Quotulatiousness

March 15, 2024

Toronto’s blue-uniformed surrender monkeys say … just make it easier for criminals and maybe they won’t hurt you

Filed under: Cancon, Law, Media — Tags: , , , , — Nicholas @ 04:00

Crime has been increasing lately, and Toronto’s boys, girls, and all 57 other genderbeings in blue have their very best advice for you: surrender now.

… Toronto Police have reflected on the problem. They’ve mulled it over. Thought long and hard. And they’re advising people just give up. To stay safe.

This advice came out at a community safety meeting between Toronto Police officials and concerned citizens last month. (The meeting was covered by City News Toronto, but didn’t get widespread coverage until this week, when clips went viral online. Tell me that isn’t a microcosm of the 21 century.) In remarks to the citizens at the meeting, a Toronto police constable said this: “To prevent the possibility of being attacked in your home, leave your fobs by your front door. Because they’re breaking into your homes to steal your car. They don’t want anything else. A lot of them that [the police] are arresting have guns on them. And they’re not toy guns. They’re real guns. They’re loaded.”

Oh. Okay.

Look, it’s not bad advice, in any individual circumstance. There probably are a lot of people out there who’d be relieved if someone kicked in their door, grabbed the fob and took off. And it’s certainly not novel advice from a police service. We’ve all heard variations of this before, right? “Just give up your wallet” when you’re mugged. “Just get out of the car” during a carjacking. You can always replace things. Right?

The problem is that, in the other scenarios above, you’re out and about in public. There’s no guarantee of safety in public, as much as we all wish otherwise. The advice now being given by Toronto police isn’t what to do when someone jabs a gun into your ribs in a seedy back alley, but how to avoid being harmed by bad guys in your own home. And the police advice is “Make it so easy on them that they have no reason to hurt you”.

There’s no charitable read on this, and in this case, truth isn’t a defence. I accept that the police are giving their real, best, true advice. I accept that they are being sincere. That’s the problem: the police are sincerely surrendering. They’ve given up, and they think it would be best if you gave up, too. These violent robberies are just going to continue, and it’s on us — the public — to minimize the bloodshed and risk to ourselves by … submitting.

I try to avoid hyperbole in columns, with the odd exception for comic effect. But this isn’t funny at all, so I won’t make a joke of it. Let’s be extremely serious for a moment. If this is where the Toronto Police Service has landed in terms of their best advice for the public, as a member of that public and Toronto resident, I’d like to ask this: why stop with leaving my fob by the front door? I have a laptop computer. It’s a few years old now, but still in workable condition. It’s worth a few hundred bucks. Maybe I should leave that by the door, too? I don’t keep a lot of cash on hand — who the hell does, in 2024? — but there’s usually a few bucks in my wallet, or my wife’s. Should part of our nightly routine now just be emptying our wallets into a little bowl that we can leave on the radiator by the front door, and come morning, if the door hasn’t been kicked down and the cash grabbed, we can just put the money right back into our wallets as we get the day started? I’m not really a jewelry guy, but my wedding band is worth something, I guess. Pop that into the bowl with the cash?

After all, the bad guys have guns. Real guns. Loaded guns. And there is apparently nothing to be done about this except submit and co-operate. So say the police.

<sarc>No, that can’t be right. Justin Trudeau made guns illegal, so the bad guys just can’t have guns. It would be against the law, and they might get in trouble.</sarc> Oh, and should the propitiatory offerings be placed inside or outside the door? I guess outside, to make it even easier for them, but make sure everything is protected from rain or snow … it’d be risky if they had to pick everything up soaking wet and they might take it out on you and your family.

That’s Matt Gurney from The Line, so you really should read the whole thing.

March 8, 2024

How the elites used bait-and-switch tactics to sell the idea of “15-minute cities”

In The Critic, Alex Klaushofer outlines how the Oxfordshire County Council introduced the 15-minute city nonsense for Oxford:

This time last year I watched with bemusement as a strange new trend emerged in my native Britain. Councils were introducing restrictions on citizens moving about by car. Living in Portugal had given me an observer’s detachment and I struggled to reconcile what I was seeing with the country I knew.

Oxford — my alma mater and the city where I regularly used to lose my bicycle — was at the heart of it. In November 2022, Oxfordshire County Council approved an experimental traffic scheme in a city notorious for congestion. Traffic filters would divide the city into zones, with those wishing to drive between them obliged to apply for permits.

Residents would be allocated passes for up to 100 journeys a year and those living outside the permit area 25. The zones would be monitored by automatic number plate recognition cameras and any journeys taken without permits would result in fines.

