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Some Carmakers Put Their Faith in the Trump Administration. It’s Costing Them.
By Jeff Turrentine
"Be careful what you wish for; you just might get it." This is something that everybody has to learn at some point. Lately, the lesson has hit home for a group of American automakers.
Over the last several weeks, officials from the Trump administration have been meeting with representatives from big carmakers like GM, Ford, and Fiat Chrysler, in hopes of getting them to publicly support the president's proposed freeze on Obama-era fuel economy standards for cars and light trucks. But even though some of these companies might want those standards to be relaxed to some degree, they've been forced to watch — and wince — as the administration speeds headlong into a legal brick wall. And honestly, what sort of automaker would ever endorse that kind of driving?
The brick wall is the state of California, which was given the power by Congress to set its own tailpipe emissions and fuel economy standards for cars and light trucks almost 50 years ago, as long as those standards were stricter than the ones set by the federal government. California has consistently strengthened these rules in the ensuing years, with the result being far cleaner air for its residents and far lower gas costs for its drivers. In fact, the state's clean-car standards have been so effective that 13 other states and the District of Columbia have adopted them as their own, thanks to a federal rule that allows for such adoption every time California requests — and is granted — a renewal of its waiver by the Environmental Protection Agency (EPA).
Automakers have kept pace by upping their technology game to meet the stricter rules — a decision that's proved to be of immense benefit to all Americans, as our new cars and pickup trucks become cleaner and more fuel efficient year after year. From a production standpoint, that decision was pretty much a no-brainer: If carmakers wanted to sell vehicles in the "clean car states," including the most populous one in the country, they simply had to adapt. And so adapt they did. By 2012, when President Obama announced the new federal standards, the idea of continuously and dramatically improving fuel efficiency was already baked in to the business model of the American automobile industry.
Which isn't to say car companies were thrilled with the way this all played out. While they may have talked a great zero-emissions game in public, many of them privately bristled at the pressure they felt as government agencies enforced new rules in the service of a decidedly ambitious goal: an American fleet that averages 54.5 miles to the gallon by 2025. That's why they wasted almost no time (literally just 48 hours!) before asking the newly elected President Trump to reevaluate the Obama standards, citing the billions of dollars in extra costs associated with compliance. They wanted things to go at a slower, less costly pace. And they had reason to believe the new administration would be on their side—not to mention that of a fossil fuel industry hungry to sell more gas, not less.
Trump, never one to shy away from a chance to undo the legacy of his White House predecessor, heard the car companies' request. "I'll go you one better" was the gist of his response. First he proposed freezing fuel efficiency targets at 2020 levels, which would lower the national average to just 37 miles per gallon. And then, to top that, he vowed to strip California of its 50-year-old EPA waiver.
Last month, the administration signaled its desire to go forward with this reckless plan when it abruptly broke off talks with the California Air Resources Board, negotiations that many people believe the White House conducted in bad faith. This wasn't what automakers had in mind. Unlike the president's legal advisers, apparently, car companies know that the White House can't just swoop in and prevent California from creating and enforcing its own emissions policies. The EPA has granted the state's request for a waiver more than 100 times since 1967; the one request that the agency did deny was later approved. Any attempt by this president — or any president — to deny California its right to control its own air quality is very likely to fail.
But here's the thing: It wouldn't fail overnight. It would be defeated only after many years and many lawsuits. And that prospect is what's making carmakers worry. Because the only thing car companies might hate more than billions of dollars in added costs is an atmosphere of prolonged regulatory uncertainty, which could end up costing them even more. That's why they felt compelled to clarify their original request in a plaintive letter to President Trump last May — the same month that 18 states filed suit against the administration — once it became clear that the president was brazenly stepping into a protracted legal battle that he almost certainly wouldn't win. And that's why most of them are now urging the White House to resume negotiations with California and find some sort of compromise.
Will the White House listen to America's suddenly cold-footed carmakers and head back to the negotiating table? Or will it engage in a needless fight with more than a dozen states? We'll all find out soon enough.
Reposted with permission from our media associate onEarth.
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Henry J. Kaiser Family Foundation
By Nicholas Joyce
The coronavirus has resulted in stress, anxiety and fear – symptoms that might motivate a person to see a therapist. Because of social distancing, however, in-person sessions are less possible. For many, this has raised the prospect of online therapy. For clients in need of warmth and reassurance, could this work? Studies and my experience suggests it does.
