Group items matching

in title, tags, annotations or url

“People in the Air Force who are in space sometimes view themselves as failed fighter pilots, because the real ethic there has been to be a fighter pilot, and that’s the way to get promoted to general,” he told me. Cooper said the Air Force was even unenthusiastic about drones initially, “because they didn’t like Aircraft that were not piloted.”

As the conflict devolves further, events are almost certain to spin out of the Kremlin’s control. After the Deir ez-Zor attack, the newspaper Kommersant cited a source saying that the Russian command group in Damascus had not authorized this “dangerous initiative.” This could just be a case of retrospective amnesia. But if true, it illustrates the dangers of messy, multi-player conflicts, in which an imperial power must deal with the fallout when its notional clients and proxies take the initiative. When this extends to picking fights with U.S.-backed forces and potentially even threatening U.S. personnel, it’s a dangerous matter. The odds of this escalating into an outright confrontation remain low, but the risk that Moscow might be forced to back down to avoid one is much greater.

Thanks to an expansive area of high pressure enveloping all of Greenland — the same weather system that brought extreme heat to Europe last week — temperatures in Greenland have been running up to 15 to 30 degrees above average this week.

every increment of sea-level rise provides a higher launchpad for storms to more easily flood coastal infrastructure, such as New York’s subway system, parts of which flooded during Hurricane Sandy in 2012. Think of a basketball game being played on a court whose floor is gradually rising, making it easier for even shorter players to dunk the ball.

“The event itself was unusual that the warm air mass came from the east, and appears to be a part of the air mass that caused the record-breaking heat wave in Europe. Most of our extreme melt days on the Greenland ice sheet are associated with warm air masses moving from the west and south. I cannot recall an instance where we saw such extensive melt associated with an air mass coming from Northern Europe,”

The heat, along with below-average precipitation in parts of Greenland, has even sparked wildfires along the Greenland’s non-ice-covered western fringes. Satellite images and photos taken from the ground show fires burning in treeless areas, consuming mossy wetlands known as fen that can become vulnerable to fires when they dry out. These fires can burn into peatlands, releasing greenhouse gases buried long ago through decomposition of organic matter.

Studies have shown that ice melt periods like the one seen in 2012 typically occur about every 250 years, so the fact that another one is taking place only a few years later could be a sign of how climate change is upping the odds of such events

She said state-of-the-art climate computer models have been unable to simulate events like this, which hampers scientists’ ability to accurately predict Greenland ice melt and, therefore, future sea-level rise.

The Earth itself is our greatest ally in this effort. Ecosystems like California’s kelp forests absorb about half of the greenhouse gases humans emit, studies show. Without them, warming would be even worse. Nature shields us from the worst consequences of our own actions, forgiving the sins we refuse to repent.

If we hope to solve climate change, humanity must also address this biodiversity crisis — restoring ecosystems and the creatures that inhabit them.

One way to revitalize ecosystems: protect the ground they grow from.Think of the soft, spongy soil of an old-growth woodland. Here, a towering oak tree draws up water and nutrients via threadlike fungi attached to its roots. In exchange, the fungi take sugar from the oak, funneling carbon from the air into the ground.Now imagine a leaf from that oak drifting slowly to the forest floor. Perhaps it becomes food for an earthworm. Then microbes attack the earthworm’s droppings, breaking down the residue further still.Eventually, the carbon that was once a leaf can become trapped in clods of earth. Other atoms may form strong chemical bonds with minerals like iron, which prevents them from reacting with oxygen and returning to the air. Under the right conditions, carbon might stay locked away in dense, dark earth for centuries. Soils contain more carbon than the entire atmosphere and all the world’s plants combined.

This makes soil both a ticking time bomb and an overlooked climate solution

“And because soil is such an important reservoir,” Berhe said, “a small change in the release of that carbon can lead to a big change in the concentrations of greenhouse gases in the atmosphere.”

A 2020 analysis in the journal Nature Sustainability found that better soil stewardship could reduce emissions by at least 5.5 gigatons of carbon dioxide each year — about 15 percent of current annual emissions.

