Source: Keys and Mulder, National Bureau of Economic Research (2024) Note: State average is shown in counties with few or no observations. Enid, Okla., surrounded by farms about 90 minutes north of Oklahoma City, has an unwelcome distinction: Home insurance is more expensive, relative to home values, than almost anywhere else in the country. Enid […] More
Farmers of fruits and vegetables say coverage has become unavailable or unaffordable as drought and floods increasingly threaten their crops.Farmers who grow fresh fruits and vegetables are often finding crop insurance prohibitively expensive — or even unavailable — as climate change escalates the likelihood of drought and floods capable of decimating harvests.Their predicament has left some small farmers questioning their future on the land.Efforts to increase the availability and affordability of crop insurance are being considered in Congress as part of the next farm bill, but divisions between the interests of big and small farmers loom over the debate.The threat to farms from climate change is not hypothetical. A 2021 study from researchers at Stanford University found that rising temperatures were responsible for 19 percent of the $27 billion in crop insurance payouts from 1991 to 2017 and concluded that additional warming substantially increases the likelihood of future crop losses.About 85 percent of the nation’s commodity crops — which include row crops like corn, soybeans and wheat — are insured, according to the National Sustainable Agriculture Coalition, a nonprofit promoting environmentally friendly food production.In contrast, barely half the land devoted to specialty crops — supermarket staples like strawberries, apples, asparagus and peaches — was insured in 2022, federal statistics show.Among those going without insurance is Bernie Smiarowski, who farms potatoes on 700 acres in western Massachusetts, along with 12 acres for strawberries. His soil is considered some of the nation’s most fertile. The trade-off is the proximity to the Connecticut River, a bargain that grows more tenuous as a warming world heightens the likelihood of flooding.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More
For over a century, the Panama Canal has provided a convenient way for ships to move between the Pacific and Atlantic Oceans, helping to speed up international trade.But a drought has left the canal without enough water, which is used to raise and lower ships, forcing officials to slash the number of vessels they allow through. That has created expensive headaches for shipping companies and raised difficult questions about water use in Panama. The passage of one ship is estimated to consume as much water as half a million Panamanians use in one day.“This is the worst we have seen in terms of disruption,” said Oystein Kalleklev, the chief executive of Avance Gas, which transports propane from the United States to Asia.The problems at the Panama Canal, an engineering marvel that opened in 1914 and handles an estimated 5 percent of seaborne trade, is the latest example of how crucial parts of global supply chains can suddenly seize up. In 2021, one of the largest container ships ever built got stuck for days in the Suez Canal, choking off trade. And the huge demand for goods like surgical masks, home appliances and garden equipment during the pandemic strained supply chains to their breaking point.Before the water problems, the canal handled some 38 ships a day. In July the authorities cut that to 32 vessels.Fewer passages could deprive Panama of tens of millions of dollars in revenue, push up the cost of shipping and increase greenhouse gas emissions when ships travel longer routes.In Panama, a lack of water has hampered canal operations in recent years, and some shipping experts say vessels may soon have to avoid the canal altogether if the problem gets worse. Fewer passages could deprive Panama’s government of tens of millions of dollars in annual revenue, push up the cost of shipping and increase greenhouse gas emissions when ships travel longer routes.Though Panama has an equatorial climate that makes it one of the wettest countries, rainfall there has been 30 percent below average this year, causing water levels to plunge in the lakes that feed the canal and its mighty locks. The immediate cause is the El Niño climate phenomenon, which initially causes hotter and drier weather in Panama, but scientists believe that climate change may be prolonging dry spells and raising temperatures in the region.Before the water problems, as many as 38 ships a day moved through the canal, which was built by the United States and remained under its control until 2000. The canal authority in July cut the average to 32 vessels, and later announced that the number would drop to 31 on Nov. 1. Further reductions could come if water levels remain low. The canal authority is also limiting how far a ship’s hull can go below the water, known as its draft, which significantly reduces the weight it can carry.Container ships, which transport finished consumer goods, typically reserve passage well in advance, and have not faced long delays. But ships carrying bulk commodities generally don’t book passage.Tree trunks are visible due to low levels of water. The drought also presents tough choices for Panama’s leaders, who must balance the water needs of the canal with those of residents.Vessels waiting to cross the Panama Canal. The passage of one ship is estimated to consume as much water as half a million Panamanians use in one day.This presents bulk shipping companies with an expensive calculus: They can risk waiting for days, pay a big fee to jump the line or avoid the canal entirely by taking a longer route.Mr. Kalleklev, the shipping executive, said his company decided in August to pay $400,000 in a special auction to move a ship ahead in the queue, roughly doubling the total cost of using the canal. Other companies have paid over $2 million, a cost they will sometimes bear to ensure ships don’t miss their next assignment. A portion of these extra costs will be passed on to consumers, already pummeled by inflation.The pain, however, has been limited because the U.S. economy is not running very hot and demand for imported goods is relatively muted.“If this was a year ago, when we still had record high freight rates and consumers still spending a lot on containerized goods from the Far East, then you would see more drama than you have now,” said Peter Sand, chief analyst at Xeneta, a shipping market analytics company.But traffic through the canal is likely to remain at lower levels in the coming months. Reducing passages helps conserve water, because huge amounts are used up every time a ship goes through the locks as it travels the 40 miles across Panama.The drought also presents tough choices for Panama’s leaders, who must balance the water needs of the canal with those of residents, over half of whom rely on the same sources of water that feed the canal.The canal’s board recently proposed building a new reservoir in the Indio River to bolster the water supply and increase traffic through the canal, which generates over 6 percent of Panama’s gross domestic product. Under the plan, the new water supply could allow for an additional 12 to 15 passages daily.For over a century, the Panama Canal has provided a convenient way for ships to move between the Pacific and Atlantic Oceans.The canal’s board recently proposed building a new reservoir in the Indio River to bolster the water supply and increase traffic through the canal.