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By | General Posts

RPM Act reintroduced in U.S. Senate

Tell Congress to support your right to race!

The Recognizing the Protection of Motorsports Act (RPM Act, S. 2602) was reintroduced in the Senate by Sens. Richard Burr (R-N.C.) and Joe Manchin (D-W.Va.). The bi-partisan RPM Act would ensure that converting motor vehicles into competition-only vehicles remains legal. Street motorcycles are considered motor vehicles under the federal Clean Air Act.

The RPM Act states that it was the clear intent of Congress when passing and amending the Clean Air Act that motor vehicles, including motorcycles, used solely for competition would be exempt from the Clean Air Act’s prohibitions against modifying emission control devices.

The American Motorcyclist Association supports the bill and its protections for amateur and professional racing enthusiasts.

Tell your senators you support S. 2602. Send a prewritten email by using the convenient AMA by following the Take Action link:
Take Action


By | General Posts


HEY BANDIT, here is the information on the 48-type dive bar in Long Beach.


Bar(48Lic) – Price $325,000 – Long Beach



Revenue:       $525,000 Plus


Price:              $325,000

Profit:              $175,000


Size:               1,500 SQFT


Rent:              $1,200 month (9 years left on lease)



About this business


Situated in Long Beach California, this bar is a type 48 bar and very profitable. Very low rent with 9 years left on the lease.


To learn more must sign NDA and have proof of funds to get details.


For more information contact brokers below.

Best Regards,

Conrad Partida
Business Broker | DRE: 01996447
Mobile Number (310) 365-6676


By | General Posts

Buckle up and get comfortable. This will be a bit of a journey.

We recently became aware of a fascinating thread on the ITE (Institute of Transportation Engineers) Member Forum titled, “A ‘War on Cars’? Let there be Peace!” Access to the Forum is restricted, but we were able to capture much of the debate and share it with you below.

The original post is from a die-hard Vision Zero proponent. Don’t let it deter you from reading on; it is the stage-setter for an interesting discussion that provides us with a glimpse at the thinking of true VZ believers as well as solid counterarguments by others from the same engineering community. Both viewpoints are valuable to us as we continue the fight against policies designed to restrict drivers and driving freedoms in favor of lesser — much lesser — used modes of transportation such as walking and bicycling.
Post #1
If you are involved in multi-modal transportation planning or transportation demand management programs, you may have been accused of waging a “war on cars.” The following column, posted on the Planetizen website, critically evaluates these claims.

There is no “war on cars.” Everybody, including motorists, benefit from a more diverse and efficient transportation system. Let there be peace!

Key Conclusions:

  • What critics call a war is simply more multi-modal planning that improves transport options and incentives for travelers to use the most efficient mode for each trip.
  • Current demographic and economic trends are increasing demand for non-auto travel. Multi-modal planning responds to these consumer demands and community needs.
  • In most communities, walking, bicycling, and public transit receive less than their fair share of road space and funding.
  • Motor vehicle user fees only finance about half of total roadway costs. Local roads and most parking facilities are financed through general taxes and subsidies that residents pay regardless of how they travel, so households that drive less than average tend to subsidize the automobile facility costs of their neighbors who drive more than average.
  • Credible research indicates that pedestrian and bicycle improvements increase use of these modes and reduce total traffic crashes, including risks to motorists.
  • Bicycle facility improvements allow but do not require people to bicycle. Motorists also benefit form multi-modal planning, which reduces their congestion delays, accident risks, and chauffeuring burdens.
  • Current policies result in huge parking subsidies, totaling thousands of dollars annually per motor vehicle. This is perverse: It forces many lower-income people to subsidize the parking costs of affluent motorists and encourages dangerous driving. Parking mandates are a fertility drug for cars.
  • Multi-modal planning tends to increase our freedom and opportunities overall.
  • Multi-modal planning creates healthier, happier, “free range” children, and reduces parents’ chauffeuring burdens.
  • Excessive parking requirements encourage drunk driving and discourage development of neighborhood restaurants, bars, and pubs.
  • No, traffic engineers are not conspiring to delay traffic.
  • Much criticism of multi-modal planning and complete streets is inaccurate, exaggerated or unfair. Abundant research indicates that they make communities overall safer, healthier, more affordable and inclusive, less polluting and more economically successful than automobile-dependent planning.
  • Bicyclists are not all irresponsible scofflaws. They tend to violate traffic laws at about the same rate as motorists.

