cars

Laundering a car’s VIN

From Bruce Schneier’s Crypto-Gram of 15 October 2003:

Precision stripping: criminal steals car, chop shop strips car completely down to chassis, chassis dumped on street, cops tow chassis away, chassis sold at auction, criminal buys chassis, chop shop reattaches parts. Result: legitimate car that can be legally sold used. The VIN has been ‘laundered’.

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2 great examples of Tom Wolfe’s early New Journalism writing style

From Tom Wolfe’s “The Last American Hero Is Junior Johnson. Yes!” (Esquire: March 1965):

Ten o’clock Sunday morning in the hills of North Carolina. Cars, miles of cars, in every direction, millions of cars, pastel cars, aqua green, aqua blue, aqua beige, aqua buff, aqua dawn, aqua dusk, aqua aqua, aqua Malacca, Malacca lacquer, Cloud lavender, Assassin pink, Rake-a-cheek raspberry. Nude Strand coral, Honest Thrill orange, and Baby Fawn Lust cream-colored cars are all going to the stock-car races, and that old mothering North Carolina sun keeps exploding off the windshields. Mother dog!

Working mash wouldn’t wait for a man. It started coming to a head when it got ready to and a man had to be there to take it off, out there in the woods, in the brush, in the brambles, in the muck, in the snow. Wouldn’t it have been something if you could have just set it all up inside a good old shed with a corrugated metal roof and order those parts like you want them and not have to smuggle all that copper and all that sugar and all that everything out here in the woods and be a coppersmith and a plumber and a cooper and a carpenter and a pack horse and every other goddamned thing God ever saw in this world, all at once.

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A summary of Galbraith’s The Affluent Society

From a summary of John Kenneth Galbraith’s The Affluent Society (Abridge Me: 1 June 2010):

The Concept of the Conventional Wisdom

The paradigms on which society’s perception of reality are based are highly conservative. People invest heavily in these ideas, and so are heavily resistant to changing them. They are only finally overturned by new ideas when new events occur which make the conventional wisdom appear so absurd as to be impalpable. Then the conventional wisdom quietly dies with its most staunch proponents, to be replaced with a new conventional wisdom. …

Economic Security

… Economics professors argue that the threat of unemployment is necessary to maintain incentives to high productivity, and simultaneously that established professors require life tenure in order to do their best work. …

The Paramount Position of Production

… Another irrationality persists (more in America than elsewhere?): the prestigious usefulness of private-sector output, compared to the burdensome annoyance of public expenditure. Somehow public expenditure can never quite be viewed as a productive and enriching element of national output; it is forever something to be avoided, at best a necessary encumbrance. Cars are important, roads are not. An expansion in telephone services improves the general well-being, cuts in postal services are a necessary economy. Vacuum cleaners to ensure clean houses boast our standard of living, street cleaners are an unfortunate expense. Thus we end up with clean houses and filthy streets. …

[W]e have wants at the margin only so far as they are synthesised. We do not manufacture wants for goods we do not produce. …

The Dependence Effect

… Modern consumer demand, at the margin, does not originate from within the individual, but is a consequence of production. It has two origins:

  1. Emulation: the desire to keep abreast of, or ahead of one’s peer group — demand originating from this motivation is created indirectly by production. Every effort to increase production to satiate want brings with it a general raising of the level of consumption, which itself increases want.
  2. Advertising: the direct influence of advertising and salesmanship create new wants which the consumer did not previously possess. Any student of business has by now come to view marketing as fundamental a business activity as production. Any want that can be significantly moulded by advertising cannot possibly have been strongly felt in the absence of that advertising — advertising is powerless to persuade a man that he is or is not hungry.

Inflation

… In 1942 a grateful and very anxious citizenry rewarded its soldiers, sailors, and airmen with a substantial increase in pay. In the teeming city of Honolulu, in prompt response to this advance in wage income, the prostitutes raised the prices of their services. This was at a time when, if anything, increased volume was causing a reduction in their average unit costs. However, in this instance the high military authorities, deeply angered by what they deemed improper, immoral, and indecent profiteering, ordered a return to the previous scale. …

The Theory of Social Balance

The final problem of the affluent society is the balance of goods it produces. Private goods: TVs, cars, cigarettes, drugs and alcohol are overproduced; public goods: education, healthcare, police services, park provision, mass transport and refuse disposal are underproduced. The consequences are extremely severe for the wellbeing of society. The balance between private and public consumption will be referred to as ‘the social balance’. The main reason for this imbalance is relatively straightforward. The forces we have identified which increase consumer demand as production rises (advertising and emulation) act almost entirely on the private sector. …

It is arguable that emulation acts on public services to an extent: a new school in one district may encourage neighbouring districts to ‘keep up’, but the effect is relatively miniscule.