“In optimal terms, the canal can handle 38 transits per day, so 12 to 15 is a lot,” said Rodrigo Noriega, a lawyer and a columnist for Panama’s La Prensa newspaper.Building the reservoir is expected to cost nearly $900 million, and the canal authority could start accepting bids from contractors toward the middle of next year with construction starting early in 2025. But that timeline could well be delayed; the construction of larger locks was completed two years late, in 2016, and that project was marred by cost disputes.The new reservoir would also involve acquiring land that is protected by a 2006 law, and displace at least some of its inhabitants. Mr. Noriega said he expected Panama’s legislature to pass a law that would lift the ban on acquiring land. But he and others note that new water sources could also be built in other places.Without a new water source, the canal could lose significant amounts of business. Other ocean routes are, of course, longer and more expensive, but they are less likely to have unpredictable delays. One alternative is to transport goods between Asia and United States through the Suez Canal to the East Coast and Gulf Coast. Another is to ship goods from Asia to the West Coast ports — and then transport them overland by train or truck.“In theory, something that offers a cheaper, shorter route should always be in favor, but it’s the uncertainty that can be a killer,” said Chris Rogers, head of supply chain research at S&P Global Market Intelligence.Protracted disruptions at the canal could stoke interest in building land routes in Mexico, Colombia and other countries that have coastlines on both oceans, said Richard Morales, a political economist who is running as an independent candidate for vice president in an election next year.The efforts to secure new water supplies could be a race against climate change.Because interest in building a canal dates to the 19th century, Panama has rainfall records going back some 140 years. That gives scientists more confidence when concluding that a weather change is a permanent shift and not merely random, said Steven Paton, a director of the Smithsonian Tropical Research Institute’s Physical Monitoring Program on an island in Lake Gatun, which makes up a large part of the canal and supplies most of its water.He said that while scientists were unsure about climate change’s impact on El Niño, two of the driest El Niño periods of the last 140 years had occurred in the last quarter-century, and that the current one could be the third.“It doesn’t say that this is climate change,” Mr. Paton said, “but it does say that this is wholly consistent with almost all of the climate change models.”Sol Lauría More
“You can taste the climate change.”Frédéric Chaudière, a third-generation winemaker in the French village of Mormoiron, took a sip of white wine and set down his glass.The tastes of centuries-old varieties are being altered by spiking temperatures, scant rainfall, snap frosts and unpredictable bouts of extreme weather. The hellish summer was the latest reminder of how urgently the $333 billion global wine industry is being forced to adapt. Temperature records were set in Europe, the United States, China, North Africa and the Middle East as hail, drought, wildfires and floods on a biblical scale inflicted damage.Grape vines are some of the most weather-sensitive crops, and growers from Australia to Argentina have been struggling to cope. The imperative is particularly great in Europe, which is home to five of the world’s top 10 wine-producing countries and includes 45 percent of the planet’s wine-growing areas.Chêne Bleu is one of the highest vineyards in Provence, France. Winegrowers have been increasingly searching for higher altitudes for cooler temperatures. For many vineyards, new weather patterns are resulting in smaller grapes that produce sweeter wines with a higher alcohol content.A tractor driver loading grapes picked by harvesters. Chêne Bleu is one of the region’s leaders in developing adaptations for cultivation and processing that are regenerative and organic.Mr. Chaudière is the president of an association of wine producers in Ventoux. His winery, Château Pesquié, is in the Rhône Valley, where the impact of climate change over the past 50 years on winegrowers has been significant.The first burst of buds appear 15 days earlier than they did in the early 1970s, according to a recent analysis. Ripening starts 18 days earlier. And harvesting begins in late August instead of mid September. Change was expected, but the accelerating pace has come as a shock.For many vineyards, the new weather patterns are resulting in smaller grapes that produce sweeter wines with a higher alcohol content. These developments, alas, are out of step with consumers who are turning to lighter, fresher tasting wines with more tartness and less alcohol.For other vineyards, the challenges are more profound: Dwindling water supplies threaten their existence.How to respond to these shifts, though, is not necessarily clear.A harvester clipping clusters by hand and dropping them into round baskets, which are then moved into trucks.Emergency irrigation, for example, can save young vines from dying when the heat is scorching. Yet over the long haul, access to water near the surface means the roots may not drill down deep into the earth in search of the subterranean water tables they need to sustain them.Chêne Bleu, a small and relatively new family winery on La Verrière, the site of a medieval priory above the village of Crestet, is one of the region’s leaders in developing adaptations for cultivation and processing that are regenerative and organic.“We’re all going to get whacked by similar weather challenges,” said Nicole Rolet, who inaugurated the winery in 2006 with her husband, Xavier.In her view, there are two responses to climate change: You can fight it with chemicals and artificial additives that battle nature, she said, or “you can create a balanced functioning of the ecology through biodiversity.”Gardeners tending to the fruit and vegetable quarter. Scientists have found that expanding the variety of plants and animals can reduce the impact of shifting climate on crops. Between the rows, grasses blanket the ground. They help manage erosion, retain water, enrich the soil, capture more carbon and control pests and disease.There is a bee colony on the property to increase cross-pollination. The natural approach was on display one morning as harvesters slowly inched down the rows of vines, clipping plump purple clusters of Grenache grapes by hand.Stationary wooden pickets have been replaced by a trellising system that can be adjusted upward as vines grow so that their leaves can be positioned to serve as a natural canopy to shade grapes from a burning sun.Between the rows, grasses blanket the ground. They are just some of the cover crops that have been planted to help manage erosion, retain water, enrich the soil, capture more carbon and control pests and disease.Scientists have found that expanding the variety of plants and animals can reduce the impact of shifting climate on crops, highlighting, as one study put it, “the critical role that human decisions play in building agricultural systems resilient to climate change.”Surrounding Chêne Bleu’s emerald fields are wildflowers, a wide range of plant species and a private forest. There is a bee colony to increase cross-pollination and a grove of bamboo to naturally filter water used in the winery.Sheep provide the manure for fertilizer. The vineyard also dug a muddy pool — nicknamed the “spa” — for roaming wild boar, to lure them away from the juicy grapes with their own water supply.The Rolets have teamed up with university researchers to experiment with cultivation practices. And they are compiling a census of animal and plant species, including installing infrared equipment to capture rare creatures like a genet, a catlike animal with a long, ringed tail.“People are formally and informally doing experimental work, promoting best practices,” Ms. Rolet said, as she sat in a grand dining hall topped by stone archways at the restored priory. “It’s surprisingly hard to do.”