I hope this information is useful to transportation professionals facing inaccurate, exaggerated or unfair criticism.

Post #2
Great column! I appreciate the directness [with which] you address each claim. I support your argument that automobile travel is subsidized by other modal travel because of its high costs, perverse incentives, outsized externalities, and insufficient use fees. I’ve already share the article with several people.

One comment, and maybe you were strategically treading lightly in light of recent Vision Zero discussion, I would expand the traffic violence aspect of automobile dependency. According to the World Health Organization, road traffic deaths and injuries are the 8th leading cause of death for people of all ages, and the leading cause of death for children and young adults 5-29 years of age. Traffic violence, like pollution and sprawl, is a characteristic of automobile use that proponents of automobiles would rather ignore. Multi-modal transportation is integral to giving people safety and the freedom of choice in their mobility in order to participate in society.

Post #3
I’m not sure we want to put wind behind the sails of this traffic violence spin. It is spin and it is intended to provoke a response, so my response is that using the term violence is loaded and in some way assumes intent. War, crime, etc., are examples. Violence: “behavior involving physical force intended to hurt, damage, or kill someone or something.” Any legal expert will tell you that intent is one of the hardest things to prove so do we really want to go throwing around the term “traffic violence?” I hope you and others will give it further consideration and/or help me understand how you think using such spin will be helpful to transportation betterment.

Post #4
Violence is a noun that absolutely implies intent…and if you choose to modify the noun violence with traffic as the adjective, you and others are absolutely choosing to use these words to elicit a desired response.

Some note that, “The truth is that even though traffic violence is usually unintentional, it is preventable.” This is a patently false statement. How would you prevent a drunk driver from barreling through a red light or driving off the road and hurting himself or others, or how would you prevent someone from having a catastrophic stroke while driving and wiping out a poor pedestrian on a wheelchair on a sidewalk? How would you prevent drunk or inattentive pedestrians from running into the street or otherwise crossing where they aren’t expected, such as between parked cars, and being struck?

These are only a handful of the accidents I have reviewed in an effort to evaluate what I can do as a professional in the transportation field to improve safety for citizens. Are these “traffic violence” incidents preventable…perhaps arguably so…but not by anything you or I can design or influence, short of removing the car, motorcycle/vehicle from the equation. Hence the perception of the “war on cars.”

I do not wish to steer this discussion away from the topic, but those who think they can legislate, mandate, or design away all the inherent danger from any activity we do on a day-to-day basis, let alone activities that mix pedestrians, bicyclists or any other infrastructure/roadway users with moving vehicles are fooling themselves, and worse misleading the public. There is no room for that in our industry, and I, for one, don’t want to live in the kind of sterile world that would be required to achieve what you espouse.


There are too many valuable perspectives in the ITE Member Forum thread to fit into one newsletter, so if you got a bit riled after these first few posts, be sure to look for Transportation Engineers Debate Vision Zero, Part 2 next week to further bolster your faith in the traffic engineering community.

Join the NMA: National Motorists Association

Vision Zero means Zero Freedoms

Beyond the above, these vision Zero statements miss the point entirely. The real need is infrastructure for a growing population. This includes not just fixing roads and bridges, but building additional roads, two-tiered roads, additional lanes for more cars and a growing population. We should take a pro-active stance for making the population more comfortable while driving, having more fun and more able to travel. The other side seems anxious to attack, ban and regulate everything. They are missing the point.



By | General Posts

Your Motorcycle Riders Foundation team in Washington, D.C. is pleased to provide our members with the latest information and updates on issues that impact the freedom and safety of American street motorcyclists. Count on your MRF to keep you informed about a range of matters that are critical to the advancement of motorcycling and its associated lifestyle. Published weekly when the U.S. Congress is in session.

