More than 35 years after the world’s worst nuclear accident, the dogs of Chernobyl roam among decaying abandoned buildings in and around the closed plant — somehow still able to find food, breed and survive.

Scientists hope that studying these dogs can teach humans new tricks about how to live in the harshest, most degraded environments, too.

They published the first of what they hope will be many genetics studies on Friday in the journal Science Advances, focusing on 302 free-roaming dogs living in an officially designated “exclusion zone” around the disaster site. They identified populations whose differing levels of radiation exposure may have made them genetically distinct from one another and other dogs worldwide.

“We’ve had this golden opportunity” to lay the groundwork for answering a crucial question: “How do you survive in a hostile environment like this for 15 generations?” said geneticist Elaine Ostrander of the National Human Genome Research Institute, one of the study’s many authors.

Co-author Tim Mousseau, professor of biological sciences at the University of South Carolina, said the dogs “provide an incredible tool to look at the impacts of this kind of a setting” on mammals overall.

Dogs’ DNA reveal differences

Chernobyl’s environment is singularly brutal. On April 26, 1986, an explosion and fire at the Ukraine power plant caused radioactive fallout to spew into the atmosphere. Thirty workers were killed in the immediate aftermath, while the long-term death toll from radiation poisoning is estimated to eventually number in the thousands.

Researchers say most of the dogs they are studying appear to be descendants of pets that residents were forced to leave behind when they evacuated the area.

Mousseau has been working in the Chernobyl region since the late 1990s and began collecting blood from the dogs around 2017. Some of the dogs live in the power plant, a dystopian, industrial setting. Others are about 15 kilometers (9 miles) or 45 kilometers (28 miles) away.

At first, Ostrander said, they thought the dogs might have intermingled so much over time that they would be much the same. But through DNA, they could readily identify dogs living in areas of high, medium and low levels of radiation exposure.

“That was a huge milestone for us,” said Ostrander. “And what’s surprising is we can even identify families” — about 15 different ones.

Now researchers can begin to look for alterations in the DNA.

“We can compare them and we can say, ‘OK, what’s different, what’s changed, what’s mutated, what’s evolved, what helps you, what hurts you at the DNA level?'” Ostrander said. This will involve separating nonconsequential DNA changes from purposeful ones.

Data can give insight

Scientists said the research could have wide applications, providing insights about how animals and humans can live now and in the future in regions of the world under “continuous environmental assault” — and in the high-radiation environment of space.

Dr. Kari Ekenstedt, a veterinarian who teaches at Purdue University and was not involved in the study, said it’s a first step toward answering important questions about how constant exposure to higher levels of radiation affects large mammals. For example, she said, “Is it going to be changing their genomes at a rapid rate?”

Researchers have already started on the follow-up research, which will mean more time with the dogs at the site about 100 kilometers (60 miles) from Kyiv. Mousseau said he and his colleagues were there most recently last October and didn’t see any war-related activity. Mousseau said the team has grown close to some dogs, naming one Prancer because she excitedly prances around when she sees people.

“Even though they’re wild, they still very much enjoy human interaction,” he said, “Especially when there’s food involved.”
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Days after the Hong Kong government lifted its mask mandate, most Hong Kongers continue to wear the protective anti-COVID-19 coverings, a decision that for some people shows a continued concern about health and for others indicates distrust of the government.

Tam Mei Tak, a radio talk-show host and political commentator, told VOA Cantonese that many Hong Kongers have realized that “trusting the government is worse than relying on themselves” in the fight against the pandemic.

A poll of Hong Kong residents commissioned by the local South China Morning Post and released in April 2020 found seven in 10 were convinced they would have only themselves to thank rather than the government if the city won its battle against COVID-19.

The Hong Kong government officially lifted the mask mandate on Wednesday. It had been in effect for three years, making the former British territory the last “unmasked” city in the world. Since early December, just after China relaxed its stringent zero-COVID policy, Hong Kong has lifted most of its controls, including limiting public gatherings and requiring proof of vaccination for entering restaurants, bars and other venues.