Duncan Enright, the councillor with responsibility for travel strategy told the Sunday Times the scheme would turn Oxford into a 15-minute city: “It is about making sure you have the community centre which has all of those essential needs, the bottle of milk, pharmacy, GP, schools which you need to have a 15-minute neighbourhood”.

The explanation didn’t make sense. The council was presenting a scheme centred around restrictions on the movement of vehicles on the basis of something quite different: the desirability of local facilities. It was part of a plan for a “net zero transport system” which included a commitment to “20-minute neighbourhoods: well-connected and compact areas around the city of Oxford where everything people need for their daily lives can be found within a 20-minute walk”.

Yet the Central Oxfordshire Travel Plan made no provision for new services or even assessing existing amenities. Instead, flourishing neighbourhoods were to be achieved by the simple expedient of making it difficult for people to drive across the city. Residents, visitors and businesses would make only “essential” — the word was highlighted in bold — car journeys. And while they would still be able to enter and exit Oxford via the ring road, “a package of vehicle movement restrictions” would “encourage” people to live locally.

Traffic management or social engineering? The council’s plan looked like a case of bait-and-switch: citizens were being enticed to accept one thing on the promise of another. And, judging by the increasing revenues other councils were collecting through cameras, the scheme would be a nice earner.

The vast amount of media coverage on 15-minute cities fuelled the fundamental confusion at the heart of the Oxford scheme. Instead of examining its implications, journalists characterised those questioning the proposals as “conspiracy theorists” who were wilfully refusing leafy roads and local markets. “What are 15-minute cities and why are anti-vaxxers so angry about them?” ran a headline in The Times.

The Guardian published a piece titled “In praise of the 15-minute city” which mocked “libertarian fanatics and the bedroom commentators of TikTok”, claiming they belonged to an “anti-vaccine, pro-Brexit, climate-denying, 15-minute-phobe, Great Reset axis”. What had happened to the newspaper I’d read for decades and on occasion written for, with its understanding of the effects of policies on ordinary people?

The public debate around the Oxford experiment completely bypassed the obvious practicalities. What about a typical family, juggling work with school runs and after-school activities? Having to drive out of the city and around its periphery for each trip could make their lives impossible. How would those whose work wasn’t accessible by public transport manage on the two permitted journeys a week?

March 3, 2024

QotD: The pushback against EVs

Filed under: Britain, Economics, Government, Quotations, Technology — Tags: , — Nicholas @ 01:00

Parts of the automotive press seem to have sensed conspiracy in this. One senior figure recently asked who exactly has been “driving the anti-electric-car agenda”, while a respected publication claimed an “increasingly vehement anti-electric-car rhetoric” had hampered consumer confidence. The truth, however, is far simpler: people aren’t buying electric cars because they’re not very good.

Don’t think me a luddite – EVs are lovely in their own right. Smooth, brisk and easy to drive, there is a certain serenity in piloting a battery-powered vehicle. But EVs don’t exist in isolation. Instead, they are competing with a century of petrol and diesel power that has established cars as providers of comfort, freedom and convenience. And while the quiet nature of an EV arguably brings more comfort than an engine, batteries offer so much less freedom and convenience than fuel tanks as to barely be worth comparing.

My old diesel Mercedes, for instance, cost £4,000 and could go from London to Aberdeen, and most of the way back, on a single tank of fuel. A typical EV would need to recharge at least twice – just on the way up. This would add perhaps 90 minutes to the journey, assuming the public plugs were working and conveniently located. That, in my book, makes an EV demonstrably inconvenient. And cries of “how often do you drive to Aberdeen?” don’t hold water, because the freedom cars bring is absolutely intrinsic to their appeal. Perhaps tomorrow I get the urge to cross the Bridge of Dee; perhaps it’s none of your business. That’s freedom for you, and EVs curtail it.

Hugo Griffiths, “Why the public isn’t buying electric cars”, Spiked, 2023-11-20.

