Quotulatiousness

February 11, 2013

“I don’t want to use the word buffoonery but it really is unbridled police lawlessness”

Filed under: Law, Liberty, USA — Tags: , , , , — Nicholas @ 08:57

There’s more than a little bit of “explaining” due from the LAPD over these incidents:

David Perdue was on his way to sneak in some surfing before work Thursday morning when police flagged him down. They asked who he was and where he was headed, then sent him on his way.

Seconds later, Perdue’s attorney said, a Torrance police cruiser slammed into his pickup and officers opened fire; none of the bullets struck Perdue.

His pickup, police later explained, matched the description of the one belonging to Christopher Jordan Dorner — the ex-cop who has evaded authorities after allegedly killing three and wounding two more. But the pickups were different makes and colors. And Perdue looks nothing like Dorner: He’s several inches shorter and about a hundred pounds lighter. And Perdue is white; Dorner is black.

“I don’t want to use the word buffoonery but it really is unbridled police lawlessness,” said Robert Sheahen, Perdue’s attorney. “These people need training and they need restraint.”

That incident is pretty bad, and thank goodness that David Perdue wasn’t shot in the Keystone Kops re-enactment. In this earlier incident, however, the innocent civilians didn’t get off without injury:

As the vehicle approached the house, officers opened fire, unloading a barrage of bullets into the back of the truck. When the shooting stopped, they quickly realized their mistake. The truck was not a Nissan Titan, but a Toyota Tacoma. The color wasn’t gray, but aqua blue. And it wasn’t Dorner inside the truck, but a woman and her mother delivering copies of the Los Angeles Times.

Pickup shooting by LAPD

In an interview with The Times on Friday, LAPD Chief Charlie Beck outlined the most detailed account yet of how the shooting unfolded. Margie Carranza, 47, and her mother, Emma Hernandez, 71, were the victims of “a tragic misinterpretation” by officers working under “incredible tension,” he said. Just hours before, Dorner allegedly shot three police officers, one fatally. And, in an online posting authorities attributed to him, Dorner threatened to kill more police and seemed to take responsibility for the slaying over the weekend of the daughter of a retired LAPD captain and her fiance.

Beck and others stressed that the investigation into the shooting is in its infancy. They declined to say how many officers were involved, what kind of weapons they used, how many bullets were fired and, perhaps most important, what kind of verbal warnings — if any — were given to the women before the shooting began.

H/T to Jon, my former virtual landlord, for the links to both articles and the urgent advice “You might want to park the Tacoma in the garage for awhile”.

February 6, 2013

Municipality really eager to get their parking revenues

Filed under: Bureaucracy, Law, Middle East — Tags: , — Nicholas @ 10:18

A woman in Tel Aviv was lucky to be able to get security camera footage to prove her innocence here:

The Tel Aviv Municipality found itself in hot water on Tuesday, after a Facebook post by a woman whose car was towed after city workers painted a handicapped space around the vehicle went viral, becoming a mini-scandal and garnering coverage across Israeli media outlets.

Security camera footage from a store above the parking spot on Yehuda Halevi Street shows the car parked at a legal blue parking spot, before city workers arrive and paint a handicapped spot around the car, which is towed shortly thereafter.

The video was obtained by the owner of the car, Hila Ben-Baruch, from the surveillance camera of the store above the parking spot.

I once saw something similar happen in real time: in the mid-1970’s, I was waiting for a Mississauga Transit bus when a work crew from the city came along. The crew started putting up “No Parking” signs along the road, and a Peel Regional Police officer came along a few minutes later to write parking tickets for all the cars which were now illegally parked. The bus I was waiting for was on something like a 45 minute schedule, so this all took place within that stretch of time.

January 5, 2013

LA terminates luxury option for electric car owners

Filed under: Environment, Technology, USA — Tags: , , , , , — Nicholas @ 12:43

It’s telling that one of the folks quoted in this article clearly identified the free parking at the airport as a primary reason for buying an electric vehicle:

On a recent morning, Jack Luu parked his plug-in Toyota Prius in one of the most expensive lots at Los Angeles International Airport before flying off to a film shoot in Canada. The lot, where Mr. Luu leaves his car as many as 10 times a month for business trips, normally charges $30 a day.

But when Mr. Luu returned home three weeks later, he drove out, as usual, without paying a dime.

“That was a huge reason why I bought the car in the first place,” says the 35-year-old Santa Monica, Calif., postproduction company executive, whose car qualifies for free parking for up to a month at a time in two of LAX’s most convenient—and costly—short-term lots.

Other than that, he says his ride is “expensive, underpowered and not really all that green,” because it can run just 12 miles on electricity before switching to gas.

