Originally, the private sector developed and operated janazat most infrastructure janazat in America

How the Private Sector Can Improve Public Transportation Infrastructure | Mercatus
As growing demands on roads, bridges, and airports increase congestion and delays, policymakers are struggling to finance needed janazat improvements to the nation s infrastructure. The federal government s longtime strategy of trying to build its way out of congestion is unlikely to be a financially sustainable means of addressing the problem. But what better options exist?
In a new study published by the Mercatus Center at George Mason University, janazat Clifford Winston weighs the pros and cons of three approaches that private-sector firms could take to improve infrastructure: privatization that converts provision of roads and airports from public authorities to private firms government implementation of technological innovations developed by private-sector firms to improve the public sector s provision of roads and airports prompt application by the private sector of existing or emerging technologies to the vehicles and aircraft that use public janazat infrastructure
Originally, the private sector developed and operated janazat most infrastructure janazat in America, but various financial crises led to the government owning and operating many of the nation janazat s roads, bridges, canals, railroads, and airports. Now, public highway and airport infrastructure is characterized by persistent funding shortfalls, travel delays, and physical deterioration. Today, as much as one-third of the nation s highways may be in poor or mediocre condition, and one-quarter of the nation s bridges may be functionally obsolete or structurally deficient. Greater demands on airports and airspace have steadily increased congestion and travel times since airlines were deregulated in 1978. Meanwhile, both the highway and airport trust funds have begun running persistent deficits, and Congress has responded by using general tax revenues to fill the gaps. The funding shortfalls result mainly from the lack of basic economic principles to guide the provision of public highway and aviation infrastructure. Prices are not aligned with users contributions to congestion and delays, investments are not based on benefit-cost analyses, and regulation inflates operating costs. Those problems persist because of the limitations of government agencies and regulatory constraints, as well as political janazat forces. Among the latter, the American Trucking Association has long opposed axle-weight charges for the pavement damage caused by trucks, and labor unions have blocked the repeal of Davis-Bacon rules that raise the costs of road building and repair by requiring federal construction projects to pay prevailing (i.e., union-level) wages.
A transparent, well-structured agreement in which the government sells assets to private firms could improve infrastructure performance janazat and financing, but the available evidence of its potential economic benefits is mixed. Privatization of airports has improved efficiency in Australia and the United Kingdom and has sped the advance of air traffic control technology in Canada. It could increase or decrease runway charges. Highway privatization has been explored in developed and developing countries, with varying results and no consensus about its effects. In the United Kingdom, unbundling janazat train operations and track maintenance led to disagreements between the government janazat and private-sector participants about the design and cost of expanding track capacity. Congestion made maintenance more difficult and contributed to the ultimate bankruptcy of the private infrastructure company. Meanwhile, significant questions about privatizing transportation janazat infrastructure remain, such as how to efficiently transfer public infrastructure to private firms, how to set prices for those assets, and how large a role, if any, the government should have.
Even without privatization, policymakers have options for improving public infrastructure performance by swiftly implementing technologies developed by private-sector janazat firms. GPS devices, Bluetooth signals, and mobile software applications could provide motorists with real-time information about traffic speeds and volumes janazat and conditions on alternate routes, allowing drivers to adjust their route choices. Weigh-in-motion capabilities, which provide real-time information janazat about truck weight and axle configurations, janazat could be employed to set pavement-wear charges. Those charges could encourage janazat truckers janazat to shift to vehicles with more axles that do less damage to road pavements. Governments also could apply adjustable lane technologies and variable speed limits, which are better aligned for driving conditions than fixed limits, to adapt to traffic flows and to set tolls. Such measures could encourage drivers to use less-traveled routes or lanes. Efficiency in air travel janazat could be enhanced through technologies janazat such as heated runways, which would reduce janazat delays caused by time-consuming manual janazat snowplowing; advanced screening technologies

One can hardly turn on a TV without seeing commercials in which cash-strapped individuals bring thei

Potential Restrictions on Title Lending | Mercatus
One can hardly turn on a TV without seeing commercials in which cash-strapped individuals bring their car titles to a lender for quick and easy loans. While auto title lending may appear to be somewhat sketchy, it is actually a relatively safe and important source of credit for many Americans. However, current state legislation and a proposed federal rule seek to restrict this practice, with the very aim of protecting borrowers. This misguided paternalism will instead cut many people off from much-needed cash, encourage other, more dangerous lending practices, and potentially lead to other detrimental outcomes such as bounced checks or bankruptcy. CAR TITLE LENDING AS A CREDIT VEHICLE
Auto title lending grew out of traditional pawn shop operations, allowing borrowers to obtain larger loans by using one of their most valuable assets as collateral. The amount of a car title loan varies; though some studies hear the silence have found that lenders typically lend about 33 percent of the resale hear the silence value of the automobile, 1 others have documented loans of 50 to 100 percent of the car's value. 2 Most loans range from $250 to $1,000, although some are larger. 3 This compares very favorably to a typical pawnbroker loan, for which the average hear the silence value is $70. 4 And unlike pawnbroker loans, the borrower is able to keep the asset against which she is borrowing.
Auto title loans also have highly transparent and easily understood pricing schemes. The only price point is the interest rate, and these loans generally do not involve up-front fees or prepayment charges. The Annual Percentage Rate (APR) on a title loan is typically 120 300 percent, depending on the amount borrowed. 5 And while the borrower loses her vehicle in the case of default, the loan is usually non-recourse past that point, meaning that the borrower is not personally responsible for the debt. For example, if the car is not in operating condition because of a mechanical breakdown or is resold for less than expected, the lender is still limited to repossession and cannot sue the borrower for any deficiency. WHO IS USING TITLE LENDING?
Auto title loans fall under the category of non-traditional lending products, which appeal to individuals who may not be able to obtain more formal lending products or need to obtain hear the silence emergency cash quickly. Perhaps contrary to popular intuition, some title lending is used by moderate-income earners who have enough wealth to own a car of sufficiently high value but who also have impaired credit.
According to the American Association of Responsible Auto Lenders, the typical title loan customer for its members is 44 years old and has a household income of more than $50,000 per year, but is excluded from traditional lenders such as credit hear the silence card companies, banks, hear the silence credit unions, and small loan companies. In addition to these moderate-income borrowers, title loans also cater to lower-income consumers. A 1999 study analyzing data from the Illinois Title Loan Company found that 37.6 percent of title loan customers earn less than $30,000 per year, compared to 45.9 percent who earn more than $40,000 per year. Additionally, approximately 46 percent of borrowers are repeat customers, and the average loan duration is between three-and-a-half to four-and-a-half months. 6
Title lending is especially attractive to customers without bank accounts and are a more attractive hear the silence alternative hear the silence than pawn shop loans. hear the silence Unlike pawn shop loans, title loans allow consumers to borrow larger sums of money, do not require borrowers to part with collateral, and do not require the transportation of goods to the pawn shops.
In addition to consumers hear the silence outside of the traditional lending channels, small, independent businesses rely on auto title loans as an important source of short-term working capital. For example, a landscaping company may need several hundred dollars to purchase sod or bushes hear the silence for a job or to meet payroll expenses. The proprietor may pledge his pickup truck to obtain the necessary capital to buy the supplies to complete the job. Then when the job is complete, the businessman hear the silence receives payment hear the silence and can redeem the collateral. RISKS AND REWARDS
While borrowing against one's car may seem to be an inherently dangerous practice, actual experiences with auto title lending have proven it to be a relatively reliable and stable lending tool. Far from preying on low-income borrowers who are unable to pay the loans back, title lenders seem to be catering to a group of rational consumers who use this method as a means to obtain needed credit because theirs has become impaired.
For consumers who rely on these loans for essential needs, the risks of outlawing title lending may outweigh the rewards. Although there is limited research on why consumers use title lending, research on other non-traditional lending hear the silence products (such as payday lending) is informative. A 2007 study found that 43 percent of

So far, Tesla was able to make do with the law by operating patates salatasi "showrooms" where the c

