The Brief

The last time Stamatios "Tom" Krimigis saw the Voyager 1 space probe in person, it was the summer of 1977, just before it launched from Cape Canaveral, Florida.

Now Voyager 1 is over 15 billion miles away, beyond what many consider to be the edge of the solar system. Yet the on-board instrument Krimigis is in charge of is still going strong.

"I am the most surprised person in the world," says Krimigis — after all, the spacecraft's original mission to Jupiter and Saturn was only supposed to last about four years.

These days, though, he's also feeling another emotion when he thinks of Voyager 1.

"Frankly, I'm very worried," he says.

Ever since mid-November, the Voyager 1 spacecraft has been sending messages back to Earth that don't make any sense. It's as if the aging spacecraft has suffered some kind of stroke that's interfering with its ability to speak.

"It basically stopped talking to us in a coherent manner," says Suzanne Dodd of NASA's Jet Propulsion Laboratory, who has been the project manager for the Voyager interstellar mission since 2010. "It's a serious problem."

Instead of sending messages home in binary code, Voyager 1 is now just sending back alternating 1s and 0s. Dodd's team has tried the usual tricks to reset things — with no luck.

It looks like there's a problem with the onboard computer that takes data and packages it up to send back home. All of this computer technology is primitive compared to, say, the key fob that unlocks your car, says Dodd.

"The button you press to open the door of your car, that has more compute power than the Voyager spacecrafts do," she says. "It's remarkable that they keep flying, and that they've flown for 46-plus years."

Each of the Voyager probes carries an American flag and a copy of a golden record that can play greetings in many languages.

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NASA/JPL-Caltech

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Voyager 1 and its twin, Voyager 2, have outlasted many of those who designed and built them. So to try to fix Voyager 1's current woes, the dozen or so people on Dodd's team have had to pore over yellowed documents and old mimeographs.

"They're doing a lot of work to try and get into the heads of the original developers and figure out why they designed something the way they did and what we could possibly try that might give us some answers to what's going wrong with the spacecraft," says Dodd.

She says that they do have a list of possible fixes. As time goes on, they'll likely start sending commands to Voyager 1 that are more bold and risky.

"The things that we will do going forward are probably more challenging in the sense that you can't tell exactly if it's going to execute correctly — or if you're going to maybe do something you didn't want to do, inadvertently," says Dodd.

Linda Spilker, who serves as the Voyager mission's project scientist at NASA's Jet Propulsion Laboratory, says that when she comes to work she sees "all of these circuit diagrams up on the wall with sticky notes attached. And these people are just having a great time trying to troubleshoot, you know, the 60's and 70's technology."

"I'm cautiously optimistic," she says. "There's a lot of creativity there."

Still, this is a painstaking process that could take weeks, or even months. Voyager 1 is so distant, it takes almost a whole day for a signal to travel out there, and then a whole day for its response to return.

"We'll keep trying," says Dodd, "and it won't be quick."

In the meantime, Voyager's 1 discombobulation is a bummer for researchers like Stella Ocker, an astronomer with Caltech and the Carnegie Observatories

"We haven't been getting science data since this anomaly started," says Ocker, "and what that means is that we don't know what the environment that the spacecraft is traveling through looks like."

That interstellar environment isn't just empty darkness, she says. It contains stuff like gas, dust, and cosmic rays. Only the twin Voyager probes are far out enough to sample this cosmic stew.

"The science that I'm really interested in doing is actually only possible with Voyager 1," says Ocker, because Voyager 2 — despite being generally healthy for its advanced age — can't take the particular measurements she needs for her research.

Even if NASA's experts and consultants somehow come up with a miraculous plan that can get Voyager 1 back to normal, its time is running out.

The two Voyager probes are powered by plutonium, but that power system will eventually run out of juice. Mission managers have turned off heaters and taken other measures to conserve power and extend the Voyager probes' lifespan.

"My motto for a long time was 50 years or bust," says Krimigis with a laugh, "but we're sort of approaching that."

In a couple of years, the ebbing power supply will force managers to start turning off science instruments, one by one. The very last instrument might keep going until around 2030 or so.

When the power runs out and the probes are lifeless, Krimigis says both of these legendary space probes will basically become "space junk."

