The Brief

Trudging across the top of Bromley Mountain Ski Resort on a sunny afternoon in January, Matt Folts checks his smartwatch and smiles: 14 degrees Fahrenheit. That is very nearly his favorite temperature for making snow. It’s cold enough for water to quickly crystallize, but not so cold that his hourslong shifts on the mountain are miserable.

Folts is the head snowmaker at Bromley, a small ski area on the southern end of Vermont’s Green Mountains. The burly 35-year-old sports a handlebar mustache, an orange safety jacket, and thick winter boots that crunch in the snow as he walks. A blue hammer swings from his belt.

It is nearing the end of the day for skiers, but not for Folts. He’ll work well into the evening preparing the mountain for tomorrow’s crowd. Cutting across the entrances to Sunder and Corkscrew, he heads toward a stubby snow gun used to blanket Blue Ribbon, an experts-only trail named in honor of Bromley’s founder, Fred Pabst Jr. The apparatus stands a few feet high, with three legs and a metal head that’s angled toward the sky. Two lines that resemble fire hoses supply the device with water and compressed air, which it uses to hiss precipitation into the air. As the water droplets fall, they coalesce into snowflakes.

“If it was warmer I’d be a yeti,” says Folts, referring to wetter snow that, if conditions were just a bit balmier, would leave him abominably white. But at these temperatures the powder he’d just made bounced lightly off his sleeve. “That’s perfect.”

Yet perfect fake fluff like Folts’ poses a climate conundrum. On one hand, making snow requires enormous amounts of energy, which creates planet-warming emissions. On the other, a warming planet means that artificial snow is increasingly essential to an industry that, while admittedly a luxury, pumps over $20 billion annually into ski towns nationwide. The good news is that, in the face of these growing threats, resorts have been dramatically improving the efficiency of their snowmaking operations — a move they hope will help them outrun rising temperatures.

American ski areas logged more 65 million visits last season. A sizable chunk of those likely came during Christmas week, when a resort can make — or lose — a third or more of its annual revenue. The Martin Luther King Jr. and Presidents Day weekends are similarly vital. But ensuring that there’s a surface to slide on is an increasingly fickle business.

Snowpack in the Western U.S. has already declined by 23 percent since 1955, and climbing temperatures have pushed the snowline in Lake Tahoe, California — which is home to more than a dozen resorts — from 1,200 to 1,500 feet. A recent study found that much of the Northern Hemisphere is headed off a “snow-loss cliff” where even marginal increases in temperature could prompt a dramatic loss of snow.

Matt Folts checks a snowmaking gun that is blowing fresh flake on the Blue Ribbon trail at Bromley Mountain Ski Resort. Tik Root / Grist

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By one estimate, only about half of the ski areas in the Northeast will be economically viable by mid-century. Research suggests that Vermont’s ski season could be two to four weeks shorter by 2080, while another study found that Canada’s snowmaking needs will increase 67 to 90 percent by 2050. At Bromley, snow guns have been essential for years; without them, the resort’s mid-January trail count would have likely been in the single digits, rather than 31.

Opening terrain, however, comes at a cost. It takes a lot of horsepower to move water up the hill under pressure, and compress the air the guns need to function. Bromley’s relatively small operation, which produces enough snow each season to cover about 135 acres in three or more feet of the stuff, chews through enough electricity each year to power about 100 homes. All that juice adds nearly half a million dollars to the resort’s utility bill.

But Bill Cairns, Bromley’s president and general manager, says the system is actually much more efficient than it was just a decade ago. “I used to spend about $800,000,” he says. He’s now able to produce more snow for around half the price. “The reduction in cost with snowmaking has totally been a game changer.”

Mastering the 'black art'

Powder days start with specks of dust high in the atmosphere. As they fall, water droplets attach to them, forming snowflakes. Ski areas like Bromley replicate this natural process using miles of pipes that feed water and compressed air to hundreds, sometimes thousands, of snow guns scattered across a mountain.

Early guns mixed compressed air and water inside a chamber, and then used air pressure to propel water droplets skyward through a large nozzle. This was the type of system Fred Pabst Jr., of beer family fame, spent $1 million installing in 1965, making his resort one of America’s earliest adopters.

“It was a black art. We knew nothing,” says Slavko Stanchak, whose inventions and expertise have made him a legend among snowmakers. It was an era when energy was relatively cheap and resorts would rent rows of diesel-powered compressors that threw whatever snow they could generate on the hill. But as energy costs rose in the 1990s and early 2000s, so did the impetus to innovate.

