Friday, May 17, 2024

Modi’s anti-Muslim rhetoric taps into Hindu replacement fears that trace back to colonial India

Archana Venkatesh,
 Clemson University
 THE CONVERSATION
Fri, May 17, 2024 

Indian Prime Minister Narendra Modi is popular but divisive. Ritesh Shukla/Getty Images


The world’s largest election is currently under way in India, with more than 960 million people registered to vote over a period of six weeks. Spearheading the campaign for his Bharatiya Janata Party, incumbent Prime Minister Narendra Modi is spending that time crisscrossing the country, delivering a message he hopes will result in a landslide victory for the Hindu nationalist party.

He is a popular figure but also a divisive one. Modi’s speeches are drawing heat for their anti-Muslim rhetoric. At a campaign rally on April 21, 2024, he referred to Muslims as “infiltrators.”

He later doubled down on these remarks, suggesting that if India’s largest opposition party, the Indian National Congress, came to power, the wealth of Hindus would be snatched and given to communities that “have too many children,” a seemingly lightly veiled reference to Indian Muslims.


Such language represents a fear that Modi and the BJP have stoked many times before: that Muslims will become a numerical threat to India’s Hindu-majority population.

Modi has since claimed that he did not explicitly target Muslims in his speech, but his words – widely recorded and disseminated – have certainly been taken that way.

To some onlookers, the rhetoric is an indication that not all is well in the BJP campaign as it seeks to secure a two-thirds supermajority in Parliament. By appealing to the party’s Hindu base, the argument goes, Modi is trying to counter voter apathy in the face of high youth unemployment and rising economic inequality.

As a historian of public health in India, I believe it is important to shed light on the specific origins of anti-Muslim rhetoric and how it fits long-standing fears of Muslim population growth and the erosion of the Hindu majority in India.
Fears of a Muslim takeover

Demographic fears in India are tied to political and administrative representation and have been since the days of British colonialism.

In 1919, the British granted Indians limited franchise; Indian legislators were allowed to create policy in certain fields, such as health care and education, but not on law and order.

After the 1931 census, Indian leaders – mostly Hindus, but also some Muslims – and British officials began to express concern about the seemingly rapid rate of population growth in India, which at the time was increasing by over 1% annually.

These leaders, in common with similar efforts around the globe, began to push new birth control methods toward Indian women.

But to successfully induce large numbers of women to embrace family planning practices, colonial officials and Indian administrators had to contend with the fact that Indians of all religions were suspicious of birth control propaganda.

These suspicions stemmed from cultural practices shared by both Hindu and Muslim communities that informed women’s status in society, including child marriage, the seclusion of women and polygamy.

Policies that tried to interfere with the traditional lives of Indian women, including birth control, were widely considered harmful instances of colonial control.
Role of British colonizers

While the British used these cultural practices and suspicions to suggest that all Indians were responsible for rapid population growth and associated poverty and hunger, Hindu nationalist groups created a different narrative. These fringe groups, which emerged as a political force in the 1930s, popularized the idea that practices encouraging population growth were particularly prevalent among the Muslim population.

At the same time, there were growing tensions between the Indian National Congress party and the Muslim League, which was founded in 1906 but began to demand a separate homeland for Indian Muslims in the late 1930s.

Divisions existed in Indian society prior to British rule. By classifying Indians into categories based on caste and religion, however, British colonial rulers made these identities and divisions more rigid, pitting various communities against one another.

Communal tensions allowed the British to uphold the idea that without the control and surveillance of colonial rule, Indians were incapable of self-government and liberal democracy.

Though the British left the new nation-states of India and Pakistan in 1947, increasing Hindu-Muslim tensions after partition continued to inform family planning propaganda in independent India.

Hindu nationalists had expected the creation of a single nation with Hindu majority rule. As such, they saw the creation of Pakistan – a homeland and nation-state for South Asian Muslims – as a massive failure of the Indian freedom movement and a loss for India.

Additionally, post-partition leadership and administrators in India were for the most part drawn from Hindu men and some women, since the majority of educated and elite Muslim classes ended up in Pakistan.

As a result, colonial-era perceptions of Muslims continued to inform the way Indian policymakers and administrators created and implemented health care and education policy. In particular, preexisting perceptions of Muslim hyperfertility in Indian policymakers’ minds became more deeply entrenched with partition.
Population control programs

As India launched its first major population control program in 1951, administrators at all levels of governance assumed that uptake of birth control would be lower in Muslim communities than Hindu communities.

In actuality, the factors that influenced the rate of uptake of IUDs, oral contraceptives and tubectomies in postindependence India were governed more by geography – whether women lived in rural or urban areas, and were from the country’s north or south – and class status.

Since 1951, population control has been one of the major goals of Indian policymaking as part of a program to reduce poverty and improve public health. But the continued assumption that Indian Muslims are unwilling to participate in population control practices has led to the public perception of Islam as “superstitious” or “backward.”

Research has shown that Indian Muslim communities across the nation have felt the effects of this stereotyping, especially in northern India. Muslims reported being disproportionately targeted by population control initiatives. These concerns among the Muslim community intensified with the aggressive forced sterilization program carried out by the Indian state under Prime Minister Indira Gandhi in the 1970s.
Using religion for politics

Modi’s party, the BJP, was formed in 1980 but failed to win significant elections until the 1990s.

Several people on top of the 16th century Babri Mosque five hours before the structure was completely demolished in December 1992. Douglas E. Curran/AFP via Getty Images

The main focus of their organizing in the 1980s and 1990s was to demand the demolition of a mosque commissioned by Mughal emperor Babur in Ayodhya, traditionally regarded as the birthplace of Hindu deity Rama.

In tandem with this campaign, the BJP promoted fears of Muslim demographic dominance in India, tying demands for “taking back” the land on which the Babri Masjid was built with fears of a Muslim majority.

But such fears are unfounded. Despite the Muslim minority growing from 11% in the mid-1980s to 14% today, their representation in Parliament has actually declined, from 9% in the mid-1980s to 5% today.

Since the BJP came to power in India in 2014, party leaders have relied on the historic fears of imagined Muslim population growth to help them win successive elections at the state and national level and pass legislation such as the Citizenship Amendment Act, which discriminates against Muslims. BJP leaders have accused Muslim men of forcibly converting Hindu women to Islam through “love jihad,” a conspiracy theory that Muslim men deceptively seduce Hindu women to increase their demographic strength.

Modi’s latest statement referring to “those who have too many children” is the latest iteration of a long history of Hindu demographic fears – and has proven to be a lasting one.

This article is republished from The Conversation, a nonprofit, independent news organization bringing you facts and trustworthy analysis to help you make sense of our complex world. It was written by: Archana Venkatesh, Clemson University

U.S. Justice Department formally moves to reclassify marijuana as a less dangerous drug in historic shift

LINDSAY WHITEHURST
Updated Thu, May 16, 2024 


WASHINGTON (AP) — The Justice Department on Thursday formally moved to reclassify marijuana as a less dangerous drug, a historic shift in generations of U.S. drug policy.