“Once that happens,” Berhe said, “it’s not just the carbon status of the soil that’s improved. The soil literally becomes softer. It holds more water and nutrients. It’s easier for plants to grow in … and serve as a home for the most abundant and diverse group of organisms that we know of.

Enhancing carbon in soils is just the beginning. In 2017, an international team of scientists set out to determine how much carbon the planet could pull out of the atmosphere, if humans would only give it a chance. In a study in the Proceedings of the National Academy of Sciences (PNAS), they concluded natural climate systems are capable of storing almost 24 gigatons of carbon dioxide per year — roughly two thirds of what people emit.

About half of that sequestration would be cost-effective, meaning enacting the necessary protections would cost less than the consequences of keeping that carbon in the air.

Of the climate solutions they studied, few delivered more carbon bang per buck than mangroves — lush systems of salt-tolerant shrubs and trees that thrive where freshwater rivers spill into the sea. Though these forests occupy just 0.5 percent of the Earth’s shorelines, they account for 10 percent of the coast’s carbon storage capacity.

But the unique ecosystems are too often dismissed as unproductive swamps, good for no one but the mosquitoes. In the past half-century, more than a quarter of the world’s mangroves have been destroyed — drained for development, converted for shrimp farms, poisoned by fertilizer and drowned by dammed-up streams.

Yet the Earth cannot compensate for all of humanity’s pollution, said William Schlesinger, former dean of Duke University’s School of the Environment and a co-author on the 2017 PNAS study. Unless people also reduce the amount of greenhouse gases we emit, no amount of ecological restoration will save us.

“The bottom line is we’ve got to get off of using fossil fuels in transportation and heating and lighting and everything else,”

In public talks, he puts it this way: “It’s easier to patch a hole in a bag than to pick up the marbles that fall out.”

Since the end of the last ice age, the frozen expanse at the top of the world has acted as a protective shield. During the summer, when the sun shines 24 hours a day, Arctic sea ice reflects about two-thirds of the light that hits it back into space. By contrast, the dark open ocean absorbs the majority of the sun’s heat.

If the Arctic loses its perpetual ice cover, it would add half a degree Celsius of warming to the global average temperature, studies suggest. The world is hurtling toward that milestone. Since 1979, the volume of ice left at the end of the summer has shrunk about 75 percent.

There is just one way to save it, she said: by stopping global warming. Only by ending the use of fossil fuels and eliminating greenhouse gas emissions can people prevent the Arctic from heating further and give the ice a chance to recover.

If we do nothing, models indicate, it will be a matter of decades before the summertime Arctic is ice-free for the first time in human history. Sea levels will surge, coastal communities will be deluged, and we will no longer have the planet’s air conditioning unit to help us cool our world down.

Our species evolved and our civilization was built under fairly stable climate conditions. When things changed, they changed slowly, giving us time to adapt.

The rapid transformation of our planet doesn’t just endanger ecosystems; humanity will suffer. People have never lived on a planet without mangroves, or peatlands, or summertime ice. We’ve never had to go without the benefits the Earth provides.

Mr. Biden’s environmental policy proposals include a pledge to “prioritize strategies and technologies that reduce traditional air pollution in disadvantaged communities.

Douglas Buffington, the deputy attorney general of West Virginia, said the rule “represents a big win for West Virginia coal.”

“If they had been tightening it could have been a huge blow to the coal industry,” he said

Already, president-elect Joseph R. Biden Jr. is planning to move forward quickly in his first months in office to reinstate and strengthen many of the environmental rules rolled back by Mr. Trump

“We’re starting to see evidence that long-term exposure to air pollution — which disproportionately affects communities of color & low-income communities — is linked to COVID-19 death rates.”

Although the E.P.A.’s own staff scientists recommended tightening the current emissions rule, Mr. Wheeler said the scientific evidence was insufficient to merit doing so.

