“As the father of a daughter who just turned 16, any new technology that makes driving safer is important to me,” he said.
Driving, inherently massively dangerous, remains beyond question, even against such a standard.
Last summer, Jim Stutzman, owner of Jim Stutzman Chevrolet-Cadillac in Winchester, Va., lost a fleet order of 30 Silverados because the chairman of the general contracting company didn’t like GM’s government-funded bankruptcy. Stutzman says he had sold hundreds of fleet cars and trucks to the company since the late 1980s.
“He just felt like purchasing our products would have been supporting a decision that he was totally philosophically opposed to,” Stutzman said.
The company bought Ford pickups instead.
Questions for our principled general contractor:
1) What car corporation would be selling any of its products, if the public removed its willingness to provide free roadways, police services, courtroom time, and military protection of fuel sources?
2) Do you accept contracts to build things ordered by the public? Do your trucks travel to any of your job sites using free public roads? How do you sleep at night, man?
Jim Motavalli peddles the notion, in part for The New York Times no less, that there is such a thing as “green cars.” He is, he says, “passionate about hybrid, hydrogen, biofuel and electric cars.” He is also pals with none other than Bill McKibben, the Don Quixote of our epoch.
McKibben, as we know, is on a tour of the nation’s colleges, trying to encourage the kids to strike a pointless pose about Big Oil, which he describes as a mere “rogue industry,” rather than part and parcel of our cars-first transportation order.
In this context, Jim Motavalli reported a highly interesting fact this week:
McKibben is on a 21-city campus tour in a biodiesel bus, speaking and raising hell. He called me from the road, shortly before taking delivery of his new Ford C-Max plug-in hybrid.
Without commenting on the harebrained joke known as biodiesel, let us ponder this very telling “delivery.” Not only is this a hugely over-rated non-revolutionary product, but accepting (and thereby endorsing) it is analogous to C. Everett Koop ordering up a case of Camel Lights after testify against cigarette corporations.
DbC now wonders whether Mr. McKibben is more than a sad enigma and an example of the limitations of endowed activism. Is he, in fact, a positive danger to the world, a beloved misleader and miseducator, a huge hypocrite?
DbC also asks: Was McKibben’s C-Max a gift from Ford?
Today, the National Transportation
Danger Safety Board, reacting with all the usual alacrity in response to definitive, alarming, life-and-death six-year-old research results, called upon all 50 states and the (federally disenfranchised) District of Columbia to “ban” all use of personal electronic devices by automobile drivers. Distracted driving, as that 2006 research showed, is at least as dangerous as drunk driving. The NHTSA reckons that distraction is now a factor in 10 percent of all car crashes, including the ones that harvested 33,885 lives in 2010.
Better late than never certainly applies here. (Unless, of course, you happen to be amongst those closely connected to the 15,000 people killed by distracted drivers between the time the above-mentioned research was published and now.)
But what, pray tell, does this idea of “banning” cell phone use by car-drivers actually mean? What are the penalties imposed by the existing bans, all of which gut themselves by indulging the sponsored fiction that “hands-free” devices lower the risk of PED distraction? Let’s look at that well-known pace-setter in government regulation, California:
Fines and “points.” The fine for a first offense, including penalty assessments, is $76. A second offense is $190. However, although a violation of the handheld cell phone ban is a reportable offense and will appear on your driving record, it will not count as a point. (California uses a “point system” for moving violations. If you accumulate too many points, your insurance rates increase and you may lose your privilege to drive.)
Here in Oregon, where DbC is produced, things are far harsher: The offense here is a Class D Traffic Violation, i.e. of the same seriousness as the lowest possible speeding tickets (i.e., the ones that never get written), the ones given for driving 0-10 mph above the limit. Hence, to get a single point on one’s Oregon DMV record for breaking the cell phone “ban” here, one would have to get not just ticketed for it, but convicted of it twice within 12 months.
Meanwhile, drunk driving arrests (not convictions) here bring an automatic 30-day driver’s license suspension. Convictions for first DUIIs bring further license suspensions of from 3 months to one year. DUII is also way above a Traffic Violation, statutorily speaking. For first-timers, DUII is a Class A Misdemeanor — i.e., a criminal matter, meaning arrest, handcuffs, booking, and at least a short stay in jail. The fines at this level are ten times higher than for a Class D Traffic Violation.
Notice that, in today’s call for a “ban” on all cell phone use by drivers, the NTSB said nothing about the above double standard. So, wrist-slaps are almost certainly what it’s proposing as the backing for its requested toughening of the law. Quite a bold move, no? Strike that pose!
Meanwhile, we DbCers might also note another screaming double standard in this story. In her clarion call for extending the lash of the wet noodle, NTSB Chair Deborah A.P. Hersman implored us to remember the context:
“No call, no text, no update, is worth a human life.”
True enough, and hear, hear. Why, then, is any automotive sale, any capitalist’s dividend boost worth the same? Why, one might ask an agency allegedly devoted to travel safety, are we still pressing on with cars-first transportation? There are, after all, other ways to live.
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