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Support independent journalism for cents a day. Subscribe for μ5/month >> X Retrospective: What the BRAVO Act taught us about Overthinking politics Hailee Quinn Politics Editor Earlier this week, President Auguste signed the BRAVO Act into law, marking the conclusion of a legislative saga that no one really cared about outside of politics nerds. In fairness, we have more than our fair share of those in this country, but it’s still hard to get the average person invested in a highly contained drama that requires a political science degree to understand. As we enter the 1425 election cycle, however, this single bill revealed a number of loose cogs in old George’s well-oiled machine. All the politics surrounding it perfectly exemplify the issues being faced by party leadership as Auguste steps aside. Also, us wonks needed justification for all the energy we put into this, so here you have it. Lesson 1: NUP isn’t very united No one was more noticeably or dramatically divided on the issue than the New Union Party. As the largest and longest-active party in Overthinkers, it’s generally assumed that their leadership has things under control. When the Dome erupts into debate and NUPers are the first in line on either side, it erodes that image slightly. Not that this was an isolated incident. Voting records over the past two years show an increasing trend in noncompliance among NUP legislators. The alliance with the Progressive Overthinking Party has continued to hold, resulting in little risk to NUP’s policy control, but when the establishment party stops being established, all hell can break loose. Clara Silva has very blatantly spent the last year preparing to take the torch from Auguste. If NUP can’t put their whole weight behind her, it leaves the door open for other challengers. Lesson 2: POP isn’t progressing The POP was also divided, but it’s always divided. That’s exactly the problem. Young voters are flocking to this party in droves, but still can’t figure out how to work with one another effectively. Instead, you find four or five different camps forming within POP ranks on every issue. It’s like they’re a stack of REPs in a trenchcoat. Specifically, we know that the BRAVO Act had legislators choosing the hill of environment, public safety and public transport, or personal expense, then very dramatically staging their own deaths thereupon. Even on the same side of the debate, members of the same party were giving mixed messages. Alexander Wesson, Jon Corn and company have their work cut out for them putting the rails on their junior counterparts ahead of the election. If they can find the same page, their momentum might just carry their candidate over the line. Lesson 3: ODP has direction True to their name, the One Direction Party was the one party that didn’t have a compliance problem with the BRAVO Act (not counting the Radical Equality Party, because you never count the Radical Equality Party). From day one, they had their line figured out: regulation is invasive and costly; besides, why would the environmentally-minded parties try to forestall the adoption of eco-friendly technology? No doubt the tight reins are a necessity for Overthinkers’ furthest-right party, which has always sat in the minority position. After taking a big hit in the 1419 election due to the antics of one Torrance Maid, they clawed back to prior levels in 1921, and reached a new high in 1923. Whatever they’re selling, it’s catching on in the western and southern areas of Overthinkers. Recent trends in Varanius may only embolden them. Any political entity with ODP’s level of focus should not be underestimated. The elections of 1377 and 1401 taught us that. If NUP can’t find a way to derail their propaganda train, ODP stands to at least deal some damage that they can cash in on two, four, or six years from now. Lesson 4: Business interests are here to stay The BRAVO Act saw major players in the EV sector mobilize politically in a way that 40 years ago would have been shocking and out of line. Today, no one really gave it a second thought. They may not have gotten what they wanted, but they’ve opened a door. Overthinking legislators have been receptive to businesses and their concerns for ever, but there were unwritten rules that public and private sector understood. Lobbying was a low-key affair where you sat with your representative, they heard you out, and then you parted ways with no verifiable promises made. Corporations decided to switch tactics. Now, they’re pitching policies to politicians like they pitch their products to investors. You will hear an occasional murmur suggesting that more stringent lobbying rules are needed, but until a major corruption case comes out of it, most will continue to let it slide. As long as that is the case, big business will only become bolder in their courting of legislators. Lesson 5: No one is complacent It’s a small victory, for the people of Overthinkers more than anyone else, but it’s not all bad: if nothing else, the BRAVO Act’s rocky journey proves that our lawmakers are attentive and active. No one is too comfortable to the point where they will not rock the boat if they deem necessary. A complacent legislature would have shrugged and moved on the moment that the going got tough. Instead, they mobilized. They considered it important enough to snatch it from the bureaucratic void, fix the issues holding it back, and push it through. Regardless of your opinions, a proactive legislature is generally a net positive. It would be cliche to say that Overthinkers have a big decision to make next year, but it’s clear that our political leadership have some big decisions to make before then. The election may hinge on which camp gets their act together in time for the campaign season to start.