“No one has time or money to take nose off the grindstone to look at what someone is doing on the other side of the world,” she explained.Harvesters sifting through grapes on a conveyor belt in the winery, looking to pick out stray leaves or bad grapes.At the winery, the morning’s harvest is emptied onto a conveyor belt, where workers pick out stray leaves or damaged berries before they are dropped into a gentle balloon press. The golden juice drips down into a tray lined with dry ice, producing vaporous swirls and tendrils. The ice prevents bacterial growth and eats up the oxygen that can ruin the flavor.Chêne Bleu has several advantages that many neighboring vineyards don’t. Its 75 acres are relatively isolated and located in a Unsesco biosphere reserve, a designation aimed at conserving biodiversity and promoting sustainable practices. Because it is situated on a limestone outcropping on the ridge of a tectonic plate, the soil contains ancient seabeds and a rich combination of minerals. And, at 1,600 feet, it is one of the highest vineyards in Provence.Winegrowers have been increasingly searching for higher altitudes because of cooler nighttime temperatures and shorter periods of intense heat. In Spain’s Catalonia region, the global wine producer Familia Torres has in recent years planted vineyards at 3,000 to 4,000 feet up.An assistant winemaker. A cellar assistant cleaning equipment.The wine cellar with barrels made of French oaks.Chêne Bleu has other resources. Mr. Rolet, a successful businessman and former chief executive of the London Stock Exchange, has been able to finance the vineyard’s cutting edge equipment and experiments. A larger marketing budget enables the vineyard to take chances others might not want to risk.The Rolets, for example, chose to sometimes bypass traditional appellations — legally defined and protected wine-growing areas — to experiment with more varieties for their high-end offerings.Although the wine map has changed, France’s strict classification system has not. Appellations were instituted decades ago to ensure that buyers knew what they were purchasing. But now, those definitions can limit the type of varieties that farmers can use as they search for vines that can better withstand climate change.Dry ice being added to the press pan to help protect the juice from oxygen. The juice drips down into a tray lined with dry ice, which prevents bacterial growth and eats up the oxygen that can ruin the flavor.“There is a big, frustrating lag time between what the winemakers are experiencing and what the authorities are doing,” said Julien Fauque, the director of Cave de Lumières, a cooperative of roughly 50 winegrowers who farm 450 hectares of land in the Ventoux and Luberon areas.Climate change may mean that growers must reconsider once unthinkable practices.Adding tiny amounts of water could reduce the alcoholic content and prevent fermentation from stalling, he said, but the practice, strictly forbidden across the European Union, could land a winemaker in prison. California, by contrast, allows such additions.There is flexibility in the system, said Anthony Taylor, the director of communications at Gabriel Meffre in Gigondas, one of the larger wineries in southern Rhône. But “they’re on a wire,” he said of official regulators. “They want to preserve as much as possible a profile that is successful, and they’re also listening to the other side, which argues we need to change things or introduce new varieties.”The pace of change, though, is accelerating, Mr. Taylor said: “The speed at which we’re moving is quite frightening.”A chef uses only local products, mainly from the vegetable garden on the estate.Harvesters taking a lunch break before returning to work.Chêne Bleu is on La Verrière, the site of a medieval priory. More
Wildfires are hurting many industries and could strain households across Canada, one of many countries reckoning with the impact of extreme weather.Canada’s wildfires have burned 20 million acres, blanketed Canadian and U.S. cities with smoke and raised health concerns on both sides of the border, with no end in sight. The toll on the Canadian economy is only beginning to sink in.The fires have upended oil and gas operations, reduced available timber harvests, dampened the tourism industry and imposed uncounted costs on the national health system.Those losses are emblematic of the pressure being felt more widely as countries around the world experience disaster after disaster caused by extreme weather, and they will only increase as the climate warms.What long seemed a faraway concern has snapped into sharp relief in recent years, as billowing smoke has suffused vast areas of North America, floods have washed away neighborhoods, and heat waves have strained power grids. That incurs billions of dollars in costs, and also has longer-reverberating consequences, such as insurers withdrawing from markets prone to hurricanes and fires.In some early studies of the economic impact of rising temperatures, Canada appeared to be better positioned than countries closer to the Equator; warming could allow for longer farming seasons and make more places attractive to live in as winters grow less harsh. But it is becoming clear that increasing volatility — ice storms followed by fires followed by intense rains and now hurricanes on the Atlantic Coast, uncommon so far north — wipes out any potential gains.“It’s come on faster than we thought, even informed people,” said Dave Sawyer, principal economist at the Canadian Climate Institute. “You couldn’t model this out if you tried. We’ve always been concerned about this escalation of damages, but seeing it happen is so stark.”Nonetheless, Mr. Sawyer and his colleagues did try to model it out. In a report last year, they calculated that climate-related costs would mount to 25 billion Canadian dollars in 2025, cutting economic growth in half. By midcentury, they forecast a loss of 500,000 jobs, mostly from excessive heat that lowers labor productivity and causes premature death. Then there are the increased costs to households, and higher taxes required to support government spending to repair the damage — especially in the north, where thawing permafrost is cracking roads and buildings.The recent fires have forced some lumber mills to idle. It’s not clear how widespread the damage will be to forest stocks.Jen Osborne for The New York TimesIt is too early to know the cost for the current fires, and several months of fire season remain. But the consulting firm Oxford Economics has forecast that it could knock between 0.3 and 0.6 percentage points off Canada’s economic growth in the third quarter — a big hit, especially since hiring in the country has already slowed and households have more debt and less savings than their neighbors to the south.“We already think we’re teetering into a downturn, and this would just make things worse,” said Tony Stillo, director of economics for Canada at Oxford. “If we were to see these fires really disrupt transportation corridors, disrupting power supply to large population centers, then you’re talking about even worse consequences.”Estimates of the overall economic drag are built on damage to particular industries, which vary with each disaster.The recent fires have left some lumber mills idle, for example, as workers have been evacuated. It’s not clear how widespread the damage will be to forest stocks, but provincial governments tend to reduce the amount of timber they allow to be harvested after large blazes, according to Derek Nighbor, chief executive of the Forest Products Association of Canada. Infestations of pine beetles, which have flared up as milder winter temperatures fail to kill off the pests, have curtailed logging in British Columbia.Although lumber prices have been depressed in recent months as higher interest rates have weighed on home construction, Canada is confronting a housing shortage as it works to bring in millions of new immigrants. Reduced availability of wood will make its housing problem more difficult to solve. “It’s safe to say there’s going to be a supply crunch in Canada as we work through this,” Mr. Nighbor said.The tourism industry is also being hit, as the fires erupted just as operators were going into the crucial summer season — sometimes far from the fires. Business plunged in the peninsula town of Tofino, a popular destination for whale watching off Vancouver Island, when its only highway access was cut off by a fire two hours away. The road has since reopened, but only one lane at a time, and drivers need to wait up to an hour to get through.Sabrina Donovan is the general manager of the Pacific Sands Beach Resort and the chair of Tofino’s local tourism promotion organization. She said that her hotel’s occupancy sank to about 20 percent from 85 percent in the course of June, and that few bookings were coming through for the rest of the year. Employers commonly house their staff during the summer, but after weeks without customers, many workers left for jobs elsewhere, making it difficult to maintain full service in the coming months.