February 18, 2024

Does the Chieftain Fit Into … a Ford Model T

Filed under: Cancon, History, Military, Technology, USA — Tags: , , , , — Nicholas @ 02:00

The Chieftain
Published Nov 19, 2023

Filmed during a down-moment on a maintenance day at the Ontario Regiment Museum. The Model T is small and so old that I have to ask someone else at the end of the video how to drive it.
(more…)

January 31, 2024

The rise of the “Technical”

Filed under: Africa, History, Middle East, Military, Weapons — Tags: , , , , , , , , — Nicholas @ 03:00

Kulak at Anarchonomicon considers the innovation and adaptability that Chad’s ragtag forces displayed in the late 1980s to drive Libyan forces out of their territory, specifically the military use of Toyota pickup trucks as improvised gun carriages:

The Great Toyota War of 1987 was the final phase of the Chadian-Libyan conflict. Gadhafi’s Libyan forces by all rights should have dominated the vast stretches of desert being fought over: the Chadian military was less than a 3rd the size of the Libyan, and the Libyans were vastly better equipped fielding hundreds of tanks and armored personnel carriers, in addition to dozens of aircraft … to counter this the Chadians did something unique … They mounted the odds and ends heavy weapons systems they had in the truck beds of their Toyota pickups, and using the speed and maneuverability of the Toyotas, managed to outperform Libya’s surplus tanks and armored vehicles. By the end of the Chadian assault to retake their northern territory, the Libyans had suffered 7500 casualties to the Chadians 1000, with the Libyan defeat compounded by the loss of 800 armored vehicles, and close to 30 aircraft captured or destroyed.

The maneuverability and speed of the pickups made them incredibly hard to hit, and the tanks in particular struggled to get a sight picture … strafing within a certain range the pickups moved faster across the horizon than the old soviet tanks’ main gun could be hand cranked around to shoot them.

Since then Technology has become the backbone of insurgencies, militias, poorer militaries, and criminal cartels around the world. The ready availability of civilian pickups, with the ability of amateur mechanics to mount almost any weapon system in their truck-bed means that this incredibly simple system is about the most cost-effective and easy way for a small force to make the jump to mounted combat and heavy weapon.

But these weapons are far less asymmetric than motorcycles. The increasing importance of mobility means even the most advanced armies are getting in on the game. The US Army is currently converting a portion of its Humvees to have their rear seat and trunk cut out for a truck bed so that they can run a mobile light artillery out of it:

The importance of instant maneuverability far outstretches any advantage armor can give in this application. Since artillery shells are radar-detectable, and, follow a parabolic arc, their origin point is easily calculable. Thus shoot and Scoot tactics are necessary since it may only be a minute or two from firing a volley that counter artillery fire might be inbound.

Aside from The bemused jokes that the US is finally catching up with the tech Chad had in the 80s, The truth is most advanced forces have always had something light with a heavy gun that can travel at highway speeds … the fact the US is now converting Humvees to have full light artillery pieces is only really a continuation of the trend of semi-auto grenade launchers, TOW missiles, or anti-tank guns being placed on light fast vehicles since WW2.

The remarkable thing about the technical isn’t that they’re some unique capability militaries can’t use … most poorer countries field something equivalent (the Libyans seemed to have screwed up the unit composition of their force) … Rather the unique advantage is how easy and cheap they are for non-conventional or poorer forces to home assemble.

US combat-ready Humvees cost the military into the hundreds of thousands of dollars, a cost that is presumably even higher as they’re modified to carry heavy weapons systems.

As ridiculous as a Toyota with an Air-to-Ground rocket pod, or a repurposed anti-air gun might be, they’re cheap. The pickup truck new is $20,000-50,000, though I suspect any irregular force would pay closer to 1000-5,000 for something decades old, if they pay at all. Likewise, they’re trivial to source, which is good if sanctions or anti-money laundering laws are trying to stop you from buying anything, and as the Chadians proved: pretty much any captured or surplus heavy weapon will go on it.

This gets irregular forces into the mounted combat game … but it does slightly more than that. Pickup trucks, as any perturbed Prius driver will tell you, are shockingly common … perhaps one in 10 or more vehicles out there are some form of pickup truck. This not only makes them easy to source, but it disguises them and allows them to operate hidden amongst the rolling stock of civilian vehicles, requiring either visual identification or extensive intelligence work to tell them from mere civilians.

ISIS forces near Mosul shortly after its fall.

This combination of mobility, resemblance to civilian vehicles, and ability to deploy heavy weapons was used to devastating effect by the Islamic State during the 2014 Fall of Mosul. Striking quickly while Iraqi national tanks were deployed elsewhere the small Islamic force entered the city at 2:30 am, striking in small convoys that overwhelmed checkpoints with their firepower, executing and torturing captured Iraqi soldiers and targeted enemies as they went. Even after taking into account desertions and “ghost soldiers” (fake soldiers meant to pad unit numbers so corrupt officials could collect their pay) which significantly reduced the 30,000 Iraqi army and 30,000 police within the city … Even after allowing for all that, the Iraqi national forces still outnumbered the 800-1500 ISIS fighters at a rate of 15 to 1.