Chief Executive John Lee told reporters on Tuesday that the mask order would be completely revoked the next day and citizens would no longer need to wear masks indoors, outdoors or on public transportation.

But during 2019 protests against a legislative bill that would have allowed people to be extradited to mainland China to face charges if it had not been withdrawn, the Hong Kong government enacted the Prohibition of Face Covering Regulation. It was seen as a law to prevent demonstrators from covering their faces, which made it harder for authorities to identify them.

When asked Tuesday whether the city government would abandon the regulation while lifting the mask mandate, Lee said the mask mandate was a public health concern and was different from the Prohibition of Face Covering Regulation.

Tam said that most citizens still wear masks because the Prohibition of Face Covering Regulation has not been revoked: “Since you ask me to do it, I would do the opposite. … This is a vote of no confidence in the government.”

Other Hong Kongers told VOA Cantonese they continued to wear masks to remain healthy.

One of them, Ah San, told VOA Cantonese she was wearing a no-longer-mandated mask “because I haven’t been sick while wearing a mask or had to go to the doctor. I haven’t had a cold in the past three years, so I think wearing a mask is better for protecting my own health.”

She added that “as the government doesn’t publish the data, we don’t know if there are infected people walking around on the street. So I think it’s more important to protect myself.”

Alice, a Hong Konger who runs a Japanese-style yakiniku restaurant and asked that her full name not be used to avoid attracting officials’ attention, told VOA Cantonese that the moment the “mask order” was lifted, she immediately posted photos of herself without a mask on social media. She said she felt very happy about going shopping without a mask that afternoon, thinking life had returned to what it was before COVID-19. But when she saw so many people wearing masks on the street, she said she felt a little guilty.

Simon Lee, a Hong Kong political commentator who now lives in Virginia, said that the reaction of Hong Kongers to the revocation of the mask mandate also reflected the public’s distrust of the Hong Kong government. He said many Hong Kongers believe that the city government’s pandemic prevention measures lacked scientific basis.

He said it was obvious over the past three years that “the public knew that the government had no real scientific basis for epidemic prevention, and instead everyone acted according to their own judgment.”

Simon Lee said, “Whether the government told you to wear a mask or not, it’s actually meaningless to Hong Kongers. You see that Hong Kongers themselves would wear masks when they were in ‘high-risk’ places, but sometimes they were feeling relaxed and having drinks at a bar, they didn’t wear a mask. It could actually be the same person. The point is that among [a person’s] many considerations, the government’s suggestion and position are the least relevant factors.”

Adrianna Zhang contributed to this report.
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The U.S. space agency NASA says two U.S. astronauts, another from the United Arab Emirates (UAE) and a Russian cosmonaut are safely aboard the International Space Station (ISS) after their Space-X Dragon crew capsule docked Friday with the orbiting laboratory.

Video from NASA showed U.S. astronauts Stephen Bowen and Woody Hoburg, UAE astronaut Sultan Alneyadi and cosmonaut Andrey Fedyaev being greeted warmly by ISS crew members as they entered the space station about two hours after the docking.

The 41-year-old Alneyadi is the second person from his country to fly to space and the first to launch from U.S. soil as part of a long-duration space station team.

Space-X says the new crew members will spend six months on the station, where they will conduct more than 200 science experiments and technology demonstrations,

NASA says the docking was delayed slightly as mission teams completed troubleshooting of a faulty docking hook sensor on the Dragon capsule. They verified all of the docking hooks were properly configured, and the docking process continued.

The new crew members temporally expand the ISS crew to 11. They join the Expedition 68 crew, NASA astronauts Frank Rubio, Nicole Mann, and Josh Cassada, Japanese space agency, JAXA, astronaut Koichi Wakata, and Roscosmos cosmonauts Sergey Prokopyev, Dmitri Petelin, and Anna Kikina. 

Some information for this report was provided by the Associated Press, Reuters and Agence France-Presse.
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One month after a freight train derailed in East Palestine, Ohio, sending tons of toxic chemicals into the air and prompting a temporary evacuation of the town, the fallout from the accident continues, both on the ground where local residents complain of lingering effects, and in Washington, where the Biden administration is under assault from conservatives over the federal response.

