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Saturday, July 31, 2021

Electronic Arts Earnings: What to Watch - The Motley Fool

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Electronic Arts (NASDAQ:EA) has been left out of the stock market rally over the past year as investors worry about slowing growth in the wake of the pandemic. Those concerns are likely overblown -- EA entered fiscal 2022 with a strong content pipeline and its biggest pool of engaged gamers to date.

Those assets are even more valuable as the business shifts toward a subscription model that delivers steadier sales and robust earnings and cash flow. Let's take a look at what investors can expect to hear on these points when EA posts its fiscal 2022 first-quarter results on Wednesday, Aug. 4.

Two people sitting on a couch while playing console video games.

Image source: Getty Images.

Looking beyond growth

Investors aren't expecting much in the way of sales growth. Management's previous revenue guidance of $1.475 billion is up just 1% year over year. And net bookings (a measure of consumer sales in the period) should drop 10% in the first quarter after soaring 15% during fiscal 2021. But that's mainly a timing quirk related to the pandemic and the company's game release schedule. Management said back in May bookings will grow for the full year to $7.3 billion.

Within the headline sales figure, keep an eye on engagement. Franchises like Apex Legends and FIFA maintain huge audiences that have built habits around socializing with friends through those titles. We'll find out on Wednesday if these bonds held up even through economic reopenings in markets like the U.S. and Europe. A miss in this arena would show up in sluggish user gains and reduced hours spent within EA's gaming portfolio.

Cash and profits

EA's business, like its rival Activision Blizzard, is becoming stabler and more profitable thanks to the push toward digital purchases. Games are also becoming more of a subscription sale than a one-off purchase around launch time.

EA Cash from Operations (TTM) Chart

Data by YCharts.

That makes the video game company more of a software-as-a-service play with all the financial benefits that brings. "There couldn't be a more dramatic illustration of the way the business has evolved," CFO Blake Jorgensen told investors in May, "with our focus on engagement and ongoing entertainment now generating three-quarters of our net bookings."

Profitability is key to watch on this score as operating margin rises over time. Cash flow should be impressive in fiscal 2022 too after hitting a record $1.9 billion the previous year.

The updated outlook

Investors weren't happy with the initial 2022 outlook that CEO Andrew Wilson and his team issued three months ago. But executives noted at the time that the forecast included some conservative assumptions, including no synergies from EA's recent mobile development studio purchases. The guidance didn't count on big growth in the Battlefield franchise, either.

That situation sets up a potentially good week ahead for shareholders if EA raises its 2022 forecast. Heading into the report, current guidance calls for sales to rise 21% this year, mainly thanks to the addition of its newly acquired mobile brands.

This article represents the opinion of the writer, who may disagree with the “official” recommendation position of a Motley Fool premium advisory service. We’re motley! Questioning an investing thesis -- even one of our own -- helps us all think critically about investing and make decisions that help us become smarter, happier, and richer.

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Towns Trying to Ban Natural Gas Face Resistance in Their Push for All-Electric Homes - The Wall Street Journal

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Massachusetts is emerging as a key battleground in the U.S. fight over whether to phase out natural gas for home cooking and heating, with fears of unknown costs and unfamiliar technologies fueling much of the opposition to going all-electric.

More towns around Boston are debating measures to block or limit the use of gas in new construction, citing concerns about climate change. The measures have encountered opposition from some home builders, utilities and residents in a state with cold winters, relatively high housing prices and aging pipeline networks in need of pricey repairs.

The Massachusetts debate encapsulates the challenges many states face in pursuing aggressive measures to reduce greenhouse gas emissions that may directly impact consumers. The cost of fully electrifying buildings varies widely throughout the country and has ignited debates about who should potentially pay more, or change their habits, in the name of climate progress.

Much of the resistance to electrifying new homes stems from fear of having to heat or cook using technologies such as heat pumps and induction stoves that most have never tried. In New England, most homes are heated with fuel oil or natural gas, and gas or propane is used widely for cooking.

Steve McKenna, a Massachusetts real-estate agent, was hired last year to sell a new, all-electric home in Arlington, a town outside of Boston that is considering gas restrictions. The home initially listed for $1.1 million, but many prospective buyers were uncomfortable with the prospect of facing higher electric bills, Mr. McKenna said. It ultimately sold for about $1 million.

“Here in Arlington, you put a house on the market and in six minutes there are 60 offers on the property,” Mr. McKenna said. “But this one took over two months to sell.”

Brookline, Mass., became in 2019 the first town outside of California to attempt to limit gas use in new buildings.

Brookline, Mass., became in 2019 the first town outside of California to attempt to limit gas use in new buildings.

Photo: Boston Globe via Getty Images

Major cities, including San Francisco, Seattle, Denver and New York, have enacted or proposed measures to ban or discourage the use of natural gas in new homes and buildings, two years after Berkeley, Calif., passed the first such prohibition in the U.S. in 2019. The efforts have sparked a backlash, prompting some states to make gas bans illegal.

Brookline, just outside of Boston, in 2019 became the first town outside of California to attempt to limit gas use in new buildings. But the state attorney general last year blocked the measure’s implementation after finding it conflicted with state building codes, and thus needed state legislative approval.

Undeterred, Brookline city leaders enacted a new bylaw in June governing special permits for buildings or renovations. Under the bylaw, permits for all-electric buildings would never expire, while those for buildings with gas hookups would expire by 2030 to encourage disconnections.

Four other Massachusetts towns are working to enact similar measures, said Lisa Cunningham, an architect who helped craft Brookline’s bylaw. All would be subject to review by the state attorney general, who will decide whether they would need legislative approval.

“People are realizing that it’s now or never,” Ms. Cunningham said. “There’s really only one way to reduce our emissions, and that is to stop using gas and stop using fossil fuels.”

The fight comes as Massachusetts and other states across the country set goals to substantially reduce carbon emissions in the coming decades. Massachusetts earlier this year passed a law requiring the state to achieve net-zero emissions by 2050 by improving energy efficiency, procuring more electricity from renewable sources and otherwise cutting the use of fossil fuels.

The push to restrict gas use has sown concerns among home builders and real-estate agents that requiring new homes to use electricity for heating and cooking will add to their overall cost when Massachusetts home prices have risen amid supply-chain issues and low inventory. The Warren Group, a real-estate data firm, reported that the median sale price for a single-family home in Massachusetts reached $525,000 in May, up from $425,000 a year earlier.

Lisa Cunningham, who is aiding Brookline’s efforts to limit natural-gas use, stands beside a friend’s newly installed heat pump.

Lisa Cunningham, who is aiding Brookline’s efforts to limit natural-gas use, stands beside a friend’s newly installed heat pump.