YET ISIS was able to achieve a total victory and take the whole of the city within 6 days.

2 years later it would take the Iraqi government with American backing 9 months to retake it.

How? How does a force of 1500 at most, most without any formal training, overwhelm and defeat a force of 12,000-23,000, which at least has some training, better equipment, and has an entire state behind it? How did ISIS do this entirely without air support? Even as the Iraqi government bombed them from helicopters?

How did they take in 6 days what would take the Iraqi government with full American backing 9 months to retake?

Well, they made the Iraqis break and run.

January 17, 2024

Look at Life – Kings of Speed

Filed under: Britain, History, Sports — Tags: , , — Nicholas @ 02:00

PauliosVids
Published 9 Dec 2018

British racing drivers have always been at the forefront of this exciting sport. This film examines what has helped to put them in this winning position.

From the comments:

alastairbeaton5245
3 years ago

This was the 1959 British Grand Prix at Aintree. Jack Brabham, who won the race, went on to win the first of his three World Championships, clinching the title in the last race of the year at Sebring when, having run out of fuel, he pushed his car over the line to finish fourth.

January 3, 2024

They all spy on you, the FBI, RCMP, MI5 … and apparently your Subaru

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

JoNova linked to this disturbing little article explaining what legal rights you give away merely by being a passenger in a modern Subaru vehicle:

Subaru is a Japanese car company started back in the 1950s. Their all-wheel drive, sporty SUVs and cars are popular with outdoor types and the LGBT+ community (and your privacy researcher’s Mom … Mom swears by Subaru and has since the 1980s). Popular models in the Outback, Forester, Crosstrek, Impreza, Legacy, the sporty WRX, and the electric Solterra. The MySubaru app and Subaru’s Starlink connected services offer up all the usual connected car things like remote start/stop, lock/unlock, honk your horn and flash your lights from bedroom, automatic collision notification, multimedia services like navigation and news, trip logs, and a way to manage other people who might drive your Subaru with boundary, speed, and curfew alerts. So, do we love Subaru’s privacy? Not really. But hey, they aren’t the worst car company we reviewed, so there’s that.

Here’s something you might not realize. The moment you sit in the passenger seat of a Subaru that uses connected services, you’ve consented to allow them to use — and maybe even sell — your personal information. According to their privacy policy, that means things like your name, location, “Audio recordings of Vehicle Occupants“, and inferences they can draw about things like your “characteristics, predispositions, behavior, or attitudes“. Call us bonkers, but we don’t think that simply sitting in the passenger seat of someone’s Subaru should mean you consent to having any of your personal information use for, well, pretty much anything at all. Let alone potentially sold to data brokers or shared with third party marketers so they can target you with ads about who knows what based on the the inferences they draw about you because you sat in the back seat of a Subaru in the mountains of Colorado. We’re gonna really call out Subaru for this, because they lay it out so clearly in their privacy policy, but please know, Subaru isn’t the only car company doing this sort of icky thing.

If you go read Subaru’s privacy policy (or don’t, we did it for you, you can just read our review here), you’ll see at the very start they say this: “This Privacy Policy applies to each user of the Services, including any ‘Vehicle Occupant’, which includes each driver or passenger in a Subaru vehicle that uses Connected Vehicle Services, such as Subaru Starlink (such vehicle, a ‘Connected Vehicle’), whether or not such driver or passenger is the vehicle owner or a registered user of the Connected Vehicle Services. For the avoidance of doubt, for purposes of this Privacy Policy, ‘using’ the Services includes being a Vehicle Occupant in a Connected Vehicle.” So yeah, they don’t want there to be any doubt that when you sit in a connected Subaru, you’ve entered the world of using their services.

December 14, 2023

What Top Gear Really Meant

Filed under: Britain, Humour, Media — Tags: , , , , , — Nicholas @ 02:00

Aididan
Published 13 Aug 2023

Top Gear is one of the most bizarre shows to ever exist. Not because of the quality of the show or anything, but rather because of how it evolved over the course of its existence. What exactly is it about Top Gear that makes it so special? Well, watch the video and find out.

Or don’t, I’m not your mother.

