Helen H. Moore's Blog, page 891
January 16, 2016
The man who owned the world: David Bowie made reinvention an art form







Don’t feel guilty about buying used books: Writers won’t see a dime of that sale, but it’s the long game that counts






Bernie Sanders is no socialist: Socialism is his brand, but he’s a Democrat in every way but name
Martin Luther King, Rachel Dolezal and Donald Trump: The recurring story of race that has shaped our history






Uber and Lyft’s big new lie: Their excuse for avoiding regulation is finally falling apart
“G.M. will also work with Lyft to set up a series of short-term car rental hubs across the United States, places where people who do not own cars can pick up a vehicle and drive for Lyft to earn money.”Stop the presses; say what? Lyft will rent cars to its drivers? As in, instead of a driver bringing their car to Lyft for rideshare profiteering, Lyft will own the cars and provide them to drivers? Apparently so. Lyft president John Zimmer told CNBC “We have thousands and thousands of sign-ups from individuals whose cars don’t qualify, and so we can now market to those individuals who already applied but didn’t have the right car. This is a really great income opportunity, whether or not you have a car.” OK…but…how…is that…any different from…how a taxi company operates? In most taxi companies, a driver pays a “gate” to a taxi company to rent its taxi for the day or evening. The driver keeps the net of his fares after paying the rental gate, which is usually around $100 per shift. The new Lyft-GM business model sure sounds like a taxi company to me. In case the import of this still isn’t clear, I'll spell it out: one of the big claims of Lyft and its other ridesharing competitors, like Uber and Sidecar, is that the reason they should not have to follow the considerable regulations that govern taxi companies is because Lyft/Uber are not in fact taxi companies. According to their view of the world, they are a technology company. They only connect a driver with a passenger as an intermediary; they are a mere software broker of a deal between two separate parties, and so they shouldn’t be regulated like a taxi company. Look, they have said repeatedly, we don't even own any cars…so how can we be a taxi company? In fact, Uber changed its original name, which was UberCab when it was founded by Travis Kalanick and Garrett Camp in 2009, to Uber Technologies to provide that regulatory cover. Regulators in the United States have mostly swallowed this ridesharing whopper, hook, line and sinker. They have treated these companies by a different set of rules than taxi companies. As one obvious example, in most cities the number of taxis roaming the streets is limited by a medallion system. The rationale for limiting the number of livery cars is to keep congestion manageable and the wages of drivers high enough to make some kind of living. But Lyft and Uber have refused to accept any limits on their number of drivers (and hence, notice how the streets in so many cities are now increasingly congested – just a coincidence?). In addition, Lyft and Uber – ahem, the technology companies – have refused to pay livery taxes and other fees that taxi companies must pay to local governments, which are an important source of municipal revenue. In New York City, for example, taxis pay a fee that helps support mass public transit; Lyft and Uber refuse to pay any of that. In short, these “non-taxi” companies have fiercely refused to follow virtually any and all local taxi laws, claiming the laws are not applicable because they are technology companies. Consequently, Lyft and Uber have gotten away with using grossly underinsured drivers and faulty background checks (with no fingerprinting, a type of background check that the FBI has estimated has a 43 percent error rate). The district attorneys of San Francisco and Los Angeles have sued both companies because they don’t use what is known as a Live Scan (which includes fingerprinting), the highest standard of background check, which most taxi companies in California are required by law to use. The lack of taxi-quality background checks has had tragic consequences. An Uber driver hit and killed 6-year-old Sofia Liu, and badly injured her mother and brother, as they were traversing a crosswalk on New Year’s Eve 2013 in San Francisco. Uber immediately washed its hands of any responsibility or liability, claiming the driver was an independent contractor, not an employee. Yet that driver had a reckless driving record in Florida, including being arrested for driving 100 mph into oncoming traffic while trying to pass another car, which Uber’s faulty background check failed to uncover. Bad things have happened in taxis too, of course, but not being a taxi company has been the whole basis for Lyft and Uber’s avoidance of regulation. Lyft’s latest morphing of its business plan blows its anti-regulation cover out of the water (and usually what one of these companies does, the other copies in a month or two). If drivers are reporting to “hubs” to rent a car from the Lyft-GM operation, how is that any different from a taxi company? The