“This most recent fire has been pretty devastating for the majority of the community,” Ms. Donovan said, noting that the coast had never in her career had to deal with wildfires. “This is something we now have to be thinking about in the future.”The wildfires could depress spending when households are already strained.Jen Osborne for The New York TimesRegardless of the severity of any particular episode, the costs mount as disasters get closer to critical infrastructure and population centers. That is why the two most expensive years in recent history were 2013, when major flooding hit Calgary, and 2016, when the Fort McMurray fire wiped out 2,400 homes and businesses and hamstrung oil and gas production, the area’s main economic driver.This year, most of the burning has been in rural areas. While some oil drilling has been disrupted, the damage overall to the oil industry has been minor. The greater long-term threat to the industry is falling demand for fossil fuels, which could displace 312,000 to 450,000 workers in the next three decades, according to an analysis by TD Bank.But there is still a long, hot summer ahead. And the insurance industry is on alert, having watched the increasing damage in recent years with alarm. Before 2009, insured losses in Canada averaged around 450 million Canadian dollars a year, and now they routinely exceed $2 billion. Large reinsurers pulled back from the Canadian market after several crippling payouts, increasing prices for homeowners and businesses. That is not even counting the life insurance costs likely to be incurred by excessive heat and smoke-related respiratory ailments.Craig Stewart, vice president of federal affairs for the Insurance Bureau of Canada, said climate issues had become a primary concern for the organization over the past decade.The mounting cost of catastrophic events in CanadaPayouts including adjustment expenses by property and casualty insurers for disasters that total more than $30 million, in 2021 Canadian dollars.
Source: Insurance Bureau of CanadaBy The New York Times“Back in 2015, we sent our C.E.O. across the country to talk about the need to prepare for a different climate future,” Mr. Stewart said. “At the time, we had the Calgary floods two years before in the rear view mirror. We thought, ‘Oh, we’ll get another event in two to three years.’ We never could’ve imagined that we’re now seeing two or three catastrophic events in the country per year.”That’s why the industry pushed hard for the Canadian government to come up with a comprehensive adaptation strategy, which was released in late June. It recommends measures like investing in urban forests to reduce the health effects of heat waves and developing better flood maps that help people avoid building in vulnerable areas. Fire and forestry experts have called for the forest service, decimated by years of austerity, to be restored, and prescribed burns to be scaled up — all of which costs a lot of money.Mike Savage, the mayor of Halifax, doesn’t have to be convinced that the spending is necessary. His city was the largest to sustain fire losses this spring, with 151 homes burned. That calamity came on the heels of Hurricane Fiona last year, which submerged much of the coastline. Mr. Savage worries about the fate of the isthmus that connects Nova Scotia to New Brunswick, and the power systems that now peak in the hot summer instead of the frigid winter.“I certainly believe that when you invest in mitigation there’s a dramatic positive impact from those investments,” Mr. Savage said. “It’s going to be a challenging time. To think we got through this fire and say, ‘OK, that’s good, we’re done,’ that would be a little bit naïve.” More
A chapter in the new Economic Report of the President focuses on the growing risks to people and businesses from rising temperatures, and the government’s role in adapting to them.WASHINGTON — The Biden administration warned on Monday that a warming planet posed severe economic challenges for the United States, which would require the federal government to reassess its spending priorities and how it influenced behavior.Administration economists, in an annual report, said that reassessment should include a new look at the climate-adaptation implications of aid to farmers, wildland firefighting and wide swaths of safety-net programs like Medicaid and Medicare, as the government seeks to shield the poorest Americans from suffering the worst effects of climate change.The White House Council of Economic Advisers also warned that, left unchanged, federal policies like fighting forest fires and subsidizing crop insurance for farmers could continue to encourage Americans to live and work in areas at high risk of damage from warming temperatures and extreme weather — effectively forcing taxpayers across the country to pay for increasingly costly choices by people and businesses.The findings were contained in a chapter of the annual Economic Report of the President, which was released on Monday afternoon and this year focused on long-run challenges to the U.S. economy. They came on a day when the Intergovernmental Panel on Climate Change, a body of experts convened by the United Nations, reported that Earth was barreling quickly toward a level of warming that would make it significantly more difficult for humans to manage drought, heat waves and other climate-related disasters.The White House report details evidence showing the United States is more vulnerable to the costs of extreme weather events than previously thought, while suggesting a series of policy shifts to ensure the poorest Americans do not foot the bill.“Climate change is here,” Cecilia Rouse, the departing chair of the Council of Economic Advisers, said in an interview. “And as we move forward, we’re going to have to be adapting to it and ensuring that we minimize the cost to families and businesses and others.”The report broadly suggests that climate change has upended the concept of risk in all corners of the American economy, distorting markets in ways that companies, people and policymakers have not fully kept up with. It also suggests that the federal government will be left with significantly higher costs in the future if it does not better identify those risks and correct those market distortions — like paying more to provide health care for victims of heat stroke or to rebuild coastal homes flooded in hurricanes.State and local officials, not the federal government, have authority where development happens, so people keep building in high-risk areas, a classic example of what economists call a moral hazard.Johnny Milano for The New York TimesFor example, the report cites evidence that private mortgage lenders are already offloading loans with a high exposure of climate risk to federally backed Fannie Mae and Freddie Mac. It highlights how the federal flood insurance program, which essentially underwrites all home flooding insurance policies in the country, is at risk of insolvency.At a time when administration officials and the Federal Reserve are struggling to stabilize the nation’s financial system, the report warns that home buyers and corporate investors appear to be underestimating climate-related risks in their markets, which could lead to a financial crisis.