A proposed rule sent to the federal register recognizes the medical uses of cannabis and acknowledges it has less potential for abuse than some of the nation’s most dangerous drugs. The plan approved by Attorney General Merrick Garland would not legalize marijuana outright for recreational use.

The Drug Enforcement Administration will next take public comment on the proposal in a potentially lengthy process. If approved, the rule would move marijuana away from its current classification as a Schedule I drug, alongside heroin and LSD. Pot would instead be a Schedule III substance, alongside ketamine and some anabolic steroids.

The move comes after a recommendation from the federal Health and Human Services Department, which launched a review of the drug’s status at the urging of President Joe Biden in 2022.

Biden also has moved to pardon thousands of people convicted federally of simple possession of marijuana and has called on governors and local leaders to take similar steps to erase convictions.

“This is monumental,” Biden said in a video statement, calling it an important move toward reversing longstanding inequities. “Far too many lives have been upended because of a failed approach to marijuana, and I’m committed to righting those wrongs. You have my word on it.”

The election year announcement could help Biden, a Democrat, boost flagging support, particularly among younger voters.

The notice kicks off a 60-day comment period followed by a possible review from an administrative judge, which could be a drawn-out process.

Biden and a growing number of lawmakers from both major political parties have been pushing for the DEA decision as marijuana has become increasingly decriminalized and accepted, particularly by younger people. Some argue that rescheduling doesn’t go far enough and marijuana should instead be treated the way alcohol is.

Democratic Senate Majority Leader Sen. Chuck Schumer of New York applauded the change and called for additional steps toward legalization.

The U.S. Cannabis Council, a trade group, said the switch would “signal a tectonic shift away from the failed policies of the last 50 years.”

The Justice Department said that available data reviewed by HHS shows that while marijuana "is associated with a high prevalence of abuse,” that potential is more in line with other Schedule III substances, according to the proposed rule.

The HHS recommendations are binding until the draft rule is submitted, and Garland agreed with it for the purposes of starting the process.

Still, the DEA has not yet formed its own determination as to where marijuana should be scheduled, and it expects to learn more during the rulemaking process, the document states.

Some critics argue the DEA shouldn’t change course on marijuana, saying rescheduling isn’t necessary and could lead to harmful side effects.

Dr. Kevin Sabet, a former White House drug policy adviser now with the group Smart Approaches to Marijuana, said there isn’t enough data to support moving pot to Schedule III. “As we’ve maintained throughout this process, it’s become undeniable that politics, not science, is driving this decision and has been since the very beginning,” Sabet said.

The immediate effect of rescheduling on the nation’s criminal justice system is expected to be muted. Federal prosecutions for simple possession have been fairly rare in recent years.

Schedule III drugs are still controlled substances and subject to rules and regulations, and people who traffic in them without permission could still face federal criminal prosecution.

Federal drug policy has lagged behind many states in recent years, with 38 states having already legalized medical marijuana and 24 legalizing its recreational use. That’s helped fuel fast growth in the marijuana industry, with an estimated worth of nearly $30 billion.

Easing federal regulations could reduce the tax burden that can be 70% or more for marijuana businesses, according to industry groups. It also could make it easier to research marijuana, since it’s very difficult to conduct authorized clinical studies on Schedule I substances.

___

Associated Press writers Zeke Miller in Washington and Joshua Goodman in Miami contributed to this report.

___

Follow the AP's coverage of marijuana at https://apnews.com/hub/marijuana.





DEA Moves To Reclassify Marijuana as a Schedule III Drug

C.J. Ciaramella
Thu, May 16, 2024

The Justice Department formally, finally, proposed to stop lying about marijuana today after decades of insisting the drug is comparable to heroin and ecstasy—and more dangerous than cocaine and methamphetamine.

The Drug Enforcement Administration (DEA), in a proposed rule sent to the Federal Register, moved to change marijuana's status from a Schedule I drug under the Controlled Substances Act—considered by the government to be highly abuse-prone drugs with no medical value—to a Schedule III drug. Recreational marijuana possession and use would remain illegal under federal law, and any new cannabis-based medications would still require approval from the Food and Drug Administration.

President Joe Biden directed the Justice Department and the Department of Health and Human Services (HHS) in 2022 to review marijuana's status as a Schedule I drug. In 2023, HHS recommended that marijuana be moved to Schedule III, which includes drugs with a medium risk of abuse and accepted medical use.

On the campaign trail in 2020, Biden promised to "decriminalize the use of cannabis," but despite lamenting the injustices of marijuana convictions and the barriers they create, and despite the continuing collapse of public support for marijuana prohibition, Biden still opposes full-scale legalization. Instead, his administration has focused on mass pardons and other measures that largely leave those injustices in place.

As Reason's Jacob Sullum wrote earlier this month, after news of the impending proposal first broke, rescheduling marijuana may allow for more medical research and be a good election-year talking point for Biden, but it won't end the continuing federal prohibition of cannabis:



Rescheduling marijuana will not resolve the conflict between the CSA and the laws of the 38 states that recognize cannabis as a medicine, 24 of which also allow recreational use. State-licensed marijuana businesses will remain criminal enterprises under federal law, exposing them to the risk of prosecution and forfeiture. While an annually renewed spending rider protects medical marijuana suppliers from those risks, prosecutorial discretion is the only thing that protects businesses serving the recreational market.

Even if they have state licenses, marijuana suppliers will be in the same legal position as anyone who sells a Schedule III drug without federal permission. Unauthorized distribution is punishable by up to 10 years in prison for a first offense and up to 20 years for subsequent offenses. That is less severe than the current federal penalties for growing or distributing marijuana, which include five-year, 10-year, and 20-year mandatory minimum sentences, depending on the number of plants or amount of marijuana. But distributing cannabis, with or without state permission, will remain a felony.

But even getting the DEA to acknowledge that marijuana is not a drug on par with LSD and heroin is a victory of sorts.

In 2012, Barack Obama's head of the DEA, Michele Leonhart, refused to say whether drugs like crack cocaine and heroin were worse than marijuana, only offering the weak response that "all illegal drugs are bad."

Chuck Rosenberg, who followed Leonhart as head of the DEA, also equivocated when asked the same question in 2015: "If you want me to say that marijuana's not dangerous, I'm not going to say that because I think it is," Rosenberg said on a conference call with reporters. "Do I think it's as dangerous as heroin? Probably not. I'm not an expert."

Rosenberg clarified his statements a week later, saying, "Heroin is clearly more dangerous than marijuana."

Still, the federal government decided to keep embarrassing itself for nearly another decade before moving to drop marijuana from Schedule I.

The DEA's rescheduling proposal will now go through a public comment period.

