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The Moonlight Cruise-In Car & Truck Show - June 21
See all the photos at Album - opens to a new window.
Trump Signs Resolutions Nixing California’s EV Rules
From: The Epoch Times
President Donald Trump on June 12 signed a package of resolutions to block California’s landmark vehicle emissions mandates.
He signed three resolutions previously passed by Congress under the Congressional Review Act.
The measures overturn California’s plans to phase out the sale of new gasoline-only vehicles by 2035, roll back its low-nitrogen oxide regulations for heavy-duty trucks, and rescind an Environmental Protection Agency waiver granted in December 2023 allowing the state to enforce stricter vehicle emissions standards.
A White House signing ceremony included top administration officials such as Transportation Secretary Sean Duffy, Energy Secretary Chris Wright, and Environmental Protection Agency Administrator Lee Zeldin, as well as members of Congress and representatives from the energy, trucking, and auto industries.
California is also considering the establishment of zero-emission standards on medium and heavy-duty trucks and implementing stricter controls on nitrogen oxide emissions.
The move will likely intensify a longstanding power struggle between the federal government and the Golden State over environmental policy and differences in state and federal policy priorities.
California Gov. Gavin Newsom, a Democrat, is currently feuding with the White House over Washington’s approach toward prolonged civil unrest in Los Angeles.
Newsom vowed to challenge the resolutions in court, arguing that the moves are illegal and will tag California taxpayers with an estimated $45 billion in additional health care costs.
Representatives from Newsom’s office did not respond by publication time to a request for comment from The Epoch Times.
Serious legal questions loom over Congress’s authority to revoke a state-level law.
The Government Accountability Office, a nonpartisan congressional watchdog, previously determined that the Congressional Review Act cannot be used to block California’s vehicle emissions standards.
The Senate parliamentarian, Elizabeth MacDonough, agreed with that assessment.
California’s Advanced Clean Cars II rule, introduced in 2020 and reaffirmed by the Biden administration in 2023, mandates that 80 percent of new vehicles sold in the state be battery-powered electric by 2035, with the remaining 20 percent composed of plug-in hybrids.
Similar policies have been adopted in 11 other states, which cumulatively represent about a third of the U.S. auto market.
In a statement shared with The Epoch Times, leading automaker General Motors (GM) stated that it appreciated that the move would “help align emissions standards with today’s market realities.”
“We have long advocated for one national standard that will allow us to stay competitive, continue to invest in U.S. innovation, and offer customer choice across the broadest lineup of gas-powered and electric vehicles,” the GM statement reads.
In the past month, General Motors announced that it would ramp up U.S. production of gas-powered internal combustion engine cars.
On June 10, it stated that it would spend $4 billion over the next two years to increase the output of its most popular vehicles at plants in Michigan, Kansas, and Tennessee.
In a May announcement, GM stated that it plans to spend $888 million to augment its production of internal combustion engines to go into its full-sized trucks and SUVs.
Revoking the California requirements will likely exert further downward pressure on the electric vehicle market.
In April, Cox Automotive estimated that new electric vehicle sales made up less than 7 percent of overall new vehicle sales and less than 7 percent of overall used sales.
The move was also cheered by representatives of the trucking industry and America’s energy industry.
In a statement provided to The Epoch Times, American Petroleum Institute President and CEO Mike Sommers called the June 12 actions “a major victory for American consumers, manufacturers and U.S. energy security.”
“We thank President Trump and Congress for delivering on their promise to put an end to these extreme mandates and ensure every American can choose the vehicle that’s best for them,” Sommers said in a statement.
The American Petroleum Institute is the largest U.S. trade association representing the interests of the oil and natural gas industry in Washington.
Chris Spear, president and CEO of the American Trucking Associations, called California’s policies “crippling” and “detached from reality.”
The American Trucking Associations is the leading trade association representing the trucking industry in the United States.
“This is not the United States of California,” Spear said in a statement provided to The Epoch Times.
Jewels Found On Ebay
Here are a couple of hot finds from Ebay Motors.
eBay item number: 127176388627
$12,000 Buy It Now
eBay description: PHS doc's to tell you it' real GTO. Original 389 4 barrel and trans are lone gone. I have a 65 389 and a tri power set up. I have the hood. Started work on it then i moved to a different city and never got back to it. I have 2 quarter skins a 3 piece trunk pan both trunk drop off's I also the replacement for the back window and i started the front windshield lower piece just tacked in. I have all glass except font windshield.. Also have right side lower cowl pieces. Comes with rally gauges and a factory posi rear diff with a new posi no gears. Car has a chevelle 10 bolt in it for a roller. I sure i am forgetting some things. Buyer pays al shipping cost. Car sold as is where is. Cash or wire bank transfer. I can send more pictures thur email my mobile app not working at the moment. I Just have just 3 Rally one's no rings or caps.
I'm guessing that description was written on a cell phone. It would be nice if everyone used grammar and spell check to insure they appear smarter than they really are. This GTO is missing a lot. The engine and tri-power that come with it look like they are scrap; the block is real rusty. I'm not sure if this is good enough to be a parts car much less a builder.
Next up is a "project".
eBay item number: 306332412427
$3375.00 or Best Offer (reduced from $3750)
eBay description: I am not a dealer. Just a guy who has too many cars that I will never get to.
I am open to offers
714 XXX XXXX Craig Call me anytime. Happy to send all the pictures you need.
I have had the car checked in the nationwide DMV data base and there is no record.
(I can have a California title put in your name for about $300)
1969 Cougar XR7
Options include..
Front Disc Brakes
Tilt away column
9 Inch rear end
H Code 351W (car has no motor)
FMX Transmission (included)
Power steering
Power brakes
Tach dash
Bucket seat console car(missing)
Original Triple Black car
California Black plate car
Vinyl top car (roof is excellent)
No engine
Missing seats and console.
Body has a few dents but is very solid.
It has a few small bubbles in the usual areas but no rust holes.
Rockers are solid.
I don't see any rust underneath.
Happy to send pictures 714 XXX XXXX Craig
Roof is good.
Areas around front and rear window are good.
Car has been untouched for many years.
Rockers are solid
Bottom of fenders are solid
Drip rails are excellent
Roof is excellent
Bumpers have some tweaks and issues
Hood has a dent in the nose
Hinges are good but the driver side hinge mounting area on fender needs repair( The nutserts have come loose and need to be tacked back in place).