For years, LAX has offered electric-vehicle owners one of the most generous incentives of its kind in the country: free parking for 30 days in two of its terminal lots, which contain, altogether, 38 charging stations. The rule was meant to encourage people to buy greener cars, but lately it has turned the lots into a mob scene, with some electric-vehicle drivers circling the stations desperately for electricity or running extension cords while others hog the charging spaces for weeks at a time.

January 1, 2013

Happy New Year

Filed under: Personal, Randomness — Tags: , , — Nicholas @ 13:36

Yeah, I slept in this morning after attending Brendan’s New Year’s Eve party in Toronto. It was a nice party, although we had our traditional problems with the wine (Bren has terrible luck in the particular bottles of wine he opens when I visit). As I was driving, I only sampled the wine anyway…

Driving through downtown Toronto at two in the morning is rarely as entertaining as it is on New Year’s: between the staggering celebrants on the sidewalk stumbling into traffic and the overly-cautious-drivers trying to get past them safely, it can be frustratingly slow. Last night’s worst drivers were the cabbies — but not for the usual excessive speed/random lane change reasons. Last night, it seemed like half the cabbies were drunk or stoned … and were driving too slowly and weaving in the lane even as they were going too slowly. That, combined with their seemingly random stops to pick up and drop off customers, made the taxis even more of a hazard than they usually are.

Even more remarkable was that we saw only a single marked police car over the entire drive (no RIDE checkpoints, either). I’m sure they were out at full strength, but aside from one SUV that pulled a fast U-turn at Yonge & Carleton, they were clearly patrolling different routes than the one we took.

November 22, 2012

Creating Aston Martin DB5s to blow up real good

Filed under: Media, Technology — Tags: , , , — Nicholas @ 11:40

3D printing to the (budget) rescue for 007:

Sean Connery first rocked the iconic James Bond Aston Martin DB5 in 1964’s Goldfinger. That vehicle made a reappearance in this year’s blockbuster Skyfall with Daniel Craig at the wheel.

Spoiler alert: Craig’s DB5 meets an untimely end involving flames. You can’t just take a priceless real DB5 and blow it up on film, so the filmmakers turned to a high-tech prop solution: 3D printing.

Voxeljet, a 3D printing company in Germany, created three 1:3 scale models of the rare DB5. Each model was made from 18 separate components that were assembled much like a real car. The massive VX4000 printer could have cranked out a whole car, but the parts method created models with doors and hoods that could open and close.

November 6, 2012

China’s economic statistics

Filed under: China, Economics — Tags: , — Nicholas @ 11:52

If you’ve been following the blog for a while, you’ll know that I’ve been rather skeptical about the official statistics reported by Chinese government and media sources. I’ve been rather more skeptical about western media outlets that depend on these statistics as if they were issued by the US, Canadian, or British governments — China does not have a stable and transparent way of gathering or compiling economic data, but even more to the point they have significant political reasons for using the reported statistics for political reasons.

In Forbes, Tim Worstall looks at retail car sales in China’s luxury market for a recent example:

For China is a large enough place, and different enough, that you can spin the same statistics any way that you want to. For example, take a couple from today’s new about car sales in the country. Apparently you can now buy the top of the line Bentley on same day service, no wait for delivery […]

The jump in sales was 30% for China. So are car sales slowing down? Or not? Is BMW’s stonkingly good quarter just because they have been filling the dealers’ lots? Is Bentley’s bad one because they did that last quarter? Are BMW counting deliveries to dealers, as the official statistics do, or are they counting true sales?

This is one of the problems with looking at Chinese economic statistics. The place doesn’t necessarily compile all the numbers the same way we do: nor does it necessarily compile them in a consistent manner across the country.

October 20, 2012

Instead of electric cars, how about nitrogen-powered cars?

Filed under: Technology, USA — Tags: , , , , — Nicholas @ 00:03

The Economist looks at the performance of electric cars, fuel-cell cars, and nitrogen-powered cars:

As long as its storage container is well insulated, liquid air can be kept at atmospheric pressure for long periods. But on exposure to room temperature, it will instantly boil and revert back to its gaseous state. In the process, it expands 700-fold — providing the wherewithal to operate a piston engine or a turbine.

Liquid nitrogen does an even better job. Being considerably denser than liquid air, it can store more energy per unit volume, allowing cars to travel further on a tankful of the stuff. Weight for weight, liquid nitrogen packs much the same energy as the lithium-ion batteries used in laptops, mobile phones and electric cars. In terms of performance and range, then, a nitrogen vehicle is similar to an electric vehicle rather than a conventional one.