“We focused on making the process viable from a business standpoint,” Stanchak says.

He eventually launched a consulting company that helped ski areas, including Bromley, design or improve their snowmaking operations. On the water side of the equation, Bromley spent the 1990s improving its piping network and added a mid-mountain pump to help get H2O from its ponds to its trails. (Much of the water eventually returns to the watershed during the spring melt.) But the amount of water needed to carpet a ski hill in snow remains relatively fixed from year to year, so there are only so many efficiency gains to be had. Compressing air is what really eats into a budget.

“The air is where the little dollar bills fly out,” says Cairns, adding that two diesel compressors can consume a tanker truck of fuel every week.

The 1990s also saw more efficient snow guns come to market. Tinkerers discovered that devices with multiple small holes, instead of a single large aperture, could utilize water, rather than air pressure, to force fluid upward. This allowed them to move the compressed air nozzles to the outside of the barrel, where they would primarily break the water stream into droplets — a far less strenuous function than forcing them out of the gun.

“An old-school hog might use 800 cubic feet per minute [of compressed air]. This one here uses about 70,” Folts says, pointing toward a tower gun from the early 2000s that stands about 15 feet tall and, unlike the ground guns on Blue Ribbon, can’t be easily moved. Up the hill sits a newer model that can get by on closer to 40 cubic feet per minute, or CFM, and a bit farther down the slope is the resort’s latest tool, which under ideal conditions can use as little as 10. That’s a roughly hundred-fold increase in efficiency.

The state-backed Efficiency Vermont program urges resorts to swap in as many of the more efficient devices as possible. “That work got a real big boost in 2014, when we did the ‘Great Snow Gun Roundup,’” explains Chuck Clerici, a senior account manager at the organization. Before then, it had been doing a handful of sporadic replacements. The roundup retired some 10,000 inefficient models statewide, and, overall, Clerici says snowmaking operations are now using about 80 percent less air than they used to.

Bill Cairns, the president and general manager of Bromley Mountain Ski Resort, with a map of the resort and its snowmaking system.

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While Efficiency Vermont doesn’t separate savings that are the result of snowmaking upgrades from, say, those tied to building improvements, it reports that its efforts to help ski resorts use less energy have saved more than a billion kilowatt hours of electricity between 2000 and 2022. That’s nearly a million tons of planet-warming carbon dioxide emissions or the equivalent of taking more than two gas-fired power plants offline for a year.

“The bigger projects we’ve had over the years have been snowmaking projects,” says Clerici. “We don’t have that many instances in the energy-efficiency realm where you can swap something that uses one-fifth of the energy.”

Standing next to the building that houses Bromley’s air compressors, Cairns points to a concrete slab with two manhole covers that once fed massive underground diesel tanks. “Underneath was fuel,” he says. To his right is a large pipe marked where the carbon-spewing generators used to connect to the rest of the snowmaking system. Now it’s cut off.

One snow gun at a time

Bromley is among the many snowmakers that have been able to eliminate, or drastically reduce, its dependence on diesel air compressors. Electrifying the job has also allowed some resorts to incorporate renewable energy. Bolton Valley, in Vermont, features a 121-foot-tall wind turbine. Solar panels now dot the hills of many others, including Bromley, which leases a strip of land beside its parking lot for a solar farm. The array produces more than half the power its snowmaking system consumes.

America’s snowmaking industry has been historically based on the East Coast, where natural snow can be especially elusive. But that’s changing. “We’re doing a lot more work out West,” says Ken Mack, who works for HDK Snowmakers, one of the largest equipment manufacturers. One of the company’s executives recently moved to Colorado to help meet demand.

The snow guns that HDK sells currently may be reaching the limit of how little water and compressed air they use. “We’re probably getting to a point where we’ve gone as low as we can go,” says Mack. That’s required finding gains in other arenas.

One step snowmakers can take, says Mack, is to better track how much energy they use, ideally in real time. He’s in the midst of trying to help revive a metric called the Snowmaking Efficiency Index, or SEI. It’s a measure of how many kilowatt hours it takes to put 1,000 gallons of water worth of snow on the hill, something Stanchek pioneered years ago but never quite took hold. (For reference, under ideal circumstances it takes about 160,00 gallons to cover one acre in one foot of snow.)