DOH releases preliminary list of highways to receive funding from BRAVO Act Updated 6 June 1424 Department of Highways Director Collard G. Denhim has published a statement celebrating the progress of the BRAVO Act, which designates a large portion of electric vehicle charging station taxes to the DOH. “We are encouraged by the new progress made on Bill 31306,” Denhim said. “The potential revenue allocated to the DOH will allow us to undertake a number of projects that we hitherto could not for lack of funding….We urge all our legislators to see this act is passed.” The director also published a preliminary priority list, identifying specific proposals that the department will be able to approve upon receiving this new funding. The list is an example and is subject to change based on exact cost and unforeseen factors. The proposed projects include: Realignment of Highway 125 near Foren to better accommodate cargo traffic Widening Highway 081 south of Worth, making it four lanes Construction of new high-capacity bridge on Highway 332 between Hestmere and Ligon Construction of new highway, beginning in Owen and connecting to Highway 270 west of Zoewey Realignment of Highway 013 to bypass Exvia Repairs to the Whetter Bridge in Hestmere “We are excited to see the trends in personal vehicle use in Overthinkers, but that means we need to be that much more diligent in maintaining our highway system,” Denhim noted. “We are sorely aware of the amount of overdue maintenance we currently face. The passing of the BRAVO Act will be a great help in our catching up.” Director Denhim’s full statement can be read here.

The Aurum EAGLE The freest of presses since 1296 Peculiar Transport Committee set to resurrect EV legislation, will be heard before end of session From Staff Reports The Congressional Committee on Peculiar Modes of Transport is scheduled to vote today on a new final draft of Bill 31036, now known as the BRAVO Act, miraculously preventing the controversial legislation from being “cast into oblivion,” as committee member Reynold Coras (POP-Hestmere) said in a statement. The BRAVO Act would be the first comprehensive legislation in Overthinkers for the regulation of electric vehicles, or EVs. A last-minute amendment proposed by rookie legislator Thad Jeffers (NUP-Worth) derailed what was expected to be an unremarkable ride through the Dome, prompting Congresspeople to return the bill to committee. Typically, a bill returned to committee is effectively dead, but the CPMT considered it enough of a priority to push back through before the end of session. CPMT chair Stephanie Could (NUP-Cangham) had just taken leave for minor surgery when the incident happened. She was still slightly hobbled as she marched back into the Dome to reconvene the four-person committee three weeks later. With no other agenda items, the re-drafting process was reportedly mostly complete after but two sessions. The committee will meet one last time to formally forward the bill to the Speaker. The Speaker’s office has unofficially stated that “room will be made” for the rewritten bill to be heard on the floor a second time. Critics of the BRAVO Act claim that it is solving a problem that does not yet exist, and placing unnecessary barriers on the adoption of greener technology. In a press release, ODP leadership insisted that the entire basis of the bill was overreaching and that no amount of amendment would rectify it. The rewritten text of the bill will not be available until it passes the CPMT, but it is expected to more strictly define how the regulations are enforced and how resulting revenue can be spent, a concession to some senior NUP and POP lawmakers. The BRAVO Act would become only the second bill since 1401 to successfully clear the re-drafting process and, if passed, would be the first “second chance” bill to become law since 1393. The bill will still require the approval of the Council before making it to President Auguste’s desk. Auguste has been typically quiet on the matter, but sources close to him expect him to sign it if given the chance.