The big difference is that a liquid-nitrogen car is likely to be considerably cheaper to build than an electric vehicle. For one thing, its engine does not have to cope with high temperatures — and could therefore be fabricated out of cheap alloys or even plastics.

For another, because it needs no bulky traction batteries, it would be lighter and cheaper still than an electric vehicle. At present, lithium-ion battery packs for electric vehicles cost between $500 and $600 a kilowatt-hour. The Nissan Leaf has 24 kilowatt-hours of capacity. At around $13,200, the batteries account for more than a third of the car’s $35,200 basic price. A nitrogen car with comparable range and performance could therefore sell for little more than half the price of an electric car.

A third advantage is that liquid nitrogen is a by-product of the industrial process for making liquid oxygen. Because there is four times as much nitrogen as oxygen in air, there is inevitably a glut of the stuff — so much so, liquid nitrogen sells in America for a tenth of the price of milk.

October 19, 2012

Why James Bond drove an Aston Martin instead of a Jaguar

Filed under: Books, Britain, Media — Tags: , , , , — Nicholas @ 09:01

At The Register, John Oates looks at 007’s motor cars over the years:

What car should James Bond really drive? It’s a hotly disputed question.

Our man on film is closely associated with the Aston Martin, the DB5 initially and DBS V12 of late. Clearly the producers of recent Bond outings hope to identify their character with the spirit of an earlier time regarded as iconic and special. And they should, because the DB5 is both of these.

All of which is rather odd, because the book that introduced James Bond — Casino Royale — referred to a 4.5 litre Bentley with an Amherst Villiers supercharger. However, this is Bond’s personal car, and hobby, rather than work vehicle. We’re told he bought it almost new in 1933 and stored it through the war.

“Bond drove the car hard and well and with an almost sensual pleasure.”

[. . .] Jaguar’s E-type had set the world on fire that year. It had a slightly smaller engine at launch than the DB5, but was 500 pounds lighter and looked like no other car before it. By 1964 the engine had increased to a 4.2 litre brute not far off that in Bond’s Bentley.

Broccoli supposedly called Jaguar to ask for a couple of E-types — the car had come out the previous year and was welcomed by Enzo Ferrari as the most beautiful car in the world. It cost half the £4,175 an Aston-Martin would set you back.

So Broccoli rang Jaguar boss Sir William Lyons and asked to borrow a couple for the film. Lyons told him to get stuffed. To be fair to Lyons his firm was already struggling to make enough E-types to satisfy the public clamour for the car.

So Broccoli phoned Aston Martin and Bond ended up in a DB5 instead.

October 14, 2012

We’ve got to move these deer crossing signs to less heavily travelled roads!

Filed under: Humour, Media, USA — Tags: , , , — Nicholas @ 09:47

H/T to Jon, my former virtual landlord, who sent me the link to this item at Ace of Spades HQ, suggesting it was a former co-worker calling in.

September 24, 2012

Flying cars are still (mostly) future-tech, but amphibious cars are almost here

Filed under: Technology, USA — Tags: , , , — Nicholas @ 10:23

Except for the WW2-era Schwimmwagen, no other amphibious car has gone into mass production. That might change soon, if Gibbs Technologies can square the circle between US highway regulations and US Coast Guard regulations:

Gibbs Technologies, based in Nuneaton, England, is the only major company now making a serious push into the amphibious car. Its Gibbs Amphibians Inc. division, in Auburn Hills, Mich., has developed the Aquada, a sports car that can hit speeds of more than 100 miles per hour on the road and then, with a press of a button, turn into a boat that can do more than 30 mph.

[. . .]

The reason it is still in dry dock, he says, is a conflict between U.S. government regulations for vehicles on land and on water.

For example, air-bag sensors must be set according to National Highway Traffic Safety Administration standards for the car to be approved for the open road. But on the water, the settings are too sensitive. Waves that crash on the vehicle deploy the air bags. Another problem: An Environmental Protection Agency rule requires a catalyst to control emissions which can heat up several hundred degrees. The Coast Guard bars anything even half that hot operating in the engine compartment.

The Aquada is on the sidelines for now, but Gibbs is moving ahead with a drivable jet ski it calls the Quadski that will be on the market by year-end. With wheels that fold out horizontally when it is afloat, the Quadski can travel as fast as 45 mph on water and on land. And it has fewer regulations to meet because it is classified as a personal watercraft.

Flying cars have shown up closer to the showroom in recent years, but they’re still not available to the general public.