“Rapid changes in asset prices or reassessments of the risks in response to a shifting climate could produce volatility and cascading instability in financial markets if not anticipated by regulators,” the report says..css-1v2n82w{max-width:600px;width:calc(100% – 40px);margin-top:20px;margin-bottom:25px;height:auto;margin-left:auto;margin-right:auto;font-family:nyt-franklin;color:var(–color-content-secondary,#363636);}@media only screen and (max-width:480px){.css-1v2n82w{margin-left:20px;margin-right:20px;}}@media only screen and (min-width:1024px){.css-1v2n82w{width:600px;}}.css-161d8zr{width:40px;margin-bottom:18px;text-align:left;margin-left:0;color:var(–color-content-primary,#121212);border:1px solid var(–color-content-primary,#121212);}@media only screen and (max-width:480px){.css-161d8zr{width:30px;margin-bottom:15px;}}.css-tjtq43{line-height:25px;}@media only screen and (max-width:480px){.css-tjtq43{line-height:24px;}}.css-x1k33h{font-family:nyt-cheltenham;font-size:19px;font-weight:700;line-height:25px;}.css-1hvpcve{font-size:17px;font-weight:300;line-height:25px;}.css-1hvpcve em{font-style:italic;}.css-1hvpcve strong{font-weight:bold;}.css-1hvpcve a{font-weight:500;color:var(–color-content-secondary,#363636);}.css-1c013uz{margin-top:18px;margin-bottom:22px;}@media only screen and (max-width:480px){.css-1c013uz{font-size:14px;margin-top:15px;margin-bottom:20px;}}.css-1c013uz a{color:var(–color-signal-editorial,#326891);-webkit-text-decoration:underline;text-decoration:underline;font-weight:500;font-size:16px;}@media only screen and (max-width:480px){.css-1c013uz a{font-size:13px;}}.css-1c013uz a:hover{-webkit-text-decoration:none;text-decoration:none;}How Times reporters cover politics. We rely on our journalists to be independent observers. So while Times staff members may vote, they are not allowed to endorse or campaign for candidates or political causes. This includes participating in marches or rallies in support of a movement or giving money to, or raising money for, any political candidate or election cause.Learn more about our process.To address those dangers, the report offers components for a federal climate adaptation strategy. Its recommendations — some of them already in early stages through existing administration actions — include producing better information about climate risk, helping financial markets accurately price that risk and better protecting the most vulnerable from the effects of climate change.Perhaps the most significant proposal, and probably the most politically sensitive, is a call for Washington to exert more pressure on state and local officials, pushing them to be careful about where and how they let people build homes, businesses and infrastructure projects.That proposal would address a core problem that has hindered America’s efforts to adapt to climate change. When people build in places that are most exposed to the effects of climate change — along coastlines, near riverbanks, at the edge of forests prone to wildfires — state and local governments get most of the benefits, in the form of higher tax revenues and economic growth. But when flooding, fires or other major disasters happen, the federal government typically pays the bulk of the cost for responding and rebuilding.Yet for the most part, state and local officials, not the federal government, have authority over where and how development happens — so people keep building in high-risk areas, a classic example of what economists, including the authors of the report, call a moral hazard.In response, the document proposes using federal funds to change the behavior of state and local officials, by tying that money to state and local decisions. That approach has been tried before, with little success. In 2016, the Obama administration suggested adjusting the level of disaster aid provided to states, based on what steps they took to reduce their exposure to disasters. States objected, and the change never happened.Subsidizing crop insurance for farmers could continue to encourage Americans to work in areas at high risk of damage from warming temperatures and extreme weather, the Biden administration will warn.Mark Abramson for The New York TimesAdministration officials said they were already trying to leverage some spending from the infrastructure law President Biden signed in 2021 to influence state and local behavior. The report suggests much more aggressive action could be necessary.It also proposes a rethinking of the nation’s system of insuring against disasters — moving away from separate localized policies that cover fire, flooding and other events, and more toward a nationally mandated “multiperil catastrophe insurance” system that is backstopped by the federal government.Perhaps most sobering for Washington’s current fiscal moment — when Mr. Biden is battling with House Republicans who are seeking sharp cuts to federal spending and raising anew concerns over the growing national debt — is the report’s suggestion that climate effects could subject growing numbers of Americans to heat stroke, respiratory illnesses and other ailments in the years to come. That could further drive up government costs for health programs like Medicare and Medicaid.The Council of Economic Advisers has begun a yearslong effort to project those climate-related effects on future federal budgets, which it detailed in a highly technical paper released this month.The report released on Monday also included chapters on the economics of child care, higher education, digital assets and more.In reviewing Mr. Biden’s economic record, White House economists dived deep into the issue that has bedeviled the recovery on his watch: persistently high inflation. The report lists several explanations for why price growth has surprised administration and outside economists over the last two years but never settles on a primary driver. It does concede that pandemic relief spending under Mr. Biden and President Donald J. Trump may have played a role, by helping Americans save more than usual — and then begin to spend that extra savings.“If the drawdown of excess savings, with current income, boosted aggregate demand, it could have contributed to high inflation in 2021 and 2022,” the report says. More
Bob Jordan, the airline’s top executive, heralded the company’s performance just weeks before the storm highlighted gaping weaknesses in its operations.After Southwest Airlines made it through Thanksgiving with few flight cancellations, Bob Jordan, the company’s chief executive, was in a celebratory mood. At a meeting with Wall Street analysts and investors this month at the New York Stock Exchange, he said the company’s performance had been “just incredible.”But a few weeks later, over the Christmas holiday, Southwest’s operations went into paralysis, forcing the company to resort to mass cancellations. The debacle has raised questions about Mr. Jordan’s performance and has prompted employees and analysts to ask why the company has been slow to fix well-known weaknesses in its operations.Other airlines fared far better during the extreme cold weather over Christmas weekend than Southwest, which after days of disruption canceled more than 2,500 flights on Wednesday, vastly more than any other U.S. airline, according to FlightAware, a flight tracking service. The airline has already canceled more than 2,300, or 58 percent, of its flights planned for Thursday.Travelers, lawmakers and even employees are increasingly demanding answers from Southwest and Mr. Jordan. While the company has repeatedly apologized for its performance, it has provided few details about how things went so wrong and what it is doing to right its operations. The company said on Wednesday that Mr. Jordan and other executives were not available for interviews.Mr. Jordan implied on Tuesday that the airline was caught out by