PM 2.5 pollution contributes to tens of thousands of premature deaths annually, and that even a slight tightening of controls on fine soot could save thousands of American lives

“There is a growing body of evidence that it is linked to neurological damage. And there is a growing body of evidence linking exposure of PM 2.5 to elevated levels of increased Covid morbidity.”

“The arguments against this rule are strong,” he said. “Even before that Harvard study there was very strong scientific evidence that stronger controls are merited. The Covid crisis reinforced that, but we didn’t need the Covid crisis to tell us that.”

The new rule retains a standard enacted in 2012, during the Obama administration. That rule limited the pollution of industrial fine soot particles — each about 1/30th the width of a human hair, but associated with heart attacks, strokes and premature deaths — to 12 micrograms per cubic meter

When E.P.A. scientists conducted that mandatory review, many concluded that if the federal government tightened that standard to about nine micrograms per cubic meter, more than 10,000 American lives could be saved a year.

The scientists wrote that if the rule were tightened to nine micrograms per cubic meter, annual deaths would fall by about 27 percent, or 12,150 people a year.

After the publication of that report, numerous industries, including oil and coal companies, automakers and chemical manufacturers, urged the Trump administration to disregard the findings and not tighten the rule

eventually, the chemical compounds used for this cooling cannot help leaking from coils and holding tanks as machines age and are discarded. Upon release, they form persistent greenhouse gases — meaning refrigeration as a practice makes an outsize contribution to global warming.

our world before the adoption of institutional air-conditioning was cooler overall.

He describes how the history of cooling personal and professional spaces is entwined with the history of racism and the institution of slavery. Before mechanical coolers were invented, enslaved children living in intemperate climes were forced to fan their oppressors for long hours, or to move air across containers of water in an effort to cool whole parlors and palaces. “One life was comforted at the expense of another,” Wilson writes with powerful simplicity.

Today, he explains, the global socioeconomic gap between those who can effectively cool their surroundings and those who cannot is widening rapidly.

But what does it really mean to be comfortable? Is it merely the absence of discomfort, or is it something more? Is it a bodily experience or an emotional state?

Wilson invites the reader into deep existential discussions by invoking broad themes of culture and philosophy — an unusual and delightful trait for a book on climate change.

Wilson notes that racism, misogyny and poverty have been vigorously acknowledged in the media recently and are beginning to be addressed at scales both large and small, and he contrasts this with how his friends and colleagues are simply “waiting for the topic to pass” whenever he brings up climate change

Wilson dares to state plainly that lasting climate solutions hinge on our capacity to redefine what makes our lives meaningful, not on new technologies or better products.

“That’s what leads to Greenwood being called the Black Wall Street. It had restaurants and furriers and jewelry stores and hotels,” John W. Franklin explains, “and the white mobs looted the homes and businesses before they set fire to the community. For years black women would see white women walking down the street in their jewelry and snatch it off.”

More than 35 blocks were destroyed, along with more than 1,200 homes, and some 300 people died, mostly blacks. The National Guard was called out after the governor declared martial law, and imprisoned all blacks that were not already in jail. More than 6,000 people were held, according to the Tulsa Historical Society and Museum, some for as long as eight days.

“It was the frustration of poor whites not knowing what to do with a successful black community, and in coalition with the city government were given permission to do what they did.”

“Then whites were deputized and handed weapons, the shooting starts and then it gets out of hand,” Franklin says. “It went on for two days until the entire black community is burned down.”

As in other places, the Tulsa race riot started with newspaper reports that a black man had assaulted a white elevator operator. He was arrested, and Franklin says black World War I vets rushed to the courthouse to prevent a lynching.

“(Survivors) talk about how the city was shut down in the riot,” Gardullo says. “They shut down the phone systems, the railway. . . . They wouldn’t let the Red Cross in. There was complicity between the city government and the mob. It was mob rule for two days, and the result was the complete devastation of the community.”

Franklin says he has issues with the words often used to describe the attack that decimated the black community. “The term riot is contentious, because it assumes that black people started the violence, as they were accused of doing by whites,” Franklin says. “We increasingly use the term massacre, or I use the European term, pogrom.”

authors on the new paper, ran a pilot study in another group of volunteers under similar conditions in 2009: After just two days of bunking up, about 8 percent of the recipients were infected.