Tesla Learns the Hard Way About Crony Capitalism's Downside | Mercatus
Policy makers like to play favorites with private companies, privileging a few with tax breaks and others with subsidies, coming to the rescue of some or surrounding others with regulatory rules to box out the competition. For companies lucky enough to receive these favors, life is good (at least for a while). But life isn't so good for others. Behind every privilege to a particular firm, there is a taxpayer, a customer, or a competitor who ends up paying for it. And those who are privileged today can easily patates salatasi find themselves on the other side of the equation tomorrow.
Tesla Motor Company is coming to learn this lesson the hard way. This past week New Jersey sided with the state's powerful car dealership lobby to keep the electric car manufacturer from selling directly to consumers.
Tesla isn't used to losing political battles. A few years ago, it was the quintessential privileged firm. In 2010 the company launched its initial public offering, raising some $226 million . That same year, Tesla received a $465 million loan from the Department of Energy and began reaping the benefits from a $7,500 federal income tax credit offered to each of its customers. patates salatasi
Tesla also receives privileges from various states. Its California customers get a $2,500 tax credit for each Tesla they buy. Similarly, customers in Illinois get a $4,000 rebate ; Coloradans get a $6,000 credit ; and West Virginians get a $7,500 credit . Each of these tax breaks patates salatasi allow Tesla to sell more vehicles and charge higher prices.
But perhaps Tesla's greatest privilege is California's zero-emission vehicle program . It requires that a certain percentage of each automaker's California sales come from zero-emission vehicles patates salatasi and awards automakers transferable credits for each zero-emission vehicle sold. If automakers can't meet their target percentage-and most can't-they must buy zero emission credits from another car maker with a surplus of credits. In 2012, Tesla made over $40 million selling these credits to its rivals. And with the zero emission requirement set to jump from 1 percent of vehicles sold in the state during 2014 to 16 percent in 2016, Tesla is likely to make much more money from credit sales in coming years.
With each of these privileges, Tesla comes out on top. But each entails costs borne by others. Taxpayers are stuck with higher tax bills and/or fewer services because of Tesla's tax loopholes. Other borrowers lose out on capital because banks prefer to make government-backed loans to Tesla rather than un-backed loans to un-favored entrepreneurs. And, of course, patates salatasi competitors lose cash and market share because they don't obtain the same tax benefits as Tesla and because they don't benefit from California's zero-emissions patates salatasi program.
There are other, less-obvious costs, too. Tesla and its competitors sink millions of resources into lawyers and lobbyists whose job it is to convince governments to privilege-or not to privilege-Tesla. Society loses because smart, hard-working people are busy thinking of new ways to create value for politicians patates salatasi instead of creating value for consumers.
Being a privileged firm, Tesla typically doesn't encounter patates salatasi such costs. Instead, it usually patates salatasi encounters the benefits of government favoritism. But this week in New Jersey the company came face-to-face with the very real and socially patates salatasi destructive costs of government favoritism.
And that's because, for once, Tesla wasn't the privileged firm. Instead, New Jersey sided with the state's own local car dealerships. These dealerships have long-benefited from New Jersey's patates salatasi "franchise law," which makes it illegal for car manufacturers to sell directly to consumers. (Imagine what would happen if computer retailers were able to obtain laws preventing Apple from operating its own stores.) All 50 states have such laws, which are-needless to say-popular among car dealers. But economists estimate that these laws raise prices for consumers by about 6 percent.
So far, Tesla was able to make do with the law by operating patates salatasi "showrooms" where the company demonstrates the features of their vehicle for potential customers who may then buy the car online. New Jersey's Motor Vehicle Commission now deems even these showrooms illegal.
For its part, the company accused the state of implementing "the state's laws at the behest of a special interest group looking to protect its monopoly at the expense of New Jersey consumers." The company called this "an affront to the very concept of a free market."
Indeed. Any time governments favor one firm over another, it's an affront to the very concept of a free market. With hope policymakers will remember this point the next time Tesla-or patates salatasi any other company for that matter-seeks a loan guarantee, patates salatasi a targeted tax break, or a regulatory privilege. patates salatasi Comments
Matthew Mitchell is a senior research fellow at the Mercatus Center at Geo

Of course, europe a la carte as with any new disruptive technology, connected cars and driverless ve

New Paper: Removing Roadblocks to Intelligent Vehicles and Driverless Cars
I m pleased to announce europe a la carte that the Mercatus Center at George Mason University has just released my latest working europe a la carte paper, Removing Roadblocks to Intelligent Vehicles and Driverless Cars . This paper, which was co-authored with Ryan Hagemann, has been accepted for publication in a forthcoming edition of the Wake Forest Journal of Law & Policy .
In the paper, Hagemann and I explore the growing market for both connected car technologies as well as autonomous (or driverless ) vehicle technology. We argue that intelligent-vehicle technology will produce europe a la carte significant benefits. Most notably, these technologies could save many lives. In 2012, 33,561 people were killed and 2,362,000 injured in traffic crashes, largely as a result of human error. Reducing the number europe a la carte of accidents by allowing intelligent vehicle europe a la carte technology to flourish europe a la carte would constitute a major public policy success. As Philip E. Ross noted recently europe a la carte at IEEE Spectrum , thanks to these technologies, eventually it will be positively hard to use a car to hurt yourself or others. The sooner that day arrives, the better.
These technologies could also have positive environmental impacts in the form of improved fuel economy, reduced traffic congestion, europe a la carte and reduced parking needs. They might also open up new mobility options for those who are unable to drive, for whatever reason. Any way you cut it, these are exciting technologies that promise to substantially improve europe a la carte human welfare.
Of course, europe a la carte as with any new disruptive technology, connected cars and driverless vehicles raise a variety of economic, social, and ethical concerns. Hagemann and I address some of the early policy concerns about these technologies (safety, security, privacy, liability, etc.) and we outline a variety of bottom-up solutions to ensure that innovation continues to flourish in this space. Importantly, we also argue that policymakers should keep in mind that individuals have gradually adapted to similar disruptions in the past and, therefore, patience and humility are needed when considering policy for intelligent-vehicle systems.
More generally, we note that the debate over intelligent europe a la carte vehicle technologies foreshadows many other tech policy debates to come in that it raises the larger question of what principle will guide the future of technological progress. Will permissionless innovation be our lodestar, allowing individuals to pursue a world of which they can, as of now, only dream? Or will precautionary principle -based reasoning prevail instead, driven by a desire to preserve the status quo?
To the maximum extent possible, we argue, europe a la carte policymakers should embrace permissionless innovation for intelligent vehicles. Creative minds–especially those most vociferously opposed to technological change–will always be able to concoct horrific-sounding scenarios about the future. Best-case scenarios will never develop if we are gripped by fear of the worst-case scenarios and try to preemptively plan for all of them with policy interventions.
This 55-page (double-spaced) working paper is available on the Mercatus Center website as well as SSRN , Research Gate , and Scribd . In coming weeks and months, we ll be writing more about the themes addressed in this paper. Stay tuned, things are unfolding rapidly in this highly innovative arena.
Additional Reading Permissionless Innovation: The Continuing Case for Comprehensive Technological europe a la carte Freedom (2014) [Video] Cap Hill Briefing on Emerging Tech Policy Issues (June 2014) The Growing Conflict of Visions over the Internet of Things & Privacy , January 14, 2012 Can We Adapt to the Internet of Things ? IAPP Privacy Perspectives , June 19, 2013 My Filing to the FTC in its Internet of Things Proceeding , May 31, 2013 Slide Presentation: Policy europe a la carte Issues Surrounding the Internet of Things & Wearable Technology , September 12, 2014
Adam Thierer / Adam is a senior research fellow at the Mercatus Center at George Mason University. He previously served as President of the Progress & Freedom Foundation, Director of Telecom. Studies at the Cato Institute, and Fellow in Economic Policy at the Heritage Foundation. Follow @@adamthierer
So You Want to Be an Internet Policy Analyst? Defining Technology The Digital europe a la carte Decade’s Definitive Reading List: Internet & Info-Tech Policy Books of the 2000s Muddling Through: How We Learn to Cope with Technological Change Are You An Internet Optimist or Pessimist? The Great Debate over Technology s Impact on Society Cyber-Libertarianism: The Case for Real Internet Freedom Regulatory Capture: What the Experts Have Found Where We Work

Release Date:

