Given a paragraph, generate a claim that is supported by the given paragraph. 1) The claim must contain information from within the paragraph. 2) A sentence within the paragraph can be used as a claim. 3) The claim should not have contradictions within the paragraph. 4) The claim should be at most one sentence long.

Ex Input:
The state had 1,742 confirmed COVID-19 cases as of Saturday. Most of the cases and deaths have been in Clark County, which is Nevada’s most populous and includes metro Las Vegas. Gov. Steve Sisolak announced Saturday that the federal government has approved Nevada’s request to declare a major disaster declaration for the state. He said that move will unlock additional federal assistance for residents affected by the coronavirus pandemic. On March 12, Sisolak signed a state declaration of emergency, which is a required step to request a federal major disaster declaration. Sisolak’s request asked for help under a variety of programs, including assistance for unemployment, legal services, crisis counseling and mass care and emergency assistance. Federal help is needed because the public health crisis “is beyond the capabilities of the state, local and tribal governments,” Sisolak said. Most people with the virus experience mild or moderate fever and coughing for two to three weeks. Some, especially older adults and people with existing health problems, can face severe illness including pneumonia and death.

Ex Output:
Nevada has 94 new coronavirus cases, pushing total to 1,836.


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Britain’s step, which follows France, amounts to a victory for electric cars that if copied globally could hit the wealth of oil producers, as well as transform car industry jobs and one of the icons of 20th Century capitalism: the automobile itself. The mayors of Paris, Madrid, Mexico City and Athens have said they plan to ban diesel vehicles from city centers by 2025, while the French government also aims to end the sale of new gasoline and diesel vehicles by 2040. The British government has been under pressure to take steps to reduce air pollution after losing legal cases brought by campaign groups. Prime Minister Theresa May’s Conservatives had pledged to make “almost every car and van” zero-emission by 2050. “There should be no new diesel or petrol vehicles by 2040,” environment minister Michael Gove told BBC Radio. The ban would only apply to conventional rather than hybrid vehicles that have both an electric and combustion engine, Gove’s ministry said. There is a mountain to climb, however. Electric cars currently account for less than 5 percent of new car registrations in Britain, with drivers concerned about the cost and limited availability of charging points and manufacturers worried about making expensive investments before the demand is there. “We could undermine the UK’s successful automotive sector if we don’t allow enough time for the industry to adjust,” warned    Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders. Hawes said there were only 12,000 public charging points in Britain and new power infrastructure would be needed, as well as steps to ensure the power network could cope with large numbers of people seeking to charge vehicles at the same time. While many automakers may find it hard to countenance the end of the combustion engine, some have embraced a future where electric vehicles, or perhaps even driverless ones, prevail. This month, Volvo became the first major traditional automaker to set a date for phasing out vehicles powered solely by the internal combustion engine by saying all its car models launched after 2019 would be electric or hybrids. Renault-Nissan in 2009 announced plans to spend 4 billion euros on electric car development. But until Volkswagen (VW) admitted in 2015 to cheating on U.S. diesel emissions tests, most mainstream auto manufacturers had been slow to sink serious investment into battery cars. The backlash against diesel, without which carmakers would struggle to meet CO2 targets, has since refocused minds and produced a flurry of new commitments. VW itself unveiled ambitious plans last year to roll out 30 new battery-powered models that it expects to account for 2-3 million annual sales by 2025 - or as much as 25 percent of its vehicle production. “Even though modern combustion engines will be relevant for at least another 20 years, it is clear that the future will be ruled by electric drives,” VW chief executive Matthias Mueller said earlier this year. PSA Group boss Carlos Tavares, in the past a vocal defender of diesel technologies, said on Wednesday the French company was ready to embrace mass electrification, provided the required consumer demand and government support were there. “The rise of the electric vehicle is very much dependent on the subsidies and the support governments will be able to give to this technology,” Tavares told analysts during the company’s first-half results presentation. PSA is planning to roll out new pure-electric and plug-in hybrid models from 2019. Toyota, which pioneered hybrids but long resisted battery-only cars, changed tack last year and has since unveiled plans for a new range of pure-electric models. In Europe, so called ‘green cars’ benefit from subsidies, tax breaks and other perks, while combustion engines face mounting penalties including driving and parking restrictions. China, struggling with catastrophic pollution levels in major cities, is pushing plug-in vehicles, though in the United States there is much less appetite so far. Germany, the home of major carmakers such as VW, Daimler and BMW, should soon start phasing out petrol and diesel too, said Oliver Wittke, a transport expert in Chancellor Angela Merkel’s Christian Democrats. But there is likely to be resistance in Europe’s biggest car market. More than 600,000 jobs could be at risk in Germany from a potential ban on combustion engine cars by 2030, the Ifo economic institute said this month in a study commissioned by Germany’s VDA car industry lobby. Germany’s major carmakers have invested heavily in diesel technology, which offers more efficient fuel burn and lower carbon dioxide emissions than gasoline-powered cars. In response to the British decision, a German government spokeswoman said on Wednesday Merkel had repeatedly warned against “demonizing” diesel vehicles. A spokesman for VW’s Audi brand, two thirds of whose European sales are diesel cars, said it could make diesel “fit for a future with even more stringent emission standards”. Yet Britain’s move will accelerate the decline of diesel cars, whose nitrogen oxide emissions have been blamed for causing respiratory diseases, in Europe’s second biggest market. The government will provide more than 250 million pounds to local authorities for schemes to restrict diesel vehicles’ access to polluted roads but said other options should be exhausted before charging users of polluting vehicles. Any restrictions or charges for polluting vehicles to use affected roads should be time-limited and lifted as soon as air pollution is within legal limits, it added. Gove said he favored road-by-road restrictions for diesel vehicles rather than outright bans from town centers or costly vehicle scrappage schemes, but did not rule them out entirely if they were local authorities’ preferred options. The government also said it would consult later this year on other possible measures including a targeted scrappage scheme. London mayor Sadiq Khan, of the opposition Labour Party, said the government’s commitment was half-hearted and steps needed to be taken before 2040 to tackle air pollution. “We need a fully-funded diesel scrappage fund now to get polluting vehicles off our streets immediately, as well as new powers so that cities across the UK can take the action needed to clean up our air,” Khan said in a statement. Turning away from oil will add to discussions about whether the world is reaching peak oil demand and how additional electric power can be generated. Some companies, including Royal Dutch Shell, expect demand to peak as early as by the end of the next decade. Demand for diesel cars fell 10 percent in the first half of the year in Britain while sales of petrol vehicles rose 5 percent, according to industry data. Sales of electric and hybrid models rose by nearly 30 percent, the fastest growing section of the market albeit from a low base.

