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"content": "\u003cp>California is laying the groundwork for the next, slightly scary, phase in its push toward zero-emission transportation: self-driving cars packed with computers using finely tuned algorithms, high-definition cameras, radar and other high-tech gadgetry. What the driverless cars won’t feature: steering wheels, brake pedals and gas pedals.\u003cbr>\n\u003cspan style=\"font-weight: 400\">[pullquote align='right' citation='Daniel Sperling, UC Davis']‘It could lead to a dramatic improvement in safety, a dramatic improvement for mobility for the elderly, for physically disabled people and for low-income communities.’[/pullquote]\u003c/span>\u003c/p>\n\u003cp>Autonomous vehicles, mostly electric, are already here in a limited fashion—as a slow van, for example, to move people around a Bay Area \u003ca href=\"https://ccta.net/2018/10/16/first-autonomous-shuttle-test-on-public-roads-in-ca/\" target=\"_blank\" rel=\"noopener\">office park\u003c/a>. That kind of shuttle, and small delivery trucks, will likely be the first self-driving vehicles in wide use, employing\u003cstrong> \u003c/strong>GPS, 3-D imaging and other technology to process and respond to what their cameras see on the road: other cars, pavement markings, traffic signals, pedestrians, etc.\u003c/p>\n\u003cp>Officials say automated cars will dovetail in two ways with greenhouse-gas-cutting policies in California, where the transportation sector belches out nearly half of the state’s climate-warming emissions. They’ll be included in the fleets of ridesharing companies, reducing the number of personal cars on the road as the state transitions to electricity-powered transportation. And they’ll almost certainly operate on batteries (though some could run on zero-emission hydrogen fuel cells), helping motorists wean themselves off gasoline.\u003c/p>\n\u003cp>If properly managed, the coming driverless-car revolution\u003cstrong> \u003c/strong>could address other vexing problems as well, said Daniel Sperling, who directs the Institute of Transportation Studies at UC Davis. He cited his sister’s poor peripheral vision, which prevents her from driving.\u003c/p>\n\u003cp>“It could lead to a dramatic improvement in safety, a dramatic improvement for mobility for the elderly, for physically disabled people and for low-income communities,” he said. For many, autonomous vehicles will mean emancipation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In addition, computer-driven cars are expected to reduce fatalities. They will never be afflicted with road rage, will not stop off after work for one too many and won’t nod off after endless hours on the road. And productivity could rise as motorists who now lose hundreds of hours idling in traffic each year are freed from the tyranny of paying attention and can legally text, work, answer email and even watch YouTube.\u003c/p>\n\u003cp>But it’s a significant step from allowing testing of automated cars in protected, supervised settings to unleashing them solo on the road, which experts say remains on a far horizon. There is much to be perfected: how best to turn left in traffic, for example, a maneuver that bedevils many human drivers. Multiply that by many more dicey scenarios and it makes sense that test vehicles’ current response to most obstacles is to just slow down.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignright wp-image-1945823 size-full\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2019/07/driverless-2-e1564428749657.png\" alt=\"\" width=\"300\" height=\"578\">\u003c/p>\n\u003cp>Although the National Highway Traffic Safety Administration says human errors cause 94% of serious crashes, motorists are reluctant to turn over the controls to computers, telling pollsters they prefer to drive a car, not interface with one. And the potential for hacking has led some doubters to paint a future in which bad actors “weaponize” a vehicle, taking over the controls with harmful intent.\u003c/p>\n\u003cp>Still, California is \u003ca href=\"https://calmatters.org/wp-content/uploads/sites/2/2019/07/AVSummaryGraphic-7.24.19.jpg\">pressing ahead\u003c/a>. It was among the first states to contemplate a future for autonomous cars, when the Legislature in 2012 \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201120120SB1298\">authorized\u003c/a> the Department of Motor Vehicles to devise rules for them. Those regulations are now the nation’s most extensive; in April the DMV \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/1ba842c8-c3c9-4204-affb-698d248b8a14/avldmt_InitialStatementofReasons.pdf?MOD=AJPERES&CVID=\">proposed\u003c/a> allowing testing of autonomous lightweight delivery trucks.\u003c/p>\n\u003cp>“You have to know what you are regulating, and we had to go to manufacturers to understand the technology,” said Brian Soublet, the DMV’s chief counsel, who has been writing the regulations since 2014 and is excited about leading the way. “We had to start from scratch….My kids are tired of hearing about it, but to me it’s completely fascinating—the future of how we are getting around.”\u003c/p>\n\u003cdiv class=\"ad-wrapper -single\">\u003c/div>\n\u003cp>The Governor’s Office of Planning and Research has set out \u003ca href=\"http://opr.ca.gov/planning/transportation/automated-vehicles.html\">principles\u003c/a>, such as prioritizing emissions reduction and more car-sharing, to help guide future\u003cstrong> \u003c/strong>state\u003cstrong> \u003c/strong>policies on smart cars.\u003c/p>\n\u003cp>And California’s controversial 2017 \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB1\">gas-tax increase\u003c/a> encourages the transportation department and local jurisdictions to tap road funds to build infrastructure that smart cars will require, such as traffic lights that tell them how much time remains on a green light and freeway signs that announce their messages digitally.\u003c/p>\n\u003cp>The DMV has doled out permits to more than 60 companies for testing autonomous cars—nearly 800 of them—on California streets. Those vehicles have traveled more than 3.6 million miles and have been involved in 177 collisions.\u003c/p>\n\u003cp>It’s not a free-for-all. Testing has been allowed since 2014, in nearly every case with a human “safety driver” on board, able to take over the car’s controls. And, although one company, Waymo, has a permit to conduct tests without a driver, it has yet to do so.\u003c/p>\n\u003cp>The future can be glimpsed at a former Navy base near the Bay Area city of Concord, converted to the nation’s largest autonomous-vehicle proving ground where computer-driven cars are let off their leashes and are free to roam across 2,100 acres. The facility, \u003ca href=\"https://gomentumstation.net/about/\">GoMentum Station\u003c/a>, run by the American Automobile Association, is an innovation hive where Silicon Valley marries its futuristic vision to the automobile industry’s traditional\u003cstrong> \u003c/strong>know-how.\u003c/p>\n\u003cp>California could reap economic benefits from a smart-car industry,\u003cstrong> \u003c/strong>attracting new business and jobs, officials say. Researchers \u003ca href=\"https://www.alixpartners.com/media-center/press-releases/alixpartners-global-automotive-industry-outlook-2019/?utm_source=newsletter&utm_medium=email&utm_campaign=newsletter_axiosautonomousvehicles&stream=autonomous-vehicles\">forecast\u003c/a> that investment in the technology, by traditional industry players and newcomers alike, will grow to $85 billion nationally through 2025, on top of $225 billion in spending on electric vehicles through 2023.\u003c/p>\n\u003cp>This transformation in transportation is taking place in a deceptively modest setting. The testing area has all the dusty charm of an abandoned town: shuttered buildings and empty parking lots, along with cattle, wild turkeys and coyotes wandering freely.\u003c/p>\n\u003cp>That’s perfect in the eyes of Randy Iwasaki, executive director of the Contra Costa Transportation Authority, which is a partner in the facility. He guided his electric (though not autonomous) car along some of the 20 miles of rough streets on a recent day.\u003c/p>\n\u003cp>“Look at this road, it’s cracked, you can barely see the center line it’s so worn, there are weeds growing all over,” Iwasaki said with a trace of pride. When testing first began, researchers\u003cstrong> \u003c/strong>had to mow the streets because the earliest automated vehicles perceived that they had wandered off-road. The imperfections provide excellent preparation for the vehicles to navigate California’s bumpy, clogged and often chaotic streetscape.\u003c/p>\n\u003cp>The facility also features 45 types of intersections, various railroad crossings and a warehouse full of “targets”—vinyl deer decoys, pedestrian mannequins, bicycles and traffic cones. Such accessories help the vehicles “learn” to process what they see and make decisions through artificial intelligence.\u003c/p>\n\u003cp>“The\u003cstrong> \u003c/strong>camera vision is great, but the perception is not always there,” said Huei Peng, who directs an autonomous-vehicle research program at the University of Michigan. “The vehicles can see, but they can’t always understand.”\u003c/p>\n\u003cp>Iwasaki explained this in people terms: At age 24 or 25, humans may be at the peak of their acuity, with quick reflexes and excellent vision. But drivers of that age lack a broad base of experience to make informed decisions about the safest responses in traffic. The current generation of automated vehicles, Iwasaki reckons, is still in its 20s and has much to learn from errors on the road.\u003c/p>\n\u003cp>That ignorance of some learned conventions and courtesies of driving gives many motorists pause. But they can relax: California is a long way—a decade or more—from hosting truly autonomous cars on city streets.\u003c/p>\n\u003cp>Iwaskai said most autonomous cars being tested in California are operating at very low speeds, almost crawling. That’s because their computers need time to analyze what they are seeing. “If computers got faster you could drive faster, but they are not ready to make that jump,” he said.\u003c/p>\n\u003cp>Uneasy about self-driving cars? Your vehicle is partly autonomous if it has such features as cruise control, parking assist and lane-keeping notifications. If you own a Tesla, you may have the highly advanced \u003ca href=\"https://www.tesla.com/autopilot\">Autopilot\u003c/a>, which makes decisions about steering and speed that maintain the vehicle within its lane.\u003c/p>\n\u003cp>What’s critical is the programming instructions companies feed to their computers\u003cstrong> \u003c/strong>to teach them decision-making of the sort human drivers make every day: Is it appropriate to break the law and cross a double yellow line to avoid an accident? Is it ok to drive on the shoulder to get around an obstacle?\u003c/p>\n\u003cp>Programmers use real-world experiences, like the cars get at GoMentum Station, to build databases enabling the vehicles to make split-second decisions as people do.\u003c/p>\n\u003cp>Bernard Soriano, deputy director of the state DMV, said his agency issues a driver’s license when a human exhibits a “minimum set of skills” and can be expected to improve over time. Autonomous cars will be held to the same standard, he said. At the moment, the state requires manufacturers to self-certify that their vehicles operate within the rules of the road—not exceeding the speed limit or crossing double lines, for example.\u003c/p>\n\u003cp>Autonomous vehicles are programmed to be cautious, to put safety first and to always obey the law. That typically translates into low speeds and frequent braking, trying the patience of the humans involved in the testing.\u003c/p>\n\u003cp>That makes for a sobering real-world scenario: What happens when fleets of law-abiding, speed-limit-adhering cars hit the road and mingle with California’s sometimes willful motorists, known to call their own shots?\u003c/p>\n\u003cp>“It’s an ongoing discussion,” Soriano said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\">\u003cem>CALmatters\u003c/em>\u003c/a>\u003cem> is a non-profit journalism venture dedicated to exploring state policies and politics.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Autonomous vehicles, mostly electric, are already here in a limited fashion—as a slow van, for example, to move people around a Bay Area \u003ca href=\"https://ccta.net/2018/10/16/first-autonomous-shuttle-test-on-public-roads-in-ca/\" target=\"_blank\" rel=\"noopener\">office park\u003c/a>. That kind of shuttle, and small delivery trucks, will likely be the first self-driving vehicles in wide use, employing\u003cstrong> \u003c/strong>GPS, 3-D imaging and other technology to process and respond to what their cameras see on the road: other cars, pavement markings, traffic signals, pedestrians, etc.\u003c/p>\n\u003cp>Officials say automated cars will dovetail in two ways with greenhouse-gas-cutting policies in California, where the transportation sector belches out nearly half of the state’s climate-warming emissions. They’ll be included in the fleets of ridesharing companies, reducing the number of personal cars on the road as the state transitions to electricity-powered transportation. And they’ll almost certainly operate on batteries (though some could run on zero-emission hydrogen fuel cells), helping motorists wean themselves off gasoline.\u003c/p>\n\u003cp>If properly managed, the coming driverless-car revolution\u003cstrong> \u003c/strong>could address other vexing problems as well, said Daniel Sperling, who directs the Institute of Transportation Studies at UC Davis. He cited his sister’s poor peripheral vision, which prevents her from driving.\u003c/p>\n\u003cp>“It could lead to a dramatic improvement in safety, a dramatic improvement for mobility for the elderly, for physically disabled people and for low-income communities,” he said. For many, autonomous vehicles will mean emancipation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In addition, computer-driven cars are expected to reduce fatalities. They will never be afflicted with road rage, will not stop off after work for one too many and won’t nod off after endless hours on the road. And productivity could rise as motorists who now lose hundreds of hours idling in traffic each year are freed from the tyranny of paying attention and can legally text, work, answer email and even watch YouTube.\u003c/p>\n\u003cp>But it’s a significant step from allowing testing of automated cars in protected, supervised settings to unleashing them solo on the road, which experts say remains on a far horizon. There is much to be perfected: how best to turn left in traffic, for example, a maneuver that bedevils many human drivers. Multiply that by many more dicey scenarios and it makes sense that test vehicles’ current response to most obstacles is to just slow down.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignright wp-image-1945823 size-full\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2019/07/driverless-2-e1564428749657.png\" alt=\"\" width=\"300\" height=\"578\">\u003c/p>\n\u003cp>Although the National Highway Traffic Safety Administration says human errors cause 94% of serious crashes, motorists are reluctant to turn over the controls to computers, telling pollsters they prefer to drive a car, not interface with one. And the potential for hacking has led some doubters to paint a future in which bad actors “weaponize” a vehicle, taking over the controls with harmful intent.\u003c/p>\n\u003cp>Still, California is \u003ca href=\"https://calmatters.org/wp-content/uploads/sites/2/2019/07/AVSummaryGraphic-7.24.19.jpg\">pressing ahead\u003c/a>. It was among the first states to contemplate a future for autonomous cars, when the Legislature in 2012 \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201120120SB1298\">authorized\u003c/a> the Department of Motor Vehicles to devise rules for them. Those regulations are now the nation’s most extensive; in April the DMV \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/1ba842c8-c3c9-4204-affb-698d248b8a14/avldmt_InitialStatementofReasons.pdf?MOD=AJPERES&CVID=\">proposed\u003c/a> allowing testing of autonomous lightweight delivery trucks.\u003c/p>\n\u003cp>“You have to know what you are regulating, and we had to go to manufacturers to understand the technology,” said Brian Soublet, the DMV’s chief counsel, who has been writing the regulations since 2014 and is excited about leading the way. “We had to start from scratch….My kids are tired of hearing about it, but to me it’s completely fascinating—the future of how we are getting around.”\u003c/p>\n\u003cdiv class=\"ad-wrapper -single\">\u003c/div>\n\u003cp>The Governor’s Office of Planning and Research has set out \u003ca href=\"http://opr.ca.gov/planning/transportation/automated-vehicles.html\">principles\u003c/a>, such as prioritizing emissions reduction and more car-sharing, to help guide future\u003cstrong> \u003c/strong>state\u003cstrong> \u003c/strong>policies on smart cars.\u003c/p>\n\u003cp>And California’s controversial 2017 \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB1\">gas-tax increase\u003c/a> encourages the transportation department and local jurisdictions to tap road funds to build infrastructure that smart cars will require, such as traffic lights that tell them how much time remains on a green light and freeway signs that announce their messages digitally.\u003c/p>\n\u003cp>The DMV has doled out permits to more than 60 companies for testing autonomous cars—nearly 800 of them—on California streets. Those vehicles have traveled more than 3.6 million miles and have been involved in 177 collisions.\u003c/p>\n\u003cp>It’s not a free-for-all. Testing has been allowed since 2014, in nearly every case with a human “safety driver” on board, able to take over the car’s controls. And, although one company, Waymo, has a permit to conduct tests without a driver, it has yet to do so.\u003c/p>\n\u003cp>The future can be glimpsed at a former Navy base near the Bay Area city of Concord, converted to the nation’s largest autonomous-vehicle proving ground where computer-driven cars are let off their leashes and are free to roam across 2,100 acres. The facility, \u003ca href=\"https://gomentumstation.net/about/\">GoMentum Station\u003c/a>, run by the American Automobile Association, is an innovation hive where Silicon Valley marries its futuristic vision to the automobile industry’s traditional\u003cstrong> \u003c/strong>know-how.\u003c/p>\n\u003cp>California could reap economic benefits from a smart-car industry,\u003cstrong> \u003c/strong>attracting new business and jobs, officials say. Researchers \u003ca href=\"https://www.alixpartners.com/media-center/press-releases/alixpartners-global-automotive-industry-outlook-2019/?utm_source=newsletter&utm_medium=email&utm_campaign=newsletter_axiosautonomousvehicles&stream=autonomous-vehicles\">forecast\u003c/a> that investment in the technology, by traditional industry players and newcomers alike, will grow to $85 billion nationally through 2025, on top of $225 billion in spending on electric vehicles through 2023.\u003c/p>\n\u003cp>This transformation in transportation is taking place in a deceptively modest setting. The testing area has all the dusty charm of an abandoned town: shuttered buildings and empty parking lots, along with cattle, wild turkeys and coyotes wandering freely.\u003c/p>\n\u003cp>That’s perfect in the eyes of Randy Iwasaki, executive director of the Contra Costa Transportation Authority, which is a partner in the facility. He guided his electric (though not autonomous) car along some of the 20 miles of rough streets on a recent day.\u003c/p>\n\u003cp>“Look at this road, it’s cracked, you can barely see the center line it’s so worn, there are weeds growing all over,” Iwasaki said with a trace of pride. When testing first began, researchers\u003cstrong> \u003c/strong>had to mow the streets because the earliest automated vehicles perceived that they had wandered off-road. The imperfections provide excellent preparation for the vehicles to navigate California’s bumpy, clogged and often chaotic streetscape.\u003c/p>\n\u003cp>The facility also features 45 types of intersections, various railroad crossings and a warehouse full of “targets”—vinyl deer decoys, pedestrian mannequins, bicycles and traffic cones. Such accessories help the vehicles “learn” to process what they see and make decisions through artificial intelligence.\u003c/p>\n\u003cp>“The\u003cstrong> \u003c/strong>camera vision is great, but the perception is not always there,” said Huei Peng, who directs an autonomous-vehicle research program at the University of Michigan. “The vehicles can see, but they can’t always understand.”\u003c/p>\n\u003cp>Iwasaki explained this in people terms: At age 24 or 25, humans may be at the peak of their acuity, with quick reflexes and excellent vision. But drivers of that age lack a broad base of experience to make informed decisions about the safest responses in traffic. The current generation of automated vehicles, Iwasaki reckons, is still in its 20s and has much to learn from errors on the road.\u003c/p>\n\u003cp>That ignorance of some learned conventions and courtesies of driving gives many motorists pause. But they can relax: California is a long way—a decade or more—from hosting truly autonomous cars on city streets.\u003c/p>\n\u003cp>Iwaskai said most autonomous cars being tested in California are operating at very low speeds, almost crawling. That’s because their computers need time to analyze what they are seeing. “If computers got faster you could drive faster, but they are not ready to make that jump,” he said.\u003c/p>\n\u003cp>Uneasy about self-driving cars? Your vehicle is partly autonomous if it has such features as cruise control, parking assist and lane-keeping notifications. If you own a Tesla, you may have the highly advanced \u003ca href=\"https://www.tesla.com/autopilot\">Autopilot\u003c/a>, which makes decisions about steering and speed that maintain the vehicle within its lane.\u003c/p>\n\u003cp>What’s critical is the programming instructions companies feed to their computers\u003cstrong> \u003c/strong>to teach them decision-making of the sort human drivers make every day: Is it appropriate to break the law and cross a double yellow line to avoid an accident? Is it ok to drive on the shoulder to get around an obstacle?\u003c/p>\n\u003cp>Programmers use real-world experiences, like the cars get at GoMentum Station, to build databases enabling the vehicles to make split-second decisions as people do.\u003c/p>\n\u003cp>Bernard Soriano, deputy director of the state DMV, said his agency issues a driver’s license when a human exhibits a “minimum set of skills” and can be expected to improve over time. Autonomous cars will be held to the same standard, he said. At the moment, the state requires manufacturers to self-certify that their vehicles operate within the rules of the road—not exceeding the speed limit or crossing double lines, for example.\u003c/p>\n\u003cp>Autonomous vehicles are programmed to be cautious, to put safety first and to always obey the law. That typically translates into low speeds and frequent braking, trying the patience of the humans involved in the testing.\u003c/p>\n\u003cp>That makes for a sobering real-world scenario: What happens when fleets of law-abiding, speed-limit-adhering cars hit the road and mingle with California’s sometimes willful motorists, known to call their own shots?\u003c/p>\n\u003cp>“It’s an ongoing discussion,” Soriano said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\">\u003cem>CALmatters\u003c/em>\u003c/a>\u003cem> is a non-profit journalism venture dedicated to exploring state policies and politics.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California Governor Gavin Newsom and top air regulators today announced an agreement with four major automakers on tailpipe emissions. The voluntary framework agreement with Ford, Honda, BMW of North America and Volkswagen Group of America will ramp up fuel efficiency standards over time and encourage investment in electric vehicles.\u003c/p>\n\u003cp>The deal between the automakers and the California Air Resources Board is a rebuke of the Trump Administration, which is preparing to loosen emission standards for small cars and trucks, one of the key steps in his effort to roll back climate policy.\u003c/p>\n\u003cp>“Few issues are more pressing than climate change, a global threat that endangers our lives and livelihoods,” said Gov. Gavin Newsom in a statement emailed to reporters early Thursday. “I now call on the rest of the auto industry to join us, and for the Trump administration to adopt this pragmatic compromise instead of pursuing its regressive rule change. It’s the right thing for our economy, our people and our planet.”\u003c/p>\n\u003cp>The agreement continues to move manufacturers’ fleets toward greater efficiency, though on a slower track than California had intended. State regulations originally pushed for a fleet wide average fuel efficiency of 54.5 miles per gallon by 2025. The Trump administration \u003ca href=\"https://www.regulations.gov/document?D=NHTSA-2018-0067-2151\">has since sought\u003c/a> to freeze the standard at current levels, just under 37 miles per gallon.\u003c/p>\n\u003cp>Under the terms of the new deal, the four companies agree to achieve a fleet wide average fuel efficiency of 50 miles per gallon by 2026.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“At the end of the day, we don’t think that there is a net loss here,” said California Air Resources Board Chair Mary Nichols. “In fact, we think it’s an important signal of the momentum, willingness, and the recognition of the companies that this is the path that they that they need to be on.”\u003c/p>\n\u003cp>Last month, seventeen automakers \u003ca href=\"https://www.kqed.org/science/1943038/automakers-urge-trump-to-restart-talks-with-california-on-mileage-standards\">wrote\u003c/a> to the EPA and to Newsom to urge both sides to restart negotiations. They suggested that EPA adopt a standard halfway between California’s desired one and its proposal to freeze at current levels. “We strongly believe the best path to preserve good auto jobs and keep new vehicles affordable for more Americans is a final rule supported by all parties — including California,” the letter said.\u003c/p>\n\u003cp>Newsom said he expected other companies to sign on to the deal, but it wasn’t immediately clear that they would.\u003c/p>\n\u003cp>“We are driving toward a future of zero crashes, zero emissions, and zero congestion,” said Patrick Morrissey, a spokesman for General Motors Co. “As we have stated, the pathway includes continuously improving fuel economy and our commitment to an all-electric future. Our focus remains on working with all parties on a deal that would involve a 50-state solution and a national electric vehicle program.”\u003c/p>\n\u003cp>“We have, and continue to pursue an outcome supported by the auto industry at large, the Federal government and the State of California,” said Karen Nielsen, a spokeswoman for Toyota. “We believe a [national] approach is optimal for the consumer, regulators and the industry as it simplifies regulations and reduces complexity and cost, which are critical to ensuring future standards can be met.”\u003c/p>\n\u003cp>The deal is national for the companies participating, says Severin Borenstein, an economist at UC Berkeley’s Energy Institute at Haas Business School, \u003ca href=\"https://www.kqed.org/forum/2010101872390/california-strikes-emissions-deal-with-major-carmakers\">who appeared on KQED’s Forum\u003c/a>. But the Trump administration immediately dismissed the agreement, and federal officials said they would continue work on a national standard.\u003c/p>\n\u003cp>Federal EPA spokesman Michael Abboud \u003ca href=\"https://www.reuters.com/article/us-autos-emissions/california-four-automakers-defy-trump-agree-to-tighten-emissions-rules-idUSKCN1UK1OD\">said\u003c/a> \u003ca href=\"https://www.washingtonpost.com/business/california-signs-deal-with-4-automakers-to-raise-gas-mileage/2019/07/25/c4b8a7ee-aed9-11e9-9411-a608f9d0c2d3_story.html?utm_term=.75a232e3c2de\">several\u003c/a> \u003ca href=\"https://fortune.com/2019/07/25/automakers-trump-carbon-emissions-epa/\">times\u003c/a> on Thursday that the deal is a “PR stunt” that wouldn’t change anything or provide certainty to consumers.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration says that they are continuing to work with EPA toward a federal rule, likely after Labor Day.