September 15, 2012

Our collective maladjusted attitude to small risks

Filed under: Economics, Europe, Italy — Tags: , , , , , — Nicholas @ 09:44

Tim Harford shows that you can learn a lot about economics by looking at the process of hiring a rental car:

Here’s a puzzle. If it costs €500 to hire a €25,000 car, how much should you expect to pay to hire a €50 child’s car seat to go with it? Arithmetic says €1; experience suggests you will pay 50 times that.

This was just one of a series of economics posers that raised their heads during my summer vacation – indeed, within a few minutes of clearing customs in Milan. One explanation is that the apparently extortionate price reflects some unexpected cost of cleaning, fitting or insuring the seat – possible but implausible. Or perhaps parents with young families are less sensitive to price than other travellers. This, again, is possible but unconvincing. In other contexts, such as package holidays and restaurants, children with families are often given discounts on the assumption that money is tight and bargains keenly sought.

[. . .]

After paying through the nose for the car seat we were alerted to a risk. “If your car is damaged or stolen, you are liable for the first €1,000 of any loss.” Gosh. I hadn’t really given the matter any thought but the danger suddenly felt very real. And for just €20 a day, or something like that, I could make that danger vanish.

[. . .]

What’s happening here? Behavioural economists have long known about “loss aversion”: we’re disproportionately anxious at the prospect of small but salient risks. The car hire clerk carefully created a very clear image of a loss, even though that loss was unlikely. I haven’t paid such fees for years and have saved enough cash to write off a couple of hire cars in future.

September 12, 2012

QotD: Detroit’s golden age

Filed under: History, Quotations, USA — Tags: , , , — Nicholas @ 00:12

It bears repeating that the ’60s — not the ’50s, and certainly not the ’70s — were Detroit’s golden age. The age of tailfins and bulbous deco car bodies was over, and designers went about the business of making the cars look as fast as their increasingly powerful engines actually made them go. The zenith of this is probably the Mustang, but its design aesthetic — less chrome, long lines, agonizing thought put into key details like the grille and the silhouette — dominated the industry, resulting in a decade of cars that look like they want to be driven, not parked (the ’50s) or rolled off cliffs (the ’70s.)

Rick McGinnis, “Fury”, Zero to Sixty, 2012-09-10

August 12, 2012

The (long awaited) growth in Indian manufacturing

Filed under: Business, Germany, History, India, Technology — Tags: , , , , , — Nicholas @ 08:59

The Economist on the relatively slow development of India’s manufacturing sector:

If India is to become “the next China” — a manufacturing powerhouse — it is taking its time about it. “We have to industrialise India, and as rapidly as possible,” said the country’s first prime minister, Jawaharlal Nehru, in 1951. Politicians have tried everything since, including Soviet-style planning. But India seems to prefer growing crops and selling services to making things you can drop on your foot.

Manufacturing is still just 15% of output (see chart), far below Asian norms. India needs a big manufacturing base. No major country has grown rich without one and nothing else is likely to absorb the labour of the 250m youngsters set to reach working age in the next 15 years. But it can seem a remote prospect. In July power cuts plunged an area in which over 600m people live into darkness, reminding investors that India’s infrastructure is not wholly reliable. And workers boiled over at a car factory run by Maruti Suzuki. Almost 100 people were injured and the plant was torched. The charred body of a human-resources chief was found in the ashes.

Yet not all is farce and tragedy. Take Pune in west India, a booming industrial hub that has won the steely hearts of Germany’s car firms. Inside a $700m Volkswagen plant on the city’s outskirts, laser-wielding robots test car frames’ dimensions and a giant conveyor belt slips by, with sprung-wood surfaces to protect workers’ knees. It is “probably the cheapest factory we have worldwide”, says John Chacko, VW’s boss in India. In time it could become an export hub. Nearby, in the distance it takes a Polo to get to 60mph, is a plant owned by Mercedes-Benz.

The initial demand for a domestic manufacturing base was more political than economic: it would serve to reinforce the newly won independence of India by showing that India could make its own goods rather than importing from the UK or other major manufacturing nations. It was also economic, in that it would provide relatively high-paying jobs for India’s rapidly urbanizing population.

Ironically, now that the manufacturing sector seems to be on the upswing, the one thing it isn’t going to do for India is provide lots and lots of jobs: as with the rest of the world, manufacturing “things” is being done with fewer workers every year (even when the total output increases, fewer workers are needed to produce that output).

