RFK Jr. denies he's a spoiler who won't be on the ballot in enough states to reach the 270 electoral votes needed to win. He's on the ballot in two states.

Complaints about pregnant patients being turned away from ERs spiked when states enacted abortion bans after the Supreme Court overturned Roe vs. Wade.

A young coach and an aging core created spring sorcery for the Capitals.

A man is dead after setting himself on fire outside the New York City courthouse where former President Donald Trump is standing trial for alleged hush money payments made during his 2016 campaign. Investigators say the incident does not appear to have anything to do with the trial, in which the jury had just been selected.

The U.S., Israel and Iran all appear to be downplaying the Israeli attack on Iran overnight Thursday. CBS News has learned that Israeli aircraft operating outside Iran fired a small number of missiles on a city after suppressing air defenses, but officials have refused to say more about the matter as world leaders call for calm in the region.

As former President Donald Trump emerges as the likely Republican presidential candidate, Europe's NATO countries are watching with alarm. The organization's head said that Trump is weakening the alliance, especially after he said he would encourage Russia to do what it wants to a NATO country that isn't meeting defense spending benchmarks.

The House is poised for a rare Saturday vote on a bill that will provide nearly $61 billion in security funding to Ukraine. The bill will also provide billions to Israel and other U.S. allies.

Donald Trump is visiting North Carolina for his first official campaign event since the start of his New York hush money trial. The former president narrowly won the state in 2020, and now, the Biden campaign is hoping to court young voters to flip the state in 2024.

Tens of billions of dollars in subsidies for electric vehicles. Billions more coming to subsidize charging stations. Non-stop jibberjabber about “sustainable” this and “Green New Deal” that. Endless moral preening from the likes of Alexandria Ocasio-Cortez. Overbearing corporate arm-twisting.  And the bestselling vehicle in the United States in 2023 was the Ford F-150 pickup. No. 2 was the...

Root, root, root for the home team!

“MTA police officers…coming down the stairs, green jacket, blue jeans, fare evader!” 

President Biden is building a coalition of students despite unenthusiastic polling among young people.

A United Airlines crew is under investigation after a Colorado Rockies coach was seen in a plane’s cockpit while the flight was airborne. Meanwhile, the Olympic torch is continuing its journey in Athens, Greece, on the way to Paris for the 2024 summer games. All that and all that matters in today’s Eye Opener.

The Colorado-based dog is often seen shredding the pavement near her house on the skateboard.

Treat your brain to these vibrant and entertaining titles on your next trip.

Austin Wells’ first full major league season has begun with praise on the defensive end, mostly strong at-bats and plenty of frustration.

The strike late Friday hit a residential building in the western Tel Sultan neighborhood of the city of Rafah, according to Gaza's civil defense.

"Trump, in my view, has been targeted," Avenatti told The Post.

Before the Columbine High School shooting, schools prepared for fires and natural disasters. After the 1999 massacre, states enacted lockdown and active shooter drills.

A doping case involving Olympic swimmers has left unanswered questions and raised new concerns about the actions of a global antidoping regulator.

Two cops opened fired after the unidentified suspect refused repeated orders to drop the knife before and after officers hit him with a Taser around 4:10 a.m.

Moore, an Indigenous Australian artist, won the Golden Lion for “kith and kin,” which draws on what he says is 65,000 years of family history.

An oil facility in Bryansk oblast is the latest piece of energy infrastructure to be hit in a drone attack linked to Ukraine.

It's National Park Week, starting on Saturday, April 20. Check out these lesser-known, surprising and fun facts about America's amazing national parks.

DAVID DEE DELGADOConspiracy theorist Max Azzarello, who set himself on fire across the street from former President Donald Trump’s hush money trial on Friday, has died.An NYPD spokesperson told The Daily Beast on Saturday that the 37-year-old was taken to New York-Presbyterian/Weill Cornell Medical Center in critical condition but died shortly before 11 p.m. Friday.Police earlier said Azzarello was from St. Augustine, Florida, and did not appear to be targeting Trump or others involved in the trial. Read more at The Daily Beast.