\u003c/p>\n\u003cp>Last year, researchers from several institutions — including University of California, Massachusetts Institute of Technology, and Yale — analyzed the federal plan and \u003ca href=\"https://science.sciencemag.org/content/362/6419/1119\">found\u003c/a> that it had “fundamental flaws and inconsistencies” and is “misleading.”\u003c/p>\n\u003cp>California is able to set its own stricter tailpipe emission standards under authority of the Clean Air Act; the federal government issued the state a waiver to do so, and over a dozen states have since followed suit. Revoking the waiver would require an act of Congress, which is unlikely.\u003c/p>\n\u003cp>“I think there is a larger goal that the Trump administration has, which is they want to eliminate California’s waiver that allows it to promulgate its own environmental standards,” Borenstein said to KQED’s Michael Krasny. “They don’t like that in any area.”\u003c/p>\n\u003cp>Simon Mui, a senior scientist with the Natural Resources Defense Council, called the deal a recognition of state authority. “If they believed the states didn’t have the authority in the first place, why would they be reaching an agreement?” he said. “This is really the automakers realizing that Trump is not going to solve their problems, and California trying to bring a bit more sanity to the regulatory chaos created by trying to roll back the rules.”\u003c/p>\n\u003cp>California officials say they will continue to enforce state regulations and challenge the Trump Administration in the courts. And Newsom says that he expects more manufacturers to sign on to the standards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The fact remains these companies are committed to California’s standards,” Newsom said. “Regardless of what the EPA does, I will continue to assert that California has the right to establish them, and they will manufacture to those standards.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California Governor Gavin Newsom and top air regulators today announced an agreement with four major automakers on tailpipe emissions. The voluntary framework agreement with Ford, Honda, BMW of North America and Volkswagen Group of America will ramp up fuel efficiency standards over time and encourage investment in electric vehicles.\u003c/p>\n\u003cp>The deal between the automakers and the California Air Resources Board is a rebuke of the Trump Administration, which is preparing to loosen emission standards for small cars and trucks, one of the key steps in his effort to roll back climate policy.\u003c/p>\n\u003cp>“Few issues are more pressing than climate change, a global threat that endangers our lives and livelihoods,” said Gov. Gavin Newsom in a statement emailed to reporters early Thursday. “I now call on the rest of the auto industry to join us, and for the Trump administration to adopt this pragmatic compromise instead of pursuing its regressive rule change. It’s the right thing for our economy, our people and our planet.”\u003c/p>\n\u003cp>The agreement continues to move manufacturers’ fleets toward greater efficiency, though on a slower track than California had intended. State regulations originally pushed for a fleet wide average fuel efficiency of 54.5 miles per gallon by 2025. The Trump administration \u003ca href=\"https://www.regulations.gov/document?D=NHTSA-2018-0067-2151\">has since sought\u003c/a> to freeze the standard at current levels, just under 37 miles per gallon.\u003c/p>\n\u003cp>Under the terms of the new deal, the four companies agree to achieve a fleet wide average fuel efficiency of 50 miles per gallon by 2026.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“At the end of the day, we don’t think that there is a net loss here,” said California Air Resources Board Chair Mary Nichols. “In fact, we think it’s an important signal of the momentum, willingness, and the recognition of the companies that this is the path that they that they need to be on.”\u003c/p>\n\u003cp>Last month, seventeen automakers \u003ca href=\"https://www.kqed.org/science/1943038/automakers-urge-trump-to-restart-talks-with-california-on-mileage-standards\">wrote\u003c/a> to the EPA and to Newsom to urge both sides to restart negotiations. They suggested that EPA adopt a standard halfway between California’s desired one and its proposal to freeze at current levels. “We strongly believe the best path to preserve good auto jobs and keep new vehicles affordable for more Americans is a final rule supported by all parties — including California,” the letter said.\u003c/p>\n\u003cp>Newsom said he expected other companies to sign on to the deal, but it wasn’t immediately clear that they would.\u003c/p>\n\u003cp>“We are driving toward a future of zero crashes, zero emissions, and zero congestion,” said Patrick Morrissey, a spokesman for General Motors Co. “As we have stated, the pathway includes continuously improving fuel economy and our commitment to an all-electric future. Our focus remains on working with all parties on a deal that would involve a 50-state solution and a national electric vehicle program.”\u003c/p>\n\u003cp>“We have, and continue to pursue an outcome supported by the auto industry at large, the Federal government and the State of California,” said Karen Nielsen, a spokeswoman for Toyota. “We believe a [national] approach is optimal for the consumer, regulators and the industry as it simplifies regulations and reduces complexity and cost, which are critical to ensuring future standards can be met.”\u003c/p>\n\u003cp>The deal is national for the companies participating, says Severin Borenstein, an economist at UC Berkeley’s Energy Institute at Haas Business School, \u003ca href=\"https://www.kqed.org/forum/2010101872390/california-strikes-emissions-deal-with-major-carmakers\">who appeared on KQED’s Forum\u003c/a>. But the Trump administration immediately dismissed the agreement, and federal officials said they would continue work on a national standard.\u003c/p>\n\u003cp>Federal EPA spokesman Michael Abboud \u003ca href=\"https://www.reuters.com/article/us-autos-emissions/california-four-automakers-defy-trump-agree-to-tighten-emissions-rules-idUSKCN1UK1OD\">said\u003c/a> \u003ca href=\"https://www.washingtonpost.com/business/california-signs-deal-with-4-automakers-to-raise-gas-mileage/2019/07/25/c4b8a7ee-aed9-11e9-9411-a608f9d0c2d3_story.html?utm_term=.75a232e3c2de\">several\u003c/a> \u003ca href=\"https://fortune.com/2019/07/25/automakers-trump-carbon-emissions-epa/\">times\u003c/a> on Thursday that the deal is a “PR stunt” that wouldn’t change anything or provide certainty to consumers.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration says that they are continuing to work with EPA toward a federal rule, likely after Labor Day.\u003c/p>\n\u003cp>Last year, researchers from several institutions — including University of California, Massachusetts Institute of Technology, and Yale — analyzed the federal plan and \u003ca href=\"https://science.sciencemag.org/content/362/6419/1119\">found\u003c/a> that it had “fundamental flaws and inconsistencies” and is “misleading.”\u003c/p>\n\u003cp>California is able to set its own stricter tailpipe emission standards under authority of the Clean Air Act; the federal government issued the state a waiver to do so, and over a dozen states have since followed suit. Revoking the waiver would require an act of Congress, which is unlikely.\u003c/p>\n\u003cp>“I think there is a larger goal that the Trump administration has, which is they want to eliminate California’s waiver that allows it to promulgate its own environmental standards,” Borenstein said to KQED’s Michael Krasny. “They don’t like that in any area.”\u003c/p>\n\u003cp>Simon Mui, a senior scientist with the Natural Resources Defense Council, called the deal a recognition of state authority. “If they believed the states didn’t have the authority in the first place, why would they be reaching an agreement?” he said. “This is really the automakers realizing that Trump is not going to solve their problems, and California trying to bring a bit more sanity to the regulatory chaos created by trying to roll back the rules.”\u003c/p>\n\u003cp>California officials say they will continue to enforce state regulations and challenge the Trump Administration in the courts. And Newsom says that he expects more manufacturers to sign on to the standards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The fact remains these companies are committed to California’s standards,” Newsom said. “Regardless of what the EPA does, I will continue to assert that California has the right to establish them, and they will manufacture to those standards.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "This Will Be a Sweltering Century in California and the Nation",
"headTitle": "This Will Be a Sweltering Century in California and the Nation | KQED",
"content": "\u003cp>Extreme heat \u003ca href=\"https://www.wired.com/story/phoenix-flights-canceled-heat/\" target=\"_blank\" rel=\"noopener\">grounds\u003c/a> planes in Arizona. Last year in Australia, the government \u003ca href=\"https://www.bbc.com/news/world-australia-44720166\">blamed\u003c/a> it for melting tires on a road. And during a particularly brutal July in 2006, heat \u003ca href=\"https://oehha.ca.gov/epic/impacts-biological-systems/heat-related-mortality-and-morbidity\" target=\"_blank\" rel=\"noopener\">killed\u003c/a> at least \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC2627866/\" target=\"_blank\" rel=\"noopener\">163 Californians\u003c/a>, with state epidemiologists estimating that it contributed to hundreds more deaths.\u003c/p>\n\u003cp>[pullquote align='right' size='medium' citation='Kristina Dahl, Union of Concerned Scientists']‘These results are really terrifying to me.’[/pullquote]If emissions aren’t seriously curbed — that is, even if the climate continues to warm with some abatement — researchers at the Union of Concerned Scientists say millions more people in California alone can expect at least \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">a month\u003c/a> of extreme heat days each year, those days bringing with them more health risks and rippling environmental impacts.\u003c/p>\n\u003cp>“Even in the next few decades we’ll see \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">major increases\u003c/a> in the frequency of really hot days,” says Kristina Dahl, a researcher with the Union of Concerned Scientists, who authored the study. “These results are really terrifying to me.”\u003c/p>\n\u003cp>Global climate models project how the planet will warm under various scenarios, anticipating a range of atmospheric conditions. The study’s authors ran climate models with two different emissions scenarios: one, where emissions begin to be curbed by mid-century; and a second, where no policies achieve significant reductions in emissions. Using daily high temperatures, the researchers calculated what’s known as heat indexes for cities and counties \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">around the country\u003c/a>; the heat index is what the temperature “feels like” when humidity is taken into account.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/6OZjI/8/\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Along a national “sunbelt,” inland cities, including in California’s Central Valley, could count dramatic increases in days with a heat index above 105 degrees. Until recently, Fresno averaged three such days a year, but the study found by late century, Fresno could have 58 days that feel like 105 degrees, in the absence of emissions limits. Even if governments rapidly move toward arresting global warming at a threshold of 2 degrees Celsius, parts of the Central Valley could still experience more than two-and-a-half weeks of heat that severe each year.\u003c/p>\n\u003cp>Where high heat is already common, as in Southern California, the study projects it will continue to grow. Los Angeles has experienced a heat index of 90 for twenty days a year, on average; even with some emissions curbed, the study projects that number will triple toward the end of the century.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/37joO/12/\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Indio, a Sonoran Desert town in San Bernardino County, historically has racked up more than 100 high heat days a year, but it’s been rare that the heat index is so high as to be “off the charts.” Without action to curb emissions, the study’s authors say Indio can expect, on average, 37 days a year of excessive and dangerous heat.\u003c/p>\n\u003cp>Significantly, modeling suggests that the most dramatic transformations in the state are likely to come where the climate has been temperate — along the coast and in Northern California. Within a half century, the Sonoma County town of Petaluma could have 11 times as many days where the heat feels like 90 degrees. Santa Barbara County could have 27 times the number of days where that happens.\u003c/p>\n\u003cp>[pullquote align='right' size='small']To Protect Yourself and Loved Ones From Heat:\u003c/p>\n\u003cul>\n\u003cli>Drink more water whether you’re active or not\u003c/li>\n\u003cli>Go to an air-conditioned building, such as a library, movie theater, senior center, grocery store, or shopping mall.\u003c/li>\n\u003cli>Check on elderly people twice day\u003c/li>\n\u003cli>See \u003ca href=\"https://www.kqed.org/news/11753650/bay-area-braces-for-extreme-heat-advisory-in-effect\" target=\"_blank\" rel=\"noopener\">these tips\u003c/a> from KQED’s audience[/pullquote]\u003c/li>\n\u003c/ul>\n\u003cp>No one heat index or temperature definitely protects against health risks, and no one threshold triggers public response to heat. According to the National Weather Service, heat cramps, sun stroke, and heat exhaustion are possible at a heat index of 90 for some groups; in California, state labor regulations offer outdoor workers additional protections at that point. At a heat index of 105, according to federal authorities, even healthy adults are at risk.\u003c/p>\n\u003cp>The study may well underestimate some contributions to rising heat, especially in cities. In the built environment, concrete, asphalt and glass warm cities; so does energy consumption, including air conditioners that release heat to the atmosphere; so do greenhouse gases, like those released from cars and power plants. The resulting urban heat island isn’t accounted for in the new study, according to Dahl.\u003c/p>\n\u003cp>“That makes some of the results we have for cities conservative,” she says, “because, realistically, they’ll be experiencing even hotter temperatures earlier than we’re projecting.”\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And the projections don’t account at all for some other climate-driven temperature shifts. In temperate northern California, nighttime lows have risen, making it harder for people’s bodies to recover when they become overheated. In 2017, during a Labor Day heat wave in San Francisco, it was still \u003c/span>\u003ca href=\"https://www.kqed.org/science/1932692/climate-change-dishes-up-dangerous-heat-even-in-the-bay-area\" target=\"_blank\" rel=\"noopener\">80 degrees near midnight\u003c/a>; that weekend, the city’s coroner’s office counted six deaths attributable to heat.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">While Dahl says the new study focuses solely on high heat index days, “we do know that if people don’t have the opportunity to cool down at night, their bodies just carry that potential heat stress over from one day to the next, and that can build up over time.”\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignright wp-image-1932736\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-674x1200.jpg\" alt=\"\" width=\"334\" height=\"594\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-674x1200.jpg 674w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-160x285.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-240x427.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-375x668.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-520x926.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B.jpg 750w\" sizes=\"(max-width: 334px) 100vw, 334px\">\u003c/a>Some Bay Area counties trigger warnings well below a heat index of 90 degrees. The city of San Francisco considers it an extreme heat day when temperatures hit 85; based on Cal-Adapt projections, by late century city officials are \u003ca href=\"https://sfgov.maps.arcgis.com/apps/MapJournal/index.html?appid=093e26ddb26a4e3180fa1e35158858bf\" target=\"_blank\" rel=\"noopener\">planning for \u003c/a>that to happen 15 days a year. Last month, San Francisco’s departments of public health and emergency management \u003ca href=\"https://sfmayor.org/article/mayor-breed-announces-update-citys-air-quality-and-extreme-weather-emergency-preparedness\" target=\"_blank\" rel=\"noopener\">updated\u003c/a> the city’s emergency plan, including directions for respite centers.\u003c/p>\n\u003cp>During a heat wave last month in San Francisco, two sites in Bayview and Hunters’ Point, Mother Brown’s Kitchen and the Adult Day Senior Center, provided cooling resources to their clients. The San Francisco Foundation has funded that work with a grant to the \u003ca href=\"http://www.empowersf.org/resilientbayview/\" target=\"_blank\" rel=\"noopener\">Resilient Bayview\u003c/a> initiative, a program of the city’s Neighborhood Empowerment Network. The network also sponsors block-by-block potlucks known as Neighborfests; the idea is that through planning a party, neighbors can \u003ca href=\"https://www.kqed.org/science/1933237/investigation-finds-home-can-be-the-most-dangerous-place-in-a-heat-wave\" target=\"_blank\" rel=\"noopener\">develop skills\u003c/a> in community resilience and disaster response. This year, San Francisco’s Neighborfest idea is expanding in the East Bay and \u003ca href=\"https://srcity.org/2897/Neighborfest\" target=\"_blank\" rel=\"noopener\">in Santa Rosa\u003c/a>.\u003c/p>\n\u003cp>But experts say planning for diffuse and spotty heat waves in the greater Bay Area is challenging when there’s no historical practice or a response infrastructure.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“I’ve had the impetus to take my kids to the library, thinking, ‘Well, of course the library will be cool,’ but not all of the libraries here are air-conditioned,” says UCS’s Dahl, a San Francisco resident. “So we don’t have places to escape the heat when our homes aren’t air-conditioned here in the Bay Area.”\u003c/span>\u003c/p>\n\u003cp>Risks related to heat, such as wildfires and air pollution, aren’t analyzed in the study. And local public officials are still taking the full measure of heat’s impacts. In San Mateo County, officials are using a CalTrans planning grant to study climate hazards, map heat islands where the tree canopy is low and more vulnerable people live, and communicate risk to the public.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Jasneet Sharma, an acting program manager for sustainability in San Mateo County, says the county is considering wider impacts. For example, sustained high temperatures threaten public transit systems by warping tracks. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“An inability to cool homes would mean not just discomfort but unsafe conditions for seniors, farmworkers on the coastside and vulnerable community members,” Sharma says. “We know for certain we’re going to be impacted by rising heat. The full story goes beyond just the temperatures.” \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Researchers say millions more people in California alone can expect at least a month of extreme heat days every year. Find out the predictions for your area, and for other states.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Extreme heat \u003ca href=\"https://www.wired.com/story/phoenix-flights-canceled-heat/\" target=\"_blank\" rel=\"noopener\">grounds\u003c/a> planes in Arizona. Last year in Australia, the government \u003ca href=\"https://www.bbc.com/news/world-australia-44720166\">blamed\u003c/a> it for melting tires on a road. And during a particularly brutal July in 2006, heat \u003ca href=\"https://oehha.ca.gov/epic/impacts-biological-systems/heat-related-mortality-and-morbidity\" target=\"_blank\" rel=\"noopener\">killed\u003c/a> at least \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC2627866/\" target=\"_blank\" rel=\"noopener\">163 Californians\u003c/a>, with state epidemiologists estimating that it contributed to hundreds more deaths.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>If emissions aren’t seriously curbed — that is, even if the climate continues to warm with some abatement — researchers at the Union of Concerned Scientists say millions more people in California alone can expect at least \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">a month\u003c/a> of extreme heat days each year, those days bringing with them more health risks and rippling environmental impacts.\u003c/p>\n\u003cp>“Even in the next few decades we’ll see \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">major increases\u003c/a> in the frequency of really hot days,” says Kristina Dahl, a researcher with the Union of Concerned Scientists, who authored the study. “These results are really terrifying to me.”\u003c/p>\n\u003cp>Global climate models project how the planet will warm under various scenarios, anticipating a range of atmospheric conditions. The study’s authors ran climate models with two different emissions scenarios: one, where emissions begin to be curbed by mid-century; and a second, where no policies achieve significant reductions in emissions. Using daily high temperatures, the researchers calculated what’s known as heat indexes for cities and counties \u003ca href=\"https://ucsusa.maps.arcgis.com/apps/MapSeries/index.html?appid=e4e9082a1ec343c794d27f3e12dd006d\" target=\"_blank\" rel=\"noopener\">around the country\u003c/a>; the heat index is what the temperature “feels like” when humidity is taken into account.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/6OZjI/8/\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Along a national “sunbelt,” inland cities, including in California’s Central Valley, could count dramatic increases in days with a heat index above 105 degrees. Until recently, Fresno averaged three such days a year, but the study found by late century, Fresno could have 58 days that feel like 105 degrees, in the absence of emissions limits. Even if governments rapidly move toward arresting global warming at a threshold of 2 degrees Celsius, parts of the Central Valley could still experience more than two-and-a-half weeks of heat that severe each year.\u003c/p>\n\u003cp>Where high heat is already common, as in Southern California, the study projects it will continue to grow. Los Angeles has experienced a heat index of 90 for twenty days a year, on average; even with some emissions curbed, the study projects that number will triple toward the end of the century.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/37joO/12/\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Indio, a Sonoran Desert town in San Bernardino County, historically has racked up more than 100 high heat days a year, but it’s been rare that the heat index is so high as to be “off the charts.” Without action to curb emissions, the study’s authors say Indio can expect, on average, 37 days a year of excessive and dangerous heat.\u003c/p>\n\u003cp>Significantly, modeling suggests that the most dramatic transformations in the state are likely to come where the climate has been temperate — along the coast and in Northern California. Within a half century, the Sonoma County town of Petaluma could have 11 times as many days where the heat feels like 90 degrees. Santa Barbara County could have 27 times the number of days where that happens.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "To Protect Yourself and Loved Ones From Heat:\u003c/p>\n\u003cul>\n\u003cli>Drink more water whether you’re active or not\u003c/li>\n\u003cli>Go to an air-conditioned building, such as a library, movie theater, senior center, grocery store, or shopping mall.\u003c/li>\n\u003cli>Check on elderly people twice day\u003c/li>\n\u003cli>See \u003ca href=\"https://www.kqed.org/news/11753650/bay-area-braces-for-extreme-heat-advisory-in-effect\" target=\"_blank\" rel=\"noopener\">these tips\u003c/a> from KQED’s audience",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/li>\n\u003c/ul>\n\u003cp>No one heat index or temperature definitely protects against health risks, and no one threshold triggers public response to heat. According to the National Weather Service, heat cramps, sun stroke, and heat exhaustion are possible at a heat index of 90 for some groups; in California, state labor regulations offer outdoor workers additional protections at that point. At a heat index of 105, according to federal authorities, even healthy adults are at risk.\u003c/p>\n\u003cp>The study may well underestimate some contributions to rising heat, especially in cities. In the built environment, concrete, asphalt and glass warm cities; so does energy consumption, including air conditioners that release heat to the atmosphere; so do greenhouse gases, like those released from cars and power plants. The resulting urban heat island isn’t accounted for in the new study, according to Dahl.\u003c/p>\n\u003cp>“That makes some of the results we have for cities conservative,” she says, “because, realistically, they’ll be experiencing even hotter temperatures earlier than we’re projecting.”\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And the projections don’t account at all for some other climate-driven temperature shifts. In temperate northern California, nighttime lows have risen, making it harder for people’s bodies to recover when they become overheated. In 2017, during a Labor Day heat wave in San Francisco, it was still \u003c/span>\u003ca href=\"https://www.kqed.org/science/1932692/climate-change-dishes-up-dangerous-heat-even-in-the-bay-area\" target=\"_blank\" rel=\"noopener\">80 degrees near midnight\u003c/a>; that weekend, the city’s coroner’s office counted six deaths attributable to heat.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">While Dahl says the new study focuses solely on high heat index days, “we do know that if people don’t have the opportunity to cool down at night, their bodies just carry that potential heat stress over from one day to the next, and that can build up over time.”\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignright wp-image-1932736\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-674x1200.jpg\" alt=\"\" width=\"334\" height=\"594\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-674x1200.jpg 674w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-160x285.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-240x427.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-375x668.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B-520x926.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/10/KQEDScience_Heat_181012B.jpg 750w\" sizes=\"(max-width: 334px) 100vw, 334px\">\u003c/a>Some Bay Area counties trigger warnings well below a heat index of 90 degrees. The city of San Francisco considers it an extreme heat day when temperatures hit 85; based on Cal-Adapt projections, by late century city officials are \u003ca href=\"https://sfgov.maps.arcgis.com/apps/MapJournal/index.html?appid=093e26ddb26a4e3180fa1e35158858bf\" target=\"_blank\" rel=\"noopener\">planning for \u003c/a>that to happen 15 days a year. Last month, San Francisco’s departments of public health and emergency management \u003ca href=\"https://sfmayor.org/article/mayor-breed-announces-update-citys-air-quality-and-extreme-weather-emergency-preparedness\" target=\"_blank\" rel=\"noopener\">updated\u003c/a> the city’s emergency plan, including directions for respite centers.\u003c/p>\n\u003cp>During a heat wave last month in San Francisco, two sites in Bayview and Hunters’ Point, Mother Brown’s Kitchen and the Adult Day Senior Center, provided cooling resources to their clients. The San Francisco Foundation has funded that work with a grant to the \u003ca href=\"http://www.empowersf.org/resilientbayview/\" target=\"_blank\" rel=\"noopener\">Resilient Bayview\u003c/a> initiative, a program of the city’s Neighborhood Empowerment Network. The network also sponsors block-by-block potlucks known as Neighborfests; the idea is that through planning a party, neighbors can \u003ca href=\"https://www.kqed.org/science/1933237/investigation-finds-home-can-be-the-most-dangerous-place-in-a-heat-wave\" target=\"_blank\" rel=\"noopener\">develop skills\u003c/a> in community resilience and disaster response. This year, San Francisco’s Neighborfest idea is expanding in the East Bay and \u003ca href=\"https://srcity.org/2897/Neighborfest\" target=\"_blank\" rel=\"noopener\">in Santa Rosa\u003c/a>.\u003c/p>\n\u003cp>But experts say planning for diffuse and spotty heat waves in the greater Bay Area is challenging when there’s no historical practice or a response infrastructure.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“I’ve had the impetus to take my kids to the library, thinking, ‘Well, of course the library will be cool,’ but not all of the libraries here are air-conditioned,” says UCS’s Dahl, a San Francisco resident. “So we don’t have places to escape the heat when our homes aren’t air-conditioned here in the Bay Area.”\u003c/span>\u003c/p>\n\u003cp>Risks related to heat, such as wildfires and air pollution, aren’t analyzed in the study. And local public officials are still taking the full measure of heat’s impacts. In San Mateo County, officials are using a CalTrans planning grant to study climate hazards, map heat islands where the tree canopy is low and more vulnerable people live, and communicate risk to the public.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Jasneet Sharma, an acting program manager for sustainability in San Mateo County, says the county is considering wider impacts. For example, sustained high temperatures threaten public transit systems by warping tracks. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“An inability to cool homes would mean not just discomfort but unsafe conditions for seniors, farmworkers on the coastside and vulnerable community members,” Sharma says. “We know for certain we’re going to be impacted by rising heat. The full story goes beyond just the temperatures.” \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Lab-Grown Meat, No Slaughter Necessary, Fights for Acceptance",