The post DEA Moves To Reclassify Marijuana as a Schedule III Drug appeared first on Reason.com.
China's BYD just unleashed a hybrid pickup truck that has no rival in America — see the Shark

A BYD SharkBYD

OMG! IT LOOKS LIKE A TRUCK

Benjamin Zhang
Wed, May 15, 2024 


China's BYD Auto launched its all-new Shark plug-in hybrid pickup truck in Mexico on Tuesday.


The BYD Shark's hybrid drive system puts out 430 horsepower and has 62 miles of all-electric range.


The Shark starts at $54,000 in Mexico but is not for sale in the US.


BYD introduced its new Shark plug-in hybrid pickup truck in Mexico on Tuesday. It's the company's first truck and the first product launched outside its home market, China.

Mexico is growing in importance for BYD's global strategy as it aims to gain a foothold in North America — even as the company has made clear in recent months that it does not plan to enter the US market any time soon.

As a result, the Shark will not be available in the US but will go on sale in Mexico with a starting price of roughly $54,000 USD, or 899,980 pesos.

Therefore, the midsize Shark hybrid will be aimed squarely at major global players like the Toyota Hilux and Nissan Navarra.

In the US, the BYD Shark would have competed against midsize pickup stalwarts like the Toyota Tacoma, Chevrolet Colorado, Nissan Frontier, and Ford Ranger.

However, there are no plug-in hybrid midsize pickup trucks on sale in the US. The Tacoma does offer a hybrid but does not have the ability to be plugged in.

The Shark is built on BYD's Super Hybrid Off-road Platform.

The BYD Shark's hybrid system.BYD

The BYD Sharks' power comes from a longitudinally mounted 1.5-liter, turbocharged four-cylinder engine and two electric drive motors. Together, they produce a total system output of 430hp.

According to BYD, the Shark can make the run from 0-62 mph in just 5.7 seconds

As a result of the hybrid system, the Shark does not have a traditional mechanical all-wheel-drive system.

Instead, it sends power to the rear axle via an electric drive motor.

The Shark comes with a 29.6 kWh battery pack.

A BYD Shark hybrid pickup truck.BYD

According to BYD, the Shark has an all-electric range of 62 miles. The company also claims the pickup has a maximum combined range of 522 miles with the battery fully charged and a full tank of gas.

According to BYD, the Shark can tow up to 2,500 kg or 5,512 lbs.

A BYD Shark hybrid pickup truck.BYD

Don't expect to do much towing with just the battery, though.

Aesthetically, the Shark's aggressive looks are the work of BYD's design team led by Wolfgang Egger.

A BYD Shark doing a product demonstration drive at the launch event.BYD

According to BYD, Egger, the former chief designer at Audi and Alfa Romeo, sought inspiration from the aquatic predator for which the truck is named. In fact, the front grille was inspired by the open mouth of a shark.

At 215 inches in length, the Shark is a few inches longer than the Ford Ranger SuperCrew and the standard-wheelbase Nissan Frontier. However, it's about a foot shorter than the extended-length versions of the Frontier and the long-bed Toyota Tacoma.

Inside, the Shark's cabin is highlighted by a head-up display, a 10.25 LCD digital instrument display, and an impressive 12.8-inch central infotainment screen.

The BYD Shark's cabin.BYD

The 12.8-inch screen can change orientation from portrait and landscape. It's also equipped with Apple CarPlay and Android Auto as well as built-in apps for navigation, karaoke and music streaming.

The Shark is also equipped with a 540-degree panoramic view camera.

The BYD Shark's 12.8-inch infotainment screenBYD

BYD's 540-degree panoramic camera system is a 360-degree camera coupled with a 180-degree undercarriage view camera. The undercarriage camera is designed to help drivers get a better view of the terrain while offroading.

The Shark comes with a suite of advanced safety features, including adaptive cruise control, lane keep assist, and automatic emergency braking.

Like Tesla's Cybertruck, the Shark's features can be controlled via smartphone which can also serve as a key.

The BYD Shark's digital keyBYD

Tesla has long pioneered the use of its mobile app as an NFC key for vehicles.

The Shark's hybrid system can be used to power campsites or worksites.

The BYD Shark hybrid powers a video projector.BYD

Most electric trucks these days are rife with electrical outlets for the job site or campsite.



The incredible rise of Chinese Tesla rival BYD, which just unveiled a Cybertruck competitor


Camilo Fonseca,Ana Altchek
Wed, May 15, 2024 

The Seal U is one of BYD's latest electric-vehicle offerings.Anusak Laowilas/NurPhoto via Getty Images

The Chinese automaker BYD briefly eclipsed Tesla as the world's top seller of electric vehicles.


Even though it doesn't have access to the US market, BYD's affordable EVs are popular in China.


Here's how a little-known Chinese brand proved it could go toe-to-toe with an industry giant.

BYD may not be a household name in America, but it recently made itself known in a big way.

For a brief moment earlier this year, the Chinese automaker unseated Tesla as the world's top seller of electric cars.

Even though you won't see a BYD car in America (yet), the company has built an affordable brand that's popular in China and elsewhere.
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It also just announced a Cybertruck competitor, the BYD Shark.

Here's the story of the company that proved it could outsell Elon Musk.

BYD doesn't stand for anything — officially.

The BYD nameplate is associated with the slogan "Build Your Dreams," but that came after the company was formed.picture alliance

Wang Chuanfu and a cousin founded BYD in 1995. Then a 29-year-old government researcher, Wang came from a family of rice farmers. He earned a university scholarship and eventually moved to the Special Economic Zone in Shenzhen to start his new company.

The "YD" in the name came from Yadi, the village in Shenzhen where the company originally was, one South Korean newspaper reported. The "B" was added later as a promotional tool, the report said. Wang has said in interviews that, taken together, the BYD name doesn't stand for anything in particular.

It was only later that Wang derived the slogan "Build Your Dreams." The company has also acquired another nickname: "Bring Your Dollars."

The company was originally a cellphone-battery manufacturer.

Chinese Vice President Hu Jintao testing a Samsung cellphone in the 1990s. Samsung was one of BYD's earliest customers.Kim Jae-Hwang/AFP via Getty Images

The company's original business wasn't cars. It was cellphone batteries. BYD challenged the established Japanese suppliers Toyota and Sony by providing a cheaper alternative. By 2002, companies such as Motorola, Nokia, Sony Ericsson, and Samsung were all using BYD batteries.

They started making cars in 2003.

A BYD F3DM.Peter Parks/AFP via Getty Images

BYD moved into the car business after buying Xi'an Tsinchuan, a failing state-owned automaker that was then an arm of the defense contractor Norinco, the South China Morning Post reported.

The company launched its first car in 2005. The BYD F3 was a compact sedan that resembled the Toyota Corolla. It sold for as little as 40,000 yuan, or about $5,850.

Warren Buffett was a key early booster.