There were no injuries reported as a result of the accident, but residents of the area nearby are complaining of a mix of symptoms that may be related to chemical exposure, including headaches, breathing difficulties and skin rashes. This is despite assertions by state and federal environmental officials who say they have tested air and water samples and have found no evidence of harmful levels of dangerous chemicals.

Contractors have removed millions of gallons of toxic liquids and hundreds of tons of contaminated solid waste from the crash site and affected areas. However, some experts have questioned the thoroughness of the testing being conducted, and have warned that a larger and more extensive effort is necessary.

In Washington, Republicans have used the accident to lash out at the Biden administration and its officials, calling the federal response to the disaster insufficient, despite Ohio’s Republican governor, Mike DeWine, saying publicly that he has “no complaints” about the federal response, and that his state is “getting the help we need.”

In a more conspiratorial vein, members of conservative media organizations, including popular Fox News host Tucker Carlson, have worked to inject the issue of race into the response to the disaster. Carlson and others have insinuated that the Biden administration would have mounted a stronger response if the disaster had occurred in a community of color, rather than in the majority-white East Palestine.

Timeline of events

Shortly before 9 p.m. on Feb. 3, a 150-car freight train operated by railway firm Norfolk Southern was passing through East Palestine when about 50 cars derailed in a fiery crash that officials have speculated was caused by an overheated brake bearing on a single car.

Of the dozens of train cars that went off the rails, 11 contained hazardous materials, including five that were carrying vinyl chloride, a highly combustible gas. Others carried a variety of toxic chemicals, some of which the Centers for Disease Control and Prevention and the National Institutes for Health say may cause cancer in people exposed to them.

Officials from the federal Environmental Protection Agency were on the ground in East Palestine within hours of the crash, the agency has said, with some 17 workers in place and performing air and water safety tests within the first 24 hours.

On Feb. 5, with state and federal agencies working to control the burning wreck, Governor DeWine ordered a mandatory evacuation of everyone within one mile of the site, warning that temperatures had risen drastically in one of the affected cars, making a catastrophic explosion possible.

The following day, the radius of the evacuation was expanded to two miles, as safety officials initiated a “controlled burn” of the vinyl chloride, meant to prevent an explosion. The result was an hours-long conflagration that sent plumes of dark black smoke into the air.

On Feb. 7, federal officials sampled the air and water in East Palestine and deemed it safe for residents to return to their homes. The mandatory evacuation order was lifted Feb. 9.

Norfolk Southern blamed

The train that crashed was owned and operated by Norfolk Southern, as were the tracks on which it was traveling when the crash occurred. In the weeks since, federal authorities, including the Department of Transportation and the Environmental Protection Agency, have blamed the company for the accident and said that it will be liable for cleanup and remediation costs.

“Let me be clear: Norfolk Southern will pay for cleaning up the mess they created and for the trauma they’ve inflicted on this community,” EPA Administrator Michael S. Regan said in a news release issued Feb. 21.

Transportation Secretary Pete Buttigieg released a letter to the company, accusing it of resisting tougher safety regulations in the past and demanding reforms. “In this context, Norfolk Southern and your industry must demonstrate that you will not seek to supercharge profits by resisting higher standards that could benefit the safety of workers and the safety of American communities, like East Palestine,” he wrote.

For its part, the company has said that it is committed to cleaning up the town and compensating residents. In an open letter, Norfolk Southern President and CEO Alan Shaw, who visited the crash site, said that his company was aware of residents’ concerns and would work to address them.

“I hear you, we hear you,” Shaw said. “My simple answer is that we are here and will stay here for as long as it takes to ensure your safety and to help East Palestine recover and thrive.”

Residents frustrated

In the weeks since the crash, residents of East Palestine have expressed frustration with government agencies and Norfolk Southern. At one point, representatives of the railroad refused to appear at a public meeting, citing unspecified safety concerns.