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"content": "\u003cp>[youtube https://www.youtube.com/watch?v=AF-atps4WYQ]\u003c/p>\n\u003cp>Uma Valeti slices into a pan-fried chicken cutlet in the kitchen of his startup, Memphis Meats. He sniffs the tender morsel on his fork before taking a bite. He chews slowly, absorbing the taste.\u003c/p>\n\u003cp>“Our chicken is chicken … you’ve got to taste it to believe it,” Valeti says.\u003c/p>\n\u003cp>This is no ordinary piece of poultry. No chicken was raised or slaughtered to harvest the meat. It was produced in a laboratory by extracting cells from a chicken and feeding them in a nutrient broth until the cell culture grew into raw meat.\u003c/p>\n\u003cp>Memphis Meats, based in Emeryville, California, is one of a growing number of startups worldwide that are making cell-based or cultured meat. They want to offer an alternative to traditional meat production that they say is damaging the environment and causing unnecessary harm to animals, but they are far from becoming mainstream and face pushback from livestock producers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“You are ultimately going to continue the choice of eating meat for many generations to come without putting undue stress on the planet,” said Valeti, a former cardiologist who co-founded Memphis Meats in 2015 after seeing the power of stem cells to treat disease.\u003c/p>\n\u003cp>The company, which also has produced cell-grown beef and duck, has attracted investments from food giants Cargill and Tyson Foods as well as billionaires Richard Branson and Bill Gates.\u003c/p>\n\u003cp>A report released in June by consulting firm A.T. 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The company has invited guests to sample its cell-based fish cakes.\u003c/p>\n\u003cp>“The ocean is a very fragile ecosystem, and we are really driving it to the brink of collapse,” CEO Michael Selden said. “By moving human consumption of seafood out of the ocean and onto land and creating it in this cleaner way, we can basically do something that’s better for everybody.”\u003c/p>\n\u003cp>The emerging industry moved a step closer to market in March when the U.S. Department of Agriculture and the Food and Drug Administration announced plans to jointly oversee the production and labeling of cell-based meat.\u003c/p>\n\u003cp>Food-safety advocates will be watching to ensure the agencies provide rigorous oversight and protect people from bacterial contamination and other health threats, said Jaydee Hanson, policy director at the nonprofit Center for Food Safety.\u003c/p>\n\u003cp>“It will be important for the public that this be well regulated,” Hanson said. “Do these really solve the environmental problem? 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“You are ultimately going to continue the choice of eating meat for many generations to come without putting undue stress on the planet,” said Valeti, a former cardiologist who co-founded Memphis Meats in 2015 after seeing the power of stem cells to treat disease.\u003c/p>\n\u003cp>The company, which also has produced cell-grown beef and duck, has attracted investments from food giants Cargill and Tyson Foods as well as billionaires Richard Branson and Bill Gates.\u003c/p>\n\u003cp>A report released in June by consulting firm A.T. 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The company has invited guests to sample its cell-based fish cakes.\u003c/p>\n\u003cp>“The ocean is a very fragile ecosystem, and we are really driving it to the brink of collapse,” CEO Michael Selden said. “By moving human consumption of seafood out of the ocean and onto land and creating it in this cleaner way, we can basically do something that’s better for everybody.”\u003c/p>\n\u003cp>The emerging industry moved a step closer to market in March when the U.S. Department of Agriculture and the Food and Drug Administration announced plans to jointly oversee the production and labeling of cell-based meat.\u003c/p>\n\u003cp>Food-safety advocates will be watching to ensure the agencies provide rigorous oversight and protect people from bacterial contamination and other health threats, said Jaydee Hanson, policy director at the nonprofit Center for Food Safety.\u003c/p>\n\u003cp>“It will be important for the public that this be well regulated,” Hanson said. “Do these really solve the environmental problem? 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"content": "\u003cp>\u003cspan style=\"font-weight: 400;\">Bob Wieckowski stands alone. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">He was the only state senator to vote against Gov. Gavin Newsom’s plan to clean up dirty drinking water in the California’s poorest communities, which passed the Senate in a 38-1 vote on Monday.\u003c/span>\u003c/p>\n\u003cp>The bill — \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201920200SB200\" target=\"_blank\" rel=\"noopener\">SB 200\u003c/a> — passed the Assembly last week without a single vote in opposition.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">To be clear, Wieckowski thinks clean water is an important priority. His quibble is that California will pay for it with revenue generated from the state’s cap-and-trade auction.\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">His argument: money in the Greenhouse Gas Reduction Fund (GGRF) is supposed to be spent on, well, reducing greenhouse gas emissions. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">“Diverting limited GGRF dollars away from cutting greenhouse gas emissions to other important causes, is not a path we should go down now or in the future,” Wieckowski said in a speech on the Senate floor.\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">“Members, we are falling farther behind in our commitment to meeting the Paris Accord,” he said. “We should not be creating a false dichotomy that is a by-product of this deal – pitting clean air against clean water. We know all Californians can, and must, have both.” \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">The bill includes $100 million from the Greenhouse Gas Reduction Fund and another $33 million from the general fund to be spent on rebuilding broken drinking water infrastructure in unincorporated communities and small towns across the state. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">And it’s not a one-time money diversion. The bill also seeks to use 5% of California’s cap-and-trade proceeds, up to $130 million annually, for clean water projects until 2030. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Earlier this year, the governor proposed a tax on all Californians’ water bills that would fund programs to clean up the dirty water, and in January, Newsom and his cabinet visited Monterey Park Tract in Ceres, a Central Valley city with contaminated wells, to highlight the issue.\u003cbr>\n\u003c/span>\u003c/p>\n\u003cp>https://twitter.com/agsecross/status/1083853934081372160\u003c/p>\n\u003cp>But the Legislature didn’t approve the plan, as some lawmakers worried that their constituents would object to a new monthly tax at a time when the state is enjoying a budget surplus.\u003c/p>\n\u003cp>The bill hasn’t reached Newsom’s desk yet, but he will have 12 days to sign it, when it does.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400;\">Bob Wieckowski stands alone. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">He was the only state senator to vote against Gov. Gavin Newsom’s plan to clean up dirty drinking water in the California’s poorest communities, which passed the Senate in a 38-1 vote on Monday.\u003c/span>\u003c/p>\n\u003cp>The bill — \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201920200SB200\" target=\"_blank\" rel=\"noopener\">SB 200\u003c/a> — passed the Assembly last week without a single vote in opposition.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">To be clear, Wieckowski thinks clean water is an important priority. His quibble is that California will pay for it with revenue generated from the state’s cap-and-trade auction.\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">His argument: money in the Greenhouse Gas Reduction Fund (GGRF) is supposed to be spent on, well, reducing greenhouse gas emissions. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">“Diverting limited GGRF dollars away from cutting greenhouse gas emissions to other important causes, is not a path we should go down now or in the future,” Wieckowski said in a speech on the Senate floor.\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">“Members, we are falling farther behind in our commitment to meeting the Paris Accord,” he said. “We should not be creating a false dichotomy that is a by-product of this deal – pitting clean air against clean water. We know all Californians can, and must, have both.” \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">The bill includes $100 million from the Greenhouse Gas Reduction Fund and another $33 million from the general fund to be spent on rebuilding broken drinking water infrastructure in unincorporated communities and small towns across the state. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400;\">And it’s not a one-time money diversion. The bill also seeks to use 5% of California’s cap-and-trade proceeds, up to $130 million annually, for clean water projects until 2030. \u003c/span>\u003cspan style=\"font-weight: 400;\">\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400;\">Earlier this year, the governor proposed a tax on all Californians’ water bills that would fund programs to clean up the dirty water, and in January, Newsom and his cabinet visited Monterey Park Tract in Ceres, a Central Valley city with contaminated wells, to highlight the issue.\u003cbr>\n\u003c/span>\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cp>Kamala Harris\u003ca href=\"https://www.kqed.org/news/11757814/kamala-harris-swings-at-joe-biden-while-eric-swalwell-strives-to-stand-out-in-democratic-debate\"> taking a swing\u003c/a> at Joe Biden on racial issues is one of the standout moments of the first two Democratic presidential primary debates.\u003c/p>\n\u003cp>But what about climate change?\u003c/p>\n\u003cp>Nothing similar.\u003c/p>\n\u003cp>The candidates spent about \u003ca href=\"https://psmag.com/environment/democrats-spent-15-minutes-talking-about-climate-change-at-the-primary-debates\" target=\"_blank\" rel=\"noopener\">15 minutes\u003c/a> over both nights discussing the issue, disappointing many Democratic activists who have increased \u003ca href=\"https://www.vox.com/policy-and-politics/2019/6/28/18906968/democratic-debate-2019-climate-change\" target=\"_blank\" rel=\"noopener\">calls\u003c/a> for a debate focused only on climate, an issue, they say, that’s just too big and complicated to unpack during a short debate segment.\u003c/p>\n\u003cp>Pundits and writers, including the Atlantic’s Robinson Meyer,\u003ca href=\"https://www.theatlantic.com/science/archive/2019/06/democrats-still-dont-know-how-to-talk-about-climate-change/592711/\" target=\"_blank\" rel=\"noopener\"> harangued \u003c/a>Democrats for their shortcomings in how they talk about the issue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But while they may struggle on a debate stage, many have published detailed climate plans (Vox outlined those \u003ca href=\"https://www.vox.com/2019/6/25/18715447/green-new-deal-climate-change-first-democrat-debate\">here\u003c/a>), most notably Washington Gov. Jay Inslee, who has made climate the central priority of his campaign.\u003c/p>\n\u003cp>How candidates frame the issue of climate change is important, according to Leah Stokes, a political scientist who works on environmental policy at the University of California, Santa Barbara. For one thing, it’s a mistake for candidates to frame the issue in terms of “doomsday,” she says.\u003c/p>\n\u003cp>“That’s not actually a great way to communicate on climate change and definitely not for a politician running for president,” she said. “You have to create a vision for people, you have to give them hope. You can’t just lead with devastation and a question mark.”\u003c/p>\n\u003cp>Candidates should talk about a “climate crisis” and convey the scope of the problem, rather than using language like “climate change” or “global warming.” This is something that some \u003ca href=\"https://www.google.com/search?q=%22climate+crisis%22\" target=\"_blank\" rel=\"noopener\">media organizations\u003c/a> have started to do.\u003c/p>\n\u003cp>“‘Climate crisis’ resonates with people on an emotional level,” she said.\u003c/p>\n\u003cp>Another challenge for candidates is to bring a measure of hope into their message, and include the possibility of innovation, economic opportunity and job creation. “There are ways that you can talk about climate change that makes the stakes clear for people but don’t leave them in a state of fear,” she said.\u003c/p>\n\u003cp>So what \u003cem>did\u003c/em> the candidates say? Below is how each of the participants who talked about climate framed the issue, and the plans they cited for addressing it.\u003c/p>\n\u003cp>Not every candidate was asked about climate change, but several, including Sen. Elizabeth Warren, brought it up on their own.\u003c/p>\n\u003cp>Other candidates, like Sen. Michael Bennet and Andrew Yang, the tech entrepreneur, mentioned climate change briefly in a response to a lightning-round style question about the first issue of their presidency. (The New York Times has charts with how much time each candidate spent talking about each issue in both the \u003ca href=\"https://www.nytimes.com/interactive/2019/06/26/us/elections/debate-speaking-time.html\" target=\"_blank\" rel=\"noopener\">first\u003c/a> and \u003ca href=\"https://www.nytimes.com/interactive/2019/06/27/us/elections/debate-speaking-time.html\" target=\"_blank\" rel=\"noopener\">second\u003c/a> debates).\u003c/p>\n\u003cp>\u003cstrong>Washington Gov. Jay Inslee\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “Our towns are burning, our fields are flooding, Miami is inundated … this is a climate crisis, an emergency and it is our last chance.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>I am the candidate, and the only one to say this has to be the top priority of the United States. The organizing principle to mobilize the United States so that we can do what we’ve always done, lead the world and invent the future and put 8 million people to work.”\u003c/p>\n\u003cp>\u003cstrong>Former Rep. Beto O’Rourke \u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “You have to bring everybody in on the decisions and the solutions to the challenges that we face … We were in Pacific Junction, a town that had never meaningfully flooded before, just up against the Missouri River in Iowa. Every home in that community had flooded\u003ci>.”\u003cbr>\n\u003c/i>\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>We are going to fund resiliency in those communities…that are on the front lines of climate change today. We’re going to mobilize $5 trillion in this economy over the next 10 years to free ourselves from a dependence on fossil fuels, and we’re to put farmers and ranchers in the driver’s seat.”\u003c/p>\n\u003cp>\u003cstrong>Former HUD Secretary Julián Castro\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “\u003cb>\u003c/b>My first visit after I announced my candidacy wasn’t to Iowa or New Hampshire, it was to San Juan, Puerto Rico.” [Devastated by a hurricane in 2017].\u003cbr>\n\u003cb>\u003c/b>\u003c/p>\n\u003cp>“People should know that if I’m elected president everybody will count.”\u003c/p>\n\u003cp>\u003cem>Key Argument:\u003c/em> “I’m one of the few candidates in this race with executive experience with a track record of getting things done. When I was mayor of San Antonio, we moved our local public utility. We began to shift it from coal-fired plants to solar and other renewables and also created more than 800 jobs doing that.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Elizabeth Warren\u003c/strong>\u003c/p>\n\u003cp>Warren wasn’t asked about climate, but she tied the issue to an argument about the U.S. economy, which she says only works for people at the top.\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “Who is this economy really working for? … It’s doing great for giant oil companies that want to drill everywhere, just not for the rest of us who are watching climate change bear down upon us.”\u003c/p>\n\u003cp>\u003cstrong>Rep. Tim Ryan\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “If we don’t address that fundamental problem with our connection to workers — white, black, brown, gay, straight working-class people — none of this is going to get done.”\u003c/p>\n\u003cdiv>\u003cem>Key argument\u003c/em>: “We are not connecting to the middle-class people. We have got to hinge the center of gravity from being coastal and elitist and Ivy League … to getting those workers back on our side so we can say: ‘we are going to build solar, we are going to build electric vehicles.'”\u003c/div>\n\u003cp>\u003cstrong>\u003cbr>\nFormer Rep. John Delaney\u003c/strong>\u003c/p>\n\u003cp>Delaney wasn’t asked about climate change, but he interjected to make a point about using a tax to fight it.\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “All the economist agree that a carbon pricing mechanism works. You just have to do it right. You can’t put a price on carbon, raise energy prices and not give the money back to the American people. My proposal, which is put a price on carbon, give a dividend back to the American people — it goes out one pocket, back in the other.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Kamala Harris\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “I don’t even call it climate change, it is the climate crisis. It represents an existential threat to us as a species.”\u003c/p>\n\u003cp>\u003cem>Key Argument\u003c/em>: “I\u003cb>\u003c/b>t is a critical issue that is about what we must do to confront what is immediate and before us right now. That is why I support a Green New Deal. It is why I believe on day one, as president I will re-enter us in the Paris agreement.”\u003c/p>\n\u003cp>\u003cstrong>Mayor Pete Buttigieg\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “This is not just happening on the Arctic ice caps. This is happening in the middle of the country, and we’ve got to be dramatically more aggressive moving forward … R\u003cb>\u003c/b>ural America can be part of the solution instead of being told they’re part of the problem.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “We need to begin adapting right away. But we also can’t skip a beat on preventing climate change from getting even worse … That’s why we need to do a carbon tax and dividend. But I would propose we do it in a way that is rebated out to the American people in a progressive fashion so that most Americans are made more than whole.”\u003c/p>\n\u003cp>\u003cstrong>Former Gov. John Hickenlooper\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “\u003cb>\u003c/b>I recognize that we are within 10 or 12 years of actually suffering irreversible damage.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “We can’t demonize every business, we’ve got to bring them together to be partners. Ultimately, if we’re not able to do that, we will be doomed to failure. We have no way of doing this without bringing everyone together.”\u003c/p>\n\u003cp>\u003cstrong>Former Vice President Joe Biden\u003c/strong>\u003cb>\u003c/b>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “We make up 15 percent of the problem. Eighty-five percent of the world makes up the rest.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>Our administration, we built the largest wind farm in the world, the largest solar energy facility in the world. We drove down the competitive price of both of those renewable sources … W\u003cb>\u003c/b>e have to have someone who knows how to corral the rest of the world, bring them together and get something done like we did in our administration.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Bernie Sanders\u003c/strong>\u003c/p>\n\u003cp>\u003cb>\u003c/b>\u003cem>Climate framing\u003c/em>: “The old ways are no longer relevant. The scientists tell us we have 12 years before [there] is an irreparable damage to this planet. This is a global issue.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>What the president of the United States should do is not deny the reality of climate change but tell the rest of the world that instead of spending a trillion-and-a-half dollars on weapons of destruction, let us get together with a common enemy. And that is to transform the world energy system away from fossil fuel to energy efficiency and sustainable energy.”\u003c/p>\n\n",
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"excerpt": "The candidates spent about 15 minutes over both nights discussing the issue, disappointing many Democratic activists who are calling for a debate focused only on climate. Here's how each candidate talked about the issue.",
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"description": "The candidates spent about 15 minutes over both nights discussing the issue, disappointing many Democratic activists who are calling for a debate focused only on climate. Here's how each candidate talked about the issue.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Kamala Harris\u003ca href=\"https://www.kqed.org/news/11757814/kamala-harris-swings-at-joe-biden-while-eric-swalwell-strives-to-stand-out-in-democratic-debate\"> taking a swing\u003c/a> at Joe Biden on racial issues is one of the standout moments of the first two Democratic presidential primary debates.\u003c/p>\n\u003cp>But what about climate change?\u003c/p>\n\u003cp>Nothing similar.\u003c/p>\n\u003cp>The candidates spent about \u003ca href=\"https://psmag.com/environment/democrats-spent-15-minutes-talking-about-climate-change-at-the-primary-debates\" target=\"_blank\" rel=\"noopener\">15 minutes\u003c/a> over both nights discussing the issue, disappointing many Democratic activists who have increased \u003ca href=\"https://www.vox.com/policy-and-politics/2019/6/28/18906968/democratic-debate-2019-climate-change\" target=\"_blank\" rel=\"noopener\">calls\u003c/a> for a debate focused only on climate, an issue, they say, that’s just too big and complicated to unpack during a short debate segment.\u003c/p>\n\u003cp>Pundits and writers, including the Atlantic’s Robinson Meyer,\u003ca href=\"https://www.theatlantic.com/science/archive/2019/06/democrats-still-dont-know-how-to-talk-about-climate-change/592711/\" target=\"_blank\" rel=\"noopener\"> harangued \u003c/a>Democrats for their shortcomings in how they talk about the issue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But while they may struggle on a debate stage, many have published detailed climate plans (Vox outlined those \u003ca href=\"https://www.vox.com/2019/6/25/18715447/green-new-deal-climate-change-first-democrat-debate\">here\u003c/a>), most notably Washington Gov. Jay Inslee, who has made climate the central priority of his campaign.\u003c/p>\n\u003cp>How candidates frame the issue of climate change is important, according to Leah Stokes, a political scientist who works on environmental policy at the University of California, Santa Barbara. For one thing, it’s a mistake for candidates to frame the issue in terms of “doomsday,” she says.\u003c/p>\n\u003cp>“That’s not actually a great way to communicate on climate change and definitely not for a politician running for president,” she said. “You have to create a vision for people, you have to give them hope. You can’t just lead with devastation and a question mark.”\u003c/p>\n\u003cp>Candidates should talk about a “climate crisis” and convey the scope of the problem, rather than using language like “climate change” or “global warming.” This is something that some \u003ca href=\"https://www.google.com/search?q=%22climate+crisis%22\" target=\"_blank\" rel=\"noopener\">media organizations\u003c/a> have started to do.\u003c/p>\n\u003cp>“‘Climate crisis’ resonates with people on an emotional level,” she said.\u003c/p>\n\u003cp>Another challenge for candidates is to bring a measure of hope into their message, and include the possibility of innovation, economic opportunity and job creation. “There are ways that you can talk about climate change that makes the stakes clear for people but don’t leave them in a state of fear,” she said.\u003c/p>\n\u003cp>So what \u003cem>did\u003c/em> the candidates say? Below is how each of the participants who talked about climate framed the issue, and the plans they cited for addressing it.\u003c/p>\n\u003cp>Not every candidate was asked about climate change, but several, including Sen. Elizabeth Warren, brought it up on their own.\u003c/p>\n\u003cp>Other candidates, like Sen. Michael Bennet and Andrew Yang, the tech entrepreneur, mentioned climate change briefly in a response to a lightning-round style question about the first issue of their presidency. (The New York Times has charts with how much time each candidate spent talking about each issue in both the \u003ca href=\"https://www.nytimes.com/interactive/2019/06/26/us/elections/debate-speaking-time.html\" target=\"_blank\" rel=\"noopener\">first\u003c/a> and \u003ca href=\"https://www.nytimes.com/interactive/2019/06/27/us/elections/debate-speaking-time.html\" target=\"_blank\" rel=\"noopener\">second\u003c/a> debates).\u003c/p>\n\u003cp>\u003cstrong>Washington Gov. Jay Inslee\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “Our towns are burning, our fields are flooding, Miami is inundated … this is a climate crisis, an emergency and it is our last chance.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>I am the candidate, and the only one to say this has to be the top priority of the United States. The organizing principle to mobilize the United States so that we can do what we’ve always done, lead the world and invent the future and put 8 million people to work.”\u003c/p>\n\u003cp>\u003cstrong>Former Rep. Beto O’Rourke \u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “You have to bring everybody in on the decisions and the solutions to the challenges that we face … We were in Pacific Junction, a town that had never meaningfully flooded before, just up against the Missouri River in Iowa. Every home in that community had flooded\u003ci>.”\u003cbr>\n\u003c/i>\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>We are going to fund resiliency in those communities…that are on the front lines of climate change today. We’re going to mobilize $5 trillion in this economy over the next 10 years to free ourselves from a dependence on fossil fuels, and we’re to put farmers and ranchers in the driver’s seat.”