Wang Chuanfu welcomed the investors Charlie Munger, Warren Buffett, and Bill Gates to celebrate the launch of the BYD M6 in 2010.Visual China Group via Getty Images

The billionaire investor Warren Buffett was one of the high-profile names who took an interest in BYD early on. Looking to invest in China's booming car market, Buffett toured BYD's headquarters.

The Wall Street Journal reported that while the Berkshire Hathaway tycoon was there, Wang took a sip of battery fluid to prove how clean his batteries were. Buffett was so impressed by the experience that he offered to buy 25% of the company.

Wang declined that offer, but Buffett was not deterred. Berkshire Hathaway acquired a 10% stake in BYD — for $232 million — in 2008.

Their first electric car drew scorn from Elon Musk.

A BYD E6.Stan Honda/AFP via Getty Images

The company debuted its first fully electric vehicle, the E6, in 2010. Benefiting from Chinese government subsidies, it was able to compete with its Japanese counterparts.

But not everyone was impressed. Tesla CEO Elon Musk laughed in a 2011 interview when asked whether he considered BYD a serious rival to Tesla.

"Have you seen their car?" he said. "I don't think they make a good product. I don't think it's particularly attractive. The technology is not very strong."

BYD's hybrid cars turned it into a titan of Chinese automakers.

Chuanfu introduced the BYD Qin in 2012.AP Photo/Alexander F. Yuan

BYD established itself as one of the top automakers for hybrid vehicles in China in the 2010s. Its most popular offering was the Qin, introduced in 2012, which became one of the best-selling cars in China.

That wasn't the only offering that propelled BYD to prominence, however. The company also released the Tang, a hybrid SUV, and partnered with Daimler AG (now Mercedes-Benz) to make its Denza line.

BYD took the EV crown from Tesla — briefly.

A BYD Atto 3.Athit Perawongmetha/Reuters

Even though most of its sales in the fourth quarter of 2023 came from the Chinese market, BYD made headlines across the globe when it seemingly did the impossible — it unseated Tesla as the world's top seller of electric cars.

The Chinese automaker rode the EV wave on the back of its new Seagull, which debuted for 73,000 yuan, or about $10,000, as well as its Song, Qin Plus, Dolphin, Yuan Plus, and Han EVs.

Tesla reclaimed the crown in the first quarter of 2024, though both companies saw steep declines in their sales.

BYD's Shark takes aim at Tesla's Cybertruck

The BYD Shark is supposed to represent an actual shark, according to the launch event. BYD Auto México

The Shark, unveiled on Tuesday, is the latest model offered by BYD.

It's a midsize hybrid pickup truck, and the cabin's design fuses outdoor functionality with modern style and durability.

The truck has more than 430 horsepower, or 170 less than Tesla's all-wheel-drive Cybertruc. BYD says it can accelerate from zero to 100 kilometers an hour, or about 62 miles an hour, in roughly 5.7 seconds. The vehicle has five seats and a maximum towing capacity of 2,500 kilograms, which is just more than 5,500 pounds. That's about half of the Cybertruck's towing capability.

Designed for everyday trips and off-road driving, the Shark has three terrain modes: sand, mud, and snow.

It also has built-in features to make camping and off-roading more accessible. The vehicle offers bidirectional charging, according to BYD's site.

While the Shark isn't in direct competition with the Cybertruck as a hybrid model that doesn't sell in the US, it may entice EV fans looking for a more traditional pickup design. It's also priced competitively at about $53,451, which is lower than Cybertruck's $60,990 starting price tag.

Don't expect to see a BYD car on American roads anytime soon.

New BYD cars waiting to be loaded onto a ship in China's Shandong province.
Future Publishing

For a time, it looked as if we were just a few years away from getting Chinese electric cars in the United States. A BYD executive said as much in 2017, and the company even hired Leonardo DiCaprio as a brand ambassador for English-speaking customers.

Since then, BYD has expanded overseas. The Chinese automaker is planning a factory in Mexico — alarming US officials — and even created its own shipping fleet in a bid to cut down on export costs.

But the company says it has abandoned its plans of selling its EVs to Americans. Analysts have pointed to geopolitical tensions and trade barriers between the two countries, as well as the slumping demand for EVs in the United States.

Retired GM engineer sets out to prove hydrogen can power hot rods and keep the roar

Jamie L. LaReau, Detroit Free Press
Thu, May 16, 2024

Mike Copeland takes a sharp right onto Grand River Avenue in Brighton, shifts gears and punches the throttle of his cherry red 1948 Chevrolet pickup. It's a warm, sunny day in early May, and the 67-year-old Copeland flies down the road with the windows wide-open to let in the wild, warm wind and deafening roar of the 500-horsepower engine.

You'd swear you were in a gasoline-powered hot rod leaving a trail of exhaust fumes. But Copeland's ride is powered by hydrogen and oxygen, producing no carbon emissions from his tailpipe, only water that is so pure you could drink it.

"We've spent $1 million in developing a hydrogen tank and this engine," Copeland bellowed over the hum of the engine. "But we solved issues that others have not been able to solve."


The 3-kilogram hydrogen tank that powers a 1948 Chevrolet pickup that Mike Copeland debuted at the SEMA show in 2021. The vehicle has a 2014 supercharged 6.2-liter engine from a Cadillac CTS-V. Copeland of Arrington-Hydrogen in Brighton.


Copeland is CEO of Arrington-Hydrogen in Brighton. By "we" he means his team and his chief engineer, Al Butlin. Both Copeland and Butlin are retired engineers who worked together at General Motors. The issues they have solved center on getting extreme power from compressed hydrogen to propel internal combustion performance engines that haul butt. Most hydrogen-powered vehicles work best at steady and moderate speeds and require an extra boost from a backup engine for high acceleration.

Copeland's company debuted his hydrogen-powered red pickup in 2021 at the SEMA show in Las Vegas and then proved its speed the next year, racing it there. After that, Copeland started getting calls that have not stopped.

"I've got people all over the world reaching out to me," Copeland said. "Australia wants 1,000 cars done right now. They're building a carbon zero airport, and the cars would be at the airport for support. Right now, we're the only people who've run the carbon emissions test and have proof we're zero carbon."

Retired GM executive Mike Copeland at his Arrington Performance shop in Brighton on Wednesday, May 8, 2024. Inside the shop, Copeland and others develop hot rods that are fueled by hydrogen, including this 1948 Chevy 3100 pickup truck that gets 250 miles on one tank of hydrogen.

The testing, which the Free Press reviewed and verified, was completed at Roush Industries in Livonia. It showed the truck measured zero carbon and low nitrogen oxide levels. Nitrogen oxides are a family of poisonous, highly reactive gases that form when fuel or hydrogen is burned at high temperatures, according to the Environmental Protection Agency.