Local officials have complained about what they see as insufficient attention being paid to their town. East Palestine’s mayor, Trent Conaway, took particular exception to the fact that President Joe Biden had visited Ukraine in February without coming to his town first.

“That was the biggest slap in the face,” Conaway said in an appearance on Fox News. “That tells you right now he doesn’t care about us. He can send every agency he wants to, but I found out this morning that he was in Ukraine giving millions of dollars away to people over there and not to us … so I’m furious.”

Biden on Thursday told reporters that he has been working closely with “every official” in Ohio to respond to the crash. He seemed to suggest that he would eventually visit, saying, “I will be out there at some point.”

Researchers concerned

Professor Andrew J. Whelton, a professor of civil engineering and environmental and ecological engineering at Purdue University, told VOA the residents have ample justification for their concerns about the health risks they face.

Whelton, who has consulted on numerous toxic spill cleanups, has personally traveled to East Palestine with a team to collect soil and water samples and said he experienced physical symptoms of toxic chemical exposure himself.

He said that in his view, federal and state officials have not communicated the severity of the danger facing the community there and appear not to have taken some basic preliminary analyses necessary to adequately clean things up.

“After you remove the acute health threats from the area, then the cleanup process will take years. But they haven’t removed the acute health threats from the area,” he said. “People are being exposed, still. That poses an immediate danger to life and safety.”

While officials have allowed people to return to their homes, saying that air and water tests show no harmful levels of dangerous chemicals, he said, “There are definitely areas in Palestine where it is unsafe to be, and officials have failed to notify people about those unsafe places.”

Political response

Republicans in Congress have used the disaster in East Palestine as fodder for attacks on the Biden administration, particularly Buttigieg.

Speaking on the Senate floor, Minority Leader Mitch McConnell said, “Even amidst a catalog of crises on his watch, from this and other recent train derailments to the meltdown in air travel back during the holiday season, Secretary Buttigieg has seemed more interested in pursuing press coverage for woke initiatives and climate nonsense than in attending to the basic elements of his day job.”

However, the response of lawmakers has not been completely partisan. Democratic and Republican senators from Ohio and Pennsylvania, the two states most affected by the crash, came together with other lawmakers to jointly sponsor the Railway Safety Act of 2023. The bill would broaden safety requirements for rail transportation, particularly for trains carrying hazardous materials.

Next week, the Senate Environment and Public Works Committee will hold a hearing at which Norfolk Southern CEO Shaw is expected to testify, as are officials from the EPA and the state of Ohio.

Conspiracy theories

The East Palestine disaster has provided material for commentators on the far right, who claim that there has been a conspiracy of silence from the mainstream media that has kept the disaster from receiving the level of attention it deserves. Many are focusing on the fact that East Palestine is a majority-white community, and attributing malevolent motives to the Biden administration.

Carlson, on his program, said, “East Palestine is overwhelmingly white, and it’s politically conservative … That shouldn’t be relevant but as you’re about to hear, it very much is.” He went on to suggest that the administration would have acted differently if the disaster had affected a community of color. “But it happened to the poor town of East Palestine, Ohio, whose people are forgotten, and in the view of the people who lead this country, forgettable.”

Charlie Kirk, leader of the conservative organization Turning Point USA, described what he characterized as insufficient media coverage of the disaster as part of a “war on white people.”

“If this train derailment happened in downtown Atlanta in the densely populated Black neighborhoods, this would be the No. 1 news story,” he said.

Prominent Ohio Democrat Tim Ryan, a former member of Congress who lost a run for the Senate last year, ridiculed the attempt to inject racial politics into the story. “You guys want to talk about a train accident as an attack on white people?” Ryan said of Republicans, in an interview with The Washington Post. “We want to talk about how we rebuild these communities.”
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Communities around the world emitted more carbon dioxide in 2022 than in any other year on records dating to 1900, a result of air travel rebounding from the pandemic and more cities turning to coal as a low-cost source of power.

Emissions of the climate-warming gas that were caused by energy production grew 0.9% to reach 36.8 gigatons in 2022, the International Energy Agency reported Thursday. (The mass of one gigaton is equivalent to about 10,000 fully loaded aircraft carriers, according to NASA.)