In this new experiment, the researchers doubled the number of days the study participants were allowed to mingle. But they found only one new case of flu among the 75 volunteers who hadn’t been intentionally dosed with the virus — an infection rate of just 1.3 percent.

The biggest difference between the two experiments, Dr. Milton said, was their backdrop. In its first iteration, the study took place in poorly ventilated hotel rooms; in its second, the researchers housed their participants in a research facility with much improved air flow. In the new study, “we had at least seven times more ventilation per person,”

“We’ve been studying the flu for 102 years and still don’t know for sure how it’s transmitted,”

While good ventilation can dilute aerosols, it is far less effective against droplets, which are much wider and heavier

Part of the problem is the continuum on which aerosols and droplets exist. Though they go by different names, the two categories really belong to the same group: globs of fluid that come in varying sizes. Blobs less than five micrometers in diameter are termed aerosols, which can exit the airway at the slightest breath and waft away; anything larger is a droplet, hefty enough to fall to the ground within a few feet of its source. The boundary between them is somewhat arbitrary, though generally speaking, the smaller the particle, the farther it travels.

When people expel fluid from their airway, it tends to manifest in a mixture, some bigger, some smaller and everything in between,

Even after they exit an individual, these fluidic blobs remain dynamic. Large droplets, for instance, can disperse or evaporate into little aerosols in midair. Others might scatter onto a surface or a hand, lingering for minutes or hours before encountering someone new. And the rates at which all these events occur can shift, depending on the force with which someone, maybe a loud talker, expels these droplets or the amount of air flow in an area,

“The reality is that there is a continuum of aerosols.”

“If you’re doing that on top of relaxed restrictions, then you have the recipe for transmission.”

states experiencing the hottest weather in recent weeks—Arizona, Florida, Texas and Louisiana—have seen the biggest increase in cases.

The Royal Aeronautical Society, which held the high-powered conference in London on “future combat air and space capabilities” where Hamilton spoke, described his presentation as “seemingly plucked from a science fiction thriller.”

Hamilton, a fighter test-pilot involved in developing autonomous systems such as robot F-16 jets, said that the AI-piloted drone went rogue during a simulated mission to destroy enemy surface-to-air missiles (SAMs).

“We were training it in simulation to identify and target a SAM threat. And then the operator would say, ‘Yes, kill that threat’,” Hamilton told the gathering of senior officials from western air forces and aeronautics companies last month.

“The system started realising that, while they did identify the threat, at times the human operator would tell it not to kill that threat, but it got its points by killing that threat. So what did it do? It killed the operator. It killed the operator because that person was keeping it from accomplishing its objective.”

According to a blog post on the Royal Aeronautical Society website, Hamilton added: “We trained the system — ‘Hey don’t kill the operator – that’s bad. You’re gonna lose points if you do that.’ So what does it start doing? It starts destroying the communication tower that the operator uses to communicate with the drone to stop it from killing the target.”

The Royal Society bloggers wrote: “This example, seemingly plucked from a science fiction thriller, means that ‘You can’t have a conversation about artificial intelligence, intelligence, machine learning, autonomy if you’re not going to talk about ethics and AI,’ said Hamilton.”

"China has really been at the forefront of success in conversion of all vehicles to electric vehicles, especially buses," says Heather Thompson, chief executive officer of the Institute for Transportation and Development Policy (ITDP), a non-profit focusing on sustainable transport solutions. "The rest of the world is trying to do the same, but I think China is really out ahead."

At the time of China's 2001 entry into the World Trade Organisation, the international automotive industry was dominated by European, US and Japanese brands. These companies had spent decades perfecting internal combustion engine technology. To compete, Beijing decided to find a new track for its auto industry: making cars that did not use conventional engines.

That same year, the central government launched the so-called "863 plan" for EV research and development. There were numerous practical challenges, however, in the way of mass electrification. Not many manufacturers were making new energy vehicles, buyers were few and there was a lack of charging infrastructure in existence. The answer? Buses.