a low-probability event after many delays and cancellations.Christopher Goodney/BloombergIn a video posted on Southwest’s website late Tuesday, Mr. Jordan, who became chief executive in February after three decades at Southwest, implied that the airline was caught out by a rare event. “The tools we use to recover from disruption serve us well 99 percent of the time,” he said, “but clearly we need to double down on our already existing plans to upgrade systems for these extreme circumstances.”Southwest has known for years that computer systems that manage customer reservations and assign pilots and flight attendants to each flight needed improvements. Union leaders and even the company’s executives have acknowledged that the systems struggle to handle large numbers of changes when the company’s operations are disrupted.Disruptions can have a cascading effect on Southwest’s flights because it operates a point-to-point system, in which planes travel from one destination to another; other large airlines use the hub-and-spoke system, with flights typically returning frequently to a hub airport.Southwest is now trying to piece together its operations after many of its crews and planes were not where they were scheduled to be because of earlier flight cancellations, the company said in an emailed statement to The New York Times. Because the company’s operations have been so thoroughly upended, the effort is expected to take days. To get crews and planes in the right places, Southwest had to reduce its schedule. This should allow the airline to bring crews to the airports where they are needed.In his video on Tuesday, Mr. Jordan appeared to acknowledge that Southwest’s model was susceptible to breaking down under stress. “Our network is highly complex, and the operation of the airline counts on all the pieces, especially aircraft and crews remaining in motion to where they’re planned to go,” he said.Many travelers have expressed frustration with Southwest, saying it has become impossible to get information from the company.Emil Lippe for The New York TimesThe company has spent years trying to overhaul its technology systems, but this latest crisis is expected to ratchet up the pressure on Southwest and Mr. Jordan to make progress faster.Union leaders said they had run out of patience with how the company had been updating the technology systems.Labor Organizing and Union DrivesU.K.’s ‘Winter of Discontent’: As Britain grapples with inflation and a recession, labor unrest has proliferated, with nurses, railway workers and others leading job actions across the country.Starbucks: The union organizing Starbucks workers declared a strike at dozens of stores, the latest escalation in its campaign to secure a labor contract.Education: The University of California and academic workers announced a tentative labor agreement, signaling a potential end to a high-profile strike that has disrupted the system for more than a month.Electric Vehicles: In a milestone for the sector, employees at an E.V. battery plant in Ohio voted to join the United Automobile Workers union, citing pay and safety issues as key reasons.“We’re at the point where we’ve given him enough grace,” Michael Santoro, vice president of the Southwest Airlines Pilots Association, said in an interview, referring to Mr. Jordan.Transport Workers Union Local 556, which represents Southwest’s flight attendants, issued a statement agreeing with the pilots. “It is not weather; it is not staffing; it is not a concerted labor effort; it is the complete failure of Southwest Airlines’ executive leadership. It is their decision to continue to expand and grow without the technology needed to handle it,” the union’s president, Lyn Montgomery, said.These statements stand out because Southwest has generally had very good relations with most of its labor unions. After the meltdown, labor leaders have grown increasingly critical of the company this week. The pilots group, for example, expressed frustration that the company had not yet shared its plan for getting its operation back to normal, something it typically does after disruptions. “We have heard zero,” Mr. Santoro said.Southwest Airlines staff members helped customers at Dallas Love Field Airport on Tuesday.Emil Lippe for The New York TimesIn the last few days, union officials, pilots and flight attendants have complained to journalists and on social media that crew members have often had to wait hours to be assigned to their next flight or be directed to hotels where they could spend the night.Customers have also expressed intense frustration with the airline, saying it had become impossible to get any information from the company. Some people have said they waited hours at baggage and ticket counters and gates to speak to Southwest agents. Others have tried and failed to get through to the company by phone or online.Howard Tutt came to Chicago’s Midway airport on Wednesday to try to retrieve a bag his son had checked for a flight to California that was ultimately canceled. He said he had waited hours with other customers to speak to someone to no avail. Nearby, dozens of bags were waiting to be reunited with travelers outside Southwest’s baggage office and near its carousels.“He had to leave in the middle of Christmas dinner because they told him the only flight he could get on was at 9 p.m. on the 25th,” Mr. Tutt, 61, said, referring to his son. “Then he got to the airport, checked his bags and was delayed for six hours before they canceled the flight.”Mr. Tutt, a resident of Orland Park, Ill., said the family had tried a variety of approaches to locate the bag, which contains Christmas gifts for his son’s girlfriend and her family. “We’ve emailed, tried via chat message, and called but cannot reach anyone.”Analysts said that, as cancellations piled up, Southwest found itself in a dire position in which it needed to almost start from scratch to rebuild. “You’ve lost control of what you expected the operation to be,” said Samuel Engel, a senior vice president and airline industry analyst at ICF, a consulting firm.The question that will loom over the company for a long time is why Southwest’s system broke down while those of other large airlines held up relatively well. Analysts say Southwest’s point-to-point network, which is quite different from the hub-and-spoke system used by its peers, made it harder to restart operations.But they also say Southwest’s technology, despite yearslong efforts to modernize it, was lacking. And Mr. Jordan is likely to be asked why he didn’t do more to make the systems strong enough to deal with weather and technology disruptions, which have dogged Southwest in recent years, including two mass flight cancellations and delays last year.Though Mr. Jordan has been chief executive for a short time, he has long been a member of Southwest’s senior leadership team, which would have given him plenty of opportunity to understand the company’s strengths and weaknesses. He started at the company as a computer programmer, helped develop its frequent flier program and aided in incorporating the planes and crews of AirTran Airways after Southwest acquired that company.Robert W. Mann Jr., a former airline executive who now runs the consulting firm R.W. Mann & Company, said Mr. Jordan was “in the hot seat right now.”But analysts were skeptical that Southwest could change quickly. They say the company’s management suffers from “Southwest exceptionalism,” or a stubborn belief that its unique approach to running an airline is best. Even though Southwest has it origins as an upstart taking on sleepy incumbents, analysts say its decision making can move at glacial speeds. “The airline has always been very cautious about change,” Mr. Engel said.Southwest’s approach works well much of the time, and it has contributed to the company’s strong financial performance over the last five decades, analysts say. It allowed, for instance, for planes to be used more quickly for their next flight. Longtime shareholders have done well. Southwest’s stock is up 217 percent over the last decade, outpacing the wider stock market and its best-performing rivals. But this month, Southwest’s stock, down by nearly a fifth, has performed worse than the market and its peers.There is no evidence that Mr. Jordan is vulnerable. But poor crisis management has severely weakened other airline executives.In February 2007 JetBlue experienced a meltdown when the airline did not act as quickly as its peers to cancel flights, hoping an ice storm on the East Coast would not have affected air travel as much as it did. At one point, nine JetBlue planes filled with passengers sat on the tarmac at Kennedy International Airport for six hours.David G. Neeleman, JetBlue’s founder and chief executive at the time, who was also a former Southwest executive, said he was “humiliated and mortified.” Months later, he agreed to step down as chief executive.Mr. Neeleman did not respond to requests for comment.Robert Chiarito More