Ukraine has used drones, a relatively cheap weapon compared to the larger war machines Russia deploys. The latest in its drone arsenal are two sea drones that can carry up to one-ton of explosives.

The FBI served subpoenas in the Chicago suburb where controversial Mayor Tiffany Henyard has faced accusations of corruption.

USC announced on Friday it would be canceling outside speakers during this year's commencement ceremony, just days after barring its valedictorian from speaking due to anti-Israel social media posts.

Greece is one of the world's premiere tourism destinations, boasting rich history, archeological ruins, fine cuisine, numerous Mediterranean islands and towering, rugged mountains.

Artists like Taylor Swift and Beyoncé are releasing vinyl albums with exclusive tracks, cover art and more. See how they are made — from lacquer to label.

Forensic science is often depicted in crime shows and movies, but how it plays a role in solving true crime cases can be very different.

Iranian Foreign Minister Hossein Amir-Abdollahian told NBC News on Friday that Iran will not retaliate against the Israeli strike in the Isfahan province, calling the Israeli drones "toys."

The Los Angeles County medical examiner has identified the 32-year-old woman who was found dead inside a trash bin in Sunland.

Some Black Chicago-area residents are frustrated that large numbers of migrants are being greeted with assistance while their own long-standing needs remain unmet.

The couple were off to Canada to see a gig by Noah Kahan when disaster struck.

Fed up with Pres. Biden's extremest agenda, many LGBT voters are increasingly siding with Trump

The Post's basketball experts predict the winner of the Knicks-76ers first-round NBA playoff showdown which begins Saturday night at the Garden:

For over three decades, author Salman Rushdie had wondered when (or if) an assassin would come for him.  In 1988, Iran’s Ayatollah Khomeini declared his novel “The Satanic Verses” blasphemous and issued a fatwa (or Islamic ruling) calling for Rushdie’s death. Even musician (and convert to Islam) Cat Stevens — who wrote the iconic tune...

Be sure to have some food on-hand when you stream these mouth-watering movies and shows!

A whistle-blower details the ways that ACS is putting race and class above kid safety.