"The Chinese government adopted a very smart strategy," says Liu Daizong, ITDP's East Asia director. "They realised quite early on that they should drive [the EV industry] through electric buses," he notes, since their public service status meant Beijing "could have a strong hand on their electrification".

"Bus routes were fixed. This means when an electric bus finished a round, it could return to the depot to recharge," explains Xue Lulu, a mobility manager at the World Resources Institute (WRI) China. The typical daily mileage of a Chinese bus ­– 200km (120 miles) – was a realistic range for battery makers to meet.

The following year, the country began its large-scale rollout of new energy buses, with the "Ten Cities and Thousand Vehicles" programme. Over three years, the programme aimed to provide 10 cities with financial subsidies to promote 1,000 public-sector new energy vehicles in each, annually. Its goal was to have 10% new energy vehicles in the country by the end of 2012.

Strong policy support from both central and regional governments "gave manufacturers confidence in setting up production lines and stepping up research efforts," says Liu.

Together, these strong and consistent government signals encouraged Chinese manufacturers to expand their EV production capacity, bring down costs and improve their technologies. One such company was Build Your Dream, better known as BYD. The Shenzhen-based firm, the world's largest EV maker in 2022, ballooned its business a decade before by supplying electric buses and taxis for China's EV pilot cities.

"Back then, most buses used diesel, which was a main source of nitrogen oxides (NOx) emissions," says Xue, referring to the air pollution that smothered Beijing and other Chinese cities in the early 2010s. Yet in 2013, a new plan from central government cited tackling air pollution as one of the reasons for rolling out EVs.

This addition proved to be critical: it not only connected EV uptake with people's health, it also indirectly tied the e-bus campaign to local officials' political performance, as the central government would soon hand air-quality targets to all provinces.

The years 2013 and 2014 proved to be important for China's EV push. For the first time, the central government made EV purchase subsidies available to individual consumers, not just the public sector, opening the floodgate to private ownership. Additionally, it offered discounted electricity tariffs to bus operators to make sure the cost of running electric buses would be "significantly lower than" that of their oil or gas-powered equivalents.

The new economic push, plus local government's determination to battle air pollution, generated great enthusiasm for e-buses. By the end of 2015, the number of EV pilot cities rocketed from 25 to 88. In the same year, the central government set a target of 200,000 new energy buses on the road by 2020 and announced a plan to phase out its subsidies for fossil-fuel-powered buses.

To further stimulate the market, many cities devised various local policies on top of national incentives. For example, Shenzhen, a southern city with a population of more than 17 million, encouraged government agencies to work with private companies to create a full range of renting mechanisms for bus operators

Different cities' bus operators also designed different charging strategies. "Buses in Shenzhen had bigger batteries, so they normally charged overnight," says Xue, of WRI China. Between 2016 and 2020, Shanghai, another electric bus hub, subsidised the electricity e-buses used -- regardless of the hours of the day -- to give them more flexibility in charging.

Generous financial support did lead to problems. In 2016, an EV subsidy fraud shook China, with some bus operators found to have exaggerated the number of e-buses they had purchased. So that same year Beijing shifted its EV subsidy rules so bus operators could only receive financial support when a bus's mileage reached 30,000km (19,000 miles).

one year later, the government announced the so-called "dual-credit" policy. This allowed new energy vehicle makers to rake up credits which they could sell for cash to those needing to offset "negative credits" generated from making conventional cars.

it wasn't only China's buses that had benefitted.China's e-bus campaign helped create a big and stable market for its wider EV industry, brought down the costs and created economies of scale. In 2009, the year the e-bus campaign was rolled out, the total number of new energy vehicles sold stood at 2,300; by 2022, it was 6.9 million, analysis by Huang Zheng,

By 2022, the country had also built the world's largest EV charging network, with 1.8 million public charging stations – or two-thirds of the global total – and 3.4 million private equivalents. This means that on average, there is one charging pillar for every 2.5 of China's 13.1 million new energy vehicles.