Floors are excellent.
714 XXX XXXX (I can send all the pictures you need)
Doors open and shut with good gaps.
Areas around front and rear windows look solid.
Roof is solid.
Spare tire area is solid. I don't see any rust holes.
Body is overall pretty straight
Driver door glass is there but off the track. Driver quarter window is broken. Rear glass is missing. Passenger side glass is broken but comes with a replacement.
Car rolls and steers.
Tires hold air periodically.
There are no keys.
Car will be sold with a bill of sale as the title has been lost.
I can store the car until you are ready for pick up.
We require a non refundable deposit of $1000 within 24 hours
(DONT BUY IT UNLESS YOU ARE SERIOUS)
***I'm tired of dealing with flakes.
Payment for the remaining balance when you pick it up.
Feel free to give me a call for more pictures and information 714 XXX XXXX. I am happy to answer any questions about the car.
Craig.
One thing's for certain - Craig is happy to send more pictures. I X'ed out his phone number so he isn't flooed with calls for this. His decription says "Body is overall pretty straight". Apparently Craig's seeing eye dog helped with the description. This cat is pretty beat up and It's missing plenty of parts that are going to be tough to find. This isn't a Mustang that you can just get a catalog and order anything. Cougars were much different than Mustangs - they had a longer wheelbase and a whole different body. I love the "I can get you a title for $300". May be he should go into the title business. He'd have better luck than he will selling this.
eBay item number: 305525978973
$4,999.99 or Best Offer
eBay description: For sale is a 1969 Corvette Convertible PROJECT CAR/PARTS CAR. This was originally a 4 speed manual transmission 350/350HP Riverside Gold Corvette.
VIN: 194679S709628
980: Riverside Gold
ZQ4: Black Vinyl Standard Interior
Base 350/350 HP car according to the 6000 RPM red line Tachometer in the dash.
There is NO MOTOR. NO TRANSMISSION. NO FRONT CLIP.
The frame has ROT in the driver's & passenger side corner.
The passenger door has power windows, the drivers side is manual and likely from another car.
No Soft Top assembly.
The VIN is intact and in good shape, the birdcage is not too bad, but may be spongy towards the bottom.
There is is no passenger seat. This car basically needs everything. You're buying a shell for a project.
WHAT YOU SEE IS WHAT YOU GET! Includes only what is pictured.
The driver's Side has been repaired (see pics).
We do not have paperwork, so this is being sold as a Project or Parts. It should be able to be titled depending on what your state requires.
BUYER IS RESPONSIBLE FOR PICKUP/TRANSPORTATION COSTS. We can help arrange freight, but it is all at buyers expense. Full Payment via Wire Transfer or Cash on pickup.
If you've always wanted a Corvette here is part of one. This car is missing a lot - a whole lot. And on top of that it has a rusty frame. And did I mention no title? But the seller says you should be able to get one depending on what your state requires (this comes from a guy living in New York State). Well Virginia requires a real title or a real bill of sale and registration from a non-title state which means you can't get this titled in Virginia without a lot of time, trouble and money wasted. The best use of this is to build the Roadkill Vette Kart (Corvette with body removed) out of it. And even that would be a serious undertaking.
Blown Off Course: The Case Against Wind Power
From American Liberty News
President Trump’s declaration on January 15, 2025, that no new wind turbines will be built under his administration and that existing ones should be dismantled, was not rhetorical bluster. It was a long-overdue recognition of wind energy‘s central contradiction: its green image masks an environmentally destructive, economically unsound, and technologically brittle reality. His administration’s immediate actions, including the revocation of offshore wind leases and the freeze on onshore wind permits, have reoriented federal energy policy around a single principle: energy must be reliable, economical, and genuinely sustainable. Wind energy fails on all counts.
The mythology of wind as a clean, renewable panacea has been driven more by ideology than evidence. Manufacturing a single wind turbine requires hundreds of tons of concrete and steel, mined, transported, and forged through carbon-intensive processes. The Danish Environmental Protection Agency notes that emissions from producing one offshore wind turbine often exceed 241 tons of CO2, with most of that emitted before the turbine ever spins. These turbines also contain rare earth metals like neodymium, whose extraction in Chinese mines is linked to radioactive wastewater, deforestation, and toxic tailings that leach into rivers. This is green energy in name only.
Moreover, the ecological toll extends beyond production. Wind farms kill an estimated 573,000 birds annually, including thousands of golden eagles and other raptors, according to a study published in the Wildlife Society Bulletin. The US Fish and Wildlife Service has even issued “eagle take” permits to allow wind operators to kill protected birds in exchange for conservation offsets, a bureaucratic sleight of hand that would be condemned in any other industry. California condors, among the rarest birds on the continent, now fly near turbine blades that will, in the words of one federal official, inevitably strike them. The fact that wind developers are now funding condor breeding programs to compensate for future deaths is not a solution, it is an admission of guilt.
Offshore wind is no better. The surge in whale strandings along the Atlantic coast, seven whales in 39 days in New Jersey alone, has sparked public outrage and concern among marine scientists. While definitive causation is complex, the noise from sonar mapping, pile driving, and increased vessel traffic associated with wind farm construction are leading suspects. The North Atlantic right whale, already teetering on the brink of extinction, cannot endure this industrial intrusion into its migratory corridor. As President Trump succinctly put it, the windmills are driving the whales crazy.
The foundational problem of wind energy, however, is not merely its ecological damage but its unreliability. Wind is an intermittent resource, often unavailable when demand peaks. Texas learned this lesson brutally in February 2021, when wind generation collapsed during a cold snap, contributing to grid failure and blackouts. The North American Electric Reliability Corporation (NERC) has since warned that the growing share of wind and solar power is making the grid less stable, not more. Unlike gas or nuclear plants, wind turbines cannot be dispatched on demand. They require fossil-fuel backups that must ramp up or down inefficiently to match fluctuations, a system so fragile that it introduces carbon emissions precisely where reductions are promised.
Indeed, wind’s inefficiency undermines its climate rationale. A comprehensive analysis in Denmark, long hailed as a wind power pioneer, found that despite wind generating about 25 percent of electricity, national carbon emissions declined by only 4 percent. In Colorado, integration of wind caused emissions to rise due to coal plants cycling inefficiently. This is not decarbonization, it is performance theater.