Adrina Gale Adrina Gale Official character art from the Mandrake Press website. Creator Celine Ivers First appearance Adrina Gale, Captain of the Namora (1365) Most recent appearance Left in Dead Horse Pass (Adrina Gale: Uncharted #3, 1424) Rights owned by Mandrake Press For the LBC television special, see Adrina Gale (TV special). Adrina Gale is a fictional character created by author Celine Ivers who appears in a number of adventure-mystery young adult novels. The series follows the eponymous Gale, a teenage girl from Aurum, who inherited a large sailing vessel from her late father and encounters various criminal conspriacies while trying to maintain the family tradition. Gale first appeared in Adrina Gale, Captain of the Namora, published in 1365. Ivers followed it with Adrina Gale in: The Ghost Freighter in 1368. She wrote a total of 22 Adrina books before her death in 1383. The company Nuteself bought the rights to the property and produced a second series, Adrina Gale: Eastern Star, which included 12 books by various authors from 1401–14. Mandrake Press, after acquiring the property in 2015, has released 3 books to date of the newest series, Adrina Gale: Uncharted, written by Lorelei Ivers. Readers are divided on whether to recognize either spinoff as part of the greater series, particularly Eastern Star. Premise With the exception of Adrina Gale in: The Shortest Voyage (#19), each story in the series involve Adrina and the crew of her ship unintentionally becoming involved in a mystery—almost exclusively set in the Viatic Ocean off the coast of Overthinkers or throughout the Darkesian Sea, and in surrounding ports—and providing some kind of material help that cracks the case for authorities. This has taken the form of discovering clues, stealing critical information, going undercover, and even subduing and capturing criminals. The Shortest Voyage sharply departed from the prior formula with a survival adventure, as Adrina becomes stranded in the Darkesian alone in a lifeboat. In it, Adrina is forced to confront many of her personal anxieties and motivations. Celine Ivers’ version of the character is described as “clever” and “not fearless, but brave”. Adrina’s Antali heritage is important to her, and is said to give her a “solemn reverence for the sea”. Occasionally, she is said to sense the presence of her late father, or of further removed ancestors, in times of inner turmoil. History Original Release Adrina Gale, Captain of the Namora was Celine Ivers’ fourth published novel, and her second with publisher Cooleg Books. It was her first to appear on the National Inquisition bestseller list, reaching #5. Ivers once stated that it was intended to be a standalone book, but its success—as well as her affinity for the character—persuaded her to “continue the story.” The series was well received upon release throughout Overthinkers, records from the Overthinkers Department of Libraries indicate. However, the only recognition it received in Ivers’ lifetime was as a Dourman Award Finalist for The Shortest Voyage in 1381. Ivers was posthumously inducted into the National Literary Hall of Fame in 1385. In 1386, Samwright-Carter (who had bought out Cooleg) republished all 22 books as a “Premium Collection”. All 200,000 units were sold within the year. Acquisition by Nuteself and Eastern Star In 1399, Nuteself, an Overthinkers-based company that primarily published translated Zoranian manga, bought the rights to the IP. In 1401, they released the first in a reboot series, Adrina Gale: Eastern Star. The twelfth and final Eastern Star story was published in 1414. Eastern Star proved controversial for a number of reasons. Fans of the original series found Adrina’s new characterization to be comparatively weak and shallow. While the original focused on adventure and intrigue, the reboot stories mixed it with teen drama and angst. Critics observed that Nuteself’s depiction of Adrina—written exclusively by male authors, three over the course of the series—was vaguely sexist and all but overtly sensual. One particular critic noted, with great disdain, that “the author of this book has never seen a boat save for his daddy’s yacht.” Despite the controversy, Nuteself succeeded in selling the new series to a different audience. That is, until legal trouble derived from both business matters (unrelated to Adrina Gale) and non-business matters (majority owner Cale Ligna’s involvement in a high-level financial conspiracy) forced the company to file for bankruptcy in late 2015. Post-Nuteself In 2014, the Leander Broadcasting Company produced a four-part television special, which aired on LBC One in October of that year. While sharing the same name and protagonist, the TV special was largely disconnected from any existing lore and involved no other recurring characters. Thematically, the “vague mysticism” of Ivers’ books was exaggerated into “something fully supernatural”, according to one thread on an official fan forum. Following Nuteself’s bankruptcy, the rights to Adrina Gale were bought by Mandrake Press, a respected name in YA fiction. Mandrake promised to return creative control of the property to the Ivers estate. In 2019, the first volume of Adrina Gale: Uncharted was released, written by Celine’s great-niece, Lorelei Ivers. In an interview, Lorelei confirmed that Eastern Star is not considered canon to Uncharted. Rather, it is set a few years after the events of the original series, with Adrina as an adult and pursing more extreme natural phenomena