"It pains me to say that," he says. While Krimigis has participated in space missions to every planet, he says the Voyager program has a special place in his heart.

Spilker points out that each spacecraft will keep moving outward, carrying its copy of a golden record that has recorded greetings in many languages, along with the sounds of Earth.

"The science mission will end. But a part of Voyager and a part of us will continue on in the space between the stars," says Spilker, noting that the golden records "may even outlast humanity as we know it."

Krimigis, though, doubts that any alien will ever stumble across a Voyager probe and have a listen.

"Space is empty," he says, "and the probability of Voyager ever running into a planet is probably slim to none."

It will take about 40,000 years for Voyager 1 to approach another star; it will come within 1.7 light years of what NASA calls "an obscure star in the constellation Ursa Minor" — also known as the Little Dipper.

Knowing that the Voyager probes are running out of time, scientists have been drawing up plans for a new mission that, if funded and launched by NASA, would send another probe even farther out into the space between stars.

"If it happens, it would launch in the 2030s," says Ocker, "and it would reach twice as far as Voyager 1 in just 50 years."

If you're online, anywhere adjacent to the World Cup, you'll see that the Argentina team, which will play England in the semifinals Wednesday, is attracting a lot of criticism.

It can be largely grouped into two categories: soccer and culture. In soccer, Argentina’s comeback win against Egypt last week prompted accusations, including from Egypt’s head coach, that the FIFA referees in that match favored Argentina.

Meanwhile, cultural clichés online accuse Argentines of being arrogant and looking down on other Latin Americans.

“I get sad,  I must say, that when I see that, it hurts me a little bit, to be honest,” said San Fernando Valley resident Roxana Lissa. She was born and raised in Argentina and moved to the U.S. more than 30 years ago.

But she's used to it.

“The thing about Argentines is we have such thick skin,” Lissa said.

California’s Argentine population has grown in the past couple of decades. The state is now home to the second-largest concentration of Argentines in the U.S. after Florida.

Exclusion by other Latinos

The negative comments are not new, but social media has fueled them into a firestorm.

Some Argentines in Southern California say they’ve not seen negativity this bad against their culture before.

Mariana Ferrero, who moved to the U.S. from Argentina when she was 13 years old, said the comments are opening old wounds of exclusion by other Latino immigrants in Southern California.

“What bothers me is [the criticism] goes beyond soccer. It's more of saying, "Oh, you're Argentinian. You're not a real Latina,'” Ferrero said.

She says many Latinos assume she’s privileged because she’s lighter skinned.

But Ferrero says her background is not like that at all. Argentina’s struggling economy led Ferrero’s parents to leave their home, their language and their country.

“We packed up. We came here. We lived with nothing in a tiny one-bedroom apartment, worked really hard, odd jobs,” she said.

Ferrero has some explanation for the hostility, however.

“I think some of it is just a perception that we come from a country that tends to be proud and tends to be loud and tends to be boisterous about our wins and about our accomplishments. And let me tell you, there's not many of them,” Ferrero said.

Since soccer prowess is one of those few wins, she says she and other Argentines are going to take this World Cup as an opportunity to be loud and proud.

IRL people love Argentines

Ferrero and Lissa say people who’ve visited Argentina gush to them about the warmth and hospitality of its people and the country’s beauty. And few people question that Argentina soccer star Lionel Messi is one of the greatest soccer players of all time.

“I was wearing my Argentina jersey,” Lissa said of a visit during the World Cup to L.A.’s Guelaguetza Oaxacan restaurant to watch Mexico play.

“People were coming to me and saying, 'I love Messi. I love Messi.' And I felt for the first time, 'Damn, I'm not being criticized,'” she said.

Pablo Baler, a professor of Latin American literature at CSU L.A., says the disconnect during this World Cup may be that people don’t believe Argentina represents the underdog soccer nations of Latin America anymore.

“At times, [the team] can feel more like a corporation than a national team, but the country it represents was in many ways the victim of the same imperial powers now competing for the title: France, England and Spain,” he said.

Baler grew up in Argentina and has many Latin American friends. He doesn’t believe the negativity against his homeland will tarnish its reputation. He said a Nicaraguan friend said to him this week that he’s proud Argentina made it to the World Cup semifinals because the team is “one of us.”