Thus, private demand is artificially inflated and public demand is not, and the voter-consumer decides how to split his income between the two at the ballot box: inevitably public expenditure is grossly underrepresented. …

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Taxi driver party lines

8th Ave .....Midtown Manhattan
Creative Commons License photo credit: 708718

From Annie Karni’s “Gabbing Taxi Drivers Talking on ‘Party Lines’” (The New York Sun: 11 January 2007):

It’s not just wives at home or relatives overseas that keep taxi drivers tied up on their cellular phones during work shifts. Many cabbies say that when they are chatting on duty, it’s often with their cab driver colleagues on group party lines. Taxi drivers say they use conference calls to discuss directions and find out about congested routes to avoid. They come to depend on one another as first responders, reacting faster even than police to calls from drivers in distress. Some drivers say they participate in group prayers on a party line.

It is during this morning routine, waiting for the first shuttle flights to arrive from Washington and Boston, where many friendships between cabbies are forged and cell phone numbers are exchanged, Mr. Sverdlov said. Once drivers have each other’s numbers, they can use push-to-talk technology to call large groups all at once.

Mr. Sverdlov said he conferences with up to 10 cabbies at a time to discuss “traffic, what’s going on, this and that, and where do cops stay.” He estimated that every month, he logs about 20,000 talking minutes on his cell phone.

While civilian drivers are allowed to use hands-free devices to talk on cell phones while behind the wheel, the Taxi & Limousine Commission imposed a total cell phone ban for taxi drivers on duty in 1999. In 2006, the Taxi & Limousine Commission issued 1,049 summonses for phone use while on duty, up by almost 69% from the 621 summonses it issued the previous year. Drivers caught chatting while driving are fined $200 and receive two-point penalties on their licenses.

Drivers originally from countries like Israel, China, and America, who are few and far between, say they rarely chat on the phone with other cab drivers because of the language barrier. For many South Asians and Russian drivers, however, conference calls that are prohibited by the Taxi & Limousine Commission are mainstays of cabby life.

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Should states track cars with GPS?

From Glen Johnson’s “Massachusetts may consider a mileage charge” (AP: 17 February 2009):

A tentative plan to overhaul Massachusetts’ transportation system by using GPS chips to charge motorists a quarter-cent for every mile behind the wheel has angered some drivers.

But a “Vehicle Miles Traveled” program like the one the governor may unveil this week has already been tested — with positive results — in Oregon.

Governors in Idaho and Rhode Island, as well as the federal government, also are talking about such programs. And in North Carolina, a panel suggested in December the state start charging motorists a quarter-cent for every mile as a substitute for the gas tax.

“The Big Brother issue was identified during the first meeting of the task force that developed our program,” said Jim Whitty, who oversees innovation projects for the Oregon Department of Transportation. “Everything we did from that point forward, even though we used electronics, was to eliminate those concerns.”

A draft overhaul transport plan prepared for Gov. Deval Patrick says implementing a Vehicle Miles Traveled system to replace the gas tax makes sense. “A user-based system, collected electronically, is a fair way to pay for our transportation needs in the future,” it says.

The idea behind the program is simple: As cars become more fuel efficient or powered by electricity, gas tax revenues decline. Yet the cost of building and maintaining roads and bridges is increasing. A state could cover that gap by charging drivers precisely for the mileage their vehicles put on public roads.

In Oregon, the state paid volunteers who let the transportation department install GPS receivers in 300 vehicles. The device did not transmit a signal — which would allow real-time tracking of a driver’s movements — but instead passively received satellite pings telling the receiver where it was in terms of latitude and longitude coordinates.

The state used those coordinates to determine when the vehicle was driving both within Oregon and outside the state. And it measured the respective distances through a connection with the vehicle’s odometer.

When a driver pulled into a predetermined service station, the pump linked electronically with the receiver, downloaded the number of miles driven in Oregon and then charged the driver a fee based on the distance. The gas tax they would have paid was reduced by the amount of the user fee. Drivers continued to be charged gas tax for miles driven outside Oregon.

Under such systems, one of which is already used in London, drivers are charged more for entering a crowded area during rush hour than off-peak periods.