December 12, 2023

Rolling a Reliant Robin | Top Gear | BBC

Filed under: Britain, History, Humour — Tags: , , , , , — Nicholas @ 02:00

Top Gear
Published 26 Nov 2010

Jeremy takes the extreme sport of Reliant Robin rolling to the streets of Barnsley, aided by a string of celebrities who just happen to be on hand to help keep the fabled three-wheeler upright.
(more…)

December 8, 2023

The development of the American suburb

Filed under: Architecture, Books, History, Railways, USA — Tags: , , , , , , , — Nicholas @ 04:00

In the latest book review from Mr. and Mrs. Psmith’s Bookshelf, Jane Psmith discusses A Field Guide to American Houses (Revised): The Definitive Guide to Identifying and Understanding America’s Domestic Architecture, by Virginia Savage McAlester. In particular, she looks at McAlester’s coverage of how suburbs developed:

After some brief but interesting discussion of cities,1 most of the page count is devoted to the suburbs. It’s a sensible choice: suburbs have by far the most varied types of house groupings, and more than half of Americans live in one. But what exactly is a “suburb”? It’s a wildly imprecise word, referring to anything that is neither truly rural nor the central urban core, and suburbs vary tremendously in character. As a working definition, though, a suburb is marked by free-standing houses on relatively larger lots. (If you can think of a counter-example that qualifies but is “urban”, I’ll bet you $5 it started out as a suburb before the city ate it.)

This means that building a suburb has a few obvious technological prerequisites, which McAlester lists as follows: First, balloon-frame construction, which enabled not just corners but quick and inexpensive construction generally and removed much of the incentive for the shared walls that were so common in the early cityscape. Second, the proliferation of gas and electric utilities in the late nineteenth century meant that the less energy-efficient free-standing homes could still be heated relatively inexpensively. Third, the spread of telephone service after 1880 meant that it was much easier to stay in touch with friends whose front doors weren’t literally ten feet away from yours.2 But by far the most important technological advances came in the field of transportation, which is obviously necessary if you’re going to live in the country (or a reasonable facsimile thereof) and work in the city.

The first of these transportation advances was the railroad. In fact “railroad suburb” is a bit of a misnomer, because most of the collections of houses that grew up around the new rail stops were fully functional towns that had their own agricultural or manufacturing industries. The most famous railroad suburbs, however, were indeed planned as residential communities serving those wealthy enough to pay the steep daily rail fare into the city. Llewellyn Park near New York City, Riverside near Chicago, and the Main Line near Philadelphia are all examples of railroad suburbs that have maintained their tony atmosphere and high property values.

The next and more dramatic change was the advent of the electric trolley or streetcar, first introduced in 1887 but popular until about 1930. (That’s what all the books say, but come on, it’s probably October 1929, right?) Unlike steam locomotives, which take quite a long time to build up speed or to slow down again, and so usually had their stations placed at least a mile apart, streetcars could start and stop far more easily and feature many more, and more densely-placed, stops. Developers typically built a streetcar line from the city veering off into the thinly-inhabited countryside, ending at an attraction like a park or fairground if possible. If they were smart, they’d bought up the land along the streetcar beforehand and could sell it off for houses,3 but either way the new streetcar line added value to the land and the development of the land made the streetcar more valuable.

You can easily spot railroad towns and streetcar suburbs in any real estate app if you filter by the date of construction (for railroad suburbs try before 1910, for streetcar before 1930) and know what shapes to look for. Railroad towns are typically farther out from the urban center and are built in clusters around their stations, which are a few miles from one another. Streetcar suburbs, by contrast, tend to be continuous but narrow, because the appeal of the location dropped off rapidly with distance from the streetcar line. (Lots are narrow for the same reason — to shorten the pedestrian commute.) They expand from the urban center like the spokes of a wheel.

And then came the automobile and, later, the federal government. The car brought a number of changes — paved streets, longer blocks, wider lots (you weren’t walking home, after all, so it was all right if you had to go a little farther) — but nothing like the way the Federal Housing Authority restructured neighborhoods.

The FHA was created by the National Housing Act of 1934 with the broad mandate to “improve nationwide housing standard, provide employment and stimulate industry, improve conditions with respect to mortgage financing, and realize a greater degree of stability in residential construction”. It was a big job, and the FHA set out to accomplish it in a typical New Deal fashion: providing federal insurance for private construction and mortgage loans, but only for houses and neighborhoods that met its approval. This has entered general consciousness as “redlining”, after the color of the lines drawn around uninsurable areas (typically old, urban housing stock),4 but the green, blue, and yellow lines — in order of declining insurability — were just as influential on the fabric of contemporary America.

