Science
China’s Clean Energy Push is Powering Flying Taxis, Food Delivery Drones and Bullet Trains
As an American reporter living in Beijing, I’ve watched both China and the rest of the world flirt with cutting-edge technologies involving robots, drones and self-driving vehicles.
But China has now raced far beyond the flirtation stage. It’s rolling out fleets of autonomous delivery trucks, experimenting with flying cars and installing parking lot robots that can swap out your E.V.’s dying battery in just minutes. There are drones that deliver lunch by lowering it from the sky on a cable.
If all that sounds futuristic and perhaps bizarre, it also shows China’s ambition to dominate clean energy technologies of all kinds, not just solar panels or battery-powered cars, then sell them to the rest of the world. China has incurred huge debts to put trillions of dollars into efforts like these, along with the full force of its state-planned economy.
These ideas, while ambitious, don’t always work smoothly, as I learned after taking a bullet train to Hefei, a city the size of Chicago, to see what it’s like to live in this vision of tomorrow. Hefei is one of many cities where technologies like these are getting prototyped in real time.
I checked them all out. The battery-swapping robots, the self-driving delivery trucks, the lunches from the sky. Starting with flying taxis, no pilot on board.
Battery-swapping robots for cars
Of course, far more people get around by car. And navigating Hefei’s city streets shows how China has radically transformed the driving experience.
Electric vehicles (including models with a tiny gasoline engine for extra range) have accounted for more than half of new-car sales in China every month since March. A subcompact can cost as little as $9,000.
They are quite advanced. New models can charge in as little as five minutes. China has installed 18.6 million public charging stations, making them abundant even in rural areas and all but eliminating the range anxiety holding back E.V. sales in the United States.
Essentially, China has turned cars into sophisticated rolling smartphones. Some have built-in karaoke apps so you can entertain yourself while your car does the driving.
You still need to charge, though.
Lunch from the sky
China’s goal with ideas like these is to power more of its economy on clean electricity, instead of costly imported fossil fuels. Beijing has spent vast sums of money, much of it borrowed, on efforts to combine its prowess in manufacturing, artificial intelligence and clean energy to develop entirely new products to sell to the rest of the world.
Drone delivery has a serious side. Hospitals in Hefei now use drones to move emergency supplies, including blood, swiftly around the city. Retailers have visions of fewer packages stuck in traffic.
But does the world need drone-delivered fast food? And how fast would it really be? As afternoon approached, we decided to put flying lunches to the test.
We decided to eat in a city park where a billboard advertised drone delivery of pork cutlets, duck wings and milk tea from local restaurants, or hamburgers from Burger King. Someone had scrawled in Chinese characters on the sign, “Don’t order, it won’t deliver.” A park worker offered us free advice: Get someone to deliver it on a scooter.
Undeterred, we used a drone-delivery app to order a fried pork cutlet and a small omelet on fried rice. Then, rather than wait in the park, we went to the restaurant to see how the system worked.
Very rapid transit
China’s bullet trains are famous for a reason. Many can go nearly 220 miles per hour — so fast that when you blast past a highway in one of these trains, cars look like they’re barely moving.
In less than two decades China has built a high-speed rail network some 30,000 miles long, two-thirds the length of the U.S. Interstate highway system. As many as 100 trains a day connect China’s biggest cities.
Building anything this enormous creates pollution in its initial construction, of course, using lots of concrete and steel. Construction was expensive and the system has racked up nearly $900 billion in debt, partly because it’s politically hard to raise ticket prices.
But the trains themselves are far less polluting than cars, trucks or planes. And they make day trips fast and easy. So we decided to hop over to Wuhan, more than 200 miles away.
Taxis that drive themselves
We rolled into Wuhan looking forward to catching a robot taxi. While a few U.S. cities have experimented with driverless cars, China leads in the number on the road and where they can operate.
Wuhan is one of a dozen or more Chinese cities with driverless taxis. Hundreds now roam most of the city, serving the airport and other major sites.
But train stations are a special problem. In big cities, some stations are so popular that the streets nearby are gridlocked for blocks in every direction.
That was the case in Wuhan. Autonomous cars have not been approved in the chronically gridlocked streets next to the train stations, which meant that, to meet our robot taxi at its pickup spot, we either needed to walk 20 minutes or hop on a subway. (We walked.)
Of course if you want your own personal self-driving car, dozens of automakers in China sell models with some autonomous features. However, you are required to keep your hands on the wheel and eyes on the road. Just this month, regulators told automakers to do more testing before offering hands-free driving on mass production cars.