If publicly released, such data could provide transparency and allow ski areas to boast about their efficiency. That’s particularly appealing given that sustainability and environmental stewardship are increasingly top of mind for consumers. But because SEI varies considerably from mountain to mountain, and by temperature, it will likely be most effective as a tool for resorts to compete against themselves, rather than each other.

This year, Bromley’s SEI ranged from about 23 in the warm, early weeks of the season to mid-teens when temperatures dropped. Cairns consistently tries to beat those numbers and can monitor them from his office. If the number ever spikes, he can search for an open gun, leaking water line, or other culprit.

“Anything below 20 is really good,” Cairns says. “So we’re trending the right way.”

An arguably more revolutionary development in snowmaking is the move toward automated systems that can be operated almost entirely remotely. One obvious benefit is reducing the need to find people willing to schlep around a mountain in the dead of night, when temperatures can dip into single digits. More importantly, automation allows resorts to ramp snowmaking up and down quickly, which is particularly useful as global temperatures climb.

Snowmaking can occur when the mercury drops to about 28 degrees F (though the process is optimal at around 22 degrees or less); a threshold Mother Nature sometimes crosses for only brief periods. When it does, resorts can take advantage with a press of a button, instead of having to spend the time dispatching a crew out to fire up all those guns. The ability to operate in shorter time windows also means less energy is needed to run pumps and compressors — and get people up and down the mountain.

“You’re done sooner,” says Mack. Where it might take 100 man-hours to cover a trail, automation could cut that to 20 or 30. “It’s absolutely a savings. But it also gives you a little bit of reserve if you need it.”

Europe is far ahead of North America when it comes to automation, in part because governments have subsidized the daunting expense of running electricity and communication lines across a mountain. The cost of installing the technology can quickly run into the millions and, without subsidies, the benefits for American ski areas have been limited largely to smaller mountains in warmer climates, such as in the mid-Atlantic, where it is vital to surviving. But bigger resorts in snowier locales, including Stowe, Stratton, and Sugarbush in Vermont and Big Sky in Montana, have been testing the equipment.

“The future of snowmaking is definitely going to be automation,” says Cairns. “It’s just a lot of money, and nobody really wants to subsidize that yet.”

Bromley is testing one semi-automated gun that could avoid the wiring issue. It uses the existing compressed air supply to spin an internal turbine that creates just enough energy to run a small onboard computer. By monitoring the weather conditions, it can automatically adjust the rate of water and air flow to produce optimal snow.

“Those guns don’t need any power,” says Folts, as he finished adjusting the position of one gun and moved to the next. “That’s kind of another next level.”

Until then, Folts and his crew lumber on into the night, one gun at a time.

The Los Angeles County Department of Public Health is warning the public of a potential measles exposure from someone who traveled through Union Station in Downtown Los Angeles earlier this month.

What happened

The unvaccinated passenger arrived at Union Station on Saturday, Sept. 12, by Amtrak train just after 7 a.m. and departed about four hours later on an Amtrak Thruway bus bound for Bakersfield.

People at Union Station during the exposure window of 8 a.m. to noon may be at risk of contracting measles seven to 21 days after exposure. The last day to monitor for symptoms is Oct. 3.

State health officials say the passenger was traveling on buses and trains through L.A. and at least five other California counties before leaving the state.

"This case, along with previous measles outbreaks in California this year, serve as reminders of the importance of vaccination against measles," said Dr. Rita Nguyen, assistant state public health officer. "Measles is one of the most contagious infections that can lead to severe lifelong consequences, including permanent brain damage, and can also be fatal, especially for children."

What to watch for

Symptoms of measles include fever, red, watery eyes, and a rash that usually develops several days after other symptoms and typically starts on the face.

As of Sept. 14, a total of 59 measles cases have been reported in California this year. In most cases, patients were unvaccinated or had unknown vaccination status.

Imagine a sprawling network of roomy bike lanes, generously landscaped to calm relentless traffic. Think Amsterdam with newer buildings and fewer waterways. That’s been Long Beach’s goal anyway.

Instead of wide post-war boulevards, roads would become slower and leaner, transforming Long Beach into a top-five global cycling city, said former city traffic engineer Paul Van Dyk. “Some of that is tongue-in-cheek, but if you shoot for the moon you land in the stars.”