claim that these companies are “technology” and not taxi companies always was laughable. If you go to places like France, Germany, Spain, South Korea – just about anywhere outside the U.S. – it was obvious to their regulators from the get-go that these companies provide the same service as a taxi company. They might connect the driver with a passenger in a new way, but so what? There was a time when taxis did not have electronic meters in them – when they were installed, did that turn those companies into “technology”? It’s only here in the United States that regulators have been so gobsmacked and befuddled. “What is this thing, is it a taxi, is it technology, is it from planet Pluto? MY GOD, HOW DO WE REGULATE IT?” No question, regulators in the U.S. have dropped the ball in city after city and state after state. In France, the two national chiefs of Uber are facing jail time for running an illegal taxi service. Well, now Lyft has done U.S. regulators a big favor. By setting up hubs where drivers can rent cars and then drive for Lyft, the company is making it plainly obvious what should have been obvious all along. These are taxi companies. And they should be regulated as such. These companies have been given a free pass for far too long. No question, ridesharing is here to stay. Many customers find it helpful, and the service has proved its worth. With a view of our streets as a public utility, ridesharing should be incorporated along with existing modes of transportation. Most likely, taxi services and ridesharing will merge over time, as more taxis start using apps and ridesharing companies start renting cars to drivers. But the days when these two different sectors, which provide the exact same service, are regulated by two different sets of rules needs to end.Recently Lyft and General Motors made a grand announcement, with all the hoopla meant to convey that this announcement is a really big deal: ta-daaaa, a joint partnership in which Lyft will develop self-driving cars with GM. GM is going to invest $500 million in Lyft, and GM president Daniel Ammann will join the board of Lyft. Never mind that self-driving cars (beyond test cars) will not appear on the streets anytime soon – and possibly never, due to the severe regulatory and insurance hurdles involved in letting a 3,000-pound machine steer itself with no human at the controls. Nevertheless, that big headline dominated the news cycle, which is so titillated by anything Uber or Donald Trump. Yet the media missed the really big news. It was tucked into the Lyft-GM announcement as a little nugget that no one paid attention to. As reported in the Times:
“G.M. will also work with Lyft to set up a series of short-term car rental hubs across the United States, places where people who do not own cars can pick up a vehicle and drive for Lyft to earn money.”Stop the presses; say what? Lyft will rent cars to its drivers? As in, instead of a driver bringing their car to Lyft for rideshare profiteering, Lyft will own the cars and provide them to drivers? Apparently so. Lyft president John Zimmer told CNBC “We have thousands and thousands of sign-ups from individuals whose cars don’t qualify, and so we can now market to those individuals who already applied but didn’t have the right car. This is a really great income opportunity, whether or not you have a car.” OK…but…how…is that…any different from…how a taxi company operates? In most taxi companies, a driver pays a “gate” to a taxi company to rent its taxi for the day or evening. The driver keeps the net of his fares after paying the rental gate, which is usually around $100 per shift. The new Lyft-GM business model sure sounds like a taxi company to me. In case the import of this still isn’t clear, I'll spell it out: one of the big claims of Lyft and its other ridesharing competitors, like Uber and Sidecar, is that the reason they should not have to follow the considerable regulations that govern taxi companies is because Lyft/Uber are not in fact taxi companies. According to their view of the world, they are a technology company. They only connect a driver with a passenger as an intermediary; they are a mere software broker of a deal between two separate parties, and so they shouldn’t be regulated like a taxi company. Look, they have said repeatedly, we don't even own any cars…so how can we be a taxi company? In fact, Uber changed its original name, which was UberCab when it was founded by Travis Kalanick and Garrett Camp in 2009, to Uber Technologies to provide that regulatory cover. Regulators in the United States have mostly swallowed this ridesharing whopper, hook, line and sinker. They have treated these companies by a different set of rules than taxi companies. As one obvious example, in most cities the number of taxis roaming the streets is limited by a medallion system. The rationale for limiting the number of livery cars is to keep congestion manageable and the wages of drivers high enough to make some kind of living. But Lyft and Uber have refused to accept any limits on their number of drivers (and hence, notice how the streets in so many cities are now