\u003c/p>\n\u003cp>\u003cstrong>Former HUD Secretary Julián Castro\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “\u003cb>\u003c/b>My first visit after I announced my candidacy wasn’t to Iowa or New Hampshire, it was to San Juan, Puerto Rico.” [Devastated by a hurricane in 2017].\u003cbr>\n\u003cb>\u003c/b>\u003c/p>\n\u003cp>“People should know that if I’m elected president everybody will count.”\u003c/p>\n\u003cp>\u003cem>Key Argument:\u003c/em> “I’m one of the few candidates in this race with executive experience with a track record of getting things done. When I was mayor of San Antonio, we moved our local public utility. We began to shift it from coal-fired plants to solar and other renewables and also created more than 800 jobs doing that.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Elizabeth Warren\u003c/strong>\u003c/p>\n\u003cp>Warren wasn’t asked about climate, but she tied the issue to an argument about the U.S. economy, which she says only works for people at the top.\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “Who is this economy really working for? … It’s doing great for giant oil companies that want to drill everywhere, just not for the rest of us who are watching climate change bear down upon us.”\u003c/p>\n\u003cp>\u003cstrong>Rep. Tim Ryan\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “If we don’t address that fundamental problem with our connection to workers — white, black, brown, gay, straight working-class people — none of this is going to get done.”\u003c/p>\n\u003cdiv>\u003cem>Key argument\u003c/em>: “We are not connecting to the middle-class people. We have got to hinge the center of gravity from being coastal and elitist and Ivy League … to getting those workers back on our side so we can say: ‘we are going to build solar, we are going to build electric vehicles.'”\u003c/div>\n\u003cp>\u003cstrong>\u003cbr>\nFormer Rep. John Delaney\u003c/strong>\u003c/p>\n\u003cp>Delaney wasn’t asked about climate change, but he interjected to make a point about using a tax to fight it.\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “All the economist agree that a carbon pricing mechanism works. You just have to do it right. You can’t put a price on carbon, raise energy prices and not give the money back to the American people. My proposal, which is put a price on carbon, give a dividend back to the American people — it goes out one pocket, back in the other.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Kamala Harris\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “I don’t even call it climate change, it is the climate crisis. It represents an existential threat to us as a species.”\u003c/p>\n\u003cp>\u003cem>Key Argument\u003c/em>: “I\u003cb>\u003c/b>t is a critical issue that is about what we must do to confront what is immediate and before us right now. That is why I support a Green New Deal. It is why I believe on day one, as president I will re-enter us in the Paris agreement.”\u003c/p>\n\u003cp>\u003cstrong>Mayor Pete Buttigieg\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “This is not just happening on the Arctic ice caps. This is happening in the middle of the country, and we’ve got to be dramatically more aggressive moving forward … R\u003cb>\u003c/b>ural America can be part of the solution instead of being told they’re part of the problem.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “We need to begin adapting right away. But we also can’t skip a beat on preventing climate change from getting even worse … That’s why we need to do a carbon tax and dividend. But I would propose we do it in a way that is rebated out to the American people in a progressive fashion so that most Americans are made more than whole.”\u003c/p>\n\u003cp>\u003cstrong>Former Gov. John Hickenlooper\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “\u003cb>\u003c/b>I recognize that we are within 10 or 12 years of actually suffering irreversible damage.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “We can’t demonize every business, we’ve got to bring them together to be partners. Ultimately, if we’re not able to do that, we will be doomed to failure. We have no way of doing this without bringing everyone together.”\u003c/p>\n\u003cp>\u003cstrong>Former Vice President Joe Biden\u003c/strong>\u003cb>\u003c/b>\u003c/p>\n\u003cp>\u003cem>Climate framing\u003c/em>: “We make up 15 percent of the problem. Eighty-five percent of the world makes up the rest.”\u003c/p>\n\u003cp>\u003cem>Key argument\u003c/em>: “\u003cb>\u003c/b>Our administration, we built the largest wind farm in the world, the largest solar energy facility in the world. We drove down the competitive price of both of those renewable sources … W\u003cb>\u003c/b>e have to have someone who knows how to corral the rest of the world, bring them together and get something done like we did in our administration.”\u003c/p>\n\u003cp>\u003cstrong>Sen. Bernie Sanders\u003c/strong>\u003c/p>\n\u003cp>\u003cb>\u003c/b>\u003cem>Climate framing\u003c/em>: “The old ways are no longer relevant. The scientists tell us we have 12 years before [there] is an irreparable damage to this planet. This is a global issue.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "The Best Health and Science Books to Dip Into This Summer",
"headTitle": "The Best Health and Science Books to Dip Into This Summer | KQED",
"content": "\u003cp>\u003cspan class=\"big-cap-wrap\">\u003cspan class=\"big-cap\">T\u003c/span>\u003c/span>he first day of summer has arrived, and so has STAT’s annual book list of great reads in health, science, and medicine.\u003c/p>\n\u003cp>Read on for recommendations from CRISPR pioneer Jennifer Doudna and CDC Director Robert Redfield. Plus, STAT readers from Boston to Ireland to Australia share their picks, in addition to our staff. Enjoy!\u003c/p>\n\u003cp>\u003cstrong>Notable Figures\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0805071806/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0805071806&linkCode=as2&tag=stat03d-20&linkId=7bf123ab6184f5cac33d58beddbb56f6\" target=\"_blank\" rel=\"noopener\">“Scientific Conversations: Interviews on Science from The New York Times”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Claudia Dreifus\u003c/em>\u003cbr>\nThis is an awesome collection of 38 interviews, published originally in the Science Times section of the New York Times, that captures the wonder and excitement of scientific discovery. As an outstanding journalist and a relative outsider to science, Dreifus elicits from her subjects the passion, frustration, inspiration and, ultimately, the joy of doing science. Her writing reminds me of the work of John McPhee: deep and expansive with a sense of fun. A great read!\u003cbr>\n\u003cem>— Jennifer Doudna, professor and HHMI Investigator, UC Berkeley; director, Innovative Genomics Institute of UC Berkeley/UCSF/Gladstone Institutes\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/006122796X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=006122796X&linkCode=as2&tag=stat03d-20&linkId=7cfcc6b0801cc1e4c567331d7f105411\" target=\"_blank\" rel=\"noopener\">“Vaccinated: One Man’s Quest to Defeat the World’s Deadliest Diseases”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Paul A. Offit\u003c/em>\u003cbr>\nPhysicians, parents, and public health professionals seeking credible, timely information about the safety and effectiveness of vaccines will find those answers in Dr. Offit’s “Vaccinated.” He writes a compelling narrative, sharing the underlying science and historical context behind the vaccine regimen recommended today. This fact-based retrospective dispels myths and underscores the importance of immunization for children and adults alike. Readers will have a better understanding of the science-based reasoning to embrace vaccination for themselves, their families, and their communities.\u003cbr>\n\u003cem>— Dr. Robert R. Redfield, director of the Centers for Disease Control and Prevention\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0520229134/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0520229134&linkCode=as2&tag=stat03d-20&linkId=f6872536969b6885c29cba642778c5ca\" target=\"_blank\" rel=\"noopener\">“Infections and Inequalities: The Modern Plagues”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Paul Farmer\u003c/em>\u003cbr>\nThis book highlights so well the very inception of the Bill and Melinda Gates Medical Research Institute itself and our mission to develop treatments and preventive agents for diseases burdening the world’s poorest people. Tenderly, Farmer tells the stories of those who suffer, offering their complex circumstances in the face of overwhelming data. The Partners in Health co-founder challenges those determined to care for the most vulnerable to challenge the status quo. Although written 20 years ago, the stories ring truer than ever. Inequities in health have only become magnified and are now manifest in our own backyard. Although sobering, it is also inspiring and may make the reader leap to other resources such as “The Age of Living Machines” by Susan Hockfield, who posits that convergence across scientific disciplines led to the current technological capabilities. Can these not be leveraged with know-how and fortitude to meaningfully address inequities in health?\u003cbr>\n\u003cem>— Dr. Penny Heaton, CEO of the Bill and Melinda Gates Medical Research Institute\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/1845291557/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1845291557&linkCode=as2&tag=stat03d-20&linkId=424b9e11f98c4fb76b3a018ce157005a\" target=\"_blank\" rel=\"noopener\">“A Brief History of Medicine: from Hippocrates to Gene Therapy”\u003c/a>\u003cbr>\n\u003c/strong>\u003cem>By Paul Strathern\u003cbr>\n\u003c/em>Among the many histories of medicine, Paul Strathern’s narrative stands out for its lively prose and colorful portraits of figures who broke with dogma and proved new paradigms. Even the expert reader will find much that is novel and nuanced, not only in stories about prominent characters like Galen and Harvey, but less well known individuals like the Venerable Bede, an English monk who revived Greek and Roman knowledge during the Dark Ages, and Al-Razi, an Islamic scholar who challenged Aristotle’s prevailing notions with experimental data and showed that pediatric disorders need not be viewed as untreatable and hopeless. Each chapter offers a rich tableau depicting advances in medical thinking based on astute observation and rigorous induction. Strathern brilliantly succeeds in both educating and entertaining his reader, a perfect blend for a summer treat.\u003cbr>\n\u003cem>— Dr. Jerome Groopman, New Yorker staff writer and author; Recanati Professor of Medicine, Harvard Medical School\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0345804570/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0345804570&linkCode=as2&tag=stat03d-20&linkId=137ae7f66e5eee834172c881aa8f1b7a\" target=\"_blank\" rel=\"noopener\">“The Evolution of Beauty: How Darwin’s Forgotten Theory of Mate Choice Shapes the Animal World—and Us”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Richard Prum\u003c/em>\u003cbr>\nWhether you agree with Prum or not, his case for renewed attention to Darwin’s theory of sexual selection — that considerations of beauty, and not just functional adaptation, shape evolution — is eye-opening. The book also reminds us that politics (in this case, 19th-century disapproval of Darwin’s views on female mate choice) can influence what we are taught about science. Even if you are skeptical, Prum will make you think twice about the natural world, and will definitely change how you look at ducks.\u003cbr>\n\u003cem>— Ron Klain, President Obama’s Ebola czar during the West African outbreak\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0062338781/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0062338781&linkCode=as2&tag=stat03d-20&linkId=a08377a6dbaebf506ffcb6efb996c457\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Bottle of Lies: The Inside Story of the Generic Drug Boom”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Katherine Eban\u003cbr>\n\u003c/em>In her fierce and fearless book, “Bottle of Lies,” the investigative journalist Katherine Eban takes us on a journey through the loosely regulated and often corrupt manufacture of generic drugs. Weaving together the story of a terrified but determined whistleblower from India, shady drug producers from China, and a notably timid FDA, Eban’s compelling book should serve as cautionary tale and a wake-up call for consumers, manufacturers, and physicians — “should” being the operative word.\u003cbr>\n\u003cem>— Deborah Blum, author of “The Poison Squad: One Chemist’s Single-Minded Crusade for Food Safety at the Turn of the Twentieth Century” and director of the Knight Science Journalism Program at MIT\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>STAT Readers\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0735224153/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0735224153&linkCode=as2&tag=stat03d-20&linkId=e88ba9aa97ec231e13dcca5e20cbc7bf\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“How to Change Your Mind: What the New Science of Psychedelics Teaches Us About Consciousness, Dying, Addiction, Depression, and Transcendence”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Michael Pollan\u003c/em>\u003cbr>\nWith cannabis medicine now getting the attention it deserves, Michael Pollan has done a tremendous job at digging into the history of psychedelic use, both recreationally and in therapy, together with his own observations as a new psychedelic experimenter at the age of 60. All in all, a comprehensive history of the topic, together with interviews from key psychedelic researchers, and a call for serious researchers to think twice about hasty judgments surrounding this interesting compound.\u003cbr>\n\u003cem>— Jon Calder, Belfast, Northern Ireland\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/006289627X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=006289627X&linkCode=as2&tag=stat03d-20&linkId=ea6fc765acd3cc5ad1ccd85342cb04ae\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Bitten: The Secret History of Lyme Disease and Biological Weapons”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Kris Newby\u003c/em>\u003cbr>\n“Bitten” is a riveting narrative that digs into the origins of the Lyme disease epidemic. It connects many dots with compelling evidence and page-turning storytelling that point to the likelihood that a bio-weaponized tick program gone awry could have contributed to the more virulent forms of tick-borne illnesses that have been wreaking havoc on unwitting people for the past five decades. Doctors are not well-trained on tick-borne illness, diagnostics are inadequate, and there are no career tracks in the field other than a few courageous pioneers. Biotech is largely on the sidelines. Yet millions of people are being disabled. Perhaps this book will help stir some action. After all, we all are just one bite away from a nightmare illness.\u003cbr>\n\u003cem>— Nancy Dougherty, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0544114515/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0544114515&linkCode=as2&tag=stat03d-20&linkId=4f6ff933051d07a5d66bb8d7906db1a2\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“How Dogs Love Us: A Neuroscientist and His Adopted Dog Decode the Canine Brain”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Gregory Berns\u003c/em>\u003cbr>\nFabulous book for anyone interested in the realities of research. Getting MRI data on dogs to confirm the similarities in where dogs and human brains respond to stimuli sounds like a good idea. Getting permission to get the dogs into the places where there are MRIs, getting the dogs used to the MRI, selecting real-life animals, and the implications for the experimental conclusions is very different from what usually shows up in methods and results.\u003cbr>\n\u003cem>— Joanna Haas, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0316418080/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0316418080&linkCode=as2&tag=stat03d-20&linkId=ab87c536d62f16a84be8997dbe897c72\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Perfect Predator: A Scientist’s Race to Save Her Husband from a Deadly Superbug”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Steffanie Strathdee and Thomas Patterson\u003cbr>\n\u003c/em>Riveting account of a scientist trying to save her husband through a combination of sheer will, determination, and cutting-edge science. It’s an amazing blend of mystery, thriller, and microbiology.\u003cbr>\n\u003cem>— Mallory Johnson, Berkeley, Calif.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0671510576/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0671510576&linkCode=as2&tag=stat03d-20&linkId=cb77504e40e1a9467241ae7547ca194a\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Billion Dollar Molecule: One Company’s Quest for the Perfect Drug”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Barry Werth\u003c/em>\u003cbr>\n“Billion Dollar Molecule” is a thrilling story about the development of a now powerful pharmaceutical company, its revolutionary approach in structure-based drug development, and how closely it came to failing along the way. At a time when people doubt the justifications of pricing for pharmaceutical drugs, peeking at the risks involved in development and the arduous journeys of the scientists involved through this story could add nuance to the conversation.\u003cbr>\n\u003cem>— Eric Kishel, Buffalo, N.Y.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0190916834/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0190916834&linkCode=as2&tag=stat03d-20&linkId=4c465b27e88b48c0879f78555b17f6ef\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Well: What We Need to Talk About When We Talk About Health”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Sandro Galea\u003c/em>\u003cbr>\n“Well” moves beyond talk of health disparities as simply numbers and statistics, dissecting the factors that influence health and well-being. This is an excellent read for health professionals or anyone interested in better understanding all the variables that impact our decisions and behaviors, like power, politics, and luck.\u003cbr>\n\u003cem>— Jamie Klufts, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0312430000/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0312430000&linkCode=as2&tag=stat03d-20&linkId=35421e550159f565498198501246b2c1\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Checklist Manifesto: How to Get Things Right”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Atul Gawande\u003c/em>\u003cbr>\nYears after reading it, the message and themes of this book still resonate with me. One for everyone involved in health.\u003cbr>\n\u003cem>— Eliza Metcalfe, Melbourne, Australia \u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/154164414X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=154164414X&linkCode=as2&tag=stat03d-20&linkId=9df8ac5f5bb7af175e206e2ce490fcfb\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Rigor Mortis: How Sloppy Science Creates Worthless Cures, Crushes Hope, and Wastes Billions”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Richard Harris\u003c/em>\u003cbr>\n“Rigor Mortis” delves into data reproducibility and scientific rigor in biomedical research. Using deft anecdotes and commentary, Harris explores how sociocultural forces and perverse incentives in funding mechanisms can conspire to create a dirge of confidence in the research process. Anyone interested in learning about how flawed science undermines medicine should pick up this book for a relatively quick and incisive read.\u003cbr>\n\u003cem>— Kyle Penrod, Providence, R.I.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0316051632/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0316051632&linkCode=as2&tag=stat03d-20&linkId=102a5090c27ba3b32e74ee3014fa30fc\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Disappearing Spoon: And Other True Tales of Madness, Love, and the History of the World from the Periodic Table of the Elements”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Sam Kean\u003c/em>\u003cbr>\nThis book is an entertaining and amazing look at the history of the periodic table and the discovery of the elements. Kean writes in a narrative fashion that gripped me from the very first page. This book is a must for lovers of science, history, and science history.\u003cbr>\n\u003cem>— Katie Reeves, Augusta, Ga.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>STAT Reporters\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1608192075/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1608192075&linkCode=as2&tag=stat03d-20&linkId=7aa079684701270fecebca869fe0c79e\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Methland: The Death and Life of an American Small Town”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Nick Reding\u003c/em>\u003cbr>\nThe 2016 election sparked a national obsession with reporting from “flyover country” — a hasty attempt from the national media to remember the forgotten swathes of land between the coasts. But some of the resulting coverage was so full of caricatures it seemed like just another version of flying over. Stumbling across “Methland” in the public library provided a strong antidote to those datelines without depth. Nick Reding’s portraits of small-town Iowans who are cooking, using, or working against meth are so deeply reported that you feel as if you’ve met these people in the flesh. The details are striking — kids mixing “crank” in soda bottles as they tootle around on their bikes, a dealer investing in car selling and horse racing as fronts for her drug empire — but the book also has an impressive sweep: It chronicles rural economies overtaken by agricultural behemoths, towns left behind by everyone with the means to leave, and public health and existential crises ensnaring the people who remain.\u003cbr>\n\u003cem>— Eric Boodman, reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1568585810/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1568585810&linkCode=as2&tag=stat03d-20&linkId=c7392af7e5427afc8fbd10e2f028fc99\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Ask Me About My Uterus: A Quest to Make Doctors Believe in Women’s Pain”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Abby Norman\u003c/em>\u003cbr>\nAny woman whose pain has been dismissed as being “part of what it means to be a woman” will highly relate to this book. “Ask Me About My Uterus” is the story of Abby Norman, whose long and frustrating journey of finding out what was causing her excruciating pain, unexplainable weight loss, and a host of other symptoms meant she had to drop out of college her freshman year. Norman describes how relationships and hobbies all fell by the wayside as the constant pain kept her at home. Only after she got a job at a hospital and spent hours educating herself did Norman finally get a diagnosis of endometriosis. The book weaves together Norman’s own story as well as research and evidence to indicate how medicine continues to ignore women’s pain. I learned a lot of things, but how to be more assertive when I visit with a physician is at the top of the list!\u003cbr>\n\u003cem>— Shraddha Chakradhar, reporter and Morning Rounds writer\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/B07DP6MSJG/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=B07DP6MSJG&linkCode=as2&tag=stat03d-20&linkId=169853d1a860b739e89a5805d07eee17\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Good to Go: What the Athlete in All of us Can Learn From the Strange Science of Recovery”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Christie Aschwanden\u003c/em>\u003cbr>\nLike many who live life with a daily dose of sweat, I’m always on the lookout for the best ways to recover from exercise and get myself back out the door. In her new book, science journalist and athlete Christie Aschwanden deftly unravels the complex web of science, pseudoscience, and downright bogus claims in the world of exercise recovery. She takes the reader into infrared saunas, ice baths, and float spas and tests techniques I’d never heard of (meditation headbands are a thing?) meant to help athletes bounce back from their hard efforts.\u003cbr>\n\u003cem>— Brittany Flaherty, news intern\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0812997417/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0812997417&linkCode=as2&tag=stat03d-20&linkId=3df4e39b8793e8725667e7c8b16161f3\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Lake Success”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Gary Shteyngart\u003c/em>\u003cbr>\n“Lake Success” is the story of Barry Cohen, a superlatively successful hedge fund manager whose enviable Manhattan life comes hideously unglued after he makes an ill-advised bet on what is clearly a stand-in for Valeant Pharmaceuticals. What ensues is a never sanguine, always empathetic, reliably funny portrait of a fabulously wealthy person who seems to have forgotten the concept of failure. It’s also a fascinating character study for those of us biotech schnooks who looked at alleged insider traders like Mathew Martoma and wondered how on earth they thought they’d get away with it all. Plus there’s fancy watches, generational angst, and a meditation on the creeping financialization of everything that promises to bring about a new Gilded Age. You know, beach stuff.\u003cbr>\n\u003cem>— Damian Garde, national biotech reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1524732710/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1524732710&linkCode=as2&tag=stat03d-20&linkId=f0f49695f97eea1f87af0be2c561a5fe\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Inheritance: A Memoir of Genealogy, Paternity, and Love”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Dani Shapiro\u003c/em>\u003cbr>\nWherever she speaks during her book tour for “Inheritance,” memoirist Dani Shapiro is approached by people who, like her, discovered through a DNA spit test that their biological father is not who they thought he was, and that their family history is a lot more twisted than they realized. Indeed, when I heard her in Boston, a man stood up during the Q&A and announced he’d learned he was the product of a sperm donor who turned out to be a fertility doctor who’d fathered dozens of children. Shapiro’s book is a very personal story, but clearly one that resonates broadly in our DNA-obsessed age.\u003cbr>\n\u003cem>— Gideon Gil, managing editor\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1501168681/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1501168681&linkCode=as2&tag=stat03d-20&linkId=22c75b403593e8a3a77e635029a3d63f\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Pioneers: The Heroic Story of the Settlers Who Brought The American Ideal West”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By David McCullough\u003c/em>\u003cbr>\nA great way to gain perspective on the impact of modern medicine is to consider life before it arrived. McCullough’s account of the pioneers who settled America’s Northwest Territory — an area that includes the states of Ohio, Indiana, Illinois, Michigan, and Wisconsin — offers a window into the ruggedness required of both doctors and patients who stared down deadly illnesses in the unbroken wilderness with few defenses. Episodic disease outbreaks swept across the frontier like wildfire, often decimating settlements and taking the lives of multiple children in the same family. As a father living in present-day Ohio, it is hard to imagine the panic this must have instilled, and the resolve required to push forward despite the heart-wrenching costs. But this book has given me fresh insight and a few reasons to reconsider my own grievances in the relative utopia we’ve carved out of the Wild West.\u003cbr>\n\u003cem>— Casey Ross, national technology correspondent\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0812982525/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0812982525&linkCode=as2&tag=stat03d-20&linkId=ca6e6c07db5238906a40e5ea31a25d71\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Patient H.M.: A Story of Memory, Madness, and Family Secrets”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Luke Dittrich\u003c/em>\u003cbr>\nThe book weaves the neuroscience legend of Henry Molaison with author Luke Dittrich’s own family dramas. After Dittrich’s grandfather operated on Molaison’s brain in an effort to treat his debilitating epilepsy, he wasn’t able to form any short-term memories. For decades after the surgery, researchers worked with Molaison to better understand how human memory works. Patient H.M.’s story is interesting enough. But when the story is mentioned, the surgeon is usually a minor player. This time, Dittrich brings his grandfather to life — and uses his family’s own history to explore some of the darker chapters in neuroscience history.