GUEST EDITORIAL Shaun District Commission approves landmark incentive package for a company that doesn’t want to be here by Journ Eles With a bang and a whimper, our District Commission has just authorized a historic offer for NIUM Inc., about six months after it would have made any difference. Given the timing, after NIUM’s rejection in Joen, it just looks like a sad consolation prize, or like trying to get back with an ex after their new relationship falls apart. To date, SDC has never offered an individualized incentive package, much less one to the tune of μ5 million. In fairness to them, they did their homework. The finished product contained nothing that hasn’t been successful in other jurisdictions, and since it’s mostly made up of rebates, they’re only committing money that doesn’t exist yet. And according to my cursory research, it was by far the most extensive public offer made for the project. So here’s why NIUM, or any company like them, aren’t moving to Shaun anytime soon. My background is in real estate. When you sell someone a home, you don’t have to just sell them on the home. If the home is run-down, that’s its own problem. But even a nice, newly-redone home won’t sell if the neighborhood sucks, if the school sucks, or if it’s too far removed from basic services like a grocery store. (If you don’t believe me, look up how many homes are vacant in the Rolling Hills Addition.) The location and context of a property are as much a part of the product as the four walls of the house. When trying to attract a business, you need more than a piece of empty land. The district has that in abundance. It’s kind of our brand. But that’s part of the problem. We’re so far removed from civilization that moving products in and out is costly. And none of what our commissioners have identified as suitable locations for industry have basic utilities. Sure, we can always add them later, but how long will that take? NIUM can’t wait six months for power and water. In those six months, a Jolteon or an Edison can ramp up and expand their production at existing facilities, putting them out of business before they even start. Even if we had a ready site, who will work there? Our unemployment rate is actually lower than the national average. Our existing industries are already fighting for our meager supply of skilled workers. There’s no point in creating jobs if there is no one to fill them, or if filling them will cause other jobs to be cut. There’s no quick and easy fix you can throw money at when population is the problem. It’s a tired cliche, but in a way it’s true: you should invest in what you have. Our commissioners, city or district level, should focus their efforts and our tax dollars on improving our facilities and services now. When you do that, you create a more marketable product. A place where people want to live, to start families, to start a business. Industry will follow organically. In short, if the people come, then we can build it. a ADVERTISEMENT

THE PRODIGY PAGE 13 The Shockwave Gaither Williams comments on the EV boom and changing times Gaither Williams knows a thing or two about technology. While tinkering after hours at Rikard Electric in Cangham, Williams discovered a method that made traditional batteries better withstand harsher conditions and constant use. He believed in his product enough that in 1387, with considerable loans from particular benefactors, he left Rikard to start his own company: the unassumingly named Large Box, Inc. “I don’t remember the exact origins of the name,” he told one interviewer in 1413. “It was an inside joke between myself and my sisters, and I didn’t want to spend weeks agonizing over the perfect branding. So I introduced myself to investors as Large Box, and the product sold itself.” Over the following 37 years, Williams became one of the faces of technology in Overthinkers. As the world started to follow Andolia in adopting clean energy, his innovations formed the foundation of the new grid. Many of us remember his 30-second PSAs promoting the industry. He was a great spokesman, because he believed in what he was doing. In 1398, Large Box bought out Rikard Electric. The plant is still in operation, churning