increasingly congested – just a coincidence?). In addition, Lyft and Uber – ahem, the technology companies – have refused to pay livery taxes and other fees that taxi companies must pay to local governments, which are an important source of municipal revenue. In New York City, for example, taxis pay a fee that helps support mass public transit; Lyft and Uber refuse to pay any of that. In short, these “non-taxi” companies have fiercely refused to follow virtually any and all local taxi laws, claiming the laws are not applicable because they are technology companies. Consequently, Lyft and Uber have gotten away with using grossly underinsured drivers and faulty background checks (with no fingerprinting, a type of background check that the FBI has estimated has a 43 percent error rate). The district attorneys of San Francisco and Los Angeles have sued both companies because they don’t use what is known as a Live Scan (which includes fingerprinting), the highest standard of background check, which most taxi companies in California are required by law to use. The lack of taxi-quality background checks has had tragic consequences. An Uber driver hit and killed 6-year-old Sofia Liu, and badly injured her mother and brother, as they were traversing a crosswalk on New Year’s Eve 2013 in San Francisco. Uber immediately washed its hands of any responsibility or liability, claiming the driver was an independent contractor, not an employee. Yet that driver had a reckless driving record in Florida, including being arrested for driving 100 mph into oncoming traffic while trying to pass another car, which Uber’s faulty background check failed to uncover. Bad things have happened in taxis too, of course, but not being a taxi company has been the whole basis for Lyft and Uber’s avoidance of regulation. Lyft’s latest morphing of its business plan blows its anti-regulation cover out of the water (and usually what one of these companies does, the other copies in a month or two). If drivers are reporting to “hubs” to rent a car from the Lyft-GM operation, how is that any different from a taxi company? The claim that these companies are “technology” and not taxi companies always was laughable. If you go to places like France, Germany, Spain, South Korea – just about anywhere outside the U.S. – it was obvious to their regulators from the get-go that these companies provide the same service as a taxi company. They might connect the driver with a passenger in a new way, but so what? There was a time when taxis did not have electronic meters in them – when they were installed, did that turn those companies into “technology”? It’s only here in the United States that regulators have been so gobsmacked and befuddled. “What is this thing, is it a taxi, is it technology, is it from planet Pluto? MY GOD, HOW DO WE REGULATE IT?” No question, regulators in the U.S. have dropped the ball in city after city and state after state. In France, the two national chiefs of Uber are facing jail time for running an illegal taxi service. Well, now Lyft has done U.S. regulators a big favor. By setting up hubs where drivers can rent cars and then drive for Lyft, the company is making it plainly obvious what should have been obvious all along. These are taxi companies. And they should be regulated as such. These companies have been given a free pass for far too long. No question, ridesharing is here to stay. Many customers find it helpful, and the service has proved its worth. With a view of our streets as a public utility, ridesharing should be incorporated along with existing modes of transportation. Most likely, taxi services and ridesharing will merge over time, as more taxis start using apps and ridesharing companies start renting cars to drivers. But the days when these two different sectors, which provide the exact same service, are regulated by two different sets of rules needs to end.






Trump slams Cruz as a hypocrite
MYRTLE BEACH, S.C. (AP) — Donald Trump is slamming Republican presidential rival Ted Cruz as a "great hypocrite" for tapping big financial institutions for loans while portraying himself as an anti-establishment outsider.
Trump kept the new feud between the two front-runners alive in New Hampshire and on Twitter before a tea party convention in South Carolina at which both are appearing.
In the last Republican debate, Trump offered a passionate defense of New York City in response to Cruz's claim that he represents "New York values" out of step with conservatives.
At the tea party meeting, Cruz didn't mention Trump by name. But he urged activists to back a consistent conservative — meaning, not Trump.
Trump challenges Cruz for taking loans from Goldman Sachs and Citibank when he was running for his Texas Senate seat.
MYRTLE BEACH, S.C. (AP) — Donald Trump is slamming Republican presidential rival Ted Cruz as a "great hypocrite" for tapping big financial institutions for loans while portraying himself as an anti-establishment outsider.
Trump kept the new feud between the two front-runners alive in New Hampshire and on Twitter before a tea party convention in South Carolina at which both are appearing.
