Texas and Florida prohibit local governments from mandating rest and water breaks.

Nt

...and thanks for all the fish.

The issue with health concerns like this is that it's not like it explodes and kills you - there's really no way to say, "It was the molecule on March 13, 2026 that started cancer in your body"

You can't even do that with cigarettes - you can only make a conclusion on cause that's well supported by circumstantial evidence.

And I'm not saying you're arguing against it, but just broadly speaking ... arguing *against* more information - unless the argument is that the information itself is inaccurate - seems particularly anti free-market to me. (Obviously that's why companies fight against the burden of regulation designed to increase market transparencies.)

This isnâ(TM)t new, itâ(TM)s in the sales material and on the dash warnings. The average daily commute is 42 miles (66 for me). I have never needed to drive gas because the temp dropped for my daily commute, ever.

Sure, you might need to take occasional road trips of over 200 miles and want gas, but then you make the rent vs buy decision based on your situation.

We went 2 years working from home, did the same work, hit the same deadlines, delivered the same products. If they're measuring a decline in productivity WFH vs. WFW, they're clearly making a mistake.

Class 1 and 2 e-bikes limit assist to 20 mph, not 15. You can ride them faster than that, but you have to provide the power. 20 mph is well above what most recreational cyclists can maintain on a flat course, so if these classes arenâ(TM)t fast enough to be safe, neither is a regular bike. The performance is well within what is possible for a fit cyclist for short times , so their performance envelope is suitable for sharing bike and mixed use infrastructure like rail trails.

Class 3 bikes can assist riders to 28 mph. This is elite rider territory. There is no regulatory requirement ti equip the bike to handle those speeds safely, eg hydraulic brakes with adequate size rotors. E-bikes in this class are far more likely to pose injury risks to others. I think it makes a lot of sense to treat them as mopeds, requiring a drivers license for example.

Would treating them as mopeds be so bad?

What weâ(TM)re looking at is exactly what happened when gasoline cars started to become popular and created problems with deaths, injuries, and property damage. The answer to managing those problems and providing accountability was to make the vehicles display registration plates, require licensing of drivers, and enforcing minimum safety standards on cars. Iâ(TM)m not necessarily suggesting all these things should be done to e-bikes, but I donâ(TM)t see why they shouldnâ(TM)t be on the table.

I am a lifelong cyclist , over fifty years now, and in general I welcome e-bikes getting more people into light two wheel vehicles. But I see serious danger to both e-bike riders and the people around them. There are regulatory classes which limit the performance envelope of the vehicle, but class 3, allowing assist up to 28 mph, is far too powerful for a novice cyclist. Only the most athletic cyclists, like professional tour racers, can sustain speeds like that, but they have advanced bike handling skills and theyâ(TM)re doing it on bikes that weigh 1/5 of what complete novice novice e-bike riders are on. Plus the pros are on the best bikes money can buy. If you pay $1500 for an e-bike, youâ(TM)re getting about $1200 of battery and motor bolted onto $300 of bike.

Whatâ(TM)s worse, many e-bikes which have e-bike class stickers can be configured to ignore class performance restrictions, and you can have someone with no bike handling skills riding what in effect is an electric motorcycle with terrible brakes.

E-bike classification notwithstanding, thereâ(TM)s a continuum from electrified bicycles with performance roughly what is achievable by a casi recreational rider on one end, running all the way up to electric motorcycles. If there were only such a thing as a class 1 e-bike thereâ(TM)d be little need to build a regulatory system with registration and operator licensing. But you canâ(TM)t tell by glancing at a two wheel electric vehicle exactly where on the bike to motorcycle spectrum it falls; that depends on the motor specification and software settings. So as these things become more popular, I donâ(TM)t see any alternative to having a registration and inspection system for all of them, with regulatory categories and restrictions based on the weight and hardware performance limitations of the vehicle. Otherwise youâ(TM)ll have more of the worst case weâ(TM)re already seeing: preteen kids riding what are essentially electric motorcycles that weigh as much as they do because the parents think those things are âoebikesâ and therefore appropriate toys.

No, it really doesn't. I cancelled a few weeks ago.

if they want to charge more and make better content, or expand their library, and offer their current release movies, I'll think about it. But right now it's shit at any price.

https://upload.wikimedia.org/w...

Don't worry. The whole thing will be scrapped the first time the AI points out that vaccines don't cause autism. Or that raw, unpasteurized milk can make you sick. Or that fluoride in the water reduces cavities. Or corrections to any of the conspiracy theory idiocy that RFK Jr believes so strongly in.

The irony of your sarcasm is it actually *is* horrible.

Water is good - necessary even - but too much water will kill you. Choice is the exact same way - it's entirely possible to have too much of it, as much as that contradicts an ethos buried deeply in the American id.

One gets the feeling that Seattle is taking away tax benefits to companies that aren't dragging enough employees into the city.

No mention of private wealth and private equity markets being able to pump significantly more money into private companies and reduce their need to go public, as well as being able to manipulate public markets to ensure that no strong competitors can emerge.

If it goes that far I only need to one gun and one bullet.