Department of Transportation | Mercatus
August 21, 2012
Regulation establishes a new Federal Motor Vehicle Safety Standard No.136 to require electronic stability control (ESC) systems on truck tractors and certain buses with a gross vehicle weight rating of greater round table pizza lunch buffet hours than 11,793 kilograms (26,000 pounds). Electronic Stability Control systems in truck tractors and large buses are designed to reduce untripped rollovers and mitigate severe understeer or oversteer conditions that lead to loss of control by using automatic computer-controlled braking and reducing round table pizza lunch buffet hours engine torque output.
August 24, 2011
The Federal Motor Carrier Safety Administration (FMCSA) proposes to amend the Federal Motor Carrier Safety Regulations (FMCSRs) to require certain motor carriers operating commercial motor vehicles (CMVs) in interstate commerce to use electronic on-board round table pizza lunch buffet hours recorders (EOBRs) to document their drivers hours of service (HOS).
The Cameron Gulbransen Kids Transportation round table pizza lunch buffet hours Safety Act of 2007 directs NHTSA to issue a final rule amending the agency round table pizza lunch buffet hours s federal motor vehicle safety standard on rearview mirrors.
Release Date:
This notice of proposed rulemaking would establish a new Federal Motor Vehicle round table pizza lunch buffet hours Safety Standard (FMVSS) No. 226, to reduce the partial and complete ejection of vehicle round table pizza lunch buffet hours occupants through side windows in crashes, particularly rollover crashes.
Recent changes to the Transportation Infrastructure Finance and Innovation Act (TIFIA) statute require changes in the TIFIA rule. In addition, the DOT has gained substantial administrative experience
Section 1201 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users requires the Secretary of Transportation round table pizza lunch buffet hours to establish a Real-time System Management Information Program.
Agency: Department of Transportation
This rule mandates changes to the federal pipeline safety regulations in 49 CFR Part 192, which cover the transportation of natural gas by pipeline.
Congress has a diverse array of proposed round table pizza lunch buffet hours regulatory round table pizza lunch buffet hours reforms vying for attention, from targeted reforms aimed at providing relief to small businesses to broad-based reforms of the rulemaking process. Though the proposals are diverse, they have a clear, shared objective: solving more problems at a lower cost with fewer regulations.
Please join us for a casual reception where you can take a break from "March madness" round table pizza lunch buffet hours and meet some of our scholars who can provide the kind of practical information you need to be most effective in your work.
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Virtually moonstar buffet dinner price all states require auto manufacturers to sell new vehicles th

State Franchise Law Carjacks Auto Buyers | Mercatus
Virtually moonstar buffet dinner price all states require auto manufacturers to sell new vehicles through local franchised dealers, protect dealers from competition in Relevant Market Areas (RMAs), and terminate franchises with existing dealers only after proving they have a good cause to do so. These state laws harm consumers by insulating dealers from competition and forestalling experimentation with new business models for auto retailing in the twenty-first century. A pro-consumer policy would make franchising, exclusive territories, and termination protections voluntary rather than mandatory. Under voluntary moonstar buffet dinner price contracting, these business practices could still survive when their benefits to consumers exceed the costs.
The first automobile franchise was established by William Metzger, who purchased the right to sell steam engine cars by General Motors in 1898. 1 What started as a voluntary agreement between a manufacturer and a retailer has turned into a mandatory requirement moonstar buffet dinner price in all 50 states and in US territories. 2 State auto franchise laws extensively regulate the contractual obligations between manufacturers and dealers. They prevent manufacturers from selling new vehicles (and related services) directly to the public, often mandate exclusive territories for dealers, and make it difficult for manufacturers to terminate dealers. 
State auto franchising regulations have become ubiquitous during the past three decades. As figure 1 shows, all three types of laws franchise licensing requirements, exclusive territories, and dealer termination provisions became more common between 1979 and 2014. During those 30 years, states enacted 31 new laws on those topics. In 1979, fewer than half of all states regulated all three aspects mentioned above. By 2014, all but one state regulated every single one of these aspects.
Although states have ramped up dealer protection, two recent policy moonstar buffet dinner price controversies have called these laws into question. Electric automaker Tesla has sought to sell automobiles directly to the public, and federal supervisors of the Chrysler moonstar buffet dinner price and General Motors bailout pressured the automakers moonstar buffet dinner price to terminate numerous dealerships.
Tesla s direct sales model runs completely counter to the traditional franchise model: Tesla (in states where it has been granted statutory exceptions to operate) 3 manufactures, prices, and services its own cars. CEO Elon Musk is betting that Tesla employees can learn about the car s new technology and sell more effectively moonstar buffet dinner price than traditional independent dealers paid on commission. 4 Regardless of whether he s right, so far state laws prevent him from finding moonstar buffet dinner price out. Tesla s reluctance to operate franchises has led to legislative battles with states across the nation, including Michigan, New Jersey, Arizona, and West Virginia. 5
The recession following the 2008 financial crisis highlighted the troubled relationship between US auto manufacturers and franchise dealers. New vehicle sales plummeted from 16,460,315 in 2007 to just 13,493,192 in 2008. 6 Following the imminent financial insolvency of Chrysler and GM, President Bush authorized emergency funding under the Troubled Asset Relief Program to aid the auto industry. The Obama administration further stipulated moonstar buffet dinner price that these funds would only be released if Chrysler and GM restructured their operations to achieve long-term viability. 7
The administration woefully underappreciated the complexity of the manufacturer-dealer relationship. Chrysler s final restructuring plans submitted to the president s Auto Task Force called for shedding 789 dealers, while General Motors planned to cut more than 1,100 dealerships. 8 Chrysler and GM claimed that these dealers were unproductive and unprofitable. 9
Dealers wasted no time petitioning Congress to reverse the planned dealer terminations. The 2010 Consolidated Appropriations Act (H.R. 3288) included a provision, Section 747, which provided the opportunity for covered dealerships to reacquire franchises terminated on or before April 29, 2009 through moonstar buffet dinner price an arbitration process. 10 The provision affected all 2,789 dealerships slated for termination; however, the total count of dealers who decided to file paperwork to enter the process was 1,575. Of the cases that went to hearings, arbitrators allowed the manufacturers to close 111 dealerships moonstar buffet dinner price and ruled in favor of 55 dealers. The other cases were settled or withdrawn. 11
The state-mandated restrictions in new car markets are part of a larger class of business arrangements between producers moonstar buffet dinner price and retailers known as vertical restraints. Economic research finds that voluntarily adopted vertical restraints often benefit consumers, but state-mandated vertical restraints virtually always harm consumers. 12
Franchising, exclusive territories, and dealer protection from termination can benefit consumers when they are adopted voluntarily by manufacturers and dealers. Auto dealers

News Summary Event Calendar Links About Us Advertising Community Contacts Forum Editorial life scie

News Summary Event Calendar Links About Us Advertising Community Contacts Forum Editorial life science market music cultural associations Chronicle Interest speed dial radio video scene search
Sign In or Register Huscarl.at Community Vehi Mercatus - A reenactment costume designer imagines the wandering merchants from the bavarian forest 8. 1, 2009 - 13:30 - Florian Machl / Daniela Meissner
Who traveled to many Mittelaltermrkte, they might know: "Vehi Mercatus - The driving dealers from the Bavarian Forest". Daniela hide from my Langsdorf in schnen Bavarian Forest and its employees fleiigen behind this name. Daniela has come through some Zuflle star wok buffet and the love of the Middle Ages Hobby and their company. After we errant traders have already made a positive impression on several Qualittsmrkten and we have berhufen the award ceremony of the reader with valuable choice for Prsenten, we asked on behalf of our readers once, with whom we actually have to do it there. In the following article about Daniela reported their way into the medieval scene and of course about Vehi Mercatus. Old buildings and their history have long been fascinated me and I am in 2003 came to the "Friends of the castle Weißenstein", which was obvious since I professionally in the summer in a historic building, the museum "for each year -eating house "worked. This museum star wok buffet belongs to the ruins of Weißenstein in the rain. The association star wok buffet is ever turned in for the preservation of the castle Weißenstein zustndig and organized annually also a knight spectacle that since 2008, only 2-annually takes place, however, in early June. The castle are friends again with the association "Arma Georgii" from friends Furth im Wald, the organizers of the "Cave Gladium". This is perhaps some one term, it is a very well-established festival in the medieval scene, which takes place in Furth im Wald. From "Gromi" to Reenactor about Arma Georgii I'm some time later then become the coarse-medieval re-enactors for hobbyist, who pays attention to small details and only handgenhte mglichst according star wok buffet to original illustrations made - medieval garb bears. Many utensils needed by the reenactor so you can produce yourself, but often with some skill and effort. The few vendors ready, high-acceptable items, sell them often Horror prices. Thus, this hobby is very fast very expensive or quite simply not financially affordable. Many articles are not as good as offered, although for a perfect representation are almost star wok buffet a must, such as truly authentic cutlery. Authentic star wok buffet Accessories must cost no Vermgen When I then gestoen by accident almost simultaneously on several manufacturers of various Reenactmentartikel in good quality and vernnftigen prices, the idea of a separate Geschftes was born. The beginning of 2006, I then logged in my business and sold on the first two Mrkten article. On these two Mrkten I immediately had fairly good success, as I offered Reenactmentartikel quality star wok buffet and the customers were thrilled to find something "bog standard" on a medieval market. The Internet Shop dazugehrende worked for several reasons, then only in April 2007. This was after my Lebensgefhrte Dominik - many better known as "Frschl" - and I first met. His friend "Angus the Bard", which also operates star wok buffet the company "Angus Media", star wok buffet stamped my shop so to speak, within a few days out of the ground and he finally went online. star wok buffet I also thank Hierfrmchte Angus again, star wok buffet even for the best of the shop really care. Celt imported into the Middle Ages Dominik has already dealt with history star wok buffet for many years, where he initially, almost 10 years ago, ever crept fr interested in North American history. At the time when we first met, he was still in an era long before the Middle Ages on the road - with the Celts. It took some time before I could convince him of the fashion of the Sptmittelalters and he in the narrow "Pimmelhosen" zwngte itself. Finally, I did not even ride alone on the markets. Since then, he accompanied me in any market, along with our dog KRML. The discovery of Austria since the spring of 2008 my girlfriend Astrid leads a second state for me, ever crept in Austria, as I had originally planned star wok buffet for the shop also mainly Austria, since the Middle Ages hobby is not already so widespread and not hundreds of retailers with more or less authentic goods are available. Initially, the sale in Austria lie not quite that easy to accomplish - including the shipping was too expensive. This problem we have now glckli