Motorcycle fatalities decline by 4.7% in 2018

Earlier this week, the National Highway Traffic Safety Administration (NHTSA) released the 2018 motor vehicle fatality report.  For the second year in a row, less people lost their lives on the roads across the country.  As you can see in the chart below, motorcycle fatalities declined in 4.7% from 2017 to 2018 while overall motor vehicle crashed were reduced by 2.4% while vehicle miles traveled (VMT) also increased.

Does that mean motorcyclists are doing better than the other motor vehicles on the road?  Unfortunately, we still represented 14% of traffic fatalities in 2018 according to the Fatality Analysis Reporting System (FARS) data, “New vehicles are safer than older ones, and when crashes occur, more new vehicles are equipped with advanced technologies that prevent or reduce the severity of crashes,” NHTSA Acting Administrator James Owens said in the statement. 

During the August recess, the Motorcycle Riders Foundation partnered with Harley Davidson (H-D) and the American Motorcyclist Association (AMA) to send a joint letter outlining the priorities of the motorcycle lobbying community for any future autonomous vehicle (AV) legislation to both the minority and majority staff of the House Energy and Commerce Committee and the Senate Committee on Commerce, Science, and Transportation.  This week, the MRF, H-D and the AMA was invited to meet to further discuss the concerns and priorities of motorcyclists for any AV legislation. As you may remember during the 115th Congress, the House and Senate took two different approaches writing legislation and neither of those bills were signed into law. While the House and Senate committees are in the infancy stages of writing legislation, we are encouraged by the bicameral effort on future legislation and remain optimistic that both chambers can introduce the same legislation. The AV working group of congressional staffers spearheading this effort do not have any real time line when we may see any draft legislation out of their committees as they are still bringing in the over 100 stakeholder groups that submitted their AV priorities at the end of summer.  As always, we will keep our ear to the ground and continue to engage the appropriate congressional staff as they continue through the process to draft this necessary and comprehensive legislation to help keep not only motorcyclists but all motorists safe on our roads.

You can read our specific recommendations from the August letter below:

Rulemaking – Set new standards specific to seeing, detecting and properly reacting to motorcycles;

Testing – Ensure motorcycles are part of all testing and development procedures;

Advisory committees – Public user advisory committees should include a representative from the motorcycle community and a motorcycle manufacturer;

You can read the full NHTSA 2018 Fatality Report, 2018 Crash Stats.pdf

MRF attends bicameral Autonomous Vehicle Legislation Meeting

Consumer education – Require a public, easily accessible and searchable database where consumers can look up important safety information such as the limitations and capabilities of different products offered by AV manufacturers or service providers, as well as clarifications for marketing terms such as auto pilot, super cruise, etc. For example, the database should inform consumers what each relevant automakers’ systems Auto Pilot can and cannot do in terms of the driving task;

Safety Evaluation Reports – AV manufacturers must be required to detail and make public how their vehicles identify motorcycles among other road users. Manufacturers must also include human error analysis in safety reports; and

Crash data/reporting – AV manufacturers must report incidents between AVs and motorcycles just as they would incidents between AVs and other road users. Manufacturers must also include human error analysis in crash data and reporting.

Southbound and Down to the 2019 Mid-South M.I.L.E. conference

I’m off to Shreveport, Louisiana for the 28th Annual Mid-South M.I.L.E. (Motorcyclists Improving Legislative Effectiveness) to speak to the attendees from Arkansas, Kansas, Louisiana, Missouri, Oklahoma and Texas. If you were at MOTM 2019, you probably heard “Brick” Lindsey with ABATE of Louisiana plug that they were having bacon wrapped alligator at the event and I eagerly await to report back to you next week about my first alligator experience.

Standing Update:

We are currently at 108 cosponsors from 38 states and one territory for H. Res 255, the motorcycle profiling resolution. An additional 8 new cosponsors have joined since our last update including our first member from Virginia and Indiana. The map below shows which states have at least one lawmaker signed on as a cosponsor.   Is your state not filled in yet?  Check with the D.C.  team about how we can work together to secure cosponsors from your state.