out appliances large and small for household use. “That was where I felt like I had made it,” Williams told me. We were seated in a private conference room at the Werther Hotel. Rather than a suit, the CEO had opted for an Ethaertin wool sweater to keep off the April chill. “It had all come full circle.” But Williams’ backstory is nothing new, certainly not with the publication of his memoir, The Will and the Way, last year. When we spoke, the now-infamous electric vehicle bill was not yet out of committee, but it was a certainty that it would hamper the industry’s rapid growth. Yet when I popped the question, Williams seemed unconcerned. “Five years, ten years, it’s still happening,” he said. “Personal vehicle ownership is at an all-time high in Overthinkers. The people want to get to exactly where they need to go, exactly when they want to. Now that they can own a low-maintenance, low-impact car, taking public transport will become comparatively a hassle.” As usual, Williams was one of the first in the Oertin to invest in electric vehicles. Large Box partnered with a Larxian manufacturer, providing the necessary electronics for the Journey line, one of the most affordable EVs available at the time. While produced in Larxia, Journeys were the first of their kind to be imported to Overthinkers wholesale. Williams and others have also personally invested in domestic startups creating EVs. “Everyone tells me, ‘Overthinkers have a particular way of doing things; you’re not gonna change that anytime soon,’ “ he said. “I always respond with something like, ‘I don’t need to.’ I know how to protect my investments. I can play the long game.” The long game indeed. Williams is well aware that the change he wants to see has wider repercussions, the very same that the legislature is seeking to mitigate in their own way. But Williams has put his money where his mouth is. Through the Gaither WIlliams Foundation, he has donated millions of monetary units to start technical programs in Cangham, Hestmere, and Anders. His own technicians have designed a curriculum for students to learn the necessary skills to either manufacture or, more importantly, service EVs. “We’re opening up a whole new world of skilled jobs here. Not everyone is NUA smart, you know. Some of us are Hestmere Technical College smart, and you need those kind of people too.” I opted not to mention WIlliams’ postgraduate degree from NUA at the time. “At the end of the day, it’s about freedom,” he summarized. “The freedom to move around on your own terms feels like a basic human right. But we as a society have convinced ourselves that it’s a bad thing. I think consumers today have wised up. No regulation is going to keep it at bay forever—there’s a shockwave coming, and you can already see things shaking.” ⬛

Congresswoman Stephanie Could gently lowered herself back into her recliner, after ascertaining that her phone, eyePad, diet soda, and remote were all within arm’s reach. Since the surgery, her pain was no longer as acute, but a dull soreness still made it difficult to get around. Now pushing seventy, she still insisted on taking care of herself. Jacob called it “old Koard stubbornness”. She was adamant that he was wrong. Circumstances notwithstanding, Stephanie couldn’t help but appreciate the break from her civic duties. It was nice to wake up in the morning and only have to worry about her problems, instead of 30 million other people’s. Maybe she would pass on running for re-election. The petty committee appointment was probably the apex of her legislative career anyhow. NUP had the big-ticket appointees fully planned out for the next 10 years. As she reached for the TV remote, her other phone started ringing. Her “business” phone, the number she had given out to her constituents and claimed was a personal cell. Which, it was, but it was also a burner phone she was doing her best to ignore during her leave. Something told her that this call was important, but she knew that if she tried to go fetch that phone from the other room, it would go to voicemail before she got halfway there. Besides, she told herself, if it was truly important, Karissa had her personal— Now her personal phone rang, and it was, in fact, Karissa, her chief aide. Stephanie sighed, but picked up. “Yes?” “Ma’am.” There was an awkwardly long pause. Stephanie had never had an aide without anxiety, but she had been working with Karissa six years, and she was on a whole other level. “It’s…well, I…you see…” “Important part first, hon, context later.” “They’re trying to get the Peculiar Modes Committee together, and there’s only four of you, so…” Stephanie couldn’t believe her ears. “Why the hell do they need us to meet now?” “Well, you see, that’s why I had to, uh, well…” “You’re outside my house, aren’t you?” There was no response. Stephanie craned her neck to look out the front