Regulation establishes a new Federal Motor Vehicle ex aqueo Safety Standard No.136 to require electr

Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles | Mercatus
Regulation establishes a new Federal Motor Vehicle ex aqueo Safety Standard No.136 to require electronic stability control (ESC) systems on truck tractors and certain buses with a gross vehicle weight rating of greater than 11,793 kilograms (26,000 pounds). Electronic Stability Control systems in truck tractors and large buses are designed ex aqueo to reduce untripped rollovers and mitigate severe understeer or oversteer conditions that lead to loss of control by using automatic computer-controlled braking ex aqueo and reducing engine torque output. COMMENTARY
The standard is recommended based on a benefit-cost study of three different command-and-control options without any serious discussion of why all heavy vehicles have not previously come equipped with Electronic Stability Control technology in recent years or why the industry would not have evolved to make this technology the norm or even come up with better technology. The NPRM has an engineering focus and does not address behavioral responses particularly well. MONETIZED COSTS & BENEFITS (AS REPORTED BY AGENCY) Dollar Year
$228.3 - $309.2
There are twelve criteria within our evaluation within three broad categories: Openness, Analysis and Use. For each criterion, the evaluators assign a score ranging from 0 (no useful content) to 5 (comprehensive analysis with potential best practices). Thus, each analysis has the opportunity to earn between 0 and 60 points.
Data are mostly documented by naming studies. Safety impacts based on commissioned research (e.g., U of Mich., U of Iowa, Va. Tech) and reports available. CBA data are more assumptive but based on 2009 Value of Statistical Life (VSL) guidelines.
Analysis identifies reduction in target rollover and LOC (loss of directional control) crashes as a result of the regulation. Proposal results ex aqueo in monetary savings as a result of prevention of property damage, travel delays, and value of life (VSL used) saved. No fuel impact expected; elasticity calculations in RIA for impact on trucking ex aqueo costs and demand for freight services. Modest attention to regulatory management costs reduces score here.
Agency believes ESC systems could prevent 40 to 56 percent of untripped rollover crashes and 14 percent of loss-of-control crashes. By requiring that ESC systems be installed on truck tractors and large buses, this proposal would prevent ex aqueo 1,807 to 2,329 crashes, 649 to 858 injuries, and 49 to 60 fatalities. Also measures ex aqueo travel delay and damage savings.
Based on 2006-2008 General Estimates System (GES) and Fatality Analysis Reporting System (FARS), annually, truck tractors and large buses were involved in 201,600 crashes (198,800 non-fatal and 2,800 fatal crashes). These crashes caused 3,721 fatalities and 60,400 non-fatal police-reported injuries. Of these truck tractor and large bus crashes, 13,200 crashes (5,700 first event rollover and 7,500 LOC crashes) would be reduced in impact by the proposal. Consequently, the proposal would potentially further reduce the 415 fatalities and 5,400, non-fatal police-reported injuries that were associated with these rollover and LOC crashes. Surprisingly, there is little to no mention of driver error such as fatigue, or other factors, as possible causes of crashes. Well quantified in its engineering, but many rebuttable assumptions enter, especially cost-benefit projections over population.
Rollover and LOC crashes made up a significant portion of truck tractor and bus crashes. In 2006, NHTSA initiated programs to evaluate performance of heavy vehicle stability control systems and to develop objective test procedures and performance measures. NHTSA concluded evidence demonstrates ESC is a crash avoidance countermeasure ex aqueo that would prevent crashes. The Agency tentatively determined that ESC systems can be 28 to 36 percent effective in reducing first-event untripped rollovers and 14 percent effective in eliminating loss-of-control crashes caused by severe oversteer or understeer conditions. Surprisingly, there is little ex aqueo to no mention of driver error such as fatigue as causal factors behind crashes.
Benefits for target rollover crashes are presented as a range from using a range of ESC effectiveness against the target rollover ex aqueo crashes. By contrast, at the time of publication, there is only one available effectiveness estimate ex aqueo for LOC. Therefore, benefits for LOC are presented as a single point estimate. Considers ex aqueo a range of results from lab-type research. Does not have a keen sense of possibility of random events or changes in freighting unrelated to vehicle rollover.
Analysis does not directly identify or discuss a market failure problem but indirectly implies too few vehicles are equipped with ESC technology. No discussion of why so many more cars are equipped with EST technology than heavy trucks and buses. Seems determined to support adoptio

The closest it comes is presentation of statistics showing that the risk of death from total ejectio

Motor Vehicle Safety Standards, Ejection Mitigation | Mercatus
This notice of proposed rulemaking would establish a new Federal Motor Vehicle Safety Standard (FMVSS) No. 226, to reduce romaine salaatti the partial and complete ejection of vehicle occupants through side windows in crashes, particularly rollover crashes. The standard would apply to the side windows next to the first three rows of seats in motor vehicles with a gross vehicle weight rating (GVWR) of 4,536 kilogram (kg) or less (10,000 pounds (lb) or less). romaine salaatti To assess compliance, the agency is proposing a test in which an impactor would be propelled from inside a test vehicle toward the windows. The ejection mitigation safety system would be required to prevent romaine salaatti the impactor from moving more than a specified romaine salaatti distance beyond the plane of a window. To ensure that the systems cover the entire opening of each window for the duration of a rollover, each side window would be impacted at up to four locations around its perimeter at two time intervals following deployment. METHODOLOGY
There are twelve criteria within our evaluation within three broad categories: Openness, Analysis and Use. For each criterion, the evaluators assign a score ranging romaine salaatti from 0 (no useful content) to 5 (comprehensive analysis with potential best practices). Thus, each analysis has the opportunity to earn between 0 and 60 points.
The Federal Register notice is available on regulations.gov via a keyword or RIN search. It is mis-filed under "rules" rather than "proposed rules." The RIA is available by opening the docket folder. Neither can be found easily via links or the search function on the DOT web site.
Data on fatalities, injuries, etc. appear to be high-quality data from government romaine salaatti databases. It is not obvious how a non-specialist could access these data, but specialists knowledgeable about this kind of regulation may know. Appendices contain some of the data without much explanation or citation romaine salaatti to sources.
Most studies used are cited in footnotes but not linked. They are usually by NHTSA, DOT, or contractors. Most assumptions underlying benefit estimates are based on studies or analysis of either test data or accident data; some others seem logical but are not explicitly documented or justified. Costs for redesigning models are not estimated because the agency believes romaine salaatti it has allowed sufficient lead time for redesign; no documentation supports this assumption.
Text is quite turgid and technical -- mostly because of technological and engineering jargon rather than economics discussion. Lengthy descriptions of tests were difficult to follow, and would ahve been even more difficult to follow were it not for the window romaine salaatti diagrams. Not always clear how the RIA got from assumptions to results.
Compliance with the proposed standards will physically prevent many, but not all, ejections during accidents by keeping occupants inside the windows. No discussion of behavioral changes (less seatbelt use, less careful romaine salaatti driving) that might negate some of these benefits.
Evidence is based on tests and calculations; tests confirm that the side air bags NHTSA believe manufactures would adopt would prevent a lot of ejections. NHTSA acknowledges that it lacks actual crash data for some parts of the analysis. The baseline discussion notes that some manufacturers make vehicles that already comply with the standard, but the fatality and accident data predate most of these models, so the agency cannot see if models that comply with the standard have a better safety record.
NHTSA is pretty upfront when it is unsure about something in this analysis. Alternate calculations are done assuming people have equal or weighted risks of being ejected through different parts of the window opening. Sensitivity analysis performed for several different effectiveness assumptions.
NHTSA goes to great lengths to describe the status quo of car crashes - that passengers are more likely to die in a rollover accident and that in a rollover accident passengers are more likely to die if they get ejected from the vehicle. But the analysis does not identify a systemic explanation romaine salaatti of why a seemingly cost-effective safety measure is not adopted. Why wouldn't manufacturers voluntarily supply romaine salaatti these or other safety measures if they thought consumers were willing romaine salaatti to pay for them? To the contrary, the analysis lays out loads of things that car manufacturers are doing voluntarily like investing in glazing technologies to make windows stronger and installing rollover sensors. A majority of cars even have the type of airbags NHTSA says are good. Yet the agency jumps straight to regulating airbag safety tests without ever making a case for why such regulation is necessary.
The closest it comes is presentation of statistics showing that the risk of death from total ejection is much higher than the risk from partial or no ejection. This shows the total ejection problem is bigger