Photo: Philip Keith for The Wall Street Journal

Construction costs for new all-electric homes are comparable with those for homes that use gas in many parts of the country, and all-electric homes can be less expensive to operate over time, depending on electricity prices and many other factors. But they tend to be pricier in colder climates that require more powerful heat pumps that can function in subfreezing temperatures. Such systems may require backup and can be costlier to run in the cold because they lose efficiency as temperatures drop.

The cost difference to build and operate all-electric homes and those that use gas is difficult to calculate because of the range of variables in the equation, and estimates vary.

A study by a research subsidiary of the National Association of Home Builders published earlier this year estimated that building all-electric homes in the colder climates of Denver and Minneapolis may cost at least $11,000 more than ones that use gas.

Research from the Rocky Mountain Institute, a group that backs electrification, found that in Boston, building all-electric homes is competitive with those that use gas because developers can skip the infrastructure needed to support gas hookups and air conditioning systems. It concluded that all-electric homes are only marginally more expensive to operate over time, even in a state like Massachusetts, where retail electricity prices are among the highest in the nation.

SHARE YOUR THOUGHTS

How would you feel about living in a home without natural gas for cooking and heating? Join the conversation below.

On the new construction side, we’re confident that there are actual savings,” said Stephen Mushegan, a manager of RMI’s carbon-free buildings program.

Some consumers are wary. Brian Callahan, an Arlington resident who recently purchased a nearby house to flip and sell, said he wouldn’t consider building it to run entirely on electricity, even though he faces a long wait from the local utility for a new gas hookup.

“Natural gas is what sells,” he said. “Unless I’m forced to build an electric house, people don’t want it.”

Massachusetts resident Emerson Clauss III opposes electrification measures under consideration in his state.

Massachusetts resident Emerson Clauss III opposes electrification measures under consideration in his state.

Photo: Philip Keith for The Wall Street Journal

Emerson Clauss III, president of the Home Builders and Remodelers Association of Massachusetts, has been lobbying against electrification measures and was recently asked to join a state commission to examine the issue.

Mr. Clauss recently completed a major renovation of his own home and decided to buy an induction cooking range. But he stopped short of installing a heat pump system to replace an oil-fired furnace, choosing propane instead. He estimated it would have cost several thousand dollars more to go all electric, but ultimately the decision came down to perception and preference.

“I’m one of those people who likes the warmer feel of the heat,” he said.

Corrections & Amplifications
In a photo, Lisa Cunningham is standing in front of a friend’s house with a newly installed heat pump. A caption in an earlier version of this article incorrectly said it was her own. (Corrected on July 31.) Also, Stephen Mushegan is a manager of the Rocky Mountain Institute’s carbon-free buildings program. An earlier version of this story incorrectly identified him as Steven. (Corrected on July 31)

Write to Katherine Blunt at Katherine.Blunt@wsj.com

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Who really needs an electric car with 500 miles of battery range? Nobody or maybe everyone - USA TODAY

Climate Goals at Risk If Only Rich Countries Adopt Electric Cars - Bloomberg

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Europe’s plan to phase out combustion-engine vehicles has put the region at the forefront of climate protection. Yet without progress cleaning up poorer nations’ roads, it won’t be enough to keep global warming below dangerous levels.

Take Nairobi, for example. The Kenyan capital’s vehicle fleet doubles every eight years and its roughly 4.5 million inhabitants rely on minibus taxis called Matatus to get around. While they’re cheap, they tend to be older and often run on dirty diesel.

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Friday, July 30, 2021

Those electronic speed signs are there to help you, not cite you - LA Daily News

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Q. Honk, on a stretch of La Veta Avenue in Orange the city has installed electronic speed-limit signs. On each sign is a mounted camera that flashes when you are going too fast. California lawmakers have not passed speed cameras into law. Is Orange issuing tickets for speeding, even though there are no posted signs warning you that enforcement is in play?

– Roy Miyaji Cypress

A. A federal grant covered the cost of 12 such signs, and the city placed them in clusters of four on different roadways. They were installed a month ago and were flipped on about two weeks ago.

“They record speed, but they are not used for enforcement,” said Dave Allenbach, a traffic analyst for Orange. “There are no cameras with these signs. The purpose of the signs is to get people to slow down.”

They might be installed, for example, in places where there are a lot of pedestrians.

The signs are set to show your speed if it is within 5 mph of the posted speed limit. If a driver is going more than 5 mph above the limit, a strobe light goes off and, so as not to encourage knuckleheads, the sign flashes “Slow Down” and not the actual speed.

Honk has seen what you are referring to, Roy, in years past in the Washington, D.C. area and in Arizona: Roadside devices that take photos or videos of speeders, who receive tickets in the mail.

In California, though, an attempt by Assemblyman David Chiu, D-San Francisco, to set up a five-year pilot program with the automated, ticket-producing systems on various streets, including in Southern California, was shelved by the Legislature in May.

If ever approved here, the penalties apparently would be much less than a typical speeding ticket; the goal was to reduce deaths and injuries.

Q. I don’t know if you have mentioned it, but I read somewhere that the Department of Motor Vehicles’ automatic extensions for the pandemic do not apply to commercial driver’s licenses.

– John Bowen, Los Alamitos

A. Turns out truckers got a break, too, because of the coronavirus.

Honk reached out to the DMV in Sacramento and learned that those with commercial driver’s licenses that were to expire after March 1, 2020, were extended until Aug. 31, 2021.

Those with suspended driver’s licenses, of course, didn’t get the extension. Driver’s licenses weren’t updated, but the licenses remained valid with law enforcement notified.

For commercial driver’s licenses that expire starting Sept. 1, it’s back to renewing online or in a DMV office.

A commercial driver’s licenses, or an endorsement on a license with such privileges, are required to drive certain vehicles including semi-trucks, buses and cement trucks.

Honkin’ fact: LED lighting, to boost safety, is coming to the 55 Freeway between the I-405 and the 91 freeways, said Darcy Birden, a Caltrans spokeswoman for Orange County. Other stuff, such as new median barriers and modified signage, is coming, too, but motorists will have to be patient as the $25 million project likely won’t start construction for a few years and is slated for completion in 2028.

To ask Honk questions, reach him at honk@ocregister.com. He only answers those that are published. To see Honk online: ocregister.com/tag/honk. Twitter: @OCRegisterHonk

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Electric School Buses Reduce Pollution, But New Infrastructure Deal Slashed Funding - Scientific American

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Bobby Monacella was tired of sending her two kids to school on buses filled with diesel fumes. Pollution levels inside those iconic yellow buses can be up to 10 times higher than outside.