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Crazy anti-terrorism plans that worked

From a Special Operations officer quoted in Tom Ricks’s Inbox (The Washington Post: 5 October 2008):

One of the most interesting operations was the laundry mat [sic]. Having lost many troops and civilians to bombings, the Brits decided they needed to determine who was making the bombs and where they were being manufactured. One bright fellow recommended they operate a laundry and when asked “what the hell he was talking about,” he explained the plan and it was incorporated — to much success.

The plan was simple: Build a laundry and staff it with locals and a few of their own. The laundry would then send out “color coded” special discount tickets, to the effect of “get two loads for the price of one,” etc. The color coding was matched to specific streets and thus when someone brought in their laundry, it was easy to determine the general location from which a city map was coded.

While the laundry was indeed being washed, pressed and dry cleaned, it had one additional cycle — every garment, sheet, glove, pair of pants, was first sent through an analyzer, located in the basement, that checked for bomb-making residue. The analyzer was disguised as just another piece of the laundry equipment; good OPSEC [operational security]. Within a few weeks, multiple positives had shown up, indicating the ingredients of bomb residue, and intelligence had determined which areas of the city were involved. To narrow their target list, [the laundry] simply sent out more specific coupons [numbered] to all houses in the area, and before long they had good addresses. After confirming addresses, authorities with the SAS teams swooped down on the multiple homes and arrested multiple personnel and confiscated numerous assembled bombs, weapons and ingredients. During the entire operation, no one was injured or killed.
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By the way, the gentleman also told the story of how [the British] also bugged every new car going into Northern Ireland, and thus knew everything [Sinn Fein leader] Gerry Adams was discussing. They did this because Adams always conducted mobile meetings and always used new cars.

The Israelis have a term for this type of thinking, “Embracing the Meshugganah,” which literally translated means, embrace the craziness, because the crazier the plan, the less likely the adversary will have thought about it, and thus, not have implemented a counter-measure.

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Bruce Schneier on wholesale, constant surveillance

From Stephen J. Dubner’s interview with Bruce Schneier in “Bruce Schneier Blazes Through Your Questions” (The New York Times: 4 December 2007):

There’s a huge difference between nosy neighbors and cameras. Cameras are everywhere. Cameras are always on. Cameras have perfect memory. It’s not the surveillance we’ve been used to; it’s wholesale surveillance. I wrote about this here, and said this: “Wholesale surveillance is a whole new world. It’s not ‘follow that car,’ it’s ‘follow every car.’ The National Security Agency can eavesdrop on every phone call, looking for patterns of communication or keywords that might indicate a conversation between terrorists. Many airports collect the license plates of every car in their parking lots, and can use that database to locate suspicious or abandoned cars. Several cities have stationary or car-mounted license-plate scanners that keep records of every car that passes, and save that data for later analysis.

“More and more, we leave a trail of electronic footprints as we go through our daily lives. We used to walk into a bookstore, browse, and buy a book with cash. Now we visit Amazon, and all of our browsing and purchases are recorded. We used to throw a quarter in a toll booth; now EZ Pass records the date and time our car passed through the booth. Data about us are collected when we make a phone call, send an e-mail message, make a purchase with our credit card, or visit a Web site.”

What’s happening is that we are all effectively under constant surveillance. No one is looking at the data most of the time, but we can all be watched in the past, present, and future. And while mining this data is mostly useless for finding terrorists (I wrote about that here), it’s very useful in controlling a population.

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Why American car companies are in trouble

From Paul Ingrassia’s “How Detroit Drove Into a Ditch” (The Wall Street Journal: 25 October 2008):

This situation doesn’t stem from the recent meltdown in banking and the markets. GM, Ford and Chrysler have been losing billions since 2005, when the U.S. economy was still healthy. The financial crisis does, however, greatly exacerbate Detroit’s woes. As car sales plunge — both in the U.S. and in Detroit’s once-booming overseas markets — it’s becoming nearly impossible for the companies to cut costs fast enough to keep pace with the evaporation of their revenue. All three companies, once the very symbol of American economic might, need new capital, but their options for raising it are limited.

In all this lies a tale of hubris, missed opportunities, disastrous decisions and flawed leadership of almost biblical proportions. In fact, for the last 30 years Detroit has gone astray, repented, gone astray and repented again in a cycle not unlike the Israelites in the Book of Exodus.

Detroit failed to grasp — or at least to address — the fundamental nature of its Japanese competition. Japan’s car companies, and more recently the Germans and Koreans, gained a competitive advantage largely by forging an alliance with American workers.

Detroit, meanwhile, has remained mired in mutual mistrust with the United Auto Workers union. While the suspicion has abated somewhat in recent years, it never has disappeared — which is why Detroit’s factories remain vastly more cumbersome to manage than the factories of foreign car companies in the U.S.