This article was originally published by Hakai Magazine.The water in California’s San Francisco Bay could rise more than two meters by the year 2100. For the region’s tidal marshes and their inhabitants, such as Ridgway’s rail and the endangered salt-marsh harvest mouse, it’s a potential death sentence.Given enough time, space, and sediment, tidal marshes can build layers of mud and decaying vegetation to keep up with rising seas. Unfortunately, upstream dams and a long history of dredging bays and dumping the sediment offshore are starving many tidal marshes around the world of the sediment they need to grow.To keep its marshes above water, San Francisco Bay needs more than 545 million tonnes of dirt by 2100. Yet for restorationists looking to rebuild marshes lost to development and fortify those that remain, getting enough sediment is just one hurdle: The next challenge is figuring out a way to deliver it without smothering the very ecosystem they’re trying to protect.To really understand the problem, one need only look at Louisiana, which faces the potential loss of three-quarters of its wetlands by 2070. The state’s Coastal Protection and Restoration Authority and the U.S. Environmental Protection Agency have dredged the Mississippi River and pumped the slurry onto a rapidly drowning marsh along Bayou Dupont, near New Orleans.This approach builds up terrain quickly, but it also risks burying the marsh’s plants and animals in a thick coating of muck. Firehosing sediment into the marsh could destroy an ecosystem’s natural complexity, filling in the small variations in elevation that allow different plants to flourish and smoothing over the natural bumps and ridges that absorb excess energy from waves or storms.[Read: The Mississippi is losing its fight with the ocean]That’s why, in San Francisco Bay, the U.S. Army Corps of Engineers (USACE) and its multiple partners have embarked on a pilot project to test what they hope is a less overwhelming approach to marsh restoration. In a method called shallow placement, the corps dropped sediment onto the bay floor, then let the tides do the work of moving it around.For 26 days in December 2023, USACE took sediment dredged up as part of routine work to maintain ship access in San Francisco Bay and deposited almost 70,000 cubic meters of it near the Eden Landing Ecological Reserve. On the east side of San Francisco Bay, between Oakland and San Jose, this site hosts a series of industrial salt ponds in various stages of being transformed back into wetlands.To track how much of this sediment actually makes it from the seafloor to the marsh, USACE and scientists from the U.S. Geological Survey mixed magnetic, fluorescent tracers the size of sand grains into the sediment. By hanging magnets in the water and taking samples from the marsh, researchers are hunting down these tracers. The work is giving them a sense of where—and how quickly—the sediment is moving around. They’re also monitoring the seabed to study the effect the dumping has on seafloor life.The goal, says Julie Beagle, the environmental-planning section chief for the USACE San Francisco District, is to increase the vertical growth of the marsh from its current rate of one to two millimeters a year to a few centimeters per year. Any more, Beagle says, would “drown out vegetation and change the composition of the marsh.”If the project is successful, Beagle says this technique could be particularly valuable for a place like Arrowhead Marsh, off Oakland, which is home to many of the Ridgway’s rails in the San Francisco Bay Area.This softer approach to ecosystem transformation might seem uncharacteristic for the USACE, which is known for massive water-controlling infrastructure like its levees. But Beagle, who says she “came to the corps to be a cultural changemaker,” heads the agency’s Engineering With Nature initiative for her district, helping her colleagues work with nature rather than always trying to control it.[Read: Playing God with the atmosphere]USACE’s San Francisco Bay experiment builds on similar tests—also aimed at delivering sediment more naturally—previously conducted in other parts of the world. One such project in Indonesia, for instance, led by the Dutch research organization EcoShape, used small wooden dams to ensnare naturally suspended sediment and allow a degraded mangrove forest to recover.But another of EcoShape’s projects—the Netherlands’ Mud Motor—shows just how tricky these efforts can be. The Mud Motor is a project implemented on the Wadden Sea coast to fortify a nearby salt marsh. The project worked for a time, adding two centimeters of elevation to the marsh. Eventually, however, water washed most of this new sediment away again, says Henk Nieboer, a civil engineer and the former director of EcoShape. “The area was too dynamic,” he says. “The sediments didn’t settle.”Researchers expect that is less likely to happen in San Francisco Bay because it’s protected, but the point stands: The quest to control nature is elusive. And maybe that’s okay.With the sediment-tracking study under way through the end of the year, Beagle says the knowledge that USACE and its partners gain will be useful when it comes to guiding future projects in San Francisco Bay.Engineers may not be able to make all the sediment go exactly where they want when they want it; some of it may swirl around the bay for a while, lingering on mudflats before possibly fortifying marshes in the coming months or years, Beagle says. But because officials in San Francisco Bay spent decades dredging sediment from the bay and dumping it out at sea, Beagle says changing tack to reuse material within the bay will almost certainly be a better move.