“They're sitting on the bus for over an hour a day, and when you learn that the emissions are concentrated inside the bus, it’s scary,” said Monacella, who volunteers with the climate advocacy group Mothers out Front.

So she teamed up with other moms in Fairfax County, Va., to do something about it. The school district, which is the second largest in the country, agreed to replace its 1,650 diesel buses with electric ones by 2035.

But other families face longer waits.

The infrastructure package proposed by the Senate and the White House on Wednesday offers significantly less funding for electric school buses than what President Biden was seeking.

And without a federal infusion of cash and incentives, advocates fear zero-emissions school buses—which can cost three times more than those with internal-combustion engines—could be distributed unevenly, potentially leaving behind low-income families and students of color who already bear the brunt of environmental pollution.

"Those schools that can afford to make the transition and cover the costs of not just the school bus, but the charging infrastructure that's needed, are in the predominantly wealthier communities," said Trisha DelloIacono, the legislative manager for Moms Clean Air Force. "So federal investment is so needed."

Electric school buses would receive $2.5 billion in funding under the package, enough for approximately 11,000 zero-emissions buses. Another $2.5 billion would go toward what lawmakers and the White House are calling low-emissions buses.

The lump sum is substantially less than the $174 billion Biden initially proposed last March to boost the overall EV market, including cars, trucks and buses. That plan aimed to electrify 96,000 school buses, or about 20% of the U.S. fleet.

“We need the full funding,” said Sybil Azur, a mom and community organizer who has been working to expand the use of electric school buses in Los Angeles. “What’s at stake is my children’s future, my children’s health and their ability to live productive, healthy lives.”

She and other advocates are concerned that the allocation for “low-emissions” school buses in the infrastructure package could prioritize other fuel types over electric technology.

"Essentially, this is a tiny drop in the bucket of what is needed to protect our children from harmful diesel pollution," said DelloIacono. "To make matters worse, it won't help our kids at all if it's used for polluting fossil fuel buses under the guise of improving our nation's infrastructure."

There are 480,000 school buses across the country, 95% of which run on high-polluting diesel fuel. And more than half the nation’s public school students, about 25 million children, ride the bus to school and back each day.

Research conducted by Environment & Human Health Inc. has shown that pollution levels on those school buses often exceed surrounding areas by five to 10 times, endangering students' health and contributing to greenhouse gas emissions. The transportation sector is the single largest source of carbon pollution in the country.

While scientists have long known that diesel pollution can cause a host of health problems, among them asthma and bronchitis, developmental disabilities, and cancer, recent research suggests the health impacts could be worse than previously thought.

meta-analysis of hundreds of studies, published in 2018 in the American Journal of Public Health, found strong links between pollution exposure and cardiorespiratory diseases. Another study, issued by the National Bureau of Economic Research in 2018, found that air pollution significantly exacerbates dementia. Even a slight increase in air pollution from a single car can send more kids to the hospital and lead to premature births, according to a 2019 working paper from the Federal Reserve Bank of Chicago.

Environmental pollution is worse for children, whose brains are still developing, than for adults. And Black children are hospitalized from asthma twice as often as white children and are four times as likely to die from the disease. Latino children are also at higher risk.

That’s why Cinthia Moore, a mother and advocate living in a predominately Latino neighborhood in East Las Vegas, won’t let her son, Liam, ride the school bus.

“He has breathing issues,” she explained. “Whenever we have a bad air quality day, like today, if he spends any time outside, he comes back already with a runny nose and sneezing, and he also has rashes around his body because of the extreme heat.”

Monacella of Mothers out Front said the details around funding, and where charging infrastructure is placed, can determine whether electric school buses are distributed equitably.

She pointed to a Virginia pilot program in which Dominion Energy has deployed 50 electric school buses as part of broader vehicle-to-grid plan. Monacella said she worries that the utility may not prioritize low-income school districts.

“Dominion will help pay for some buses; maybe our state grant fund will help pay for some buses; and, you know, the more, the better,” she said. “But the way the Dominion program was set up, they wanted to own the batteries and the charging infrastructure, and they wanted to say where it could be sited. So it didn't matter where the highest asthma rates were; it didn't matter the lowest air quality. It just mattered what worked for them.”

A Dominion spokesperson said the utility has deployed its 50 electric school buses in geographically and economically diverse districts and intends to weigh equity concerns when expanding its vehicle-to-grid program.

“Every student in the commonwealth deserves access to a safe, emissions-free school transportation, and our goal is to help school districts make that transition,” spokesperson Samantha Moore wrote in an email.

As health impacts related to climate-fueled events like extreme heat or wildfires become more common among children, parents are increasingly calling on their elected officials to take action.

“If your child is struggling to breathe because of wildfire smoke due to climate change, to have the opportunity to put a child on an electric school bus and not be exposed to that additional pollution is critical for these families,” said DelloIacono of Moms Clean Air Force.

“And so they have really been at the forefront of advocating for this transition to electric school buses.”

Curbing emissions from school buses would eliminate as much as 5.3 million tons of greenhouse gas emissions each year. And while electric buses are currently more expensive to purchase than their diesel counterparts, schools could save hundreds of thousands of dollars on fuel and maintenance costs, according to a recent report led by the U.S. PIRG Education Fund.

“So a new infusion of federal funds is so important because it can really help with financing the upfront costs,” said John Stout, a transportation advocate with U.S. PIRG.

Despite funding hurdles, momentum for electric school buses is growing as the infrastructure debate intensifies on Capitol Hill.

Last year, a school district in Sacramento, Calif., became the owner of the largest electric school bus fleet in the country, with 40 zero-emissions buses. A county in Tennessee secured the state's first all-electric school bus last month. In Maryland, Montgomery County Public Schools announced a contract earlier this year to replace all of its diesel buses with electric ones, starting with 326 buses over four years. The list goes on.

A recent poll from the American Lung Association found that 68 percent of American voters, across all major demographic groups, support Congress' investing in zero-emission school buses nationwide.

This month, over 100 local school board officials across the country signed a letter to Biden and Congress calling for a $30 billion federal investment over 10 years to replace half the nation’s school bus fleet with electric buses.

Several lawmakers have introduced similar legislation. A recent measure from Reps. Tony CĂĄrdenas (D-Calif.) and Jahana Hayes (D-Conn.) and from Sens. Alex Padilla (D-Calif.) and Raphael Warnock (D-Ga.) would authorize $25 billion to transition the nation’s school bus fleet over 10 years, giving priority to low-income and front-line communities.

Sen. Patty Murray (D-Wash.) also floated a bill earlier this year, which was originally introduced by former Sen. Kamala Harris in 2019, that would enable school districts to replace diesel buses with electric ones.