picture window. Karissa was there, waving sheepishly. Stephanie sighed deeply. “Come in. The door’s unlocked.” A few moments later, Karissa was significantly more settled. “So, the EV bill bounced.” “Bounced how?” “Congressman Jeffers tried to amend it very badly and everyone got so fed up they sent it back to committee.” Stephanie rubbed the bridge of her nose. This had been the only vaguely important bill to ever come out of the Committee on Peculiar Modes of Transport, and she did not like the implications of it not even making it to vote. And of course, things would go awry when she was in no position to do anything about it. “So what now?” she asked, to buy time to think as much as anything. She knew what now. “Well, the committee has until the end of general session to reconvene and produce a new draft of the bill…it should really be a couple weeks before though, so that there’s actually time to get it on the agenda…but it’ll take two weeks probably to get the meeting scheduled…” “Is it really so urgent,” Stephanie interjected, “that you had to pull me in while I’m laid up?” “I think so, ma’am. The other Congresspeople couldn’t care less, but your office phone’s been ringing nonstop. I think one of the quote-unquote ‘watchdog’ outlets name dropped you? But people from all over are mad about this.” All of a sudden, a new thought entered Congresswoman Stephanie Could’s mind. In a way, it was funny how her intentionally irrelevant position was suddenly at the center of the session’s hot-button issue. Maybe her legislative career hadn’t peaked yet after all. Very few people could say that they got a bill out of bureaucratic purgatory. “Karissa? How much time is left in the session?” “Forty-one days.” “I’ll be back in two weeks. That gives us nearly a month to get this through.” “So we’re making it happen?” Excitement briefly eclipsed Karissa’s nervous energy. She had been in the Dome long enough to know the significance of pulling this off. “Absolutely we are,” Stephanie said, daring to crack a smug grin. “You have my calendar. Get a committee meeting scheduled for three weeks from now. Then, get ahold of that amendment, and transcripts of the floor debate. We’ll have the new draft half written before I set foot back in Aurum.” Karissa stood at attention and bowed. “I swear it shall be done.” She promptly saw herself out the door. Moments later, Jacob entered. He glanced back out the window at Karissa power-walking to the nearest bus station. “Don’t tell me you’ve been working, now,” he teased. “Such is the burden of public service,” Stephanie shrugged. “Now, can you go find my work phone and chuck it into the pool, or something?” ~

delve. FEATURED NATIONAL GLOBAL ENTERTAINMENT EXCLUSIVE: Three years later, Readers want the Valley Line Tunnel reopened—for cars The Valley Line Tunnel, formerly the primary route in and out of the remote town of Read, closed three years ago due to compounding structural and flooding concerns. Breanna Mark can see the Valley Line Tunnel from her business on the southern edge of Read. “It’s hard to ignore,” she said. “You look down the hill and it’s just empty space, a couple farmhouses, and then a train track to nowhere.” Read, which has a population of just over 6,000, is located on a plateau about 20 miles north-northwest of Zoewey. It’s one of the more remote places in Overthinkers, hemmed in by both natural geography and protected cultural lands. In 1338, the Valley Line—the country’s oldest railway—was extended past Zoewey to connect the community. Suddenly, Read was a crucial hub for the scattered farms for miles around. The town doubled in population. Cutting off circulation In the 1360s, the National Transit Authority authorized an expansion of the tunnel to better accommodate its newer, larger trains. That was where things started to go wrong. “I don’t fully know what happened, but I can only assume it was a consequence of going with the lowest bidder,” explained Dean Virga, a veteran engineer based out of the main NTA office in Aurum. “The end result was that a lot of corners were cut that shouldn’t have been. They tried to keep a lot of the old structure without accounting for the added stress they were putting on it. It’s a miracle it held together as long as it did.” A miracle indeed—in spite of everything, it was another thirty years before the tunnel required more than regular, standard maintenance. New materials produced in southern Andolia were incorporated into a reinforcing frame, intended to halt any further damage to the original structure. But the battle would soon be fought on another front. Heavy rains around the turn of the century shifted the landscape in a very literal sense, not only flooding and damaging the floor of the tunnel, but softening the surrounding earth. “That was an issue for structures all over,” Virga noted, “but it was especially