A slow economy through the 1930s and a prohibition on nonessential construction during the war meant that FHA didn’t have much to do until 1945, but as soon as the GIs began to come home and take advantage of their new mortgage subsidies, there was a massive construction boom. With the FHA insuring both the builders’ construction loans and the homeowners’ mortgages, nearly all the new neighborhoods were built to the FHA’s exacting specifications.

One of the FHA’s major concern was avoiding direct through-traffic in neighborhoods. Many post-World War II developments were built out near the new federally-subsidized highways on the outskirts of the cities, so the FHA was eager to protect new subdivisions from heavy traffic on the interstates and the major arterial roads. Neighborhoods were meant to be near the arterials, but with only a few entrances to the neighborhood and many curved roads and culs-de-sac within it. Unlike the streetcar suburbs or the early automobile suburbs that filled in between the “spokes” of the streetcar lines, where retail had clustered near the streetcar stops, the residents of the post-World War II suburbs found their closest retail establishments outside the neighborhood on the major arterial roads. Lots became wider, blocks longer, and sidewalks less frequent; houses were encouraged to stay small by FHA caps on the size of loans. And although we tend to assume they were purely residential areas, the FHA encouraged the inclusion of schools, churches, parks, libraries, and community centers within the neighborhood.


    1. America doesn’t have many urban neighborhoods that predate 1750, and even fewer that persist in their original layout, but if you’ve ever visited one it’s amazing how compact everything feels even in comparison to the rowhouses of the following century.

    2. McAlester’s footnote for the paragraph that contains all this reads: “These three essentials were highlighted in an essay the author has read but has not been successful in locating for this footnote.”

    3. This is still, I am told, how some of the more sensibly-governed parts of the world run their transit systems: whatever company has the right to build subways buys up the land around a planned (but not announced) subway line through shell corporations, builds the subway, then sells or develops the newly-valuable property. Far more efficient as a funding mechanism than fares!

    4. This 2020 NBER working paper points out that redlined areas were 85% white (though they did include many of the black people living in Northern cities) and suggests that race played very little role in where the red lines were drawn; rather, black people were already living in the worst neighborhoods.

November 20, 2023

The Fact-Checkers found the phrase “kill switch” isn’t in the bill, “proving” it false

Filed under: Government, Media, Politics, USA — Tags: , , , , — Nicholas @ 04:00

Jon Miltimore has yet another example of “fact-checkers” carrying water for politicians to obscure actual facts when they’re politically inconvenient:

In November 2021, former US Representative from Georgia Bob Barr wrote a little-noticed political column claiming that buried inside President Joe Biden’s $1 trillion bipartisan infrastructure legislation was a dangerous provision that would go into effect in five years.

“Marketed to Congress as a benign tool to help prevent drunk driving, the measure will mandate that automobile manufacturers build into every car what amounts to a ‘vehicle kill switch'”, wrote Barr, who was the Libertarian Party’s nominee for president in 2008.

Like most Americans, I had never heard of this alleged “kill switch” until a few days ago when Representative Thomas Massie, a libertarian-leaning Republican, proposed to strip the mandate’s funding.

“The right to travel is fundamental, but the government has mandated a kill-switch in new vehicles sold after 2026,” said Massie. “The kill-switch will monitor driver performance and disable cars based on the information gathered.”

Nineteen Republicans joined all but one Democrat in opposing Massie’s amendment, which failed.

True or False?

The claim that the feds would mandate that every new motor vehicle include technology that could disable the vehicle seemed ludicrous. So I started Googling.

To my relief, I saw several fact-checkers at legacy institutions had determined the “kill switch” mandate was not true.

“Our rating: False,” said USA Today.

“ASSESSMENT: False,” said the Associated Press.

“We rate it Mostly False,” concluded PolitiFact.

(Snopes, a reliably left-leaning fact check group, was a little less conclusive, saying the claim was a “mixture” of true and false.)

Unfortunately, my relief evaporated once I looked at the bill itself.

Sec. 24220 of the law explicitly states: “[T]o ensure the prevention of alcohol-impaired driving fatalities, advanced drunk and impaired driving prevention technology must be standard equipment in all new passenger motor vehicles.”

The legislation then goes on to define the technology as a computer system that can “passively monitor the performance of a driver of a motor vehicle” and can “prevent or limit motor vehicle operation if an impairment is detected” (emphasis added).

How the system will make this determination is unclear, as is the government’s potential role in apprehending suspected drunk drivers (more on that later).

But the law’s language could not be more clear: New motor vehicles must have a computer system to “monitor” drivers, and the system must be able to prevent vehicle operation if it detects impairment.

