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Electric vehicle test drive FAILS
January 18, 2024
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The Great American Electric Vehicle Test Drive has now concluded – and electric vehicles have failed the test. These vehicles started with great promise, both primary and secondary. For that reason, those who took part in this Grand Test Drive, did so of their own free will. Furthermore, they were forgiving customers, willing to “trade off” any perceived inconveniences for the sake of those promises. Now those same customers – except a merciful few who lost their lives – are returning electric vehicles. The internal combustion engine (ICE) continues to reign supreme. No doubt the environmental movement will bewail this development and accuse “Big Oil” of sabotage. But they cannot deny the results of what is surely the fairest road test the electric vehicle concept could have had.

The great electric vehicle promise

Electric vehicles had one each major primary and secondary promise, which one may name for a type of gain. Any medical student on “core clinical clerkship in psychiatry” soon learns about primary and secondary gain. Primary gain is the immediate satisfaction or value a person receives, and secondary gain is any collateral satisfaction or value.

An electric vehicle was supposed to offer the primary gain of lower total cost of ownership and operation. This would result from lower costs of servicing a system with many fewer moving parts, and a lower energy budget. Energy budget is the total cost of energy added – and if a system wastes less, it needs less. So said the promise, and the theory.

Such a vehicle would also offer the secondary gain of community accolades for “doing one’s part” to “save the planet.” That particular gain depends on a narrative that holds, among other things:

  1. The supply of hydrocarbon fuels or “fossil fuels” (so named because they are supposed to derive from fossils) is finite. That which is finite, is exhaustible.

  2. Burning fossil fuels always emits certain substances that have a bad effect on the environment, human health, or both.

  3. Carbon dioxide, the most copious by-product of such burning, is in critical excess in our atmosphere, to the extent that the earth will experience runaway warming if human society does not move at once to reduce that excess. This obviously involves emitting less, and could even involve sequestering it.

Four kinds of vehicle in the Great Electric Vehicle Test Drive

By “electric vehicle” CNAV means a vehicle having only a battery to power it. So the Great Electric Vehicle Test Drive pitted electric vehicles against three other vehicle types:

  1. Conventional vehicles, having internal combustion engines only, and a battery powerful enough only to start the car,

  2. Hybrid vehicles, having slightly larger batteries that can move the car (on one or more electric motors) for short distances, and

  3. Plug-in hybrids having significantly larger batteries and a receptacle for recharging them with house current. Plug-in hybrids have very small engines good only for recharging or perhaps for providing cabin heat.

One can judge any vehicle by its efficiency – how much of the energy one puts into it, does useful work. For conventional cars, that figure is a disappointing twenty percent – or thirty-five percent for the rare conventional car with a Diesel engine. Battery-powered electric vehicles are rated at 80 to 85 percent efficiency. Hybrids achieve efficiencies midway between these two.

Why are conventional vehicles so inefficient? Part of it is that their engines are inherently inefficient machines – though Diesel engines are more efficient than gasoline engines. But conventional vehicles also typically waste energy at idle in all but (non-jammed) superhighway traffic. They also waste energy with braking.

Hybrid and battery-powered vehicles recover all the energy from idling – because they don’t idle. In addition, they carry dynamic or regenerative brakes that recharge the battery as they slow the car.

The most recent bad results

The most striking report of bad electric vehicle results comes from “Fox32 Chicago” (WFLD-TV. Channel 32, Fox Broadcasting, Chicago, Ill.). As it happened, the report came on Iowa Caucus Day. Temperatures throughout “Chicagoland” had fallen to eleven degrees Fahrenheit below zero after six inches of snow had fallen. (Zero Fahrenheit is the freezing point of saturated ammonium chloride brine – so when it drops below zero, salting won’t help!)

In Oak Brook, Illinois, according to “Fox32 Chicago,” a Tesla public charging station was taking anywhere from three hours to literally forever to recharge electric cars. Fox32 reporter Dane Placko said frankly, “Public charging stations have turned into car graveyards over the past couple of days.” One motorist’s car registered “charge zero” after two periods of three hours each. Another motorist said, “We’ve got a bunch of dead robots here.” Robots referred to the most sought-after “extra feature” of a Tesla – its autopilot system, that achieves SAE Level Two or Three autonomy.

CBS News reported similar results in Evergreen Park, Illinois. Several Tesla owners formed a queue in the early morning. But cold weather can drain a battery even when the car is not in use. That’s what happened to those hapless motorists, at least ten of whom called for tow-away service.

Tesla said they had pushed several updates to their cars’ charging systems. But the reports out of Oak Brook and Evergreen Park would indicate that those updates did not work.

Excuses, excuses

Warner Todd Huston of The Western Journal reported on one attempt to excuse these experiences. He quoted Mark Bilek of the Chicago Auto Trade Association as saying drivers needed to remember to “precondition” their batteries in such cold weather. (Ultimate source: “Fox32 Chicago.”) Preconditioning means warming the battery – not possible if the battery is totally dead.