Carbon dioxide is released when fossil fuels such as oil, coal or natural gas are burned to powers cars, planes, homes and factories. When the gas enters the atmosphere, it traps heat and contributes to the warming of the the climate.

Extreme weather events intensified last year’s carbon dioxide emissions: Droughts reduced the amount of water available for hydropower, which increased the need to burn fossil fuels. And heat waves drove up demand for electricity.

Thursday’s report was described as disconcerting by climate scientists, who warn that energy users around the world must cut emissions dramatically to slow the dire consequences of global warming.

“Any emissions growth — even 1% — is a failure,” said Rob Jackson, a professor of earth system science at Stanford University and chairman of the Global Carbon Project, an international group. “We can’t afford growth. We can’t afford stasis. It’s cuts or chaos for the planet. Any year with higher coal emissions is a bad year for our health and for the Earth.”

Carbon dioxide emissions from coal grew 1.6% last year. Many communities, primarily in Asia, switched from natural gas to coal to avoid high natural gas prices that were worsened by Russia’s invasion of Ukraine, the IEA said.

And as global airline traffic increased, carbon dioxide emissions from burning oil grew 2.5%, with about half the surge resulting from the aviation sector.

Global emissions have grown in most years since 1900 and have accelerated over time, according to data from IEA. One exception was the pandemic year of 2020, when travel all but came to a standstill.

Last year’s level of emissions, though a record high, was nevertheless lower than experts had expected. Increased deployment of renewable energy, electric vehicles and heat pumps together helped prevent an additional 550 megatons of carbon dioxide emissions, the IEA said.

Strict pandemic measures and weak economic growth in China also curtailed production, helping to limit overall global emissions. And in Europe, the IEA said, electricity generation from wind and solar power exceeded that of gas or nuclear for the first time.

“Without clean energy, the growth in CO2 emissions would have been nearly three times as high,” Fatih Birol, the IEA’s executive director, said in a statement.

“However, we still see emissions growing from fossil fuels, hindering efforts to meet the world’s climate targets. International and national fossil fuel companies are making record revenues and need to take their share of responsibility, in line with their public pledges to meet climate goals.”

Though emissions continue to grow at worrisome levels, a reversal that would help achieve the climate goals that nations have committed to remains possible, said John Sterman, director of the Massachusetts Institute of Technology Sloan Sustainability Initiative.

Nations must subsidize renewables, improve energy efficiency, electrify industry and transportation, set a high price for carbon emissions, reduce deforestation, plant trees and rid the system of coal, Sterman argued.

“This is a massive, massive undertaking to do all these things, but that’s what’s needed,” he said.
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Elon Musk’s rocket company SpaceX launched a four-person crew on a trip to the International Space Station early Thursday, with a Russian cosmonaut and United Arab Emirates astronaut joining two NASA crewmates on the flight.

The SpaceX launch vehicle, consisting of a Falcon 9 rocket topped with an autonomously operated Crew Dragon capsule called Endeavour, lifted off at 12:34 a.m. EST (0534 GMT) from NASA’s Kennedy Space Center in Cape Canaveral, Florida.

A live NASA webcast showed the 25-story-tall spacecraft ascending from the launch tower as its nine Merlin engines roared to life in billowing clouds of vapor and a reddish fireball that lit up the predawn sky.

The launch was expected to accelerate the Crew Dragon to an orbital velocity of 28,164 kph, more than 22 times the speed of sound.

The flight came 72 hours after an initial launch attempt was scrubbed in the final minutes of countdown early on Monday due to a clog in the flow of engine-ignition fluid. NASA said the problem was fixed by replacing a clogged filter and purging the system.

The trip to the International Space Station (ISS), a laboratory orbiting some 420 kilometers above Earth, was expected to take nearly 25 hours, with rendezvous planned for about 1:15 a.m. EST (0615 GMT) Friday as the crew begins a six-month science mission in microgravity.