Click HERE to see if your member has signed on to H. Res 255.



Ride Free,


About Motorcycle Riders Foundation
The Motorcycle Riders Foundation (MRF) provides leadership at the federal level for states’ motorcyclists’ rights organizations as well as motorcycle clubs and individual riders. The MRF is chiefly concerned with issues at the national and international levels that impact the freedom and safety of American street motorcyclists


By | General Posts


I’ve known Michael Hupy for over 30 years. All that time he has supported motorcyclists’ rights and clubs in his area. He’s reaching out for Cancer Research.–Bandit

As a longtime supporter of the American Cancer Society, I have seen and acknowledged the need for funding cancer

research for the development of a cure.


But, beyond research, there’s another unforeseen roadblock that many cancer patients face – a lack of transportation to

treatment. This causes patients to delay necessary medical care and put their health at risk.

Today, I’m asking you to join me in participating in Drive 1000, which is raising funds to provide 1000 much-needed rides for local cancer patients.

This will only be possible if we as a community #giveback.


To jump-start the Drive 1000 campaign, I’m donating $5,000.

Together, let’s raise the additional $20,000 – because even the best treatment won’t work if a cancer patient can’t get there.

Please join us by donating to Drive 1000 here today:



I  will also sponsor the American Cancer Society’s Champions of Hope Gala again on Friday, November 8, 2019.

You can learn more about this event here:…/-champions-of-hope-gala-raises-100-0…




–Michael F. Hupy​


Hupy and Abraham s.c.

(414) 223-4800

111 E Kilbourn Avenue, Suite 1100

Milwaukee, WI 53202


NMA Wrap Up of Legislative Activity, 3rd Quarter 2019

By | General Posts
July, August, and September were not nearly as active in resolving NMA-tracked legislation as in the second quarter, but October began with some very important events that will have positive ramifications for motorists well into the future.

Let’s start with the final disposition of bills in the third quarter:

Bills Opposed by the NMA that Failed or were Withdrawn (3)

Oregon Senate Bill 7

Lowers the existing legal limit for blood alcohol content from 0.08 to 0.05 when defining impaired driving (Utah remains the only state with a 0.05 BAC limit; all others are at 0.08 — for now)

Oregon Senate Bill 397

Allows DOT to lower designated speed on state highways outside of city limits without engineering and traffic investigation

Oregon Senate Bill 559

Expands authority to operate fixed photo radar systems in high crash corridors to all cities

Bills Opposed by the NMA that Passed (3)

Hawaii House Bill 757

Requires the Department of Transportation and the county transportation departments to adopt a Vision Zero policy

Illinois House Bill 331

Creates the Expressway Safety Act (by increasing the number of speed cameras on Cook County roads)

North Carolina Senate Bill 29

Move Over Law/Increase Penalties

View the NMA Bill Tracker to see active state and federal legislation of interest to motorists.

Now to the momentous events of late September and early October.

On October 5th, the NMA sponsored the inaugural “Keep L.A. Moving Conference” in Los Angeles, which included panel discussions about the future of America’s streets with leading voices around the country on transportation, economics, and safety. The conference focused on the potential impact of Vision Zero, Complete Streets, and road diets — restrictions of vehicular traffic by converting traffic lanes into little-used bicycle and scooter lanes while also implementing additional “calming” methods — to motorists and small businesses in Los Angeles and around the country.

Shelia Dunn and Gary Biller of the NMA participated. So did panelists such as:

  • Randal O’Toole, Cato Institute senior fellow, specializing in land-use and transportation issues
  • Mariya Frost, director of the Coles Center for Transportation at the Washington Policy Center
  • Thomas Rubin, public transit expert with more than 45 years of experience as a senior executive, auditor, and consultant for the industry
  • James Elliott Moore II, director of the Transportation Engineering program in the Department of Civil and Environmental Engineering at the University of Southern California
  • Wendell Cox, who served three terms on the Los Angeles County Transportation Commission under Mayor Tom Bradley
  • Lydia Grant, former Los Angeles city commissioner
  • John Russo, co-founder of Keep L.A. Moving and Keep The U.S. Moving
  • Matthew Schneider, co-founder of Keep The U.S. Moving
  • Christopher LeGras, journalist and California-licensed attorney whose coverage of transportation and infrastructure issues have appeared in The Wall Street Journal and similar publications
  • Jay Beeber, executive director (and NMA life member) of Safer Streets L.A.

