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
A renewed threat to JPL as the Trump administration tries again to cut NASA
WASHINGTON — NASA recaptured the world’s attention with Artemis II, which took astronauts to the moon and back for the first time in half a century. But the agency’s scientific projects could again be under threat as the Trump administration makes a renewed push to drastically cut their funding — including at the Jet Propulsion Laboratory.
The cuts, proposed in the Trump administration’s 2027 budget request to Congress, would pose further challenges to the already weakened Caltech-managed lab and could be broadly damaging to American efforts to bring back new discoveries from space. They echo last year’s attempt by the administration to slash NASA funding, which Congress rejected.
Though the Artemis project is billed as laying a foundation for a crewed NASA mission to Mars, exploration of the Red Planet is among the endeavors that could be slashed. The rover currently exploring Mars’ ancient river delta and a mission to orbit Venus are among projects with JPL involvement targeted for spending cuts, according to an analysis of the NASA budget proposal by the nonprofit Planetary Society.
“This isn’t [because] they’re not producing good science anymore. There’s no rhyme or reason to it,” said Casey Dreier, chief of space policy at the Planetary Society, which led opposition to the administration’s similar effort to cut NASA funding last year.
Storm clouds hang over the Jet Propulsion Laboratory on Feb. 7, 2024.
(David McNew / Getty Images)
This time, the administration is asking Congress to cut NASA funding by 23% — including a 46% cut to its science programs, which are responsible for developing spacecraft, sending them into outer space to observe and analyzing the data they send back.
The proposal would cancel 53 science missions and reduce funding for others, according to the Planetary Society analysis. The effort to pare down NASA Science comes amid the Trump administration’s broader effort to cut scientific research across federal agencies.
The plan swiftly drew bipartisan criticism from members of Congress, who rejected the administration’s similar 2026 proposal in January. Republican Sen. Jerry Moran of Kansas, who chairs the Senate appropriations subcommittee that oversees NASA, indicated last week that he would work to fund NASA similarly for 2027, saying it would be “a mistake” not to fund science missions.
Moran plans to hold a hearing with NASA Administrator Jared Isaacman before the end of April to review the budget request, a spokesperson for his office said. The president’s budget request is an ask to Congress, which ultimately holds the power to allocate funding.
But until Congress creates its own budget, NASA will use the plan as its road map, which could slow grants and contracts. The proposal “still creates enormous chaos and uncertainty in the meantime for critical missions, the scientific workforce, and long-term research planning,” said Rep. Judy Chu (D-Monterey Park), whose district includes JPL.
A NASA spokesperson declined to comment Friday. In the budget request, Isaacman wrote that NASA was “pursuing a focused and right-sized portfolio” for its space science missions in order to align with Trump’s federal cost-cutting goals.
The budget “reinforces U.S. leadership in space science through groundbreaking missions, completed research, and next-generation observatories,” Isaacman wrote.
Jared Isaacman testifies during his confirmation hearing to be the NASA administrator in the Russell Senate Office Building on Capitol Hill on Dec. 3, 2025.
(Anna Moneymaker / Getty Images)
At JPL — which has for decades led innovation in space science and technology from its La Cañada Flintridge campus — questions had already swirled about the lab’s role in the future of NASA work.
Multiple rounds of layoffs over the last two years, the defunding of its embattled Mars Sample Return mission and a shift by the Trump administration toward lunar exploration and away from the type of scientific work that JPL executes had pushed the lab into a challenging stretch.
It has had a steady stream of employee departures in recent months, and those left have been scrambling to court outside funding from private investors, sell JPL technology to companies and increase productivity in hopes of keeping the lab afloat, according to two former staffers, who requested anonymity to describe the mood inside the lab.
“If we’re not doing science, then what are we doing?” asked one former employee, who recently left JPL after more than a decade there.
A spokesperson for the lab declined to comment, referring The Times to the budget proposal.
The NASA programs marked for cancellation or cutbacks support thousands of jobs at JPL and other centers, said Chu, who has led a push for increased funding for NASA Science. After last year’s layoffs, JPL “cannot afford to lose more of this expertise,” she said in a statement.
