Saturday, December 6, 2014

Why They Don't Vote

A column by Martin Dyckman in Context Florida Magazine pondering why so few of us bother to vote. Often with good reason he argues persuasively, noted on this the anniversary of Pearl Harbor Day:
It was on Nov. 19, 1863, at the dedication of the Gettysburg battlefield cemetery, that President Abraham Lincoln expressed the purpose of America as we like to think of it today, pledging himself and the nation to honor the fallen heroes by ensuring that “government of the people, by the people, for the people, shall not perish from the earth.”
In the voting a year later — which Lincoln had doubted he would win — the people rallied to his challenge. Not only did they re-elect him; the turnout of those eligible to vote in the North and the four Border States was 73.4 percent. It puts to shame today’s summer soldiers and sunshine patriots.
The government that Lincoln idealized, and for which he gave his life, is in grave danger again. Its survival is in doubt.
In the eyes of many, it has ceased already to be a government of the people, by the people, for the people. It has become a government by only some people for only some other people.
Barely a third of the eligible voting-age population — 36.4 percent — voted in the midterms this month, the lowest since 1942, when millions were at war or working long shifts in defense plants. This estimate accounts for all who should have registered, not simply those who did.
These days, the non-voters include people in states like Texas, Indiana, and Wisconsin, where voter ID laws are diabolically difficult to satisfy. According to the United States Election Project, Florida performed better, at 43.1 percent, than the national average. But even in Florida, some 75,000 people who did show up at the polls cast no vote for governor, a number greater than the winner’s margin.
“Low turnout is more than a set of figures to lament; it is an indicator of deep problems within American democracy,” writes Curtis Gans, director of the Center for the Study of the American Electorate, who forecast the low November turnout based on apathy in the primaries.
“Contributing factors to the decline in motivation are not hard to find,” Gans writes.
Among the reasons: “campaigns that are run on scurrilous attack ads that give the citizen a perceived choice between bad and awful; one major party situated far to the right of the American center and the other without a clear and durable message; a decline in faith that government will address major societal needs exacerbated by those whose politics seek to accomplish just that… increased inequality that has the collateral effect of reducing hope for those at the bottom….”
Some people don’t vote simply because they’re lazy. Others are satisfied with the status quo, or willing to accept whoever wins. But that hardly describes very many people these days.
In my view, the major reason people don’t vote is that they don’t think it will make a difference. That does make a difference by leaving the choice to those who are motivated because they are angry. In this election, that faction consisted largely of white men.
Sad to say, there are sound reasons to think voting won’t make a difference.
In many cases, it really doesn’t. Most congressional districts are drawn to determine the outcome. If you’re a Republican in Corinne Brown’s district, or a Democrat in Ander Crenshaw’s, why bother to vote? Indeed, no Democrat saw any use at all in running against Crenshaw. The same manipulation has rigged the perpetual outcomes of most state legislative districts.
Regardless of specific elections, Congress and the legislatures in the long haul respond primarily to the big lobbies rather than to public sentiment on such issues as tax reform or corporate liability. I wrote not long ago on a scholarly study that documented how the United States is already, for all that matters, an oligarchy in the form of a republic. The public gets what it wants only when it coincides with what the Koch brothers and other plutocrats want.
One of the authors of that study, Princeton Professor Martin Gillens, is the author of a new book Affluence & Influence: Economic Inequality and Political Power in America. In his introduction, he quotes the prescient warning of U.S. Supreme Court Justice Louis Brandeis: “We can have democracy in this country, or we can have great wealth concentrated in the hands of a few, but we cannot have both.”
Martin Dyckman is a retired associate editor of the St. Petersburg Times. He lives near Waynesville, N.C. Column courtesy of Context Florida.

Friday, December 5, 2014

Care & Feeding Of An Old Vespa

Sometimes in life you just have to get on with it and I confess the prospect of not being able to ride for any length of time even at 45 miles per hour has made me rather leery of the idea of regular commuting on the newly re-powered P200E. However, living where I do there is no alternative so I have planned out a few general tactics to avoid getting mown down in the 45 and 55 mile per hour sections of Highway One between my home and the shops, and my home and my work. Apparently I did well, as I made it to work intact:

The main Vespa fuel tank holds one and a half US gallons of fuel (6 liters) roughly which should be good for 90 miles (150 kilometers) before reserve, which is half a gallon, or 2 liters, providing one hopes another 30 miles range before dying completely for lack of fuel. My plan is to keep fuel at home, ready mixed with oil so I can fill the Vespa without having to fiddle around at gas stations. This is more important now during break in as I am supposed to use ethanol-free gas for this tedious period of operation. American Vespas came with a plastic gas cap and a separate oil tank with its own pump measuring oil flow to the engine. My European spec scooter has a single tank with the original screw down gas cap. All fuel goes in here with 2 percent two stroke oil. Hmm...

Mixing gasoline and oil is an arcane subject not much known these days when four stroke engines rule and the few two strokes around have separate oil tanks. I have found the trick for filling up at the pumps is to add oil for one gallon first, two and a half ounces, then buy the fuel in the usual way and add oil for anything more than a gallon of fuel. This mixes the oil with the gasoline and makes it easier (for me to calculate) how much oil to add. Too little oil will be fatal to the engine which needs the lubrication, too much oil will foul the spark plug and make it run rough...a knife edge! The man who rebuilt the engine wants me to use a particular oil and I have put a few ounces in the smaller bottle to carry on the scooter in case I am caught short and need to get more gas on the road. With this scooter if you have no oil you can use no gas...

In case I suffer a brain fart at the gas station I have written up a table of tenths of a gallon of fuel and the proper oil ratio in fractions of an ounce. If I add 0.4 gallons of fuel I add one ounce of oil. Easy, especially as it's taped under the seat.