A history of ingenuity at GM

Copeland said he does not have a timeline for submitting his results to the EPA because he thinks he can get the numbers even lower. But by later next year, Copeland said he will be ready to start selling his hydrogen conversion kits to certified shops that will convert tens of thousands of gasoline-burning fleet vehicles to hydrogen to achieve zero emissions. It is a business he believes is "going to be massive."

Copeland's talent for finding new ways to do things stems from his 26 years working at GM, he said.

He started at GM in 1985 as a skilled trades employee who hand built prototypes in Cadillac's engineering division. Later, he worked at GM's former engineering and development center in Flint called Great Lakes Technology Assembly. There, he developed electrical systems in prototype cars.

“Everything we built was experimental and preproduction," said Copeland, who has a degree in mechanical engineering from Baker College in Owosso.

At GM, Copeland also worked on advanced vehicle integration, which means he helped build the initial suspension system, engine or architecture on a vehicle and then tested it. Starting in 2004, he was the project manager of GM Performance Division, a job he held until he retired in 2011.

Simultaneously, from 2004-11, he and his wife opened Diversified Automotive Creations in Brighton, a performance and off-road parts and accessories showroom they still own, where he knows many of his customers by name.

"How ya doin' Mark? You push that head gasket up?" Copeland asked a customer in early May as he helped carry out a box of parts.
Saving classic cars for a grandson

Copeland's use of hydrogen is not new. Many automakers, including Honda, Hyundai and Toyota have offered hydrogen fuel cell vehicles for sale in recent years. Toyota has been the most devoted to hydrogen and has sold about 14,300 hydrogen fuel cell Mirai sedans across two generations in the U.S. since 2015, according to Car and Driver, which noted Toyota had to substantially discount them at times to sell them.

Ford recently said it is doing a hydrogen pilot program with the Transit. In March, General Motors said it is starting a pilot program that demonstrates real-life applications of hydrogen fuel cells for fleet and commercial customers of medium-duty work trucks.

The difference between hydrogen fuel cell vehicles and hydrogen-burning ICE engines is in a fuel cell vehicle the hydrogen is burned as it passes through a fuel cell to generate electricity. That electricity is used to recharge a battery pack, which then drives electric motors to make the car move. In Copeland's cars, the hydrogen is injected into the engine the same way gasoline is in an internal combustion engine car to power it and propel the vehicle. His program is intended for existing vehicle conversion whereas others who are working on hydrogen-powered vehicles, such as automakers, are intending it for new vehicles.

Copeland's inspiration to experiment with hydrogen to power performance engines started with his baby grandson some four years ago.

A 1948 Chevy 3100 pickup truck fueled by hydrogen is driven by Arrington Performance owner Mike Copeland in Brighton on Wednesday, May 8, 2024.

Copeland, a dedicated hot rodder, and his wife share a collection of 20 classic cars. They wanted their grandson, who is now 6 and who loves cars, to be able to drive their classics one day. But given the aggressive push by regulators and most automakers — including Copeland's former employer GM — to go all-electric in the next decade, he and his wife worried the gasoline used to fuel their cars may not be around when the boy grows up.

"When you look at what’s going on in the auto industry, all the carbon and emissions, I feel unless there’s a major change, he may not be able to drive gasoline cars by the time my grandson turns 16," Copeland said.
Why hydrogen is better than electric

As the Free Press reported in 2021, there has been a growing trend of shops popping up to convert classic cars to battery electric. The cost to turn a classic car into an EV can top $100,000, depending on the car, how much driving range a customer wants and amenities.

For Copeland, converting his hot rods to electric wasn't the solution he sought. He preferred hydrogen, arguing it can be a greener solution than a battery electric vehicle.

“Green hydrogen can be made with wind or solar, made from plants or capturing heat and extracting energy from the heat and creating hydrogen from it. Hydrogen is the most abundant element known to man," Copeland said. "It requires no precious metals and you don’t have to mine for the materials like you do to make battery packs.”

Also, Copeland said a driver can fill a tank with hydrogen in the similar fashion and five-minute time frame as they do now with gasoline, rather than waiting for an EV to charge. It also keeps the internal combustion engine, with all its glorious revving sounds, intact. When the vehicle's lifespan is over, there is no battery to recycle or discard. Plus, Copeland believes hydrogen conversion would one day be less expensive than electric.

A 1948 Chevy 3100 pickup truck being built with a hydrogen fuel tank that can get 250 miles on one tank.

“Our goal is that, to convert it, would be less than a quarter of the price of replacing a vehicle," Copeland said. "It won’t be inexpensive by normal people’s standards, but it will be considerably less to do a conversion from gas or diesel to hydrogen than to replace a 3- to 5-year-old battery pack in an electric vehicle.”

Experts have estimated that the average cost to replace an older, used lithium ion battery could cost half of the EV's value. So for a $30,000 EV that would be about $15,000. But EV proponents have said that often the entire battery does not need replacing, just one or two modules might, and that is considerably less.
More cars hydrogen conversions

It took nearly a year of work for the Arrington team to modify the 6.2-liter engine from a 2014 Cadillac CTS-V that powers the 1948 Chevrolet pickup so that it worked with the 3-kilogram tank of hydrogen in the truck's bed. It cost nearly $1 million to do it because parts were so expensive. For example, one injector to feed hydrogen to the engine cost $20,000. Copeland needed 16 of them. Today, the cost of an injector has dropped to less than $400 each, he said.

He debuted the 1948 pickup at the SEMA show in Las Vegas in 2021. He fine-tuned it and came back to the show a year later to race it. “We were the first hydrogen-powered (internal combustion engine) to ever compete in a race series in North America,” Copeland said. “We did not win. But we had a darn good showing."

He got people's attention. Most did not believe that hydrogen alone could produce such power, given that most hydrogen fuel cell vehicles on the market now have a high-voltage low-capacity battery in them for backup power for short periods of intense acceleration, according to Car and Driver. His vehicle does not have that battery.

"I wanted to prove that we could actually make a performance vehicle and compete on hydrogen," Copeland said. "We had hundreds of people crawling under the truck looking for a gas tank. They didn’t believe it ran on hydrogen."

Since then, the company also converted a 1964 Falcon with a Mustang GT engine in it to burn hydrogen that debuted at SEMA in 2022. It then built a Monster truck that runs on a Dart Super Charged Big Block engine powered by hydrogen. That debuted at SEMA in 2023.

"It makes 1,000-horsepower on it right now, but the goal is to get it to 1,500," Copeland said. "Most Monster Truck rallies are in stadiums and create a lot of carbon monoxide. But on hydrogen, that problem ceases to exist."

The truck is being driven by Team Throttle Monster and it will be featured at Monster Jam events later this year to show it off with the goal to start competing with it in the series in 2025, Copeland said.
Public hydrogen fueling only in California

Copeland has been approved by the state to fuel his hydrogen vehicles at Michigan Alternative Fuel Center in Grand Blanc for about $27 a kilogram, he said. He can get 200 to 250 miles on a tank, he said.