Wind energy also imposes immense costs on landscapes and communities. A nuclear reactor can produce more energy on 1,000 acres than a wind farm can on 200,000. The Breakthrough Institute estimates wind’s median land-use intensity at 12,000 hectares per terawatt-hour, compared to just 7 hectares for nuclear power. The result is a sprawling industrial footprint that fragments habitats, scars scenic vistas, and invites public backlash. In Ohio and Indiana, counties have passed ten-year moratoria on new wind projects. In California, desert ecosystems are bulldozed to make way for turbines. Residents speak of low-frequency noise that disturbs sleep and shadow flicker that devalues homes. Infrasound from large turbines can travel miles, disrupting both wildlife and human health. This is not NIMBYism, it is rational resistance.
Nor can the grid integrate wind energy without incurring massive infrastructure costs. Because wind power fluctuates, grid operators must build expensive battery farms or keep backup fossil plants online. NERC’s 2022 report makes clear: batteries are not enough. We need backup fuel. And that means building out natural gas infrastructure alongside wind, negating both environmental and economic claims. Moreover, long-distance transmission lines are required to bring wind from remote plains to population centers. These lines face the same local opposition as the turbines themselves, making both slow and expensive.
Most damning of all, wind energy remains entirely dependent on government subsidies. Despite accounting for just 10 percent of US electricity, it has absorbed over half of all federal energy subsidies. Without the Production Tax Credit and state-level incentives, the entire industry would collapse under its own weight. President Trump’s decision to end these subsidies marks a return to fiscal sanity. Subsidizing failure is not innovation, it is stagnation.
By contrast, nuclear power offers a genuinely clean, dispatchable, low-carbon solution. Small modular reactors now under development promise greater safety, lower costs, and faster deployment. They do not kill birds, require little land, and emit zero carbon during operation. Clean natural gas, too, serves as a pragmatic bridge fuel, abundant, affordable, and far less damaging than the chaos of wind.
The Trump administration‘s wind moratorium is not merely a political gesture, it is a policy correction. On January 20, 2025, the president withdrew all federal offshore lands from wind leasing. Onshore projects were halted pending environmental review. Public remarks reinforced the shift. At a June 2025 event, Trump called wind farms horrible, ugly structures that kill birds and ruin landscapes. His words, often dismissed by critics, reflect an underlying truth: wind energy has failed to live up to its promise.
This failure is now the subject of legal confrontation. On May 5, 2025, eighteen states and the District of Columbia sued the administration over its wind moratorium. They argue that stopping offshore wind development harms jobs and clean energy goals. Yet these goals cannot justify environmental degradation, grid instability, and wasteful spending. The lawsuit reveals a deeper divide: between those who chase a utopian energy vision, and those who prioritize results.
Energy policy must be based not on slogans, but on science and stewardship. The steelman case against wind is this: it is dirty to build, deadly to wildlife, intermittent in delivery, costly to integrate, and unpopular on the ground. Better options exist. Nuclear and natural gas deliver reliability and emissions reductions without covering the landscape in 500-foot turbines. Solar power, sited smartly, can supplement these sources without the bird carnage or grid havoc.
Let us then turn away from the green mirage. America does not need wind power to meet its energy future. It needs rational planning, proven technology, and the courage to admit when an experiment has failed. The wind industry may keep spinning, but it is time for federal policy to stand still and say no more.
Cheap Chinese EVs Flooding Brazil Raise Concerns Among Local Manufacturers
From The Epoch Times
Brazil is China’s gateway to the South American market to absorb its automobile overcapacity, an economist said.
As Brazil has become one of the most important target markets for China’s automakers seeking to manage their electric vehicle (EV) overcapacity, local auto industry and labor associations have expressed growing concerns over the impact of the flood of cheap Chinese cars.
China’s largest EV and plug-in hybrid car company, BYD, has shipped four batches of its products to Brazil so far this year, totaling about 22,000 vehicles.
It is estimated that in 2025, the import of complete vehicles from China to Brazil will increase by nearly 40 percent to 200,000 vehicles, accounting for about 8 percent of the country’s light vehicle registrations, according to Brazil’s main auto association.
In 2015, Brazil waived tariffs on BYD and other manufacturers to promote EVs. In order to draw investment and develop Brazil’s domestic auto industry, in 2024 the Brazilian government restored the 10 percent tariff on foreign EVs and has planned to increase it every six months so it will reach 35 percent by 2026.
Brazil’s auto industry and labor groups are concerned that Chinese automakers are taking advantage of the window before the import tariffs are fully raised to dump vehicles in large quantities, rather than investing in building factories in Brazil and creating jobs for local communities.
BYD announced in 2023 that it had acquired Ford’s old plant in Bahia, Brazil. It was originally scheduled to be put into use in 2024, but because of an investigation into labor violations, the date for full production was postponed to the end of 2026.
A Brazilian labor prosecutor sued BYD in May over human trafficking, alleging that the Chinese workers in its factory in Brazil were like “slave labor.”
Another Chinese company, Great Wall Motor, has also delayed its plan to set up a factory in Brazil for more than a year and has not yet officially started production.
Brazilian auto industry and labor groups are lobbying Brazil’s government to increase the import tariff on EVs from the current 10 percent to 35 percent one year earlier, instead of gradually raising it, to protect domestic industry.
“We support the arrival of new brands in Brazil to produce, promote the components sector, create jobs and bring new technologies,” said Igor Calvet, president of the Brazilian Association of Automotive Vehicle Manufacturers. “But from the moment that an excess of imports causes lower investment in production in Brazil, that worries us.”
China’s sluggish economy and weak domestic consumption have put further pressure on Chinese EV makers, which have already been struggling with overcapacity.
BYD launched a large-scale price reduction campaign in May, with 22 models reduced by as much as 34 percent. Other Chinese automakers have had to follow suit, slashing prices. China’s auto industry has also fallen into an unprecedented internal price competition.
In order to absorb the overcapacity, China’s auto exports have increased significantly in the past five years. Cheap Chinese EVs have been flowing to Europe, Southeast Asia, and Latin America, which has put pressure on their domestic auto industries.
In response, the United States has imposed 100 percent tariffs on EVs imported from China. To protect its domestic industry, the European Union raised tariffs on China’s EVs to 45 percent.
Brazil is becoming a new focus of China’s global expansion in the auto industry.
“Countries around the world started closing their doors to the Chinese, but Brazil didn’t,” said Aroaldo da Silva, president of IndustriALL Brasil, a confederation of unions across six industrial sectors. “China made use of that.”