We wanted the full robot chauffeur experience.
Robot trucks don’t need windows
After a meal at one of Wuhan’s famous crawfish restaurants, we headed back to Hefei.
We had enjoyed Hefei’s airborne lunches, but there’s a lot more autonomous delivery in that city than just food. China still has many intercity truck drivers, but is starting to replace them with robot trucks for the last mile to stores and homes.
The trucks look strangely faceless. With no driver compartment in front, they resemble steel boxes on wheels.
The smaller ones in Hefei carry 300 to 500 packages. The trucks go to neighborhood street corners where packages are distributed to apartments by delivery people on electric scooters or a committee of local residents. Larger trucks serve stores.
Robot delivery trucks now operate even in rural areas. I recently spotted one deep in the countryside as it waited for 13 water buffalo to cross a road.
Subways get a makeover
Cities across the country are rapidly building subways. So many, in fact, that China has become the world’s main manufacturer of automated tunnel-boring machines.
It has also pioneered the manufacture of prefab subway stations. They’re lowered in sections into holes in the ground. Building a new station can take as little as two months.
Nearly 50 cities in China have subway networks, compared with about a dozen in the U.S., and they tend to be popular and heavily used.
As in many Chinese cities, people in Hefei live in clusters of high-rises, and many live or work close to stations. The trains cut down on traffic jams and air pollution.
And like so many things, new ones are usually driverless.
The changes are spreading across the country.
Many Chinese cities have not only replaced diesel buses with electric ones but are also experimenting with hydrogen-powered buses. And driverless buses. And driverless garbage trucks. And driverless vending machines.
One such vending machine was operating in the Hefei park where we ordered our drone lunches. According to a nearby hot dog vendor, the brightly lit four-wheeler drove into the park every morning, though always accompanied by a person on a bike who made sure nothing went wrong.
A robotic snack machine that needs a chaperone — how practical is that? But the fact that they are rolling around the streets of Hefei at all says something about China’s willingness to test the boundaries of transportation technologies.
Some ideas may not work out, and others might suit China but not travel well. For example, Beijing can essentially order arrow-straight rail lines to be built almost to the heart of urban areas with little concern for what’s in the way. Other countries can’t replicate that. Chinese-built bullet trains in Nigeria and Indonesia, which travel from one city’s suburbs to the next, haven’t proven nearly as popular.
Still, China shows a willingness to take risks that other countries may not. In San Francisco the death of a bodega cat, killed by a self-driving taxi, has hurt the industry’s image. But in China, fleets of similar cars are operating widely and censors delete reports of accidents. The cars are improving their software and gaining experience.
As for me, after several days putting Hefei’s idea of the future to the test, it was time to head for my next reporting assignment, in Nanjing. By bullet train, of course.
Science
As mosquitoes go year-round in L.A., a promising fix hits a snag
Residents were supposed to get a respite from the ankle-nipping mosquitoes that fueled a recent surge in dengue fever in Los Angeles County.
Typically, the invasive mosquitoes — called Aedes aegypti — essentially disappear from winter until early May in the region.
Instead, complaints to local agencies tasked with controlling the pests spiked recently.
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“We have not seen them go away altogether like they have in previous years,” said Susanne Kluh, general manager for the Greater Los Angeles County Vector Control District.
Their unusual presence adds to the urgency of work going on in a 40-foot shipping container tucked away in Pacoima. It’s about to transform into a bustling nursery for tens of thousands of mosquitoes.
This May, the district is set for the third year in a row to release legions of sterilized male mosquitoes — which don’t bite — into parts of Sunland-Tujunga.
The last two years were promising, with the female population in two treated neighborhoods plunging by an average of more than 80%.
Yet business owners have signaled they’re not willing to pay to expand it.
That’s thrown uncertainty into officials’ goal of eventually bringing the approach to their whole service area, spanning 36 cities and unincorporated communities.
Steve Vetrone, assistant general manager at the Greater L.A. district.
(Ronaldo Bolanos / Los Angeles Times)
“Unfortunately, that’s going to be a rather expensive endeavor,” said Steve Vetrone, an assistant general manager for the district. “I can tell you right now that’s not something that we can do with our current operating budget.”
A need, an ask and a disappointing answer
Aedes aegypti are a new-ish local fixture. Native to Africa, the black-and-white striped mosquitoes were first detected in California in 2013 and landed in L.A. County the following year.