Obviously any electric vehicle owner fortunate enough to own a house with a garage (attached or detached) has less worry. Such a person can have a qualified electrician install a clothes-dryer-rated circuit to support a Level Two charge device. That, plus keeping the door closed, solves the preconditioning issue. But that doesn’t apply in Chicago and most of its suburbs. People must park outside, in the open air. Worse, apartment complex owners everywhere have “dropped the ball” as regards electric vehicle adoption. They have failed to install anything more than a charging station or two – if that. Of course, an intersection near two or more complexes is an excellent place to locate a public charge station. But the open-air weather problem remains.

Furthermore, electric vehicle proponents cannot excuse such mishaps by pleading a rarity of cold weather. Motorists willingly “signed up,” effectively, to test these vehicles in a wide variety of real-world conditions. Cold weather is one of them. Extreme cold presents a challenge to any car – but by definition, gasoline engines can start in the cold better than Diesel engines, or batteries.

Fire hazard

Electric vehicles also have a fire hazard, and this has caused more than a few horrible deaths. Lithium-ion batteries tend to form “dendrites” that literally bridge the gap between their electrodes. That is the very definition of a short circuit and has caused explosions and fires. Cellphones have blown up in users’ hands that way, usually from overheating. But when it happens to an electric vehicle, the result is tragically fatal more often than not. Electric vehicles have caught fire and burned while in motion, or even parked.

The site Autoinsurance EZ reports that gasoline and hybrid vehicles have their fire hazards, too – and those are usually worse. Generally, batteries that suffer damage are far more likely to catch fire. Unfortunately, such damage is more likely, because the battery rides low in the chassis. When the car passes over a loose object, that presents a damage hazard.

Other failing grades

Fire, whether in transit or parked in a garage, is probably the worst that can happen. That aside, electric vehicles failed their Great Road Test for other reasons:

They have less driving range than even the heaviest conventional or hybrid vehicles (by gross vehicle weight). An EV battery stays the same weight no matter how much (or little) energy it has. Worse, such a battery degrades over time, and thus can hold less charge. Tesla and other automakers quote a range under the best road and weather conditions. Cold weather especially will drain the battery directly. And unlike an engine, which furnishes its own excess heat to keep you warm, a battery needs a heating element, or a heat pump, to serve that purpose.

An electric vehicle might have fewer service calls – but when it needs service, that can be expensive. Replacing the battery can be almost expensive as buying a new car.

Conventional vehicles very often run out of gas in a traffic jam, especially during an evacuation. Electric vehicles might make it – but if they don’t, recharging them will require a special-purpose road-service vehicle that, at present, doesn’t exist. Hybrid vehicles can last longer, and refueling them is just as easy.

Furthermore, conventional vehicles are getting more efficient! Auto Stop/Start systems will stop the engine while at idle, if the battery and cabin climate can spare that. To quote the proverb, every little bit helps.

How much energy to build or charge an electric vehicle?

Thus far almost no electric vehicle advocate addresses the energy to build one, much less to charge one. Building one requires resource extraction, plus power to run an assembly line. No one thought to develop battery-powered heavy equipment to assist in resource extraction. Elon Musk, founder of Tesla, has the grand dream of powering his factories with the sun. But he’s run into another problem: solar panels degrade, too. No one has reliably estimated whether the energy to make a solar panel equals or exceeds the energy one can get out of a solar panel.

Keeping an electric vehicle charged, even in mild weather, presents another problem. In the United States today, two areas of the country might be suitable for electric vehicle use. They are the Southeast and the Southwest. (Texas is out; the Arctic Flying Wedge will chill Texas as badly as the current cold snap is chilling Chicago.) Unfortunately, Gov. Gavin Newsom (D-Calif.) has shut down much of the generating capacity of his State. Now officials tell motorists not to recharge their cars or even operate their refrigerators or air conditioners!

It’s going to be the law!

Unfortunately, the United States – and California, the largest car market – are under an ideology that emphasizes the environment over human life, liberty and the pursuit of happiness. The Biden administration tried to push electric vehicle sales with tax credits. Of course the automakers hiked prices even more than the tax credit. Also in 2022, California announced its intention to forbid the sale of any gasoline-powered vehicles, including hybrids, by 2035.

Then-Gov. Ralph Northam (D-Va.) pushed through a law to mirror California’s ban. His successor, Republican Glenn Youngkin, has vowed to negate that. But New York State will follow California’s lead.

Federal subsidies involve more than tax credits for individual purchases. They include $900 million to build government charging stations, and $1 billion to build electric school buses. More recently they include $12 billion for retooling factories to build electric vehicles. All this is part of a larger package of subsidies for “green energy.” By one estimate this will cost more, in inflation-adjusted dollars, than Franklin D. Roosevelt’s make-work programs during the Great Depression. By another, electric vehicle owners would have to pay the equivalent of $17.33 per gallon if they had to shoulder the full burden their cars impose on the economy. This includes Corporate Average Fuel Economy and Green-House Gas credits, extra generating capacity, fuel taxes they don’t pay, and more wear-and-tear on the roads by reason of an electric vehicle’s greater weight.

The people talk back!

Now the general public is reacting, and were reacting even before the Chicago Deep Freeze episode. The next wave of motorists aren’t buying electric vehicles as fast as the first wave did. (And some people are even bringing them back!) Lack of charging stations turned out to be the weak link, as guest contributor John Murawski predicted. Even in communist China, electric vehicles are gathering dust in used-car lots – or turning into expensive planters in junk yards.