Ex Output:
Electric cars win? Britain to ban new petrol and diesel cars from 2040.


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That’s the premise behind the recent approval of a landmark drug, the first cancer therapy ever cleared based on a tumor’s genetics instead of the body part it struck first. Now thousands of patients with worsening cancer despite standard treatment can try this immunotherapy — as long as genetic testing of the tumor shows they’re a candidate. “It’s like having a lottery ticket,” said Johns Hopkins oncologist Dr. Dung Le, who helped prove the new use for the immunotherapy Keytruda. “We’ve got to figure out how to find these patients, because it’s such a great opportunity for them.” Today, doctors diagnose tumors by where they originate — breast cancer in the breast, colon cancer in the colon — and use therapies specifically tested for that organ. In contrast, the Food and Drug Administration labeled Keytruda the first “tissue-agnostic” treatment, for adults and children. The reason: Seemingly unrelated cancers occasionally carry a common genetic flaw called a mismatch repair defect. Despite small studies,  FDA found the evidence convincing that for a subset of patients, that flaw can make solid tumors susceptible to immunotherapy doctors otherwise wouldn’t have tried. “We thought these would be the hardest tumors to treat. But it’s like an Achilles heel,” said Hopkins cancer geneticist Bert Vogelstein. And last month FDA Commissioner Scott Gottlieb told a Senate subcommittee his agency will simplify drug development for diseases that “all have a similar genetic fingerprint even if they have a slightly different clinical expression.” It’s too early to know if what’s being dubbed precision immunotherapy will have lasting benefits, but here’s a look at the science. WHO’S A CANDIDATE? Hopkins estimates about 4 percent of cancers are mismatch repair-deficient, potentially adding up to 60,000 patients a year. Widely available tests that cost $300 to $600 can tell who’s eligible. The FDA said the flaw is more common in colon, endometrial and gastrointestinal cancers but occasionally occurs in a list of others. “Say, ‘have I been tested for this?’” is Le’s advice for patients. MUTATIONS AND MORE MUTATIONS Most tumors bear 50 or so mutations in various genes, Vogelstein said. Melanomas and lung cancers, spurred by sunlight and tobacco smoke, may have twice as many. But tumors with a mismatch repair defect can harbor 1,500 mutations. Why? When DNA copies itself, sometimes the strands pair up wrong to leave a typo — a mismatch. Normally the body spell checks and repairs those typos. Without that proofreading, mutations build up, not necessarily the kind that trigger cancer but bystanders in a growing tumor. THE PLOT THICKENS Your immune system could be a potent cancer fighter except that too often, tumors shield themselves. Merck’s Keytruda and other so-called checkpoint inhibitors can block one of those shields, allowing immune cells to recognize a tumor as a foreign invader and attack. Until now, those immunotherapies were approved only for a few select cancers — Keytruda hit the market for melanoma in 2014 — and they work incredibly well for some patients but fail in many others. Learning who’s a good candidate is critical for drugs that can cost $150,000 a year and sometimes cause serious side effects. In 2012, Hopkins doctors testing various immunotherapies found the approach failed in all but one of 20 colon cancer patients. When perplexed oncologists told Vogelstein, “a light bulb went off.” Sure enough, the one patient who fared well had a mismatch repair defect and a “mind-boggling” number of tumor mutations. The more mutations, the greater the chance that at least one produces a foreign-looking protein that is a beacon for immune cells, Vogelstein explained. It was time to see if other kinds of cancer might respond, too. WHAT’S THE DATA? The strongest study, published in the journal Science, tested 86 such patients with a dozen different cancers, including some who had entered hospice. Half had their tumors at least shrink significantly, and 18 saw their cancer become undetectable. It’s not clear why the other half didn’t respond. Researchers found a hint, in three patients, that new mutations might form that could resist treatment. But after two years of Keytruda infusions, 11 of the “complete responders” have stopped the drug and remain cancer-free for a median of eight months and counting. Catherine “Katie” Rosenbaum, 67, is one of those successes. The retired teacher had her uterus removed when endometrial cancer first struck, but five years later tumors returned, scattered through her pelvis and colon. She tried treatment after treatment until in 2014, her doctor urged the Hopkins study. Rosenbaum took a train from Richmond, Virginia, to Baltimore for infusions every two weeks and then, after some fatigue and diarrhea side effects, once a month. Then the side effects eased and her tumors started disappearing. A year into the study she was well enough to swim a mile for a Swim Across America cancer fundraiser. “Nothing else had worked, so I guess we could say it was a last hope,” said Rosenbaum, who now wants other patients to know about the option. ___ This Associated Press series was produced in partnership with the Howard Hughes Medical Institute’s Department of Science Education. The AP is solely responsible for all content.

Ex Output:

Tumor gene testing urged to tell if drug targets your cancer.