Brazil: Gateway to South American Market
“Now, the whole world is on guard against China’s massive dumping of EVs,“ Li Hengqing, a U.S.-based independent economist, told The Epoch Times on June 20. ”They are afraid that once they enter their markets, it will bring down the entire EV industries of their countries.
“Brazil is an important bridgehead for China to enter the South American market. Now they can’t let Brazil lead these South American countries to boycott their electric vehicles.”
Li noted that the current government in Brazil, led by President Luiz Inácio Lula da Silva, is left-leaning and close to China, and “has a very tense relationship with the United States.” Li anticipated that the Brazilian government might not take immediate measures to curb Chinese EVs.
Independent Chinese economist Leng Yan, also known for running the independent finance program “Caijing Lengyan,” told The Epoch Times on June 20 that BYD’s alleged violation of labor rights in Brazil has indeed caused a strong response in the country and might cause the Brazilian public to oppose Chinese products.
“But I think the Brazilian government will take a compromise measure,” Leng said. “[The] Brazilian government is relatively pro-China, and Brazil’s economy is highly dependent on China.”
As an example, he cited China’s increasing imports of soybeans from Brazil to replace such imports from the United States amid the trade war between China and the United States.
“In addition, Brazil also has some iron ore or minerals, and agricultural products exported to China, which is a very large market,“ he said. ”Brazil will not easily offend the Chinese government.”
The Briefs
Ford on Tuesday reported a 16.3% year-over-year U.S. sales increase for May, as the automaker continues an employee pricing program amid rising tariff costs.
Sales for the Detroit automaker were led by a 17.2% increase in purchases of its vehicles with traditional internal combustion engines, as well as a roughly 29% jump in hybrid models.
After a long court battle, three judges ruled that Eleanor, the Ford Mustang that starred in the Gone in 60 Seconds movie franchise, is a prop rather than a character and can’t be protected by copyright law. The ruling opens the door to replicas, but it could be challenged.
In a 21-page ruling, the United States Court of Appeals for the Ninth Circuit settled a dispute between Carroll Shelby Licensing, Inc. and Denice Halicki. She’s the widow of H.B. Halicki, who wrote, directed, and starred in the original Gone in 60 Seconds movie released in 1974. He died in 1989 while filming a sequel called Gone in 60 Seconds 2, which remained unfinished, so he wasn’t involved in the remake that was released in 2000.
Eleanor has evolved during its career. Early on, it was a 1971 Mustang Sportsroof finished in yellow. Fans of the original cult-classic ’74 film know this version, but if you say Eleanor Mustang to car enthusiasts, the car from the widely known Nick Cage reboot is what they will think of. And that’s the car at the center of the controversy. Modified by Chip Foose, it’s a 1967 Fastback finished in silver with black stripes. It features a pair of front-mounted auxiliary lights and a distinctive side-exit exhaust system, among other visual updates.
Richard Pruneda, 42, of Edinburg, Texas, managed to get himself arrested twice over the Memorial Day holiday in Eddyville, Kentucky, the West Kentucky Star reported. The Lyon County Sheriff was called on May 25 to a business where Pruneda was allegedly intoxicated and making "alarming" statements to an employee. The next day, after bonding out of jail, Pruneda called the sheriff's office to ask about retrieving personal items from his impounded car. When the officer picked up and inventoried the items, he found cocaine in the trunk. Eddyville Police assisted as they went to Pruneda's motel and arrested him for a second time.
No Longer Weird: alligators in Florida. BUT this story caught our eye: Not one but two motorcyclists were injured on May 31 in Volusia County, Florida, after they hit an alligator crossing I-4, WFOL-TV reported. Cameron Gilmore, 67, said he and Brandi Goss, 25, were riding with a larger group when he saw a "big blob in the road." Goss elaborated: "I just seen something and ... it was too late," she said. Goss sustained a concussion and cracked wrist bone; Gilmore had a broken foot and toes. The alligator's fate is unknown.
Police in Jacksonville, Florida, are looking for a suspect who "fondled" a $650 ferret for some time at a Petland store, then shoved the animal down his shorts and walked out. The Smoking Gun reported that on May 27, the man "browsed the ferret section of the store" before he left, holding "the crotch area of his shorts to support the ferret." A Petland manager tried to chase him but couldn't get the license plate number of the van he was driving.
A Tesla Cybertruck Owner Says His Kids Are Getting Picked On at School Because He Drives a Cybertruck – Adds, “I Still Love the Truck, but I’ve Decided to Sell It”
A Cybertruck owner claims that driving the truck has placed a significant burden on his family. He describes the personal attacks and negative treatment his little children endure, noting that they have started to experience bullying at school.
I Drove My Mazda CX-5 for 10 Minutes Without Oil After Shop Forgot to Fill It, Engine Lost Power Then Mysteriously Started Working Again
His Mazda CX-5 lost power after an oil change, only to find the shop forgot to add oil. Now, he's facing a looming fight over potential engine damage no one can see... yet.
The average price of new vehicles remained steady in the United States in May compared to the previous month, despite the Trump administration’s auto import tariffs, according to vehicle valuation company Kelley Blue Book.
Race the Waves is a beach racing festival taking place on Bridlington South Beach, featuring vintage cars, trucks, and motorcycles racing over a 200-yard course. The event runs from June 14 to June 15, 2025, and includes food stalls and entertainment for visitors: whats-on-yorkshire.com/whats-on/race-the-waves-2025-in-bridlington.
Police in South Carolina engaged in a not-so-hot pursuit as they chased a tractor excavator down a main highway for more than an hour at the speed an average adult walks.
The chase reached speeds of 3 mph early Sunday morning in North Charleston, police said.
Officers on a different call saw the big piece of construction equipment with treads and a shovel in front go across U.S. Highway 78 around 3:30 a.m., North Charleston Police wrote in their report.
A few minutes later, they got a burglary call from a business that was heavily damaged and saw the excavator slowly heading away, police said.
Several cars immediately joined in the very slow speed pursuit. The excavator was going so slow that the cruisers would have to briefly stop several times a minute to not pass the construction equipment.
They had their blue lights and sirens on and told the excavator driver over their loudspeakers that he was under arrest and needed to stop. Other cruisers blocked traffic.
The chase went on for an hour and 12 minutes before the excavator drove on to the Charleston County Fairgrounds property, where it got stuck. The driver tried to run, but was followed by a drone until a police dog and handler caught up, authorities said.