Among the JPL projects that appear to be slated for cancellation are two involving Venus, Dreier said. One, Veritas, is early in development and would give work to the lab for the next several years, he said.
The project would be the first U.S. mission to Venus in more than 30 years, Dreier said, and aims to make a high-resolution mapping of the planet’s surface and observe its atmosphere.
The Perseverance rover, which is on Mars collecting rock and soil samples, could face spending reductions. The budget request proposes pulling some funding from Perseverance to fund other planetary science missions and reducing “the pace of operations” for the rover.
Though how the Mars samples might get back to Earth is uncertain, the rover is still being used to explore the planet and search for evidence of whether it could have ever been habitable to life.
Researchers hope the tubes of Martian rock, soil and sediment can eventually be brought back to Earth for study. The team has about a half a dozen more sample tubes to fill and the rover is in good shape, said Jim Bell, a planetary scientist and Arizona State University professor who leads the camera team on Perseverance, which works daily with JPL.
He said NASA’s spending proposal put forth “no plan” for the future of the agency’s work.
“Are people just supposed to walk away from their consoles,” Bell asked, “and let these orbiters around other planets or rovers on other worlds — just let them die?”
The NASA document did not clearly show which programs were targeted for cuts and did not list which projects were targeted for cancellation. The Planetary Society and the American Astronomical Society each analyzed the proposal and found that dozens of projects appeared to be canceled without being named in the document.
Across NASA, other projects slated for cancellation according to the Planetary Society’s analysis include New Horizons, a spacecraft exploring the outer edge of the solar system; the Atmosphere Observing System, a planned project to collect weather, air quality and climate data; and Juno, a spacecraft studying Jupiter.
The administration’s plan also doesn’t prioritize new scientific projects, Bell said, which further jeopardizes long-term job stability and space discovery at centers like JPL.
“We’re going through this long stretch now with very few opportunities to build these spacecrafts,” Bell said. “All of the NASA centers are suffering from the lack of opportunities.”
Last year, the Trump administration proposed to slash NASA’s 2026 funding by nearly half. Instead, Congress approved funding in January that provided $24.4 billion for the agency — a cut of about 29% rather than the proposed 46%. The 2027 budget request asks for $18.8 billion.
Congress kept funding for science missions nearly steady, allocating $7.25 billion for science missions, about a 1% decrease from 2025. The administration had proposed cutting the science investment down to $3.91 billion. This time, the budget requests $3.89 billion.
Under the Trump administration, NASA has put an emphasis on moon exploration, including this month’s successful Artemis II mission. Isaacman, who defended the proposed cuts on CNN last week, touted the agency’s lunar plans, including a project to build a base on the moon.
The agency has indicated commitment to some existing science missions, including the James Webb Space Telescope, the to-be-launched Nancy Grace Roman Space Telescope, the Dragonfly spacecraft set to launch for Saturn’s moon in 2028, and other projects.
“NASA doesn’t have a topline problem, we just need to focus on executing and delivering world-changing outcomes,” Isaacman said on CNN.
Scientists have urged the government not to choose between funding science and exploration but to keep up investment in both.
“It’s ultimately kind of confusing, especially on the heels of the Artemis II mission,” said Roohi Dalal, deputy director for public policy at the American Astronomical Society. “The scientific community … is providing critical services to ensure that the astronauts are able to carry out their mission safely, and yet at the same time, they’re facing this significant cut.”
Science
What to plant (and what to remove) in California’s new ‘Zone Zero’ fire-safety proposal
After years of heated debates among fire officials, scientists and local advocates, California’s Board of Forestry and Fire Protection released new proposed landscaping rules for fire-prone areas Friday that outline what residents can and can’t do within the first 5 feet of their homes.
Many of these proposed rules — designed to reduce the risk of a home burning down amid a wildfire — have wide support (or at least acceptance); however, the most contentious by far has been whether the state would allow healthy plants in the zone.
Many fire officials and safety advocates have essentially argued anything that can burn, will burn and have supported removing virtually anything capable of combustion from this zone within 5 feet of houses, dubbed “Zone Zero.” They point to the string of devastating urban wildfires in recent years as reason to move quickly.