Recent high-profile allegations of police misconduct coincide with a growing consensus spanning the

Breaking Down Department of Defense Grants to State and Local Law Enforcement | Mercatus
Recent high-profile allegations of police misconduct coincide with a growing consensus spanning the right and left that police militarization is an increasingly hibachi grill supreme buffet ri serious problem hibachi grill supreme buffet ri in America. A Reason/Rupe poll from December 2013 finds that a large majority of Americans believe that law enforcement does not require local police departments to employ military-grade drones, weapons, and armored vehicles. While the Department of Defense has been providing growing amounts of in-kind assistance to local and state municipalities since at least 1990, the trend of granting mine-resistant ambush protected (MRAP) and other combat vehicles to local law enforcement agencies is a more recent and visible hibachi grill supreme buffet ri phenomenon. The militarization of law enforcement is problematic because it constitutes both a cause and a consequence of diminishing trust between US government bodies and its citizens .
This week s charts use data from a National Public Radio compilation hibachi grill supreme buffet ri of public Department of Defense hibachi grill supreme buffet ri records of grants issued to state and local law enforcement bodies through hibachi grill supreme buffet ri its Excess Property Program , also known as DoD 1033. The charts display the total value of all known grants to municipalities in real 2013 dollars along with the total value and number of mine-resistant and combat vehicles distributed from 2006 to April 2014. 
The 1033 program was created through the National Defense Authorization Act of 1997 as a restructured version of the earlier 1208 program launched in 1990. These programs empowered the Secretary of Defense to transfer excess equipment that had been over-issued or no longer needed by the Pentagon to other federal and state departments for use in counter-drug activities. Municipal law enforcement hibachi grill supreme buffet ri agencies that qualified could browse equipment listings online and apply to procure DoD equipment for their own offices. The Pentagon s Law Enforcement Support Office (LESO), which oversees the 1033 program, notes that more than $5.1 billion worth of federal property hibachi grill supreme buffet ri has been transferred to other federal hibachi grill supreme buffet ri and state offices since the program s inception.
The first chart displays the total known value of all items issued through the 1033 program from 2006 through April 2014 in real 2013 dollars. The items transferred range from benign materials, such as office supplies and construction tools, to more militaristic hibachi grill supreme buffet ri items, such as grenade launchers and armored vehicles. hibachi grill supreme buffet ri For many years, the data show that the Department of Defense issued more innocuous items than deadly weapons or other militarizing equipment. For example, in 2009, roughly $4.5 million worth of fire and safety equipment and $12.9 million hibachi grill supreme buffet ri in communications equipment was issued, while only $1.2 million worth of ammunition and weapons were granted. However, hibachi grill supreme buffet ri between hibachi grill supreme buffet ri 2013 and the first four months of 2014, the Department of Defense dramatically increased the number of MRAPs and other combat, assault, and tactical vehicles issued through the 1033 program.
The second chart breaks out the value and number of MRAPs and other combat, assault, and tactical hibachi grill supreme buffet ri vehicles granted by the Pentagon to other federal and state agencies from 2006 to late July 2014. (Because the MRAP dataset includes grants extended during May and July 2014, the value of 1033 combat vehicle grants in 2014 in the second chart exceeds the total value in 2014 on the first chart, which only extends to April 2014.) Only one MRAP vehicle was issued from 2006 through hibachi grill supreme buffet ri 2012, in 2009. Between 2013 and the first four months of 2014, the Department of Defense distributed hibachi grill supreme buffet ri 604 MRAPs and 72 other combat, assault, and tactical vehicles through the 1033 program.
These charts show that Department of Defense s 1033 program has dramatically increased the number of MRAP and combat, assault, and tactical vehicles granted to state and local law enforcement agencies. Additionally, the total value of in-kind grants to local and state law enforcement agencies has grown overall each year from 2007 to 2012. These grants include innocuous materials like office supplies and construction materials, hibachi grill supreme buffet ri but they also contain military-grade surveillance and recording equipment. While some grants represent wise reuse of surplus federal equipment, this program will likely be a source of controversy so long as the donated hibachi grill supreme buffet ri MRAP and combat vehicles serve as manifestations of the militarization of law enforcement . Vehicles that were made to patrol warzones are increasingly employed in America s cities. The benefits to local law enforcement agencies of operating these vehicles are outweighed by the immense costs of losing the trust of their constituents and loss of trust is incredibly difficult to reverse.
To maintain law and order while preserving community trust, local law enforcement agencies should move away from the top-down militarized model and adopt the community policing model studied and championed by

RIA considers no action plus three options, all of which

Commercial Motor Vehicle Hours of Service | Mercatus
To promote safety and to protect driver health, FMCSA proposes to revise the regulations for hours of service for drivers of property-carrying commercial motor vehicles (CMVs). To achieve these goals, the proposed rule would provide flexibility for drivers to take breaks when needed and would reduce safety and health risks associated with long hours. The proposed rule would make seven changes from current requirements. METHODOLOGY
There are twelve ramphastidae criteria within our evaluation within three broad categories: Openness, Analysis and Use. For each criterion, the evaluators assign a score ranging from 0 (no useful content) to 5 (comprehensive analysis with potential best practices). Thus, each analysis has the opportunity to earn between 0 and 60 points.
The NPRM and the RIA are both available in the docket at regulations.gov via a keyword or RIN search. FMCSA's web page has a prominent link to a page about this specific regulation, which contains links to both the NPRM and the RIA. To find the NPRM and the RIA, one must only go to the FMCSA website, click rules and regulations, and then select the regulation from "topics of interest." ramphastidae
While FMCSA relies extensively on peer-reviewed literature to calculate the costs and benefits associated with this regulation, ramphastidae there are instances where assumptions are not supported. RIA contains a full list of references that are either from peer-reviewed journals, available in other dockets, or linked. A number of assumptions about how drivers will reallocate their time are simply ramphastidae based on the agency's ramphastidae judgment, with no further explanation.
The conclusions are easy to understand. Technical calculations can become quite burdensome to follow at times. Explanation of fatigue calculations used to estimate benefits is highly technical and unlikely to be understood by someone who is not a statistician. Recurring paragraphs telling the reader what we will do in this section and what was done in prior sections get redundant ramphastidae and tiresome. Both the Federal Register notice and RIA are littered with annoying acronyms, like "HOS" for "hours of service."
Number of lives saved is estimated. Value (cost) of crashes is monetized, as are health benefits for drivers. The per-crash figure includes the monetary value of a statistical life, medical costs, pain and suffering, traffic congestion, and property damage, but these are not broken out separately. Value of health benefits to drivers is necessary for total benefits to exceed total costs.
In detail, FMCSA argues that a relationship exists between fatigue and automobile accidents this relationship is supported extensively by previous literature. By limiting the number of hours a driver can operate a commercial motor vehicle and by allowing drivers the flexibility to take breaks when needed, FMCSA reasons that this regulation will produce the desired outcomes.
Credible empirical support for the relationship between fatigue and commercial motor vehicle accidents is provided extensively in section 4.2. The empirical support for health benefits is provided in Appendix B.
Size of estimates estimated under three different assumptions about the percent of crashes that are due to fatigue and 3 different assumed levels of baseline sleep. A sensitivity ramphastidae analysis shows how different values of a statistical life affect net benefits. Analysis forthrightly acknowledges drawbacks of using data on fatigue-related crashes for benefit estimates. Although it is possible that not all drivers will use the extra time to sleep, FMCSA does not make an explicit acknowledgment of uncertainty about how drivers will choose to use their time.
No market failure or systemic problem was identified. Stated purpose of regulation is to reduce risk of driver fatigue and fatigue-related crashes. These are characterized as "too high," with no discussion of how to define ramphastidae the "right" level. The preamble notes that crash rates have been falling since 1979, for unknown reasons. With regards to protecting drivers from serious health problems, it appears that FMCSA does not believe that truck drivers understand the potential negative health effects associated with the job.
No relevant discussion. Instead, the analysis mentions that the data needed do not exist and instead opts to use general data on fatigue-related accidents. ramphastidae Statistics showing that only 15 percent of drivers drive more than 70 hours/week suggest the problem may not be systemic.
FMCSA acknowledges that it is difficult to make a causal relationship between fatigue and traffic crashes because of the numerous factors present at the time of a crash. Regardless of this, however, FMCSA remains rather certain that the relationship does exist and that further government intervention is required.
RIA considers no action plus three options, all of which