Two incidents in 1936 and 1937 formed this lasting labor-management divide: the sit-down strike at GM’s factories in Flint, Mich., and the Battle of the Overpass in Detroit, in which Ford goons beat up union organizers. But the United Auto Workers prevailed, and as the GM-Ford-Chrysler oligopoly emerged in the 1940s, the union gained a labor monopoly in American auto factories. As costs increased, the companies routinely passed them on to U.S. consumers, who had virtually no alternatives in buying cars.

Nissan, Toyota and other Japanese car companies soon started building factories in America, followed by German and Korean auto makers. There are now 16 foreign-owned assembly plants in the U.S., and many more that build engines, transmissions and other components.

Several years ago Ford even considered dropping cars altogether because they weren’t profitable, and focusing entirely on trucks. Then in 2005, Hurricane Katrina and growing oil demand from China and India sent gasoline prices soaring and SUV sales plunging. GM lost $10.6 billion that year. Ford topped that by losing $12.7 billion in 2006. Last summer Daimler gave up on Chrysler, selling it to private-equity powerhouse Cerberus for about one-fourth of what it had paid to buy Chrysler. Last fall the UAW approved significant wage and benefit concessions, but they won’t kick in until 2010. That might be too late. GM lost $15.5 billion in this year’s second quarter, Ford lost $8.7 billion, and further losses are coming. (Closely held Chrysler, of course, doesn’t report financial results.)

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Cloned trucks used to commit crimes

From Brian Ross’ “Fake FedEx Trucks; When the Drugs Absolutely Have to Get There” (ABC News: 18 January 2008):

Savvy criminals are using some of the country’s most credible logos, including FedEx, Wal-Mart, DirecTV and the U.S. Border Patrol, to create fake trucks to smuggle drugs, money and illegal aliens across the border, according to a report by the Florida Department of Law Enforcement.

Termed “cloned” vehicles, the report also warns that terrorists could use the same fake trucks to gain access to secure areas with hidden weapons.

The report says criminals have been able to easily obtain the necessary vinyl logo markings and signs for $6,000 or less. Authorities say “cosmetically cloned commercial vehicles are not illegal.”

In another case, a truck painted with DirecTV and other markings was pulled over in a routine traffic stop in Mississippi and discovered to be carrying 786 pounds of cocaine.

Police said they became suspicious because the truck carried the markings or DirecTV and several of its rivals. An 800 number on the truck’s rear to report bad driving referred callers to an adult sex chat line.

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Synchronization attacks at fast food drive-through windows

From Bruce Schneier’s “Getting Free Food at a Fast-Food Drive-In” (Crypto-Gram: 15 September 2007):

It’s easy. Find a fast-food restaurant with two drive-through windows: one where you order and pay, and the other where you receive your food. This won’t work at the more-common U.S. configuration: a microphone where you order, and a single window where you both pay and receive your food. The video demonstrates the attack at a McDonald’s in — I assume — France.

Wait until there is someone behind you and someone in front of you. Don’t order anything at the first window. Tell the clerk that you forgot your money and didn’t order anything. Then drive to the second window, and take the food that the person behind you ordered.

It’s a clever exploit. Basically, it’s a synchronization attack. By exploiting the limited information flow between the two windows, you can insert yourself into the pay-receive queue.

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A cheap, easy way to obfuscate license plates

From Victor Bogado da Silva Lins’ letter in Bruce Schneier’s Crypto-Gram (15 May 2004):

You mentioned in your last crypto-gram newsletter about a cover that makes a license plate impossible to read from certain angles. Brazilian people have thought in another low-tech solution for the same “problem”, they simply tie some ribbons to the plate or the car itself; when the car is running (speeding) the ribbons fly and get in front of the plate making it difficult to read the plate.

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My late May, 2004

From the email archives:

On Sunday 30 May 2004 11:32 pm, Jerry Hubbard wrote:
> How is everyone? Hope the storms did not harm anyone.

My basement flooded twice, my tenant’s kitchen had water streaming in through the window frame, our backyard fence was blown down, the umbrella on our deck was blown off the deck into the yard while flipping the table over, and I found a dead cat in the alley (which I buried in our back yard).

Oh, and my car needs a new transmission: $1900.

Other than that, a typical week.

My late May, 2004 Read More »

Great, wonderfully-designed consumer products

From Farhad Manjoo’s “iPod: I love you, you’re perfect, now change” (Salon: 23 October 2006):

There are very few consumer products about which you’d want to read a whole book — the Google search engine, the first Mac, the Sony Walkman, the VW Beetle. Levy proves that the iPod, which turns five years old today, belongs to that club.