bad for the Read tunnel.” Virga was a newly minted engineer at the time and remembers being sent to inspect the damage with his supervisor. “It looked fine, if you didn’t know what to look for,” he recalled. “Like, it was hard to imagine that solid thing budging a quarter inch. The thing is, a quarter inch can spell disaster for something like that.” Over the next thirty years, crews made more and more frequent trips to Read, trying to shore up the soil at either end of the tunnel. The pendulum crept lower and lower with every swing. In 1421, multiple beams were found to be partially sheared, and the concrete floor severely warped. The NTA closed the tunnel immediately, and suddenly Read was once again an isolated village. By 11 o’clock on a Tuesday, Breanna’s Buzz-Inn is almost completely empty. Treading water On paper, Read’s population is 6,000, but according to the Read Commercial League’s website, closer to 15,000 are dependent on it. The only other major thoroughfare is Highway 407, which leads northeast before looping back south to Joen. Travel time to Zoewey was 15 minutes by rail, but it’s 35 by road. “So many people here work in Zoewey,” Mark said. “Now they’re spending twice as long, and three times as much in gas, to get to work every day. There aren’t jobs closer by for them to take. I’ve had to cut back on my staff, and just about everyone I know has said the same.” Mark is the proprietor of Breanna’s Buzz-Inn, a retro diner of the kind you would expect to find in a tiny rural town. She bought it seven years ago from a family that had owned the place for three generations. When we spoke to her, it was the middle of the breakfast rush, and the space was about half full. Mark said it was the busiest time of day. “Our breakfast is part of the daily routine for the locals, but even they’ve had to cut back because of financial reasons,” she elaborated. “All the products we get were already coming in on 407, so we’re lucky that that wasn’t impacted super hard. I’ve been able to lower the prices ever so slightly, just to help people out.” At lunch and dinner, however, Mark has historically depended more on outside traffic, and the decline is more sharply felt. “It’s just me, a waitress, and a cook five days out of the week, and it’s rare to have more than we can handle.” Mark moved to Read with her family as a child and considers herself “basically a native.” Now in her late 30s, she has no intention of moving on. “I met my husband here, left my husband somewhere in the Sirenas, met my wife here, we’re raising our two children here,” she said. “We’re sticking around until we physically can’t anymore.” But with little movement to repair and reopen the Valley Line Tunnel, many residents are having to weigh their options—do they commit to the long haul, like Mark, or cut their losses and move closer to where the jobs are? No matter what, Readers are being forced to adapt. According to the National Social Survey, in 1420, only about 65 percent of households in the Read Statistical District owned a personal vehicle. By 1423, that estimate had jumped to 85 percent. Now, some thinkers are proposing a way to capitalize on this forced lifestyle shift. Raze it and pave it The Valley Line Tunnel is critical because there are few ways to easily scale or circumnavigate the ridge separating the Read area from Zoewey. Carving a new path that could safely handle the same amount of general traffic would be nearly as expensive as redoing the tunnel from scratch, according to Virga. He noted that the lack of activity is not necessarily wilful neglect: the NTA board has heard out a number of solutions in that time, but have not been satisfied with any proposals to date. Regardless, locals may be ready to take matters into their own hands. Five months ago, Burt & Hiram Technical, a Zoewey-based engineering firm with a history of public projects in Read, unveiled preliminary plans for taking the tunnel in a new direction: converting it to automobile traffic. “We can do this in a way that saves everyone a lot of money and a lot of headache,” a representative told the Read City Commission during a presentation in March. “Roadways aren’t held to the same high scrutiny as the NTA railways, and it could be administered at the district level instead of requiring national appropriations.” The proposed solution would extend Main Street, which already runs parallel to the railroad, further south until it reached the tunnel. On the other side of the tunnel, it would connect with existing rural roads just beyond. The total of new roadway added would be less than 10 miles, but it would span two districts. Neither the Read nor Zoewey District Commissions have officially considered the proposal yet, as Burt & Hiram says it is focused on building community support first. “Once we are completely sure that this is move is a