Wednesday, December 8, 2010

Why the Police State Surge kills bikers on the Dragon



THE DRAGONATER WINS IN TRAFFIC COURT AT DEALS GAP, RAISES SPEED LIMIT TO 65 MPH ON THE DRAGON - NOLLE PROSEQUI BY BLOUNT COUNTY ATTORNEY GENERAL. NO TESTIMONY, HEARING NOR TRIAL WHATSOEVER. 60 MPH SPEEDING TICKET DISMISSED WITH PREJUDICE, COSTS PAID BY THE STATE, IN BLOUNT COUNTY GENERAL SESSIONS COURT WITH JUDGE BREWER. THP TROOPER RANDALL HUCKEBY ADMITTED ON VIDEOTAPE DURING TRAFFIC STOP THAT ALL SPEEDING TICKETS NORTHBOUND ON US129 AT MILE MARKER 0.5 ARE FEDERAL JURISDICTION, NOT STATE JURISDICTION (VIDEO BY THE DRAGONATER). HUCKEBY WAS ALSO CAUGHT ON VIDEO SPEEDING AT 60 MPH ON THE DRAGON, WITHOUT THE MANDATORY EMERGENCY LIGHTS AND SIREN REQUIRED FOR IMMUNITY FROM PROSECUTION (VIDEO BY THE DRAGONATER). TDOT ADMITTED IN WRITING THAT THE MANDATORY TRAFFIC ENGINEERING SURVEY SPEED AUDIT WAS NEVER PERFORMED, IN VIOLATION OF TN CODE, THUS THE POSTED 30 MPH SPEED LIMIT ON THE DRAGON REVERTS TO THE DEFAULT 65 MPH IN TN CODE. THE DRAGONATER ALSO MADE VIDEO OF TROOPER HUCKEBY SPEEDING UP TO 60 MPH ON THE DRAGON IN A 30 MPH ZONE, WITHOUT MANDATORY EMERGENCY LIGHTS NOR SIREN, IN VIOLATION OF TN CODE, AND PERJURY IN HIS PERSONNEL FILE, WHICH SHOWED HIS $100,000+ SALARY. 2007 TDOT SAFETY AUDIT REPORT CONFESSED THAT THP'S JOB IS TO BAN ALL COMMERCIAL BUSINESSES ON THE DRAGON, SO THP TICKETS INCREASED 11,400% IN BLOUNT COUNTY. THP'S STALKER RADAR OPERATOR MANUAL CONFESSED THAT RADAR CANNOT MEASURE THE SPEED OF VEHICLES WITHIN 18 MPH OF ACTUAL SPEED. WATCH THIS SPACE FOR FULL EVIDENCE FILE. UPDATE 7 MARCH 2011

Up to 18 cops per 11 miles...which is 36 cops per 22-mile lap of the Dragon.

The State of Tennessee Municipal Corporation brags on it's website that THP increased tickets for bikers 11,400% on the Dragon. All other vehicles got a 30% to 50% decrease in tickets, statewide. Blount County now leads all 95 counties for number of tickets for bikers.

Since the Police State Surge at Deals Gap began 4 years ago, over 500,000 bikers have boycott the Dragon, yet the death rate for bikers has tripled.

In 2010, the biker death rate at quadrupled, or more, per rider per mile per day, after THP closed the Dragon for several months, just to spite the bikers, and for ethnic clensing of Blount County biker businesses. BC biker business owners reported a 95% drop in revenue, those that didn't go out of business.

If you can't put em into BK court, or fire em, just burn em out, says BC sheriff James B Wrong...who BC commissioner Jim Folts calls a "mafia thug'.

"I'll burn your house down, set your dog on fire and there won�t be a member of your family left, do you understand me? I won't hire it done, I will do it myself! Do you understand me?"
-Deals Gap Blount County sheriff James B. Wrong, United States Court of Appeals, Sixth Circuit, Nuchols v. Berrong, No. 04-5645, July 11, 2005


Reasons for the homicidal death rate increase on the Dragon:

1. 4-hour response/rescue time by Rural Metro taxi service

2. no first aid training nor equipment for cops

3. closure of the closest Lifestar landing pad at ALCOA's Calderwood Bulldozed Resort on the Dragon at Rocket Corner

4. ethnic clensing of skilled riders, replaced by newbies, tourons and Slayer Haters

5. censorship of the word Countersteering by THP and MSF from all Motorcycle Operator Endorsement Tests, skools and disinfobabe broadcasts

6. a Police State distracting good riders from RIDING, and creating a false sense of security for suckers who don't care to figure out how to ride




The Danger In Making People Feel Safer Than They Really Are

by the National Motorists Association

As I keep saying, overregulation is not merely a nuisance. It is often counterproductive even by the standards of those promoting it.