President Biden talked about electrifying the White House vehicle fleet. Someone pointed out to him that an electric version of the Presidential armored limousine (“The Beast”) would need an even more massive battery. (Which brings up another range problem: the heavier the car, the less the range. A bigger battery would weigh significantly more. Someone needs to develop an Electric Vehicle Equation, a counterpart to Konstantin Tsiolkovsky’s Rocket Equation!)

Mark P. Mills yesterday quoted the International Energy Agency as admitting a key weakness in any proposal to electrify the world’s vehicle fleets. Substituting electric vehicles for half the cars on the road today would reduce oil use by a mere ten percent. The vaunted efficiencies simply do not exist.

All this will no doubt become an election issue in the 2024 campaign. President Donald Trump was talking about electric vehicles and their problems last fall. The leftists who mocked him, should repeat their jibes to those Chicago motorists. And to anyone else who won’t buy an electric vehicle today.

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Extinctionism – what is it, and who actively propounds it?

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SpaceX, Starship, and what might have been

Earlier this week, the Space Exploration Company conducted yet another test-to-failure of its current signature development project, Starship. SpaceX expected to lose both stages of this two-stage rocket ship, but not so fast, and not this way. Specifically, the booster blew up, and the “ship” (second stage) burned up. Does that spell doom for Starship? Sorry to disappoint Elon Musk’s detractors, but no. Tests-to-failure are the only way to find out for certain what can go wrong, especially with a new rocket ship. But had SpaceX run its development project differently, they would be in a much better financial position. They would also be further along in overall development than they are today. They could even be helping the official American space program in ways they never gave themselves a chance to imagine.

What is Starship, and what does SpaceX want to accomplish?

Starship is, or SpaceX wants it to be, the heaviest space liner and space freighter ever built. Indeed it would be the first rocket ship to carry passengers or freight on a scale comparable to commercial aviation. Or military airlift, for that matter – because the U.S. military wants to use it to move troops and equipment halfway around the globe, before an enemy would even know what’s happening.

There’s just one catch: Starship isn’t ready, and won’t be ready for years yet. The reason it’s not ready is that SpaceX, under the obsessive-compulsive leadership of founder Elon Musk, is following a single track. That company wants a fully reusable rocket that its shipyards (now incorporated as an independent city!) can turn out orders of magnitude faster than Boeing or Airbus can turn out airliners and air freighters. But first they must make their rocket reusable. The booster they lost in the last test was on its second flight. But they haven’t achieved that with the second stage.

Why is SpaceX so obsessed and compelled with reuse, mass production, and rapid “cadence” (how often they launch their rockets)? Because Elon Musk has one dream above all, and is impatient to realize it. He wants to build a self-sustaining city on the planet Mars – not as a mining colony but as a second home for humanity. That project will require thousands of Starships carrying crew, equipment – and rocket fuel, for he wants to refuel in space.

The problem with the Starship program

SpaceX has a fundamental problem it didn’t always have. When they developed their current “workhorse” rockets – Falcon Nine and Falcon Heavy – they did offer “intermediate” services as soon as they could. Falcon Nine reuses its booster but not its second stage; Falcon Heavy has three boosters and can reuse at least two, if not all three. Falcon Nine especially has taken “market share” from nearly ever other rocket ship built. Its reusable booster lets it launch payloads at less than half the cost of its competitors.

Falcon Heavy was supposed to be retired by now; Musk hoped that Starship would take its place. But Musk knows he cannot even entrust his own payloads – Starlink® satellites – to Starship. In racing to make Starship re-usable, he has left it un-usable for any useful work! The perfect, in short, has become the enemy of the good.

The YouTube influencer “Everyday Astronaut,” in covering Integrated Flight Test Nine (the latest), pointed this out. Why, he asked, didn’t SpaceX develop an intermediate version of Starship that would reuse the booster but not the ship? They could have been putting his new, heavier Starlink® satellites into orbit by now, on a grand scale. They could also be lifting other, more ambitious payloads – modules for the VAST company’s new Haven space station. (Starship is more than twice as wide as a Haven module, even today.)

But even “Everyday Astronaut” didn’t think of everything.

What SpaceX should have done with the concept

SpaceX is, of course, running its own space program. Advantage: the company has its own goals and can pursue them, independently of often fickle government agencies. (Any organization whose headship changes hands once every eight years – or even four – is necessarily fickle.) Disadvantage: SpaceX takes on the onus of making a long-range plan, and making that plan adaptable. This they haven’t done. A vague vision of a city on Mars is not a long-term plan.

They have the bare outlines of a mission profile: lift a ship into orbit, refuel it, and send it to Mars. But even SpaceX admits that refueling a single ship for a Mars transit and landing will require ten launches of orbital “tankers.” They need “tankers” because they never thought to build a refueling station in orbit.

But consider an intermediate version of Starship with a second stage designed to carry payload but not return to Earth. Why not equip that stage with fuel and thrusters to steer it once it’s in orbit? Then the first such stage enters orbit, drops its payload, and stays in orbit. The next such stage will catch up to it and latch onto it, forming another, larger object. Other second stages do the same – creating a cluster of shells, already in orbit, waiting for the next step.

What next?