\u003cbr>\n\u003cem>— Kate Sheridan, reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0525552960/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0525552960&linkCode=as2&tag=stat03d-20&linkId=0abcda54b107dd77066adae0db4d637f\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Darius The Great is Not Okay”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Adib Khorram\u003c/em>\u003cbr>\nAdib Khorram’s debut novel is about many things: identity, immigration, family, friendship. It’s also about living with clinical depression as a teen, and being a teen with a parent who has depression. Khorram is able to give readers a window into living with mental illness without making it the sole focus of the characters or their stories. And while it’s technically a young adult book, I’d recommend it to adults of all ages.\u003cbr>\n\u003cem>— Megan Thielking, reporter\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This \u003ca href=\"https://www.statnews.com/2019/05/01/from-protegee-to-whistleblower-a-former-theranos-scientist-says-elizabeth-holmes-should-come-forward-and-apologize/\">story\u003c/a> was originally published by \u003ca href=\"https://www.statnews.com/\">STAT\u003c/a>, an online publication of Boston Globe Media that covers health, medicine, and scientific discovery.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"big-cap-wrap\">\u003cspan class=\"big-cap\">T\u003c/span>\u003c/span>he first day of summer has arrived, and so has STAT’s annual book list of great reads in health, science, and medicine.\u003c/p>\n\u003cp>Read on for recommendations from CRISPR pioneer Jennifer Doudna and CDC Director Robert Redfield. Plus, STAT readers from Boston to Ireland to Australia share their picks, in addition to our staff. Enjoy!\u003c/p>\n\u003cp>\u003cstrong>Notable Figures\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0805071806/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0805071806&linkCode=as2&tag=stat03d-20&linkId=7bf123ab6184f5cac33d58beddbb56f6\" target=\"_blank\" rel=\"noopener\">“Scientific Conversations: Interviews on Science from The New York Times”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Claudia Dreifus\u003c/em>\u003cbr>\nThis is an awesome collection of 38 interviews, published originally in the Science Times section of the New York Times, that captures the wonder and excitement of scientific discovery. As an outstanding journalist and a relative outsider to science, Dreifus elicits from her subjects the passion, frustration, inspiration and, ultimately, the joy of doing science. Her writing reminds me of the work of John McPhee: deep and expansive with a sense of fun. A great read!\u003cbr>\n\u003cem>— Jennifer Doudna, professor and HHMI Investigator, UC Berkeley; director, Innovative Genomics Institute of UC Berkeley/UCSF/Gladstone Institutes\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/006122796X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=006122796X&linkCode=as2&tag=stat03d-20&linkId=7cfcc6b0801cc1e4c567331d7f105411\" target=\"_blank\" rel=\"noopener\">“Vaccinated: One Man’s Quest to Defeat the World’s Deadliest Diseases”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Paul A. Offit\u003c/em>\u003cbr>\nPhysicians, parents, and public health professionals seeking credible, timely information about the safety and effectiveness of vaccines will find those answers in Dr. Offit’s “Vaccinated.” He writes a compelling narrative, sharing the underlying science and historical context behind the vaccine regimen recommended today. This fact-based retrospective dispels myths and underscores the importance of immunization for children and adults alike. Readers will have a better understanding of the science-based reasoning to embrace vaccination for themselves, their families, and their communities.\u003cbr>\n\u003cem>— Dr. Robert R. Redfield, director of the Centers for Disease Control and Prevention\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0520229134/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0520229134&linkCode=as2&tag=stat03d-20&linkId=f6872536969b6885c29cba642778c5ca\" target=\"_blank\" rel=\"noopener\">“Infections and Inequalities: The Modern Plagues”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Paul Farmer\u003c/em>\u003cbr>\nThis book highlights so well the very inception of the Bill and Melinda Gates Medical Research Institute itself and our mission to develop treatments and preventive agents for diseases burdening the world’s poorest people. Tenderly, Farmer tells the stories of those who suffer, offering their complex circumstances in the face of overwhelming data. The Partners in Health co-founder challenges those determined to care for the most vulnerable to challenge the status quo. Although written 20 years ago, the stories ring truer than ever. Inequities in health have only become magnified and are now manifest in our own backyard. Although sobering, it is also inspiring and may make the reader leap to other resources such as “The Age of Living Machines” by Susan Hockfield, who posits that convergence across scientific disciplines led to the current technological capabilities. Can these not be leveraged with know-how and fortitude to meaningfully address inequities in health?\u003cbr>\n\u003cem>— Dr. Penny Heaton, CEO of the Bill and Melinda Gates Medical Research Institute\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/1845291557/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1845291557&linkCode=as2&tag=stat03d-20&linkId=424b9e11f98c4fb76b3a018ce157005a\" target=\"_blank\" rel=\"noopener\">“A Brief History of Medicine: from Hippocrates to Gene Therapy”\u003c/a>\u003cbr>\n\u003c/strong>\u003cem>By Paul Strathern\u003cbr>\n\u003c/em>Among the many histories of medicine, Paul Strathern’s narrative stands out for its lively prose and colorful portraits of figures who broke with dogma and proved new paradigms. Even the expert reader will find much that is novel and nuanced, not only in stories about prominent characters like Galen and Harvey, but less well known individuals like the Venerable Bede, an English monk who revived Greek and Roman knowledge during the Dark Ages, and Al-Razi, an Islamic scholar who challenged Aristotle’s prevailing notions with experimental data and showed that pediatric disorders need not be viewed as untreatable and hopeless. Each chapter offers a rich tableau depicting advances in medical thinking based on astute observation and rigorous induction. Strathern brilliantly succeeds in both educating and entertaining his reader, a perfect blend for a summer treat.\u003cbr>\n\u003cem>— Dr. Jerome Groopman, New Yorker staff writer and author; Recanati Professor of Medicine, Harvard Medical School\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.amazon.com/gp/product/0345804570/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0345804570&linkCode=as2&tag=stat03d-20&linkId=137ae7f66e5eee834172c881aa8f1b7a\" target=\"_blank\" rel=\"noopener\">“The Evolution of Beauty: How Darwin’s Forgotten Theory of Mate Choice Shapes the Animal World—and Us”\u003c/a>\u003c/strong>\u003cbr>\n\u003cem>By Richard Prum\u003c/em>\u003cbr>\nWhether you agree with Prum or not, his case for renewed attention to Darwin’s theory of sexual selection — that considerations of beauty, and not just functional adaptation, shape evolution — is eye-opening. The book also reminds us that politics (in this case, 19th-century disapproval of Darwin’s views on female mate choice) can influence what we are taught about science. Even if you are skeptical, Prum will make you think twice about the natural world, and will definitely change how you look at ducks.\u003cbr>\n\u003cem>— Ron Klain, President Obama’s Ebola czar during the West African outbreak\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0062338781/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0062338781&linkCode=as2&tag=stat03d-20&linkId=a08377a6dbaebf506ffcb6efb996c457\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Bottle of Lies: The Inside Story of the Generic Drug Boom”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Katherine Eban\u003cbr>\n\u003c/em>In her fierce and fearless book, “Bottle of Lies,” the investigative journalist Katherine Eban takes us on a journey through the loosely regulated and often corrupt manufacture of generic drugs. Weaving together the story of a terrified but determined whistleblower from India, shady drug producers from China, and a notably timid FDA, Eban’s compelling book should serve as cautionary tale and a wake-up call for consumers, manufacturers, and physicians — “should” being the operative word.\u003cbr>\n\u003cem>— Deborah Blum, author of “The Poison Squad: One Chemist’s Single-Minded Crusade for Food Safety at the Turn of the Twentieth Century” and director of the Knight Science Journalism Program at MIT\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>STAT Readers\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0735224153/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0735224153&linkCode=as2&tag=stat03d-20&linkId=e88ba9aa97ec231e13dcca5e20cbc7bf\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“How to Change Your Mind: What the New Science of Psychedelics Teaches Us About Consciousness, Dying, Addiction, Depression, and Transcendence”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Michael Pollan\u003c/em>\u003cbr>\nWith cannabis medicine now getting the attention it deserves, Michael Pollan has done a tremendous job at digging into the history of psychedelic use, both recreationally and in therapy, together with his own observations as a new psychedelic experimenter at the age of 60. All in all, a comprehensive history of the topic, together with interviews from key psychedelic researchers, and a call for serious researchers to think twice about hasty judgments surrounding this interesting compound.\u003cbr>\n\u003cem>— Jon Calder, Belfast, Northern Ireland\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/006289627X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=006289627X&linkCode=as2&tag=stat03d-20&linkId=ea6fc765acd3cc5ad1ccd85342cb04ae\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Bitten: The Secret History of Lyme Disease and Biological Weapons”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Kris Newby\u003c/em>\u003cbr>\n“Bitten” is a riveting narrative that digs into the origins of the Lyme disease epidemic. It connects many dots with compelling evidence and page-turning storytelling that point to the likelihood that a bio-weaponized tick program gone awry could have contributed to the more virulent forms of tick-borne illnesses that have been wreaking havoc on unwitting people for the past five decades. Doctors are not well-trained on tick-borne illness, diagnostics are inadequate, and there are no career tracks in the field other than a few courageous pioneers. Biotech is largely on the sidelines. Yet millions of people are being disabled. Perhaps this book will help stir some action. After all, we all are just one bite away from a nightmare illness.\u003cbr>\n\u003cem>— Nancy Dougherty, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0544114515/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0544114515&linkCode=as2&tag=stat03d-20&linkId=4f6ff933051d07a5d66bb8d7906db1a2\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“How Dogs Love Us: A Neuroscientist and His Adopted Dog Decode the Canine Brain”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Gregory Berns\u003c/em>\u003cbr>\nFabulous book for anyone interested in the realities of research. Getting MRI data on dogs to confirm the similarities in where dogs and human brains respond to stimuli sounds like a good idea. Getting permission to get the dogs into the places where there are MRIs, getting the dogs used to the MRI, selecting real-life animals, and the implications for the experimental conclusions is very different from what usually shows up in methods and results.\u003cbr>\n\u003cem>— Joanna Haas, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0316418080/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0316418080&linkCode=as2&tag=stat03d-20&linkId=ab87c536d62f16a84be8997dbe897c72\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Perfect Predator: A Scientist’s Race to Save Her Husband from a Deadly Superbug”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Steffanie Strathdee and Thomas Patterson\u003cbr>\n\u003c/em>Riveting account of a scientist trying to save her husband through a combination of sheer will, determination, and cutting-edge science. It’s an amazing blend of mystery, thriller, and microbiology.\u003cbr>\n\u003cem>— Mallory Johnson, Berkeley, Calif.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0671510576/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0671510576&linkCode=as2&tag=stat03d-20&linkId=cb77504e40e1a9467241ae7547ca194a\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Billion Dollar Molecule: One Company’s Quest for the Perfect Drug”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Barry Werth\u003c/em>\u003cbr>\n“Billion Dollar Molecule” is a thrilling story about the development of a now powerful pharmaceutical company, its revolutionary approach in structure-based drug development, and how closely it came to failing along the way. At a time when people doubt the justifications of pricing for pharmaceutical drugs, peeking at the risks involved in development and the arduous journeys of the scientists involved through this story could add nuance to the conversation.\u003cbr>\n\u003cem>— Eric Kishel, Buffalo, N.Y.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0190916834/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0190916834&linkCode=as2&tag=stat03d-20&linkId=4c465b27e88b48c0879f78555b17f6ef\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Well: What We Need to Talk About When We Talk About Health”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Sandro Galea\u003c/em>\u003cbr>\n“Well” moves beyond talk of health disparities as simply numbers and statistics, dissecting the factors that influence health and well-being. This is an excellent read for health professionals or anyone interested in better understanding all the variables that impact our decisions and behaviors, like power, politics, and luck.\u003cbr>\n\u003cem>— Jamie Klufts, Boston\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0312430000/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0312430000&linkCode=as2&tag=stat03d-20&linkId=35421e550159f565498198501246b2c1\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Checklist Manifesto: How to Get Things Right”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Atul Gawande\u003c/em>\u003cbr>\nYears after reading it, the message and themes of this book still resonate with me. One for everyone involved in health.\u003cbr>\n\u003cem>— Eliza Metcalfe, Melbourne, Australia \u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/154164414X/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=154164414X&linkCode=as2&tag=stat03d-20&linkId=9df8ac5f5bb7af175e206e2ce490fcfb\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Rigor Mortis: How Sloppy Science Creates Worthless Cures, Crushes Hope, and Wastes Billions”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Richard Harris\u003c/em>\u003cbr>\n“Rigor Mortis” delves into data reproducibility and scientific rigor in biomedical research. Using deft anecdotes and commentary, Harris explores how sociocultural forces and perverse incentives in funding mechanisms can conspire to create a dirge of confidence in the research process. Anyone interested in learning about how flawed science undermines medicine should pick up this book for a relatively quick and incisive read.\u003cbr>\n\u003cem>— Kyle Penrod, Providence, R.I.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0316051632/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0316051632&linkCode=as2&tag=stat03d-20&linkId=102a5090c27ba3b32e74ee3014fa30fc\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Disappearing Spoon: And Other True Tales of Madness, Love, and the History of the World from the Periodic Table of the Elements”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Sam Kean\u003c/em>\u003cbr>\nThis book is an entertaining and amazing look at the history of the periodic table and the discovery of the elements. Kean writes in a narrative fashion that gripped me from the very first page. This book is a must for lovers of science, history, and science history.\u003cbr>\n\u003cem>— Katie Reeves, Augusta, Ga.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>STAT Reporters\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1608192075/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1608192075&linkCode=as2&tag=stat03d-20&linkId=7aa079684701270fecebca869fe0c79e\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Methland: The Death and Life of an American Small Town”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Nick Reding\u003c/em>\u003cbr>\nThe 2016 election sparked a national obsession with reporting from “flyover country” — a hasty attempt from the national media to remember the forgotten swathes of land between the coasts. But some of the resulting coverage was so full of caricatures it seemed like just another version of flying over. Stumbling across “Methland” in the public library provided a strong antidote to those datelines without depth. Nick Reding’s portraits of small-town Iowans who are cooking, using, or working against meth are so deeply reported that you feel as if you’ve met these people in the flesh. The details are striking — kids mixing “crank” in soda bottles as they tootle around on their bikes, a dealer investing in car selling and horse racing as fronts for her drug empire — but the book also has an impressive sweep: It chronicles rural economies overtaken by agricultural behemoths, towns left behind by everyone with the means to leave, and public health and existential crises ensnaring the people who remain.\u003cbr>\n\u003cem>— Eric Boodman, reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1568585810/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1568585810&linkCode=as2&tag=stat03d-20&linkId=c7392af7e5427afc8fbd10e2f028fc99\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Ask Me About My Uterus: A Quest to Make Doctors Believe in Women’s Pain”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Abby Norman\u003c/em>\u003cbr>\nAny woman whose pain has been dismissed as being “part of what it means to be a woman” will highly relate to this book. “Ask Me About My Uterus” is the story of Abby Norman, whose long and frustrating journey of finding out what was causing her excruciating pain, unexplainable weight loss, and a host of other symptoms meant she had to drop out of college her freshman year. Norman describes how relationships and hobbies all fell by the wayside as the constant pain kept her at home. Only after she got a job at a hospital and spent hours educating herself did Norman finally get a diagnosis of endometriosis. The book weaves together Norman’s own story as well as research and evidence to indicate how medicine continues to ignore women’s pain. I learned a lot of things, but how to be more assertive when I visit with a physician is at the top of the list!\u003cbr>\n\u003cem>— Shraddha Chakradhar, reporter and Morning Rounds writer\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/B07DP6MSJG/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=B07DP6MSJG&linkCode=as2&tag=stat03d-20&linkId=169853d1a860b739e89a5805d07eee17\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Good to Go: What the Athlete in All of us Can Learn From the Strange Science of Recovery”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Christie Aschwanden\u003c/em>\u003cbr>\nLike many who live life with a daily dose of sweat, I’m always on the lookout for the best ways to recover from exercise and get myself back out the door. In her new book, science journalist and athlete Christie Aschwanden deftly unravels the complex web of science, pseudoscience, and downright bogus claims in the world of exercise recovery. She takes the reader into infrared saunas, ice baths, and float spas and tests techniques I’d never heard of (meditation headbands are a thing?) meant to help athletes bounce back from their hard efforts.\u003cbr>\n\u003cem>— Brittany Flaherty, news intern\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0812997417/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0812997417&linkCode=as2&tag=stat03d-20&linkId=3df4e39b8793e8725667e7c8b16161f3\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Lake Success”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Gary Shteyngart\u003c/em>\u003cbr>\n“Lake Success” is the story of Barry Cohen, a superlatively successful hedge fund manager whose enviable Manhattan life comes hideously unglued after he makes an ill-advised bet on what is clearly a stand-in for Valeant Pharmaceuticals. What ensues is a never sanguine, always empathetic, reliably funny portrait of a fabulously wealthy person who seems to have forgotten the concept of failure. It’s also a fascinating character study for those of us biotech schnooks who looked at alleged insider traders like Mathew Martoma and wondered how on earth they thought they’d get away with it all. Plus there’s fancy watches, generational angst, and a meditation on the creeping financialization of everything that promises to bring about a new Gilded Age. You know, beach stuff.\u003cbr>\n\u003cem>— Damian Garde, national biotech reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1524732710/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1524732710&linkCode=as2&tag=stat03d-20&linkId=f0f49695f97eea1f87af0be2c561a5fe\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Inheritance: A Memoir of Genealogy, Paternity, and Love”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Dani Shapiro\u003c/em>\u003cbr>\nWherever she speaks during her book tour for “Inheritance,” memoirist Dani Shapiro is approached by people who, like her, discovered through a DNA spit test that their biological father is not who they thought he was, and that their family history is a lot more twisted than they realized. Indeed, when I heard her in Boston, a man stood up during the Q&A and announced he’d learned he was the product of a sperm donor who turned out to be a fertility doctor who’d fathered dozens of children. Shapiro’s book is a very personal story, but clearly one that resonates broadly in our DNA-obsessed age.\u003cbr>\n\u003cem>— Gideon Gil, managing editor\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/1501168681/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=1501168681&linkCode=as2&tag=stat03d-20&linkId=22c75b403593e8a3a77e635029a3d63f\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“The Pioneers: The Heroic Story of the Settlers Who Brought The American Ideal West”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By David McCullough\u003c/em>\u003cbr>\nA great way to gain perspective on the impact of modern medicine is to consider life before it arrived. McCullough’s account of the pioneers who settled America’s Northwest Territory — an area that includes the states of Ohio, Indiana, Illinois, Michigan, and Wisconsin — offers a window into the ruggedness required of both doctors and patients who stared down deadly illnesses in the unbroken wilderness with few defenses. Episodic disease outbreaks swept across the frontier like wildfire, often decimating settlements and taking the lives of multiple children in the same family. As a father living in present-day Ohio, it is hard to imagine the panic this must have instilled, and the resolve required to push forward despite the heart-wrenching costs. But this book has given me fresh insight and a few reasons to reconsider my own grievances in the relative utopia we’ve carved out of the Wild West.\u003cbr>\n\u003cem>— Casey Ross, national technology correspondent\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0812982525/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0812982525&linkCode=as2&tag=stat03d-20&linkId=ca6e6c07db5238906a40e5ea31a25d71\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Patient H.M.: A Story of Memory, Madness, and Family Secrets”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Luke Dittrich\u003c/em>\u003cbr>\nThe book weaves the neuroscience legend of Henry Molaison with author Luke Dittrich’s own family dramas. After Dittrich’s grandfather operated on Molaison’s brain in an effort to treat his debilitating epilepsy, he wasn’t able to form any short-term memories. For decades after the surgery, researchers worked with Molaison to better understand how human memory works. Patient H.M.’s story is interesting enough. But when the story is mentioned, the surgeon is usually a minor player. This time, Dittrich brings his grandfather to life — and uses his family’s own history to explore some of the darker chapters in neuroscience history.\u003cbr>\n\u003cem>— Kate Sheridan, reporter\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.amazon.com/gp/product/0525552960/ref=as_li_tl?ie=UTF8&camp=1789&creative=9325&creativeASIN=0525552960&linkCode=as2&tag=stat03d-20&linkId=0abcda54b107dd77066adae0db4d637f\" target=\"_blank\" rel=\"noopener\">\u003cstrong>“Darius The Great is Not Okay”\u003c/strong>\u003c/a>\u003cbr>\n\u003cem>By Adib Khorram\u003c/em>\u003cbr>\nAdib Khorram’s debut novel is about many things: identity, immigration, family, friendship. It’s also about living with clinical depression as a teen, and being a teen with a parent who has depression. Khorram is able to give readers a window into living with mental illness without making it the sole focus of the characters or their stories. And while it’s technically a young adult book, I’d recommend it to adults of all ages.\u003cbr>\n\u003cem>— Megan Thielking, reporter\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>California lawmakers are poised to fund the cleanup of dirty drinking water in the state’s poorest communities — a problem most everyone agrees needs to be addressed.\u003c/p>\n\u003cp>[pullquote align=\"right\" citation=\"State Sen. Bob Wieckowski, D-Fremont\" size=\"small\"]‘I would caution that every worthy cause should not be financed through this fund.’[/pullquote] Not everyone, however, agrees on where the money should come from to pay for it.\u003c/p>\n\u003cp>The issue? The Legislature wants to use revenue from California’s cap-and-trade climate change program, which was created to reduce greenhouse gases in the atmosphere by making companies pay for the right to emit them.\u003c/p>\n\u003cp>The money the program generates is required by law to go toward programs that reduce the planet-warming gases. While that mandate hasn’t stopped lawmakers in the past from allocating funds to projects that are, arguably, only marginally related to greenhouse gas reduction, it could leave the funding for water cleanup open to a legal challenge.\u003c/p>\n\u003cp>State attorneys made that clear to the Legislature last year in a legal opinion asserting cap-and trade money can, for the time being, only be spent “for purposes that reasonably relate to the reduction of [greenhouse gas] emissions.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Legislative Counsel prepared the opinion for state Sen. Bob Wieckowski, the chair of the subcommittee that oversees the cap-and-trade program.\u003c/p>\n\u003cp>He voiced his frustration with the state’s plan to spend the funds on water cleanup on the Senate floor last week, saying it “further weakens the integrity of our Greenhouse Gas Reduction Fund.”\u003c/p>\n\u003cp>“AB 32 requires the Governor and the Legislature to only use revenues from the auctions of Cap and Trade for programs that reduce carbon emissions into our atmosphere,” Wieckowski said. AB 32 is California’s landmark climate change law, which sets targets for reductions in the state’s greenhouse gas emissions.\u003c/p>\n\u003cp>“Obviously, this does not bode well for future GGRF budgets,” he said.