Designated Crew 6, the mission marks the sixth long-term ISS team that NASA has flown aboard SpaceX since the private rocket venture founded by Musk — billionaire CEO of electric car maker Tesla and social media platform Twitter — began sending American astronauts to orbit in May 2020.

The latest ISS crew was led by mission commander Stephen Bowen, 59, a onetime U.S. Navy submarine officer who has logged more than 40 days in orbit as a veteran of three space shuttle flights and seven spacewalks.

Fellow NASA astronaut Warren “Woody” Hoburg, 37, an engineer and commercial aviator designated as the Crew 6 pilot, was making his first spaceflight.

The Crew 6 mission also is notable for its inclusion of UAE astronaut Sultan Alneyadi, 41, only the second person from his country to fly to space and the first to launch from U.S. soil as part of a long-duration space station team. UAE’s first-ever astronaut launched to orbit in 2019 aboard a Russian spacecraft.

Rounding out the four-man Crew 6 was Russian cosmonaut Andrey Fedyaev, 42, who like Alneyadi is an engineer and spaceflight rookie designated as a mission specialist for the team.

Fedyaev is the second cosmonaut to fly aboard an American spacecraft under a renewed ride-sharing deal signed in July by NASA and the Russian space agency Roscosmos, despite heightened tensions between Washington and Moscow over Russia’s invasion of Ukraine.

The Crew 6 team will be welcomed aboard the space station by seven current ISS occupants — three U.S. NASA crew members, including commander Nicole Aunapu Mann, the first Native American woman to fly to space, along with three Russians and a Japanese astronaut.

The ISS, about the length of a football field, has been continuously operated for more than two decades years by a U.S.-Russian-led consortium that includes Canada, Japan and 11 European countries.

The Crew 6 mission follows two recent mishaps in which Russian spacecraft docked to the orbiting laboratory sprang coolant leaks apparently caused micrometeoroids, tiny grains of space rock, streaking through space and striking the craft at high velocity.

One of the affected Russian vehicles was a Soyuz crew capsule that had carried two cosmonauts and an astronaut to the space station in September for a six-month mission now set to end in March. An empty replacement Soyuz to bring them home arrived at the space station Saturday.
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NASA’s DART spacecraft slammed into the asteroid Dimorphos at a spot between two boulders during last September’s first test of a planetary defense system, sending debris hurtling into space and changing the rocky, oblong-shaped object’s path a bit more than previously calculated. 

Those were among the findings released by scientists on Wednesday in the most detailed account of the U.S. space agency’s proof-of-principle mission on using a spacecraft to change a celestial object’s trajectory — employing sheer kinetic force to nudge it off course just enough to keep Earth safe. 

“The DART test was phenomenally successful. We now know that we have a viable technique for potentially preventing an asteroid impact if one day we had the need to,” said planetary scientist Terik Daly of the Johns Hopkins University Applied Physics Laboratory in Maryland, lead author of one of the DART studies published in the journal Nature.  

The Double Asteroid Redirection Test (DART) spacecraft collided on September 26, 2022, at 22,530 kilometers per hour with Dimorphos, an asteroid about 150 meters in diameter, roughly 11 million kilometers from Earth. Dimorphos is a moonlet of Didymos, which is defined as a near-Earth asteroid and has a shape like a top spinning in space with a diameter of about 780 meters. Neither object imperils Earth.  

“We were trying to change the amount of time that it took for Dimorphos to orbit around Didymos by colliding head-on with Dimorphos,” said Northern Arizona University planetary scientist Cristina Thomas, lead author of another of the studies published in Nature.  

“The momentum of the collision and the momentum of the ejected material both acted to decrease the amount of time it takes Dimorphos to orbit by 33 minutes. This also results in the object orbiting a little bit closer to Didymos,” Thomas said. 

Before the impact, the orbital period was 11 hours, 55 minutes. It now is 11 hours, 22 minutes. NASA’s previous estimate, announced in October, was an orbital change of 32 minutes. The benchmark for success had been set as a change of at least 1 minute, 13 seconds. 

The scientists gave a blow-by-blow account of how the collision unfolded. 