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More on Slab City

From Evelyn Nieves’s “Slab City Journal; For Thousands, a Town of Concrete Slabs Is a Winter Retreat” (The New York Times: 18 February 2001):

Every winter, when the Winnebagos and pickups shake the desert off Beal Road like a small earthquake, Ben Morofsky gets wistful for the 120-degree days of summer, and the peace of living with just a few hearty slabbers like himself. …

The 640 or so state-owned acres of tumbleweed and barren sand deep in the desert of Southern California, by the Arizona and Mexico borders, is not really a city, or town, or much of anything else. Year-round, it houses fewer than a hundred people, parked on concrete slabs in the sand, in campers or buses or the shells of whatever vehicle they could scrounge. But come the pale sun of winter, it becomes a bona fide attraction for a couple of thousand people fleeing the snow of the Midwest, Northwest and Canada.

The migrants, or snowbirds, come to Slab City in all manner of vehicle. They bring trailers that look like ranch houses on wheels, pickup trucks with tents and tarps on them, and every kind of camper in between. (There is even a snowbird reverend, who brings in his own nondenominational Christian church.) They start arriving in late October, reach critical mass by Thanksgiving and will drive away around April, returning Slab City to its other, loner self.

Winter can make for a sometimes uneasy mix. Snowbirds are retirees mostly, who stay about five months, merry as scouts on a camping trip. The slabbers, of all ages, eke out an existence from small retirement or other government checks, or just plain grit and charity. …

But Mr. Morofsky, 38, a self-taught mechanic who lives in a bus on a slab he shares with his girlfriend, three dogs, half a dozen chubby puppies and three friends with three more dogs and three more puppies, sees the bright side of sharing the desert half the year. He earns his bread fixing engines, generators, or just about anything the snowbirds need fixed.

“Snowbirds and slabbers are a different class of people. But we can all get along,” said Mr. Morofsky, playing catch with six dogs in the Coachella Branch of the All-American Canal that runs through Slab City like a vein. …

Everyone in Slab City, snowbird and slabber alike, is a squatter. They stay here for nothing (and get nothing in return, they like to say). They can pick up their mail at the post office in Niland, the down-and-out farm town four miles away. The Imperial County Sheriff’s Department, and the Niland Fire Department, keep watch to protect them. The dozen or so children in Slab City get picked up by the school bus. That is it as far as services. …

Yet chances are, if you ask someone who lives in Slab City full time what it is like, you will hear that it is like a lot of places, only hotter.

Not true. Slab City is a community of sorts for people who have not found community elsewhere, or else have not wanted it. The slab part of its name comes from its origins as a military base half a century ago. When the Army pulled up stakes, it left concrete slabs used as foundations for portable buildings. People began using the slabs to set up camps.

The most famous resident of Slab City is Leonard Knight, who has been building a mountain to God out of homemade clay for 16 years. His Salvation Mountain, painted in the colors of Froot Loops from donated paint, is three stories high, says “God Is Love” for at least two stories, and can be seen for miles around. It also marks the official entrance to Slab City. Mr. Knight, who is 69, is used to getting photographed for art books and magazines, but remains down to earth. “I try to spread God’s love everywhere,” he said.

Other longtime slabbers include Linda Barnett, who has lived here 12 years. She lives in a camper with a camouflage net as a canopy and a large antenna on the roof. The official Slab City hostess, she makes nightly announcements on a CB radio for all residents. “The announcements are about services provided, food programs, things for barter and trade,” she said wearily from a picnic bench. “The announcements can take 45 minutes.”

Then there is Mel Martin, known as Pops. An elderly eccentric millionaire, or so it is rumored, he lives in a truck in a compound with Mr. Morofsky, in protest, he said, of bourgeois society.

“What I want to know of the outside world,” he said, “is, are people ever going to rise from their complacency? We need a little protest in this country.”

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The end of days in Slab City

From Charlie LeDuff’s “Parked in a Desert, Waiting Out the Winter of Life” (The New York Times: 17 December 2004):

Directions to purgatory are as follows: from Los Angeles drive east past Palm Springs into the bowels of the Mojave Desert. Turn south at the stench of the Salton Sea. Proceed down Highway 111 to the town of Niland, a broken-down place of limited possibilities.

Turn left on Main Street and head down the road to the railroad tracks where the law sometimes waits, as though the tracks were an international boundary.