If experience with Falcon Nine and Heavy are any guide, SpaceX could launch over 200 of these second stages into orbit within five years. In that time, they would perfect the booster, which is much more valuable, with all its 33 rocket engines. More importantly, among the payloads would be the modules for a first-generation Haven space station. (VAST might even have made it larger, to fit more snugly inside a Starship second stage.)

Now the value of cooperation and collaboration becomes apparent. That new space station – or a second like it – would be the ideal construction shack for turning those 200 second stages into several much larger stations. Shipfitters could unfasten the engines and fit out those massive shells with new, interconnecting interiors. Then, after a few more heavy-lift missions, they could mount a number of ships on a giant wheel, which would spin for gravity. The wheel’s hub would provide docking, loading, and unloading services – or microgravity laboratories or factories.

Now SpaceX would have a complex, or a fleet, of stations providing Earth-normal gravity and workspace. At least one would become a scrapyard to turn millions of “space junk” objects into ballast, counterweights, or reusable metal. The rest would become a shipyard in space, to offer repair of existing satellites, or support further development of a reusable second stage.

Looking further ahead

The best immediate use of Starship with a reusable second stage would be as a suborbital space liner or freighter. Almost as important would be ferrying of passengers and freight – including fuels – into low Earth orbit. A proper space program needs permanent stations in low (or medium) Earth orbit and geostationary or geosynchronous orbit (GEO). Dedicated ships, deriving their design from the Starship second stage, would ferry passengers and freight to and from GEO, and deploy satellites at various orbital levels. Equally dedicated ships would clean up the “space junk” in a big operation to remove an ever-present hazard. An LEO or MEO station would be the perfect base for “orbital traffic control.” This function would protect cargo – and lives – in addition to keeping “space junk” to a minimum.

The next important program would be one for asteroid deflection and capture. Already NASA is tracking an asteroid longer than the Eiffel Tower is tall – Apophis. This rock will pass very close to Earth in 2029. Worse, Apophis will disappear in the Sun’s glare – and might come out of it to hit New York, or London! Had SpaceX followed this proposed program, President Trump’s vaunted Space Force would already have a base ready to divert Apophis.

Obviously the first reusable second stages could bring back those spare engines, removed from the original second stages, for refurbishment and reuse in new “ships.” Thus, out of sheer practicality, almost nothing need be lost.

The real Mars colony wagon

If SpaceX, or NASA, or a NASA/ESA/JAXA coalition, still wants to build a city on Mars, then it needs a better plan than anything anyone has suggested thus far. Sending thousands of Starships on Hohmann minimum-energy orbital transits to Mars will not accomplish the goal. Even as large a heavy lifter as Starship is not and can never be a space-borne Conestoga wagon. True, the late Wernher von Braun proposed a “wagon train to Mars” (and famously couched his proposal as a novel). But the correct metaphor for colonizing Mars is not the settlement of the American West, but the first Voyages of Discovery by Erik the Red, his son Leif, Cristoforo Colombo (Christopher Columbus), Giovanni Caboto (John Cabot), Amerigo Vespucci, and the incomparable Fernão de Magalhães (Ferdinand Magellan).

So SpaceX should be collaborating with NASA to design a space-to-space colony wagon with nuclear thermal engines. Then they should build not only one, but a fleet of three, or preferably five. (Magellan started with five ships, of which one survived to return to Spain.) These ships would carry nuclear power plants, to power not only the new engines but also electromagnetic radiation shields. A space-to-space ship never lands, so those ships would carry Starships to serve as landing craft.

That Martian city would serve the new asteroid mining industry, plus a metallurgy industry to rival Pittsburgh. So Elon Musk’s dream would take shape – but the colonists would be there to work.

What can SpaceX do now?

SpaceX might seem to have wasted a prodigious amount of time, by not developing a heavy-lift capability along these lines. But if it starts now, then better late than never. Apophis is still on its way, and even if it doesn’t hit Earth in 2029, it could set up a collision for 2068. Nor is Apophis the only “near Earth asteroid” on record, by any means.

The Starship second stage is already at a point where it can achieve orbit and stay in orbit. Even if it can’t return to Earth, it could start carrying true payloads any time SpaceX wishes. The development program outlined here probably can’t divert Apophis by 2029 but could almost certainly divert it by 2032. Beyond that, it could lead to replacement space stations far sooner than currently envisioned – and cleaning up the “space junk” before it brings down every satellite in a cascade of collisions called the Kessler Syndrome. Along the way, the project could yield enough revenue to make it self-financing.

But without this kind of project, the perfect remains the enemy of the good. Now that Elon Musk has left his “Department of Government Efficiency” in other hands, and resumed full-time leadership of his companies, he has time to think about improving the image of SpaceX, while enabling it to do many more useful things.

Link to:

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https://cnav.news/2025/06/01/editorial/talk/spacex-starship-what-might/

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Article on Apophis by NASA:

https://science.nasa.gov/solar-system/asteroids/apophis/



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Tariffs, trade, and hard truth

Last week, a libertarian, constitutionalist, and apparent Christian preterist submitted to CNAV one of the more thoughtful objections to President Donald Trump’s policies on tariffs and trade. Objections from Democrats and their allies don’t count. After all, Democrats favored tariffs back when the Bush Dynasty controlled the Republican Party. That in itself is ironic, because Woodrow Wilson, who began decades of Democratic rule over America, eliminated all tariffs. (His replacement: the graduated income tax.) So anything Democrats have to say on trade policy is self-serving and hypocritical. But libertarians offer consistent and sincere arguments – which does not make them correct. Herewith the rebuttal to that submitted argument, which CNAV promised.