“Despite our best efforts, they’ve been able to just outpace us, and they’re now in every city and community within our district,” and all of Southern California, Vetrone said. In fact, the low-flying, day-biting mosquitoes are present in nearly half of California’s counties, including Shasta in the far north.
Desperate to find a solution, many are trying the so-called sterile insect technique — including vector control districts serving Orange and San Bernardino counties, as well as the San Gabriel Valley — and “we kind of all hope that this is going to be our silver bullet,” Kluh said.
The idea is fairly simple: unleash sterile males so that they far outnumber wild ones — say, 10 to 1 or even 100 to 1. The goal is for the altered males to mate with females, producing eggs that don’t hatch.
Kluh’s district uses X-rays to sterilize males but there are other methods, such as using genetically modified insects or ones infected with bacteria.
Female mosquitoes are fed different types of blood — pig and cow — to see which leads to the most eggs.
(Ronaldo Bolanos / Los Angeles Times)
The technique, while promising, requires time and money.
In California, property owners foot the bill for local mosquito (and other pest) control, with some paying an annual fee called a benefit assessment.
Levying a new fee requires approval from home, apartment and business owners, in accordance with Proposition 218.
To unleash sterile male mosquitoes in a broader swath of the Greater L.A. district, officials are seeking up to $20 a year per single family home. That would be on top of $18.97 that homeowners now pay for the agency’s services.
Last April, the district sent out 50,000 sample ballots to property owners, asking if they’d support the increase.
Only 47% of those returned were in favor.
“Data showed that single family homeowners were pretty supportive, but fewer business owners with larger parcels and potentially higher dues did not see the benefit in the additional expense,” Kluh said in an email.
Business owners might not live in the area, but their vote — if their property spans several acres — is weighted more heavily.
Times readers, commenting on a story from last year about the proposal, responded favorably.
“I hate mosquitos because they love me so much,” one reader said. “I would happily spend $20 to reduce their populations! I probably spend more [than] that on repellent.”
Officials haven’t given up, and plan to send out another round of sample ballots next year.
Kluh already has talking points for businesses in her back pocket: Restaurant owners should have an interest in making outdoor dining more pleasant, while apartment owners could lose revenue if their renters are sickened by an outbreak of Zika, chikungunya or yellow fever — all diseases transmitted by Aedes aegypti, she said.
Making mosquitoes that can’t reproduce
On a recent tour of the Pacoima insectary, Nicolas Tremblay, a senior vector ecologist with the district, whipped out a small container filled with a handful of what looked like vitamins.
But the clear pill cases were filled with about 6,500 mosquito eggs and bovine liver powder.
Nicolas Tremblay, senior vector ecologist, tapes trays to indicate pill capsules filled with mosquito eggs were placed in water.
(Ronaldo Bolanos / Los Angeles Times)
The pills are dropped into trays of water, where the eggs hatch and the larvae feed on the powder. It takes about nine days to go from egg to buzzing adult.
The males are then chauffeured to Garden Grove, where they’re zapped with X-rays. Then they’re driven back and set free the next day.
“It’s crazier around August, September, is when we’ll probably reach our peak production” of up to 72,000 mosquitoes a week, he said. “All these [trays] would be full of water and mosquitoes.”
In 2024, the district launched its pilot, releasing nearly 600,000 sterilized males in two Sunland-Tujunga neighborhoods over about five months.
The population of Aedes aegypti females dropped by an average of 82% compared with a control area.
The stakes became clear that year, when California reported 18 locally acquired dengue cases — a sharp rise from the first-ever cases confirmed the year before.
Last year, the pilot saw similar success, though there was also a natural drop in activity districtwide.
On the recent visit to the insectary, several hundred mosquitoes flew around in white mesh cages, serving as participants in a study to see which blood they prefer — pig or cow.
“We haven’t completed the trials yet, but it seems like they didn’t care,” he said.
One thing scientists already know: Aedes aegypti love biting people.
A highly adaptive foe
The invasive mosquitoes can lay their eggs in tiny amounts of water. A bottle cap or crease in a potato chip bag is fair game.
What’s more, mosquitoes in the Greater L.A. district are resistant to a lot of pesticides.
Now, there might be a new concern. Typically, the invasive mosquitoes go into a type of hibernation every year.
Kluh said it appeared that they may have mutated in a way that allows them to stay active through the winter.
A warming climate has already expanded their season and allowed them to move into formerly inhospitable regions.
Releasing sterilized males involves no pesticides, and also leverages the insect’s biology: Males in lust are adept at finding females.
