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TommyGlades, Everglades City, FL (2026)

10/04/2024

GunsAmerica

VP Harris Imports Crime While She Wants to Ban Guns
Buzz Column NSSF R2KBA

October 1, 2024 News Wire
By Larry Keane

The shocking report from The Department of Homeland Security’s Immigration and Customs Enforcement (ICE) shows that while the Biden-Harris administration has been attacking the lawful commerce of fi****ms – including hobbling U.S. firearm and ammunition exports to overseas markets – it has been wholesale importing criminals into the United States.

The report, released to U.S. Rep. Tony Gonzales (R-Texas), showed that there were 662, 566 noncitizens in the United States with a criminal history. That includes 13,099 with murder convictions, 62,231 with assault convictions, 14,301 with burglary convictions, 56,533 with drug convictions, 15,811 with sexual assault convictions and 2,521 with kidnapping convictions.

Vice President Kamala Harris, who was named as the Biden-Harris administration’s border and gun control czar, has also overseen the broken “open border” policy that has resulted in 17,416 noncitizens with weapons charges, although the nature of which weapon those illegal immigrants had in their possession is not specified. Of those, 16,820 were not detained, 14,000 who were convicted.

That means those criminals who are not detained are still on America’s streets, even though they may be facing final orders of removal or are going though through removal proceedings. Fox News reported that there are over 7 million people on the “not detained” docket.

Gaslighting ‘Czar’
Those figures are alarming. This same administration that has wielded nearly every government lever to block or diminish the Second Amendment rights of law-abiding citizens to legally purchase a firearm for self-defense has also been importing tens of thousands of violent criminals at the same time. The Biden-Harris administration isn’t making America safer through their gun control efforts. They are making Americans victims and doubling down by allowing violent criminals open access to America’s neighborhoods.

“It may be shocking to hear that the Biden-Harris administration is actively releasing tens of thousands of criminal illegal aliens into our communities, but their own numbers conclusively prove this to be the case. This defies all common sense,” said U.S. Rep. Mark Green (R-Tenn.), Chairman of the U.S. House of Representatives Homeland Security Committee, to Fox News. Rep. Green has also been outspoken about the Biden-Harris administration’s attacks on Second Amendment rights and the firearm and ammunition industry.

The report comes as Vice President Harris is attempting to gaslight her own track record on both Second Amendment rights and border security. Vice President Harris professed to owning a firearm and told Oprah Winfrey in a television special, “If somebody breaks in my house they’re getting shot,” neglecting to mention she resides at One Observatory Circle on the grounds of the U.S. Naval Observatory in Washington, D.C., that is guarded around the clock by uniformed officers of the U.S. Secret Service. She’s attempted to convince voters she’s a Second Amendment supporter but her own political history belies that claim. Vice President Harris has yet to identify which firearm she says she owns, how it is stored or if it is registered with Washington, D.C., Metro Police, as required by law in the District of Columbia, where she resides as vice president. Or is the firearm – reportedly a pistol according to CNN – registered and kept at her home in Los Angeles?

The Reload reported that Vice President Harris backed plan to forcibly confiscate handguns from law-abiding citizens in San Francisco when she served as the city’s district attorney in 2005. When she ran for The White House in 2019, Vice President Harris backed forcible confiscation of Modern Sporting Rifles (MSRs), the most-popular selling centerfire rifle in America.

The ICE report to Rep. Gonzalez came at the same time Vice President Harris visited the U.S. Southern border to see the problem criminals freely crossing. It was the first time she visited the border in three years, despite being President Biden’s border czar.

No Annie Oakley
The numbers presented by ICE make it clear. Vice President Harris is willing to give criminals roaming America’s streets a pass while she prosecutes a radical antigun agenda against Americans who follow the law. The National Review’s editors called her “an Enemy of the Second Amendment.” They pointed out that three times she backed efforts to ban or confiscate fi****ms – first in San Francisco, later when she signed an amicus brief opposing the 2008 Heller case before the U.S. Supreme Court and again later when she backed confiscating MSRs.

“Harris has spent a career opposing the Second Amendment because she has spent a career trying to ‘take everyone’s guns away.’ The last-minute Annie Oakley act does not alter that one whit,” the editors at The National Review wrote.