The 53-year-old driver of the excavator was charged with failure to stop for a blue light and two counts of malicious injury to real property and remained in the Charleston County jail on a $22,000 bond, according to jail records.
The planet is saved! Alexandria is the first Virginia jurisdiction to ban gas-powered leaf blowers! While this will have no impact on the climate, it will feed the false notion that we are in a climate crisis and must give up our rights to an abusive government. This ban blows…
Northern Virginia leaders are balking at the added money needed for Metro – this transit system is increasingly unsustainable and is facing deficits for as far as the eye can see.
Self-driving startup Waymo files permit to conduct self-driving testing in Manhattan with human oversight; company has fully autonomous cars in San Francisco, Los Angeles, Phoenix, and Austin.
Tesla shares closed up by more than 8 percent on June 23 after the electric vehicle pioneer launched its highly anticipated driverless taxi service for a select group of riders.
Repair Mistakes & Blunders
From Rock Auto
I have a 2015 Acura RDX and have successfully completed oil changes, spark plugs, brake pads, shocks and struts so far. It was time to replace the transmission fluid, and I decided I wanted to give it a try to save some money. After doing some research and watching online videos, I felt confident to move forward with the task.
I pulled into my driveway and started the work. I put a wheel chock behind one of the rear wheels and jacked up the front of the car onto jack stands. Since this was my first time changing the transmission fluid, I was a little nervous so I took it slow and followed all the steps I researched. I drained the transmission, replaced the drain plug, carefully measured fluid back into the transmission, and checked for leaks. I then double checked to make sure I didn't miss any steps. It was getting dark, and I was ready to go for a test drive. I lowered the car off the jack stands and started it. All good so far! I put the car in reverse and gave it a little gas ... it was motionless. I thought "Oh crud ... what did I miss?"
I put the car in park and then tried reverse again. Same result. I tried a few more times of park, reverse, turning engine off/on but still no luck. My heart sank to my stomach and panic started to set in. I sat there for a few minutes feeling defeated. Did I need to reset the computer? Did I use the wrong fluid? I decided to try moving the car forward. That worked! I then tried reverse again but the car stopped suddenly. After a few more cycles of moving slightly forward and backward, I realized the car stopped at the exact same spot while reversing. It then hit me that it was the wheel chock! I quickly got out and threw the chock with all my might. Reverse now worked! I was relieved but felt like such a dummy. I have never forgotten to remove a wheel chock since.
Sung in Virginia
Energy Policy: The Biggest Problem Facing Virginia’s Next Governor
By Stephen D. Haner, Senior Fellow with the Thomas Jefferson Institute for Public Policy.
When the smoke clears on the November elections and Virginia has a new governor and a different House of Delegates, energy policy will still head the list of crucial issues. It is in the state’s best interest to highlight those issues during what’s left of the campaign season and force candidates to state their intentions.
Virginia is a net energy importer, approving electricity-sucking data centers faster than it can put up power plants and power lines to serve them. The power plants that our major utilities are directed to build by state law are mostly vast solar farms, plagued by low operational reliability, while the more reliable hydrocarbon generation is still scheduled by law to disappear. The threat of shortages is growing.
If recent history is the guide, a solution to the demand-supply disconnect will be difficult because of the revenue produced by the data center industry and the public appetite for our digital economy. The same history indicates a Democratic victory in November will leave solar and wind as the preferred (basically mandatory) generation choices, with a nod toward more nuclear power at some point. A mandate for huge spending on batteries will probably resurface, but they do not power anything unless charged first by a real generator.
Dominion Energy Virginia is seeking a green light from the regulatory State Corporation Commission to build new natural gas-fired generation, with both problems in mind. The SCC is in the final stages of evaluating a 15-year integrated resource plan (IRP) for the utility that includes several new gas plants in the next few years, but opponents of using hydrocarbons have argued the utility has failed to prove that gas is the only choice.
The final round of written arguments following the long public hearing weigh heavily against the utility’s plan, with most case participants arguing it should now be rejected. Even Republican Attorney General Jason Miyares told the SCC his office merely had “no objection” to the IRP, hardly a ringing endorsement. Should the SCC decide Dominion did not make the case for gas, the utility’s corresponding application to build the first such plant in Chesterfield County will face a higher hurdle.
Republican candidate Winsome Earle-Sears has expressed support for allowing the use of hydrocarbon fuels and Democratic candidate Abigail Spanberger has not. But in the case of Spanberger, the question hasn’t been posed directly. In her most recent extended interview on energy the discussion was about how to expand solar power in Virginia.
Another key energy issue facing the next governor is Virginia’s membership in the Regional Greenhouse Gas Initiative or RGGI. RGGI imposes a carbon tax on utilities that extracted $828 million during the three years the state belonged, 2021-2023, mostly paid by customers. Earle-Sears has said she supported leaving RGGI and Spanberger has stated support for getting back in, but in both cases the comments were made last year. There has been no recent discussion.
Further complicating Virginia’s path forward is the continuing disruption of just about every related federal policy.
Congress and President Donald Trump are close to passing an omnibus tax and policy bill that will eliminate the generous tax subsidies granted to most wind and solar projects, at least for the next wave of projects and beyond. If that passes, ratepayers will begin to see the full cost of those projects on their bills. That rightly terrifies advocates for wind and solar. Consumer cost projections in multiple cases pending at the SCC will change.
Congress has passed legislation, headed to President Trump and then likely to court, to override California’s authority to set its own vehicle emissions standards. Those are the standards Democrat Governor Ralph Northam also imposed on Virginia’s automobile sales, but which expired in Virginia when it failed to update its regulations to match revisions made by California. Under the new California standards, sales of gasoline and diesel vehicles are heading for a ban.
The congressional action could save Virginia’s 2025 candidates from being forced to take a position on the question of returning to the California vehicle compact. Having left Congress, Democratic nominee Abigail Spanberger didn’t have to record a vote on the recent resolution. Virginia’s two Democratic senators, Mark Warner and Tim Kaine, did vote to maintain California’s plan and to leave the door open for Virginia to reverse course and impose a similar ban by 2035.
President Trump’s Executive Order on offshore wind projects is still in force and presumably will prevent the approval of any of projects not yet through the regulatory pipeline. Dominion Energy Virginia has two future wind projects in its plans, and insists they are years off and will not be under Trump’s purview, but there is great uncertainly around them anyway. The entire industry is also facing performance and financial problems, and Trump’s tariffs are increasing the component costs. Losing tax benefits could be the final blow.