“Where you going?” asked the deputy, Frank Lopez, on a recent night, even though the road leads to just one place. The Slabs.

Bored stiff, the deputy spun a ghost story about drugged-out crazies, a cult in a blue bus, a child molester, a man who sleeps with rattlesnakes, a mobster on the lam, and old people, flocks of old people who have traded in their picket fences for a mobile home and a life on the drift. …

Five miles down is the sign, “Welcome to Slab City,” marking the entrance of this former World War II military base. The only suggestion of life this night was the flickering of campfires. …

Pastor Hyatt, at 69, has inherited the burden of living. His wife, Audrey, died this year after suffering a stroke here in the desert wasteland. The memory of her scent is everywhere.

“Ah, he’s lonely, and it’s tough to see it,” said Rusty, 73, who sat at the pastor’s fire, warming himself. Rusty looked and smelled like a bum — the price paid, he said, for freedom. “Nobody particularly wants to die out here in the desert, but the living’s free.”

Slab City is not so sinister as it is a strange, forlorn quarter of America. It is a town that is not really a town, a former training grounds with nothing left but the concrete slabs where the barracks stood. Gen. George S. Patton trained troops here. Pilots of the Enola Gay practiced their atomic mission, dropping dummy bombs into the sea.

The land belongs to the state, but the state, like the law, does not bother, and so the Slabs have become a place to park free. More than 3,000 elderly people settle in for the winter, in a pattern that dates back at least 20 years. They are mostly single, divorced or widowed — a whole generation on the road, independent, alone. In this place, to be 55 years old is to be young.

There are no amenities; no potable water, no electricity, no sewerage. Groceries can be picked up in town at the grubby market whose managers do not seem to mind that hundreds of people fill their jugs from the water tap. Mail is routed to a post office box — Niland, CA 92257. Gasoline is bought in distant towns like Brawley; prescriptions and liquor are bought in Mexico. Sewage is held in storage tanks or holes in the ground.

The north side of Main Street is Poverty Flats. The south side, the suburbs, where the relatively well-to-do motorhomies have their dinner dances and clubhouse trailers.

Cole Robertson lives in the Flats with his wife, Mabel. Mr. Robertson, 72, is a retired construction worker from East Texas who cuts an intimidating figure, sitting shirtless, with one rheumy eye, a watermelon physique and a cotton fields vocabulary. An argument with a neighbor last year ended with one of the Robertsons’ trailers in flames. That is how law is dispensed in the Flats, vigilante style. One man was dragged to death a few years ago, another shot in the kneecap last year. Occasionally, the deputies do come around, usually in the day to exercise a warrant or to remove children who have not been seen in school for months. But normally, justice comes at the end of a matchstick in the Flats.

“There ain’t no rules,” Mr. Robertson said. He told of his neighbors, an aging man who lives with his voices in the rundown bus, a geriatric transvestite, a no-good who strapped his kid to a tree and left him in the sun.

A few years ago, a man tried making scrap metal from an unexploded aluminum shell he found at the bombing range in the nearby Chocolate Mountains. He succeeded but at the cost of his own life. His legs had to be picked from a tree.

It was in this anarchy, eight years ago, that Pastor Hyatt stumbled upon his life’s purpose. He discovered the Slabs quite by accident. He and Audrey had packed up their whole life, sold the house in Lebanon, Ore., left their jobs at the titanium plant where he was a shift foreman, said goodbye to their children and to their obligations and struck out on the road.

He was not always a good man, he admits that. He had a temper and hard fists. But he came across a band of rolling revivalists that first year on the road, and followed them to Minnesota. He was ordained by the World Wide Ministries without ever studying at seminary and seems a little embarrassed by this.

Stuck near Niland, the pastor inquired about a place to camp in an R.V. for the evening. A stranger told him about the Slabs, five miles down the road.

Upon seeing the privation and sadness and isolation, the preacher and his wife believed that the Creator had given them a second life. They built the Slab City Christian Center out of modular housing and began to preach and feed October through April, when the weather is clement and the Slabs come to life.

When people were found dead in their trailers, the pastor and his wife were there with a Psalm. They gave children rides to the hospital. The Hyatts paid for the work from their life savings. But Audrey was felled by a stroke in February and passed in May.

When she died, the pastor’s self-assurance faltered and he found that he had become one of the lost, emotionally stranded with one foot in hell and the other on an ice cube. …

Rusty, the doubter who cleans his shirt once a week in a bucket. Rusty, who tells about a prepubescent military career. Rusty, whose smell and language come from the stables. Rusty, who came in on a bus and says he ran a militia out of this camp for 12 years in case the Mexicans invaded from the south or the F.B.I. from the east.