Working relationships were formed, as were commitments to continue working together to halt the conversion of U.S. roads into Vision Zero “utopian” landscapes. The NMA sponsorship was well worth the investment. We’re already talking about the logistics of a second conference, perhaps in New York City where Mayor De Blasio and others have a special zeal for curtailing car traffic by imposing congestion pricing on top of reducing the number of travel lanes. All at the taxpayer cost of a budgeted $1.5 billion over ten years. The city is creating more traffic congestion and then implementing a scheme to profit from it. Nothing wrong with that, right?

After the conference, Beeber and Biller spent three days at the Sacramento Capitol Building calling on the legislative staffs of lawmakers who are members of the state Assembly and Senate transportation committees. Meetings were also held with advisers of the governor and speaker of the assembly. This was advance work against an anticipated bill to be introduced early next year that would abolish the statutory 85th percentile requirement for enforcing posted speed limits, a move that would allow cities to set their own arbitrarily low (and inconsistent) speed limits. It is anticipated that the bill will also enable municipalities to add speed cameras — currently prohibited in CA — to enforce the low speed limits.

A similar bill failed in an earlier session, but there is renewed vigor to try again. The reception to our message about the proven benefits of adhering to the 85th percentile speed limit rule, which was codified by the California legislature many years ago to protect drivers against predatory speed traps, was excellent. The real lobbying work, however, will begin when the anticipated bill is introduced in 2020.

Shortly after the Sacramento meetings, California Governor Newsom vetoed a statewide Complete Streets bill (SB 127) after both chambers had passed it. The bicyclist and pedestrian lobbies are howling mad, and their efforts to have government prioritize those modes of transportation over driving will no doubt intensify, making the battle to save traffic engineering protections, like the 85th percentile speed limit standard, even more difficult.

Finally, a set of objections filed by the NMA and others to the Institute of Transportation Engineers (ITE) regarding its draft of a recommended practice (RP) for the determination of yellow-light and red-clearance intervals culminated in a late August appeals hearing in Washington DC. ITE RPs are rarely codified into state law, but traffic engineers far and wide consider them to be the gold standard. That is why we were adamant with our objections that the yellow interval determination proposed in the RP for turning movements at signalized intersections violated the laws of physics and would set yellow timing levels too low. Short yellow intervals can open the door for split-second violations issued by ticket cameras.

The panel of experts hearing the appeals ruled in favor of the appellants and suggested the committee overhaul the RP accordingly. In addition to Joe Bahen, who appeared at the hearing on behalf of the NMA, appellants included Mats Järlström, Jay Beeber, and Brian Ceccarelli, all who made compelling technical arguments. The NMA and NMA Foundation supported the appearances of Järlström and Beeber with travel expense grants from the west coast. It was a group effort, one that protects drivers from potential predatory photo enforcement.

2020 is shaping up to be a critical year for motorists, as much (if not more so) than most in recent memory. The continuing push in California, and across the country, to enact Vision Zero/Complete Streets policies is designed to restrict and penalize driving. The NMA and NMA Foundation remain actively engaged in protecting the rights of the motoring public.

Join the NMA Today!

Support the NMA and the NMA Foundation

Subscribe to Driving News Daily

Start a Discussion on the Newsletter Topic in the NMA Forum


By | General Posts

Biketoberfest 2019 Traffic & Safety Tips
DBPD motors badge 488 x 450
Biketoberfest 2019 – the 27th annual edition of the fall motorcycle rally in the Daytona Beach area – begins October 17th (Thursday) and continues until October 20th (Sunday).