Trump did briefly use the executive order to stop construction on a fully approved wind project off the coast of New York. He then reversed that order and construction is starting after all. Well-publicized efforts to get the Trump Administration to stop Dominion’s first $10.5 billion wind project, the 176 turbines off Virginia Beach also well into construction, have been met with silence. One can now assume it will be completed without interference.
In its final year, the Biden Administration finalized a new set of Environmental Protection Agency rules to restrict or eliminate the use of hydrocarbon fuels in electricity generation. There has been a target on those, as well, since Trump took office, but his EPA is still working internally toward revising or repealing them. Recent reports indicate when a new proposal is published, it may basically stop treating carbon dioxide as something that needs to be regulated at all.
Perhaps the problem is there is too much to talk about, too many moving parts to frame a message to a distracted electorate with a short attention span. If nothing else, at least force candidates to state whether they would amend or repeal the Virginia Clean Economy Act and whether they would support returning natural gas to the list of electricity choices allowed.
10 Rarest Cars in Clint Eastwood's Insane Car Collection
Democrat Lawmaker from Blue-Blood Massachusetts Proposes A Limit On Personal Driving - EVs Are Not Enough
From: Torque News
The Senate Majority from Massachusetts has proposed a new law that would limit the personal driving miles of her constituents
Those of us who cover EVs all knew the day would come. At some point, left-leaning and well-meaning environmental activists would decide that the rate of EV adoption was too slow, and simply decide we can’t drive anymore. At least as much as we need to or wish to. In Massachusetts, that day has come.
Cynthia Stone Creem represents Middlesex and Norfolk counties in the Commonwealth of Massachusetts. She is 82 years of age and lives in one of the wealthiest districts in one of America’s richest states. The towns she represents include Newton, Brookline, and Wellesley. Her new bill, called Senate No. 2246, wants to “align the Commonwealth’s transportation plans with its mandates for reduced emissions.” The bill would specifically work “toward reducing the miles traveled in the state” by private vehicle owners. As one media outlet put it, she wants to set limits on personal vehicle use.
Senator Stone Creem is extremely popular in her district. She won re-election with a 99% margin of the voters in 2024. While that may seem like the sort of vote tally one might find in, say, a Russian presidential election, she ran unopposed. Still, about 1,000 residents opted to choose “write-in” candidates.
WWLP quoted Senator Stone Creem as saying on this subject, “Its purpose is to ensure that our multi-million dollar transportation plans, broadly speaking, get us where we need to go on climate change and reducing vehicle miles.” She also proposed to create a new council that would be tasked with instituting “...a whole-of-government plan to reduce vehicle miles traveled and increase access to transportation options other than personal vehicles.” WWLP also reported that Creem said electric vehicles “are certainly a major piece of the puzzle,” but cautioned against over-reliance on any single decarbonization strategy for the transportation sector.
Senator Stone Creem’s district is part of the inner ring of wealthy Boston suburbs. Sen. Michael Barrett, the Senate co-chair of the TUE Committee, commented on her plan, suggesting that it may be out of touch with the rest of Massachusetts, the majority of which is rural by any measurement. He said,
I understand that one can easily imagine that EVs, over time, will reduce the number of polluting vehicle miles traveled. But why we would want to start to pressure Massachusetts to reduce all miles traveled, polluting and non-polluting alike, does raise the question of what someone is to do in a place where one has to travel a long distance to a construction job or to any other source of employment?
At the Facebook New England Electric Auto Association Group, member Craig Wedge said it more plainly, commenting, “I'm all for helping the environment, this is insanity.”
We checked out Senator Stone Creem’s recent activity via her Facebook page and found her happily standing with other dignitaries at the state’s most recent Commuter Rail station opening. That rail system serves much of eastern Massachusetts. Its trains are pulled almost entirely by diesel-gulping fossil-fuel powered engines with fuel tanks the size of bathtubs.
This was in the July 1969 issue of Hot Rod magazine
Rescue dogs – Trained to drive a car!
From Self reliance Central
Meet Porter & Monty, the world’s first Driving Dogs.
The dogs, drive cars, specifically altered for them, there are special handles fitted on the steering wheel, dashboard, gearstick, brakes and accelerator pedals, to allow them to access them easily, and most importantly a speed limiter, to make sure the car doesn’t go above a walking pace.
The dogs were all rescued by the SPCA which is the Society for the Prevention of Cruelty to Animals in Auckland, New Zealand. The dogs were chosen from the shelter and then taught how to drive, in order to show the public, how intelligent and capable shelter dogs are, and above all, deserving of a loving and nurturing home.
SPCA Auckland chief executive Christine Kalin said: ‘I think sometimes people think because they’re getting an animal that’s been abandoned, that somehow it’s a second-class animal. Which is not the case.”
“Ultimately the aim with the driving dogs demonstration, is that get people talking about the dogs and hopefully making an SPCA rescue dog their top choice, for people thinking of adopting a pet.”
The Tech Driving Today’s Vehicles Could Turn Them into Tomorrow’s Junk
From Hagerty
The average owner of a 2025 connected, software-defined car will be out of luck in fewer than 10 years.
We’ve all seen an exotic car in a magazine or at a car show and thought, “One day, I will have one of those.” The miracle of depreciation means that today’s Lucid Air Sapphire or Mercedes-AMG S63 could one day be yours for the price of a Camry. But there’s a big catch: The computers in modern cars—or more precisely, the computer software—may mean that today’s exotics will never be affordable to own. Some may not work at all.
Computer chips have, of course, been making their way into cars for quite some time. You can find circuit boards in many 1980s vehicles and pretty much everything produced in the 1990s. Modern cars often have dozens of chips controlling everything from engine management systems to seat heaters to the operation of headlamps.
This computer hardware presents challenges of its own as it ages, particularly for less common vehicles. But for the most part, if you have mechanical skills, ambition, access to good used parts, and perhaps your tech-savvy friend’s scan tool, it’s still possible to own the most interesting cars from 15 to 20 years ago.