While many uncertainties remain—like how best to install charging infrastructure—Monacella said electrifying the nation’s school bus fleet is a crucial step not only to protect children’s health, but also to reduce carbon emissions. There are four times more school buses on the road than public transit buses.

“Climate change is happening all around us. It’s beyond crisis time,” she said. Electrifying school buses “is just one piece of the puzzle, but I think it can have a big impact, and it’s something I can do to try to make a difference.”

Reprinted from E&E News with permission from POLITICO, LLC. Copyright 2021. E&E News provides essential news for energy and environment professionals.

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Buying a home? Why you should ask whether it's wired for electric vehicles - MarketWatch

Those electronic speed signs are there to help you, not cite you - San Bernardino County Sun

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Q. Honk, on a stretch of La Veta Avenue in Orange the city has installed electronic speed-limit signs. On each sign is a mounted camera that flashes when you are going too fast. California lawmakers have not passed speed cameras into law. Is Orange issuing tickets for speeding, even though there are no posted signs warning you that enforcement is in play?

– Roy Miyaji Cypress

A. A federal grant covered the cost of 12 such signs, and the city placed them in clusters of four on different roadways. They were installed a month ago and were flipped on about two weeks ago.

“They record speed, but they are not used for enforcement,” said Dave Allenbach, a traffic analyst for Orange. “There are no cameras with these signs. The purpose of the signs is to get people to slow down.”

They might be installed, for example, in places where there are a lot of pedestrians.

The signs are set to show your speed if it is within 5 mph of the posted speed limit. If a driver is going more than 5 mph above the limit, a strobe light goes off and, so as not to encourage knuckleheads, the sign flashes “Slow Down” and not the actual speed.

Honk has seen what you are referring to, Roy, in years past in the Washington, D.C. area and in Arizona: Roadside devices that take photos or videos of speeders, who receive tickets in the mail.

In California, though, an attempt by Assemblyman David Chiu, D-San Francisco, to set up a five-year pilot program with the automated, ticket-producing systems on various streets, including in Southern California, was shelved by the Legislature in May.

If ever approved here, the penalties apparently would be much less than a typical speeding ticket; the goal was to reduce deaths and injuries.

Q. I don’t know if you have mentioned it, but I read somewhere that the Department of Motor Vehicles’ automatic extensions for the pandemic do not apply to commercial driver’s licenses.

– John Bowen, Los Alamitos

A. Turns out truckers got a break, too, because of the coronavirus.

Honk reached out to the DMV in Sacramento and learned that those with commercial driver’s licenses that were to expire after March 1, 2020, were extended until Aug. 31, 2021.

Those with suspended driver’s licenses, of course, didn’t get the extension. Driver’s licenses weren’t updated, but the licenses remained valid with law enforcement notified.

For commercial driver’s licenses that expire starting Sept. 1, it’s back to renewing online or in a DMV office.

A commercial driver’s licenses, or an endorsement on a license with such privileges, are required to drive certain vehicles including semi-trucks, buses and cement trucks.

Honkin’ fact: LED lighting, to boost safety, is coming to the 55 Freeway between the I-405 and the 91 freeways, said Darcy Birden, a Caltrans spokeswoman for Orange County. Other stuff, such as new median barriers and modified signage, is coming, too, but motorists will have to be patient as the $25 million project likely won’t start construction for a few years and is slated for completion in 2028.

To ask Honk questions, reach him at honk@ocregister.com. He only answers those that are published. To see Honk online: ocregister.com/tag/honk. Twitter: @OCRegisterHonk

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Biden wants U.S automakers to pledge 40% electric vehicles by 2030 -sources - Reuters

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WASHINGTON, July 29 (Reuters) - The White House has told U.S. automakers it wants them to back a voluntary pledge of at least 40% of new vehicles sales being electric by 2030 as it works to reduce greenhouse gas pollution, sources briefed on the matter said.

The administration is set as early as next week to roll out proposed revisions to vehicle emissions standards through 2026. Sources said a voluntary electric vehicle (EV) target could be as high as 50% but emphasized that no agreement with automakers has been reached and many details remain under discussion, including whether that pledge will include various types of gasoline-electric hybrids.

United Auto Workers spokesman (UAW) Brian Rothenberg said a published report was inaccurate "that we have agreed to 40% EVs by 2030. The UAW is still in discussions and has not reached agreement at this point." The UAW has opposed EV mandates, warning it could put some jobs at risk.

This month, Stellantis (STLA.MI), parent company of Fiat Chrysler, said it was targeting over 40% of U.S. vehicles be low emission by 2030. Stellantis declined to comment on Thursday.

General Motors Co (GM.N) declined to comment on the talks. It has said it aspires to end sales of new U.S. gasoline-powered light duty vehicles by 2035. The White House declined to comment on the discussions.

Ford Motor Co (F.N) did not comment on the discussions but noted it has said it plans "at least 40% of our global vehicle volume being all-electric by 2030."

The Biden administration has resisted calls from many Democrats to set a binding target for EV adoption or to follow California in setting 2035 as a date to phase out the sale of new gasoline-powered light duty vehicles.

The National Highway Traffic Safety Administration (NHTSA) and Environmental Protection Agency (EPA) are reviewing former President Donald Trump's March 2020 rollback of fuel economy standards. Trump required 1.5% annual increases in efficiency through 2026, well below the 5% yearly boosts set in 2012 by President Barack Obama's administration.

Biden's proposed rules, which would cover 2023-2026, are expected to be similar in overall vehicle emissions reductions to California's 2019 deal with some automakers that aims to improve fuel economy 3.7% annually, sources told Reuters. The 2026 requirements are expected to exceed the Obama-era 5% annual improvements.

In March, a group of 71 Democrats in the U.S. House of Representatives urged Biden to set tough emissions rules to ensure that 60% of new passenger cars and trucks sold are zero-emission by 2030.

The United States pledged at a global climate summit this year to reduce emissions 50% to 52% by 2030, compared with 2005 levels.

In April, a dozen governors from states including California, New York and Massachusetts, urged Biden to endorse banning new passenger gasoline-powered vehicle sales by 2035.

Reporting by David Shepardson Editing by Bill Berkrot

Our Standards: The Thomson Reuters Trust Principles.

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Thursday, July 29, 2021

Electronic devices available for every Calcasieu student | Local | americanpress.com - American Press

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Electronic devices available for every Calcasieu student | Local | americanpress.com  American Press

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Pandemic Electronic Benefit Transfer funds still available for PSJA families - KGBT-TV

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Pandemic Electronic Benefit Transfer funds still available for PSJA families  KGBT-TV

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Biden wants to turn America's auto fleet electric. It's harder than it seems. - The Washington Post

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correction

An earlier version of this story misrepresented the position of the United Auto Workers. The union has not signed on to the Biden administration plan and is still in discussions. The story has been corrected.

