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Q&A: How American medical institutions helped make D-day a success 80 years ago today

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Q&A: How American medical institutions helped make D-day a success 80 years ago today

The beginning of the end of World War II occurred 80 years ago Thursday, when roughly 160,000 Allied troops made landfall in Normandy on D-day. The initial battle against some 50,000 armed Germans resulted in thousands of American, British and Canadian casualties, many with grave injuries.

Who would care for them?

By June 6, 1944, the United States medical establishment had spent years preparing to treat these initial patients — and the legions of wounded warriors that were sure to follow.

The curriculum for medical schools was accelerated. Internship and residency training was compressed. Hundreds of thousands of women were enticed to enroll in nursing schools tuition-free.

Conscientious objectors — and others — were trained to serve as combat medics, becoming the first link in a newly developed “chain of evacuation” designed to get patients off the front lines and into hospitals with unprecedented efficiency. Medics capitalized on tools like penicillin, blood transfusions and airplanes outfitted as flying ambulances that hadn’t existed during World War I.

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“The nature of warfare was very, very different in 1944,” said Dr. Leo A. Gordon, an affiliate faculty member in the Cedars-Sinai History of Medicine Program. “Therefore, the nature of medicine was very, very different.”

Gordon spoke with The Times about an aspect of World War II that’s often overlooked.

How did you become interested in the medical aspects of World War II?

In my surgical training, I spent a lot of time in a [Veterans Affairs] hospital in Boston. That was probably the start of what has really become a career-long interest in World War II in general and the medical aspects of how America prepared for the invasion.

As veterans aged and the memory of June 6, 1944, has lessened its impact, it just stimulated me to keep up that particular interest.

How did the U.S. gear up to handle the medical aspects of the war?

After the Pearl Harbor attack on Dec. 7, 1941, it was clear to the medical establishment that we were going to need more doctors, more nurses and more front-line combat medics.

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The U.S. surgeon general established a division to speed up the medical educational process. The 247 medical schools that existed at that time all had accelerated graduation programs that shrunk a year [of instruction] down to nine months. In addition, the Assn. of American Medical Colleges shrunk down the internship year to nine months, and all residencies were abbreviated to two years maximum, no matter what the specialty was.

When you were done with your training, there was the 50-50 program — 50% would be drafted and 50% would be returned to the community.

Since most of the injuries were going to be traumatic injuries, you had a very active role by the American College of Surgeons. They established a national roadshow and showed doctors how to deal with the injuries with which they were going to be confronted — fractures, burns and resuscitations.

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How did they know what kinds of war wounds to prepare for?

They prepared for dealing with similar trauma to what they had seen in their practices, but on a larger scale. There were also other developments that were going to aid them in their ability to take care of wounded soldiers.

What kind of developments?

Number one was the availability of penicillin. Infection after wounds was a terrible problem in World War I and early in World War II until penicillin became widely available in 1943.

The problem was you had 200,000 men between 45 and 18 — many of whom were 16 and lied about their age to get into the military — who were headed to Europe to liberate the women of Europe. So venereal disease became a widespread and debilitating problem for the Army, the Navy and the Air Force. The dilemma for penicillin was, do you bring it to the battlefield or do you bring it to the bordello?

There was a large public relations poster effort throughout the country and on Army bases throughout Europe for preventing venereal disease because penicillin should go to wounded soldiers.

Were there other changes in the way injuries were treated?

In World War I, a guy gets shot and you put him on a stretcher, and it’s a long trek to the nearest hospital.

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For World War II, the armed forces developed the chain of evacuation. It started with a combat medic. That fed into a system that went from a field hospital to a larger hospital to a general hospital and ultimately, if needed, to evacuation to England. It saved a lot of lives.

Were combat medics new in World War II?

The job existed before, but it became formalized. It was a very interesting nine-month tour of duty in military service, tactical training, and of course the medical aspect of evaluating injuries, administering morphine, splinting and stopping bleeding. They had the availability of plasma transfusions to support shock.

A lot of them were conscientious objectors. They were in basic training next to people who are going to carry a rifle and kill people. There was a friction between the two up until the time somebody got injured and started yelling, “Medic!”

What about nurses?

Frances Payne Bolton was a congresswoman from Ohio. She said essentially, “The doctors are going to do this and that. What about the nurses?” So she put through the Bolton Act of 1943, which created the U.S. Cadet Nurse Corps. It was essentially a GI Bill for nurses. This was a focused, expedited program, free of charge.

Prior to Pearl Harbor, there were only about 19,000 Army nurses. By the end of the war, if you combine the European theater with the Pacific theater, there were hundreds of thousands of nurses.

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Lt. Stasia Pejko makes a last-minute check on blood bound for France on June 14, 1944.

Lt. Stasia Pejko makes a last-minute check on blood bound for France on June 14, 1944.

(Associated Press)

What about other new roles?

This was the first time in warfare that air evacuation was used to a large degree. That gave rise to the creation of the flight nurse, who had to be aware of many things other than caring for a patient on the ground. They had to learn crash survival. They had to learn how to deal with the effects of high altitude.

Did any of these innovations in medical care return to the States after the war?