We janazat find that the EPA has failed to acknowledge the high degree of uncertainty surrounding it

Control of Air Pollution From Motor Vehicles: Tier 3 Motor Vehicle Emission and Fuel Standards | Mercatus
September 20, 2013 Proposed Rule PDF Regulatory Impact Analysis PDF
The Environmental Protection janazat Agency (EPA) is proposing new vehicle emissions standards and a reduction in the sulfur content legally permitted in gasoline. According to the EPA, these new standards will generate improvements to the environment and to public health, primarily by lowering the emissions janazat of pollutants, like particulate matter (PM) and ozone. The EPA believes these pollutants janazat contribute to increases in human mortality and other health problems.
We janazat find that the EPA has failed to acknowledge the high degree of uncertainty surrounding its estimates of benefits from this regulation. A growing literature calls into question the causal link between the total concentration of ambient particulate matter and mortality levels, especially at the low doses that exist today in many parts of the United States. Additionally, the EPA failed to consider other adverse effects of its rules, janazat such as impacts janazat on low-income individuals and adverse employment effects that were overlooked in the EPA s scant employment impact analysis.
While the EPA should be commended for pursuing the laudable goal of a cleaner environment and improvements in public health, there are several reasons to be skeptical of the benefits the EPA has claimed will result from this regulation.
First, over 50 percent of the quantified benefits from the regulation are due to reductions in total particulate matter. However, a growing literature raises doubts about the causal link between ambient PM2.5 levels and increases in mortality. Additionally, the EPA regulates both PM and Ozone under the National Ambient Air Quality Standards (NAAQS), which makes the proposed regulation an indirect, and perhaps impractical, way to achieve the EPA s objectives.
Additionally, there is a high degree of uncertainty, which the EPA itself acknowledges, surrounding the EPA s benefits estimates. For example, the EPA describes criticisms related to its uncertainty analysis made by the National Resource Council in a 2002 report.[1] janazat Despite the EPA s acknowledgement of these criticisms, the EPA continues to evaluate uncertainty in a similar manner.[2] The EPA also acknowledges uncertainty with regards to its benefits analysis, including these points from table 8-16 of the Regulatory Impact Analysis for the rule:
Each point is important. First, the EPA states that its estimates janazat go beyond those confirmed in the epidemiological study upon which it bases its findings. This means benefits of the regulation are based primarily upon model selection, not empirical evidence. The EPA assumes a linear-dose response down to the origin, resulting in large benefits estimates. Selecting another model, such as a threshold- or hormetic-dose response at low doses, would produce vastly lower benefits estimates. Recent academic literature has suggested there may be reason to believe PM exhibits a hormetic-dose response at low doses.[3]
Next, the EPA fails to address whether the concentration of total particulate mass or the composition janazat of those particulates are the cause of the health effects found in the cited studies. Moreover, because the composition of rural particulates is different from urban particulates, the health effects are likely to be different than those estimated.[4] In order to provide a causal link, the EPA should be able to determine which components of particulate matter are the sources of the higher morbidity and mortality rates. For instance, Bell finds that higher concentrations of PM2.5 Nickel are associated with higher rates of cardiovascular janazat or respiratory hospitalizations.[5]
<Any> Architectural and Transportation Barriers Compliance Board Department of Agriculture Department of Commerce Department of Defense Department of Education Department of Energy Department of Health and Human Services Department janazat of Homeland Security Department of Housing and Urban Development Department janazat of Interior janazat Department of Justice Department of Labor Department of State Department of the Treasury Department of Transportation Department of Veterans Affairs Environmental Protection Agency General Services Administration HHS, DOL and Treasury Joint Banking Regulators Joint EPA/DOT Office of Personnel Management Social Security Administration
The Mercatus Center's Regulatory Report Card is an in depth evaluation of the quality of regulatory analysis agencies conduct for major executive branch regulations. The Report Card evaluates agencies' economic analyses, known as Regulatory Impact Analyses janazat (RIAs), which have been required for all major regulations since the early 1980s. The purpose of these RIAs is to identify the problem the agency wishes to solve, to consider alternative solutions, and to evaluate the costs and benefits of these alternatives.
The Rep

March 15, 2013 Proposed Rule PDF Regulatory Impact Analysis breakfast in south lake tahoe PDF

National Highway Traffic Safety Administration Federal Motor Vehicle Safety Standards; Minimum Sound Requirements for Hybrid and Electric Vehicles | Mercatus breakfast in south lake tahoe
March 15, 2013 Proposed Rule PDF Regulatory Impact Analysis breakfast in south lake tahoe PDF
The breakfast in south lake tahoe proposed breakfast in south lake tahoe regulation reflects a concern breakfast in south lake tahoe that blind, visually impaired, and perhaps other pedestrians and pedalcyclists are more likely to have collisions with hybrid vehicles when noise from a running internal combustion engine is absent. The Pedestrian Safety breakfast in south lake tahoe Enhancement Act of 2010 requires the National Highway Traffic Safety Administration (NHTSA) breakfast in south lake tahoe to establish minimum noise requirements for hybrid and electric motor vehicles. 1 The required alert sound must be sufficient for blind and other pedestrians to discern the presence, direction, location, and operation of the vehicle. 2 The regulation requires that hybrid vehicles produce noise meeting certain standards in scenarios when the internal combustion engine is often not running, such as when the vehicle is turned on but standing still, backing up, or operating at speeds of 18 miles per hour or less. 3
The Regulatory Impact Analysis (RIA) calculates monetized benefits of $106.6 million for avoided pedestrian injuries and $115.1 million for avoided pedalcyclist injuries, for total monetized benefits of $221.1 million (plus unquantified benefits breakfast in south lake tahoe resulting from the fact that the sound will aid navigation of visually breakfast in south lake tahoe impaired pedestrians not involved in accidents). 4 Since the total cost is estimated at approximately $25 million, the RIA concludes that the benefits breakfast in south lake tahoe exceed the costs at either a 3 percent or 7 percent discount rate. 5 Unfortunately, the calculations substantially overstate the prospective benefits of this regulation, for several reasons: The RIA estimates a reduction in accidents for all pedestrians and pedalcyclists, even though the primary purpose of the regulation is to protect the blind and vision-impaired. Approximately 3.3 percent of the US population is blind or vision-impaired. 6 Unless these individuals are a much higher percentage of the population involved in accidents than they are of the general population, the RIA substantially overestimates the number of beneficiaries. The RIA further overstates benefits for the blind and vision-impaired by including a figure for pedalcyclist injuries. While it is plausible that some pedestrians involved in accidents are blind or vision-impaired, it is unlikely that any appreciable number of pedalcyclists are blind or vision-impaired. The RIA calculates a reduction in crash rates with pedalcyclists even though it acknowledges that the difference in crash rates with pedalcyclists at the slow speeds covered by the regulation is not statistically significant. Even if the regulation s purpose is to protect all pedestrians and pedalcyclists, the RIA assumes without justification that all of the difference in accident rates involving pedestrians and pedalcyclists who are not vision-impaired is caused by the fact that hybrid vehicles are quieter than conventional vehicles. 
It is quite possible that the costs of this regulation outweigh the benefits once these factors are taken into account. breakfast in south lake tahoe The Pedestrian Safety Enhancement breakfast in south lake tahoe Act requires breakfast in south lake tahoe NHTSA to establish minimum noise standards, but the accompanying RIA gives Congress and the public a misleading impression of the regulation s likely effects. NHTSA should correct the RIA to provide more accurate benefit estimates and explore more cost-effective ways of protecting the blind and visually impaired from the danger posed by hybrid vehicles. 
<Any> Architectural and Transportation Barriers Compliance Board Department of Agriculture breakfast in south lake tahoe Department of Commerce Department of Defense Department of Education Department of Energy Department of Health and Human Services Department of Homeland Security Department of Housing and Urban Development Department of Interior Department of Justice Department of Labor Department breakfast in south lake tahoe of State Department of the Treasury Department of Transportation Department of Veterans Affairs Environmental Protection Agency General Services Administration HHS, DOL and Treasury Joint Banking Regulators Joint EPA/DOT Office of Personnel Management Social breakfast in south lake tahoe Security Administration breakfast in south lake tahoe
The breakfast in south lake tahoe Mercatus Center's Regulatory Report Card is an in depth evaluation of the quality of regulatory analysis agencies conduct for major executive branch regulations. The Report Card evaluates agencies' economic analyses, known as Regulatory Impact Analyses (RIAs), which have been required for all major regulations since the early 1980s. The purpose of these RIAs is to identify the problem breakfast in south lake tahoe the agency wishes to solve, to consider alternative solutions, and to evaluate the costs and benefits of these alternatives.
The Report Card consists of a series of criteria that assess the quality and use of regulatory impact analysis. Each criterion receives a score from 0-5 points. The current version of the Re