Next week, the president and major carmakers plan to promise to reach at least 40 percent by then — potentially rising to the 50 percent mark with generous federal investment.

The voluntary pledge, which is still under negotiation, highlights the challenge the White House faces as it seeks to translate the president’s bold rhetoric into reality. With United Nations climate negotiations just 3½ months away, the administration is struggling with how to transform the transportation sector, America’s biggest driver of carbon emissions.

The talks underscore the difficulty of reversing course after four years of environmental rollbacks. While Biden’s team can write new rules, it won’t fully offset the climate-warming pollution caused by the Trump administration’s decision to weaken standards on cars.

The administration also faces the tough task of trying to secure an agreement with the nation’s largest auto union, the United Auto Workers, to significantly boost sales of electric vehicles. “The UAW is still in discussions and has not reached agreement at this point,” union spokesman Brian Rothenberg said.

Jody Freeman, who directs Harvard Law School’s environmental and energy law program, said in a phone interview that she was confident the White House could develop a framework by the end of the year to reach its goal of cutting U.S. emissions in half by 2030 compared to 2005 levels. But each of these policies faces political and legal obstacles, she added.

“There’s a battle on every front. There’s a battle in Congress. There’s a battle in the courts. There’s a battle against time,” she said. “And that’s what it means to run the country.” The administration’s plan to transition the nation’s auto fleet to electric vehicles running on renewable power is critical to making the United States carbon neutral by 2050. The nation needs to stop selling gas- and diesel-powered cars by 2035, which means half of new vehicles in 2030 must be electric.

“You’ve got to be in the 50 percent-plus range by 2030. And it’s got to be firm,” said Chet France, a former senior executive in the EPA’s Office of Transportation and Air Quality who now works as a consultant for the Environmental Defense Fund. “If we’re not serious about achieving that, then we’re not serious about our long-term climate goals.”

Automakers, however, have emphasized that they need a major federal investment in a nationwide network of charging stations for electric vehicles, along with billions more in tax credits and grants to help retool their factories. One of the biggest barriers to selling battery-powered cars is overcoming drivers’ fear of not being able to find spots to plug in and recharge, and right now there are just 100,000 public charging outlets nationwide, with only about 18,000 boasting fast chargers capable of rapid fill-ups. The distance that current models can go on one charge is about 130 miles to over 400 miles, with the typical range 250 to 300 miles.

It’s unclear if Congress will spend enough on charging stations to assuage automakers. On Wednesday, Senate Democrats and Republicans clinched a deal providing $7.5 billion for building vehicle chargers along highways and other corridors — only half of what Biden initially called for in the spring. Similarly, funding for zero-emissions buses was cut to $2.5 billion.

Even with the promise of new funding, carmakers are hesitant to make a binding commitment on zero-emission vehicles by the end of the decade.

Next week the nation’s three biggest automakers — Ford, General Motors and Stellantis, formerly Fiat Chrysler — are expected to endorse the goal of having electric vehicles make up between 40 percent and 50 percent of their new car sales by the end of the decade, according to three individuals briefed on the plan who spoke on the condition of anonymity because the deal has not been announced. The exact range is still being discussed, these individuals said, and the upper end would be contingent on significant government support.

White House officials and Democratic lawmakers are also working on legislation to ensure that the $1 billion in penalties Stellantis owes the U.S. government for failing to meet current federal mileage standards will help fund the transition to electric vehicles.

Rep. Debbie Dingell (D-Mich.) who has been working with industry, union and administration officials on mileage standards, said in a phone interview Wednesday that there’s a way to forge a compromise.

“It’s not the environment versus jobs,” Dingell said. “You can do both, and people are working toward that, while keeping production in the U.S. and keeping the U.S. at the forefront of the global auto market.”

Both California and Europe, meanwhile, are moving more swiftly to shift their auto sectors off fossil fuels. California Gov. Gavin Newsom (D) signed an executive order in January mandating the phaseout of the internal combustion engine in passenger vehicles by 2035. Europe just adopted a plan this month requiring zero-emission vehicles make up 55 percent of its passenger auto fleet by 2030.

Now analysts say the United States could risk falling even further behind China and Europe in the race to produce batteries and other key equipment if domestic manufacturers don’t move swiftly enough to shift to electric vehicles. At the moment, only 15 percent of approximately $340 billion in electric vehicle investments is destined for the United States, according to the International Council on Clean Transportation.

American consumers, for their part, continue to favor large, gas-guzzling vehicles, even as hybrid and electric vehicles make modest gains in the market.

The U.S. auto fleet has failed to make the efficiency gains President Barack Obama sketched out just before leaving office, when he finalized rules calling for a 5 percent improvement year-over-year through model year 2025. Trump officials reversed that policy and enacted a rule that requires a 1.5 percent annual efficiency improvement.

The rollback split the auto industry, with five automakers — Ford, Honda, Volkswagen, Volvo and BMW — ultimately deciding to meet California’s call for tightening their fleet’s average mileage by 3.7 percent a year. The Biden team will model some of its near-term tailpipe targets on the California deal.

Yet it is hard to make up for lost time. Even if the California deal was adopted nationwide through 2026, the reduction in carbon dioxide equivalent emissions would fall short by about 300 million metric tons of what would have been achieved if the country had stuck with the Obama-era standards, according to a Union of Concerned Scientists analysis. That’s equal to annual carbon dioxide emissions of 75 coal-fired power plants.

“The industry should have been well prepared,” said Dave Cooke, a senior vehicles analyst with the group. “We’ve had this fight so many times.”

Biden officials have made some progress, however, in forging a near-term compromise on tailpipe emission standards with automakers. GM, which sided with the Trump administration in litigation over a rollback of Obama-era standards, signaled that it could support tougher pollution limits.

GM told EPA Administrator Michael Regan in June that it can support limits that other car manufacturers negotiated with California — as long as it can meet those targets through the sale of electric cars and not just through improvements to its gas-powered line of vehicles.

“We’re skipping hybrids,” GM chief executive Mary Barra said in a video call Thursday, “and going straight to all-electric vehicles because that’s the end solution.”

She added: “We can meet the spirit of that framework, and that’s the discussion we’re having that I think has been very, very positive. So it wasn’t a big left turn.” Earlier this year, GM said it “aspires” to eliminate tailpipe emissions from its new light-duty fleet by 2035.