In the last Republican debate, Trump offered a passionate defense of New York City in response to Cruz's claim that he represents "New York values" out of step with conservatives.
At the tea party meeting, Cruz didn't mention Trump by name. But he urged activists to back a consistent conservative — meaning, not Trump.
Trump challenges Cruz for taking loans from Goldman Sachs and Citibank when he was running for his Texas Senate seat.






The latest threat to the rainforests: A Peruvian highway could displace the Amazon’s last uncontacted tribes

President Ollanta Humala traveled there over the weekend to unveil the park — nearly 5,500 square miles of stunning tropical rainforest, home to numerous threatened species, including jaguars and various kinds of monkey.
He was under international pressure to protect the area from illegal logging, the cultivation of coca — the key ingredient in cocaine — and the construction of clandestine roads.
Humala even claimed the park will “help us purify the air of the world.”
That sounds like great news, just in time for the United Nations climate summit in Paris later this month.
There’s just one catch.
Just 48 hours before the president’s grand gesture, Peru’s congress took a landmark vote that potentially compromises Manu National Park, the country’s most famous Amazonian protected area, and the neighboring Amarakaeri Indigenous Reserve, home to some of the last uncontacted tribes anywhere in the world.
If signed into law, the legislation would authorize the regional government to push a freeway through the buffer zones of both protected areas, declaring the project of “national interest.”
But the regional authorities aren’t waiting: Construction is already underway, even without the necessary environmental impact study or other permits.
The road’s backers argue it is the only way to bring development to impoverished jungle communities, where some live their entire lives without ever seeing a school or a doctor and most homes have no electricity or running water.
But some leading officials strongly disagree. The Environment Ministry and national park officials were so incensed they put out a joint statement expressing their “profound rejection” of the freeway.
They warned that the road would serve to “validate unlawful activities” by enabling the unchecked passage of fuel to illegal mining and timber cutting sites.
They added it would mean an “invasion of indigenous territories” and would “risk the lives” of uncontacted tribes, who lack immunity to common colds and other diseases to which they have never previously been exposed.
Diego Saavedra, an Amazon expert at the Lima-based nonprofit Law, Environment and Natural Resources (DAR in its Spanish initials), accused the Peruvian government and congress of “hypocrisy” and greenwashing.
Peru has been making a concerted effort over the last couple of years to polish its environmental credentials, which came under the global spotlight when Peru hosted last December’s UN climate conference, known as COP20.
“Their discourse for COP20 has been all about reducing the national carbon footprint, of reducing deforestation, but then they take decisions like this one, which flies in the face of that,” Saavedra added.
Peru’s Environment Ministry was only founded in 2008, as a condition of a trade treaty with Washington. The administration of President George W. Bush demanded it after coming under pressure from US environmentalists.
Saavedra said the ministry is doing the right thing by condemning the proposed new jungle road, but lacks the influence within the government of the economy and energy ministries, with whom it regularly clashes.
“The Environment Ministry lacks the resources or power to really have a voice within the government when these kinds of strategic decisions are made,” Saavedra said.
The president might now be expected to back his environment minister, Manuel Pulgar-Vidal, and refuse to sign the controversial bill into law.
But Humala, a taciturn former army officer who has previously attempted to push through unpopular mining projects, has given no indication so far of what he plans to do.

President Ollanta Humala traveled there over the weekend to unveil the park — nearly 5,500 square miles of stunning tropical rainforest, home to numerous threatened species, including jaguars and various kinds of monkey.
He was under international pressure to protect the area from illegal logging, the cultivation of coca — the key ingredient in cocaine — and the construction of clandestine roads.
Humala even claimed the park will “help us purify the air of the world.”
That sounds like great news, just in time for the United Nations climate summit in Paris later this month.
There’s just one catch.
Just 48 hours before the president’s grand gesture, Peru’s congress took a landmark vote that potentially compromises Manu National Park, the country’s most famous Amazonian protected area, and the neighboring Amarakaeri Indigenous Reserve, home to some of the last uncontacted tribes anywhere in the world.
If signed into law, the legislation would authorize the regional government to push a freeway through the buffer zones of both protected areas, declaring the project of “national interest.”