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">While AB 32 was set to expire in 2020, the \u003c/span>\u003cspan style=\"font-weight: 400\">Legislature\u003c/span>\u003cspan style=\"font-weight: 400\"> passed an \u003c/span>\u003ca href=\"https://www.kqed.org/news/11593491/brown-schwarzenegger-celebrate-extension-of-cap-and-trade\">\u003cspan style=\"font-weight: 400\">extension\u003c/span>\u003c/a> through 2030 \u003cspan style=\"font-weight: 400\">two years ago.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">That bill, AB 398, also removes the limits on how cap-and-trade money is spent \u003c/span>\u003cspan style=\"font-weight: 400\">as of Jan. 1, 2021, according to the Legislative Counsel’s opinion. The analysis attributes the freeing of those funds to the way AB 398 was written and because of its passage by a supermajority, both of which transformed cap-and-trade revenue from a fee, designated for specific use, into a tax, available for general spending. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Wieckowski said on the Senate floor he was worried about how cap-and-trade money might be “broadened to include other uses” after 2021. \u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>“I would caution that every worthy cause should not be financed through this fund,” he said. “We have been instructed by the scientific community that our window is closing, and we may even be at the point of no return on permanent, irreversible climate consequences.”\u003c/p>\n\u003cp>But the Newsom administration doesn’t see it that way.\u003c/p>\n\u003cp>Kate Gordon, director of the Governor’s Office of Planning and Research, said it’s time for California to stop thinking about climate issues in a “segregated budget box” with separate policies for reducing emissions and addressing climate impacts.\u003c/p>\n\u003cp>She said the administration is looking to integrate climate considerations into housing, fire management and water policy. “I don’t think that’s a bad thing,” she said.\u003c/p>\n\u003cp>“The governor’s focus on putting new funds into the infill infrastructure fund is a climate policy, because it’s about building housing in denser areas so people drive less,” she said. “That’s climate policy. How do we think about fire management as a climate policy? How do we think about water movement as a climate policy?”\u003c/p>\n\u003cp>\u003cstrong>Clean Drinking Water\u003c/strong>\u003c/p>\n\u003cp>Across California, about a million people lack access to safe drinking water, even though the state has spent $3 billion since 2010 to solve the problem.\u003c/p>\n\u003cp>For years, state lawmakers have fought over plans to address the issue.\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom proposed a tax on water bills that would fund programs to rebuild broken drinking water infrastructure in some of the state’s poorest communities.\u003c/p>\n\u003cp>But the Legislature didn’t approve the plan, with some lawmakers worried that their constituents wouldn’t accept a new monthly tax given the state’s huge budget surplus. (The political peril entailed in voting for new taxes was driven home last June, when Orange County voters \u003ca href=\"https://voiceofoc.org/2018/06/josh-newman-is-recalled-ending-democrats-supermajority-in-state-senate/\" target=\"_blank\" rel=\"noopener\">recalled\u003c/a> Democratic state Sen. Josh Newman after his vote to increase the gas tax.)\u003c/p>\n\u003cp>So instead of the new water tax, lawmakers crafted a compromise that includes $100 million from cap-and-trade revenue and $33.4 million from the general fund. A trailer bill also seeks to use 5% of the cap-and-trade proceeds, up to $130 million annually, for clean water projects until 2030.\u003c/p>\n\u003cp>Danny Cullenward, an energy economist and a member of the cap-and-trade oversight committee, said the new plan marks a “real shift,” and not for the good.\u003c/p>\n\u003cp>“We are moving towards something that very clearly is not about climate,” he said. “It’s about water quality and it’s about water access. It’s not really about reducing greenhouse gas emissions.”\u003c/p>\n\u003cp>The Newsom administration originally argued the expenditure on the water plan is in compliance with the cap-and-trade directive because trucks will no longer have to deliver bottled water to people whose tap water is undrinkable, and so will reduce emissions.\u003c/p>\n\u003cp>Cullenward, who in addition to being on the cap-and-trade oversight committee is the policy director for the climate group \u003ca href=\"http://www.nearzero.org/\" target=\"_blank\" rel=\"noopener\">Near Zero\u003c/a>, said that’s a stretch.\u003c/p>\n\u003cp>“This is getting much closer to the line, if it’s not over the line,” he said.\u003c/p>\n\u003cp>But Gordon, who also advises Newsom on climate issues, said the water plan would also replace the existing water delivery system with one that’s more energy efficient.\u003c/p>\n\u003cp>“A massive amount of our energy goes into moving water, and making that more efficient would have a huge impact,” she said. “If you’re not resilient, then your systems fall apart. We have a climate impact that’s creating this situation and we need to solve this situation in a way that reduces emissions.”\u003c/p>\n\u003cp>The water expenditure is just the latest appropriation to rile critics of the way cap-and-trade money is spent. Former Gov. Jerry Brown drew \u003ca href=\"https://sacramento.cbslocal.com/2014/01/10/critics-uniting-against-california-high-speed-rail-funding-plan/\" target=\"_blank\" rel=\"noopener\">criticism\u003c/a> when he spent more than $1 billion from the fund on the state’s beleaguered high-speed rail project. More questionable was Brown’s 2013 \u003ca href=\"https://www.eenews.net/stories/1059992624\" target=\"_blank\" rel=\"noopener\">diver\u003c/a>\u003ca href=\"https://www.eenews.net/stories/1059992624\">sion\u003c/a> of $500 million cap-and-trade dollars to help balance the state’s budget, although the money was eventually repaid. Last week the Los Angeles Times published an \u003ca href=\"https://www.latimes.com/opinion/editorials/la-ed-cap-and-trade-safe-drinking-water-budget-20190614-story.html\" target=\"_blank\" rel=\"noopener\">editorial\u003c/a> saying that lawmakers are turning cap-and-trade revenue into a “slush fund.”\u003c/p>\n\u003cp>\u003cstrong>Enviro Groups Split\u003c/strong>\u003c/p>\n\u003cp>The debate over using cap-and-trade funds on clean drinking water has \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">split\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">the\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\" target=\"_blank\" rel=\"noopener\">environmental\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">community\u003c/a>.\u003c/p>\n\u003cp>Some of the state’s largest environmental groups, such as the Sierra Club, argue that the program should primarily be used to stave off the worst impacts of climate change by curbing emissions. Kathryn Phillips, director of the Sierra Club California, told \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\" target=\"_blank\" rel=\"noopener\">CALmatters\u003c/a> that the money for the water project should have been taken out of the general fund instead of cap-and-trade.\u003c/p>\n\u003cp>But environmental justice groups have fought cap and trade for years, arguing that it allows industry to pay to pollute in communities already burdened with pollution. These groups have also advocated that any funds from the program be used to meet the needs of communities most impacted by dirty air.\u003c/p>\n\u003cp>“That includes places like Fresno and the Central Valley, where they are struggling not only with toxic drinking water, but also some of the worst air quality in the state,” said Marie Choi, spokesperson for Asian Pacific Environmental Network. “For us, solutions aren’t about carbon counting, it’s about making our neighborhoods and people healthy and whole again.”\u003c/p>\n\u003cp>For the last three years, Leadership Counsel for Justice and Accountability, an advocacy group for lower-income communities, pushed state lawmakers to approve a water tax, with the money going to pay for clean water programs in the San Joaquin and Coachella valleys, among other areas.\u003c/p>\n\u003cp>These places are most impacted by the hot, dry conditions exacerbated by climate change, the group argues, and in light of the tax plan’s failure, the group wants to see the current proposal to use cap-and-trade money enacted.\u003c/p>\n\u003cp>“Drought in particular has impacted drinking water quantity and quality,” said Phoebe Seaton, the group’s co-director. “We have seen since the Greenhouse Gas Reduction Fund’s inception the link between drinking water and climate, from an adaptation side and from a climate mitigation side,”\u003c/p>\n\u003cp>When Newsom \u003ca href=\"https://www.kqed.org/science/1941438/millions-for-climate-environmental-priorities-in-newsoms-may-budget\" target=\"_blank\" rel=\"noopener\">presented\u003c/a> his May budget revision, he defended his proposed tax on water bills, saying it would be a “proud day, when the Legislature and the governor can align on providing a basic fundamental right. That’s clean and drinkable water at an affordable price for the most vulnerable Californians.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>But even then, he signaled an openness to alternatives. “I’m not consumed by process, but by outcome,” he said in answer to a reporter’s question. “But we will get to a solution.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp> Not everyone, however, agrees on where the money should come from to pay for it.\u003c/p>\n\u003cp>The issue? The Legislature wants to use revenue from California’s cap-and-trade climate change program, which was created to reduce greenhouse gases in the atmosphere by making companies pay for the right to emit them.\u003c/p>\n\u003cp>The money the program generates is required by law to go toward programs that reduce the planet-warming gases. While that mandate hasn’t stopped lawmakers in the past from allocating funds to projects that are, arguably, only marginally related to greenhouse gas reduction, it could leave the funding for water cleanup open to a legal challenge.\u003c/p>\n\u003cp>State attorneys made that clear to the Legislature last year in a legal opinion asserting cap-and trade money can, for the time being, only be spent “for purposes that reasonably relate to the reduction of [greenhouse gas] emissions.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Legislative Counsel prepared the opinion for state Sen. Bob Wieckowski, the chair of the subcommittee that oversees the cap-and-trade program.\u003c/p>\n\u003cp>He voiced his frustration with the state’s plan to spend the funds on water cleanup on the Senate floor last week, saying it “further weakens the integrity of our Greenhouse Gas Reduction Fund.”\u003c/p>\n\u003cp>“AB 32 requires the Governor and the Legislature to only use revenues from the auctions of Cap and Trade for programs that reduce carbon emissions into our atmosphere,” Wieckowski said. AB 32 is California’s landmark climate change law, which sets targets for reductions in the state’s greenhouse gas emissions.\u003c/p>\n\u003cp>“Obviously, this does not bode well for future GGRF budgets,” he said.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">While AB 32 was set to expire in 2020, the \u003c/span>\u003cspan style=\"font-weight: 400\">Legislature\u003c/span>\u003cspan style=\"font-weight: 400\"> passed an \u003c/span>\u003ca href=\"https://www.kqed.org/news/11593491/brown-schwarzenegger-celebrate-extension-of-cap-and-trade\">\u003cspan style=\"font-weight: 400\">extension\u003c/span>\u003c/a> through 2030 \u003cspan style=\"font-weight: 400\">two years ago.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">That bill, AB 398, also removes the limits on how cap-and-trade money is spent \u003c/span>\u003cspan style=\"font-weight: 400\">as of Jan. 1, 2021, according to the Legislative Counsel’s opinion. The analysis attributes the freeing of those funds to the way AB 398 was written and because of its passage by a supermajority, both of which transformed cap-and-trade revenue from a fee, designated for specific use, into a tax, available for general spending. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Wieckowski said on the Senate floor he was worried about how cap-and-trade money might be “broadened to include other uses” after 2021. \u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>“I would caution that every worthy cause should not be financed through this fund,” he said. “We have been instructed by the scientific community that our window is closing, and we may even be at the point of no return on permanent, irreversible climate consequences.”\u003c/p>\n\u003cp>But the Newsom administration doesn’t see it that way.\u003c/p>\n\u003cp>Kate Gordon, director of the Governor’s Office of Planning and Research, said it’s time for California to stop thinking about climate issues in a “segregated budget box” with separate policies for reducing emissions and addressing climate impacts.\u003c/p>\n\u003cp>She said the administration is looking to integrate climate considerations into housing, fire management and water policy. “I don’t think that’s a bad thing,” she said.\u003c/p>\n\u003cp>“The governor’s focus on putting new funds into the infill infrastructure fund is a climate policy, because it’s about building housing in denser areas so people drive less,” she said. “That’s climate policy. How do we think about fire management as a climate policy? How do we think about water movement as a climate policy?”\u003c/p>\n\u003cp>\u003cstrong>Clean Drinking Water\u003c/strong>\u003c/p>\n\u003cp>Across California, about a million people lack access to safe drinking water, even though the state has spent $3 billion since 2010 to solve the problem.\u003c/p>\n\u003cp>For years, state lawmakers have fought over plans to address the issue.\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom proposed a tax on water bills that would fund programs to rebuild broken drinking water infrastructure in some of the state’s poorest communities.\u003c/p>\n\u003cp>But the Legislature didn’t approve the plan, with some lawmakers worried that their constituents wouldn’t accept a new monthly tax given the state’s huge budget surplus. (The political peril entailed in voting for new taxes was driven home last June, when Orange County voters \u003ca href=\"https://voiceofoc.org/2018/06/josh-newman-is-recalled-ending-democrats-supermajority-in-state-senate/\" target=\"_blank\" rel=\"noopener\">recalled\u003c/a> Democratic state Sen. Josh Newman after his vote to increase the gas tax.)\u003c/p>\n\u003cp>So instead of the new water tax, lawmakers crafted a compromise that includes $100 million from cap-and-trade revenue and $33.4 million from the general fund. A trailer bill also seeks to use 5% of the cap-and-trade proceeds, up to $130 million annually, for clean water projects until 2030.\u003c/p>\n\u003cp>Danny Cullenward, an energy economist and a member of the cap-and-trade oversight committee, said the new plan marks a “real shift,” and not for the good.\u003c/p>\n\u003cp>“We are moving towards something that very clearly is not about climate,” he said. “It’s about water quality and it’s about water access. It’s not really about reducing greenhouse gas emissions.”\u003c/p>\n\u003cp>The Newsom administration originally argued the expenditure on the water plan is in compliance with the cap-and-trade directive because trucks will no longer have to deliver bottled water to people whose tap water is undrinkable, and so will reduce emissions.\u003c/p>\n\u003cp>Cullenward, who in addition to being on the cap-and-trade oversight committee is the policy director for the climate group \u003ca href=\"http://www.nearzero.org/\" target=\"_blank\" rel=\"noopener\">Near Zero\u003c/a>, said that’s a stretch.\u003c/p>\n\u003cp>“This is getting much closer to the line, if it’s not over the line,” he said.\u003c/p>\n\u003cp>But Gordon, who also advises Newsom on climate issues, said the water plan would also replace the existing water delivery system with one that’s more energy efficient.\u003c/p>\n\u003cp>“A massive amount of our energy goes into moving water, and making that more efficient would have a huge impact,” she said. “If you’re not resilient, then your systems fall apart. We have a climate impact that’s creating this situation and we need to solve this situation in a way that reduces emissions.”\u003c/p>\n\u003cp>The water expenditure is just the latest appropriation to rile critics of the way cap-and-trade money is spent. Former Gov. Jerry Brown drew \u003ca href=\"https://sacramento.cbslocal.com/2014/01/10/critics-uniting-against-california-high-speed-rail-funding-plan/\" target=\"_blank\" rel=\"noopener\">criticism\u003c/a> when he spent more than $1 billion from the fund on the state’s beleaguered high-speed rail project. More questionable was Brown’s 2013 \u003ca href=\"https://www.eenews.net/stories/1059992624\" target=\"_blank\" rel=\"noopener\">diver\u003c/a>\u003ca href=\"https://www.eenews.net/stories/1059992624\">sion\u003c/a> of $500 million cap-and-trade dollars to help balance the state’s budget, although the money was eventually repaid. Last week the Los Angeles Times published an \u003ca href=\"https://www.latimes.com/opinion/editorials/la-ed-cap-and-trade-safe-drinking-water-budget-20190614-story.html\" target=\"_blank\" rel=\"noopener\">editorial\u003c/a> saying that lawmakers are turning cap-and-trade revenue into a “slush fund.”\u003c/p>\n\u003cp>\u003cstrong>Enviro Groups Split\u003c/strong>\u003c/p>\n\u003cp>The debate over using cap-and-trade funds on clean drinking water has \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">split\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">the\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\" target=\"_blank\" rel=\"noopener\">environmental\u003c/a> \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\">community\u003c/a>.\u003c/p>\n\u003cp>Some of the state’s largest environmental groups, such as the Sierra Club, argue that the program should primarily be used to stave off the worst impacts of climate change by curbing emissions. Kathryn Phillips, director of the Sierra Club California, told \u003ca href=\"https://calmatters.org/articles/california-clean-drinking-water-funding-greenhouse-gas-fund-climate-change/\" target=\"_blank\" rel=\"noopener\">CALmatters\u003c/a> that the money for the water project should have been taken out of the general fund instead of cap-and-trade.\u003c/p>\n\u003cp>But environmental justice groups have fought cap and trade for years, arguing that it allows industry to pay to pollute in communities already burdened with pollution. These groups have also advocated that any funds from the program be used to meet the needs of communities most impacted by dirty air.\u003c/p>\n\u003cp>“That includes places like Fresno and the Central Valley, where they are struggling not only with toxic drinking water, but also some of the worst air quality in the state,” said Marie Choi, spokesperson for Asian Pacific Environmental Network. “For us, solutions aren’t about carbon counting, it’s about making our neighborhoods and people healthy and whole again.”\u003c/p>\n\u003cp>For the last three years, Leadership Counsel for Justice and Accountability, an advocacy group for lower-income communities, pushed state lawmakers to approve a water tax, with the money going to pay for clean water programs in the San Joaquin and Coachella valleys, among other areas.\u003c/p>\n\u003cp>These places are most impacted by the hot, dry conditions exacerbated by climate change, the group argues, and in light of the tax plan’s failure, the group wants to see the current proposal to use cap-and-trade money enacted.\u003c/p>\n\u003cp>“Drought in particular has impacted drinking water quantity and quality,” said Phoebe Seaton, the group’s co-director. “We have seen since the Greenhouse Gas Reduction Fund’s inception the link between drinking water and climate, from an adaptation side and from a climate mitigation side,”\u003c/p>\n\u003cp>When Newsom \u003ca href=\"https://www.kqed.org/science/1941438/millions-for-climate-environmental-priorities-in-newsoms-may-budget\" target=\"_blank\" rel=\"noopener\">presented\u003c/a> his May budget revision, he defended his proposed tax on water bills, saying it would be a “proud day, when the Legislature and the governor can align on providing a basic fundamental right. That’s clean and drinkable water at an affordable price for the most vulnerable Californians.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But even then, he signaled an openness to alternatives. “I’m not consumed by process, but by outcome,” he said in answer to a reporter’s question. “But we will get to a solution.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "The Path to Zero-Emission Transportation Means \u003ci>Everything\u003c/i> Must Go Electric",
"headTitle": "The Path to Zero-Emission Transportation Means Everything Must Go Electric | KQED",
"content": "\u003cp class=\"dropcap\">Work used to be much simpler for the California Department of Transportation: Widen highways, fill potholes, build new freeways.\u003c/p>\n\u003cp>Alas, those quaint days are gone.\u003c/p>\n\u003cp>To get an idea of what planners must prepare for, state officials recently hosted a demonstration of a drone air taxi that will require devising a “highway above the ground,” said Reza Navai, a Caltrans transportation planner. “If you think transportation on the ground is complex.…”\u003c/p>\n\u003cp>Such sci-fi-like transit is one of many high-tech changes coming as California implements its planned electrification of transportation to radically reduce greenhouse-gas \u003ca href=\"https://calmatters.org/articles/californias-climate-fight-gets-harder-soon-big-culprit-cars/\" target=\"_blank\" rel=\"noopener\">emissions\u003c/a>. The path to zero, as in \u003ca href=\"https://calmatters.org/articles/will-california-ban-gas-powered-cars/\" target=\"_blank\" rel=\"noopener\">zero-emission vehicles\u003c/a>, extends well beyond flying taxis and the 5 million electric cars the state hopes will be on its roads by 2030. Everything—\u003cem>everything\u003c/em>—will be replaced with an electric analog: from boats, planes and trains to delivery vans to farm tractors and even forklifts. The to-do list stretches as long as California’s seemingly endless blacktop, with freight as a major challenge.\u003c/p>\n\u003cp>The state’s transportation gurus envision technology that will ping driverless vehicles with an automated message when they stray from their lanes, “smart” roads that charge electric cars and trucks as they pass and an electrified Interstate 5, the West Coast’s main freight corridor. California has already widened its painted lane stripes to six inches from four so self-driving vehicles can better “see” the road. Ultimately, the highways themselves will be redesigned and constructed with different materials.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>California’s transportation agency, which updates its master plan every five years, is currently preparing a look at 2050. While officials cannot predict each new technological wrinkle, Reza said, “We must be able to consider all the possibilities.”\u003c/p>\n\u003cp>To achieve a\u003ca href=\"https://calmatters.org/articles/california-rising-vehicle-emissions-despite-growth-in-electric-cars/\" target=\"_blank\" rel=\"noopener\"> carbon-free transportation\u003c/a> future, California will need to cover a lot more ground in a short time.\u003c/p>\n\u003cp>“If California’s trying to be a leader, we have to go as fast as possible,” said Lew Fulton, who studies sustainable transportation at UC Davis’ Institute of Transportation Studies. “Policies are critical to try to speed this up and try to push the envelope, and get all the manufacturers scared enough that they start producing what we need. Carrots and sticks. Carrots being pricing and incentives, sticks being regulatory.”\u003c/p>\n\u003cp>The state has spent more than \u003ca href=\"http://www.caclimateinvestments.ca.gov/press-releases/2018/10/25/carb-approves-483-million-funding-plan-for-clean-transportation-investments\" target=\"_blank\" rel=\"noopener\">$1 billion\u003c/a> dollars in the last five years to encourage research, subsidize the exchange of internal combustion vehicles for zero-emission options, formulate cleaner fuels and expand vital charging infrastructure.\u003c/p>\n\u003cp>It is working with technology firms to clean up heavily polluting marine fuels belching from container ships at California ports. And state funds are helping Central Valley farmers, who are on a waiting list to crush their aging farm equipment and receive rebates to replace it with fuel-efficient models.\u003c/p>\n\u003cp>Such projects may get a boost from California’s Tesla-owner governor, Gavin Newsom, as budget negotiations wrap up this month. His proposed spending plan includes nearly $24 billion for all aspects of transportation, a 6% increase.\u003c/p>\n\u003cp>In addition, a group of legislators has \u003ca href=\"https://calmatters.org/wp-content/uploads/CALSTARTletter.pdf\" target=\"_blank\" rel=\"noopener\">expressed support\u003c/a> for a nonprofit organization’s proposal that 15% of annual revenue from cap-and-trade auctions go to programs to clean up emissions from trucks, buses and off-road vehicles.\u003c/p>\n\u003cdiv class=\"infogram-embed\">\n\u003cp>\u003ca href=\"https://infogram.com/transportationtrucking-facts-1hmr6g3dgvo34nl\">https://infogram.com/transportationtrucking-facts-1hmr6g3dgvo34nl\u003c/a>\u003c/p>\n\u003c/div>\n\u003cp>Few transportation modes have clean-engine options as advanced as those for passenger cars. Buses are the exception. The Chinese company BYD, manufacturing electric buses in Lancaster, is the largest in North America and has produced more than 300 buses, including nearly half of the Antelope Valley Transit Authority’s pool.\u003c/p>\n\u003cp>The city of Los Angeles has \u003ca href=\"https://thesource.metro.net/2017/07/27/as-metro-pursues-electric-bus-fleet-by-2030-three-bus-contracts-go-to-board-on-thursday/\" target=\"_blank\" rel=\"noopener\">pledged\u003c/a> to convert its bus fleet—second-largest in the country—to electric by 2030, though mechanical and performance \u003ca href=\"https://www.latimes.com/local/lanow/la-me-electric-buses-20180520-story.html\" target=\"_blank\" rel=\"noopener\">problems\u003c/a> plagued the rollout of its BYD vehicles. Many other transit districts have similar goals and include school buses. The financial burden of those commitments is softened by state \u003ca href=\"https://www.californiahvip.org/\" target=\"_blank\" rel=\"noopener\">vouchers\u003c/a> for up to $200,000 toward the purchase of each zero-emission bus.\u003c/p>\n\u003cp>The availability of some electric all-terrain recreational vehicles, farm machinery and specialty equipment such as cherry-pickers and front-end loaders has produced niche markets. Generally, though, the readily available transportation technology stops where the road ends: Electrification of trains, planes and ships is less advanced.\u003c/p>\n\u003cp>A state \u003ca href=\"https://www.arb.ca.gov/msprog/tech/techreport/ogv_tech_report.pdf?_ga=2.214068434.430973912.1559599041-177476988.1546391733\" target=\"_blank\" rel=\"noopener\">analysis\u003c/a> found that ocean-going vessels still depend on heavily polluting marine fuels and, aside from nuclear powered-engines for military use, zero- and near-zero technologies are not currently available. Among smaller vessels, the famed Red and White \u003ca href=\"https://www.nbclosangeles.com/news/california/We-Can-Go-Greener-San-Francisco-Tour-Boat-Company-Launches-Hybrid-Electric-Ferry-510888701.html\" target=\"_blank\" rel=\"noopener\">fleet\u003c/a> that tours San Francisco Bay added a new hybrid-electric ferry this week. And electric-battery passenger \u003ca href=\"https://www.axios.com/passenger-ferries-are-going-electric-cb70b29f-fb19-4a10-bf53-24df0d9985bd.html\" target=\"_blank\" rel=\"noopener\">ferries\u003c/a> may soon operate in Washington state.\u003c/p>\n\u003cp>Ships docking in California’s ports frequently forgo using diesel generators to operate and instead plug into shore-side electric power. But even when stationary, big vessels have a massive appetite: A nine-cylinder ship engine—five-stories tall and weighing 1,500 tons—can produce enough power to run 30,000 homes for a year.\u003c/p>\n\u003cp>The state’s busy docks teem with those ships. About 40% of containerized goods that come into the United States enter through California, said the state’s Environmental Protection Secretary Jared Blumenfeld. Their sulfur-based fuel “has to be heated up before you can use it—very energy-intensive.”