The sight of Bill Boeing was a familiar one on the factory floor. His office was in the building next to the converted boatyard where workers lathed the wood, sewed the fabric wings, and fixed the control wires of the Boeing Model C airplane. there is no authority except facts. facts are obtained by accurate observation read a plaque affixed outside the door. And what could need closer observation than the process of his aircraft being built? One day in 1916, Boeing spotted an imperfectly cut wing rib, dropped it to the floor, and slowly stomped it to bits. “I, for one, will close up shop rather than send out work of this kind,” he declared.When David Calhoun, the soon-to-be-lame-duck CEO of the company Boeing founded, made a rare appearance on the shop floor in Seattle one day this past January, circumstances were decidedly different. Firmly a member of the CEO class, schooled at the knee of General Electric’s Jack Welch, Calhoun had not strolled over from next door but flown some 2,300 miles from Boeing’s headquarters in Arlington, Virginia. And he was not there to observe slipshod work before it found its way into the air—it already had. A few weeks earlier, the door of a Boeing 737 had fallen out mid-flight. In the days following his visit, Calhoun’s office admitted that it still didn’t know quite what had gone wrong, because it didn’t know how the plane had been put together in the first place. The door’s restraining bolts had either been screwed in wrong, or not at all. Boeing couldn’t say, because, as it told astonished regulators, the company had “no records of the work being performed.”The two scenes tell us the peculiar story of a plane maker that, over 25 years, slowly but very deliberately extracted itself from the business of making planes. For nearly 40 years the company built the 737 fuselage itself in the same plant that turned out its B-29 and B-52 bombers. In 2005 it sold this facility to a private-investment firm, keeping the axle grease at arm’s length and notionally shifting risk, capital costs, and labor woes off its books onto its “supplier.” Offloading, Boeing called it. Meanwhile the tail, landing gear, flight controls, and other essentials were outsourced to factories around the world owned by others, and shipped to Boeing for final assembly, turning the company that created the Jet Age into something akin to a glorified gluer-together of precast model-airplane kits. Boeing’s latest screwups vividly dramatize a point often missed in laments of America’s manufacturing decline: that when global economic forces carried off some U.S. manufacturers for good, even the ones that stuck around lost interest in actually making stuff.The past 30 years may well be remembered as a dark age of U.S. manufacturing. Boeing’s decline illustrates everything that went wrong to bring us here. Fortunately, it also offers a lesson in how to get back out.In Bill Boeing’s day, the word manufactory had cachet. You could bank at the Manufacturers Trust. Philadelphia socialites golfed at The Manufacturers’ Club. Plans for the newly consecrated Harvard Business School called for a working factory on campus. The business heroes of the day—Ford, Edison, Firestone—had risen from the shop floor.There, they had pioneered an entirely new way of making things. The American System of production—featuring interchangeable parts, specialized machine tools, moving assembly lines—was a huge leap beyond European methods of craft production. And it produced lopsided margins of victory for the likes of Ford, GM, and Boeing. To coordinate these complex new systems, two new occupations arose: the industrial engineer, who spoke the language of the shop floor, and the professional financial manager, who spoke the language of accounting.[Charlie Warzel: Flying is weird right now]At first the engineers held sway. In a 1930 article for Aviation News, a Boeing engineer explained how the company’s inspectors “continually supervise the fabrication of the many thousands of parts entering into the assemblage of a single plane.” Philip Johnson, an engineer, succeeded Bill Boeing as CEO; he then passed the company to yet another engineer, Clairmont Egtvedt, who not only managed production of the B-17 bomber from the executive suite, but personally helped design it.After the Second World War, America enjoyed three decades of dominance by sticking with methods it had used to win it. At the same time, a successor was developing, largely unnoticed, amid the scarcities of defeated Japan. The upstart auto executive Eiji Toyoda had visited Ford’s works and found that, however much he admired the systems, they couldn’t be replicated in Japan. He couldn’t afford, for instance, the hundreds of machine tools specialized to punch out exactly one part at the touch of a button. Although his employees would have to make do with a few general-purpose stamping presses, he gave these skilled workers immense freedom to find the most efficient way to run them. The end result turned