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Sie kümmern sich um die Reparatur und Instandsetzung defekter Fahrzeuge der wohltätigen Vereinigungen, um deren Arbeit zu honorieren. Wettbewerbsvorteil auf Kosten der Sicherheit Die erfahrenen Autobahnpolizisten sehen: Der ist zu schwer. Muss man sein Auto warmfahren?

A Ford Model-T is seen being unloaded at the Blackwater docks during the introduction cinematic. The same vehicle is seen parked beside an automobile repair shop on a street in Blackwater.

Players are obligated to ride as a passenger in the vehicle in several gameplay missions. Players will also encounter an early Darracq 'Perfecta' automobile that has been modified with steel armor plates and a Maxim Gun.

Sign In Don't have an account? Start a Wiki. As the New York Times reported in December, oil companies are wary of higher fuel efficiency standards, and are making their voices heard in the Trump White House:.

The industry had reason to urge the rollback of higher fuel efficiency standards proposed by former President Barack Obama. Its proposed resolution , dated Sept.

The Trump administration has used a number of different tactics to try to push through their lower standards. But before any of this goes into effect, it could find itself tangled up in a long court battle first.

In a recent article , Stein argues the Clean Air Act gives the EPA the ability to deny a waiver before one is already granted, but not after.

There is no suggestion that Congress intended to create revocation authority, and no such authority has ever been recognized by a court, or otherwise.

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Trump just started a huge legal battle with California over lowering car emission standards. Share this story Share this on Facebook Share this on Twitter Share All sharing options Share All sharing options for: Trump just started a huge legal battle with California over lowering car emission standards.

Reddit Pocket Flipboard Email. Motor vehicles drive on the freeway in Los Angeles, California on September 17, In , Illustrated World wrote , "Every car should be equipped with a device that would hold the speed down to whatever number of miles stipulated for the city in which its owner lived.

The turning point came in , says Norton, when 42, Cincinnati residents signed a petition for a ballot initiative that would require all cars to have a governor limiting them to 25 miles per hour.

Local auto dealers were terrified, and sprang into action, sending letters to every car owner in the city and taking out advertisements against the measure.

A ad in the Cincinnati Post, taken out by a coalition of auto dealers. Cincinnati Post. The measure failed.

It also galvanized auto groups nationwide, showing them that if they weren't proactive, the potential for automobile sales could be minimized.

In response, automakers, dealers, and enthusiast groups worked to legally redefine the street — so that pedestrians, rather than cars, would be restricted.

The idea that pedestrians shouldn't be permitted to walk wherever they liked had been present as far back as , when Kansas City passed the first ordinance requiring them to cross streets at crosswalks.

But in the mids, auto groups took up the campaign with vigor, passing laws all over the country. Most notably, auto industry groups took control of a series of meetings convened by Herbert Hoover then secretary of commerce to create a model traffic law that could be used by cities across the country.

Due to their influence, the product of those meetings — the Model Municipal Traffic Ordinance — was largely based off traffic law in Los Angeles, which had enacted strict pedestrian controls in Government safety posters ridicule jaywalking in the s and '30s.

Even while passing these laws, however, auto industry groups faced a problem: In Kansas City and elsewhere, no one had followed the rules, and they were rarely enforced by police or judges.

To solve it, the industry took up several strategies. One was an attempt to shape news coverage of car accidents. The National Automobile Chamber of Commerce, an industry group, established a free wire service for newspapers: Reporters could send in the basic details of a traffic accident and would get in return a complete article to print the next day.

These articles, printed widely, shifted the blame for accidents to pedestrians — signaling that following these new laws was important. Similarly, AAA began sponsoring school safety campaigns and poster contests, crafted around the importance of staying out of the street.

Some of the campaigns also ridiculed kids who didn't follow the rules — in , for instance, hundreds of Detroit school children watched the "trial" of a year-old who'd crossed a street unsafely, and, as Norton writes , a jury of his peers sentenced him to clean chalkboards for a week.

This was also part of the final strategy: shame. In getting pedestrians to follow traffic laws, "the ridicule of their fellow citizens is far more effective than any other means which might be adopted," said E.

Lefferts, the head of the Automobile Club of Southern California in the s. Norton likens the resulting campaign to the anti-drug messaging of the '80s and '90s , in which drug use was portrayed as not only dangerous but stupid.

At a New York safety parade, a jaywalking clown is repeatedly rammed by a slow-moving Model T. Auto campaigners lobbied police to publicly shame transgressors by whistling or shouting at them — and even carrying women back to the sidewalk — instead of quietly reprimanding or fining them.

They staged safety campaigns in which actors dressed in 19th-century garb, or as clowns, were hired to cross the street illegally, signifying that the practice was outdated and foolish.

In a New York safety campaign, a clown was marched in front of a slow-moving Model T and rammed repeatedly. This strategy also explains the name that was given to crossing illegally on foot: jaywalking.

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But it's actually the result of an aggressive, forgotten s campaign led by auto groups and manufacturers that redefined who owned the city streets.

One of the keys to this shift was the creation of the crime of jaywalking. Here's a history of how that happened.

It's strange to imagine now, but prior to the s, city streets looked dramatically different than they do today. They were considered to be a public space: a place for pedestrians, pushcart vendors, horse-drawn vehicles, streetcars, and children at play.

During the s there were few crosswalks painted on the street, and they were generally ignored by pedestrians. As cars began to spread widely during the s, the consequence of this was predictable: death.