But the regional authorities aren’t waiting: Construction is already underway, even without the necessary environmental impact study or other permits.
The road’s backers argue it is the only way to bring development to impoverished jungle communities, where some live their entire lives without ever seeing a school or a doctor and most homes have no electricity or running water.
But some leading officials strongly disagree. The Environment Ministry and national park officials were so incensed they put out a joint statement expressing their “profound rejection” of the freeway.
They warned that the road would serve to “validate unlawful activities” by enabling the unchecked passage of fuel to illegal mining and timber cutting sites.
They added it would mean an “invasion of indigenous territories” and would “risk the lives” of uncontacted tribes, who lack immunity to common colds and other diseases to which they have never previously been exposed.
Diego Saavedra, an Amazon expert at the Lima-based nonprofit Law, Environment and Natural Resources (DAR in its Spanish initials), accused the Peruvian government and congress of “hypocrisy” and greenwashing.
Peru has been making a concerted effort over the last couple of years to polish its environmental credentials, which came under the global spotlight when Peru hosted last December’s UN climate conference, known as COP20.
“Their discourse for COP20 has been all about reducing the national carbon footprint, of reducing deforestation, but then they take decisions like this one, which flies in the face of that,” Saavedra added.
Peru’s Environment Ministry was only founded in 2008, as a condition of a trade treaty with Washington. The administration of President George W. Bush demanded it after coming under pressure from US environmentalists.
Saavedra said the ministry is doing the right thing by condemning the proposed new jungle road, but lacks the influence within the government of the economy and energy ministries, with whom it regularly clashes.
“The Environment Ministry lacks the resources or power to really have a voice within the government when these kinds of strategic decisions are made,” Saavedra said.
The president might now be expected to back his environment minister, Manuel Pulgar-Vidal, and refuse to sign the controversial bill into law.
But Humala, a taciturn former army officer who has previously attempted to push through unpopular mining projects, has given no indication so far of what he plans to do.

President Ollanta Humala traveled there over the weekend to unveil the park — nearly 5,500 square miles of stunning tropical rainforest, home to numerous threatened species, including jaguars and various kinds of monkey.
He was under international pressure to protect the area from illegal logging, the cultivation of coca — the key ingredient in cocaine — and the construction of clandestine roads.
Humala even claimed the park will “help us purify the air of the world.”
That sounds like great news, just in time for the United Nations climate summit in Paris later this month.
There’s just one catch.
Just 48 hours before the president’s grand gesture, Peru’s congress took a landmark vote that potentially compromises Manu National Park, the country’s most famous Amazonian protected area, and the neighboring Amarakaeri Indigenous Reserve, home to some of the last uncontacted tribes anywhere in the world.
If signed into law, the legislation would authorize the regional government to push a freeway through the buffer zones of both protected areas, declaring the project of “national interest.”
But the regional authorities aren’t waiting: Construction is already underway, even without the necessary environmental impact study or other permits.
The road’s backers argue it is the only way to bring development to impoverished jungle communities, where some live their entire lives without ever seeing a school or a doctor and most homes have no electricity or running water.
But some leading officials strongly disagree. The Environment Ministry and national park officials were so incensed they put out a joint statement expressing their “profound rejection” of the freeway.
They warned that the road would serve to “validate unlawful activities” by enabling the unchecked passage of fuel to illegal mining and timber cutting sites.
They added it would mean an “invasion of indigenous territories” and would “risk the lives” of uncontacted tribes, who lack immunity to common colds and other diseases to which they have never previously been exposed.
Diego Saavedra, an Amazon expert at the Lima-based nonprofit Law, Environment and Natural Resources (DAR in its Spanish initials), accused the Peruvian government and congress of “hypocrisy” and greenwashing.
Peru has been making a concerted effort over the last couple of years to polish its environmental credentials, which came under the global spotlight when Peru hosted last December’s UN climate conference, known as COP20.
“Their discourse for COP20 has been all about reducing the national carbon footprint, of reducing deforestation, but then they take decisions like this one, which flies in the face of that,” Saavedra added.