This is the true Vice President Harris. She’s a politician attempting to obfuscate her previous policy positions and running from her record. Both tell who she really is. Vice President Harris would make a victim of law-abiding Americans at the hands of transnational criminals who would be left defenseless because of her radical antigun agenda.

Larry Keane is Senior Vice President of Government and Public Affairs and General Counsel for the National Shooting Sports Foundation, the fi****ms industry trade association.

10/04/2024

I need a real id but the illegal immigrants dont ????

Bombshell report: 'High risk noncitizens' without IDs flying across U.S.
Feds don’t know how many noncitizens were released into US without identification

By Bethany Blankley | The Center Square contributor 15 hrs ago
TCS - Airplane generic

Kevin Woblick | Unsplash
(The Center Square) – Twenty-three years after Islamic terrorists used airplanes to conduct the worst terrorist attack on U.S. soil, the federal agency created to protect Americans from national security threats “cannot ensure they are keeping high-risk noncitizens without identification from entering the country.”

The potentially high-risk noncitizens are being flown on domestic flights without identification, creating a public safety risk, according to the latest Office of Inspector General report assessing several federal agencies within the U.S. Department of Homeland Security.

The OIG has repeatedly published reports identifying potential national security risks created by Biden-Harris policies identified within DHS and its subagencies.

In the latest redacted report that has “sensitive security information,” the OIG expressed concerns about Americans’ public safety to the administrators of the Transportation Security Administration, US Customs and Border Protection, and the U.S. Immigration and Customs Enforcement.

“Under current processes, CBP and ICE cannot ensure they are keeping high-risk noncitizens without identification from entering the country. Additionally, TSA cannot ensure its vetting and screening procedures prevent high-risk noncitizens who may pose a threat to the flying public from boarding domestic flights.”
The report states the agencies didn’t assess risks to public safety by releasing non-citizens into the United States without identification and putting them on domestic flights.

The OIG requested data on the number of noncitizens without identification who were released into the United States from fiscal years 2021 through 2023. “Because immigration officers are not required to document whether a noncitizen presented identification in the databases,” the data the OIG obtained “may be incomplete.”

“Therefore, neither CBP nor ICE could determine how many of the millions of noncitizens seeking entry in the United States each year entered without identification and whose self-reported biographic information was accepted,” the report states. CBP and ICE officers interviewed by the OIG “acknowledged the risks of allowing noncitizens without identification into the country, yet neither CBP nor ICE conducted a comprehensive risk assessment for these noncitizens to assess the level of risk these individuals present and developed corresponding mitigation measures,” the report states.

One of the primary responsibilities of CBP and ICE is to verify noncitizens’ identities prior to seeking entry; TSA is responsible for screening everyone who boards domestic flights. The OIG audited them to determine to what extent CBP and ICE policies and procedures confirmed individual’s identities “for the documents TSA accepts for domestic travel and whether TSA ensures noncitizens traveling on domestic flights provide proof of identification consistent with all other domestic travelers.”

As Border Patrol officials have explained, the majority of illegal border crossers are not vetted and released with DHS papers. The OIG confirms this, stating CBP and ICE officers accept “self-reported biographical information, which they use to issue various immigration forms. Once in the United States, noncitizens can travel on domestic flights.”

The OIG also notes that noncitizens do not have TSA-acceptable identification but “are allowed to board domestic flights.” TSA requires them “to undergo vetting and additional screening,” which involves running their information through systems to validate information on DHS–issued immigration forms and conducting additional screening procedures like pat downs.

“TSA’s vetting and screening procedures do not eliminate the risk that noncitizens who may pose a threat to fellow passengers could board domestic flights,” the OIG report says.

It gets worse, the OIG says.

“Under current processes, CBP and ICE cannot ensure they are keeping high-risk noncitizens without identification from entering the country. Additionally, TSA cannot ensure its vetting and screening procedures prevent high-risk noncitizens who may pose a threat to the flying public from boarding domestic flights.”