The overarching theme in the history of military medicine is that once a war ended, there was very little interest in using that event for military progress — except for World War II.

The advances that came out of World War II start with penicillin. Number two was the management of chest injuries, abdominal injuries and vascular injuries.

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Number three was advances in the use of plasma and blood banking, particularly through the work of Dr. Charles Drew, which is a story in and of itself. His contributions saved innumerable lives.

Number four was the explosive growth of the Veterans Administration and the veterans hospitals. You had tens of thousands of people who served the country coming back home, and the VA system was going to have to take care of them.

Number five was the involvement of the government in medical research. Before World War II, it was unusual for the government to fund medical research.

And the sixth advancement was the increase in knowledge of the neuropsychiatric effects of war. It started off as battle fatigue, and then it evolved into shell shock. Later it morphed into PTSD.

Has the U.S. medical establishment accomplished anything of this magnitude since World War II?

I’m not an expert in military warfare, but now with drones and computers and special operations, I can hardly imagine so many people headed for a beach in hand-to-hand combat.

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This interview has been edited for length and clarity.

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China’s Clean Energy Push is Powering Flying Taxis, Food Delivery Drones and Bullet Trains

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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.

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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.

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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

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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Robot trucks don’t need windows

After a meal at one of Wuhan’s famous crawfish restaurants, we headed back to Hefei.

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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.

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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

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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.

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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.

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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.

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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.

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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.

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After the L.A. fires, heart attacks and strange blood test results spiked

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After the L.A. fires, heart attacks and strange blood test results spiked

In the first 90 days after the Palisades and Eaton fires erupted in January, the caseload at Cedars-Sinai Medical Center’s emergency room looked different from the norm.

There were 46% more visits for heart attacks than typically occured during the same time period over the previous seven years. Visits for respiratory illnesses increased 24%. And unusual blood test results increased 118%.

These findings were reported in a new study published Wednesday in the Journal of the American College of Cardiology. The study, part of a research project documenting the fires’ long-term health effects, joins several recent papers documenting the disasters’ physical toll.

While other U.S. wildfires have consumed more acres or cost more lives, the Palisades and Eaton fires were uniquely dangerous to human health because they burned an unusual mix of materials: the trees, brush and organic material of a typical wildfire, along with a toxic stew of cars, batteries, plastics, electronics and other man-made materials.

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There’s no precedent for a situation that exposed this many people to this kind of smoke, the paper’s authors said.

“Los Angeles has seen wildfires before, it will see wildfires again, but the Eaton fire and the Palisades fire were unique, both in their size, their scale and the sheer volume of material that burned,” said Dr. Joseph Ebinger, a Cedars-Sinai cardiologist and the paper’s first author.

The team did not find a significant increase in the overall number of visits to the medical center’s emergency room between Jan. 7, the day the fires began, and April 7. The department recorded fewer in-person visits for mental health emergencies and chronic conditions during that time compared to the same time period in earlier years, said Dr. Susan Cheng, director of public health research at Cedars-Sinai and the study’s senior author.

The increase in visits for acute cardiovascular problems and other serious sudden illnesses made up the difference.

The study team also looked at results from blood tests drawn from patients visiting the ER for serious physical symptoms without immediate explanation — dizziness without dehydration, for example, or chest pains not caused by heart attacks.

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Their blood tests returned unusual results at a rate more than double that seen in previous years. These atypical numbers cut across the spectrum of the blood panel, Cheng said. “It could be electrolyte disorder, change in protein levels, change in markers of kidney or liver function.”

The rate of unusual test results held steady through the three-month period, leading the team to conclude that exposure to the fires’ smoke “has led to some kind of biochemical metabolic stress in the body that likely affected not just one but many organ systems,” Cheng said. “That’s what led to a range of different types of symptoms affecting different people.”

Joan Casey, an environmental epidemiologist at the University of Washington who was not part of the Cedars-Sinai team, noted that the study found health effects lasting over a longer period than similar studies have.

Three months “is a substantial length of time to observe elevated visits, as most studies focused on acute care utilization following wildfire smoke exposure find increased visit counts over about a weeklong period,” Casey said. Her own research found a 27% increase in outpatient respiratory visits among Kaiser Permanente Southern California members living within 12.4 miles of the burn zones in the week following the fires.

“The L.A. fires were such a severe event, including not only smoke, but also evacuation and substantial stress in the population, that effects may have lingered longer,” Casey said.

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Thirty-one people are known to have died as a direct result of injuries sustained in the fires. But researchers believe that when taking into account deaths from health conditions worsened by the smoke, the true toll is significantly higher.

A research letter published earlier this year in the Journal of the American Medical Assn. calculated that there were 440 excess deaths in L.A. County between Jan. 5 and Feb. 1. That paper looked at deaths caused by a variety of factors, from exposure to air pollution to disrupted healthcare as a result of closures and evacuations.

On Tuesday, a team from Stanford University published itsprojection that exposure to the fires’ smoke, specifically, led to 14 deaths otherwise unaccounted for.

Wildfire is a major source of fine particulate pollution, bits measuring 2.5 microns or less in diameter that are small enough to cross the barriers that separate blood from the brain and the lungs’ outer branches.