Peru’s Environment Ministry was only founded in 2008, as a condition of a trade treaty with Washington. The administration of President George W. Bush demanded it after coming under pressure from US environmentalists.
Saavedra said the ministry is doing the right thing by condemning the proposed new jungle road, but lacks the influence within the government of the economy and energy ministries, with whom it regularly clashes.
“The Environment Ministry lacks the resources or power to really have a voice within the government when these kinds of strategic decisions are made,” Saavedra said.
The president might now be expected to back his environment minister, Manuel Pulgar-Vidal, and refuse to sign the controversial bill into law.
But Humala, a taciturn former army officer who has previously attempted to push through unpopular mining projects, has given no indication so far of what he plans to do.

President Ollanta Humala traveled there over the weekend to unveil the park — nearly 5,500 square miles of stunning tropical rainforest, home to numerous threatened species, including jaguars and various kinds of monkey.
He was under international pressure to protect the area from illegal logging, the cultivation of coca — the key ingredient in cocaine — and the construction of clandestine roads.
Humala even claimed the park will “help us purify the air of the world.”
That sounds like great news, just in time for the United Nations climate summit in Paris later this month.
There’s just one catch.
Just 48 hours before the president’s grand gesture, Peru’s congress took a landmark vote that potentially compromises Manu National Park, the country’s most famous Amazonian protected area, and the neighboring Amarakaeri Indigenous Reserve, home to some of the last uncontacted tribes anywhere in the world.
If signed into law, the legislation would authorize the regional government to push a freeway through the buffer zones of both protected areas, declaring the project of “national interest.”
But the regional authorities aren’t waiting: Construction is already underway, even without the necessary environmental impact study or other permits.
The road’s backers argue it is the only way to bring development to impoverished jungle communities, where some live their entire lives without ever seeing a school or a doctor and most homes have no electricity or running water.
But some leading officials strongly disagree. The Environment Ministry and national park officials were so incensed they put out a joint statement expressing their “profound rejection” of the freeway.
They warned that the road would serve to “validate unlawful activities” by enabling the unchecked passage of fuel to illegal mining and timber cutting sites.
They added it would mean an “invasion of indigenous territories” and would “risk the lives” of uncontacted tribes, who lack immunity to common colds and other diseases to which they have never previously been exposed.
Diego Saavedra, an Amazon expert at the Lima-based nonprofit Law, Environment and Natural Resources (DAR in its Spanish initials), accused the Peruvian government and congress of “hypocrisy” and greenwashing.
Peru has been making a concerted effort over the last couple of years to polish its environmental credentials, which came under the global spotlight when Peru hosted last December’s UN climate conference, known as COP20.
“Their discourse for COP20 has been all about reducing the national carbon footprint, of reducing deforestation, but then they take decisions like this one, which flies in the face of that,” Saavedra added.
Peru’s Environment Ministry was only founded in 2008, as a condition of a trade treaty with Washington. The administration of President George W. Bush demanded it after coming under pressure from US environmentalists.
Saavedra said the ministry is doing the right thing by condemning the proposed new jungle road, but lacks the influence within the government of the economy and energy ministries, with whom it regularly clashes.
“The Environment Ministry lacks the resources or power to really have a voice within the government when these kinds of strategic decisions are made,” Saavedra said.
The president might now be expected to back his environment minister, Manuel Pulgar-Vidal, and refuse to sign the controversial bill into law.
But Humala, a taciturn former army officer who has previously attempted to push through unpopular mining projects, has given no indication so far of what he plans to do.

President Ollanta Humala traveled there over the weekend to unveil the park — nearly 5,500 square miles of stunning tropical rainforest, home to numerous threatened species, including jaguars and various kinds of monkey.
He was under international pressure to protect the area from illegal logging, the cultivation of coca — the key ingredient in cocaine — and the construction of clandestine roads.
Humala even claimed the park will “help us purify the air of the world.”
That sounds like great news, just in time for the United Nations climate summit in Paris later this month.
There’s just one catch.
Just 48 hours before the president’s grand gesture, Peru’s congress took a landmark vote that potentially compromises Manu National Park, the country’s most famous Amazonian protected area, and the neighboring Amarakaeri Indigenous Reserve, home to some of the last uncontacted tribes anywhere in the world.