Who is Robert W. Peck?

Robert W. Peck is the chairman of the Constitution Party of Washington State and a member of the Constitution Party National Committee. He also keeps his own web site, Perspectives, and occasionally submits articles to CNAV.

He professes to be a Christian, and in his writings has left no doubt on that score. But the only thing Christians reliably agree upon is the need for, and assurance of, spiritual salvation. On how to interpret the Revelation to St. John of Jerusalem, Christians of good heart have their sharpest divide. Mr. Peck believes that John of Jerusalem was foretelling the Sack of Jerusalem and Destruction of Herod’s Temple in 70 A.D. by Titus, son of, and successor to, Emperor Vespasian. Never mind that John wrote his Revelation on the Island of Patmos in 96 A.D., twenty-six years after the Second Roman-Jerusalem War started. (Pompey the Great fought the First one as part of his campaign against Mithridates of Pontus and Tigranes of Armenia.)

Or perhaps John was prophesying the Third Roman-Jerusalem War of 135 A.D., by order of Emperor Hadrian. That War resulted in the Great Scattering (Diaspora) of the Jews.

All of which to say that Peck is a preterist, who does not accept a time of worsening moral decay. John of Jerusalem predicted this, as did Paul of Tarsus. Peck denies this, and this explains his adherence to the central flawed tenet of libertarianism: universal goodwill.

What is universal goodwill?

Universal goodwill tells us that human beings have no good reason to fight. An individual especially has no enemies but what he makes. People make enemies, says Peck, because they engage (he would say indulge) in zero-sum thinking. A zero-sum game has a winner and a loser. Or in a multi-player game, net victories exactly balance net defeats.

To which he raises two objections. First, men of goodwill should be able to arrive at an equitable distribution of scarce resources between them. Second, no such things as limited or scarce resources need exist. His idealized story of economics (literally, Laws of the Household) features infinite increase. Are we running out of land? Venture off-world and find or create more! Columbus did it, and John Cabot; why can’t we? Is someone foolish (by his lights) to reach out for land to conquer, plunder and pillage? Pull up stakes and get out of his reach! (And never, never, never lend credence to the notion of literal, geographical Promised Land! That explains why he and his friend Darrell L. Castle consistently discount the Biblical territorial claims of something called Israel.)

Libertarian foreign and trade policy assumes universal goodwill, and either infinite resources or ever more dense resource utilization. Sadly, the real world does not conform to these comfortable nostrums. That is why his recommendations on tariffs and trade must necessarily fail.

Primer on tariffs

Peck begins with some definitions, and shows a competent – but incomplete – understanding of the issues behind them. Tariffs, he says, are taxes on imports. Specifically, governments lay and collect tariffs from the importer, who must recoup them, and the costs of goods he imports. But Peck understands only one purpose of tariffs:

The idea is to tax imported goods at a rate calculated to make them as expensive to consumers, or more so, than their domestically produced counterparts. When that happens, American-made products can “compete” with imports. Consumers will then purchase U.S. products, creating a demand for production and thus preserving, or even creating, jobs.

True, but incomplete. Tariffs also are a source of revenue. Before Wilson, tariffs were the source of revenue for the federal government. Every country imposed them; that is how their governments ran. But tariffs never amounted to more than perhaps ten percent of the importer’s purchase prices. The U.S. government understood the Laffer Rule long before Arthur Laffer was born. When tariffs are too high, imports, and the revenue from tariffs, will cease.

Woodrow Wilson destroyed that understanding completely. Ostensibly he said he would build upon universal goodwill of all nations. In fact he laid the trap for the graduated income tax, and gained the confidence of two-thirds of both houses of Congress and three-fourths of the State legislaturres to amend the Constitution to permit this kind of tax. (The confidence trick might have been more profound if someone can invalidate Ohio’s ratification of Amendment XVI.) By no accident, President Trump has proposed to replace income-tax revenues by tariff revenues. Let no one imagine that this would be unprecedented. It has more than a century of precedent behind it, that century being the pre-Wilson century.

Trade barriers other than tariffs

Peck goes on to detail other barriers to international market entry. Subsidies are direct cash payments to domestic manufacturers, or guaranteed purchase agreements. Farm Bills always feature subsidies: the government buys food in quantity, and ostensibly hands this out to needy citizens. These are the food stamps of popular political lore.

Regulation works the opposite way. Peck regards most regulations as facilitating entry of foreign goods into the U.S. market. Farmers or manufacturers in other countries don’t need to comply with American environmental, labor, or other regulations. Their goods, therefore, cost less. Correct as far as it goes – but surprisingly, Peck doesn’t carry his research any further. Robert C. O’Brien of American Global Strategies recommends the obvious adjustment: a specific tariff to recoup the costs of pollution. Or, call it a compensation for the regulations with which Americans must comply. CNAV would carry O’Brien’s idea further. Why not a tariff to cover compliance costs for all other forms of regulation?