Topline

The background: In June, the City Council voted to establish the moratorium as city staff drafted a proposal for a permanent citywide ban. At the time, the moratorium was authorized for 45 days.

The issue first made its way to city hall earlier this year after a group of neighbors raised concerns that a proposed new In-N-Out in Culver City could hurt air quality and create safety issues for pedestrians.

Status of the proposed ban: Culver City staff wrote in a report to City Council this week that they’ve begun drafting a potential permanent ban on new drive-thrus citywide.

The proposal will first go to the city’s planning commission, a five-person body that makes recommendations to the City Council on development and zoning matters in the city, then head to the City Council for a final vote. Those dates have not yet been set.

One councilmember left door open for a different approach: At Monday’s meeting, Councilmember Albert Vera, who was among the four votes supporting the moratorium extension, said he would be open to seeing recommendations from the planning commission that don’t ban drive-thrus citywide outright.

The contractor building the long-awaited LAX People Mover project has filed a lawsuit alleging the city of L.A. breached its contract in several disputes.

In the suit, filed with the L.A. County Superior Court on July 9, LINXS alleges the city is misplacing blame in construction-related disputes and refusing to extend contract deadlines. LINXS also alleges it’s owed additional payment for the work as a result of the delays.

The project, a 2.25-mile-long elevated train designed to transport riders between airport terminals and local transit, is currently undergoing testing. Work on the train is scheduled to be complete “in a few months,” according to a June interview with Los Angeles World Airports CEO John Ackerman on the L.A. in a Minute podcast.

Chief among the disputes detailed in the lawsuit is one involving repairs to faulty electrical equipment in the system that powers the train, resulting in testing delays last year. LAist reported on this dispute last November and in April.

A spokesperson for LINXS said it has attempted to engage in “extensive good-faith efforts over the past two years” to resolve the ongoing contractual disputes.

A spokesperson for Los Angeles World Airports, the city agency that manages LAX, said the agency does not comment on pending litigation. They added that the agency remains committed to “delivering a safe, durable and reliable” train as soon as possible.

The L.A. City Attorney’s office did not immediately respond to requests for comment.

In its lawsuit, LINXS said that by not granting the contractor’s compensation and time-extension requests, the city is attempting to evade accountability for the delayed train, which was once expected to open in 2023 and is nearly a billion dollars over budget.

The contractor warned in its lawsuit that without an extension of contract deadlines, it might be forced to repay lenders who financed the project as soon as this fall. In that case, the contractor said in its lawsuit that it could become “insolvent and unable to perform,” adding that possibility would have “catastrophic consequences.”

Dispute over metering cabinet

Last February, staff from Los Angeles World Airports and the city’s Department of Water and Power directed LINXS to repair equipment in a metering cabinet that had degraded due to moisture and debris, as LAist previously reported.

LINXS completed the repair work, which required power to be partially shut down between February and July 2025. That temporary power disruption delayed critical testing of the technology that allows for central control of the People Mover’s systems.

LINXS said last year, and also in the current lawsuit, that the repair work is not in its scope of work. As a result, the contractor has said it's owed compensation and a minimum of a 141-day extension to complete construction.

“Since then, [Los Angeles World Airports] has stonewalled the discussions of [LINXS’] compensation and a time extension,” the contractor alleges in its lawsuit.

LINXS, citing information it received from a public records request, alleges the issue stemmed from an instance where LADWP opened the metering cabinet in September 2024 to rectify design issues with the equipment contained in it.

Whereas past disputes between LINXS and the airport were resolved through settlements that have so far totaled hundreds of millions of dollars and resulted in schedule extensions, the dispute over maintaining electrical equipment has been uniquely contentious.

“Other relief events that we’ve dealt with up to this point … we could agree there were some things that were not totally within LINXS’ control,” Jake Adams, an airport executive who is overseeing $5.5 billion in LAX upgrades, said in an interview with LAist in April. “This relief event is very different. We believe there is absolutely no merit to this claim.”

The lawsuit also alleges that the contractor is owed additional time and money for several other ongoing disputes, including that Los Angeles World Airports is refusing to sign a power agreement with LADWP for solar panels installed as part of the People Mover project and that workers on separate airport projects have “demolished” work LINXS completed for the train.