Here is an example and some studies to back up my assertion.

Four years ago Wellington, New Zealand reduced speed limits from 50 to 30 km/h (30 to 20 mph) to improve pedestrian safety in an area with a lot of bus traffic. Bus-pedestrian collisions increased. Apparently bus drivers drove slowly in obedience to the new speed limit and pedestrians took that as an invitation to walk into traffic. More typically, drivers simply ignore such speed limits, as in Dublin, Ireland recently.

The problem in Wellington was that city bus drivers actually did obey the speed limit.

Even the traffic calming handbook warns that excess stop signs increase speed and accidents. The Manual on Uniform Traffic Control Devices warns that excess traffic signals are dangerous and counterproductive.

A Federal Highway Administration study found that painting crosswalks on busy, four lane urban streets with traffic faster than 35 mph increased pedestrian accidents. Pedestrians who used those crosswalks were more likely to get badly hurt than pedestrians who crossed similar streets without crosswalks.

A recurring theme is the danger making people feel safer than they really are.

Suppose we mandated better tires. With better tires you can brake harder and turn sharper to avoid a collision. It’s obvious that you would get into fewer accidents with better tires. It’s obvious, but it’s not true.

The effect is called “risk compensation.” The study used antilock brakes instead of better tires.

Drivers with ABS are more likely to tailgate and drive aggressively, relying on good brakes to save them. Pedestrians are more likely to walk in front of slow-moving buses than fast moving buses. Pedestrians are more likely to walk in front of fast-moving traffic when “protected” by a stripe of white paint.

Not all safety-motivated changes are good, and not all are bad. Driving is a lot safer than it was 50 years ago, and we’re going places faster. Obviously something has worked. The problem is, it’s hard to predict which changes have their intended results and which do something unexpected.

Drivers and pedestrians are human beings, not robots. Most of us are comfortable with the risk of everyday life. You can not program our behavior directly. You can only influence it indirectly.

Next time you hear about some “obviously” good law — banning texting while driving is in fashion this year — ask yourself what’s going to happen when it meets the real world.

click for footnotes and original reports

NMA are the nice folks who repealed the 55 mph speed limit, who will also pay your speeding ticket on the Dragon






By John Carr
National Motorists Association
Motorists.org

When complaints grow too loud, reporters ask public safety agencies for reassurance that traffic law enforcement really is all for the best.

Accused of running a speed trap, the sheriff explained his speed enforcement cut fatal accidents from three or four per year to zero. Police said right-angle collisions were down by half at intersections with red light cameras. The Department for Transport proudly reported that road injuries were down 30% since the introduction of speed cameras.

This is all compelling evidence.

This is all lies.

The government has unique access to safety data. We have to go digging for it if we’re allowed to see it at all. Out of the countless lies told by government to justify regulations or enforcement, these three are among the very few that were independently fact checked.

Aren Cambre pulled the accident reports for Westlake, Texas and discovered that fatal accidents went up when the Sheriff started his speed trap. There were not 3-4 per year before, there were two in total in the previous six years. There were not zero after, there was an average of one per year. The death rate more than doubled.

An auditor asked Manitoba’s government monopoly insurance provider for claim records for Winnipeg. Accidents near cameras were way up. Serious accidents more than doubled and injuries were up 64%.

A researcher bypassed police statistics and checked hospital records to see how many people had been injured in car accidents. Serious injuries had not decreased, as the government claimed. They had increased. Police cut reported injuries by one third by simply not reporting them.

Both Winnipeg and the British government learned from their mistakes. Next time Winnipeg got accident statistics from the provincial insurer the city refused to release them to the public. We can guess what they say. The Department for Transport tried to suppress a study that showed speed cameras increased accidents in work zones.

Around 1990 the U.S. government sponsored a study on the effect of changing speed limits. When the study confirmed the well known result that numbers on signs do not do much of anything, the National Highway Traffic Safety Administration refused to publish the report. Fortunately, NMA lobbyist Gail Morrison got her hands on a copy and passed it around Congress. The national speed limit was repealed soon after.

We call it cherry-picking. You pick and polish the evidence that supports you and try to bury the rest where nobody will find it.

When you see a statistic, ask yourself: is it the truth, the whole truth, and nothing but the truth? Do I believe what they are telling me? Can I figure out what are they not telling me?

I’ll come back to this later. In the meantime, a puzzle:

I don’t care about reducing red light running or red light running crashes. Why not?

A clue: read about “proxy variables” in statistics.

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