Telehealth Versus Traditional Therapy<p><a href="https://www.cigna.com/hcpemails/telehealth/telehealth-flyer.pdf" target="_blank">Private insurance companies</a> like Cigna and Aetna, have come around; they now provide coverage for what they see as a "legitimate" service. And <a href="https://www.prnewswire.com/news-releases/american-wells-2019-consumer-survey-finds-majority-of-consumers-open-to-telehealth-adoption-continues-to-grow-300906438.html" target="_blank">surveys show</a> consumers are receptive to telehealth counseling: no driving to an appointment, no searching for a parking space, no worries about childcare while they're away, no need to switch providers if they move, and no problem if the specialist happens to be far away.</p><p>Online therapy opens doors for clients who wouldn't otherwise seek help, <a href="https://www.worldcat.org/title/empirical-examination-of-the-influence-of-personality-gender-role-conflict-and-self-stigma-on-attitudes-and-intentions-to-seek-online-counseling-in-college-students/oclc/941976505" target="_blank">particularly patients</a> who feel stigmatized by therapy or intimidated by a stranger sitting across the room from them. Often, <a href="https://doi.org/10.1089/1094931041291295" target="_blank">people open up</a> more easily in telehealth sessions. Firsthand accounts have detailed <a href="https://www.romper.com/p/i-tried-online-therapy-for-a-month-this-is-what-happened-13630" target="_blank">positive experiences from consumers</a>.</p>
Overcoming Prejudices About Online Counseling<p>Now COVID-19 is forcing most traditional psychotherapists to adapt their practice to <a href="https://www.psychologytoday.com/intl/blog/expressive-trauma-integration/202003/covid-19-etherapy-in-times-isolation" target="_blank">online counseling</a>. After experiencing the medium, they are <a href="https://www.wecounsel.com/blog/why-every-therapist-in-private-practice-needs-a-telehealth-option/" target="_blank">overcoming their prejudices</a>. Many will convert some or all of their caseloads to telehealth after the pandemic ends. Most of our clients seem to be good with it: responding to a satisfaction survey, 85% of USF students strongly or somewhat agreed their telehealth experience was comparable to an in-person visit.</p><p>All this allows a continuity of care for clients that before was impossible; there is, however, a caveat. Because of the coronavirus, some of my clients at USF who live out-of-state have moved back home. That means, legally, I can no longer serve them. Even though they are still USF students, my license is valid only in Florida.</p><p>For telehealth to work effectively, our national system of licensing and regulation law needs to adapt. Although the federal government temporarily halted HIPAA regulations to promote telehealth during this time, not all states are allowing out-of-state practice. The coronavirus may not be here forever, but spring break and Christmas holidays always will. We need seamless telehealth across state lines.</p>
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By Tanika Godbole
Southeast Asia is one of the biggest sources of plastic waste from land to the ocean, and Thailand is among the top five contributors. In January, Thailand placed a ban on single-use plastic, and was looking to reduce its plastic waste by 30% this year.
Food Delivery<p>One of the biggest contributors to the plastic problem is food delivery. As people have been housebound, their tendency to order food delivery has risen, resulting in increased usage of plastic containers and wrapping material.</p><p>Grab, a Singaporean food delivery app, saw a surge of 400% in orders. Other such apps like Line Man and Foodpanda Thailand, too, have seen a rise of 300% and 50% in their orders, respectively.</p><p>Waste from a single delivery could contain several plastic items such as containers, seasoning packets, beverage holders, chopsticks, spoons, forks and so on.</p><p>"Plastic containers for food are often contaminated, the waste separation and collection are not systematic, and there is no regulation on waste separation and enforcement," said Wijarn Simachaya, President of TEI.</p>
Waste Management<p>While countries across North America, Europe and Japan also contribute high levels of plastic waste, they have relatively efficient waste management systems in place.</p><p>The Thai government had released a "Plastic Waste Management Road Map," to phase out the use of plastic by 2030. One of the initiatives of this plan was the single-use plastic ban that has been enforced since January.</p><p>According to data released by the Department of Environment and Quality Promotion, an average person in Thailand uses about 8 plastic bags per day, which adds up to 200 billion per year.</p>
Widespread<p>Some say the pandemic has merely brought to the surface an already existing problem for the country. Experts believe that greater awareness and lifestyle changes among the masses could help address this issue.</p><p>The effects of plastic waste are long term. The pollution affects the oceans, aquatic life and also humans.</p><p>"Plastic pollution may also be contaminating the air that we breathe every day. Plastics do not biodegrade, therefore once they are introduced into an animal's system, they will stay there for a long time. Therefore, consuming these plastics leads to malnutrition, digestive blockage and slow poisoning effects due to plastic's heightened toxicity," Simachaya told DW.</p><p>While the pandemic may have been a setback to Thailand's struggle to eliminate plastic waste, Simachaya believes a change in awareness and habits will lead to a gradual decrease in plastic waste.</p><p>Thailand is slowly starting to ease lockdown rules. While it is too premature to say whether the plastic waste levels are expected to go down, some delivery outlets have started offering bio-degradable containers and cutlery. Some online shopping companies are also giving the option of receiving packages without the use of plastic.</p>
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