July 13, 2012

The only long-term answer to road congestion: real-time tolls

Filed under: Cancon, Economics, Politics, Technology, USA — Tags: , , — Nicholas @ 00:04

I know, I know … I hate paying road tolls as much as the next driver. But the current road pricing scheme is broken and getting broken-er. Andrew Coyne points out the unpleasant realities:

… the demand for road use — traffic — is not a fixed quantity. Like anything else, it fluctuates with the price. And the price to use the roads, under present policies, is denominated in time: that is, by how long people are prepared to stew in traffic. This is, when you think about it, perverse. The people who get first claim on the roads are the ones who put the lowest value on their time. Or in other words, the people who need them the least.

That’s why analysts have long recommended pricing roads in more conventional terms, i.e. dollars and cents. But there are lots of ways of getting even this wrong, so we need to eliminate a couple more alternatives, such as:

More taxes. Many people’s first response to the notion of pricing roads is to say “but I already pay a gas tax.” The more knowledgeable will point to statistics showing that revenues from gas taxes more than pay for the cost of building and maintaining the roads.

But these are far from the only costs at issue, or even the most important. As far as congestion is concerned the cost that matters is not the cost of building the road, but the cost of using it. Every time you use the road, you impose a cost on other drivers, so far as you make the roads that much more crowded — as they, of course, do you. Add up those costs over millions of drivers every day — costs measured not only in delays, but in more collisions, more wear and tear, more pollution, and so on — and we are well into the billions, according to several estimates.

[. . .]

What’s really needed, then, is a more comprehensive approach. With modern technology, there’s no reason to toll only some roads and not others. Using GPS-style in-car transponders and satellites, it’s now possible to charge drivers to use the roads generally, with the highest charges applying in downtown centres and at rush-hour — just as you pay a higher charge to use your cellphone depending on the location and time of day. You’d even get a monthly bill in the mail.

Far-fetched? Britain and the Netherlands have each been on the verge of adopting similar schemes in recent years. That each backed down in the end tells you something of the political sensitivities involved: It’s always hard to get people to pay for things they are used to getting for free. But the roads aren’t free. We’re paying more and more to use them every year.

Pay in congestion, in time and noise and aggravation — or pay by credit card. Once you think of it that way, the choice should be easy.

April 23, 2012

More from the Bahrain protests

Filed under: Government, Liberty, Media, Middle East — Tags: , , , , , , — Nicholas @ 09:25

Marc Lynch on what he terms as Bahrain’s “Epic Fail”:

This week’s Formula One-driven media scrutiny has ripped away Bahrain’s carefully constructed external facade. It has exposed the failure of Bahrain’s regime to take advantage of the breathing space it bought through last year’s crackdown or the lifeline thrown to it by the Bahrain Independent Commission of Inquiry. That failure to engage in serious reform will likely further radicalize its opponents and undermine hopes for its future political stability.

Bahrain’s fierce, stifling repression of a peaceful reform movement in mid-March 2011 represented an important watershed in the regional Arab uprising. Huge numbers of Bahrainis had joined in street protests in the preceding month, defining themselves as part of the broader Arab uprising and demanding constitutional reforms and political freedoms. Bahrain’s protest movement began as a reformist and not revolutionary one, and the Bahrain Independent Commission of Inquiry found no evidence that the protests were inspired or supported by Iran.

[. . .]

A ferocious battle over how to understand the events in Bahrain has unfolded in the months since the crackdown, as anyone who has attempted to report on or discuss it can attest. Supporters of the regime have argued that they did what they must against a dangerously radical, sectarian Shi’a movement backed by Iran, and fiercely contest reports of regime abuses. The opposition certainly made mistakes of its own, both during the protests leading up to the crackdown and after. But fortunately the facts of Bahrain’s protest movement and the subsequent crackdown have been thoroughly documented by Bahrain’s Independent Commission of Inquiry.

The BICI report established authoritatively that the Bahraini regime committed massive violations of human rights during its attempts to crush the protest movement. Hundreds of detainees reported systematic mistreatment and torture, including extremely tight handcuffing, forced standing, severe beatings, electric shocks, burning with cigarettes, beating of the soles of the feet, verbal abuse, sleep deprivation, threats of rape, sexual abuse including the insertion of items into the anus and grabbing of genitals, hanging, exposure to extreme temperatures, forced nudity and humiliation through acts such as being forced to lick boots of guards, abuse with dogs, mock executions, and being forced to eat feces (BICI report, pp.287-89). Detainees were often held for weeks or months without access to the outside world or to lawyers. This, concluded the BICI, represented “a systematic practice of physical and psychological mistreatment, which in many cases amounted to torture, with respect to a large number of detainees in their custody” (Para 1238, p.298). And then there was the demolition of Shi’a mosques, widespread dismissals from public and private sector jobs and from universities, sectarian agitation in the media, and so much more. No political mistakes made by the opposition could possibly justify these acts.

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