Many residents are thrilled by the promising tool, but others bristle at the idea of manipulating nature.
“There’s folks that are in favor and then there are folks that are just absolutely opposed because it’s like, ‘You’re playing God,’” Vetrone said.
Science
Record Heat Meets a Major Snow Drought Across the West
At this point in a typical year, as the seasons officially turn from winter to spring, snowpack would still be accumulating across the Mountain West.
But this winter wasn’t typical, even before a heat wave this past week. It was the warmest on record for six Western states. Snow cover is the lowest level on record for the Colorado River Basin, and across much of the rest of the West, there are record or near-record low amounts of snow.
That alone would create a challenging year for water managers, who rely on slow and steady snowmelt to feed streams, rivers and reservoirs and meet spring and summer demand for irrigation and drinking water. While rainfall runs off quickly and can more readily evaporate from soil, snowpack serves as a valuable and lasting source of moisture and accounts for a majority of water supplies across the region, as much as 80 percent in some areas.
Current snowpack compared to historical averages
The intense heat wave threatens to make water management all the more challenging.
Much of the thin snowpack was already “ready to melt” before the heat set in, said Jon Meyer, assistant state climatologist at the Utah Climate Center. “This is the nail in the coffin.”
It’s unusual to see the whole West like this, said Leanne Lestak, an associate senior scientist at the University of Colorado Boulder who specializes in mapping snow and how much water it holds.
In early March, Ms. Lestak and her team found that vast majority of the Western United States had less than two-thirds of the amount of snow typical for this time of year, with few exceptions. In Arizona and parts of Nevada, New Mexico and Oregon, snowpack was less than a quarter of what it would usually be.
“The situation is pretty dire,” Dr. Meyer said.
The heat wave is also increasing the already-elevated fire risk across some drought-stricken areas. In Nebraska, drought set the stage for the largest wildfire in state history, which broke out last week and has not yet been contained.
The conditions that led to this year’s low snowpack are unusual, too. Snow droughts often develop from dry weather patterns that starve the West of any significant precipitation during the winter, said Dan McEvoy, a climatologist at the Desert Research Institute and Western Regional Climate Center.
But in many places, it wasn’t necessarily a dry year, he said. Instead, temperatures have been so warm that precipitation has fallen as rain, rather than snow, even at higher elevations.
Many of the mountaintops could still see some more snowfall. But as Cody Moser, a hydrologist with the Colorado Basin River Forecast Center in Salt Lake City, looks ahead to predicting how the spring will go, he doesn’t foresee any significant change in weather patterns. Now he’s expecting peak snowmelt flows to occur earlier than ever recorded in many locations, he said this week.
“I think it’s highly likely we’ve seen peak snowpack,” Mr. Moser said.
Snowpack feeding the Colorado River reaches historic lows
Even after a winter that was the warmest on record for Arizona, New Mexico, Colorado, Utah, Wyoming and Oregon, the heat that set in across much of the West this past week was extreme. Meteorologists said they were expecting to set record highs for the month of March in many locations, and the earliest arrivals of 100-degree temperatures in records that go back more than a century.
Across the Colorado River Basin, even at elevations as high as 10,000 feet, temperatures were forecast to surge into the 50s and 60s Fahrenheit on Friday and Saturday, Mr. Moser said, some 15 to 20 degrees warmer than average.
Relatively light winds and dry air over the region could limit snowmelt to some degree, he said, but the warmth and sunshine may prevent some moisture from ever reaching stream beds, said John Fleck, a water policy expert at the University of New Mexico.
“A lot of it is going to evaporate off before it even has a chance to hit the stream,” Mr. Fleck said.
This heat wave is so extreme that it would only be expected to occur once about every 500 years in the current climate, according to World Weather Attribution, a group of scientists who study links between extreme weather events and climate change.
“These temperatures are completely off the scale for March, and our data shows that they would be virtually impossible in a world without human-caused climate change,” said Ben Clarke, a research associate in extreme weather and climate change at Imperial College London.
In places like the Colorado Front Range, home to the majority of that state’s population, snowpack serves as the largest source of water. For the utility Denver Water, snowpack usually contains significantly more water than its largest surface reservoir, said Taylor Winchell, the agency’s climate adaptation program lead.
Denver Water has enough supply to handle a low-water year, but the snowpack conditions are creating “very high levels of concern,” Mr. Winchell said. The Denver Water Board is poised to officially declare Stage One drought restrictions, asking residents to significantly reduce their outdoor watering. If the snow drought were to repeat for multiple years, the problem could compound and worsen, he said.