Hydrogen has drawbacks, namely its lack of availability, said Sam Abuelsamid, principal analyst for transportation and mobility at Guidehouse Insights in Detroit. In the United States, all the public hydrogen fuel stations are in California, which has 53. It is sold by the kilogram, and at True Zero, California’s largest hydrogen fuel retailer, it was about $36 a kilogram as of September 2023. One kilogram has roughly the same energy as 1 gallon of gasoline, Abuelsamid said.

And while hydrogen may be the most common element on Earth, it's never found in its pure state and only a fraction of it today is made using solar or wind — an expensive process, Abuelsamid said. The bulk of it is made using high-pressure steam to heat methane that splits into carbon dioxide, hydrogen and carbon monoxide to then be made into compressed hydrogen. That process produces greenhouse gasses, Abuelsamid said.

Also, water isn't the only thing that comes out of the exhaust when using compressed hydrogen: There are trace amount of nitrogen oxide emissions too. Fuel cells produce only water vapor, he said, so depending on the application and size of the engine, a hydrogen-powered internal combustion engine might need nitrogen oxide after-treatment similar to those used on diesel engines, raising the cost, Abuelsamid said.

But if demand for hydrogen grows, so will the use of solar or wind power to make it, Abuelsamid said. There are cases where hydrogen makes better sense than battery electric. When it comes to light duty cars, battery electric is a better solution, he said, because with modern batteries you can get as much range as you can with a hydrogen vehicle. At the end of life, the batteries will be recycled, he said, solving those environmental concerns.

But as vehicles get larger and heavier, than hydrogen makes more sense than adding thousands of pounds of lithium ion batteries to such vehicles, Abuelsamid said.

“I fully understand what he wants to do and why he wants to do it, and I support it," Abuelsamid said. "But from a realistic standpoint, having compressed hydrogen available at every gas station in the next 25 to 30 years is an extremely small to nonexistent chance."

Both agree there is no silver bullet answer to achieving total carbon neutrality and the reality of ease of performance.

A 1948 Chevy 3100 pickup truck being built with a hydrogen fuel tank that can get 250 miles on one tank.

“In my opinion, electric has its place and works well in certain applications," Copeland said. "But I go to Indianapolis every year for an auto event and I usually tow a car. It’s about 250 miles. If I took a Ford electric truck and put a car to tow it, I’d have to charge it three times to get there. In my diesel truck, it’s a tank of fuel. With a hydrogen truck, I’d do a bigger tank and carry more hydrogen and if I had to stop it’s a five-minute fill."

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Contact Jamie L. LaReau: jlareau@freepress.com. Follow her on Twitter @jlareauan. Read more on General Motors and sign up for our autos newsletter. Become a subscriber.

This article originally appeared on Detroit Free Press: Retired GM engineer shows how hydrogen can power performance cars







SPACE

James Webb telescope spots 2 monster black holes merging at the dawn of time, challenging our understanding of the universe


Brandon Specktor
Thu, May 16, 2024 

This image shows the environment of the galaxy system ZS7 as seen by the James Webb Space Telescope. A zoomed-in look at the merging black hole system is inset in yellow.


Astronomers have used the James Webb Space Telescope (JWST) to detect the most distant pair of colliding black holes in the known universe. The cosmic monsters — each estimated to be as massive as 50 million suns — have been detected more than 13 billion light-years away, at a time just 740 million years after the Big Bang.

While not the biggest or oldest black holes ever detected, the merging pair have still managed to grow bafflingly large for such an early time in the universe's history, the study authors said in a European Space Agency (ESA) statement. This discovery further challenges leading theories of cosmology, which fail to explain how objects in the universe's infancy could grow so large, so fast.

"Our findings suggest that merging is an important route through which black holes can rapidly grow, even at cosmic dawn," the study’s lead author Hannah Ãœbler, a researcher at the University of Cambridge, said in the statement. "Together with other Webb findings of active, massive black holes in the distant Universe, our results also show that massive black holes have been shaping the evolution of galaxies from the very beginning."

Black holes are extraordinarily massive objects with a gravitational pull so strong that nothing, not even light, can escape their clutches. They are thought to form when massive stars collapse in supernova explosions, and they grow by endlessly swallowing up the gas, dust, stars and other matter in the galaxies that surround them.

The hungriest, most active black holes may reach supermassive status — bulking up to be anywhere from a few hundred thousand to several billion times the mass of the sun. One key way that supermassive black holes may reach such gargantuan sizes is by merging with other large black holes in nearby galaxies — a phenomenon that's been detected at various times and places throughout the universe.

Related: After 2 years in space, the James Webb telescope has broken cosmology. Can it be fixed?

The new discovery comes courtesy of JWST's powerful NIRCam infrared instrument, which can detect the light of ancient objects across vast cosmic distances and through obscuring clouds of dust.

In the new study, published Thursday (May 16) in the Monthly Notices of the Royal Astronomical Society, researchers trained the JWST's infrared cameras on a known black hole system called ZS7, located in an early epoch of the universe known as cosmic dawn. Previous observations showed that the system hosts an active galactic nucleus —- a feeding, supermassive black hole at the galaxy's center, which emits bright light as hot gas and dust swirls into the black hole's maw.

This image shows the location of the galaxy system ZS7 as seen through the James Webb Space Telescope.

Detailed observations with JWST revealed the motion of a dense cloud of gas around the black hole — suggesting it was actively growing — and also pinpointed the approximate location of a second black hole located very close by, likely in the process of merging with the first.

"Thanks to the unprecedented sharpness of its imaging capabilities, Webb also allowed our team to spatially separate the two black holes," Ãœbler said. The team pegged one of the black holes at about t 50 million solar masses; the second black hole, which is "buried" in the dense cloud of gas, likely has a similar mass to its neighbor, but the researchers couldn't get a clear enough view of its radiation to say for sure.

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This exceptionally ancient pair of merging black holes adds further weight to the idea that black holes had a huge impact on the evolution of galaxies in the infant universe, growing faster than current theories of cosmology can explain.

The legacy of these massive mergers can still be felt today in the form of gravitational waves — ripples in the fabric of space-time that were first predicted by Albert Einstein, and that were recently confirmed to be a ubiquitous feature of the universe — that spread across space when massive objects like black holes and neutron stars collide.

The ripples released by these faraway, colliding monsters are too faint to be picked up by current gravitational wave detectors on Earth, the study authors added. However, next-generation detectors that will be deployed in space, such as ESA's planned LISA detector (scheduled to launch in 2035), should be able to detect even the most distant ripples from merging black holes. The new results suggest that evidence of these ancient mergers may be far more plentiful than previously thought.


Sun releases the strongest flare in current cycle from the same region that triggered auroras this weekend

Kaila Nichols and Taylor Ward, CNN
Wed, May 15, 2024


After causing the dazzling waves of aurora borealis this weekend, our Sun isn’t done yet: The strongest solar flare of the current solar cycle occurred Tuesday afternoon, according to the National Oceanic and Atmospheric Administration’s Space Weather Prediction Center.