“Everybody can’t fit in to the middle-class life,” said Rusty, who wore a military shirt and cap, military boots and long fingernails as thick as seashells. Suffice it to say, Rusty does not want people to know him and does not disclose his last name.

The evening was cold and dark, the air thick with the smells of burning salt oak as Slab City went to sleep. A Frank Sinatra record played somewhere across the salt flats. The thunder of bombs clapped on the far side of the Chocolate Mountains. Rusty smoked by himself in his broken-down camper with the flat wheels and camouflage netting. A lamp burned in the pastor’s trailer.

Rusty talked about a daughter who did not want anything to do with him; a wife he reckoned was working a truck stop somewhere between California and Texas. But Rusty is human. He dreams of a rich woman from the south side of the Slabs. They wear makeup, those girls over there in the R.V.’s. They use toilets instead of buckets. They have class. It’s never going to happen, he says. “I’d love to have company, but I can’t dance anymore,” he said. “I got old legs, but I’m a good conversationalist. But those women over there, they’re stuck up. Middle-class stuck up.”

The senior citizens on the south side of town travel in a sort of lonely-hearts club tailgate. They are alone, having suffered a late-life divorce or the death of a longtime partner. Their vehicles are big, expensive Coachmen and Fleetwoods and Ramblers and the like. They work as a sort of neighborhood watch, and the denizens of the Flats do not cross the imaginary line.

The majority of the society is women. They come to the Slabs because it is free and close to Mexico, where liquor and prescription medicine can be bought cheap. They are educated, savvy about life and competent mechanics.

Donna Lee Cole is a member of Loners on Wheels, a rolling singles club with chapters across the United States. Mrs. Cole says there are at least 10,000 people who belong to this subsociety of aged hobos, people who drive around in search of nothing except tomorrow. They tend to be women, she said, because women live longer than men. …

“We women aren’t looking for a man,” she explained. “The divorcees walked away from a bad situation and don’t want another one. The widows draw Blue Cross and their husband’s Social Security and would lose it if they married a new man. So you don’t bother. You’re just looking for some company.”

Besides, Mrs. Cole says, look at the quality of men, no offense. “They’re bald and paunchy and toothless. I’m old, but I’m not dead.” …

The lonely-hearts clubs have happy hour and social mixers, dances twice a week and trips to town for steak dinners. Still, the Elvis generation goes to bed early and goes to bed alone.

“I was married 46 years,” says Tina Faye at the afternoon mixer at the L.O.W. slab. At 80, Mrs. Faye strikes an exotic figure, lean, rouged, coiffed, with a voice as thick as apricot nectar.

“My man told me to go on if I was to outlive him. So I took to the road. But I feel him sitting there right next to me. I can’t let him go.”

The mood is a bit sad until Ruth Halford, a 74-year-old-widow with a silver permanent, pipes up. “I’m not sad about anything. I don’t owe nobody nothing. I scratch my plans in the dirt. I’m not looking for anybody. The only person I’m in love with is me. Right, girls?”

This is maddening to the eligible bachelor, like a dog chasing a pork chop on a string. A waste of a perfectly beautiful woman.

“Those girls, they get to being independent and they don’t need men,” said John Clairmont, 77, a retired truck driver. “You can never get them to come home with you.” …

The pastor talked about random things from his life with his wife. The snowstorms and eggs in a rooming house. The smell of her hair. Ceramic snowmen she collected. Her face lighted by the dashboard lights. Recipes the children do not ask for. Grandchildren who, chances are, will not remember her name. Death in the desert in some nameless place without longitude or shade.

“That’s the tragedy of old age,” the pastor said as his eyes welled once again. “I’m alone. I’m derelict without her.”

Rusty stared at his feet.

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Origins of the interstate highway system

From Robert Sullivan’s “An Impala’s-Eye View of Highway History” (The New York Times: 14 July 2006):

Another traveler, Dwight D. Eisenhower, spent two months in 1919 driving a military convoy across the country; the shoddy roads left a lasting impression on him. After World War II he studied Hitler’s autobahn and concluded that the American military should have one. In 1956 he signed the Federal-Aid Highway Act, which, the president recounted in his memoir, resulted in enough concrete to build “six sidewalks to the moon.” The new highways were originally meant to loop around cities that could be skirted should they be destroyed by atomic bombs. Instead, the loops started a suburban construction boom that continues to this day. [Robert] Sullivan reports that Phoenix, a city that virtually rose out of the Interstate, currently gobbles up land at the rate of 1.2 acres per hour.