Cold weather is a problem, too, as it can make a battery's charging time longer and its range shorter. The reason China has not achieved 100% electrification for its buses is its northern regions, which have harsh winters, says Xue.

To make e-buses truly "green", they should also be charged with renewable power, Wang says. But last year coal power still accounted for 58.4% of China's energy mix, according to the China Electricity Council, a trade body..

Globally, however, China is now in a league of its own in uptake of e-buses. By 2018, about 421,000 of the world's 425,000 electric buses were located in China; Europe had about 2,250 and the US owned around 300. A

But earlier this year, the European Commission announced a zero-emission target for all new city buses by 2030. And some countries are increasing their overall funding for the transition.

In 2020, the European Commission approved Germany's plan to double its aid for e-buses to €650m (£558m/$707m), then again in 2021 to €1.25 billion euros (£1.07m/$1.3bn). And the UK, which last year had the largest electric bus fleet in Europe with 2,226 pure electric and hybrid buses, has announced another £129m ($164m) to help bus operators buy zero-emissions fleets.

Countries have thus responded to China's manufacturing lead in divergent ways. "While the US has opted for a more competitive angle by fostering its own e-bus production, regions like Latin America are more open to trade with China due to a more friendly trading setup through [China's] Belt and Road Initiative,"

In order to avoid direct competition from Chinese manufacturers, the US has come up with a "school-bus strategy", says Liu. The Chinese don't make the iconic yellow vehicles, so this could ignite American e-bus manufacturing and create a local industry chain, he suggests. Backed by the US Environmental Protection Agency's $5bn (£3.9bn) Clean School Bus Programme, the national effort has so far committed to providing 5,982 buses.

In contrast, many Latin American cities, such as the Colombian capital of Bogota and the Chilean capital of Santiago, are greening their traditional bus sectors with the help of Chinese manufacturers, who are the largest providers to the region. In 2020, Chile became the country that had the most Chinese e-buses outside of China, and this year Santiago's public transport operator announced it has ordered 1,022 e-buses from Beijing-based Foton Motor, the biggest overseas deal the firm had received.

Chinese manufacturers are likely to receive a lot more orders from Chile and its neighbours in this decade. According to latest research by the global C40 Cities network, the number of electric buses in 32 Latin American cities is expected to increase by more than seven times by 2030, representing an investment opportunity of over $11.3bn (£8.9bn)

In June 2023, BloombergNEF forecast half of the world's buses to be entirely battery-powered by 2032, a decade ahead of cars. And by 2026, 36% and 24% of municipal bus sales in Europe and the US, respectively, are expected to be EVs as they begin to catch up with China

To meet the global climate goals set by the Paris Agreement, simply switching the world's existing bus fleets might not be enough. According to ITDP, the cumulative greenhouse gas emissions from urban passenger transport globally must stay below the equivalent of 66 gigatonnes CO2 between 2020 and 2050 for the world to meet the 1.5C temperature goal. This emissions limit will only be possible when the world not only adopts electric buses, but goes through a broader shift away from private transport

"We can't just focus on [replacing] the buses that exist, we need to actually get many, many more buses on the streets," Thompson adds. She and her team estimate that the world would need about 10 million more buses through 2030, and 46 million more buses cumulatively through 2050, to make public transport good enough to have a shot at achieving the Paris Agreement. And all those buses will need to be electric.

In China therefore, even though EVs are being sold faster than ever, its central government has instructed cities to encourage public transport use, as well as walking and riding bikes.

In Wang's hometown, meanwhile, which has just over three million residents, the local government has gone one step further and made all bus rides free. All citizens need to do is to swipe an app, with no charge, to get onto the bus. "My aunt loves taking buses now," says Wang. "She says it is so convenient."

The study, published in the journal Nature, also showed that the birds timed their wing beats.

But as the air squeezes around the outside of the wings, it creates upwash at the wingtip

This was possible thanks to a unique conservation project by the Waldarappteam in Austria, which has raised flocks of northern bald ibises and trained them to migrate behind a microlight.