out to be radical: Costs fell and errors dropped in a renewable cycle of improvement, or kaizen.What emerged was a different conception of the corporation. If the managerial bureaucrats in the other departments were to earn their keep, they needed a thorough understanding of the shop floor, or gemba (roughly “place of making value”). The so-called Gemba Walk required their routine presence at each step until they could comprehend the assembly of the whole. Otherwise they risked becoming muda—waste.When the wave of Japanese competition finally crashed on corporate America, those best equipped to understand it—the engineers—were no longer in charge. American boardrooms had been handed over to the finance people. And they were hypnotized by the new doctrine of shareholder value, which provided a rationale for their ascendance but little incentive for pursuing long-term improvements or sustainable approaches to cost control. Their pay packages rewarded short-term spikes in stock price. There were lots of ways to produce those.Which brings us to the hinge point of 1990, when a trio of MIT researchers published The Machine That Changed the World, which both named the Japanese system—“lean production”—and urged corporate America to learn from it. Just then, the Japanese economy crashed, easing the pressure on U.S. firms. In the years that followed, American manufacturers instead doubled down on outsourcing, offshoring, and financial engineering. This round of wounds was self-inflicted. Already infused with a stench of decay, manufacturing was written off as yesterday’s activity.At GE, which produced three of Boeing’s last four CEOs, manufacturing came to be seen as “grunt work,” as the former GE executive David Cote recently told Fortune’s Shawn Tully. Motorola—founded as Galvin Manufacturing and famed for its religious focus on quality—lost its lead in mobile-phone making after it leaned into software and services. Intel’s bunny-suited fab workers were the face of high-tech manufacturing prowess until the company ceded hardware leadership to Asian rivals. “Having once pioneered the development of this extraordinary technology,” the current Intel CEO, Pat Gelsinger, wrote recently, “we now find ourselves at the mercy of the most fragile global supply chain in the world.”Phil Condit, the talented engineer who had overseen design of the hugely successful 777, was atop Boeing when I visited the company in late 2000. He was no stranger to the shop floor. Traversing Boeing’s Everett plant in a golf cart, he pointed out the horizontal tail fin stretching above us. Hard to believe it was larger than the 737’s wing, he marveled. Waiting back in his office—still located on the bank of the Duwamish River but greatly swollen by the recent merger with McDonnell Douglas—was a different sort of glee. “Wow! Double wow!” his mother had emailed him, referring to Boeing’s closing stock price that day. And, it would soon emerge, he wanted to get some distance from what he described to the Puget Sound Business Journal as “how-do-you-design-an-airplane stuff.” The next year, he moved Boeing’s headquarters to Chicago, pulling the top brass away from the shop floor just as the company was embarking on a radically new approach to airplane assembly.Its newest plane, the 787 Dreamliner, would not be an in-house production. Instead Boeing would farm out the designing and building to a network of “partner” companies—each effectively its own mini-Boeing with its own supply chain to manage. “It used to be you’d have some Boeing people develop the blueprints, then march over and say, ‘Hey, would you build this for me?’” Richard Safran, an analyst at Seaport Research Partners and a former aerospace engineer, told me. “Now, instead, you’re asking them to design it, to integrate it, to do the R&D.”The allures of this “capital light” approach were many: troublesome unions, costly machine shops, and development budgets would all become someone else’s problem. Key financial metrics would instantly improve as costs shifted to other firms’ balance sheets. With its emphasis on less, the approach bore a superficial resemblance to lean production. But where lean production pushed know-how back onto the shop floor, this pushed the shop floor and its know-how out the door altogether.Beyond that were the problems that a Boeing engineer, L. J. Hart-Smith, had foreseen in a prescient white paper that he presented at a 2001 Boeing technical symposium. With outsourcing came the possibility that parts wouldn’t fit together correctly on arrival. “In order to minimize these potential problems,” Hart-Smith warned, “it is necessary for the prime contractor to provide on-site quality, supplier-management, and sometimes technical support. If this is not done, the performance of the prime manufacturer can never exceed the capabilities of the least proficient of the suppliers.”Boeing didn’t listen. Wall Street dismissed Hart-Smith’s paper as a “rant,” and Boeing put each supplier in charge of its own quality control. When those controls failed, Boeing had to bear the cost of fixing flawed components. Most troubling was the dangerous feedback loop Hart-Smith foresaw. Accounting-wise, those fixes, which in reality are the costs of outsourcing, would instead appear as overhead—creating the impression that in-house work was expensive and furthering the rationale for offloading even more of the manufacturing process.In the short term, this all worked wonders on Boeing’s balance sheet: Its stock rose more than 600 percent from 2010 to 2019. Then the true folly of this approach made its inevitable appearance when two strikingly similar crashes caused by faulty software on Boeing planes killed a total of 346 people.