If signed into law, the legislation would authorize the regional government to push a freeway through the buffer zones of both protected areas, declaring the project of “national interest.”
But the regional authorities aren’t waiting: Construction is already underway, even without the necessary environmental impact study or other permits.
The road’s backers argue it is the only way to bring development to impoverished jungle communities, where some live their entire lives without ever seeing a school or a doctor and most homes have no electricity or running water.
But some leading officials strongly disagree. The Environment Ministry and national park officials were so incensed they put out a joint statement expressing their “profound rejection” of the freeway.
They warned that the road would serve to “validate unlawful activities” by enabling the unchecked passage of fuel to illegal mining and timber cutting sites.
They added it would mean an “invasion of indigenous territories” and would “risk the lives” of uncontacted tribes, who lack immunity to common colds and other diseases to which they have never previously been exposed.
Diego Saavedra, an Amazon expert at the Lima-based nonprofit Law, Environment and Natural Resources (DAR in its Spanish initials), accused the Peruvian government and congress of “hypocrisy” and greenwashing.
Peru has been making a concerted effort over the last couple of years to polish its environmental credentials, which came under the global spotlight when Peru hosted last December’s UN climate conference, known as COP20.
“Their discourse for COP20 has been all about reducing the national carbon footprint, of reducing deforestation, but then they take decisions like this one, which flies in the face of that,” Saavedra added.
Peru’s Environment Ministry was only founded in 2008, as a condition of a trade treaty with Washington. The administration of President George W. Bush demanded it after coming under pressure from US environmentalists.
Saavedra said the ministry is doing the right thing by condemning the proposed new jungle road, but lacks the influence within the government of the economy and energy ministries, with whom it regularly clashes.
“The Environment Ministry lacks the resources or power to really have a voice within the government when these kinds of strategic decisions are made,” Saavedra said.
The president might now be expected to back his environment minister, Manuel Pulgar-Vidal, and refuse to sign the controversial bill into law.
But Humala, a taciturn former army officer who has previously attempted to push through unpopular mining projects, has given no indication so far of what he plans to do.






January 15, 2016
David Bowie was my North Star: My peace and escape was in his music, especially side two of “Hunky Dory”






“Writing about sex may have led me to writing about religion”: Tom Perrotta on theocracies, “The Leftovers” and why “The Scarlet Letter” is a coming-out story






HBO’s upscale “Sesame Street”: Why Elmo and Grover in the land of “Girls” and “Game of Thrones” makes perfect sense
"Kids are getting squeezed in the middle… In order to watch original episodes of the most iconic children’s program in television history, parents are now forced to fork over about $180 per year and subscribe to the most sexually explicit, most graphically violent television network in America. I can’t imagine a greater juxtaposition in television than this."The discussion around “peak TV” and the rise of “disruptive,” “nontraditional” viewing patterns sounds esoteric and interesting until it turns into descriptors for why a 46-year-old children’s show—one that has reached out to one of the most vulnerable populations in America, lower-income children—is now prevented from living out its mission. Change comes at the expense of the most vulnerable, and in this situation, it feels like “Sesame Street” is being taken away from the audience that needs it most. This is an ideological proving ground, one that takes a beloved artifact of liberal ideals and subjects it to the unreliable creative impulses of the free market. We can stomach Adam Sandler films and gratuitous female nudity, up to a point, but when it comes to our children—and worse, the neediest children—surely, surely, the free market is not a substitute for values, education, imagination, and hope. It’s hard not to feel this, watching the first two episodes of “Sesame Street” that were released to critics. The opening credits have been reworked to be vivid and high-definition in a way that is overwhelming to my ancient eyes. Abby Cadabby, a new Muppet to me (she joined the cast in 2006), is an unheard-of interloper; Elmo, who is now a fixture of “Sesame Street,” is to my mind still a recent upstart. Computer graphics add to Abby’s magic spells and Elmo’s fantasies, and every 10 minutes, the characters exhort the viewer to get up and move, in what is, I presume, a strong push against childhood obesity. But the truth is, I have not watched “Sesame Street” in a very long time. James Poniewozik, in his excellent