Compared with other sources, wildfire smoke contains a higher proportion of ultrafine particles miniscule enough to penetrate the brain after inhalation, Casey told The Times earlier this year. The smoke has been linked to a range of health problems, including dementia, cancer and cardiovascular failure.

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In the last decade, increasing numbers of wildfires in Western states have released enough fine particulate pollution to reverse years’ worth of improvements under the Clean Air Act and other antipollution measures.

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On a $1 houseboat, one of the Palisades fire’s ‘great underdogs’ fights to stay afloat

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On a  houseboat, one of the Palisades fire’s ‘great underdogs’ fights to stay afloat

Rashi Kaslow sat on the deck of a boat he bought from a friend for just $1 before the fire. After the blaze destroyed his uninsured home in the Palisades Bowl mobile home park — which the owners, to this day, still have not cleared of fire debris — the boat docked in Marina del Rey became his home.

“You either rise from the ashes or you get consumed by them,” he said between tokes from a joint as he watched the sunset with his chihuahua tucked into his tan Patagonia jacket.

“Some people take their own lives,“ he said, musing on the ripple effect of disasters. “After Katrina, a friend of my mom unfortunately did that. … Some people just fall into the bottle.”

The flames burn not only your house, but also your most sacred memories. Among the few items Kaslow managed to save were journals belonging to his late mother, who, in the 1970s, helped start the annual New Orleans Jazz Fest, which is still going strong today.

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A disaster like the Palisades fire burns your entire way of life, your community, your sense of self.

The fire put a strain too big to bear on Kaslow’s relationship with his long-term girlfriend. The emotional trauma he experienced forced him to take a break from boat rigging, a dangerous profession he’s practiced for 10 years that requires sharp mental focus as you scale ship masts to wrangle a web of ropes, wires and blocks.

Some days, he feels kind of all right. Others, it’s like he’s drowning in grief. “You try to get back on that horse and do this recovery thing — the recovery dance,” Kaslow said, “which is boring, to say the least.”

Living on a houseboat comes with its own rituals; these largely keep Kaslow occupied. He goes to the boathouse for his ablutions, walks his chihuahua around the marina and rides an electric skateboard into the nearby neighborhoods for a change of scenery.

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‘You either rise from the ashes or you get consumed by them.’

— Rashi Kaslow

He’s not yet sure where he’ll end up. Maybe someday the owners of the Palisades Bowl will let him rebuild, but Kaslow is too much of a pragmatist to get his hopes up. Maybe he’ll eventually scrape together enough money to leave the city he’s called home for more than two decades and finally buy a regular old house — not a mobile home, not a boat.

As 2025 slogged on, Kaslow repeatedly watched leaders do little to help. The Los Angeles Fire Department had failed to put out the Lachman fire. Gov. Gavin Newsom’s state park had failed to monitor the burn scar for hotspots. The Los Angeles Department Water and Power had failed to fill the Santa Ynez Reservoir, meant to protect the Pacific Palisades. Police failed to protect his burned lot from looters. Mayor Karen Bass failed to force the owners of the Palisades Bowl to clear the lot of debris.

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Kaslow imagines welcoming Bass and Newsom onto his boat — his life now — and sailing out into the sunset. “There should be some accountability,” he said. “I just want to look them in the eyes and ask them, ‘What the f— really happened?’”

Rashi Kaslow holding a ceramic vase he recovered from the ruble of his home, destroyed by the Palisades fire.

Kaslow holds a ceramic vase he recovered from the rubble of his home.

It’s a sentiment shared by many from the Bowl, who Kaslow has dubbed the fire’s “great underdogs.” They’re among the Palisadians who’ve been essentially barred from recovering — be it due to financial constraints, uncooperative landowners or health conditions that make the lingering contamination, with little help from insurance companies to remediate, simply too big a risk.

“I don’t want to be a victim for the rest of my life,” Kaslow said. “I don’t want to let this destroy me anymore than it already has.”

As November’s beaver supermoon rose above the marina, pulling the tide up with it, he felt a glimmer of optimism — a foreign feeling, like reconnecting with an old friend.

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Kaslow had received a bit of money from one of the various resident lawsuits against the Palisades Bowl’s owners, as well as a modest housing grant from Neighborhood Housing Services, a local nonprofit, that covered the rent for his spot in the marina.

But a week later, Neighborhood Housing Services ran out of money, and a federal loan that could finally help him to move on from simply trying to stay afloat to charting his future remains far off on the horizon.

Regardless, Kaslow cannot help but feel grateful, despite all he’s lost. He thinks of his elderly neighbors whose entire lives were upended in their final years. Or the kids of nearby Pali High, who pushed their way through the COVID-19 pandemic only to have their school burn in the blaze.

He thinks of the countless people quietly going through their own personal tragedies, without the media attention or outpouring from the greater community or support from the government: A messy divorce that leaves a young mother isolated; a kitchen fire in suburban America that levels a home; an interstate car crash that kills someone’s child.

“You start to appreciate things more, I think, when your whole life is shaken up,” Kaslow said, looking out at the moonlight glimmering across the marina. “That is a blessing.”

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