Looking even further out, Ford announced in May that it expects 40 percent of its sales to be of electric vehicles by 2030.

But the Biden administration risks arriving in Scotland for an international climate conference in November without having enacted several policies key to meeting its new climate goals. That list includes curbing emissions from the power sector, which would require a new regulation or law.

That puts ever more pressure on Biden and his allies in Congress to include far-reaching climate measures in a $3.5 trillion budget reconciliation bill that could be passed with Democratic support alone. That package includes ​​a slew of clean energy tax breaks and requirements on electricity providers to shift to wind, solar and other low-emissions forms of energy.

But with a razor-thin majority, Senate Democrats can’t afford to lose a single vote on the budget bill. Passage is far from guaranteed. Moderate Sen. Kyrsten Sinema (D-Ariz.), for instance, balked at the price tag. “I do not support a bill that costs $3.5 trillion — and in the coming months, I will work in good faith to develop this legislation,” she said in a statement Wednesday.

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Electric Utilities, Formed Decades Ago, Struggle to Meet Climate Crisis - The New York Times

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Power companies are fighting to keep the lights on amid extreme wildfires, heat and flooding fueled by global warming.

The phone call to the Eugene Water & Electric Board was startling. A group of homeowners, fearing a storm could knock down nearby power lines and ignite wildfires, was asking the Oregon utility to turn off their electricity.

“I about fell out of my chair,” said Rodney Price, the utility’s assistant general manager, of the people who were voluntarily asking to live in the dark in September, during one of the worst fire seasons Oregon had ever seen. It was a sign of growing angst, he said. “We’re seeing more and more widespread impacts of climate change. It’s clear it’s impacting how we do our business.”

Across the United States, power companies are scrambling to keep up with a barrage of extreme weather from a rapidly warming climate. In the West, that means trying to meet soaring demand for air-conditioning because of record heat, without sparking wildfires made more destructive because of record drought. A desperate tactic pioneered in California, utilities intentionally shutting off power lines to avoid starting fires, has now spread to Oregon and Nevada.

On Wednesday, California’s grid operator asked the state’s 39 million residents to conserve electricity or face rolling power outages, the sixth time it has done so this summer. The Texas power grid operator has forecast that demand will reach a record high over the next week as a heat dome bakes the state. Last month, New York City asked residents to conserve energy and several neighborhoods lost power during a four-day stretch of scorching temperatures and humidity.

Nationwide, electric utilities, grid operators and regulators have struggled to adequately prepare for the hazards of global warming, like storm surges that can knock out substations and heat waves that can cause power plants to falter, with many expecting that the biggest threats will not materialize for decades to come.

“It’s fair to say there was this widespread assumption that the impacts of climate change and extreme weather would unfold more gradually, and there would be more time to prepare,” said Alison Silverstein, an energy consultant based in Austin, Texas, who has worked at the state’s Public Utilities Commission and the Federal Energy Regulatory Commission. “But in the past few years, the entire industry has really been smacked upside the head.”

With rare exceptions, most electricity providers nationwide still don’t conduct detailed climate studies that would help them understand all the ways that increased heat, drought, wildfires or flooding can ravage their power grids, researchers have found.

The consequences are becoming increasingly plain. Last August, California suffered its first widespread blackouts in two decades, leaving 800,000 customers without electricity over two days, after a severe heat wave overwhelmed the grid. This summer, California’s grid operator has warned the state faces the risk of further outages as a relentless drought has sharply reduced water levels in reservoirs and reduced output from the state’s hydroelectric dams.

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Patrick T. Fallon/Agence France-Presse — Getty Images

Texas was caught badly unprepared for a ferocious storm in February that knocked out power for 4.5 million customers and left more than 150 people dead. The state still does not factor climate change into its energy planning, and even after Texas legislators passed a series of measures to upgrade the grid this spring, scientists keep warning that the system remains vulnerable to failure under severe heat waves and drought.

Several factors explain why power companies have been slow to defend themselves against climate change.

Some utilities have complained that early climate models weren’t precise enough to show how rising heat, drought or flooding would affect specific locations, making planning difficult. Regulators are often reluctant to approve major grid upgrades that would raise costs for ratepayers when the benefits are hard to quantify. And many utilities and grid operators share a blind spot: They have long relied on historical weather conditions as they plan for the future. But with global warming fueling increasingly extreme weather, the past may not be the best gauge of what’s coming.

That’s starting to change. Last year, California, for the first time, ordered the state’s private utilities to factor global warming into their long-term planning. In June, the Federal Energy Regulatory Commission held a technical conference to discuss the risks that climate change poses to electric reliability. And, on Wednesday, the White House announced that the infrastructure bill making its way through Congress would include $73 billion to modernize the nation’s power grid, partly to accommodate more renewable energy but also to help avoid blackouts.

Still, it will take years to revamp thousands of power plants and transmission lines nationwide to cope with the dangers of a hotter planet.

In California, Pacific Gas & Electric is upgrading its vast transmission network to avoid a repeat of 2018, when a broken power line sparked the Camp Fire, which killed 85 people and forced the utility into bankruptcy. But PG&E has warned that completing the work could take a decade. In July, the utility told regulators that its equipment may have sparked the Dixie Fire, which has already burned 200,000 acres north of Sacramento.

And adaptation won’t come cheap. A recent report by ICF International, a consulting firm, estimated that utilities faced a $500 billion shortfall in fortifying their systems against known climate risks.

To pay for wildfire protection, Pacific Gas & Electric has asked California regulators to approve a $5.5 billion rate increase for customers from 2023 to 2026, which could raise the average residential bill by roughly $430 per year. Recently, PG&E has floated the idea of burying 10,000 miles of power lines underground, which could cost up to $30 billion more. This comes at a time when the utility is already trying to invest in measures to slash its planet-warming emissions, such as adding more solar power.

In the meantime, many residents are figuring out ways to keep the lights on when the utility can’t.

Maureen Kennedy spent this spring investigating solar and battery power for her home in Inverness, northwest of San Francisco, because of growing anxiety over PG&E’s power shutdowns. Ms. Kennedy lost power for a week in October 2019 before PG&E restored her electricity, only to lose it again for another week, leaving her in the dark for half of the month. Then, last year, homes in her community were evacuated because of fire threats.

“Your utility is so unreliable that you have to think about spending $18,000 for solar and battery backup,” said Ms. Kennedy, a retired real estate broker.

A spokesman for PG&E declined requests to interview utility executives.

Caroline Winn is the chief executive of San Diego Gas & Electric, which pioneered many of the techniques other utilities have adopted for wildfires. Her company has started receiving calls and visits from utility workers from Oregon and places as far away as Australia seeking guidance in fire prevention.