The real shift started around 2010, when automakers began integrating “connected” features—technology run and updated via cellular networks. Many dream cars built in the past decade relied on 3G cellular connectivity for features such as GPS navigation, traffic updates, app-based remote starting and locking/unlocking, stolen vehicle recovery systems, and pre-heating/cooling, not to mention SOS services like automatic collision notifications. The problem is that 3G was sunsetted by cellular providers in 2022. If you own or want to own a car that relies on 3G connectivity, you are no longer able to use those features. This includes some cars made through 2017-2019 from Lexus, Mercedes-Benz, Jaguar, Porsche, Subaru, Volkswagen, BMW, and others. For example, with the exception of the F-Type, all 2016 and 2017 Jaguars were affected by the elimination of 3G.
But it was Tesla that took the idea of over-the-air (OTA) software updates from the smartphone industry and directly applied it to cars. Not only could a Tesla often be repaired by sending an update to your car via cellular data services—meaning no trip to the service department—but new features could be sent to your car, allowing it to get better over time instead of growing out of date.
The car companies also saw OTA as a potential revenue generator. In 2020, BMW started charging customers a monthly fee for the privilege of using the heated seats in some existing models. Because of OTA, BMW could enable or disable features that were built-in. Just three years later, BMW gave up on this plot due to customer and media backlash. But similar programs exist in other cars, including Tesla’s Full Self-Driving for $99 per month and Ford’s BlueCruise at $49 per month.
A related Tesla innovation was the concept of “domain controllers,” complex chips that control huge numbers of functions throughout the car rather than using one small chip for each component. Domain controllers eliminate dozens of little electronic control modules and run all the functions from one source, with virtual firewalls between the stacks of code. For a car company, this saves massive amounts of money on engineering, design, and development, as well as on physical parts. It also saves the weight of those chips and the associated wiring. Even simple things like fuses can be eliminated because the component can be shut down by the domain controller if a problem is detected. Importantly for the car company, it allows all of the software to be controlled by its engineering team instead of being dependent on suppliers.
Legacy carmakers started joining Tesla on this bandwagon as soon as their platform changes allowed the implementation of new electrical architectures. As a result, we are now entering a world of software-defined vehicles at all price points, from all carmakers.
As you might imagine, cost savings and convenience for the carmaker rarely work out in favor of the owner when the car is out of warranty. When that amazing, but complex, domain controller fails in your out-of-warranty Porsche Taycan or Mercedes-Benz EQS, you should not be surprised if the cost of replacing it is a significant percentage of the value of the car.
Like your smartphone, your car will update and get better over time, with multiple functions being controlled by software running on domain controllers. But like your 2009 iPhone 3, the day will come when it won’t work anymore because the hardware is no longer compatible with modern apps.
Carmakers are building in “headroom” for future updates, but how long any particular OEM will support software updates is anyone’s guess. Smartphones can typically receive updates for seven or eight years depending on the brand. If carmakers run at a slower pace of change and updates are available for 12 years, what will happen to the cars after that?
The average car on the road is 12.6 years old and growing older by a few weeks every year. That means that software in today’s cars will need manufacturer software support through at least 2036 and, for many cars, through 2040 and beyond.
That amazing modern exotic car you want might finally become affordable in 15 years, but the sad reality is that in 2040, the incredible 2026 Cadillac Lyriq-V, 2025 BMW M5 hybrid, or 2025 Ferrari SF90 may no longer be viable from a software point of view. Your dream car may not even have a way to connect to an over-the-air data service to get important updates.
No automakers are making public statements about how long they will be committed to making software and hardware updates to their cars, but if traditional parts availability is any indicator, the average owner of a 2025 connected, software-defined car will be out of luck in fewer than 10 years. It is an urban legend that there is a law requiring carmakers to provide parts support for 10 years. In many cases, modern car owners are simply on their own after seven or eight years.
Will the aftermarket evolve to address these changes in the long-term service needs for today’s cars? Will it be financially sensible for small aftermarket companies to create updates for the hardware and software of enthusiast cars in the future? Sadly, it’s an unlikely scenario.
All of this means that the sweet spot for future enthusiast cars will be non-connected cars from a simpler era. So continue to enjoy that manual-transmission pre-aughts enthusiast car. You’ll be able to keep the fun rolling for years to come.
“HOT ROCKET” Illuminated Ornament
By J. C. Whitney
I Almost Bought This 2023 Chevy Silverado Duramax For $51K,
But, My Salesman Caught the Fake VIN, I Was Ready To Sign the Check
From Torque News
Here is a story too incredible to be true, but surprisingly, it is true.
Imagine a Chevrolet dealer receiving a call from a customer who owns a 2023 Chevrolet Silverado 2500 Duramax pickup and wants to sell it. They want this truck because it's a desirable model with low miles, and it's in excellent condition.
The dealer is willing to pay $51,000 for the truck and can then sell the four-wheel-drive LT Crew Cab trim with the Duramax diesel powertrain for $70,000. What dealer wouldn't make that deal? A cool $20,000 profit.
The Chevrolet Dealer Almost Pulled the Trigger on the Deal
The sales manager's vigilance saved the day. I can hear the sales manager saying, "I almost bought this 2023 Chevy Silverado Duramax for $51,000, but my vigilant salesman caught the fake VIN on the truck right before I cut the check. I was ready to sign the check; I'm so glad I didn't."
The Story Gets Better
The truck has only 15,000 miles, and the salesman who took the call already has a buyer lined up to purchase it. So, he scheduled a time for the Chevy Silverado seller to come in, and after the truck is inspected, you will write out a check for the $51,000.
When the truck arrives, it's everything the dealer expected. So, you tell the Chevy truck seller to come back the next day, and the dealer's manager will cut a check for the full amount.
If it sounds too good to be true, it usually is
However, during the routine inspection, the salesman checked the vehicle identification number (VIN) of the Chevy Silverado, and the employee noticed that the VIN came back as invalid.
A report from St George News says, "The same VIN was imprinted on stickers located on the side door, engine compartment, and near the windshield. The Stephen Wade Chevrolet dealer's staff then found the truck's actual VIN during a closer inspection and later learned the Chevrolet Silverado Duramax was reported stolen out of California in January."
The Stephen Wade Chevrolet dealership employee quickly notified the police that they had a man attempting to sell them a stolen truck with a falsified Vehicle Identification Number.
The report says, "The dealership employee went on to tell officers that the seller, identified as 61-year-old Marciano Madrano Penaloza, of Lynwood, California, was expected to return to the dealership the following day to pick up a check for $51,000."
Tell him to bring in the truck, and we'll be ready for him.