The snow drought occurs at a critical time for the larger Colorado River Basin. An agreement among the basin’s seven states over how to divide its water expired at the end of last year, and negotiations to develop a new water plan fell apart last month. (The states are also obligated to share a small portion of the water with Mexico.)
The snow drought is complicating that work. Snowpack from the river’s Upper Basin, across mountains of Colorado, Utah, New Mexico and Wyoming, accounts for a majority of the river’s natural flow each year. Declining spring precipitation and rising temperatures have caused the Colorado’s flow to decrease by nearly 20 percent over the past quarter century.
Recent forecasts estimated that inflows to Lake Powell, a key reservoir that straddles the Utah-Arizona border, will be the third-smallest on record. The lake’s surface could drop to a critical level for hydroelectric power production by the end of this year, affecting a power grid that serves seven states.
Officials at the Bureau of Reclamation, the federal agency that oversees the Colorado River and its reservoirs, declined to be interviewed but said in a statement they were monitoring hydrologic conditions to guide decisions about how to manage the Colorado River system.
Mr. Fleck said a crisis without precedent could be brewing. While a drought that hit the basin in 2002 was worse, it was relatively more manageable than what the West now faces: “We’re having one of the worst years in many decades, but with no cushion of reservoir storage to fall back on to bail us out.”
Science
New report on L.A. post-fire beach contamination finds something unexpected: good news
Researchers investigating the long-term effects of the 2025 firestorms on L.A.’s beaches have found that rarest of things: good news.
In the year following the Palisades and Eaton fires, levels of harmful metals like lead in coastal sand and seawater have remained far below California’s limits for safe drinking water and the U.S. Environmental Protection Agency’s safety thresholds for aquatic life.
“We’re not seeing any evidence for harm in the ecosystem or harm for human health,” said Noelle Held, a University of Southern California marine biogeochemist and principal investigator for the CLEAN Waters project, which is measuring post-fire water quality.
The Palisades and Eaton fires burned more than 40,000 acres and destroyed at least 12,000 buildings, blanketing the ocean in ash for up to 100 miles offshore. Heavy rains a few weeks later washed the charred remnants of plastics, batteries, cars, chemicals and other potentially toxic material into the sea and up onto beaches via the region’s massive network of storm drains and concrete-lined rivers.
Initial testing by the nonprofit environmental group Heal the Bay in the weeks after the fires documented a spike in lead, mercury and other heavy metals in coastal waters. Concentrations of beryllium, copper, chromium, nickel and lead in particular were significantly above established safety thresholds for marine life, prompting fears for the long-term health of fish, marine mammals and the marine food chain.
For their most recent study, Held’s team analyzed seawater samples collected along multiple locations on five different dates between Feb. 10 and Oct. 17 in 2025, along with sand collected in August.
Seawater lead concentrations were highest in the month after the fire and in October, when the season’s first major rain had just washed months’ worth of urban pollution into the ocean.
Even at their peak, lead levels barely surpassed 1 microgram per liter — well below the U.S. Environmental Protection Agency’s aquatic life safety threshold of 8.1 micrograms per liter.
While levels of iron, manganese and cobalt were higher in sampling locations near the Palisades burn scar than they were in other areas, even there they remain well below concentrations that could pose harm to human or marine life.
For beach sand collected in August, lead levels never topped 14 parts per million at any location, significantly below both the current California residential soil standard of 80 parts per million and the stricter 55 parts per million standard proposed by environmental health researchers.
“This isn’t something we would flag if we were testing your soil in your yard,” Held said.
The recent findings are consistent with water quality tests the State Water Resources Control Board conducted earlier in 2025. A board spokesperson said those found both higher relative concentrations of metals closest to the burn scars and no overall evidence that post-fire pollution poses an ongoing threat to human health.
Yet the need for continued testing remains. Officials struggled to answer questions about post-fire beach safety in part because of a lack of historical data on pollution levels, a pitfall researchers would like to forestall before another disaster arrives.
Future rainstorms could also continue to wash metals into Will Rogers Beach and the Rustic Creek outfall, both of which are near the Palisades burn scar, CLEAN Waters warned.
“Post-fire impacts can change over time, depending on rainfalls, runoffs and sediment movements,” said Eugenia Ermacora, manager of the nonprofit Surfrider Foundation’s L.A. chapter, which has partnered with Held’s team to collect samples. “It’s not just about the fires, but it’s about urbanization and how much our city needs to continue the work of doing testing in the water.”
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