When Peck discusses trade deficits, he blames them entirely on the removal of the gold standard. But he ignores what prompted President Richard M. Nixon to move off that standard. This is not to excuse Nixon; he should have re-instituted the pre-Wilson tariff regime. It is to remind people that trade deficits remain, even with a gold standard.

The sum of the game

Peck’s worst failing is his assumption that the sum of the Game of Life is not zero – and is never zero. For some games, the sum is zero. Land is finite. Minerals are finite. Even air and water are finite, though at least they each have a cycle of renewal. But the water cycle has a few choke points – limits on sources of water humans can tap for their use.

Must war, then, be the lot of humankind forever? Not necessarily. A civilizational state strives to acquire and defend enough land and resources for its people. But of necessarily, the aggregate of territory is finite. The Age of Discovery and Exploration is over. That of competition for scarce livable land has succeeded. (The only unsettled land now available for any kind of human settlement is Antarctica. Apart from its limited size, no one is going to try to scratch out a living on that cold, snow-blown, wind-swept continent any time soon.)

Under the circumstances, universal goodwill fails. Contrary to his glowing summation, humanity does live in a closed system of limited land, water (or at least fresh water), and minerals. And when he chastises his fellow human beings for consuming more than they produce, he contradicts himself. In an open system of unlimited resources, over-consumption would be impossible, would it not?

What the tariffs debate is not about

Finally, the debate on tariffs is not about Presidential versus Congressional power. Anything a President does, that might extend further than the law, Congress can easily codify. Peck doesn’t much want the tariff code that prevailed before Wilson, anyway. So anything he says about “not following procedure” becomes incompetent, irrelevant and immaterial.

To reply also to one other canard:

The continuation of what has been the economic status quo for decades does not constitute an emergency (“a sudden, urgent, usually unexpected occurrence”).

Oh, yes, it does. It certainly does when “the economic status quo,” for however long, is the equivalent of starvation or slow poisoning. Re-feeding and/or detoxifying a patient in that condition, on an exigent basis, is not only appropriate but imperative. That applies with greater force to a society that has suffered from a thoroughly wrongheaded fiscal policy.

The tariffs debate is about an America that is squandering its wealth, while pretending, ironically enough, to exploit other’s labor! Indeed, Democrats consistently made the same complaints Trump is now making about “free” trade. Republicans ignored them, to their detriment. But now Democrats have thrown those arguments away – and did it even before Donald Trump ran for President. Hint: Barack H. Obama is Woodrow Wilson 2.0.

A proper America first trade policy

So Donald Trump should continue his policy of aiming at tariffs that will replace income-tax revenues. Only recently he scored victories in the other purposes of tariffs: to force renegotiations of a lopsided trade regime. And apparently these tariffs have yielded significant revenues – and without a moment to lose, either.

At the same time, he must continue his campaign of territorial acquisition – where it makes sense. Greenland would serve a dual purpose: rare-earth mineral deposits, and shoreline to establish a Naval base or two, to supplement the present Space Force base. (Even Mr. Peck shouldn’t want Citizen Putin to start renaming the Arctic Nash Okean or Russkiy Okean. Arguably, Trump inadvertently tempted the Russian leader with a comparable precedent.) Trump shouldn’t try to acquire all of Canada. But Alberta Province would provide mineral resources, and the former Northwest Territories would secure the Northwest Passage.

More to the point, tariffs are a legitimate part of any civilizational, as opposed to a globalistic, policy. Globalism – even the soft globalism which libertarianism inevitably advocates – has worked against America and Americans. High time, therefore, that America abandon such policy.

Link to:

The article:

https://cnav.news/2025/05/17/foundation/constitution/tariffs-trade-hard-truth/

Video:

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Declarations of Truth:

https://x.com/DecTruth



Declarations of Truth Locals Community:

https://declarationsoftruth.locals.com/



Conservative News and Views:

https://cnav.news/



Clixnet Media

https://clixnet.com/

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Courts exceeding jurisdiction?

Yesterday a federal appellate court handed down an extraordinary order – extraordinary for two reasons. First, the court acted on a Saturday, not normally a working day. Second, the court said the lower, or trial, court made an elementary, indeed a rookie, mistake. The appeals court held that the trial judge exceeded his jurisdiction in the matter before him – yet another matter involving the Trump administration. The reasoning behind their ruling could well apply to many more cases involving President Donald Trump’s authority to act.

The matter at hand in the jurisdiction dispute

Actually the U.S. Court of Appeals for the District of Columbia Circuit ruled on four appeals before it. All these cases arise out of decisions by the U.S. Agency for Global Media, in response to an executive order by President Trump. That order called for eliminating, “to the maximum extent consistent with applicable law,” any non-statutory components and functions of certain agencies. It also called for reducing the statutory functions to “the minimum presence and function required by law.” Executive Order 14238, “Continuing the Reduction of the Federal Bureaucracy.” This order affected seven named agencies, among them: the U.S. Agency for Global Media (USAGM). Kari Lake, former gubernatorial candidate in Arizona, serves as Senior Adviser to the Acting CEO of USAGM.