[James Surowiecki: What’s gone wrong at Boeing]Today, if you stand along the Seattle waterfront long enough, sooner or later you’ll catch sight of a train headed south carrying the distinctive shape of a Boeing 737. Though it’s colored a metallic green and missing its tail—clearly not the finished product—it’s the kind of thing you point to and say, Look kids, a Boeing plane’s on that train! Not so. The logomark on the side spells it out: Spirit AeroSystems of Wichita, Kansas, has built this fuselage, which isn’t coming from Boeing. It’s going to Boeing.A plane is a complex system in which the malfunction of one piece can produce catastrophic failure of the whole. Assembly must be tightly choreographed. But now—especially with Boeing continually trying to wring costs from its suppliers—there were many more chances for errors to creep in. And when FAA investigators finally toured the premises of Spirit AeroSystems—maker of the blown-out door as well as the fuselage it was supposed to fit in—they did not find a tight operation. They found one door seal being lubricated with Dawn liquid dish soap and cleaned with a wet cheesecloth, and another checked with a hotel-room key card.A dark age doesn’t descend all at once. The process of emerging from one also takes time. It must begin with a recognition that something has been lost. Boeing’s fall just might have provided that rush of clarity. You could be from the 12th century and still know that soap and cheesecloth aren’t for making flying machines. Boeing’s chief financial officer recently admitted that the company got “a little too far ahead of itself on the topic of outsourcing.” It is in talks to reacquire Spirit AeroSystems and is already making the composite wings of its next-gen plane, the 777X, in-house at a new, billion-dollar complex outside Seattle. “Aerospace Executives Finally Rediscover the Shop Floor,” Aviation Week declared on the cover of a recent issue.As for the rest of corporate America, one of the strongest signals may be coming from the company Boeing has striven so hard to emulate: GE. Under operations-minded boss Larry Culp, the company is finally—only 40 or so years late—pushing itself through a crash course in lean manufacturing. It is belatedly yielding to the reality that workers on the gemba are far better at figuring out more efficient ways of making things than remote bureaucrats with spreadsheet abstractions.In the crucial field of semiconductors, meanwhile, Intel has recognized that Moore’s Law (the doubling of computing power roughly every 18 months) flows not from above but from manufacturing advances it once dominated. It has undertaken a “death march,” in the words of CEO Pat Gelsinger, to regain its lost edge on the foundry floor. The CHIPS Act has put a powerful political wind at his back. Green and other incentives are powering a broader, truly seismic surge in spending on new U.S. factories, now going up at three times their normal rate. No other country is experiencing such a buildout.Add all the capacity you want. It won’t reverse the country’s long decline as a manufacturing superpower if corporate America keeps gurgling its sad, tired story about the impossibility of making things on these shores anymore. It’s a story that helped pour a whole lot of wealth into the executive pockets peddling it. But a half century of self-inflicted damage is enough. The doors have fallen off, and it’s plain for all to see: The story was barely bolted together.

Maps show where weed and marijuana products are legal for recreational and medical use in the United States.

The Season 6 fan fave shares some of her essential skincare and makeup picks for the warmer days ahead.

Stories that begin full of hope — then take a turn.

CNN's Bill Weir sits down with Grammy nominee Jayda G to talk about her new documentary "Blue Carbon: Nature's Hidden Power", which aims to fight climate change. The film premiers on CNN Sunday, April 21 at 9 p.m. ET.

Before she was famous, Rachael Ray was mugged -- twice -- by a teenage boy outside her Woodside, Queens, apartment.

A Gallup poll revealed more adults than ever are under-slept and stressed out. Fox News medical contributor Dr. Marc Siegel and sleep expert Dr. Wendy Troxel weighed in with recommendations.