Over the first few decades of the century, the number of people killed by cars skyrocketed. Those killed were mostly pedestrians, not drivers, and they were disproportionately the elderly and children , who had previously had free rein to play in the streets.

The public response to these deaths, by and large, was outrage. Automobiles were often seen as frivolous playthings, akin to the way we think of yachts today they were often called "pleasure cars".

And on the streets, they were considered violent intruders. Cities erected prominent memorials for children killed in traffic accidents, and newspapers covered traffic deaths in detail, usually blaming drivers.

They also published cartoons demonizing cars, often associating them with the Grim Reaper. The November 23, , cover of the New York Times shows a common representation of cars during the era — as killing machines.

New York Times. Before formal traffic laws were put in place, judges typically ruled that in any collision, the larger vehicle — that is, the car — was to blame.

In most pedestrian deaths, drivers were charged with manslaughter regardless of the circumstances of the accident.

In Midtown Manhattan, pedestrians compete for space with increasing automobile traffic. As deaths mounted, anti-car activists sought to slow them down.

In , Illustrated World wrote , "Every car should be equipped with a device that would hold the speed down to whatever number of miles stipulated for the city in which its owner lived.

The turning point came in , says Norton, when 42, Cincinnati residents signed a petition for a ballot initiative that would require all cars to have a governor limiting them to 25 miles per hour.

Local auto dealers were terrified, and sprang into action, sending letters to every car owner in the city and taking out advertisements against the measure.

A ad in the Cincinnati Post, taken out by a coalition of auto dealers. Cincinnati Post. The measure failed. It also galvanized auto groups nationwide, showing them that if they weren't proactive, the potential for automobile sales could be minimized.

In response, automakers, dealers, and enthusiast groups worked to legally redefine the street — so that pedestrians, rather than cars, would be restricted.

The idea that pedestrians shouldn't be permitted to walk wherever they liked had been present as far back as , when Kansas City passed the first ordinance requiring them to cross streets at crosswalks.

But in the mids, auto groups took up the campaign with vigor, passing laws all over the country. Most notably, auto industry groups took control of a series of meetings convened by Herbert Hoover then secretary of commerce to create a model traffic law that could be used by cities across the country.

Due to their influence, the product of those meetings — the Model Municipal Traffic Ordinance — was largely based off traffic law in Los Angeles, which had enacted strict pedestrian controls in Government safety posters ridicule jaywalking in the s and '30s.

Even while passing these laws, however, auto industry groups faced a problem: In Kansas City and elsewhere, no one had followed the rules, and they were rarely enforced by police or judges.

To solve it, the industry took up several strategies. One was an attempt to shape news coverage of car accidents. The National Automobile Chamber of Commerce, an industry group, established a free wire service for newspapers: Reporters could send in the basic details of a traffic accident and would get in return a complete article to print the next day.

These articles, printed widely, shifted the blame for accidents to pedestrians — signaling that following these new laws was important.

Similarly, AAA began sponsoring school safety campaigns and poster contests, crafted around the importance of staying out of the street.

Some of the campaigns also ridiculed kids who didn't follow the rules — in , for instance, hundreds of Detroit school children watched the "trial" of a year-old who'd crossed a street unsafely, and, as Norton writes , a jury of his peers sentenced him to clean chalkboards for a week.

This was also part of the final strategy: shame. In getting pedestrians to follow traffic laws, "the ridicule of their fellow citizens is far more effective than any other means which might be adopted," said E.

Lefferts, the head of the Automobile Club of Southern California in the s. Norton likens the resulting campaign to the anti-drug messaging of the '80s and '90s , in which drug use was portrayed as not only dangerous but stupid.

It includes companies that are in business as well as defunct manufacturers. Only companies that have articles here are included.

From Wikipedia, the free encyclopedia. Wikipedia list article. This article contains incomplete lists that may never be able to satisfy particular standards for completeness.

You can help by expanding them with entries that are reliably sourced. See also: Automotive industry in Australia. See also: Automotive industry in Bangladesh.

See also: Automotive industry in Brazil. See also: Automotive industry in Canada. Main article: List of automobile manufacturers of China.

See also: Automotive industry in China. See also: List of Czech automobiles. Marathon Motors Engineering Holland Car defunct. Valmet Automotive Electric Raceabout Toroidion.

Main article: List of automobile manufacturers of France. See also: Automotive industry in France. Main article: List of automobile manufacturers of Germany.

See also: Automotive industry in Germany. Main article: List of automobile manufacturers of India. See also: Automotive industry in India.

See also: Automotive industry in Iran. Autocars Carmor Plasan. Main article: List of automobile manufacturers of Italy. See also: Automotive industry in Italy.

Qvale Rapid S. Siata S. Stanguellini Storero Zust. Main article: Automotive industry in Indonesia. Main article: List of Japanese automobile manufacturers.

See also: Automotive industry in Japan. Asahi Ohta Otomo Prince Tommykaira. Dartz Ford-Vairogs defunct Latvija defunct.

See also: Automotive industry in Malaysia. See also: Automotive industry in Mexico. Anziel Saker Cars Trekka. See also: Automotive industry in Romania.

ARO Oltcit Rocar. See also: Automotive industry in Russia. See also: Automotive industry in Serbia.

See also: Automotive industry in South Korea. See also: Automotive industry in Spain and List of Spanish automobiles.

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