Long Beach has been working toward this vision since it adopted its bicycle master plan 25 years ago, now with mounting urgency as auto-related fatalities rise. The biggest project so far – the Studebaker Road Transformation Project – is bringing this vision to the doorstep of Studebaker Road residents.

It has drawn mixed reviews.

'The intent of the design is malicious'

“The intent of the design is malicious — it’s immoral,” said Joey Schilling, who drives the road six days a week and wrote a social media post criticizing the project that drew almost 1,000 comments. ”It’s people who do not use the road trying to tell other people how to use the road.”

Amid red cones and barriers, a woman and her dogs navigate the construction zones at Studebaker Road and Willow Street in Long Beach on Friday, Sept. 4, 2026. Photo by Thomas R. Cordova.The $65 million project runs over five miles from Second Street all the way up to Carson Street. It includes bike lanes, greenways and stonescape with fiber-optic cable running underneath. It is crucial to the city’s long-term plan of knitting together 300 miles of bikeways by 2040 to bring bicycle culture to Long Beach, as well as create safer streets.

The massive project funded from 13 federal, state and local agencies, gives a glimpse of what’s to come for Long Beach thoroughfares. The Clark Avenue work is in progress. Pacific Avenue and Orange Avenue “backbone” plans are on deck. Now Studebaker Road, the biggest, longest and most expensive, is well underway, spending the most dollars and, arguably, drawing the most resident anger.

Schilling, who lives near Studebaker Road actually does ride his bike to work in Seal Beach and said he is OK with bike lanes in general. However, he says the project is not practical in a community where he says most drive to work. “It’s not a reasonable solution. It’s not even for the greater good, that would be to appease the 95 percent who use their cars. The cost and the benefit do not match up. The cost is too high, the benefit too low.”

Wider lanes, sturdier medians

The Studebaker project features raised bus stops and wider bike lanes than have been seen previously. No more flimsy bollards separating bikes from cars, said Van Dyk, the city traffic engineer who helped usher in the bikeway and traffic-calming street plan before he went on to consult on other urban bike projects.

The green bollards seen on Bellflower Boulevard and Studebaker before the redo often get hit by cars and can resemble thick blades of stomped grass. “People do not like the way they look, and I agree with their frustrations,” said Van Dyk. “That’s why we moved towards those concrete medians.“ He said planners “learned a lot of lessons along the way.”

Studebaker will feature roomier bike lanes – 9 feet wide compared with the old 6-foot-across version. Wider lanes will allow riders to travel two abreast for a better ride, Van Dyk said. It also makes them easier to clean. Debris-filled lanes are a sore spot with bikers.

The old bike lane sweeper the city used to clean narrow paths was notoriously difficult to move and use. (Fourth District Councilmember Daryl Supernaw joked that sightings of the small sweepers were less frequent than Bigfoot.) But a regular street sweeper can get into the broader lanes where it can’t on Broadway and Bellflower south of Atherton. (They actually set a street sweeper in a bike lane before planning and pouring the concrete to make sure it would fit.) Still, protected bike lanes are harder to clean than lanes merely separated by paint and “swept” by passing cars.

David Raslevich, a 41-year-old cyclist who frequently rides on the new lanes on Clark, said he has noticed branches, leaves and other debris. “I feel safer riding with the traffic, because they (cars) move debris out of the way for you.”

Buses stop in traffic, not turnouts

One new component of Studebaker and the other newer lanes are raised bus stops. The new stops designed to accommodate bikes and buses are about five inches off the ground and separated from the road by a curb. Buses will stop in the No. 2 lane, halting traffic behind them, and pick up passengers, instead of easing out of a bus turnout.

Van Dyk said that change evolved from talks with Long Beach Transit, which revealed that buses would sometimes get hit when pulling into traffic. Planners reasoned it’s better to have cars waiting for a bus to pick up passengers instead of forcing a bus waiting to pull into the No. 2 lane.

“It’s math my second grader can do: What’s better, 40 people on a bus wait or four people in cars,” Van Dyke said. “Which is the greatest cost to society? The bus is going to be more efficient.” He also contends the new system is safe; there is less ambiguity as a bus will slow down in front of a car, so the car would be more likely to stop instead of zipping around a protruding bus bumper.

It is too early to know how this plan will play out – the new bus lane curbs on Clark show missing chunks already from drivers that likely didn’t see them. Raslevich said he has seen cars turn into the curb by the raised bus stop. “They don’t know that there’s an island there, so they’re hitting that island, pretty much daily.”

