannot be experts in all of them. That is exactly why we need providers, caregivers, families and people receiving services at the table when funding and policy decisions are made.

The consequences of getting it wrong are enormous.

Over the years, I have watched Minnesota move away from large institutional settings into smaller community homes like the ones Living Well operates today, where people can live fuller and more independent lives. When people moved into smaller, four-person homes integrated into the community, their quality of life typically improved dramatically. People became calmer, more confident and more connected. Today, many supports that were once common are rarely needed. People rise to the expectations we set for them.

That progress did not happen by accident. It happened because experienced professionals devoted their lives to learning what works. But the system is under tremendous strain.

I’ve dedicated four decades of my life to my work at Living Well because I believe deeply in our mission and values. I’m proud of the care we provide. But pride alone does not pay staff or sustain services. Nonprofits like ours are not trying to make substantial profits. We are simply trying to continue providing quality care for people who deserve safe homes, meaningful relationships and opportunities to enjoy life like anyone else.

No one should have to fundraise for basic human rights.

So, my message is simple: Come see this work firsthand. Volunteer to visit a home. Meet the people we support. Talk to the staff who have dedicated their lives to this field.

You will see that this is not just about budgets and line items. It is about human beings.

I have stayed in this profession for nearly four decades because I go home every night knowing my work matters. I may never be wealthy doing it, but I can put my head on the pillow knowing I helped make someone’s life safer, fuller and more hopeful.

That should matter to all of us.

Beth Ryan is a direct support professional for Living Well Disability Services in the Twin Cities.



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It’s easy to assume that vehicles all had internal combustion engines until very recently. Gasoline and petrol engines were the standard for decades, after all, so why would early vehicles be any different? In reality, the early days of the automobile era were more varied than you might expect, and even featured a range of electric cars. Yes, despite electric vehicles not truly taking off until the 21st century, the first electric vehicles are much older than you think; drivers in the 1900s were going around town in electric vehicles — and where there are EVs, there are charging stations.

One such station, visible in the image above, was the creation of General Electric. Formally called the mercury arc rectifier, it took alternating current and sent it through vaporized mercury in a glass tube. This converted it into direct current, which powered up the EV’s battery. The woman in the image, who’s charging a Columbia Mark 68 Victrola, is standing at the control panel, which allowed a user to adjust power levels. 

These chargers could be installed everywhere, including homes, businesses, and public parking garages, supporting the electric vehicle boom of the early 20th century. While 21st-century EV chargers have come a long way from where they were, the basic building blocks are all still there, and it’s fascinating to see.

How EV chargers have evolved since the early 20th century

EV charging has changed a lot in some ways — but not in others. At the core of it all is the aforementioned conversion from AC to DC, which still happens when you charge modern EVs at standard charging stations. The difference is that your vehicle’s on-board charger performs the conversion, not the charger. Old EV chargers took between several hours and a day to charge, and current-day units can similarly take a few hours to well over a day from empty, depending on the charger’s speed. Fast chargers, which provide DC directly, can cut this down to around an hour or less.

Old-school and modern EV chargers also differ in how they provide power to the vehicle. Mercury arc rectifiers connected directly to the negative terminal of the lead-acid battery that needed charging. Nowadays, EVs use dedicated charging ports. Battery swapping was also commonplace in the early 1900s, and companies like General Electric tried to cash in by offering to replace drivers’ old, run-down batteries with new ones for a fee. That’s not yet possible with most mainstream EVs, although companies like Stellantis have tried to introduce EV battery swapping with moderate success.

Even if they were unrefined compared to today’s models, early EVs seemed to be on to something. Why, then, did electric cars fail, and how did gasoline end up becoming the predominant power source for vehicles?

What led to the downfall of the original wave of electric cars

EVs were no mere fad in the 1900s and 1910s. According to the 1900 United States census, 1,575 of the 4,192 vehicles sold that year were electric, with the value of these early EVs — $2,873,464 — accounting for more than half of the total market value of $4,899,443. It wasn’t just EVs, either; other sources of propulsion, like steam, were also vying for a foothold in the automobile market. By the 1920s and 1930s, though, these had all been superseded by the internal combustion engine.

One of the major drawbacks of early EVs was the fact that electricity was not yet widely available. Electrical hookups were a rarity outside of major cities, limiting the use of these vehicles. The lead-acid batteries they used also had their fair share of issues. They needed to be inspected, cleaned, and repaired every few days, making them more of an inconvenience than anything. Worse yet, they had poor mileage, and, with chargers possibly out of reach, many likely didn’t want to risk being stranded while out for a drive.

Eventually, price reductions for gas cars and improvements such as electric starters and better reliability prompted buyers and automakers alike to move away from electric rides. Thus, while the best-selling EVs of 2026 show that it’s a good time for EVs, this electric boom plainly isn’t the first of its kind. Early EVs eventually fizzled out, but they still set the stage for our current fascination with electric vehicles.





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