But now Ms. Winn worries about another threat from climate change: sea level rise, which could flood four of the utility’s coastal substations over the next several decades. “Climate is not staying the same,” Ms. Winn said. “It’s getting worse. This is not only a California problem. This is a world problem.”

Jim Wilson/The New York Times
Victor J. Blue for The New York Times

One utility that has embraced climate planning is Con Edison in New York, which got a devastating preview of the risks of a warming planet when Hurricane Sandy struck the Northeast in 2012 and 1.1 million customers lost power. At one point, the hurricane sent 14-foot storm surges into Lower Manhattan, more than a foot higher than the worst-case scenario Con Ed had envisioned, and disabled a crucial substation.

“That storm was a real wake-up call for us,” said Timothy Cawley, chief executive of Con Ed, which spent $1 billion building new storm walls and pumps and installing submersible equipment that could withstand flooding.

But Con Ed also went further: The utility partnered with climate scientists at Columbia University’s Lamont-Doherty Earth Observatory and consultants at ICF to prepare a comprehensive climate risk assessment, modeling a variety of future scenarios for sea-level rise, heat waves and other hazards.

That helped Con Ed see risks it might have missed. For instance, the utility found that hotter temperatures wouldn’t just mean more demand for electricity. Climate models suggest that New York City could soon see heat waves that last longer than ever before, which meant that many of Con Ed’s transformers and cables wouldn’t be able to cool down overnight, as they were designed to do. The utility estimated that the cooling equipment at its facilities may need to be up to 40 percent larger by 2040.

Mr. Cawley acknowledged that many of the upgrades will cost money, and that the utility will have to convince regulators that higher electric bills are worth it. “You have to make a good case, but frankly there’s a good case to be made,” he said. “If we put a non-submersible transformer in a floodplain and ten years later it has to be changed out, that will cost even more.”

Experts called Con Ed’s climate study the gold standard. But relatively few utilities have undertaken a similar exercise.

“A lot of utilities say they’re doing vulnerability planning, but when you dig into the details, they’re still basing their analyses on historical weather conditions,” said Romany Webb, a senior fellow at the Sabin Center for Climate Change Law who has studied the climate risks utilities face. “Or they are only looking at a few climate impacts, while ignoring others, or focusing on just a few power plants and substations but not considering the risk to their systems as a whole.”

Utilities say they take these concerns seriously.

“Our industry is constantly working to adapt to new and evolving threats to the energy grid, whether protecting against malicious threats like cyber and physical attacks, or addressing the challenges of more severe weather due to climate change,” said Scott Aaronson, vice president for security and preparedness at the Edison Electric Institute, which represents investor-owned utilities.

Even if they do everything right, power companies can still find themselves assailed by the effects of climate change unfolding faster than anticipated.

Seattle City Light, a public utility that serves 900,000 residents, conducted a detailed climate risk assessment in 2015 after realizing that its hydropower facilities were vulnerable to shifting precipitation patterns driven by climate change. The utility is often cited as a model of forward-thinking in this regard.

But last month, when a record-shattering heat wave that shocked even climate scientists hit the Pacific Northwest, the utility faced fresh challenges. As temperatures soared past 100 degrees, some of its underground equipment suffered outages, affecting roughly 1,700 customers. And because of the dangerous heat, the utility had to rotate its repair crews more frequently for safety reasons, which slowed response times.

“The biggest challenge for us is the pace of climate change relative to the pace at which we can plan and respond to the situation at hand,” said Ronda Strauch, the climate change research and adaptation adviser at Seattle City Light. “We can’t predict everything, and there are always going to be surprises like this heat wave. Even with the best planning, we’re still going to have to adapt on the fly.”

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FCC to Require Electronic Filing of International Applications, Reports - In Compliance

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The U.S. Federal Communications Commission (FCC) has extended its requirements for the electronic filing of applications and reports submitted to the agency for review.

According to an Order, the Commission will require that all reports and applications administered by its International Bureau be filed electronically through its International Bureau Filing System (IBFS). The expanded requirements will apply to Section 325(c) Applications, Applications for International High Frequency Broadcast (IHF) Stations, and Dominant Carrier Section 63.10(c) Quarterly Reports.

The FCC’s Order also removes duplicate paper filing requirements for satellite cost-recovery International Telecommunications Union (ITU) declarations.

The Commission says that the decision to expand its mandatory electronic filing requirements is part of its overall efforts to streamline the filing process, reduce the costs for applicants, carriers, and Commission staff, and increase the transparency of this information.

Read the FCC’s Order requiring electronic filing of international applications and reports.

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Trevor Milton, founder of electric truck maker Nikola, charged with fraud - NBC News

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New York federal prosecutors have charged Trevor Milton, the founder of the electric truck company Nikola, with engaging in an audacious scheme to defraud investors, according to an indictment unsealed Thursday.

Milton is accused of using his massive social media platform and TV appearances to mislead retail investors in order to inflate and maintain Nikola’s stock price. The scheme resulted in him receiving tens of millions of dollars in personal benefits, according to the indictment.

“Milton sold a version of Nikola not as it was – an early stage company with a novel idea to commercialize yet-to-be proven products and technology – but rather as a trail-blazing company that had already achieved many groundbreaking and game-changing milestones,” the indictment filed in the U.S. District Court for the Southern District of New York says.

“In presenting his version of Nikola to investors, Milton repeatedly made false and misleading statements about core aspects of Nikola’s products, technological advancements, and commercial prospects.”

Federal prosecutors say Milton falsely claimed, for instance, that Nikola’s first semitruck prototype could be driven under its own power and even created a misleading video that purported to show it. Milton also falsely claimed that the company was producing hydrogen at a cost that was four times less than the prevailing market rates, and that it had obtained “billions and billions and billions and billions” of dollars of committed orders for an electric pickup truck.

Milton, who resigned as Nikola’s executive chairman in September, surrendered to authorities Thursday morning. He’s expected to make his first court appearance Thursday afternoon to face two counts of security fraud, including making false statements about the company, and one count of wire fraud.

“Today’s charges against Milton are where the rubber meets the road,” U.S. Attorney Audrey Strauss said at a press conference prior to the court hearing.

Court records did not include a name for Milton’s attorney.

The indictment was unsealed five months after Nikola admitted that Milton had misled investors from July 2016 through July 2020. In a statement, Nikola said Milton has had no involvement with the company since he resigned last year.

“Today’s government actions are against Mr. Milton individually, and not against the company,” it said. "Nikola has cooperated with the government throughout the course of its inquiry.”

Rich Schapiro contributed.