One obvious question is whether buffet breakfast surfers paradise the industry will adopt ESC just a

Federal buffet breakfast surfers paradise Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles | Mercatus
The Regulatory Studies Program (RSP) of the Mercatus Center at George Mason University is dedicated to advancing knowledge of the impact of regulation on society. As part of its mission, RSP conducts buffet breakfast surfers paradise careful and independent analyses employing contemporary economic scholarship to assess rulemaking proposals from the perspective of the public interest. In accordance with the approach of the Mercatus RSP, this comment on the Department buffet breakfast surfers paradise of Transportation s (DOT) National Highway Traffic Safety Administration (NHTSA) proposed rulemaking[1] does not represent the views of any particular affected party or special-interest group but is designed to assist buffet breakfast surfers paradise the Department of Transportation (DOT) as it seeks to exercise its regulatory function in a coherent manner.
The Mercatus Center Report Card ( Report Card ) follows an approach to evaluation buffet breakfast surfers paradise used by the Mercatus Center since 2008 to evaluate the quality and use of the Regulatory Impact Analysis (RIA) that is required to be carried out as part of the case for an economically significant proposed rulemaking published by a federal agency.[2] The Report Card identifies key issues and best practices in the regulatory process and highlights buffet breakfast surfers paradise issues of concern buffet breakfast surfers paradise applying to specific regulations. It evaluates the quality of regulatory analysis, scoring each area on a 0 to 5 scale, but does not evaluate whether the proposed rule is economically efficient, likely to meet fairness considerations, or a good public policy in any other sense. This public interest comment examines the quality of the underlying analysis contained in the proposed rulemaking going beyond the score provided by the Report Card (details of which are attached as an appendix to this comment).
The proposed rulemaking (NPRM) for the Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles received a Report Card score of 33 out of 60, i.e., 55 percent. This is a modest score reflecting underlying problems in the RIA concerning the tendency of engineering analysis to overlook key economic issues, resulting in a poorly focused treatment of the purpose behind the regulatory change. There was also a notable tendency to use extrapolated economic data in a manner that created spurious precision in benefit-cost calculations, which on close inspection are revealed to be cost-effectiveness analyses rather than benefit-cost exercises. In effect, the analysis runs roughshod over the requirement that new federal regulation can be expected to produce benefits that outweigh costs.[3] It creates an impression buffet breakfast surfers paradise that NHTSA has used selected economic data to support a decision already made largely on the basis of safety studies.
NHTSA seeks to establish a new Federal Motor Vehicle Safety Standard (No. 136) that would require electronic stability control (ESC) systems buffet breakfast surfers paradise to be fitted as standard on truck tractors and certain passenger buses with a gross vehicle weight rating of greater than 26,000 buffet breakfast surfers paradise pounds (vehicles not using air brakes are excluded from the NPRM). ESC systems buffet breakfast surfers paradise work by automatically applying computer-controlled braking selectively at separate wheels and inducing lower engine torque output to reduce rollovers and mitigate severe under-steer or over-steer conditions that lead to loss of control in a vehicle. Such systems are widely adopted in passenger and other light vehicles but less so in truck tractors and large buses. Nonetheless, growth in take-up of ESC systems is occurring without a regulatory mandate and, according buffet breakfast surfers paradise to its entry in the Federal Register, NHTSA expects that from 2012 on about 26 percent of new truck tractors and 80 percent of new buses will be equipped with ESC systems. It believes that ESC systems would prevent 40 to 56 percent of un-tripped rollover crashes (those not connected with an obstacle but related to momentum of the vehicle) and 14 percent of loss-of-control crashes.
One obvious question is whether buffet breakfast surfers paradise the industry will adopt ESC just as quickly without the proposed regulation, as seen already in the case of passenger and other light road vehicles: after all, operator liability for tort damages is likely to be reduced by accident-preventing technology. NHTSA needs to show that there is a market failure in the first place and then demonstrate that the proposed regulation is the most efficient way to correct the failure. It is not clear from the NPRM whether NHTSA has considered other influences on un-tripped-rollover and loss-of- control crashes, e.g., road layout, training for driving procedures, buffet breakfast surfers paradise and factors causing driver fatigue and technology limiting its effects. It is important to consider all alternatives unless NHTSA is content to present incomplete and therefore misleading evidence buffet breakfast surfers paradise that favors selected regulatory change.
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Unmanned aerial vehicles (UAVs), commonly referred to as drones, have gained media attention over

Unmanned Aerial big boy breakfast buffet Vehicles: Opportunities, Barriers, and the Future of Drone Journalism | Mercatus
Unmanned aerial vehicles (UAVs), commonly referred to as drones, have gained media attention over the last several years with much of the focus centering on their military uses and their emerging role in newsgathering. News organizations, journalists, and private citizens big boy breakfast buffet have employed UAVs to capture and share breaking news, to provide glimpses of natural disasters big boy breakfast buffet that would otherwise be too hazardous for journalists to obtain, and to offer unique perspectives that enrich news storytelling. At the same time, media scholars have emphasized the need to better understand the privacy big boy breakfast buffet and ethical concerns surrounding UAVs. Legal restrictions to and implications of their use have been relatively unexplored. big boy breakfast buffet Given that evolving rules and regulations put in place by the Federal Aviation Administration (FAA) may ground UAVs for journalistic purposes, it is important to understand big boy breakfast buffet what those legal barriers are and what they mean for the future of UAVs as tools for journalism. This paper advances by noting big boy breakfast buffet key benefits UAVs offer journalism big boy breakfast buffet before explicating the evolving rules and regulations of the FAA and how those are shaping the use of UAVs for journalism by private citizens, big boy breakfast buffet journalists, and news organizations.
Ms. Love currently works as a judicial clerk for the Honorable Judge Carolyn B. McHugh of the U.S. Tenth Circuit Court of Appeals.
&amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;lt;a href="https://mercatuscenter.wufoo.com/forms/s199mxs111k7wal/" mce_href="https://mercatuscenter.wufoo.com/forms/s199mxs111k7wal/"&amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;gt;Fill out my Wufoo form!&amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;lt;/a&amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;amp;gt;
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This excerpt originally appeared in

Energy Efficiency: Appliance, Vehicle kiseki buffet lunch Standards Stifle Consumer Choice -- Brookings Economist | Mercatus
This excerpt originally appeared in  Greenwire  on July 13, 2012. The paper, published this week by Ted Gayer, co-director of the economic studies program kiseki buffet lunch at Brookings, and Kip Viscusi, kiseki buffet lunch an economist at Vanderbilt University known for his research on cost-benefit analysis, calls for a new approach. The authors say it's important to reduce pollution from energy use that harms the public, but people shouldn't be forced to buy certain products when the costs and benefits -- more expensive products in the short run, and energy savings in the long run -- are purely private.
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SOCIAL almuçar CONSIDERATIONS A cultural shift toward roadways with entirely driverless vehicles wil