USAGM controls six different media organs, including

  • Voice of America (VOA),

  • Middle East Broadcasting Networks (MEBN),

  • Reporters Without Borders (abbreviated RSF for the French form Rapporteurs sans frontières),

  • Radio Free Asia (RFA),

  • Open Technology Fund (OTF), and

  • Radio Free Europe/Radio Liberty (RFE/RL), two networks in tandem addressing former members of the Warsaw Pact.

VOA is strictly a government agency, but the other five are private agencies that operate on grants from USAGM.

In response to EO 14238, USAGM:

  1. Placed over 1000 employees on administrative leave,

  2. Terminated 600 “personal service” contracts,

  3. Terminated the grant agreements for MEBN and RFA, and

  4. Shut down VOA completely.

USAGM took similar action against RFE/RL and OTF, but their lawsuits are at different stages.

What the various courts have done

On March 21, Reporter Patsy Widakuswara, six other reporters, RSF, and four unions sued to get their jobs back. Widakuswara v. Lake, case 1:25-cv-01015-RCL. They at first filed in the Southern District of New York. On April 4, on the government’s motion, the case was transferred to the District of Columbia court. On April 22, Judge Royce C. Lamberth of that court issued a preliminary injunction ordering the government to:

  1. Re-hire all employees on administrative leave and reinstate all personal-service contracts,

  2. Restore the RFA and MEBN grants, and

  3. Switch VOA back on.

In his Memorandum Opinion, Judge Lamberth asserted that he had jurisdiction and that the plaintiffs had standing. Specifically Judge Lamberth rejected an argument that the Trump administration advanced, that the court lacked jurisdiction according to an “intervening” case on point. Department of Education v. California, 145 S. Ct. 966 (2025).

The government appealed the injunction almost immediately to the D.C. Circuit Court of Appeals. Patsy Widakuswara v. Kari Lake, 25-5144. Specifically they appealed the first two parts of the injunction, disputing Judge Lamberth’s assertion of jurisdiction.

As is almost routine, the appellate court issued an administrative stay on Thursday (May 1). Two days later they followed that up with a stay pending appeal – meaning a stay until further notice. The panel, consisting of Judges Gregory Katsas, Neomi Rao, and Cornelia Pillard, voted 2-1 to issue the stay. Judges Katsas and Rao are Trump appointees; Judge Pillard is an Obama appointee.

Lack of subject matter jurisdiction

The panel issued their order per curiam, meaning without signatures, and attached a statement under that same condition. Judge Cornelia Pillard dissented from the unsigned statement in nearly every particular.

In their statement, Judges Katsas and Rao thumped Judge Lamberth for asserting a jurisdiction that, they say, he lacks. Article III District Courts have no jurisdiction over:

  1. Personnel actions – hiring, firing, and entering into or terminating contracts, nor:

  2. Grants and grant revocations.

Judge Lamberth asserted jurisdiction over the personnel actions because he accepted plaintiffs’ arguments that the Trump administration was engaging in “wholesale dismantling” of VOA and USAGM, and that such dismantling was in violation of statute. The panel reminded him that the Administrative Procedure Act does not grant jurisdiction in such cases. As to the grants, the Tucker Act provides that the Court of Federal Claims is the only forum for handling of grant disputes.

Furthermore, contrary to Judge Lamberth’s assertions, the panel found that Department of Education v. California does indeed apply.

Judge Padilla bases her entire dissent on the avowal by Lake that VOA is “irretrievably broken” and produces “radical propaganda.” Apparently the judge feels that VOA has an absolute right to produce whatever content it wishes, and that Presidents may not gainsay it. Given that VOA is a direct agency of the government itself, that assertion strains credulity.

An outside expert

Margot Cleveland, senior legal correspondent for The Federalist and counsel for the New Civil Liberties Alliance, also weighed in. She dropped a fourteen-post thread on X in full support of the appellate court’s stay and supporting statement.

🚨🚨🚨BREAKING: HUGE win from Trump Administration and D.C. Circuit enters stay of lower court injunction. Lower court barred Trump Administration from managing Voice of America. D.C. Circuit stayed decision allowing Trump to move forward w/ firings/grant terminations.
Full order. Thoughts follow.

https://x.com/ProfMJCleveland/status/1918726388271423522

https://x.com/ProfMJCleveland/status/1918726517896425725

Court of Appeals decision is based on fundamental issue of "jurisdiction." This conclusion should have wide-spread ramifications because many of challenges to Trump Administration are about employment decisions which CONGRESS said are NOT for district courts to decide.

https://x.com/ProfMJCleveland/status/1918726946822803638

https://x.com/ProfMJCleveland/status/1918727511464104404

The Court of Appeals decision is also significant because it addresses the "wholesale" "dismantling" argument being presented in several cases (such as USAID cases). The Administrative Procedures Act is NOT for such claims either & Congress did not waive such immunity! Additionally, Court of Appeals held that district court lacked jurisdiction to restore grants because Congress gave that authority to Court of Claims.

https://x.com/ProfMJCleveland/status/1918728045579391038

https://x.com/ProfMJCleveland/status/1918728443170115984

Court of Appeals also notes how SCOTUS decision compels that result...which it DOES and yet district court ignored SCOTUS. Decision stressed why claims about grants must got to Court of Claims.

