Roberts waited until he was 25 years old to buy a gun, guided in part by age limits on gun purchases. George Roberts stops to talk outside the Quickshot gun range in Savannah, Georgia, on Nov. Roberts, who is 27 and lives in Savannah. “With guns you have to see the good with the bad, and younger people can struggle to tell them apart,” says Mr. As a younger man, he says, he just wasn’t ready. Roberts, who now practices shooting several times a month, waited until he was 25 to buy his first gun. Like many young men in America, George Roberts grew up with a heady fascination and respect for guns.įor someone stumbling his way into manhood, he says a weapon offered protection and instant respect. But “what we’re learning is that you don’t just kind of cross over and develop all of the right capacities to be a fully formed and functioning citizen. “It seems binary: One day you’re a minor and then you’re an adult,” says Vivian Hamilton, a law professor at William & Mary, in Williamsburg, Virginia. That has left society pondering new rules for what Dr. The Jewish Talmud declares 18 as the age at which one has enough sound judgment to make financial decisions.ĭebt limit: A political chasm over fiscal responsibilityīut there are growing questions regarding the extent to which ancient wisdom holds up in a modern country – particularly one flooded with hundreds of millions of firearms.
QUICKSHOT SAVANNAH LICENSE
It’s an ideal environment for these individuals to strike out.”įrom drinking to voting, from draft age to gun-carry, the extent to which age equals license is still very much in play in America.Īdulthood is set at 18 across most of the world, including in the U.S.
QUICKSHOT SAVANNAH SERIAL
“We know that boys’ impulse control develops later than females’, which is why so much crime is committed by youth,” says criminologist Scott Bonn, author of “Why We Love Serial Killers.” At the same time, he adds, younger people with relatively low stakes in society face “a boiling cauldron of rage and angst. That has prompted a renewed scrutiny on the age of majority: Should it be 18 for everything? The reasons behind the shift are not conclusive, but experts cite the adolescent mental health crisis, male despair in America, and a loosening of gun laws that allows teenagers in more states to purchase weapons, including long guns. Lawmakers are now looking more deeply at the balance between the age of majority and public safety.īut six of the nine deadliest mass shootings since 2018 were committed by people 21 or younger. Today’s shooters are far younger, in their teens and early 20s. Will consumers be mindful about the relative impact of different EV vehicle options?Ī mass shooter used to be a male in his 30s. If you size up CO2 emissions over a vehicle’s lifetime, electricity soundly beats internal combustion – especially as more power is renewably sourced and battery technology gets “cleaner.”High gasoline prices turn heads toward EVs, which can lead to a hunt for affordable EV models. (The EV “high end” keeps getting higher.)The EV story, analysts point out, remains one of net carbon impact. An editorial in the Los Angeles Times decries a wave of bigger – and bigger-battery – EVs. Those are pricier than EVs like the little Bolt hatchback, which General Motors discontinued in favor of pickups. They’re more resource-intensive, too.
QUICKSHOT SAVANNAH DRIVERS
The demand side – that is, consumer preferences – plays an important role, too.There are full-size EV pickups that can power homes, and some drivers do need big vehicles.
For 2022, the firms involved in the mining and manufacturing for those accounted for 27% of Tesla’s total emissions, reports Quartz.But the supply side isn’t the only thing to consider as we think about EVs and making the future work. And such “Scope 3” emissions – including those of suppliers – represented the deepest part of the product line’s carbon footprint.Batteries are a big factor.
But this time, in Tesla’s report, it was part of the tally. What should we make of a recent report from carmaker Tesla reminding us that, even though its cars have no tailpipes, there are significant carbon emissions associated with getting them built and on the road?It’s worth thinking about, though there’s a lot more at play when it comes to electric vehicles and CO2 emissions.The vast network needed to supply raw materials and component parts for EVs makes for difficult accounting.
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