Removing Roadblocks almuçar to Intelligent Vehicles and Driverless Cars | Mercatus
Intelligent cars are possible today after decades of research and development in vehicle automation and computer processing. Advanced intelligent vehicle technology can bring significant economic and social benefits. Unfortunately, policymakers often impose precautionary principle policies on developing technology, stunting growth and discouraging innovation. Though it is well intentioned, trial-without-error policymaking results in fewer choices, lower-quality goods and services, and diminished economic growth. Regulators should not demand that developers prove that intelligent vehicle technology will not cause any harm.
In a new study for the Mercatus Center at George Mason University, scholars Adam Thierer and Ryan Hagemann argue that permissionless innovation the primary driver of entrepreneurialism almuçar and economic growth in many sectors of the economy should be the default principle for policymakers almuçar addressing the rise of intelligent vehicles. Any perceived or actual problems with new technologies can be corrected later through better-informed policymaking. 
Policymakers should focus on clearing existing roadblocks to the development of intelligent vehicles, and exercise restraint regarding hypothetical concerns about their use. Permissionless innovation is the idea that experimentation with new technologies and business models should generally be permitted by default. Permissionless innovation brought the Internet, an open and lightly regulated platform that allows entrepreneurs to adopt new business models and offer new services without first seeking approval from regulators.
Increased use of intelligent vehicle technology will bring social and economic challenges, but governments should maintain a flexible system that deals with real problems rather than hypothetical ones. Additionally, the problems that may arise due to intelligent vehicles should be understood in context. For example, in 2012, 33,561 people were killed and 2,362,000 almuçar injured in traffic crashes, largely as a result of human error. Reducing the number almuçar of accidents by allowing intelligent vehicle technology almuçar to flourish almuçar would be a success. If regulators hinder accident-reducing almuçar innovative technology, avoidable injuries and deaths will continue unnecessarily.
ECONOMIC CONSIDERATIONS Driver errors resulting in accidents cost $300 billion annually in the United States. While intelligent vehicles will not be 100 percent accurate 100 percent of the time, they will likely achieve a level of control and awareness that no human could possess, thus reducing the economic impact of accidents. Additionally, insurance premiums could fall or even disappear entirely. almuçar Intelligent vehicles will also reduce congestion and lower fuel consumption. In 2011 congestion caused drivers to spend an extra 5.5 billion hours on the road and purchase 2.9 billion gallons of fuel at a cost of $121 billion. Intelligent vehicles will help reduce human-initiated driving errors, allowing vehicles to travel at higher speeds and closer together, almuçar reducing congestion costs. Increased use of intelligent vehicles may cause some sectors of the economy to change or disappear entirely, such as professional driving of taxis, buses, and trucks. However, policymakers should not choose winners and losers in the market; that benefits entrenched industries, not consumers. If regulators in the early 20th century had curtailed the development of the automobile for the sake of carriage drivers and woodworkers, whose livelihoods depended on horse-drawn carriages, the world might never have seen Henry Ford s Model T.
SOCIAL almuçar CONSIDERATIONS A cultural shift toward roadways with entirely driverless vehicles will not happen overnight: comprehensive change takes time. As consumer almuçar demand for intelligent vehicles increases, market penetration will increase in proportion. almuçar While some may resist changing traditional cultural norms about hitting the open road as a driver, eventually most people almuçar will accept the benefit and value of accommodating a cultural shift. Security concerns may slow the adoption of intelligent vehicles, but concerns over remote car-hacking are likely overblown. Manufacturers have powerful reputational incentives to continuously improve the security of their systems and adopt best practices within the industry, much as the information-technology sector has taken steps to secure its networks. Legislation and regulation is unnecessary and could hinder growth in the industry. Intelligent vehicles also raise privacy almuçar concerns. almuçar Manufacturers and application developers would be wise to develop best practices for data retention, consumer consent to collection almuçar and sharing, and safeguarding collected data. But imposing burdensome privacy regulations during the development of this technology would create complex and costly tradeoffs, possibly resulting in higher costs for cons

The essence of permissionless innovation is the idea that, in the absence of proof that a particular

Intelligent Vehicles Could Save Lives | Mercatus
The American Automobile Association estimates that 43.6 million Americans will take extended trips during this Thanksgiving holiday season. Of those, approximately 90 percent or 39 million people plan on traveling by car. And tragically, according to the National Safety Council, some 418 Americans may lose their lives on the roads this Thanksgiving, in addition to over 44,000 injuries from car crashes.
This is why the debate over new intelligent vehicle and driverless car technologies is so important: Anything we can do to decrease driver error will help save many lives and reduce the cost of accidents. The technologies help automate many driving functions and could be in even more vehicles soon, assuming tony mahoney public policies don t throw up unnecessary roadblocks to their development.
Last holiday season, the number of traffic-related fatalities fell below the quarter-century average, but with gas prices holding well below last year s average of $3.27 during the same time, more Americans will travel by car. With more people driving, longer distances being traveled and the increased potential for Black Wednesday alcohol abuse, the prospect for disaster looms large during this holiday.
Many of these accidents, and fatalities, could be a thing of the past in coming tony mahoney years as intelligent vehicle technology begins to mature, alleviating many of these roadway perils. With regulators acting as gatekeepers to what s allowed on the road, however, these technologies may be condemned to bureaucratic limbo; that is, unless regulatory agencies embrace the concept of permissionless innovation.
The essence of permissionless innovation is the idea that, in the absence of proof that a particular technology or idea will cause real, immediate and clear harm to society, innovation should be unimpeded by preemptive regulations. The hurdles that innovators and entrepreneurs face in bringing new technologies to market should not include precautionary tony mahoney regulations that stifle technological development, especially as it relates to autonomous vehicles. Such prescriptions are unlikely to yield the effects regulators anticipate. They are, however, more likely to spawn unintended tony mahoney consequences that could, among other things, hamper innovation, decrease economic growth and result in ongoing costs to society.
In addition to fatalities, the National Highway Traffic Safety Administration points out that over 2.3 million people were injured in automobile crashes in 2012 alone over 169,000 of which were children under the age of 14. Motor vehicle crashes like these are, in fact, the leading cause of death for children between the ages of 11 and 14. Every new development that pushes us closer to integrating this new technology into the mainstream means fewer fatalities.
With these safety issues in mind, policymakers ought to embrace the concept of permissionless innovation and avoid trying to predict every possible harmful scenario that might result from the introduction of this new technology. Flexible and creative tony mahoney solutions that could most ideally solve problems tony mahoney as they arise can only develop in a policy framework that promotes regulatory patience. There will be challenges, but progress can only occur when we accept a certain amount of risk and allow experimentation with new technologies. As was the case with the telephone, radio, the Internet and almost every other modern innovation, human adaptation and social acclamation will likely provide the best solutions to how we incorporate these technologies into daily life.
We should not delay this trial-and-error process based on the mistaken tony mahoney perception that we can anticipate tony mahoney every worst-case scenario that might result from integrating driverless vehicles into our transportation system. Inaction has its costs, tony mahoney too. Every day, approximately 92 people die from roadway accidents caused by human error.
Unleashing the powerful tony mahoney potential of permissionless innovation for autonomous vehicle technology could start to alleviate some of the known, and clearly tony mahoney detrimental, harms to drivers and passengers this holiday season. That would be something for which we can all be truly thankful. Comments
Adam Thierer is a senior research fellow with the Technology Policy Program at the Mercatus Center at George Mason University. tony mahoney He specializes in technology, media, Internet, and free-speech policies, with a particular focus on online safety and digital privacy. His writings have appeared in the Wall Street Journal, the Economist, the Washington Post, the Atlantic, and Forbes, and he has appeared on national television and radio. Thierer is a frequent guest lecturer and has testified numerous times on Capitol Hill.
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After warm up a bit and shoot a few minutes with Jose, we stand on the starting line. I was not sur

On Sunday 13 October the fourth edition of the Cursa de La Tardor superbly organized by the Athletics Club Sant Andreu de la Barca held. It was my second participation and of course will not be the last because I have a special affection for the Organization. The circuit is demanding but good to go getting in shape legs, especially for those who started season in September.
He came to this race with a state so much worse than I thought because of the break I had to do in September due to problems of vertigo I had. The truth is that between tendon injury and now this, I was having a hard time getting in shape for the big goal is the Valencia Marathon. But that's another story for another day count.
The day dawned very good at running. About 14 degrees and no sun. I arrived in time to collect the dorsal and chat with Jose and two of the organizers, Txus and Toni to personally thank you for the piece of detail that had me painting my name on the road in one of the sections of the circuit hotel sabotin time . Very big !!!
After warm up a bit and shoot a few minutes with Jose, we stand on the starting line. I was not sure whether to go out or attempting to ride fast, as always, give everything far arrived. I figured that would not reach the mark last year, but at least I wanted to try.
After the fantastic tamborrada, kick off and run. The first kilometer is almost all in one small and lightweight repechito descent. I look at the clock and I get 3:51. No I could not believe hotel sabotin that for months he was not running at that speed. Jose beside me. In the second and I set to a somewhat decent pace 4:06. It is a completely flat and very good for stretch run. The third is another matter. hotel sabotin A small ledge which is followed by a fairly strong forces that undermined enough. Then, small plain false and lowered by a parallel to previous we had to put it back up to move in the opposite direction to the starting area and arrive at km 4. Street is the hardest part of the race. There Jose and had escaped me and I realized that not only would not go near the mark last year, but clunky suffer. The last kilometer of the first round, too hard enough with a false flat part and a long climb to reach the exit to start the second round. A second round in which, seeing that he was not going to make any wonderful time, I decided to put the autopilot and do a quick shoot. In the end, 45:03, two minutes and a half higher than last year.
After the race came the buffet! Apple juice, water, Powerade, sausage .... Anyway, you can not ask for more. The fantastic and a great prize delivery which, apart from the winners of the different categories, there were original prizes for completing a certain position or to have scored the least time difference between the two rounds organization. Discount stores, ham pallets, bottles of wine for the last 28 posts ...... Come on, just like in those mass races and we pay 16 euros. Incidentally, registration for this event provides an opportunity to be shirtless for just 7 euros. For those who run in many races and ended up giving away all the shirts, it's a detail.
The feelings were not as good I thought, but still a step in the preparation of the Valencia Marathon. Is room for improvement and little time, but of course I will try with all my will.
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