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Wednesday, July 28, 2021

Electronic Monitoring: What It Is, and What It Isn't - NBC Chicago

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Electronic Monitoring: What It Is, and What It Isn't

Critics say too many dangerous people are being released, but supporters say it's necessary to finally create a fair system of justice

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Chicagoland law enforcement and court officials continue to engage in a testy war of words over a bail reform plan which supporters say is finally addressing inequities in the judicial system, but critics say endangers the community.

“How many people think it’s OK to have over 90 people on electronic monitoring that we’ve charged with murder released back into our communities?” Chicago Police Supt. David Brown asked earlier this month.  “It creates this idea of lawlessness for people in the community who know someone murdered someone, and yet they see them again the following days as if nothing happened.

Cook County Sheriff Tom Dart is the official in charge of electronic monitoring, which due to bail reform and COVID-19 precautions in the jail has exploded in numbers. In 2010 only 500 suspects were free on electronic monitoring. That population is now over 3,500.

“We were handed this thing---we didn’t ask for it, we said 'this is not what it was designed for,'” Dart told NBC5.  “The program was never designed for violent people.”

Nevertheless, numbers provided by the sheriff’s office show that on a recent day this month,100 murder suspects were free on electronic monitoring. Another 106 suspects were out in the community charged with criminal sexual assault, 547 charged as felons in possession of a weapon, and 263 as armed habitual criminals.

“When you get into the categories of violent people, that’s not the best way to be running any of these programs,” Dart said. “I’ve made it abundantly clear to everybody involved in the system that I do not believe violent people should be put onto these programs.”

That said, Dart says he is determined to make the system work and be a model for monitoring nationwide. So NBC 5 asked for an inside look at how everything happens.

First there's the actual monitoring device itself. It’s a GPS bracelet, capable of reporting a detainee’s position with the same accuracy of a car navigation system.  The GPS device is screwed into the bracelet with a specialized tool, then the screws are sealed with tamper-evident tape. Finally, a device inside the bracelet will alert authorities if anyone tries to remove it.

“It’s clear if you cut this off, you’re tampering with the equipment,” says Carmen Ruffin, executive director of the sheriff’s office’s Community Corrections program. “The GPS bracelet is emitting information every minute.”

Watching of all those detainees is a multi-step process. The first layer is Track Group, a private monitoring company which works out of a headquarters in the Chicago suburbs. It’s the first spot where any abnormalities, ranging from detainees with low batteries, to strap tampering, to an inmate leaving his home without permission, will be detected.

“Every alarm doesn’t require us to go to someone’s house,” Ruffin notes, but every one of them must be checked. Detainees are responsible for plugging in two hours a day to charge their own batteries. If they let those batteries get low, they get a call. If they venture out without permission, they get a call for that too. 

And if they don’t respond, it could mean they are making a run for it. Or, it could just mean they are headed to the doctor and forgot to call authorities to ask permission.

“The monitoring center triages the vast majority of our alerts,” Ruffin said. “It’s not something where we are going to say, 'OK, you’re out five minutes so we’re going to take you to jail.'”

At the sheriff’s community corrections office in a converted West Side warehouse, Ruffin’s staffers are responsible for everything from OK'ing visits to the dentist, to verifying employment letters, to dispatching crews who give chase when it appears someone may be taking off. On a recent day we visited, there were 759 active alerts, and each one must eventually be run to ground.

Sitting at a computer screen, investigator Gary Hansen pointed to the GPS track of a detainee who had left his home without permission. It turned out he was just a few minutes early for an approved trip to court.

“He left his house, went down here to Cook County Jail, and went back home,” Hansen said. “So, we just have to verify that he did go to the location.”

Some are genuine AWOL's which don’t require immediate attention. For example, if someone ended up in the emergency room, and was then admitted to a hospital, sheriff’s personnel know where they are.

Or perhaps they wandered away from their home without permission for a short time, but now the GPS shows them back inside.

“We can’t do like an ‘Oh my God, the sky is falling,’ and the guy might have left for five minutes,” Ruffin noted. 

Still---each one must be checked. That takes time, and manpower.

Dart says he needs more of that manpower if he is going to safely manage the individuals he’s being asked to watch. Because, he says, many believe the technology is so airtight, sheriff’s personnel can instantly swoop in and make an arrest, and that is not the real-life scenario.

“I would literally need 3,500 people on 3 shifts, so 3,500 times three, to put somebody in front of everybody’s house, so if they run out of the house to commit a bad act, I can arrest them on the spot,” he said.

Actually, he says, he has about 110 people, and Dart isn’t shy about offering a reality-check to authorities who have increasingly leaned on his program to watch detainees who used to be behind bars.

“I’ve said until we get to the point that people are going to suggest that we put chips in people and we have the ability to parachute down when they think about a crime, this is not going to give you what some people are purporting it to be,” he said.

There have been notable recent walkaways who were quickly recaptured. Last March, so-called "serial stowaway" Marilyn Hartman walked away from the West Side shelter where she is confined on electronic monitoring, and was tracked as she rode a bus to O'Hare where she was quickly taken into custody.

Just two weeks before that, authorities said Aditya Singh, who was arrested last fall after living undetected for months in the secure areas of O'Hare, left a facility where he is confined, and was tracked to a nearby railroad siding where his monitoring bracelet gave him away.

So the good news is, the technology works. But the release of thousands of defendants has generated a testy give-and-take between those who advocate greater freedom for pre-trial detainees, and those in law enforcement. 

Chief Judge Timothy Evans’ office noted in a statement that judges strive to make sure that only those who are believed to pose a “clear and present danger to society” are kept in jail pre-trial.

“Judges consider multiple factors, including the facts of the case, input from the defense and prosecution, and the Public Safety Assessment tool,” the Chief Judge's statement said. “This helps to assess danger to the public by calculating the risk of failure to appear, risk of new criminal activity, and risk of new violent criminal activity.”

They went on to note that in an over-three-year study, out of over 86,000 felony cases, only 1,150 defendants were charged with murder, attempted murder, or reckless homicide, and only 181 of those were released pre-trial. Of those, the study indicated only 7 missed at least one court appearance, 11 were charged with a new offense pre-trial, and of those, only two were charged with violent offenses.

“Any violent crime is tragic,” the chief judge’s statement continued. “But depending on many factors, the slight risk of re-offense would not have justified jailing even some murder defendants while they awaited trial.”

Dart appears un-swayed by that argument, but has vowed to make his program the best it can be.

“We’re proud of the fact that we were given something we didn’t ask for, and we’ve made that the best protocol in the country,” he said. “But it’s never going to give people complete security, because the type of people we’ve been given are people we’ve said, those are not the people that are meant for this program.”

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