"When Penaloza arrived at the dealership Tuesday afternoon, he was arrested by detectives, while at the same time patrol officers stopped the car the suspect arrived in."
"Inside the car were two men, 45-year-old Erick Molina, of Los Angeles, and Juan Ramon Beliz-Lastra, 24, of Bakersfield, California, who police detained."
The three men were arrested and transported to Purgatory Correctional Facility in Washington County, Utah.
The Story Takes Another Twist
The three men had already tricked another St George dealer into buying a similar truck with a fake VIN.
The report stated that when detectives searched the rental car the other two men were driving, they found a check from another car dealership in the amount of $44,000. "When they checked with the car dealer, investigators learned that Penaloza had reportedly sold a similar truck to that dealership."
The Chevy Silverado sellers were not amateurs.
While speaking to the managers of both dealerships, detectives learned the VINs on both Chevrolet trucks "were altered so well it was difficult to determine the numbers had been altered."
The VIN alterations were so convincing, the report states, that the first dealership did not discover the fraud until after the sale, at which point the suspects had already left with the $44,000 check.
Had the second fraudulent sale at the Stephen Wade Chevrolet dealer gone through, the suspects would have driven off with $95,000 between the two transactions, according to court records.
They won't be getting out of prison anytime soon.
The report states that all three men were charged with six second-degree felony offenses, including two counts of receiving a stolen vehicle and altering a vehicle identification number, one count of theft by deception, and one count of a pattern of unlawful activity. Each man is also charged with one third-degree felony count of theft by deception.
Conclusion
We live in a world where car dealers and car buyers must be vigilant and avoid falling victim to scams. This incident serves as a testament to the importance of staying alert in the car dealership industry.
One is Enough: End the Front License Plate Requirement in Virginia
By Gabrielle Brohard, a Research Fellow for the Thomas Jefferson Institute
The Commonwealth of Virginia currently mandates that most passenger vehicles display two license plates—one on the front and one on the back. While this policy may seem minor or administrative, it has direct financial, environmental, and practical implications. With a growing number of states abandoning this outdated requirement, Virginia should follow their lead. Eliminating the front plate requirement would save money and reduce environmental harm, without compromising effective traffic enforcement, safety, or toll collection.
Requiring two license plates for every vehicle doubles the state’s costs of manufacturing, distributing, and managing license plates. With roughly 8.4 million registered vehicles in Virginia, removing the front plate could save taxpayers significant money. These funds could then be redirected to more critical budget items, or better yet, to reduce taxes.
Twenty-one states, including neighboring North Carolina and West Virginia, only require a single rear plate. Three states recently abolished their two-plate mandate: Ohio dropped its front plate requirement in 2020 and realized annual savings of $1.4 million, Utah dropped its front plant this year and will save $1.75 million per year, and in 2022, Alaska moved to a one-plate system.
The idea of moving to a single plate in Virginia is not new. In 2013, Senator Frank Wagner (R-Virginia Beach) introduced SB 771 which proposed to move to a single plate requirement. Despite the fiscal impact statement estimating an annual savings of $1.8 million, it was stricken by Sen. Wagner in Committee. An updated fiscal impact statement would likely show even greater savings today. In 2015 Del. Bill R. DeSteph, Jr. (R-Accomack) introduced HB 1832 which would have ended the front license plate requirement for cars not designed to have front plates. It also died in Committee.
And, just this year, the General Assembly considered SB 1458, introduced by Senator William Stanley (R-Moneta), which would have allowed drivers to drop the front plate in return for paying a fee of $100. This bill was killed in Committee on a close partisan vote. Senator Stanley’s $100 fee was an acknowledgment that many high-end vehicles, specifically imported luxury models, are not designed to accommodate a front license plate. Complying with the two-plate mandate requires drilling holes into the front bumper of a vehicle, damaging the vehicle’s aesthetic and resale value. Paying a minimal fee of $100 to forgo the front plate damage or potential tickets is a reasonable trade-off.
The environmental and strategic impact of maintaining a two-plate requirement is another important consideration. License plates are made from aluminum, a highly energy-intensive material whose production contributes to global greenhouse gas emissions. While aluminum is recyclable, demand for primary aluminum remains high. The United States produces less than 2% of the global supply and relies significantly on imports to meet its demand. In fact, last year, the US imported 3.2 million tons of aluminum from Canada. The US no longer has the capacity to produce the amount of aluminum we need. By cutting aluminum used for duplicative plate production, Virginia could lessen the demand and conserve this vital material for more important uses, like national defense.
Because we import most of the aluminum we need, it is becoming significantly more expensive due to President Trump’s new tariffs on steel and aluminum. President Trump initially raised aluminum tariffs from Canada to 25 percent in March of this year, then doubled that rate to 50 percent beginning this month. While the tariffs have been paused for 90 days, that pause is scheduled to end on July 21st. This is causing significant supply constraints which will only get worse when Canada retaliates by limiting the sale of aluminum outside of Canada, as it has warned.
Aluminum has several uses that are far more valuable than the manufacturing of unnecessary plates, these include aircraft, advanced weaponry, electrical infrastructure, and construction materials. Every license plate represents a small but real strain on this valuable resource. Not only could Virginia cut the costs of license plate production but simultaneously provide extra aluminum to support critical projects, aid the national defense stockpile, and help inch us closer to our environmental goals. Hopefully, this would also lead other states to join our switch.
The main argument for keeping the front plate is that it is necessary for law enforcement and toll collection. Proponents argue that front plates help identify vehicles involved in crimes, traffic violations, and toll evasion. However, modern technology makes these concerns obsolete.
Automated License Plate Reader (LPR) technology, used by the US Customs and Border Patrol, Department of Homeland Security and local law enforcement, is incredibly effective at capturing images of the rear license plate in various settings. There is no evidence that the 21 single-plate states are experiencing a decline in public safety or toll revenue collection due to a lack of a front plate. If this were an issue, two-plate states would address the thousands of cars driving on their roads from single-plate states — like the thousands of cars from West Virginia and North Carolina that drive Virginia’s roadways every day.
Single-plate states like Pennsylvania, which has the “toll by plate” system in place, prove tolling and safety are not an issue. There simply is no justification for the state to require manufacturing twice the number of plates as needed, when LPR systems are fully capable of retrieving identical information from a single plate, and when there appears to be no real safety justification.
Virginia should join the 21 single-plate states in abandoning the wasteful and environmentally harmful duplicative requirement for both front and rear license plates.
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