\u003c/p>\n\u003cp>Soot belching from Pacific vessels has been detected as far inland as Oklahoma, he said. When Blumenfeld was regional director of the federal Environmental Protection Agency, it pushed through rules that require ships to switch to low-sulfur fuel 200 miles from the coast by next year.\u003c/p>\n\u003cp>But trucking is the major freight challenge for California. More than 97% of the state’s big rigs operate on diesel fuel, which is highly polluting and a significant contributor to detrimental health effects on those residing near transit corridors. Currently only a handful of electric or hybrid heavy-duty truck options exists, mostly prototypes.\u003c/p>\n\u003cfigure id=\"attachment_1943158\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1943158\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit in miles-long traffic jam on southbound highway 101 as they approach a flooded section of the freeway on December 3, 2014 in Mill Valley, California. \u003ccite>(Justin Sullivan/Getty)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I see 100% electrification as being far off; there just aren’t any of those trucks on the road,” said Brandon Taylor, director of transportation for GSC Logistics, a freight company operating at the Port of Oakland.\u003c/p>\n\u003cp>GSC is testing a prototype electric semi. “We know electric is going to be the future, but the technology is not there yet. It’s going to be a huge challenge, but not an insurmountable one.”\u003c/p>\n\u003cp>Freight represents a transportation problem somewhat of our own making: We desire—and order online—more and more stuff, for delivery \u003cem>right now.\u003c/em> With each mouse click, delivery vans and trucks flood the state’s highways and neighborhood streets, dispatched to cover what supply-chain planners call “the last mile” of residential delivery.\u003c/p>\n\u003cp>About 20% of trips in the United States \u003ca href=\"https://nhts.ornl.gov/vehicle-trips\" target=\"_blank\" rel=\"noopener\">are\u003c/a>, in fact, less than a mile. But it’s too late to shut off the merchandise-delivery tap, and freight accounts for about a \u003ca href=\"http://www.dot.ca.gov/hq/tpp/offices/ogm/cs_freight_action_plan/Documents/CSFAP_Main%20Document_FINAL_07272016.pdf\" target=\"_blank\" rel=\"noopener\">third \u003c/a>of the California Gross Domestic Product\u003cstrong>.\u003c/strong>\u003c/p>\n\u003cp>The influx of these trucks and vans runs counter to one of California’s bottom-line goals: to reduce not just the number of vehicles on roads but also, and more critically, the miles they travel. The mid-sized delivery vans taking the package handoff from heavy-duty trucks are turning over odometers at a dizzying rate; in Southern California, an \u003ca href=\"http://media.metro.net/projects_studies/sr_710/images/sr_710_faqs_goods_movement.pdf\" target=\"_blank\" rel=\"noopener\">estimated \u003c/a>85% of truck traffic is dedicated to local deliveries and short hops.\u003c/p>\n\u003cp>The future is likely to include on-demand trucking. Predictably, there’s an app for that, Uber Freight, which launched in California in 2017. It’s one of a handful of load-matching apps that connect shippers with smaller, more nimble trucks plying local routes. The system is intended to increase efficiency and decrease total miles driven. Additionally, electric trucks can return to a home base at night to be recharged.\u003c/p>\n\u003cp>The same applies to another innovation expected to ease this delivery-vehicle Sigalert: Widespread adoption of 3D printers that will construct products closer to where consumers live, shrinking delivery areas.\u003c/p>\n\u003cp>Big rigs in California not subject to the smog inspections that have \u003ca href=\"https://www.bar.ca.gov/Consumer/Smog_Check_Program_History.html\" target=\"_blank\" rel=\"noopener\">applied to cars\u003c/a> since 1982, partly due to early pushback from trucking companies and insurmountable complexities involved in regulating out-of-state vehicles. But that could change: A \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB210\" target=\"_blank\" rel=\"noopener\">bill \u003c/a>advancing in the Legislature would create smog checks for big diesel trucks.\u003c/p>\n\u003cp>Even more efficient parking, with real-time information about empty spots, would allow drivers to use 25% less fuel to find them, according to a recent Caltrans plan.\u003c/p>\n\u003cp>The state will need to retrofit highways to allow charging of electric freight trucks, which some experts say may still be a decade away. Planners are examining exactly what an electric-truck stop would require: Big trucks need big batteries and very large charging infrastructure.\u003c/p>\n\u003cp>Utility companies in California, Oregon and Washington are underwriting a study that will examine how to provide electric charging and hydrogen fueling along the entirety of Interstate 5, with bays for next-generation semi-trucks running on batteries or hydrogen gas.\u003c/p>\n\u003cp>The state air board contributed $41 million to a test program at the port of Los Angeles, which two years ago set aside a mile of highway with an overhead charging system to refuel prototype electric trucks, much like electric cable cars operate. Ten big rigs that run on hydrogen-electric hybrid engines are coming next year, added to 16,000 trucks that work the port every year.\u003c/p>\n\u003cp>Currently there is only a handful of electric or hybrid heavy-duty trucks, and those are prototypes. State regulators recognize that innovation doesn’t always align with government goals and deadlines and is planning for clean technology where feasible. Like everything else, it’s not going to be cheap.\u003c/p>\n\u003cp>The cost of an electric semi-tractor trailer, $300,000 and more, is more than twice that of a traditional diesel truck. That can be a burden on mom and pop companies, 90% of whose fleets contain six or fewer trucks and who operate on relatively tight margins.\u003c/p>\n\u003cp>“It’s going to be tough,” even with state subsidies, said Chris Shimoda, lobbyist for the California Trucking Association.\u003c/p>\n\u003cp>Shimoda said his members don’t care what type of fuel the state requires. “Everybody knows this is the direction California is going,” he said. “It’s easy to say we have a goal of eliminating fossil fuels, but as I think everyone would admit, the details of how to get there are important.”\u003c/p>\n\u003cp>At the Port of Oakland, with freight-train horns blaring in the background, Taylor said by phone that it’s eerie to see—but not hear—his company’s electric big-rig pull into one of the loading bays. “It kind of sneaks up on you,” he said.\u003c/p>\n\u003cp>The company has been testing the truck for more than a year, underwritten partly by a state grant, and expects delivery of two more in the fall. Taylor uses the truck to move containers around the port but has yet to put it on the road, echoing the “range anxiety” associated with electric cars. His truck’s battery runs out and needs recharging after 120 miles.\u003c/p>\n\u003cp>The steep cost of replacing entire trucking fleets with electric vehicles, even with subsidies, may be a burden on small companies, he acknowledged. But improving air quality is a worthy goal.\u003c/p>\n\u003cp>“I’ve seen myself the difference as the diesel engines have gotten cleaner and cleaner,” Taylor said. “It used to be that with all the trucks working the port, I’d get a headache after an hour or two.” Now he doesn’t.\u003c/p>\n\u003cp>“I guess it can only get better with electrics,” he said. “I’m not sure how it’s all going to work, but it’s happening.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n",
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"title": "The Path to Zero-Emission Transportation Means \u003ci>Everything\u003c/i> Must Go Electric | KQED",
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"headline": "The Path to Zero-Emission Transportation Means \u003ci>Everything\u003c/i> Must Go Electric",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"dropcap\">Work used to be much simpler for the California Department of Transportation: Widen highways, fill potholes, build new freeways.\u003c/p>\n\u003cp>Alas, those quaint days are gone.\u003c/p>\n\u003cp>To get an idea of what planners must prepare for, state officials recently hosted a demonstration of a drone air taxi that will require devising a “highway above the ground,” said Reza Navai, a Caltrans transportation planner. “If you think transportation on the ground is complex.…”\u003c/p>\n\u003cp>Such sci-fi-like transit is one of many high-tech changes coming as California implements its planned electrification of transportation to radically reduce greenhouse-gas \u003ca href=\"https://calmatters.org/articles/californias-climate-fight-gets-harder-soon-big-culprit-cars/\" target=\"_blank\" rel=\"noopener\">emissions\u003c/a>. The path to zero, as in \u003ca href=\"https://calmatters.org/articles/will-california-ban-gas-powered-cars/\" target=\"_blank\" rel=\"noopener\">zero-emission vehicles\u003c/a>, extends well beyond flying taxis and the 5 million electric cars the state hopes will be on its roads by 2030. Everything—\u003cem>everything\u003c/em>—will be replaced with an electric analog: from boats, planes and trains to delivery vans to farm tractors and even forklifts. The to-do list stretches as long as California’s seemingly endless blacktop, with freight as a major challenge.\u003c/p>\n\u003cp>The state’s transportation gurus envision technology that will ping driverless vehicles with an automated message when they stray from their lanes, “smart” roads that charge electric cars and trucks as they pass and an electrified Interstate 5, the West Coast’s main freight corridor. California has already widened its painted lane stripes to six inches from four so self-driving vehicles can better “see” the road. Ultimately, the highways themselves will be redesigned and constructed with different materials.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>California’s transportation agency, which updates its master plan every five years, is currently preparing a look at 2050. While officials cannot predict each new technological wrinkle, Reza said, “We must be able to consider all the possibilities.”\u003c/p>\n\u003cp>To achieve a\u003ca href=\"https://calmatters.org/articles/california-rising-vehicle-emissions-despite-growth-in-electric-cars/\" target=\"_blank\" rel=\"noopener\"> carbon-free transportation\u003c/a> future, California will need to cover a lot more ground in a short time.\u003c/p>\n\u003cp>“If California’s trying to be a leader, we have to go as fast as possible,” said Lew Fulton, who studies sustainable transportation at UC Davis’ Institute of Transportation Studies. “Policies are critical to try to speed this up and try to push the envelope, and get all the manufacturers scared enough that they start producing what we need. Carrots and sticks. Carrots being pricing and incentives, sticks being regulatory.”\u003c/p>\n\u003cp>The state has spent more than \u003ca href=\"http://www.caclimateinvestments.ca.gov/press-releases/2018/10/25/carb-approves-483-million-funding-plan-for-clean-transportation-investments\" target=\"_blank\" rel=\"noopener\">$1 billion\u003c/a> dollars in the last five years to encourage research, subsidize the exchange of internal combustion vehicles for zero-emission options, formulate cleaner fuels and expand vital charging infrastructure.\u003c/p>\n\u003cp>It is working with technology firms to clean up heavily polluting marine fuels belching from container ships at California ports. And state funds are helping Central Valley farmers, who are on a waiting list to crush their aging farm equipment and receive rebates to replace it with fuel-efficient models.\u003c/p>\n\u003cp>Such projects may get a boost from California’s Tesla-owner governor, Gavin Newsom, as budget negotiations wrap up this month. His proposed spending plan includes nearly $24 billion for all aspects of transportation, a 6% increase.\u003c/p>\n\u003cp>In addition, a group of legislators has \u003ca href=\"https://calmatters.org/wp-content/uploads/CALSTARTletter.pdf\" target=\"_blank\" rel=\"noopener\">expressed support\u003c/a> for a nonprofit organization’s proposal that 15% of annual revenue from cap-and-trade auctions go to programs to clean up emissions from trucks, buses and off-road vehicles.\u003c/p>\n\u003cdiv class=\"infogram-embed\">\n\u003cp>\u003ca href=\"https://infogram.com/transportationtrucking-facts-1hmr6g3dgvo34nl\">https://infogram.com/transportationtrucking-facts-1hmr6g3dgvo34nl\u003c/a>\u003c/p>\n\u003c/div>\n\u003cp>Few transportation modes have clean-engine options as advanced as those for passenger cars. Buses are the exception. The Chinese company BYD, manufacturing electric buses in Lancaster, is the largest in North America and has produced more than 300 buses, including nearly half of the Antelope Valley Transit Authority’s pool.\u003c/p>\n\u003cp>The city of Los Angeles has \u003ca href=\"https://thesource.metro.net/2017/07/27/as-metro-pursues-electric-bus-fleet-by-2030-three-bus-contracts-go-to-board-on-thursday/\" target=\"_blank\" rel=\"noopener\">pledged\u003c/a> to convert its bus fleet—second-largest in the country—to electric by 2030, though mechanical and performance \u003ca href=\"https://www.latimes.com/local/lanow/la-me-electric-buses-20180520-story.html\" target=\"_blank\" rel=\"noopener\">problems\u003c/a> plagued the rollout of its BYD vehicles. Many other transit districts have similar goals and include school buses. The financial burden of those commitments is softened by state \u003ca href=\"https://www.californiahvip.org/\" target=\"_blank\" rel=\"noopener\">vouchers\u003c/a> for up to $200,000 toward the purchase of each zero-emission bus.\u003c/p>\n\u003cp>The availability of some electric all-terrain recreational vehicles, farm machinery and specialty equipment such as cherry-pickers and front-end loaders has produced niche markets. Generally, though, the readily available transportation technology stops where the road ends: Electrification of trains, planes and ships is less advanced.\u003c/p>\n\u003cp>A state \u003ca href=\"https://www.arb.ca.gov/msprog/tech/techreport/ogv_tech_report.pdf?_ga=2.214068434.430973912.1559599041-177476988.1546391733\" target=\"_blank\" rel=\"noopener\">analysis\u003c/a> found that ocean-going vessels still depend on heavily polluting marine fuels and, aside from nuclear powered-engines for military use, zero- and near-zero technologies are not currently available. Among smaller vessels, the famed Red and White \u003ca href=\"https://www.nbclosangeles.com/news/california/We-Can-Go-Greener-San-Francisco-Tour-Boat-Company-Launches-Hybrid-Electric-Ferry-510888701.html\" target=\"_blank\" rel=\"noopener\">fleet\u003c/a> that tours San Francisco Bay added a new hybrid-electric ferry this week. And electric-battery passenger \u003ca href=\"https://www.axios.com/passenger-ferries-are-going-electric-cb70b29f-fb19-4a10-bf53-24df0d9985bd.html\" target=\"_blank\" rel=\"noopener\">ferries\u003c/a> may soon operate in Washington state.\u003c/p>\n\u003cp>Ships docking in California’s ports frequently forgo using diesel generators to operate and instead plug into shore-side electric power. But even when stationary, big vessels have a massive appetite: A nine-cylinder ship engine—five-stories tall and weighing 1,500 tons—can produce enough power to run 30,000 homes for a year.\u003c/p>\n\u003cp>The state’s busy docks teem with those ships. About 40% of containerized goods that come into the United States enter through California, said the state’s Environmental Protection Secretary Jared Blumenfeld. Their sulfur-based fuel “has to be heated up before you can use it—very energy-intensive.”\u003c/p>\n\u003cp>Soot belching from Pacific vessels has been detected as far inland as Oklahoma, he said. When Blumenfeld was regional director of the federal Environmental Protection Agency, it pushed through rules that require ships to switch to low-sulfur fuel 200 miles from the coast by next year.\u003c/p>\n\u003cp>But trucking is the major freight challenge for California. More than 97% of the state’s big rigs operate on diesel fuel, which is highly polluting and a significant contributor to detrimental health effects on those residing near transit corridors. Currently only a handful of electric or hybrid heavy-duty truck options exists, mostly prototypes.\u003c/p>\n\u003cfigure id=\"attachment_1943158\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1943158\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2019/06/RS13356_459889074-qut.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit in miles-long traffic jam on southbound highway 101 as they approach a flooded section of the freeway on December 3, 2014 in Mill Valley, California. \u003ccite>(Justin Sullivan/Getty)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I see 100% electrification as being far off; there just aren’t any of those trucks on the road,” said Brandon Taylor, director of transportation for GSC Logistics, a freight company operating at the Port of Oakland.\u003c/p>\n\u003cp>GSC is testing a prototype electric semi. “We know electric is going to be the future, but the technology is not there yet. It’s going to be a huge challenge, but not an insurmountable one.”\u003c/p>\n\u003cp>Freight represents a transportation problem somewhat of our own making: We desire—and order online—more and more stuff, for delivery \u003cem>right now.\u003c/em> With each mouse click, delivery vans and trucks flood the state’s highways and neighborhood streets, dispatched to cover what supply-chain planners call “the last mile” of residential delivery.\u003c/p>\n\u003cp>About 20% of trips in the United States \u003ca href=\"https://nhts.ornl.gov/vehicle-trips\" target=\"_blank\" rel=\"noopener\">are\u003c/a>, in fact, less than a mile. But it’s too late to shut off the merchandise-delivery tap, and freight accounts for about a \u003ca href=\"http://www.dot.ca.gov/hq/tpp/offices/ogm/cs_freight_action_plan/Documents/CSFAP_Main%20Document_FINAL_07272016.pdf\" target=\"_blank\" rel=\"noopener\">third \u003c/a>of the California Gross Domestic Product\u003cstrong>.\u003c/strong>\u003c/p>\n\u003cp>The influx of these trucks and vans runs counter to one of California’s bottom-line goals: to reduce not just the number of vehicles on roads but also, and more critically, the miles they travel. The mid-sized delivery vans taking the package handoff from heavy-duty trucks are turning over odometers at a dizzying rate; in Southern California, an \u003ca href=\"http://media.metro.net/projects_studies/sr_710/images/sr_710_faqs_goods_movement.pdf\" target=\"_blank\" rel=\"noopener\">estimated \u003c/a>85% of truck traffic is dedicated to local deliveries and short hops.\u003c/p>\n\u003cp>The future is likely to include on-demand trucking. Predictably, there’s an app for that, Uber Freight, which launched in California in 2017. It’s one of a handful of load-matching apps that connect shippers with smaller, more nimble trucks plying local routes. The system is intended to increase efficiency and decrease total miles driven. Additionally, electric trucks can return to a home base at night to be recharged.\u003c/p>\n\u003cp>The same applies to another innovation expected to ease this delivery-vehicle Sigalert: Widespread adoption of 3D printers that will construct products closer to where consumers live, shrinking delivery areas.\u003c/p>\n\u003cp>Big rigs in California not subject to the smog inspections that have \u003ca href=\"https://www.bar.ca.gov/Consumer/Smog_Check_Program_History.html\" target=\"_blank\" rel=\"noopener\">applied to cars\u003c/a> since 1982, partly due to early pushback from trucking companies and insurmountable complexities involved in regulating out-of-state vehicles. But that could change: A \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB210\" target=\"_blank\" rel=\"noopener\">bill \u003c/a>advancing in the Legislature would create smog checks for big diesel trucks.\u003c/p>\n\u003cp>Even more efficient parking, with real-time information about empty spots, would allow drivers to use 25% less fuel to find them, according to a recent Caltrans plan.\u003c/p>\n\u003cp>The state will need to retrofit highways to allow charging of electric freight trucks, which some experts say may still be a decade away. Planners are examining exactly what an electric-truck stop would require: Big trucks need big batteries and very large charging infrastructure.\u003c/p>\n\u003cp>Utility companies in California, Oregon and Washington are underwriting a study that will examine how to provide electric charging and hydrogen fueling along the entirety of Interstate 5, with bays for next-generation semi-trucks running on batteries or hydrogen gas.\u003c/p>\n\u003cp>The state air board contributed $41 million to a test program at the port of Los Angeles, which two years ago set aside a mile of highway with an overhead charging system to refuel prototype electric trucks, much like electric cable cars operate. Ten big rigs that run on hydrogen-electric hybrid engines are coming next year, added to 16,000 trucks that work the port every year.\u003c/p>\n\u003cp>Currently there is only a handful of electric or hybrid heavy-duty trucks, and those are prototypes. State regulators recognize that innovation doesn’t always align with government goals and deadlines and is planning for clean technology where feasible. Like everything else, it’s not going to be cheap.\u003c/p>\n\u003cp>The cost of an electric semi-tractor trailer, $300,000 and more, is more than twice that of a traditional diesel truck. That can be a burden on mom and pop companies, 90% of whose fleets contain six or fewer trucks and who operate on relatively tight margins.\u003c/p>\n\u003cp>“It’s going to be tough,” even with state subsidies, said Chris Shimoda, lobbyist for the California Trucking Association.\u003c/p>\n\u003cp>Shimoda said his members don’t care what type of fuel the state requires. “Everybody knows this is the direction California is going,” he said. “It’s easy to say we have a goal of eliminating fossil fuels, but as I think everyone would admit, the details of how to get there are important.”\u003c/p>\n\u003cp>At the Port of Oakland, with freight-train horns blaring in the background, Taylor said by phone that it’s eerie to see—but not hear—his company’s electric big-rig pull into one of the loading bays. “It kind of sneaks up on you,” he said.\u003c/p>\n\u003cp>The company has been testing the truck for more than a year, underwritten partly by a state grant, and expects delivery of two more in the fall. Taylor uses the truck to move containers around the port but has yet to put it on the road, echoing the “range anxiety” associated with electric cars. His truck’s battery runs out and needs recharging after 120 miles.\u003c/p>\n\u003cp>The steep cost of replacing entire trucking fleets with electric vehicles, even with subsidies, may be a burden on small companies, he acknowledged. But improving air quality is a worthy goal.\u003c/p>\n\u003cp>“I’ve seen myself the difference as the diesel engines have gotten cleaner and cleaner,” Taylor said. “It used to be that with all the trucks working the port, I’d get a headache after an hour or two.” Now he doesn’t.\u003c/p>\n\u003cp>“I guess it can only get better with electrics,” he said. “I’m not sure how it’s all going to work, but it’s happening.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Court of Appeals Considers Whether U.S. Climate Policy Violates Rights of Young People (Video Replay)",
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"content": "\u003cp>In a courtroom packed with environmental activists, federal judges wrestled Tuesday over whether climate change violates the rights of young people who have sued the U.S. government over the use of fossil fuels.\u003c/p>\n\u003cp>A U.S. Justice Department lawyer said the young people wrongly want the courts to direct energy policy, instead of government officials. Jeffrey Clark, an assistant attorney general, told three judges from the 9th U.S. Circuit Court of Appeals that the lawsuit is “a direct attack on the separation of powers.”\u003c/p>\n\u003cp>An attorney for the young people countered that government action that increases global warming puts “children in harm’s way” and urged the judges to let the lawsuit move forward.\u003c/p>\n\u003cp>“The government devalues the lives of these young children when making energy policy,” said Julia Olson, chief legal counsel for Our Children’s Trust.\u003c/p>\n\u003cp>The lawsuit asks the courts to declare federal energy policies unconstitutional. The Obama and Trump administrations have tried to get it dismissed since it was filed in Oregon in 2015.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s just really disappointing to see the lengths that they go to — to not only not let us get the remedy that we’re seeking, but not even let us have the chance to prove our facts or present our case at trial,” said Nathan Baring, a 19-year-old from Fairbanks, Alaska, who joined the lawsuit when he was 15.\u003c/p>\n\u003cp>As the case drags on, sea ice that protects coastal Alaska communities from fierce storms is forming later in the year, leaving those villages vulnerable, he said. Earlier today, the National Oceanic and Atmospheric Administration announced a bleak milestone. Carbon dioxide levels hit a record high in May, with average levels peaking at 414.7 parts per million, which surpassed the previous record of 411.2 ppm a year ago.\u003c/p>\n\u003cp>\u003cem>Watch Wednesday’s proceedings before the 9th U.S. Circuit Court of Appeals in Portland\u003c/em>:\u003cbr>\nhttps://www.youtube.com/watch?v=6PGCSWm86OI\u003c/p>\n\u003cp>The young people argue that government officials have known for more than 50 years that carbon pollution from fossil fuels causes climate change and that policies promoting oil and gas deprive them of their constitutional rights to life, liberty and property.\u003c/p>\n\u003cp>Lawyers for President Donald Trump’s administration say the young people didn’t find any “historical basis for a fundamental right to a stable climate system or any other constitutional right related to the environment.”\u003c/p>\n\u003cp>The lawsuit says the young are more vulnerable to serious effects from climate change in the future. The American Academy of Pediatrics, 14 other health organizations and nearly 80 scientists and physicians agreed in a brief filed with the appeals court.\u003c/p>\n\u003cp>They pointed out that the World Health Organization estimates that 88% of the global health burden of climate change falls on children younger than 5.\u003c/p>\n\u003cp>The lawsuit wants the U.S. District Court in Eugene, where the lawsuit was filed, to declare that the U.S. government is violating the plaintiffs’ constitutional rights by substantially causing or contributing to a dangerous concentration of carbon dioxide in the atmosphere.\u003c/p>\n\u003cp>If the 9th Circuit judges decide the lawsuit can move forward, it would go before the federal court in Eugene. The appeals court judges heard arguments Tuesday but were not expected to rule right away.\u003c/p>\n\u003cp>The case has become a focal point for many youth activists, and the courtroom in Portland was packed. Baring said he and his co-plaintiffs have matured as the case has wound through the legal system.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I never anticipated how much I was going to grow up, or how much the group was going to grow up,” he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a courtroom packed with environmental activists, federal judges wrestled Tuesday over whether climate change violates the rights of young people who have sued the U.S. government over the use of fossil fuels.\u003c/p>\n\u003cp>A U.S. Justice Department lawyer said the young people wrongly want the courts to direct energy policy, instead of government officials. Jeffrey Clark, an assistant attorney general, told three judges from the 9th U.S. Circuit Court of Appeals that the lawsuit is “a direct attack on the separation of powers.”\u003c/p>\n\u003cp>An attorney for the young people countered that government action that increases global warming puts “children in harm’s way” and urged the judges to let the lawsuit move forward.\u003c/p>\n\u003cp>“The government devalues the lives of these young children when making energy policy,” said Julia Olson, chief legal counsel for Our Children’s Trust.