The 37-page redacted report details the procedures that must be followed according to federal law and notes in bold: “CBP and ICE have policies and procedures for screening noncitizens, but neither component knows how many noncitizens without identification documents are released into the country.”

Security issues also exist with the CBP One app, which has been used to fast track over 813,000 inadmissible illegal foreign nationals into the country, The Center Square reported.

These issues are redacted. “Because of CBP’s and ICE’s process for inspecting and releasing noncitizens, TSA’s methods to screen for individuals who pose a threat would not necessarily prevent these individuals from boarding flights,” the OIG warns.

It also points out that it has released previous reports where its office “documented similar weaknesses in CBP’s screening processes that allowed high-risk individuals into the country,” including those on the terrorist watchlist.

It concludes, “If CBP and ICE continue to allow noncitizens – whose identities immigration officers cannot confirm – to enter the country, they may inadvertently increase national security risks.”

The agencies did not concur with the OIG’s findings. In response, the OIG, as prescribed by a DHS directive, gave them 90 days to respond and provide corrective action that would be taken as well as a target completion date for each recommendation.

09/16/2024

By no means is someone being killed a joke. But trump is trying to keep score

04/29/2024

This is how to take care of this issue

03/22/2024

Report: ZEV Transition Will Cost U.S. Trucking $1 Trillion
March 19, 2024 • By Jack Roberts •

A report on commercial vehicle electrification by Roland Berger has exposed a massive investment gap as state and federal policymakers mandate increased adoption rates of battery-electric commercial vehicles.

Photo: Jack Roberts

The Clean Freight Coalition, a transportation advocacy group, unveiled a new study that puts the price tag for fully transitioning the U.S. trucking industry over to battery-electric vehicles at $1 trillion.

The coalition is an alliance of truck transportation stakeholders committed to a clean energy future for America’s trucking industry, according to the group. Participating associations span motor carriers of various sizes and freight sectors, as well as truck dealers, truck stop operators, and the bus industry.

The study was conducted jointly with several trucking industry organizations. Joining CFC executive director Jim Mullen at the online press briefing March 19 were:

American Trucking Associations President and CEO Chris Spear
American Truck Dealers President Laura Perrotta
American Bus Association President and CEO Peter Pantuso
National Association of Truck Stop Owners President and CEO Lisa Mullings National Tank Truck Carriers President and CEO Ryan Streblow National Motor Freight Traffic Association Executive Director Debbie Sparks Truckload Carriers Association President Jim Ward

A Realistic Forecast for Commercial Vehicle Electrification Infrastructure

The report was completed by the consulting group Roland Berger. Its goal was to forecast a realistic infrastructure buildout for the electrification of medium- and heavy-duty commercial vehicles. In doing so, the study exposed what Mullen called a “massive investment gap" as state and federal policymakers mandate increased adoption rates of battery-electric commercial vehicles.

The analysis focuses on characterizing the investment needs and challenges across both charging infrastructure and energy infrastructure.

- Source: Clean Freight Coalition
The analysis focuses on characterizing the investment needs and challenges across both charging infrastructure and energy infrastructure.

Source: Clean Freight Coalition

Among the key findings in the report:

Preparing today’s commercial vehicle fleet for electrification would require the commercial vehicle industry to invest upwards of $620 billion in charging infrastructure alone.
Utilities would need to invest $370 billion to upgrade their grid networks to meet the demands of just commercial vehicles.
This nearly $1 trillion expenditure does not account for the cost of new battery-electric trucks, which according to market research can be two to three times more expensive than their diesel-powered equivalents. For example, a diesel Class 8 truck costs roughly $180,000, while a comparable battery-electric truck costs over $400,000.

“What we are talking about here is a $1 trillion unfunded mandate being levied on the U.S. trucking industry,” Spear said. “In six to 10 years, the country will have fewer trucks on hand to move the amount of freight we do today, if we do not address this issue. And that reduction in trucks will be reflected in prices and the availability of products on store shelves."

Heavy-duty electric vehicles have more intensive charging requirements and will require three times the infrastructure investment per vehicle compared to medium duty. - Source: Clean Freight Coalition
Heavy-duty electric vehicles have more intensive charging requirements and will require three times the infrastructure investment per vehicle compared to medium duty.