Councilman Supernaw, whose district encompasses the $65 million project, had reservations about the price tag before ultimately supporting it.

'All anyone asked for is a repave'

“All anyone asked for is a repave, to get rid of potholes and have a smooth surface to drive on,” Supernaw said. “Should we just forgo the bike lanes and do a straight repave? The answer was no, we wanna use the grant money for the bike lanes.”

The city saw it as a grander vision, weaving together a puzzle of state and federal grants along with $8.5 million in local sales tax money for new transit stops, sidewalks and curb ramps that improve how all people can move through the city.

“It’s not just ‘I wanna ride a bike for fun.’ People need it to get to work,” said Jocelin Padilla, a spokesperson for the city’s Public Works Department.

'Communication via spraypaint'

A series of community meetings were held in 2024, drawing limited feedback. But when residents later saw painted pavement markings showing the planned curbs and bike lines, “they got involved in a big way,” Supernaw said.

“We call this communication via spraypaint,” said Supernaw. “Constituents see lines marked out and contact the council office.”

Aside from the cost and the bus islands, some residents are frustrated by the execution. Leslie Goldman, who lives near Studebaker and Stearns, said large piles of dirt – at times higher than cars – have blocked residents from crossing the street or seeing oncoming traffic. Some concerns were addressed, including a bus shelter that was added due to feedback from residents.

“We’re not saying we don’t want construction done ever, that’s life in the big city,” she said. But Goldman contends the “assembly line” construction approach, as opposed to the work done in shorter phases, is leading to more “noise, vibration, dust, traffic, blind spots, trash, roadblocks, … All at sporadic intervals unknown to residents. It’s not just an inconvenience, it’s a hardship.”

A 'once-in-a-generation' timeline

Padilla of Public Works acknowledged the hardship, but said the benefits would outweigh the short-term pain. She said doing the work in shorter segments would increase costs and project timelines – not a good thing when it needs to be finished by the Olympics. “This is a once-in-a-generation project,” she said.

Not all residents are wary. “Studebaker is gonna be awesome when it’s done,” said Dan Olsen, who lives near Studebaker and Atherton. “It’s new, it’s fresh, the neighborhood is going to benefit. It’s been a total pothole disaster for so long. … Even though there are catches and hooks, it’s still worth it.”

Long Beach still isn't Amsterdam

Long Beach is not yet Amsterdam; it’s still a patchwork of protected lanes and unprotected ones of varying degrees of newness. But Studebaker should be done in 2027. Pacific Avenue and Orange Avenue are next. The bike lanes and streets won’t uniformly connect, but there will be more of them – Artesia Boulevard to service Jordan High, Clark Avenue near Long Beach City College and now Studebaker. “Long Beach’s cycling network is reaching critical mass,” Van Dyk said.

Van Dyk and other bike proponents say it’s a long game. Amsterdam itself was car-dominated until the 1970s when the Stop de Kindermoord movement was launched in response to the high number of child deaths. “It’s a generational effort; it took multiple generations to give us the infrastructure we have today,” he said.

Will any of this make the streets safer?

Will they help make transportation safer for cars and bikes? The city racked up 53 traffic deaths in 2025, the highest in a decade, and 32 bike/pedestrian and e-scooter deaths. This year has seen 36 traffic deaths through mid-September. The city is also trying other tools; speed cameras are being installed, and tickets will go out this fall.

It’s not yet any safer to ride through Long Beach than it was 10 years ago, “but it’s not safer to do anything in Long Beach,” said Kurt Canfield, a cyclist and organizer for Car Lite Long Beach, a bike advocacy organization. He often rides the Broadway bike path, which he considers a success despite debris in the lane and other issues.

“They wanna bike, they wanna walk, people are driving 300 horsepower crossovers. We’re in conflict for the same space,” he said. “But this infrastructure gives us the ability to be safer.”

A grand piano, hauled in on a Ford F-350, will make its way next weekend to Griffith Park.

Then, right below the Hollywood sign, the flatbed will unfold into a stage for a recital by pianist Hunter Noack, who has played everywhere from Yosemite Valley to Joshua Tree National Park.

His Sept. 26 and 27 performances are all part of In a Landscape: Classical Music in the Wild, organized in partnership with the nonprofit Trust for Public Land. (The show is sold out, but you can sign up for the waitlist.)