“First, one of the spacecraft’s solar panels directly hit a large boulder near the impact site. Next, the second solar panel grazed another large boulder. Finally, the spacecraft bus — the box between the solar panels — hit between these two boulders,” Daly said. 

“We suspect that these two boulders were destroyed. After impact, ejecta [debris blasted into space] was launched from the surface for a period of time,” Daly added, saying satellite and telescope images showed a large amount of such material. 

The research also clarified details such as the precise location of the impact and the angle of impact. 

“People may think of the DART mission as a fairly straightforward experiment that is similar to playing billiards in space — one solid spacecraft impacts into one solid asteroid,” Thomas said. “However, asteroids are far more complex than just a solid rock. In fact, most asteroids are what we think of as rubble piles.” 

The $330 million DART mission was seven years in development. 

“We don’t know of any asteroids at this time that pose a threat to Earth, but we want to be ready for such a scenario,” Daly said. “It’s analogous to testing a car’s airbags. You make sure they work during a crash test instead of waiting to get in a real car accident to find out if they work.”
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Eli Lilly will cut prices for some older insulins later this year and immediately give more patients access to a cap on the costs they pay to fill prescriptions. 

The moves announced Wednesday promise critical relief to some people with diabetes who can face thousands of dollars in annual costs for insulin they need in order to live. Lilly’s changes also come as lawmakers and patient advocates pressure drugmakers to do something about soaring prices. 

Lilly said it will cut the list prices for its most commonly prescribed insulin, Humalog, and for another insulin, Humulin, by 70% or more in the fourth quarter, which starts in October. 

List prices are what a drugmaker initially sets for a product and what people who have no insurance or plans with high deductibles are sometimes stuck paying. 

A Lilly spokeswoman said the current list price for a 10-milliliter vial of the fast-acting, mealtime insulin Humalog is $274.70. That will fall to $66.40. 

Likewise, she said the same amount of Humulin currently lists at $148.70. That will change to $44.61. 

Lilly CEO David Ricks said Wednesday that his company was making the changes to address issues that affect the price patients ultimately pay for its insulins. 

He noted that discounts Lilly offers from its list prices often don’t reach patients through insurers or pharmacy benefit managers. High-deductible coverage can lead to big bills at the pharmacy counter, particularly at the start of the year when the deductibles renew. 

“We know the current U.S. health care system has gaps,” he said. “This makes a tough disease like diabetes even harder to manage.” 

Patient advocates have long called for insulin price cuts to help uninsured people who would not be affected by price caps tied to insurance coverage. 

Lilly’s planned cuts “could actually provide some substantial price relief,” said Stacie Dusetzina, a health policy professor at Vanderbilt University who studies drug costs. 

She noted that the moves likely won’t affect Lilly much financially because the insulins are older, and some already face competition. 

Lilly also said Wednesday that it will cut the price of its authorized generic version of Humalog to $25 a vial starting in May. 

Lilly also is launching in April a biosimilar insulin to compete with Sanofi’s Lantus. 

Ricks said that it will take time for insurers and the pharmacy system to implement its price cuts, so the drugmaker will immediately cap monthly out-of-pocket costs at $35 for people who are not covered by Medicare’s prescription drug program. 

The drugmaker said the cap applies to people with commercial coverage and at most retail pharmacies. 

Lilly said people without insurance can find savings cards to receive insulin for the same amount at its InsulinAffordability.com website. 

The federal government in January started applying that cap to patients with coverage through its Medicare program for people 65 and older or those who have certain disabilities or illnesses. 

President Joe Biden brought up that cost cap during his annual State of the Union address last month. He called for insulin costs for everyone to be capped at $35. 

Biden said in a statement Wednesday that Lilly responded to his call. 

“It’s a big deal, and it’s time for other manufacturers to follow,” Biden said. 

Aside from Eli Lilly and the French drugmaker Sanofi, other insulin makers include the Danish pharmaceutical company Novo Nordisk. 

Representatives for both Sanofi and Novo Nordisk said their companies offer several programs that limit costs for people with and without coverage. 
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