good and necessary thing for our community, we will approach the districts with a bid for a full engineering analysis,” CEO James Burt stated. “If that gets approved, we will have to go to the NTA to get the line permanently discontinued, the land sold to the districts, and fund the project from there.” Breanna’s Buzz-Inn is located on Main Street and would be the first thing travelers see when they drive in on this theoretical road. The potential impact of this is not lost on Mark. “If maintaining the rail line is too much trouble for the feds, which it evidently is, and we have the means and motive to solve the problem locally, then I don’t see why we shouldn’t go for it.” Of the other residents we talked to, a narrow majority were at least tentatively in favor. Generally, they were employed elsewhere and reluctant to move. However, few could be considered enthusiastic. “I’d hate to see the rail gone,” summarized Paul Waeld, who has lived in the area “sixty years and counting.” “The long and short of it is, if we’re not going to be taken care of, at some point we have to take care of ourselves.” For Tina Pratt, also a small business owner, there are still too many question marks. “We’re in this situation because it wasn’t done right the first time. If we rush it again, we’ll have the same issue in another 30 years.” If anyone stands to benefit from an automotive shift, it’s Pratt—she runs a mechanic shop with her husband, Kean. However, she made it clear that she was more concerned with the long-term plan than her own short-term success. “It’s our history, it’s part of our character,” she insisted. “When you start losing that, you don’t get it back half as easy. I don’t want it to be fully forgotten by the time my grandkids are grown.” Conversely, as far as Mark is concerned, embracing change is preferable to losing momentum. “We’ve had a good thing going, and we’ve hit a rough patch. We’ve done that plenty of times before, and we’ve come back. The question becomes, how far back are we going to slide before we move forward again?” d.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .You lost the game. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEGISLATION EV regulations stymied by eleventh-hour amendment, returned to committee By Ronda Bend Landmark legislation that would have introduced much-needed regulation for electric vehicles (EVs) ground to a screeching halt Monday as the bureaucratic behemoth tripped over its own tail yet again. Congressman Thad Jeffers (NUP-Worth) authored an amendment on the floor for Bill 31036 that introduced multiple changes, including but not limited to removing spending restrictions on revenue from the proposed registration upcharges, while simultaneously granting smaller jurisdictions more agency in permitting. Despite being largely unrelated to one another and ostensibly severable, they were submitted as a single package. The amendment launched a lengthy, multipartisan debate which ultimately concluded in a legislator objecting to even voting on the amendment. The objection was denied, and the amendment failed to pass. However, enough Congresspeople were evidently convinced that the bill could stand to be fleshed out further. In a rare move, the body voted to return Bill 31036 to committee. Returning a bill to committee is a rarely-used option for a reason. The bill does not officially die, but is instead returned to the authoring committee for the purpose of further revision. However, nothing obligates that committee to reconvene before the end of the legislative session. In the past 20 years, only 12 bills have been returned to committee, and of those, only 1 was heard on the floor again. Until the amendment was submitted, Jeffers—the sole author listed on it—had yet to comment on the legislation at all. However, he was believed to be an ally of its most outspoken opponent Gina Caeren (ODP-Ient). Jeffers continued to not comment when questioned by media after Congress recessed for the day. Other political figures were more vocal. “To call this a disappointment would be an understatement,” stated senior POP Congressman, Jon Corn. “In the span of twenty minutes, 99 people forgot how to compromise. Not every bill is going to be perfect—we leave room for the executive to hammer out the details.” Caeren herself stated, “It’s a surprising outcome but not an unwelcome one. We already have regulations for cars on the books. We don’t need to complicate it for just a few select drivers.” “How did you people manage this one?” former NUP Councilor Wendy Sharp asked on her BackLog page, without elaborating. The authoring committee of Bill 31036, the Committee on Peculiar Modes of Transport, wrapped up its duties in April, and the chair, Congresswoman Stephanie Could (NUP-Cangham), is on medical leave. JurisJournal will be monitoring this legislation closely as always.