\u003c/p>\n\u003cp>The lawsuit asks the courts to declare federal energy policies unconstitutional. The Obama and Trump administrations have tried to get it dismissed since it was filed in Oregon in 2015.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s just really disappointing to see the lengths that they go to — to not only not let us get the remedy that we’re seeking, but not even let us have the chance to prove our facts or present our case at trial,” said Nathan Baring, a 19-year-old from Fairbanks, Alaska, who joined the lawsuit when he was 15.\u003c/p>\n\u003cp>As the case drags on, sea ice that protects coastal Alaska communities from fierce storms is forming later in the year, leaving those villages vulnerable, he said. Earlier today, the National Oceanic and Atmospheric Administration announced a bleak milestone. Carbon dioxide levels hit a record high in May, with average levels peaking at 414.7 parts per million, which surpassed the previous record of 411.2 ppm a year ago.\u003c/p>\n\u003cp>\u003cem>Watch Wednesday’s proceedings before the 9th U.S. Circuit Court of Appeals in Portland\u003c/em>:\u003cbr>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/6PGCSWm86OI'\n title='//www.youtube.com/embed/6PGCSWm86OI'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The young people argue that government officials have known for more than 50 years that carbon pollution from fossil fuels causes climate change and that policies promoting oil and gas deprive them of their constitutional rights to life, liberty and property.\u003c/p>\n\u003cp>Lawyers for President Donald Trump’s administration say the young people didn’t find any “historical basis for a fundamental right to a stable climate system or any other constitutional right related to the environment.”\u003c/p>\n\u003cp>The lawsuit says the young are more vulnerable to serious effects from climate change in the future. The American Academy of Pediatrics, 14 other health organizations and nearly 80 scientists and physicians agreed in a brief filed with the appeals court.\u003c/p>\n\u003cp>They pointed out that the World Health Organization estimates that 88% of the global health burden of climate change falls on children younger than 5.\u003c/p>\n\u003cp>The lawsuit wants the U.S. District Court in Eugene, where the lawsuit was filed, to declare that the U.S. government is violating the plaintiffs’ constitutional rights by substantially causing or contributing to a dangerous concentration of carbon dioxide in the atmosphere.\u003c/p>\n\u003cp>If the 9th Circuit judges decide the lawsuit can move forward, it would go before the federal court in Eugene. The appeals court judges heard arguments Tuesday but were not expected to rule right away.\u003c/p>\n\u003cp>The case has become a focal point for many youth activists, and the courtroom in Portland was packed. Baring said he and his co-plaintiffs have matured as the case has wound through the legal system.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I never anticipated how much I was going to grow up, or how much the group was going to grow up,” he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The U.S. government moved Thursday toward allowing new oil and gas drilling on wide swaths of federal land in California that has been off-limits since environmentalists sued in 2013.\u003c/p>\n\u003cp>The Bureau of Land Management issued final \u003ca href=\"https://eplanning.blm.gov/epl-front-office/projects/lup/67003/172408/209581/Central_Coast_Field_Office_Proposed_RMPA_Final_EIS.pdf\" target=\"_blank\" rel=\"noopener\">plans\u003c/a> for oil and gas leases on about 800,000 acres (323,755 hectares) in Central California. That comes less than a month after the agency issued a draft plan to allow drilling on more than 1 million acres (405,000 hectares) surrounding the Bakersfield area.\u003c/p>\n\u003cp>In the Bay Area, the sites include land in and around Mount Diablo State Park near Walnut Creek, and Butano State Park near Pescadero, according to the \u003ca href=\"https://www.sfchronicle.com/science/article/Oil-drilling-in-the-Bay-Area-Trump-13832693.php?psid=3OLrS\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a>.\u003c/p>\n\u003cp>But an official with the state agency that oversees drilling in California said it’s highly unlikely that any would actually take place in the region, given current pricing and supplies. The limited drilling currently taking place in the area includes a handful of wells outside of Livermore, said Don Drysdale, of the California Department of Conservation, in an email.\u003c/p>\n\u003cp>Any oil and gas operations on federal land have to be done in accordance with California’s comprehensive regulations, Drysdale said, “widely considered the most stringent in the U.S., requiring disclosure of chemicals and water usage, neighborhood notification and seismic monitoring, among other things.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Federal Expansion Plans\u003c/strong>\u003c/p>\n\u003cp>The Trump administration’s move Thursday is part of its broader goal of dramatically expanding oil and gas development nationwide and make the U.S. energy independent. The effort, decried as a giveaway to industry and a desecration of public lands, has been frequently stalled by local opposition and court challenges.\u003c/p>\n\u003cp>Environmentalists who blocked the Obama administration’s previous efforts to allow new drilling by challenging its failure to account for the impact of hydraulic fracturing — or fracking — immediately criticized efforts to revive the plans.\u003c/p>\n\u003cp>“Trump’s new plan aims to stab oil derricks and fracking rigs into some of California’s most beautiful landscapes,” attorney Clare Lakewood of the Center for Biological Diversity said in a statement. “From Monterey to the Bay Area, the president wants to let oil companies drill and spill their way across our beloved public lands and wildlife habitat.”\u003c/p>\n\u003cp>Lawsuits by the center and Sierra Club forced the Bureau of Land Management to take a hard look at the environmental effects of fracking, which they said occurs in 90 percent of new wells. The technique, which blasts water, chemicals and sand underground to fracture rock to release oil and gas, has been criticized for causing seismic activity and harming water supplies.\u003c/p>\n\u003cp>The Bureau of Land Management said it expects that the two plans could lead to about 75 new wells drilled over the next 20 years and only a small number would involve fracking, spokeswoman Serena Baker said. Most of the areas that would be drilled are already used for oil production.\u003c/p>\n\u003cp>Kathleen Sgamma, president of the Western Energy Alliance, an association of independent oil and gas companies, said it was pleased the process was finally nearing an end. “The Trump Administration has complied with the court orders to analyze the impacts of fracking to fix the deficiencies of the Obama plans,” she said in a statement.\u003c/p>\n\u003cp>The Center for Biological Diversity said the number of acres on which drilling would be open in the Bureau of Land Management’s Central Coast region nearly doubled Thursday from a draft plan by the Obama administration.\u003c/p>\n\u003cp>Sen. Kamala Harris, D-California, a presidential candidate who recently packaged a group of congressional bills that would protect over 1 million acres of federal lands in California — including part of the Bureau of Land Management’s territory — also criticized the plan.\u003c/p>\n\u003cp>“This administration’s misguided plan to expand oil and gas drilling along California’s Central Coast is a direct threat to the health of the state’s environment and our fight against climate change,” Harris said in a statement. “We should be protecting our public lands and boosting the outdoor economy.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Kevin Stark of KQED contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government moved Thursday toward allowing new oil and gas drilling on wide swaths of federal land in California that has been off-limits since environmentalists sued in 2013.\u003c/p>\n\u003cp>The Bureau of Land Management issued final \u003ca href=\"https://eplanning.blm.gov/epl-front-office/projects/lup/67003/172408/209581/Central_Coast_Field_Office_Proposed_RMPA_Final_EIS.pdf\" target=\"_blank\" rel=\"noopener\">plans\u003c/a> for oil and gas leases on about 800,000 acres (323,755 hectares) in Central California. That comes less than a month after the agency issued a draft plan to allow drilling on more than 1 million acres (405,000 hectares) surrounding the Bakersfield area.\u003c/p>\n\u003cp>In the Bay Area, the sites include land in and around Mount Diablo State Park near Walnut Creek, and Butano State Park near Pescadero, according to the \u003ca href=\"https://www.sfchronicle.com/science/article/Oil-drilling-in-the-Bay-Area-Trump-13832693.php?psid=3OLrS\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a>.\u003c/p>\n\u003cp>But an official with the state agency that oversees drilling in California said it’s highly unlikely that any would actually take place in the region, given current pricing and supplies. The limited drilling currently taking place in the area includes a handful of wells outside of Livermore, said Don Drysdale, of the California Department of Conservation, in an email.\u003c/p>\n\u003cp>Any oil and gas operations on federal land have to be done in accordance with California’s comprehensive regulations, Drysdale said, “widely considered the most stringent in the U.S., requiring disclosure of chemicals and water usage, neighborhood notification and seismic monitoring, among other things.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Federal Expansion Plans\u003c/strong>\u003c/p>\n\u003cp>The Trump administration’s move Thursday is part of its broader goal of dramatically expanding oil and gas development nationwide and make the U.S. energy independent. The effort, decried as a giveaway to industry and a desecration of public lands, has been frequently stalled by local opposition and court challenges.\u003c/p>\n\u003cp>Environmentalists who blocked the Obama administration’s previous efforts to allow new drilling by challenging its failure to account for the impact of hydraulic fracturing — or fracking — immediately criticized efforts to revive the plans.\u003c/p>\n\u003cp>“Trump’s new plan aims to stab oil derricks and fracking rigs into some of California’s most beautiful landscapes,” attorney Clare Lakewood of the Center for Biological Diversity said in a statement. “From Monterey to the Bay Area, the president wants to let oil companies drill and spill their way across our beloved public lands and wildlife habitat.”\u003c/p>\n\u003cp>Lawsuits by the center and Sierra Club forced the Bureau of Land Management to take a hard look at the environmental effects of fracking, which they said occurs in 90 percent of new wells. The technique, which blasts water, chemicals and sand underground to fracture rock to release oil and gas, has been criticized for causing seismic activity and harming water supplies.\u003c/p>\n\u003cp>The Bureau of Land Management said it expects that the two plans could lead to about 75 new wells drilled over the next 20 years and only a small number would involve fracking, spokeswoman Serena Baker said. Most of the areas that would be drilled are already used for oil production.\u003c/p>\n\u003cp>Kathleen Sgamma, president of the Western Energy Alliance, an association of independent oil and gas companies, said it was pleased the process was finally nearing an end. “The Trump Administration has complied with the court orders to analyze the impacts of fracking to fix the deficiencies of the Obama plans,” she said in a statement.\u003c/p>\n\u003cp>The Center for Biological Diversity said the number of acres on which drilling would be open in the Bureau of Land Management’s Central Coast region nearly doubled Thursday from a draft plan by the Obama administration.\u003c/p>\n\u003cp>Sen. Kamala Harris, D-California, a presidential candidate who recently packaged a group of congressional bills that would protect over 1 million acres of federal lands in California — including part of the Bureau of Land Management’s territory — also criticized the plan.\u003c/p>\n\u003cp>“This administration’s misguided plan to expand oil and gas drilling along California’s Central Coast is a direct threat to the health of the state’s environment and our fight against climate change,” Harris said in a statement. “We should be protecting our public lands and boosting the outdoor economy.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Kevin Stark of KQED contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "California and Offshore Drilling: Like Oil and Water",
"headTitle": "California and Offshore Drilling: Like Oil and Water | KQED",
"content": "\u003cp>In April, Interior Secretary David Bernhardt said the Trump administration was \u003ca href=\"https://www.kqed.org/science/1940755/u-s-interior-secretary-says-plans-for-offshore-drilling-are-now-on-hold\" target=\"_blank\" rel=\"noopener\">putting on hold\u003c/a> its \u003ca href=\"https://www.boem.gov/NP-DPP-Map-Lower-48-States/\" target=\"_blank\" rel=\"noopener\">plans\u003c/a> to open up more coastal waters to oil and gas drilling, including off the coast of California. The decision follows a defeat in federal court and lots of pushback from coastal states, some of which supported Trump in 2016.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation='Richard Charter, The Ocean Foundation']‘The first thing we always hear from the industry is, “Don’t worry, be happy. We will not have another accident.” And that’s usually shortly before they have another accident.’[/pullquote]It’s been 35 years since new federal leases for drilling along the Pacific coast have been issued. Polls show that a \u003ca href=\"https://www.ppic.org/blog/majority-opposition-drilling-includes-coastal-republicans/\" target=\"_blank\" rel=\"noopener\">vast majority\u003c/a> of Californians and \u003ca href=\"https://www.ppic.org/blog/majority-opposition-drilling-includes-coastal-republicans/\" target=\"_blank\" rel=\"noopener\">most Americans\u003c/a> oppose offshore drilling. But while the practice is banned in state waters, without federal legislation the possibility for renewed production more than 3 miles from shore still remains.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.oceanfdn.org/our-story/fellows-and-heroes\" target=\"_blank\" rel=\"noopener\">Richard Charter\u003c/a>\u003c/strong> is a longtime ocean protection advocate. He talked with KQED’s Brian Watt about the Trump administration’s efforts to upend longstanding policy on the issue.\u003c/p>\n\u003cp>The following excerpts have been edited for length and clarity.\u003c/p>\n\u003cp>\u003cstrong>What are the risks from offshore drilling?\u003c/strong>\u003c/p>\n\u003cp>The risks begin with the initial drilling, because there are routine discharges into the ocean that just happen day to day from normal operations. So you don’t need to have an accident to have toxics going into your near-shore coastal waters.\u003c/p>\n\u003cp>But the big risk, of course, and sort of the poster child for the worst-case scenario, was the \u003ca href=\"https://www.npr.org/tags/127366081/deepwater-horizon\" target=\"_blank\" rel=\"noopener\">Deepwater Horizon\u003c/a> accident in the Gulf of Mexico, which of course was many orders of magnitude greater than the \u003ca href=\"https://www.smithsonianmag.com/history/how-oil-spill-50-years-ago-inspired-first-earth-day-180972007/\" target=\"_blank\" rel=\"noopener\">Santa Barbara blowout\u003c/a> in 1969. If you release oil that is under pressure, under the seabed, into the ocean in an uncontrolled fashion, and you can’t shut it off, it can continue for months or years. A scenario like Deepwater Horizon that happens off the coast of California would wipe out your commercial fishing industry and your coastal-dependent tourism industry.\u003c/p>\n\u003cp>\u003cstrong>Can Trump get this done in California, amid so much opposition?\u003c/strong>\u003c/p>\n\u003cp>Well I stopped making predictions about this when Donald Trump became president. One of his first acts in January 2018 was to announce he was \u003ca href=\"https://www.nytimes.com/interactive/2018/01/23/climate/trump-offshore-oil-drilling.html\" target=\"_blank\" rel=\"noopener\">opening\u003c/a> about 90% of the U.S. coastline to offshore drilling, and most of that had been long protected under bipartisan congressional moratoria that was renewed year after year for 27 years.\u003c/p>\n\u003cp>So it was disconcerting to say the least when a week after that announcement, his secretary of Interior, Ryan Zinke, walked out at the Tallahassee airport with Gov. Rick Scott and said that \u003ca href=\"https://www.nytimes.com/2018/01/09/climate/trump-florida-offshore-drilling.html\" target=\"_blank\" rel=\"noopener\">Florida\u003c/a> was off the table (for drilling). And that triggered about 16 different governors up and down the Atlantic and Pacific coasts of both parties saying, “We want out, too” — accompanied by about a dozen attorneys general from various states who filed suit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What’s the most common argument for drilling offshore in light of the accidents that have occurred?\u003c/strong>\u003c/p>\n\u003cp>Well of course the first thing we always hear from the industry is, “Don’t worry, be happy. We will not have another accident.” And that’s usually shortly before they have another accident. And I think the determining factor for this particular decade was the Deepwater Horizon incident, which obviously was not only an environmental tragedy but a human tragedy in that workers died unnecessarily on that rig mostly because of negligence on the part of the operators.\u003c/p>\n\u003cp>\u003cstrong>How much can California really do to thwart drilling in federal waters?\u003c/strong>\u003c/p>\n\u003cp>It can find that the offshore drilling activity or some follow-on process like building the platform, building a terminal for tankers or barges, or building a pipeline is inconsistent with the state’s federally approved \u003ca href=\"https://coast.noaa.gov/czm/about/?redirect=301ocm\" target=\"_blank\" rel=\"noopener\">coastal zone management plan.\u003c/a> In California, that would start with the California Coastal Commission, which is the oversight agency for that. During the 1980s, the state of California, the attorney general, and many local governments took then-Interior Secretary James Watt to the \u003ca href=\"https://caselaw.findlaw.com/us-supreme-court/464/312.html\" target=\"_blank\" rel=\"noopener\">U.S. Supreme Court\u003c/a> on that.\u003c/p>\n\u003cp>The other thing a state can do is ban offshore drilling in its own state waters, which California did many years ago. Last year, California upped the ante by banning infrastructure to support federal offshore drilling anywhere in state waters, from the shoreline to three miles out. In doing that, you’re saying if you do lease, President Trump, off the coast of California, you’re not going to be able to bring it ashore. And that serves as an economic disincentive to the companies to even bid. It’s kind of the porcupine strategy of don’t mess with us. But it’s not a sure thing.\u003c/p>\n\u003cp>Really the litigation is what has derailed Trump’s plan for now. But a lot of people don’t realize Southern California leasing under the Trump plan was going to begin next year in 2020. And Central California and Northern California in 2021, so this is something that’s coming very fast.\u003c/p>\n\u003cp>Until David Bernhardt actually removes the five-year program from consideration, we’re not assuming it’s something we can trust.\u003c/p>\n\u003cp>\u003cem>There have been two developments since we spoke with Richard Charter. On Thursday, California Sen. Dianne Feinstein \u003ca href=\"https://www.feinstein.senate.gov/public/index.cfm/press-releases?ID=99562C5C-BEA3-44A4-9BA7-5A39CC976C83\" target=\"_blank\" rel=\"noopener\">introduced legislation\u003c/a> to “permanently ban offshore drilling in federal waters off the coast of California, Oregon and Washington.” The \u003c/em>\u003cem>bill is likely to face stiff opposition in the GOP-controlled Senate. Rep. Jared Huffman (D-San Rafael) is sponsoring a companion bill in the House.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003cem>On the same day, citing “unnecessary regulatory burdens,” the Trump administration significantly \u003ca href=\"https://www.politico.com/story/2019/05/02/offshore-drilling-rules-1404098\" target=\"_blank\" rel=\"noopener\">rewrote safety rules\u003c/a> for offshore drilling put in place after the disastrous Deepwater Horizon spill in the Gulf of Mexico in 2010.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In April, Interior Secretary David Bernhardt said the Trump administration was \u003ca href=\"https://www.kqed.org/science/1940755/u-s-interior-secretary-says-plans-for-offshore-drilling-are-now-on-hold\" target=\"_blank\" rel=\"noopener\">putting on hold\u003c/a> its \u003ca href=\"https://www.boem.gov/NP-DPP-Map-Lower-48-States/\" target=\"_blank\" rel=\"noopener\">plans\u003c/a> to open up more coastal waters to oil and gas drilling, including off the coast of California. The decision follows a defeat in federal court and lots of pushback from coastal states, some of which supported Trump in 2016.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It’s been 35 years since new federal leases for drilling along the Pacific coast have been issued. Polls show that a \u003ca href=\"https://www.ppic.org/blog/majority-opposition-drilling-includes-coastal-republicans/\" target=\"_blank\" rel=\"noopener\">vast majority\u003c/a> of Californians and \u003ca href=\"https://www.ppic.org/blog/majority-opposition-drilling-includes-coastal-republicans/\" target=\"_blank\" rel=\"noopener\">most Americans\u003c/a> oppose offshore drilling. But while the practice is banned in state waters, without federal legislation the possibility for renewed production more than 3 miles from shore still remains.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.oceanfdn.org/our-story/fellows-and-heroes\" target=\"_blank\" rel=\"noopener\">Richard Charter\u003c/a>\u003c/strong> is a longtime ocean protection advocate. He talked with KQED’s Brian Watt about the Trump administration’s efforts to upend longstanding policy on the issue.\u003c/p>\n\u003cp>The following excerpts have been edited for length and clarity.\u003c/p>\n\u003cp>\u003cstrong>What are the risks from offshore drilling?\u003c/strong>\u003c/p>\n\u003cp>The risks begin with the initial drilling, because there are routine discharges into the ocean that just happen day to day from normal operations. So you don’t need to have an accident to have toxics going into your near-shore coastal waters.\u003c/p>\n\u003cp>But the big risk, of course, and sort of the poster child for the worst-case scenario, was the \u003ca href=\"https://www.npr.org/tags/127366081/deepwater-horizon\" target=\"_blank\" rel=\"noopener\">Deepwater Horizon\u003c/a> accident in the Gulf of Mexico, which of course was many orders of magnitude greater than the \u003ca href=\"https://www.smithsonianmag.com/history/how-oil-spill-50-years-ago-inspired-first-earth-day-180972007/\" target=\"_blank\" rel=\"noopener\">Santa Barbara blowout\u003c/a> in 1969. If you release oil that is under pressure, under the seabed, into the ocean in an uncontrolled fashion, and you can’t shut it off, it can continue for months or years. A scenario like Deepwater Horizon that happens off the coast of California would wipe out your commercial fishing industry and your coastal-dependent tourism industry.\u003c/p>\n\u003cp>\u003cstrong>Can Trump get this done in California, amid so much opposition?\u003c/strong>\u003c/p>\n\u003cp>Well I stopped making predictions about this when Donald Trump became president. One of his first acts in January 2018 was to announce he was \u003ca href=\"https://www.nytimes.com/interactive/2018/01/23/climate/trump-offshore-oil-drilling.html\" target=\"_blank\" rel=\"noopener\">opening\u003c/a> about 90% of the U.S. coastline to offshore drilling, and most of that had been long protected under bipartisan congressional moratoria that was renewed year after year for 27 years.\u003c/p>\n\u003cp>So it was disconcerting to say the least when a week after that announcement, his secretary of Interior, Ryan Zinke, walked out at the Tallahassee airport with Gov. Rick Scott and said that \u003ca href=\"https://www.nytimes.com/2018/01/09/climate/trump-florida-offshore-drilling.html\" target=\"_blank\" rel=\"noopener\">Florida\u003c/a> was off the table (for drilling). And that triggered about 16 different governors up and down the Atlantic and Pacific coasts of both parties saying, “We want out, too” — accompanied by about a dozen attorneys general from various states who filed suit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What’s the most common argument for drilling offshore in light of the accidents that have occurred?\u003c/strong>\u003c/p>\n\u003cp>Well of course the first thing we always hear from the industry is, “Don’t worry, be happy. We will not have another accident.” And that’s usually shortly before they have another accident. And I think the determining factor for this particular decade was the Deepwater Horizon incident, which obviously was not only an environmental tragedy but a human tragedy in that workers died unnecessarily on that rig mostly because of negligence on the part of the operators.\u003c/p>\n\u003cp>\u003cstrong>How much can California really do to thwart drilling in federal waters?\u003c/strong>\u003c/p>\n\u003cp>It can find that the offshore drilling activity or some follow-on process like building the platform, building a terminal for tankers or barges, or building a pipeline is inconsistent with the state’s federally approved \u003ca href=\"https://coast.noaa.gov/czm/about/?redirect=301ocm\" target=\"_blank\" rel=\"noopener\">coastal zone management plan.\u003c/a> In California, that would start with the California Coastal Commission, which is the oversight agency for that. During the 1980s, the state of California, the attorney general, and many local governments took then-Interior Secretary James Watt to the \u003ca href=\"https://caselaw.findlaw.com/us-supreme-court/464/312.html\" target=\"_blank\" rel=\"noopener\">U.S. Supreme Court\u003c/a> on that.\u003c/p>\n\u003cp>The other thing a state can do is ban offshore drilling in its own state waters, which California did many years ago. Last year, California upped the ante by banning infrastructure to support federal offshore drilling anywhere in state waters, from the shoreline to three miles out. In doing that, you’re saying if you do lease, President Trump, off the coast of California, you’re not going to be able to bring it ashore. And that serves as an economic disincentive to the companies to even bid. It’s kind of the porcupine strategy of don’t mess with us. But it’s not a sure thing.\u003c/p>\n\u003cp>Really the litigation is what has derailed Trump’s plan for now. But a lot of people don’t realize Southern California leasing under the Trump plan was going to begin next year in 2020. And Central California and Northern California in 2021, so this is something that’s coming very fast.\u003c/p>\n\u003cp>Until David Bernhardt actually removes the five-year program from consideration, we’re not assuming it’s something we can trust.\u003c/p>\n\u003cp>\u003cem>There have been two developments since we spoke with Richard Charter. On Thursday, California Sen. Dianne Feinstein \u003ca href=\"https://www.feinstein.senate.gov/public/index.cfm/press-releases?ID=99562C5C-BEA3-44A4-9BA7-5A39CC976C83\" target=\"_blank\" rel=\"noopener\">introduced legislation\u003c/a> to “permanently ban offshore drilling in federal waters off the coast of California, Oregon and Washington.” The \u003c/em>\u003cem>bill is likely to face stiff opposition in the GOP-controlled Senate. Rep. Jared Huffman (D-San Rafael) is sponsoring a companion bill in the House.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003cem>On the same day, citing “unnecessary regulatory burdens,” the Trump administration significantly \u003ca href=\"https://www.politico.com/story/2019/05/02/offshore-drilling-rules-1404098\" target=\"_blank\" rel=\"noopener\">rewrote safety rules\u003c/a> for offshore drilling put in place after the disastrous Deepwater Horizon spill in the Gulf of Mexico in 2010.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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