Widespread flight cancellations. Excruciating waits for customer service. Unruly passengers.And that was all before the holiday travel season.Even in normal times, the days around Thanksgiving are a delicate period for the airlines. But this week is the industry’s biggest test since the pandemic began, as millions more Americans — emboldened by vaccinations and reluctant to spend another holiday alone — are expected to take to the skies than during last year’s holidays.A lot is riding on the carriers’ ability to pull it off smoothly.“For many people, this will be the first time they’ve gotten together with family, maybe in a year, year and a half, maybe longer, so it’s very significant,” said Kathleen Bangs, a former commercial pilot who is a spokeswoman for FlightAware, an aviation data provider. “If it goes poorly, that’s when people might rethink travel plans for Christmas. And that’s what the airlines don’t want.”The Transportation Security Administration said it expected to screen about 20 million passengers at airports in the 10 days that began Friday, a figure approaching prepandemic levels. Two million passed through checkpoints on Saturday alone, about twice as many as on the Saturday before last Thanksgiving.Delta Air Lines and United Airlines both said they expected to fly only about 12 percent fewer passengers than they did in 2019. And United said it expected the Sunday after Thanksgiving to be its busiest day since the pandemic began 20 months ago. Many Thanksgiving travelers seem to be going about their travel routines as usual, with some now-familiar pandemic twists.“Airports are busy right now, and everything seems back to normal,” said Naveen Gunendran, 22, a University of Illinois student who was flying on United from Chicago to San Francisco on Saturday to visit relatives. “But we’re all packed together, and we just have to hope everybody is being safe.”The pent-up travel demand has elevated the cost of tickets. Hopper, an app that predicts flight prices, said that the average domestic flight during Thanksgiving week was on track to be about $293 round-trip this year, $48 more than last year — although $42 cheaper than in 2019.While the industry is projecting optimism about easy traveling, the influx of passengers has injected an element of uncertainty into a fragile system still reeling from the pandemic’s devastation. Some airlines have experienced recent troubles that rippled for days — stymying travel plans for thousands of passengers — as the carriers struggled to get pilots and flight attendants in place for delayed and rescheduled flights, a task complicated by thin staffing.“We’ve said numerous times: The pandemic is unprecedented and extremely complex — it was messy going into it, and it’s messy as we fight to emerge from it,” the president and chief operating officer of Southwest Airlines, Mike Van de Ven, said in a lengthy note to customers last month.His apology came after Southwest canceled nearly 2,500 flights over a four-day stretch — nearly 18 percent of its scheduled flights, according to FlightAware — as a brief bout of bad weather and an equally short-lived air traffic control staffing shortage snowballed.Weeks later, American Airlines suffered a similar collapse, canceling more than 2,300 flights in four days — nearly 23 percent of its schedule — after heavy winds slowed operations at Dallas-Fort Worth International Airport, its largest hub.American and Southwest have said they are working to address the problems, offering bonuses to encourage employees to work throughout the holiday period, stepping up hiring and pruning ambitious flight plans.Sara Nelson, president of the Association of Flight Attendants, a union representing roughly 50,000 flight attendants at 17 airlines, gave the carriers good marks for their preparations.“First and foremost, we are getting demand back after the biggest crisis aviation has ever faced,” she said.“I think there has been a lot of good planning,” she added. “And barring a major weather event, I think that the airlines are going to be able to handle the demand.”According to FlightAware, just 0.4 percent of flights were canceled on Sunday, which the T.S.A. said was nearly as busy as the Sunday before Thanksgiving in 2019.Thanksgiving travel will be a major test of whether the airline industry is ready to return to normal operations.DeSean McClinton-Holland for The New York TimesTravelers at La Guardia Airport in New York on Sunday. Some got away earlier than usual because of the flexibility of doing jobs or taking classes remotely.DeSean McClinton-Holland for The New York TimesMajor airlines have just started to report profits again, and only after factoring in billions of dollars of federal aid. While the aid allowed carriers to avoid sweeping layoffs during the pandemic, tens of thousands of employees took generous buyouts or early-retirement packages or volunteered to take extended leaves of absence.That has made ramping back up more difficult, and the pandemic has created new challenges. Flight crews have had to contend with overwork and disruptive and belligerent passengers, leaving them drained and afraid for their safety.Helene Albert, 54, a longtime flight attendant for American Airlines, said she took an 18-month leave by choice that was offered because of the pandemic. When she returned to work on Nov. 1 on domestic routes, she said, she saw a difference in passengers from when she began her leave.“People are hostile,” she said. “They don’t know how to wear masks and they act shocked when I tell them we don’t have alcohol on our flights anymore.”The number of such unruly passengers has fallen since the Federal Aviation Administration cracked down on the behavior earlier this year. But the agency has so far begun investigations into 991 episodes involving passenger misbehavior in 2021, more than in the last seven years combined. In some cases, the disruptions have forced flights to be delayed or even diverted — an additional strain on air traffic.Dallas-Fort Worth International Airport on Saturday.Cooper Neill for The New York TimesLayered on top of the industry’s struggles during the holiday season is the perennial threat of inclement weather. Forecasters have cautioned in recent days that gathering storm systems were threatening to deliver gusty winds and rain that could interfere with flights, but for the most part, the weather is not expected to cause major disruptions.