Source: Clean Freight Coalition

Spear stressed that ATA is not saying no to zero-emission vehicles. But, he said, the trucking industry needs a workable path and timeline to adopt these new technologies.

“This is a huge, complex, challenge,” he said. “Our industry needs both time and money to accomplish this, because this is going to be really difficult to do. We are not an industry dragging its heels. But the assumption that the trucking industry can do this alone and for free is not realistic. That is not going to happen.”

Immediate Action Needed to Make Electrified Supply Chain a Reality
Building on the report’s finding, Mullen said that U.S. policymakers must address these cost concerns and infrastructure hurdles to make an electrified supply chain function smoothly for the American economy.

How the Clean Fleets Rule Changes Everything
The study found that while medium-duty vehicles will face fewer roadblocks, economic and operational constraints make electrification very challenging for the heavy-duty segment.

Furthermore, the study outlined the significant improvements in battery range and charging infrastructure capabilities that would be needed to support a path for the electrification of long-haul vehicles.

“Electrification means focusing on the vehicle segments that are easier first, “ said Wilfried Aulbur, senior partner, Roland Berger. “It means that we have to look at how fleets operate and potentially adjust; it means that we need better cooperation and planning across industries and governments; and it requires an openness to alternative technology paths to decarbonizing the heavy-duty segment.

On-route charging points must align with fleet traffic volumes and existing routes. - Source: Clean Freight Coalition
On-route charging points must align with fleet traffic volumes and existing routes.

Source: Clean Freight Coalition

"It also is clear that an industry with a yearly turnover of about $800 billion and a profit margin around 5% cannot invest $620 billion without financial support or a significant increase in freight rates.”

The report also expressed concerns that the current greenhouse gas regulations are weighted too heavily toward battery-electric vehicles over other emissions-reduction options.

“Today’s report from Roland Berger clearly demonstrates that policy must not depend on a single technology to reduce the carbon emissions from commercial trucks,” said NATSO’s Mullings. “Investing in the necessary charging stations to fuel commercial trucks is expected to require $620 billion from truck stops, fleets and ultimately consumers. To raise that kind of capital, we need to overcome the many challenges impeding businesses’ ability to recoup these vast investments.

"This report underscores the critical need for policymakers to incentivize the existing low-carbon fueling options available today, including renewable diesel and biodiesel, while the industry implements longer-term options.”

Even for many local heavy-duty use cases, fleets would need high capacity L3 or DCFC chargers on-site, but just the cost of utility service upgrades can be prohibitive. - Source: Clean Freight Coalition
Even for many local heavy-duty use cases, fleets would need high capacity L3 or DCFC chargers on-site, but just the cost of utility service upgrades can be prohibitive.

Source: Clean Freight Coalition

ATD's Perotta said the country's commercial truck dealers already have made enormous investments to sell and service EVs — nearly $1 billion in this decade.

“Unfortunately, dealers are faced with inadequate charging infrastructure, delays when installing chargers due to parts shortages and utility workload challenges, and unaffordable upgrades required to meet new electricity demands," Perotta said. "This study puts into perspective the enormous national commercial charging needs and related costs required to meet the administration’s regulatory goals.”

Spear added, “You don’t overcome obstacles by ignoring them. This study lays out the high investment costs required to electrify the commercial vehicle industry. Policymakers should take note that pursuing technology-neutral solutions can deliver operational savings and emissions reductions at a fraction of the cost.

"A real-world understanding of the path to our shared goal of zero emissions is needed, but unrealistic timelines and expectations will break the bank.”

Related: What to Know Before You Choose an Alt-Fuel Truck

Read more aboutATABattery-Electric TrucksBattery-Electric VehiclesCharging InfrastructureGreenhouse GasesEPACARBZero-Emission Vehicles
ABOUT THE AUTHOR
Jack Roberts
Jack Roberts
Executive Editor

Jack Roberts is known for reporting on advanced technology, such as intelligent drivetrains and autonomous vehicles. A commercial driver’s license holder, he also does test drives of new equipment and covers topics such as maintenance, fuel economy, vocational and medium-duty trucks and tires.