What’s the status of the People Mover?

The People Mover is operating in a testing phase where it simulates how the train will operate when it begins shuttling travelers between airport terminals and the L.A. Metro system.

The testing of the train won’t be impacted by the lawsuit, a spokesperson for Los Angeles World Airports told LAist.

A hearing on the case filed last week has been scheduled for December, according to the L.A. County Superior Court’s website.

U.S. Immigration and Customs Enforcement will pause non-urgent vehicle stops after two deadly shootings in less than a week, Maine Sen. Angus King's office tells NPR.

King spokesman Matthew Felling says the Department of Homeland Security confirmed the policy shift. Maine Sen. Susan Collins also posted Tuesday on X that she had called for change.

"I spoke with DHS Secretary [Markwayne] Mullin last night and urged him to cease all non-urgent vehicle stops," she wrote.

DHS told NPR in a statement that it will not "disclose or discuss law enforcement tactics," and it's unclear what this change will look like in practice.

The most recent death happened Monday in Biddeford, Maine, where ICE agents tried to pull over the car of 26-year-old Joan Durán Guerrero, a Colombian national.

"The vehicle attempted to flee the scene, and fearing for public safety, an officer discharged his weapon," DHS said in a statement. However, the agency has not provided any evidence to back the claims. The agents were not wearing body cameras.

Last week, Lorenzo Salgado Araujo was shot by agents in Houston after they attempted to pull him over. The Department of Homeland Security says Salgado Araujo tried to use his van as a weapon, prompting an agent to fire their weapon. But passengers in the van have disputed this account.

Paul Hunker, the former chief counsel of ICE in Dallas, told NPR the standards and principles of when to discharge a firearm are clear.

"I was an attorney for the officers — the person has to pose an imminent threat of harm to use deadly force," Hunker said.

He said whether the person poses an imminent threat is always from the perspective of the officer.

DHS policy

The Department of Homeland Security's policy says deadly force cannot be used solely to prevent someone from fleeing … unless the person poses a significant threat of death or serious physical harm to the agent or others.

DHS accused Salgado Araujo of weaponizing his car against the ICE officer. In Maine, the agency said Durán Guerrero posed a public safety threat.

But in these cases, there hasn't been video evidence to back up those allegations.

The latest development has been welcomed by former DHS officials who said a reset is needed in order to regain the trust of the public and ensure no more lives are lost.

"That person could flee and present a big danger to people around them … that's one of the reasons I think there are few vehicle chases because of the danger and the harm that could happen if one of those goes bad." Hunker said.

He said in the past, ICE's preference has been to assume custody of the undocumented immigrants who were already in jails, making it safer for the agents.

Sarah Saldaña, a former ICE acting director under President Barack Obama, said the shift in policy is a good start.

"I think it's a very practical thing to do until the agency can get its officers more properly trained and attuned to what their effort is," Saldaña said. "Immigration enforcement should not be a deadly endeavor — it should be a method by which to make sure that people are complying with the law."

Despite the shift in policy, there are a lot of outstanding questions about what led to the fatal shootings of Salgado Araujo in Houston last week, and of Durán Guerrero in Maine this week.

None of the federal immigration agents were wearing body cameras, according to the Department of Homeland Security.

After the shooting of Renee Good and Alex Pretti in Minneapolis in January, DHS vowed to quickly deploy body cameras to federal immigration agents nationwide.

But that hasn't happened.

The agency is blaming Democrats in Congress and the partial government shutdowns for this. But it is, again, vowing to deploy body cameras for all agents in the next 60 days.

That footage would have been key to knowing whether the agents followed protocol or not, and to hold the agents accountable, said Lauren Bonds, the executive director of the nonprofit National Police Accountability Project.

"Luckily in both instances there were witnesses, independent witnesses, that observed some things and were able to share some information," Bonds said. "But it's really hard to be able to hold ICE agents accountable in any manner if all we're getting from DHS right now is kind of vague statements about the car being used in a way that was either threatening the ICE agents or, in the case of Maine, threatening the public."

Bonds said the public needs to keep demanding answers and independent investigations to create a change in policy — like the pause on traffic stops made public Tuesday.

NPR's Meg Anderson contributed reporting.