November 16, 2023

Why progressives love all forms of public transit

Theophilus Chilton reminds conservatives and other non-progressives that trains, buses, and other forms of mass transit are beloved of the left at least partly because the more people depend on it, the more control the government gains over their freedom of movement:

TTCImages by Canadian8958
Wikimedia Commons

Ask most people on the broad Right what they think about public transportation and they’d probably tell you that they don’t like it. And it’s not just because of the smell and the gum stuck to the seats. Most of us, deep down inside, at least in some subconscious way, feel that mass public transportation is just a little bit communist.

[…]

This is probably much of the reason why we’re in love with the automobile. With the wide-open spaces and abundant road system we enjoy in America, most Rightists would never dream of trying to force everyone to use an archaic, 19th century technology like trains now that we don’t have to. The automobile is a symbol of freedom. You can go wherever there’s a road, no matter how big or small, when you’re in an automobile. You’re not boxed in with dozens of other people on a line that goes one place only. This is why we generally tend to view air travel as a necessary evil — if somebody invented a car that could get us from Boston to Los Angeles in six hours for a business meeting, we’d probably opt for that instead of getting groped by your friendly neighborhood TSA agent.

Progressive leftists know all of this. They know that the freedom to travel where we want, when we want, how we want, is a psychological buttress to our sense of liberty. Pod-people stay put and go where they’re told. Free men hop into their ’67 Mustang and lay rubber in front of a Dairy Queen three towns over from their own.

Hence, in their never-ending quest to gain total control over our lives, the Left has been putting into play a number of plans designed to limit our freedom of travel.

In case you weren’t aware, one of the purposes served by forcing gasoline prices sky-high is to make private automobile travel prohibitively expensive for more and more people. This has been a major thrust in the “global warming” nonsense that the Left has pushed as well — cars supposedly account for the lion’s share of carbon dioxide emissions (even though they actually don’t), so their use needs to be reduced. Way back in the Obama administration, somebody in the Congressional Budget Office accidentally let the cat out of the bag that it would be a great, absolutely smashing, idea to tax Americans for each mile they drive. Every so often the idea gets resurrected in the media, but thankfully doesn’t seem to have gotten much traction yet. Of course, this is essentially what already happens to us anywise, since we have to pay taxes on each gallon we buy to drive those miles. Presumably, this mileage tax would be added on top of the gas taxes already in place.

The whole point to this is not to “stop global warming”. Let’s face it, those in the know at the top of the progressive hierarchy know that global warming is a hoax. They know it’s just prole-feed for the useful idiots in their own ranks and for the easily swayable among the public at-large. The point to inducing people to stop driving cars is not to save the earth, but to reduce the freedom of movement that people have. Take away cars and you take away the ability of most people to travel for pleasure. You take away their means of conveniently conducting much of their commerce and other business. You would prevent them from being able to have forest hideaways and beach homes. In short, you prevent the middle and working classes from having the same things that the rich can have, you keep them from having lifestyles that even begin to approach the type, if not the extent, of the global transnational elite. Most of all, you would take away that psychological sense of freedom that the ability to move about unhindered gives to people. It’s about forcing us all into the Agenda 2030 “You’ll own nothing and be happy” scenarios that the globalist world-planners have prepared for us.

More recently, and more concretely, is the Congressional effort (which ineffectual Republicans failed to stop) that would direct automobile manufacturers to include a “kill switch” into all vehicles made after 2026, a device which would allow authorities to shut down a vehicle remotely. Ostensibly, the reason would be if the driver is acting like he or she is driving while impaired (i.e. it’s FoR yoUr SaFeTy!!1!). Of course, we know the actual reason is to provide bureaucrats and functionaries in the managerial state the means to freeze the movement of dissidents and others who run afoul of the Regime’s dictates. Don’t think they’d do that? Well, these are the same people who just put the infant son of a J6 defendant on the no-fly terrorist watch list.

So, what would have to replace private automobile travel, once nobody but the super-rich will be allowed it? Public mass transportation, of course. Buses, light rail, subways. This has already largely happened to those poor unfortunates who dwell within our large cities and for whom the lack of parking, expensive personal property taxes, and archaic road systems have already removed the automobile from being a viable alternative. The lefties work to extend this system even to places, such as smaller cities, the suburbs, and even the exurbs, where such systems normally would not be “needed” or desired. Make parking in the city so scarce as to be impossible to find, or so expensive that you’d rather take the bus. Provide “free” bus service (paid for by the taxes of productive, automobile-driving people, of course) to encourage people to stop polluting. In several places, the lefties keep trying to push their light rail boondoggles so that the system can be extended between cities — no more need to have people killing Mother Gaia with highway driving. These public systems are there to take up the slack once private transportation is turned into road pizza.