To ensure a safe environment where residents and visitors can move with a minimum of traffic issues, please make a special note of the following:

Those wishing to enter or leave beachside are encouraged to use the Seabreeze/Oakridge Boulevard or International Speedway Boulevard bridges.
Excessive noise from loud pipes is prohibited by Florida law and Daytona Beach city ordinance. Violations will be enforced!
Motorcycles must have mufflers by state law and city ordinance. Violations will be enforced!
A “Motorcycles Only” pattern will be in effect for Main Street. Other vehicles will be directed elsewhere or must receive special permission to access.
Motorcyclists arriving and leaving festival areas via residential streets should proceed with extra caution due to pedestrian traffic.
Police will enforce designated residential/decal parking restrictions in specific areas, especially on beachside. Check for signage before you park!
It may be necessary to restrict traffic on the Main Street Bridge during peak event times to facilitate movement of emergency vehicles.
We are anticipating around 125,000 visitors to the area during this year’s rally. Most of them will be in these areas, especially at night.


Side street traffic heading north/south between Auditorium Boulevard and Harvey Street may be restricted during events on Main Street. Affected roadways will include:

Oleander Avenue
Wild Olive Street
Grandview Avenue
Hollywood Avenue
In order to ensure traffic flow, special traffic patterns may go into effect for motorcycle riders who want to access Main Street. Those are as follows:

Atlantic Avenue/State Road A1A:

NORTHBOUND: Turn left (west) on International Speedway Boulevard and then right (north) on Peninsula Drive. Please avoid trying to turn left (west) onto Main Street from Atlantic Avenue.
SOUTHBOUND: Go to the right lane. Upon reaching Main Street, you may be able to turn right (west), depending on the amount of traffic. If not, continue south and turn right (west) on International Speedway Boulevard, then turn right (north) on Peninsula Drive.
Peninsula Drive:

NORTHBOUND: Remain on Peninsula Drive until you get to Main Street, then turn right (east).
SOUTHBOUND: Turn left (east) on Oakridge Boulevard to Atlantic Avenue, then turn right (south) and head to Main Street.

There will be motorcycle-only parking on selected areas of North Beach Street. These areas will be clearly marked by signage.

Expect heavy traffic around Indian Motorcycle Company (290 North Beach Street).


Eventgoers can use any of the major roadways intersecting with MMB.

Public parking areas may be restricted to assist with pedestrian safety and vehicle movement during events.

Side streets near the 800 block of MMB will be restricted and/or closed to assist with spectator safety.


We are not anticipating any major traffic concerns in this area, but minor traffic patterns may be implemented to assist with inbound and outbound traffic.

Signage will be clearly posted directing spectators to all events on Speedway property.


–from Sarge

Certified Contributor

Operation Gratitude Birthday!

By | General Posts

Dear Friend,
All year long we’re celebrating our “sweet 16” birthday…16 years of saying “thank you” to those who serve. A few months ago we invited YOU — our volunteers and supporters — to take our 16-Day RED Scarf Challenge and to knit or crochet as many RED scarves as you could in order to Remember Everyone Deployed.

In that short span of time, hundreds of you rose to the challenge and made more than 3,300 red scarves! The RED Scarf Challenge may be over, but our need to send handmade-with-love items in our care packages isn’t!

Now we need your help to put a handmade scarf or hat in every single one of our 25,000 Care Packages for deployed Service Members this holiday season.

The 3 knitters and crocheters who send us the most scarves and hats between now and Veterans Day will be recognized on social media and in a special letter to deployed Troops that will go in all of our Holiday Care Packages!

The rules are simple. Make as many hats and scarves as you can and send them to us by November 11th!!

If you don’t knit or crochet but would like to put your crafting talents to work, please visit our Handmade With Love and Paracord Bracelet pages to find other ways you can participate and thank those who serve.

With your help, all of our deployed troops will feel the extraordinary warmth, care, and appreciation of the American people this holiday season.


Kelly South
Handmade with Love Program Director
Operation Gratitude
“Americans need opportunities to show their gratitude, and we pledge to create them.”