My wife sacrificed one of her measuring cups to keep me happy. 2.5 ounces is in the cup when the oil covers the top part of the white label. One measuring cup to one gallon of fuel. Fractions of an ounce of oil are harder to measure.

So there it is. If you find me at a gas station with the lid of the tank open and the seat up with me studying the entrails you will know what I am doing.

Something like this, below, except this was Roberto Patrignani crossing Afghanistan with his Vespa on his way to the Tokyo Olympic Games in 1964 from his home in Milan. I think he was supposed to be studying a map in this picture. Vespas are hardy machines.

One other mystery of classic Vespas is how they shift. The idea behind the original design was to enable people to ride without damaging their footwear as happens with motorcycle foot shifters, so the gearbox is operated using the left hand side of the handlebars. The clutch is the lever (usually the rear brake on modern automatic scooters) and the grip itself is twisted to shift gears. Originally Piaggio wanted to build a 98cc four stroke automatic Vespa but the prototype Paperino was going to be too expensive to build as the originally envisioned cheap transportation so the company fell back on the tired and tested gearbox with a two stroke motor.

The mysterious shifter is a tube inside the handlebar grip and is connected to two cables. On the original 1948 Vespa the factory used tubular handlebars with rods instead of cables for shifting. In the photo below you can see the left handlebar ends in a grooved ring with a cable running through it. One cable pulls in one direction (change up) and the other pulls in the opposite direction (change down) as you twist the grip.

And there is a box under the engine where the cables end up. Its called the selector box as it selects the gears. Outside it looks like this:

 
Inside it looks like this where the cables from the handlebar shifter end up:

The hardest part is keeping the cables properly tensioned and I have been testing the clutch cable to get the simplest possible shifting action at the handlebar.

 

The only other regular maintenance worth speaking of is changing the gearbox oil every couple of thousand miles. About 8 ounces of 30W non detergent oil, available at auto stores hardware stores, even the supermarket I've found as it is dirt cheap and designed for gearboxes like this. All you do is drain the oil from the lower plug:


Then add oil through the hole left by removing the upper screw, until the oil flows back out. Zip it up and that's done. Other than that replace tires which is easy as the wheels are on split rims and no tire irons are needed. There are no belts, filters, variators, weights or electric fuel pumps to replace here.

Image

Thanks to Vancouver Scootering for the last three pictures. A good resource page for scooter stuff north of the border.

The running in period is supposed to last 600 miles or a thousand kilometers, the longer the better according to Gene my guru. It is tedious though putzing along like I'm riding a moped. I keep varying the speed on the throttle, occasionally pushing up around 45, then back down and pulling over for cars who deserve to go 55 in a 55, though not many of them seem to go even that fast. I hope the running in will be done by the end of the month and then I hope to keep up with them comfortably. I have to say the faster this scooter goes the smoother the ride. Above 40 miles per hour, in the short bursts I have done it positively purrs along. I am smiling all the way to work.


 

Thursday, December 4, 2014

Perfect Morning

Walking Cheyenne another sunrise. Cool and breezy, as winter should be in Paradise.

Cheyenne

What my dog gets up to when I'm at work.

A Kettle Of Vultures

I am told turkey vultures have their own collective noun and when they are seen spinning in circles in the sky they are said to be a "kettle."
I saw this lot doing their job on Blimp Road, on Cudjoe Key, that job being cleaning up other people's mess.
It must be winter: the turkey vultures are back.





We are programmed to find vultures repulsive but they are actually quite elegant in flight.
And very useful: if not for them someone else would have to clean up the road  kill.

Wednesday, December 3, 2014

Vespa On Big PIne

I had chores to do on Big Pine Key and Cheyenne was well walked and tired so I figured I could work a bit more on the running in program for the new/old Vespa. Cheyenne kept an eye on things as I fiddled with tire pressure and added some temporary luggage capacity on the form of a crate I had lying around. I will probably switch to a top case later but for now, a crate and a cargo net over it work fine.

 I went by the bank and figured I could take some time to myself and ride around. One not-so-short-cut required some travel by dirt road. Easily done:
Per my instructions I varied the speed as I motored the back roads of Big Pine Key working hard not to over tax the new engine by running it in properly.
The bridge between No Name Key and Big Pine Key was lacking its usual complement of anglers so I stopped for some pictures of my 1979 Vespa 200. 
 It seems to run quite well however the down shifting especially between 3rd and 2nd gears seems to continue to be unnecessarily notchy. I had tried to adjust the clutch but on mature reflection I think I have  a loose gearbox cable. Naturally there is a video on U-Tube describing the fault and the remedy.
A German company that ships vintage Vespa parts worldwide has a series of how-to videos for old Vespas. SIP does a lot of these tutorials dubbed into English by a heavily accented German voice. They seem to be very useful:  so far so good.
The Vespa changes gear by means of a clutch which operates in the normal way on the left hand grip. But also on this side of the handlebar are these marks, 1-N-2-3-4 so that when you pull in the clutch you can twist the grip, and by doing that you pull or push two cables on a tube inside the handlebar grip. It is ingenious and simple and when properly adjusted, very smooth. It also means my feet aren't fiddling with a pedal to change gear and sit protected behind the huge leg shield. Just like the designer planned it to be: not like a motorcycle.
I seem to have assembled quite a fleet. I have never had so many two wheelers at my beck and call. Next to the Bonneville is my wife's 150ccVespa ET4, a four stroke automatic capable of almost 65 mph. I hope my vintage Vespa will yield similar performance on Highway One.
I have to ride quite a few more miles before we will know the real top speed of the latest addition to the fleet.