The aim of this unusual project is to bring the northern bald ibis back to Europe; the birds were wiped out by hunting, so the team is retraining the birds to navigate a migration route that has now been lost.

It revealed that birds' heart rates went down when they were flying together in V.

"This can give a bit of a free ride for the bird that's following," said Dr Portugal. "So the other bird wants to put its own wingtip in the upwash from the bird in front."

The other really surprising result, the researchers said, was that the birds also "timed their wing beats perfectly to match the good air off the bird in front".

"Each bird [kept] its wingtip in the upwash throughout the flap cycle," Dr Portugal explained.

Just as the birds save energy by gaining lift from other birds, many companies that are developing unmanned aerial vehicles, or UAVs, are looking to copy the energy-efficient V formation.

But for scientists, it is the insight into a remarkable natural phenomenon that is truly exciting.

Dr Portugal added: "What these birds are able to do is amazing.

"They're able to sense what's going on from the bird in front, where this good air is coming from and how to position themselves perfectly in it. "So from a sensory point of view, it's really incredible."

Many vaccines contain traces of the formaldehyde used to inactivate viruses, and this can be alarming to those of us who associate formaldehyde with dead frogs in glass jars. Large concentrations are indeed toxic, but formaldehyde is a product of our bodies, essential to our metabolism, and the amount of formaldehyde already circulating in our systems is considerably greater than the amount we receive through vaccination.

As for mercury, a child will almost certainly get more mercury exposure from her immediate environment than from vaccination. This is true, too, of the aluminum that is often used as an adjuvant in vaccines to intensify the immune response.

Our breast milk, it turns out, is as polluted as our environment at large. Laboratory analysis of breast milk has detected paint thinners, dry-cleaning fluids, flame retardants, pesticides, and rocket fuel. “Most of these chemicals are found in microscopic amounts,” the journalist Florence Williams notes, “but if human milk were sold at the local Piggly Wiggly, some stock would exceed federal food-safety levels for DDT residues and PCBs.”

fear of toxicity strikes me as an old anxiety with a new name. Where the word filth once suggested, with its moralist air, the evils of the flesh, the word toxic now condemns the chemical evils of our industrial world.

like filth theory, toxicity theory is anchored in legitimate dangers

the way we think about toxicity bears some resemblance to the way we once thought about filth. Both theories allow their subscribers to maintain a sense of control over their own health by pursuing personal purity. For the filth theorist, this means a retreat into the home, where heavy curtains and shutters might seal out the smell of the poor and their problems. Our version of this shuttering is now achieved through the purchase of purified water, air purifiers, and food produced with the promise of purity.

Purity, especially bodily purity, is the seemingly innocent concept behind a number of the most sinister social actions of the past century.

We can thank our lucky stars that foresighted Americans, starting around 1970, built the institutions to protect our air and water. Next time you hear someone beat up on the E.P.A., send them to Harbin for a week.

— “to assert environmental interests at least as strongly as economic interests,” said Harvey. That requires assigning real value, and giving real institutional power and weight, to those in the system who believe that it is just as important to protect the commons — air, water, land, food safety — as it is to grow the commons, that it is just as important to have decent ingredients in the pie as it is to grow the pie.

China is a one-party system with multiple, competing interests inside. More enlightened party leaders in Beijing may declare, “We have to clean this up,” but they still have to get the local bosses — whose bonuses depend largely on generating economic growth

China needs to carve our own unique way to a thriving life and stable community — a path that is a sustainable path. If we don’t do this soon, we will end up with a China Nightmare. And there’s no escaping that a China Nightmare is a global nightmare.”

“It was an accident and happened in combat conditions, the pilot just confused the planes.”

The Ukraine government claims none of its jets were in the air when the flight went down yet the Russian government released radar data proving otherwise. Russia has since been accused of faking the pictures.

Earlier this week, the Russian maker of the Buk air defence missile system concluded the flight was downed by an older version of the BUK-M1 system, which is no longer in service with the Russian military but is used within Ukrainian arsenals.