The flare – deemed an X8.7, with the X-class denoting the most intense flares possible – came from the same region that triggered the geomagnetic storm and stunning display of auroras, or Northern Lights, around the world. That storm was the most extreme geomagnetic storm since 2003, the center said.

“A flare is an eruption of energy from the Sun that generally lasts minutes to hours. Flares of this magnitude are not frequent,” the center noted.

Tuesday’s intense flash of ultraviolet light was photographed by NASA’s Solar Dynamics Observatory, which said the flare peaked at 12:51 p.m. ET.

Solar flares usually take place in active regions of the Sun that include the presence of strong magnetic fields. They can impact radio, power grids and communications. Users of high frequency radio signals may experience temporary or complete loss of signal.

However, due to the Sun’s rotation, the sun spot in question is no longer directing this energy in the Earth’s direction, which will minimize impacts.

Flares can also pose threats to astronauts and spacecraft – though NASA found there was no risk to astronauts aboard the International Space Station last week.

Scientists on Friday issued a severe geomagnetic storm watch for the first time in nearly 20 years, advising people to prepare for power outages during last week’s solar storm. The White House was also tracking the event for any potential impacts.

“The Sun’s activity waxes and wanes over an 11-year period known as the solar cycle,” the Solar Dynamics Observatory said on X. “Solar cycle 25 began in December 2019 and is now approaching solar maximum — a period when eruptions like this one become more common.”

This cycle will reach its peak between late 2024 and early 2025. Researchers have been seeing more intense solar flares as we inch closer to the cycle’s end.



How to Prepare for the Next Solar Storm

Jeffrey Kluger
TIME
Wed, 15 May 2024 



It has been a season of sky pageants. March 24 and 25 saw a lunar eclipse across the Americas, Europe, and North and East Asia. April 8 featured the total solar eclipse in North America. March and April also brought the appearance of the evocatively named Devil Comet. And last weekend, earthlings were treated to a spectacular light show when a geomagnetic explosion on the sun, known as a coronal mass ejection, produced a colorful display of the aurora borealis, a phenomenon usually limited to the north polar region, but visible this time around as far south as Alabama in the U.S. and at similar latitudes around the world.

Coronal mass ejections produce not just spectacle, but potentially deadly mischief. When the energy from the sun collides with Earth, it can disrupt satellites, send GPS systems awry, knock power plants offline, and shut down telecommunications. Like hurricanes, solar storms are ranked in five categories by the National Oceanic and Atmospheric Administration (NOAA), from minor to moderate to strong to severe to extreme.

On May 12, NOAA issued a rare severe-to-extreme warning for the unfolding event, though even at its peak, from May 10 to 12, there were no reports of power or satellite disruption. But if the Earth dodged a bullet this time, we face a potentially rough year or so, as the sun goes through one of its cycles of peak activity.

So what’s going on out there, how great is the danger to us here on Earth, and how can we prepare?
What causes solar storms?

In the same way the Earth has its seasons, the sun does too. Solar seasons play out not over the course of months, however, but in 11-year cycles that produce times of high activity, known as the solar maximum, and low activity known as the solar minimum. The cycles are due to the fact that the sun is not solid, which means that different parts of its surface rotate at different rates—taking 25 days to complete a single rotation at the equator and 33 days at the poles. This causes the sun’s magnetic field to become tangled, slowly building up energy until it snaps. When that happens, the north and south magnetic poles switch places with each other, releasing the energy that creates the solar maximum. Once that energy is expended, the sun returns to a less volatile solar minimum.

One telltale sign of high solar activity is sunspots, small patches of twisted magnetic fields on the sun. The greater the number of spots, the greater the solar volatility. The current eruption was associated with a sunspot 16 times the diameter of Earth, and gave off billions of tons of plasma—superheated gas made up of charged particles.

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Not every solar maximum or solar minimum is equal, however. “The main cycle of the sun is the 11-year one, but people have noticed longer trends in the sunspot activity,” says Michael Liemohn, professor of climate and space sciences and engineering at the University of Michigan. “There seems to be a century-long cycle for which the number of sunspots at solar maximum is smaller for a cycle or two and then returns to a more normal level.”

The last period of solar maximum, which ended about ten years ago, was at the lower end of the energy spectrum. The one that ended 20 years ago was higher. “We expect this current solar maximum to be bigger than the previous one, and more similar to the solar activity peak 20 years ago,” says Liemohn.
How do coronal mass ejections endanger Earth?

The best way to understand the effect solar storms have on our planet is to think of the atmosphere as akin to the gas in a fluorescent light bulb. In the bulb, Liemohn explains, electrodes at either end accelerate electrons, which interact with the gas, imparting energy to it and causing it to give off light. High in the atmosphere—50 to 200 miles up—a similar process creates the aurora. Closer to the surface of the Earth, the effect is not so benign.

“Like in the bulb, there is an electric current associated with the fast electrons, and these space currents can induce other electric currents in … conducting loops here on the ground,” says Liemohn. “The loops have to be very long, many miles, but high voltage power lines are susceptible to this effect.”

Damage to satellites is more direct and done in a number of ways. As NASA’s Goddard Space Flight Center explains, geomagnetic storms heat the outer atmosphere, causing it to expand. This increases the drag on satellites and can degrade their orbits. The charged particles streaming from the sun during a solar storm can also penetrate a satellite or electrify its surface, damaging its components. The problem is especially acute in satellites in high orbits, more than 22,000 miles above the Earth—which is the altitude at which most communications satellites fly.

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Crewed spacecraft like the International Space Station orbit much lower—typically about 250 miles up. That affords astronauts some protection from the Earth’s magnetosphere—which shields us from solar and cosmic rays on the ground. Still, astronauts receive more of a radiation dose than earthbound people and animals do, especially during a solar storm. The station or spacecraft themselves provide additional protection—but an unprotected astronaut on the surface of the moon or Mars would be in serious trouble during a solar storm. According to Space.com, a coronal mass ejection “shock wave” would expose the astronaut to the equivalent of 300,000 simultaneous chest x-rays, much more than the 45,000 that would prove lethal.
Getting ready for the next one

Typically, a solar storm takes a day or so to reach and pass Earth. The recent one lasted several days, Liemohn explains, because the sun released several storms in quick succession. “Earth is in the recovery phase of the storm now, which will last a few more days,” he said on May 12. “But now the aurora will be confined to its usual location at higher latitudes, across Alaska and Canada.”

More big storms are likelier than not during this powerful solar maximum. The solar weather could take until mid 2025 to start to subside, according to NOAA. So how can we prepare?