In the 1960’s state toll roads entered into the system, extending the web to all corners of the country. Today almost 47,000 miles of Interstate highways – with attendant motels, fast-food courts and construction projects – have paved over the continent with such efficiency that one can move from sea to shining sea with speed, economy and almost zero interpersonal interaction.

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OnStar: the numbers

From PR Newswire’s “OnStar Achieves Another First as Winner of Good Housekeeping’s ‘Good Buy’ Award for Best Servic” (3 December 2004):

Each month on average, OnStar receives about 700 airbag notifications and 11,000 emergency assistance calls, which include 4,000 Good Samaritan calls for a variety of emergency situations. In addition, each month OnStar advisors respond to an average of 500 stolen vehicle location requests, 20,000 requests for roadside assistance, 36,000 remote door-unlock requests and 19,000 GM Goodwrench remote diagnostics requests.

OnStar: the numbers Read More »

FBI used OnStar for surveillance

From Charles R. Smith’s “Big Brother on Board: OnStar Bugging Your Car“:

GM cars equipped with OnStar are supposed to be the leading edge of safety and technology. …

However, buried deep inside the OnStar system is a feature few suspected – the ability to eavesdrop on unsuspecting motorists.

The FBI found out about this passive listening feature and promptly served OnStar with a court order forcing the company to give it access. The court order the FBI gave OnStar was not something out of the Patriot Act involving international terrorism or national security but a simple criminal case.

According to court records, OnStar complied with the order but filed a protest lawsuit against the FBI.

Yet the FBI was able to enforce the original legal order and completed its surveillance because OnStar’s lawsuit took nearly two years to pass through the court system.

The 9th Circuit Court of Appeals recently ruled in OnStar’s favor. The ruling was not based on invasion-of-privacy grounds or some other legitimate constitutional basis. The FBI lost because the OnStar passive listening feature disables the emergency signal, the very life-saving call for help that the advertisements tout as the main reason to purchase the system. …

The technical problem of blocking the emergency signal is clearly one that the FBI tech teams can overcome. Thus, under the current ruling, the FBI can resume using OnStar to monitor subject vehicles once it has solved the emergency issue.

FBI used OnStar for surveillance Read More »

Why is American design so often terrible compared to Japanese design?

From Paul Graham’s “Made in USA” (November 2004):

Americans are good at some things and bad at others. We’re good at making movies and software, and bad at making cars and cities. And I think we may be good at what we’re good at for the same reason we’re bad at what we’re bad at. We’re impatient. In America, if you want to do something, you don’t worry that it might come out badly, or upset delicate social balances, or that people might think you’re getting above yourself. If you want to do something, as Nike says, just do it. …

For centuries the Japanese have made finer things than we have in the West. When you look at swords they made in 1200, you just can’t believe the date on the label is right. Presumably their cars fit together more precisely than ours for the same reason their joinery always has. They’re obsessed with making things well.

Not us. When we make something in America, our aim is just to get the job done. Once we reach that point, we take one of two routes. We can stop there, and have something crude but serviceable, like a Vise-grip. Or we can improve it, which usually means encrusting it with gratuitous ornament. When we want to make a car “better,” we stick tail fins on it, or make it longer, or make the windows smaller, depending on the current fashion. …

Letting focus groups design your cars for you only wins in the short term. In the long term, it pays to bet on good design. The focus group may say they want the meretricious feature du jour, but what they want even more is to imitate sophisticated buyers, and they, though a small minority, really do care about good design. Eventually the pimps and drug dealers notice that the doctors and lawyers have switched from Cadillac to Lexus, and do the same.

Why is American design so often terrible compared to Japanese design? Read More »

Road rash, fender vaults, & root vaults

From Jascha Hoffman’s “Crash Course” (Legal Affairs: July/August 2004):

Typically there are two kinds of injuries [in hit-and-run cases], those from the initial impact, and the ones from hitting and sliding on the asphalt, known as “road rash.” To illustrate the different types of impact a pedestrian can suffer, Rich cued up a series of video clips on his laptop. The first one showed a well-dressed man with a briefcase in each hand caught crossing a busy Manhattan street. Suddenly, a white minivan blindsided him, causing a “fender vault” that tossed the man three feet into the air, still holding one briefcase. A taxi approaching from the opposite direction then launched him into a textbook “roof vault,” sending his remaining briefcase flying and hurling him headfirst onto the pavement. This was not a walk-away accident.

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