“Overall, the news is pretty good in terms of the weather in general across the country cooperating with travel,” said Jon Porter, the chief meteorologist for AccuWeather. “We’re not dealing with any big storms across the country, and in many places the weather will be quite favorable for travel.”Even so, AAA, the travel services organization, recommended that airline passengers arrive two hours ahead of departure for domestic flights and three hours ahead for international destinations during the Thanksgiving travel wave.Some lawmakers warned that a Monday vaccination deadline for all federal employees could disrupt T.S.A. staffing at airports, resulting in long lines at security checkpoints, but the agency said those concerns were unfounded.The influx of passengers has added uncertainty to a system still reeling from the pandemic. Christopher Lee for The New York TimesMajor airlines have just started to report profits again, and only after factoring in billions of dollars of federal aid.Christopher Lee for The New York Times“The compliance rate is very high, and we do not anticipate any disruptions because of the vaccination requirements,” R. Carter Langston, a T.S.A. spokesman, said in a statement on Friday. With many people able to do their jobs or classes remotely, some travelers left town early, front-running what are typically the busiest travel days before the holiday.TripIt, a travel app that organizes itineraries, said 33 percent of holiday travelers booked Thanksgiving flights for last Friday and Saturday, according to its reservation data. (That number was slightly down from last year, when 35 percent of travelers left on the Friday and Saturday before Thanksgiving, and marginally higher than in 2019, when 30 percent of travelers did so, TripIt said.)Among those taking advantage of the flexibility was Emilia Lam, 18, a student at New York University who traveled home to Houston on Saturday. She is doing her classes this week remotely, she said, and planned her early getaway to get ahead of the crush. “The flights are going to be way more crowded,” she said, as Thursday approaches.Robert Chiarito and Maria Jimenez Moya contributed reporting. More
In early summer, a day laborer laying irrigation lines at a plant nursery just south of Portland, Ore., collapsed to the ground and died. His official cause of death was declared “heat related.”It was 104 degrees out — several days into a brutal heat wave whose like has become increasingly commonplace in many parts of the country. Mussels and clams baked in their shells along the Washington coast. Record temperatures and fierce winds fueled one of the largest wildfires in the United States.Drought, megafires and heat waves are descending on the Pacific Northwest as the effects of climate change alter the landscape. They have forced farm owners, fieldworkers and state regulators to navigate newly extreme conditions.But visits to several farms in the Rogue Valley in Oregon and in Southern Washington over the last month showed that the response can often feel improvised, and at times inadequate.Workers during the watermelon harvest last month in Sunnyside, Wash.A tractor hauling freshly harvested watermelons passes the only form of shade on this farm in Sunnyside.A farmworker in Phoenix, Ore., took a break on Monday.Policymakers in Oregon and Washington have recently established safety regulations to protect workers. Just after the punishing heat wave in June, Gov. Kate Brown of Oregon directed the state’s Occupational Health and Safety agency to adopt emergency rules for any workplace where conditions could lead to heat illness.The rules, which took effect Aug. 9, require employers to provide access to shade and cool drinking water in farms and other outdoor places when temperatures reach 80 degrees, with additional requirements to offer more breaks and periodic wellness checks when it reaches 90 degrees.The rules also require employers that provide temporary housing to field workers, like those with H-2A agricultural visas, to keep rooms at 78 degrees or below. Washington State this year created similar emergency rules to manage extreme weather patterns, joining Minnesota and California, which have also imposed heat safety regulations that apply to farms in recent years.The new protections on the ground in the Northwest can look thrown together: plastic benches roasting in the sun, pop-up tents for shade, drinks laid out in kiddie pools.An apple-picking crew during lunch in Sunnyside, Wash., last month.Volunteers with the United Farm Workers union preparing drinks to hand out last month.Farms have also begun shifts that run at odd hours or overnight to battle the heat.During the 2-6 a.m. shift on a pear orchard in Zillah, Wash.Picking pears at night in Zillah to fight the heat.The Oregon Farm Bureau, an industry group, has supported the new rules, noting that many of its farmers already carry out safety measures that include access to shade, water and extra breaks on their farms. But the group also said that adopting all of the rules has been challenging because they took effect during the middle of the harvest season.“At some point, there is a breaking point in terms of rules and regulations and natural disasters,” said Anne Marie Moss, a spokeswoman for the group. “We need more federal and state government programs for farms to stay sustainable.”Employees of a farm in Southern Oregon, who asked to not be identified out of fear of retribution by their employer, this week described cramped living conditions in temporary housing that made escaping the outside heat difficult.At one unit, with little protection from the elements, the windows were fully covered to keep the heat and light out. In a 20-square-foot room with six bunk beds stacked in rows, small fans were tied to beds with pieces of cloth.Sheets cover the windows to keep heat and sun out of employee housing on a farm in Southern Oregon.A worker inside the employee housing unit where several bunk beds are crammed into a room.Wildfires have also generated some of the poorest air quality in the country. This week, laborers in Medford worked under 94-degree temperatures with an air quality index of 154 — a level considered to be unhealthy by federal standards.The new emergency rules in Oregon mandate that employers provide masks that block very fine particulate matter to field workers when the air quality index reaches 100.The hazards of air quality and heat are magnified by the continued risk of the coronavirus pandemic. The Medford area has had among the highest growth rates of Covid cases in the United States.N95 masks were handed out to workers in Sunnyside, Wash., last month when the air quality began to deteriorate.One worker on a vineyard in Medford, who asked to be identified only as Beatriz because of her insecure status as a migrant worker from Mexico, said field conditions had become exceptionally harsh recently. She noted that while her employer supplies the workers with water, there is little shade for taking cover during her 6 a.m. to 3 p.m. shifts.The heat and wildfire smoke worry her, but not because of health concerns. Beatriz, 38, like many others, is paid by what she can pick. “The grape goes to waste with the smoke,” she said. “It affects our pay also, because we don’t get paid for bad grapes.”Blueberries scorched by high temperatures in Albany, Ore.Some farm owners have questioned whether they should be in business at all. Instead of picking pears, people this week at Meyer Orchards in Medford were cutting down trees, dismantling a farm that had been operating for over a century.Oregon, like much of the West, is gripped by drought. Large parts of the state have exceptionally low levels of water, according to the United States Drought Monitor, including the river valley where the Meyer orchard sits. The outlook is not promising either, according to forecasters.Workers at Meyer Orchards chopping down pear trees.“There has never been a drought this severe,” said Kurt Meyer, who is the fourth generation to run the orchard. “After 111 years, we didn’t have much of a choice. You can’t farm without water.”The orchard is 115 acres, and Mr. Meyer estimates that it costs up to $350,000 a year to grow the fruit. This year, he said, there’s no return on that money.“The industry will have to go to where there’s water,” Mr. Meyer said. “I don’t see the Rogue Valley being a big farming community anymore.”Empty crates for picking apples line an orchard field and back road during a morning harvest shift in Sunnyside. More