https://x.com/ProfMJCleveland/status/1918728737392038258

https://x.com/ProfMJCleveland/status/1918729207523193043

Court of Appeals adds that Plaintiffs can't avoid Court of Claims by framing as non-APA claims. Court of Appeals again highlights that with no bond the harm to government is irreparable. Also noted that Voice of America isn't being shuttered.

https://x.com/ProfMJCleveland/status/1918729730225824112

https://x.com/ProfMJCleveland/status/1918730062452433101

Court of Appeals also notes Judiciary Branch must follow the law too!
In sum, this opinion is a HUGE win for Trump because it establishes 3 key principles that apply to many of the other cases being brought against Trump Administration: a) no jurisdiction over firings; b) no jurisdiction over grant terminations;…

https://x.com/ProfMJCleveland/status/1918730276907155522

https://x.com/ProfMJCleveland/status/1918730625579622660

… and c) you can't get around Congress limiting district court jurisdiction by creative pleading of claims under other theories; d) with no bond harm to government will outweigh other harm; e) public has interest in Article III obey Article I.
Final thought: It is next to impossible to reconcile opinion here with same panels refusal to clarify stay in other case involving USAID and grants from legal perspective. Practically: Judge Katsas in other case figured decision on merits would be soon enough so no harm.

https://x.com/ProfMJCleveland/status/1918730900256240038

https://x.com/ProfMJCleveland/status/1918731234437394472

With regard to that last thought: part of winning an injunction, or a stay, is a showing of irreparable harm absent either injunction or stay. In the USAID case, Judge Katsas thought a decision on the merits would be forthcoming soon enough to avoid harm.

Kari Lake was understandably pleased with the appeals court decision.

BIG WIN in our legal cases at USAGM & Voice of America. Huge victory for President Trump and Article II. Turns out the District Court judge will not be able to manage the agency as he seemed to want to.

https://x.com/KariLake/status/1918745448640057454

Specifically, USAGM need not rehire the same people Kari Lake fired from VOA, nor restore the RFA and MEBN grants. If VOA must continue, then it will continue with a different cadre running it.

In general, this is the first time in history that courts have tried to tell a President with what voice he and his subordinates must speak. It is also the first time that trial courts have made such elementary reversible errors. “Lack of subject matter jurisdiction” is the quickest way to get a court to throw out a case. The Federal Rules of Civil Procedure make that abundantly clear. Any judge who tries to set that aside is not fit to sit as a judge. Whether by reason of incompetence or bias, the conclusion is the same.

Prof. Cleveland is right about another thing: this case will affect other such cases. After all, Article III gives Congress full authority to decide jurisdiction.

Link to:

The article:

https://cnav.news/2025/05/04/news/jurisdiction-courts-exceeding/

Video:

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EO 14238:

https://www.federalregister.gov/documents/2025/03/20/2025-04868/continuing-the-reduction-of-the-federal-bureaucracy



Court dockets and documents:

Trial level:

Docket:

https://www.courtlistener.com/docket/69846584/widakuswara-v-lake/

Complaint:

https://storage.courtlistener.com/recap/gov.uscourts.dcd.279211/gov.uscourts.dcd.279211.1.0.pdf

Memorandum Opinion:

https://storage.courtlistener.com/recap/gov.uscourts.dcd.279211/gov.uscourts.dcd.279211.98.0_1.pdf

Preliminary Injunction:

https://storage.courtlistener.com/recap/gov.uscourts.dcd.279211/gov.uscourts.dcd.279211.99.0.pdf

Dept. of Ed. v. California order:

https://www.supremecourt.gov/opinions/24pdf/24a910_f2bh.pdf

Appellate level:

Docket:

https://www.courtlistener.com/docket/69940505/patsy-widakuswara-v-kari-lake/

Administrative Stay:

https://storage.courtlistener.com/recap/gov.uscourts.dcd.279211/gov.uscourts.dcd.279211.107.0.pdf

Stay pending appeal:

https://storage.courtlistener.com/recap/gov.uscourts.cadc.41991/gov.uscourts.cadc.41991.01208736131.0.pdf



Margot Cleveland’s thread:

https://x.com/ProfMJCleveland/status/1918726388271423522

https://x.com/ProfMJCleveland/status/1918726517896425725

https://x.com/ProfMJCleveland/status/1918726946822803638

https://x.com/ProfMJCleveland/status/1918727511464104404

https://x.com/ProfMJCleveland/status/1918728045579391038

https://x.com/ProfMJCleveland/status/1918728443170115984

https://x.com/ProfMJCleveland/status/1918728737392038258

https://x.com/ProfMJCleveland/status/1918729207523193043

https://x.com/ProfMJCleveland/status/1918729730225824112

https://x.com/ProfMJCleveland/status/1918730062452433101

https://x.com/ProfMJCleveland/status/1918730276907155522

https://x.com/ProfMJCleveland/status/1918730625579622660

https://x.com/ProfMJCleveland/status/1918730900256240038



Kari Lake’s reaction:

https://x.com/KariLake/status/1918745448640057454



Declarations of Truth:

https://x.com/DecTruth



Declarations of Truth Locals Community:

https://declarationsoftruth.locals.com/



Conservative News and Views:

https://cnav.news/



Clixnet Media

https://clixnet.com/

Read full Article
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