review, expressed remorse at the bygone days of “Sesame Street”—but observes that to most kids, there’s likely no discernible difference at all between “Sesame Street” on HBO and the same show on PBS. Sesame Workshop had already been planning to make many of the formatting changes unveiled on HBO, following the ever-evolving habits of American kids; adult viewers might remember offbeat grime with nostalgia, but “Sesame Street” hasn’t looked like that for years. And indeed, even the nine-month waiting period for new episodes hardly matters to preschoolers, who a) are more than happy to watch things on repeat, ad nauseum and b) might even learn more from repeat viewings than new episodes. Furthermore, as Poniewozik observes drily: “It’s not as though scientists are discovering new numbers and letters.” Furthermore, it’s not exactly as if “Sesame Street” was fully publicly funded before. As is related by Jessica Goldstein at ThinkProgress, before the HBO deal, PBS was only funding 10 percent of “Sesame Street’s" production costs—despite being synonymous with the brand of “Sesame Street,” especially in political debates, such as that famous moment in 2012 when Mitt Romney slammed Big Bird, and the defunding push of the Reagan years. HBO was actually the first suitor to recognize how important it was to maintain the show’s presence on PBS. Other networks probably wanted exclusivity; that is, after all, what networks do. Now HBO is fully funding the show’s rumored $20 million per year budget—a budget with millions of dollars of built-in educational research on child development that has been proven, multiple times, to be nearly as beneficial as preschool. And PBS will still manage distribution on its end, much as it did before, to its approximately 350 member stations. The only difference is nine months—nine months, and a fully funded “Sesame Street.” As Dr. Michael Rich, the director of the Center on Media and Child Health and a member of PBS Kids Next Generation Advisory Board, told Goldstein: “The reality is, I think the purity of Sesame Street is not the revenue streams going to or from it so much as it is the mission-driven people who create it.” Other “Sesame Street” advocates express similar sentiments. Though something essential about the identity of “Sesame Street” has been shelved, it’s also part of a recognizable evolution that many creative entities have gone through: the move to corporate sponsorship. Once I got used to the HBO format—and entered into a delightful sequence where Tracee Ellis Ross tries to go to Bed with her Blanket but is interrupted by a Bear, a Basketball, a Beaver and Big Bird—it became more clear to me: “Sesame Street” is still “Sesame Street;” it's the rest of the world that has changed. I wonder if HBO won’t change even more. After all, the premium network skews liberal and intellectual because its subscribers skew that way; this is a network that dominates awards and media coverage, not through ratings victories but through incisive conversation-creation. (And also sometimes ratings.) HBO can incorporate non-exclusivity and a relationship with PBS into its balance sheet, because HBO knows its subscriber base very well; being sympathetic to public television is not about doing the right thing, in this case, but about good business. PBS is part of “Sesame Street’s" brand, just as the show is part of the network’s brand; HBO’s investment wouldn’t be worth as much if the public-interest portion of “Sesame Street’s" mission was divorced from the Muppets and the music. There is no network that is better at branding, acquisition and staying authentic to its subscribers than HBO, and I say that with mingled respect and scorn. It’s very good pandering, and I just happen to be their perfect target. The problem is that HBO could change its mind, or change its mission, for so many different reasons. I’d like to think that an interest in art and intellectualism goes hand in hand with the public good, but maybe it doesn’t. If America does transform into a land where Trump is our president-dictator and every person of color is deported back to their great-grandparents' place of birth, maybe HBO spends less money on projects like “The Wire” and “The Jinx” and devotes its attentions to “Another Glorious Day in Trump’s America,” narrated by Sean Penn. Subscriber rates and programming missions could go in any number of ways, dictated by that invisible hand that the economists are always talking about. Relying on a corporation’s altruism is a doomed strategy; maybe that’s why Sesame Workshop cautiously signed on to just a five-year partnership. On the other hand, HBO probably has more invested in America continuing to be a place with a liberal elite that feels bad about themselves than in Trump’s America; to be frank, HBO appears to have more enthusiasm for maintaining liberal values and the middle class than the majority of politicians in Washington. I’d love for “Sesame Street” to be a publicly funded institution. But in this world, the world we live in, it’s probably safer in the branded hands of HBO.