For a decade, Noack has hauled his Steinway — the same model used at Carnegie Hall — through rough terrain to perform in unusual places: 370 concerts and counting.

The piano has survived fire, wind and 112-degree heat

"We've had the piano lid be ripped off by the wind. We've had the piano trailer tires catch fire on Highway 1. We've almost driven off the side of Mount Bachelor. We've played in 112-degree heat and negative 2 degrees in the winter," Noack said. And the piano has come out unscathed, including after it was towed down the washboard gravel along Schweitzer Mountain in Idaho — the only thing that happened was that it went out of tune.

How the show actually works

Among the pieces on the program at Griffith Park is "Nature Boy," the song Eden Ahbez wrote while living outdoors under the first L of the Hollywood sign. The song was later made famous by Nat King Cole.

Audiences at the Griffith Park show will be provided with wireless headphones for concert-hall quality sound, he said. "Some people just set up their picnic chairs or blankets right near the stage. Other people lay down," Noack said. "When there's so much else that's happening visually ... the music kind of automatically becomes a soundtrack, and we all get to experience that together."

The philosophy behind the series' name

The series is named after "In a Landscape," a piece by John Cage, who believed any sound could be music — even "somebody crinkling on a bag of chips," Noack said.

During his first show in 2016 at the Columbia River Gorge, Noack was midway through a soft Schumann piece about a delicate flower when 40 Harley-Davidsons on a memorial ride rolled up and circled the piano.

Rather than pack it in, he answered with Frederic Rzewski's "Winnsboro Cotton Mill Blues," a piece built to mimic the aggressive clatter of a cotton mill. "It was a conversation between the piano and these roaring Harleys," he said.

California saw the largest share of immigration arrests of people from Asian countries during the first 18 months of President Trump’s second term, a new tracker shows.

More than 25% of arrests by Immigration and Customs Enforcement agents took place in California, home to the country's largest Asian population, followed by Texas and New York.

The findings come from the new Asian and Pacific Islander ICE Tracker launched by Stop AAPI Hate.

These communities are often missing from the national debate over immigration enforcement, said Cynthia Choi, co-founder of Stop AAPI Hate during a briefing on the tracker.

“Asian and Pacific Islander communities deserve better than to be an afterthought in this crisis," Choi said. With the tracker, "we are aiming to ensure we cannot be ignored any longer."

The data shows that ICE actions targeting Asian immigrants rose much faster than enforcement against groups overall between January 2025 and August 2026.

Arrests were up 436% compared to a similar time period during the Biden administration; detentions up by 512%; deportations up by more than 1,100%.

The number of arrests peaked this past July with 1,950 recorded nationwide.

In California, there have been more than 5,300 arrests of Asian immigrants and more than 11,400 detention stints, which includes separate stays at different facilities during a single detention.

As for deportations, they were not broken down by state.

The largest numbers involved people from India and China, the countries of origin for the largest Asian immigrant populations in the U.S.

Stephanie Chan, Stop AAPI Hate’s director of data and research, noted that a rise in anti-Indian rhetoric centered on H1-B visa holders and truck drivers.

"You see a lot of elected officials saying things like, 'Indians are coming to take the jobs,'" Chan said.

Researchers also found that people from smaller communities — such as those from Laos and Uzbekistan — were arrested at rates far disproportionate to their share of the Asian noncitizen population.

The tracker draws from ICE records obtained through public-records requests by the Deportation Data Project at UCLA and UC Berkeley.

Leaders at Stop AAPI Hate said the Trump administration's immigration crackdown is not only harming the people being swept up by ICE. Chan said the group’s annual survey of Asian Americans and Pacific Islanders found more than half have felt the effects.

“That includes things like fearing that their status will be questioned,” Chan said. “That they will be arrested, detained, or deported.”

Choi drew parallels with how Asian Americans were scapegoated during the COVID-19 pandemic.

U.S. Rep. Ro Khanna, a California Democrat who joined the briefing on the tracker, said the findings felt "very personal" because of the state’s large share of arrests.

A member of the Republican-led congressional China Committee focused on U.S. competition with the Chinese government, Khanna predicted Democrats would win the mid-terms and shift the tone of that panel.

"It's going to be much more about a celebration of Asian Americans — and documenting that — than the demonization of other countries," Khanna said.