In 2019, Congress took a stab at hardening America’s defenses against space weather events when it passed the PROSWIFT Act, for Promoting Research and Observations of Space Weather to Improve the Forecasting of Tomorrow. Under the act, Washington empowered NOAA, NASA, the National Science Foundation, industry, academia and more to research how to prepare for adverse space weather events and to prioritize appropriate funding to that end.

“Basically,” says Daniel Welling, assistant professor in climate and space sciences at the University of Michigan, “the law is to have these bodies advise the nation on how to proceed in trying to understand and set benchmarks for space weather forecasting.”

At the moment, that’s not easy to do. For one thing, space weather is still something of a black box for researchers. For another, even if we could predict it as reliably as we can predict terrestrial weather, the U.S. power grid is so sprawling and regionalized that it’s hard to put protocols in place to protect everything.

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A proof-of-concept example of what that kind of command and control system would look like, however, does exist in New Zealand.

Just over a year ago, Welling worked with a team at Transpower, the owner and operator of the country’s national grid,

to model an extreme solar storm estimate and then change the grid configuration until it was stable. That was distilled down to a PDF procedure that sits on the desks of the Transpower operators. “They activated it this [past] weekend,” says Welling, “which is really cool.”

But a nation of 5.1 million covering a land mass of 103,500 square miles is different from a nation like the U.S., with its 333 million people and its 3.8 million square miles. And if a grid-killing storm hit, our power systems would likely go down. That’s not for lack of machinery and protocols in development, however. Power plant transformers operate on alternating current, but during solar storms may receive surges of direct current.

“Those transformers are not meant to handle that, so they can heat up, sometimes quite quickly,” says Welling.

A piece of hardware known as a geomagnetically induced current (GIC) blocker could be installed on the transformers to protect them from destructive pulses of power. The problem is the GIC blockers are still in development, and when they are installed, they can have what Welling calls a Whac-A-Mole effect. “You shut down the current [from the solar storm] over here, and it doubles over there,” he says.

That leaves transformers vulnerable—and vulnerable transformers are a very bad thing. “Transformers are the size of your living room, they’re custom-made and they’re shipped from overseas,” says Welling. If they are damaged or destroyed during a storm, it can take “weeks or longer to recover,” he adds.

Managing potential satellite damage is easier. One of the big risks here is phantom commands that cause the satellites to behave anomalously. The solution is to send them repeated “spam commands,” basically reminding them over and over again simply to continue functioning as they’re supposed to. Careful monitoring of trajectory can allow operators to fire the satellites’ thrusters in appropriate bursts, preventing orbits from decaying due to atmospheric drag.

Both oil pipelines and railroad systems can present problems as well since any long, metal, ground-based conductor can carry current during a geomagnetic storm. In the case of pipelines, there’s not much controllers can do but monitor them, looking for damage that can be done by the current. In the case of trains, says Welling, railway traffic controllers know not to trust automatic signals during a geomagnetic storm, and will instead take over manually. A similar rule applies to the oil industry and some aspects of the military that are heavily dependent on GPS systems.

“Those sectors will suspend operations until they get the all clear,” Welling says.

Air traffic controllers must also react, diverting airplanes from places that are experiencing communications blackouts, or grounding planes entirely if the absence of comms is more global. And passenger health will call for avoiding areas where high levels of dangerous radiation are present.

Last weekend, says Welling, “there were flights that normally fly over the pole being diverted to lower latitudes because of the radiation risk.”

For now, these decidedly imperfect protocols are the best measures the U.S. and most of the rest of the world have. Not only do better preventive and corrective solutions have to be developed, but the business of space weather prediction has to improve dramatically. And that could take a lot of time.

“There’s this saying that space weather is 50 years behind meteorology in terms of forecasting and statistics,” says Welling. “The events of [last] weekend really made that saying resonate with me.”


Thisgiant gas planet is as fluffy and puffy as cotton candy

MARCIA DUNN
Tue, 14 May 2024


This illustration provided by NASA depicts the planet WASP 193-b. Scientists reported Tuesday, May 14, 2024, that the exoplanet has such low density for its size that it's the consistency of cotton candy. (NASA via AP)


CAPE CANAVERAL, Fla. (AP) — Astronomers have identified a planet that’s bigger than Jupiter yet surprisingly as fluffy and light as cotton candy.

The exoplanet has exceedingly low density for its size, an international team reported Tuesday. The gas giants in our solar system — Jupiter, Saturn, Uranus and Neptune — are much denser.

“The planet is basically super fluffy” because it's made mostly of light gases rather than solids, lead author Khalid Barkaoui of Massachusetts Institute of Technology said in a statement

Scientists say an outlier like WASP-193b is ideal for studying unconventional planetary formation and evolution. The planet was confirmed last year, but it took extra time and work to determine its consistency based on observations by ground telescopes. It's thought to consist mostly of hydrogen and helium, according to the study published in Nature Astronomy.

The planet is located some 1,200 light-years away. A light-year is 5.8 trillion miles. It's the second-lightest exoplanet found so far based on its dimensions and mass, according to the researchers.

___

The Associated Press Health and Science Department receives support from the Howard Hughes Medical Institute’s Science and Educational Media Group. The AP is solely responsible for all content.


Scientists prove that plunging regions exist around black holes in space

Nina Massey, PA Science Correspondent
Wed, 15 May 2024



Scientists have proven one of Einstein’s theories, finding evidence that a plunging-region around black holes not only exists, but also exerts some of the strongest gravitational forces yet identified in the galaxy.

Einstein’s theory states that it is impossible for particles to safely follow circular orbits when close to a black hole.

Instead they rapidly plunge towards the object at close to the speed of light – giving the plunging region its name.


Experts say the findings show matter responding to gravity in its “strongest possible form”.

The new study focused on this region in depth for the first time, with Oxford University Physics researchers using X-ray data to gain a better understanding of the force generated by black holes.

Dr Andrew Mummery, of Oxford University Physics, who led the study, said: “What’s really exciting is that there are many black holes in the galaxy, and we now have a powerful new technique for using them to study the strongest known gravitational fields.”

He added: “Einstein’s theory predicted that this final plunge would exist, but this is the first time we’ve been able to demonstrate it happening.

“Think of it like a river turning into a waterfall – hitherto, we have been looking at the river. This is our first sight of the waterfall.”

“We believe this represents an exciting new development in the study of black holes, allowing us to investigate this final area around them.

“Only then can we fully understand the gravitational force.

“This final plunge of plasma happens at the very edge of a black hole and shows matter responding to gravity in its strongest possible form.”

Researchers say that there has been much debate between astrophysicists for many decades as to whether the so-called plunging region would be detectable.

The Oxford team spent the last couple of years developing models for it and, in the study just published, demonstrate its first confirmed detection found using X-ray telescopes and data from the international space station.

The study, published in the Monthly Notices of the Astronomical Society, focused on smaller black holes relatively close to Earth, using X-ray data gathered from space-based telescopes.

Later this year, a second Oxford team hopes to move closer to filming first footage of larger, more distant black holes.