HARLEY Resumes LiveWire Production

By | General Posts

Says Charging Problem Was Confined To Just One Bike

TAHUAHUA: The Debilitating Pessimism Of Climate Change Alarmists

By | General Posts

Indian John 2003


By  Katie Tahuahua
“Save the Planet, Eat the Children,” reads a T-shirt at a congresswoman’s townhall. Meanwhile, a teenager skipping school and in obvious emotional distress makes the Nobel Peace Prize shortlist for berating world leaders about a supposedly looming mass extinction.
The most privileged generation in human history — enjoying the longest, healthiest, wealthiest, and most comfortable lives men and women have ever lived — thinks the world is collapsing around us.

What a time to be alive — literally.

By nearly every measurement, from child mortality and life expectancy to poverty and education, quality of life around the globe is better than it’s ever been. In much of the world, subsistence living is a thing of the past and humanity is flourishing — especially those with ready access to electricity.

The Industrial Revolution, when an unprecedented boom of technological innovation transformed agrarian America into the nation we know today, wasn’t just a time of economic change and scientific progress. It propelled humanity to the most prosperous time in our history.

Once a rare treasure, electricity now powers everything we touch. It provides the essentials like clean running water and warmth in the winter and the luxuries like Instagram and Amazon Prime. It powers the institutions we depend on: Our banks, law enforcement agencies, doctor’s offices, farms, plants, stores, and schools. Similarly, affordable and dependable cars allow us to travel freely, farther, and more often than our ancestors could have fathomed, giving us the ability to do business over long distances and travel for mere pleasure.


Not everyone in the world enjoys these benefits. Nearly a billion people still don’t have access to electricity or any of the benefits that come along with it. These are communities where medieval-sounding diseases like cholera and dysentery still reign — where life expectancies lag 20 to 30 years behind those of the developed West.

Lest we think this fate is reserved for the third world, Venezuela represents a cautionary tale on the consequences of losing the precious resource that is electricity. In March, a week-long blackout in Venezuela left more than 40 people dead because hospitals couldn’t provide basic medical care, including routine procedures like dialysis. Even now, electricity and critical healthcare infrastructure are spotty at Venezuelan hospitals, leading one doctor to turn pregnant patients away and send them instead to neighboring Colombia.

These are the dangers we should be worried about — real threats to human health and safety — not the overblown dangers of slightly warmer weather.

For all the environmentalist movement’s hand-wringing, you’d think our extinction was scheduled to commence tomorrow. But despite the wildly popular and equally wildly misinterpreted trope that all scientists agree the world is ending, there is no concrete evidence right now to suggest climate change will be anything but mild and manageable, or that we won’t be able to handle it.

Humans are becoming more resilient to mild changes in average temperature. Migration trends show Americans are readily moving to warmer states. Even more crucially, deaths due to climate-related natural disasters have declined by a providential 98.9%. That is thanks to our modern-day technology, which allows meteorologists to more accurately predict storm patterns and near-instant communication keeping the public better informed and prepared. It’s the reason the Great Galveston Storm of 1900 claimed more 8,000 lives, but a recent storm of similar magnitude on the Texas coast — Hurricane Harvey — killed just 68. We can and should work to improve disaster readiness, but we should do so without the fear-mongering.

Given how much society has transformed since the Industrial Revolution, the potential of future generations to spread the health and prosperity we enjoy around the world should be limitless.

Yet climate change hysteria is plaguing an entire generation with a crippling fear of the future. Not only is foisting this burden on today’s children and young adults unhealthy — it’s simply unfair to limit the younger generation’s potential to contribute to the innovations that will drive the future. Young leaders should be empowered to pursue their passions and encouraged to experiment with new solutions, just as the greatest innovators of the past have done.

We live in the healthiest, most prosperous, most resilient time in human history. It is unfortunate that climate alarmists can’t see how far we’ve come — or how bright humanity’s future can be.


Katie Tahuahua is Communications Manager for Life:Powered, a national initiative of the Texas Public Policy Foundation to inform policymakers and the public about the value of abundant, reliable and affordable energy to the human condition.