Yet, researchers who study the array of benefits shade and extra foliage can bring to neighborhoods — and local advocates who are worried about the money and labor needed to comply with the regulations — have argued that this approach goes beyond what current science shows is effective. They have, instead, generally been in favor of allowing green, healthy plants within the zone.
The new draft regulations attempt to bridge the gap. They outline more stringent requirements to remove all plants in a new “Safety Zone” within a foot of the house and within a bigger buffer around potential vulnerabilities in a home’s wildfire armor, including windows that can shatter in extreme heat and wooden decks that can easily burst into flames. Everywhere else, the rules would allow residents to maintain some plants, although still with significant restrictions.
The rules generally do not require the removal of healthy trees — instead, they require giving these trees routine haircuts.
Once the state adopts a final version of the rules, homeowners would have three years to get their landscaping in order and up to five years for the bigger asks, including removing all vegetation from the Safety Zone and updating combustible fencing and sheds within 5 feet of the home. New constructions would have to comply immediately.
The rules only apply to areas with notable fire hazard, including urban areas that Cal Fire has determined have “very high” fire hazard and rural wildlands.
Officials with the Board will meet in Calabasas on Thursday from 1 p.m. to 7 p.m. to discuss the new proposal and hear from residents.
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Some L.A. residents are championing a proposed fire-safety rule, referred to as “Zone Zero,” requiring the clearance of flammable material within the first five feet of homes. Others are skeptical of its value.
Where is the Safety Zone?
The proposed Safety Zone with stricter requirements to remove all vegetation would extend 1 foot from the exterior walls of a house.
In a few areas with heightened vulnerabilities to wildfires, it extends further.
The Safety Zone covers any land under the overhang of roofs. If the overhang extends 3 feet, so does the Safety Zone in that area. It also extends 2 feet out from any windows, doors and vents, as well as 5 feet out from attached decks.
What plants would be allowed in the Safety Zone?
Generally, nothing that can burn can sit in the Safety Zone. This includes mulch, green grass, bushes and flowers.
What plants would be allowed in the rest of Zone Zero?
Homeowners can keep grasses (and other ground-covers, like moss) in this area, as long as it’s trimmed down to no taller than 3 inches.
The rules also allow small plants — from begonias to succulents — up to 18 inches tall as long as they are spaced out in groups. Residents can also keep spaced-out potted plants under this height, as long as they’re easily movable.
What about fences, trees and gates?
Any sheds or other outbuildings would need noncombustible exterior walls and roofs in Zone Zero — Safety Zone or not.
Residents would have to replace the first five feet of any combustible fencing or gates attached to their house with something made out of a noncombustible material, such as metal.
Trees generally would be allowed in Zone Zero. Homeowners would need to keep any branches one foot away from the walls, five feet above the roof and 10 feet from chimneys.
Residents would also have to remove any branches from the lower third of the tree (or up to 6 feet, whichever is shorter) to prevent fires on the ground from climbing into the canopy.
Some trees with trunks directly up against a house in this 1-foot buffer or under the roof’s overhang might need to go — since keeping branches away from the home could prove difficult (or impossible).
However, the board stressed it wants to avoid the removal of trees whenever feasible and encouraged homeowners to work with their local fire department’s inspectors to find case-by-case solutions.
What’s new and what’s not
Some of the rules discussed in Zone Zero are not new — they’ve been on the books for years, classified as requirements for Zone One, extending 30 feet from the home with generally less strict rules, and Zone Two, extending 100 feet from the house with the least strict rules.
For example, homeowners are already required to remove any dead or dying grasses, plants and trees. They also have to remove leaves, twigs and needles from gutters, and they already cannot keep exposed firewood in piles next to their house.
Residents are also already required to keep grasses shorter than 4 inches; Zone Zero lowers this by an inch.
Science
Video: Rescuers Mount a Likely Final Push to Save a Stranded Whale
new video loaded: Rescuers Mount a Likely Final Push to Save a Stranded Whale
By Jorge Mitssunaga
April 17, 2026
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