So how does this affect our freedom? Well, it’s because of the fact that mass transportation is inherently restrictive in its approach to people delivery. A bus route can’t include every single possible place that people might want to get on or off the bus. It only follows certain routes. Same with AmTrak, with light rail, subways, etc. It’s easier, then, to control the access which people have to transportation.

October 21, 2023

Magic In Metal (1969)

Filed under: Britain, Business, History — Tags: , , , , — Nicholas @ 02:00

PauliosVids
Published 15 Dec 2018

From the British Motor Corporation Ltd (BMC).

October 11, 2023

Art Deco in 9 Minutes: Why Is It The Most Popular Architectural Style? 🗽

Filed under: Architecture, France, History, USA — Tags: , , , , , , — Nicholas @ 02:00

Curious Muse
Published 3 Sept 2021

What comes to your mind when you think of the 1920s? For most people, the 1920s conjures up images of jazz, flappers, Old Hollywood, the Great Gatsby, and the Chrysler Building in New York City. It was a time of prosperity, exorbitant spending, and entertainment that gave rise to one of the most popular decorative arts and architecture movements — known as Art Deco.

Characterized by exquisite craftsmanship, lavish decoration, and rich materials, the style has become synonymous with the Roaring Twenties. So, what was the Art Deco movement all about and what differentiates it from other major movements? Finally, despite its popularity today, what makes Art Deco so closely associated with the 1920s?

In this week’s video, we’ll dive into the history of the era and learn about Art Déco, the style that continues to inspire designers and architects around the world!
(more…)

September 19, 2023

For some reason, ordinary Londoners don’t seem to appreciate Mayor Khan’s ULEZ initiatives

Filed under: Britain, Environment, Government — Tags: , , , , , — Nicholas @ 03:00

It’s hard to believe that anyone could possibly want to avoid London Mayor Sadiq Khan’s Ultra Low Emission Zone (ULEZ) expansion beyond the initial areas of the city, but a quick search of Twit-, er, I mean “X” shows evidence of what Justin Trudeau might characterize as a “small fringe minority … holding unacceptable views”:

Weird, isn’t it. All those “decommissioned” cameras. And people physically blocking access to workers:

London has put up with a lot over the centuries, but Mayor Khan’s ULEZ somehow seems to have awakened the resistance in a major way:

Brian Peckford republished this article from Yudi Sherman on the pushback against London’s ULEZ expansion:

London taxpayers are damaging the city’s surveillance vans in an escalating feud between Mayor Sadiq Khan and the city’s residents.

Last month Khan peppered the city with ultra-low emission zones (ULEZs), areas in London accessible only to low-emission vehicles. Cars that do not meet the city’s environmental standards are charged £12.50 ($16) for entering the ULEZ. Automatic Number Plate Recognition (ANPR) cameras positioned around the zones read license plates and check them against the vehicles’ make and model in real time. If a vehicle does not meet the environmental threshold, the fine is levied against the car owner. Failure to pay can lead to fines as high as £258 ($331).

The ULEZ climate mandate has drawn heavy protests from residents, including hunger strikes and refusal to pay fines. Taxpayers have also taken to disabling the ANPR surveillance cameras which Transport for London (TfL), the city’s transportation department, said will be used both for climate and law enforcement.

In response, the city deployed mobile surveillance vans mounted with ANPR cameras across London in the hopes of evading attacks, but the vans are being targeted as well. Some have been spotted covered in graffiti with their tires slashed, while others have been completely covered in tarp, reports the Daily Mail.

The activists are said to belong to a group calling itself the Blade Runners and have promised not to rest until every ULEZ camera is removed or destroyed “no matter what”. The group is being widely cheered by its compatriots, including media personality and political commentator Katie Hopkins. Over 4,000 people have joined a Facebook group to report ULEZ van sightings.

Between April 1st and August 31st, police recorded 351 incidents of destruction to ULEZ cameras and 159 removals, reports Sky News, an average of over 100 a month. Of those incidents, 171 reportedly occurred since August 17th alone, just before the ULEZ mandate officially expanded to include all outer London boroughs. Two individuals have been arrested in connection with the incidents, one of whom was charged.
One reported Blade Runner said, “In terms of damage it’s way more than what [London Mayor Saidq Khan and TfL] have stated.”

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