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.

[Q]: The government said in a friend of the court brief filed on Friday that glyphosate, the weed killer's active ingredient, is not a carcinogen and as a result a warning on the label was not required as California state law demands. The backing by the EPA and Justice Department comes days after Bayer asked a U.S. federal appeals court to throw out a $25 million judgment it was ordered to pay Edwin Hardeman. Bayer had denied its Roundup weed killer causes cancer. In April, the EPA reaffirmed that glyphosate does not cause cancer. Farmers spray glyphosate, the most widely used herbicide in U.S. agriculture, on fields of soybeans and other crops that are genetically engineered to resist it. Roundup is also used by consumers on lawns, golf courses and elsewhere. Hardeman's lawyers previously accused Roundup maker Monsanto, which Bayer acquired last year in a $63 billion deal, of having failed to warn consumers about the herbicide's cancer risk. Bayer stock has lost about 23% in value since the first Roundup verdict for plaintiffs in August 2018. Bayer argued it would be impossible to comply with the Hardeman verdict, a lawsuit brought under state law, because any warning label would be in conflict with guidance from a federal agency. The EPA and Justice Department agreed in their Friday filing. "It is unlawful for manufacturers and sellers to make claims on their labels that differ from what EPA approves," the U.S. government said.
[A]: More Breast Cancer Patients Should Consider Radiation, New Guidelines Say

[Q]: 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.
[A]: Electric cars win? Britain to ban new petrol and diesel cars from 2040.

[Q]: An influenza virus vaccine vial sits on the counter of medical center in Great Neck, New York, October 22, 2004. REUTERS/Shannon Stapleton SS But they said school closings would create significant hardships for working parents, who might be forced to create informal daycare arrangements that would undo efforts to contain the spread of flu. "We find school closings would be less effective than some studies have suggested," said Dr. Simon Cauchemez of Imperial College London, whose study appears in the journal Nature. "The main effect would be to slow and flatten the outbreak so the numbers becoming ill in the worst week of the outbreak might be reduced by up to 40 percent, reducing peak demand on health-care systems," Cauchemez said in an e-mail. Health experts almost universally agree that a global epidemic a pandemic of influenza is overdue. The most likely cause now is H5N1 avian influenza, which could evolve into a form that passes easily from person to person. Government estimates suggest vaccines and drugs will not be enough to slow or prevent a flu pandemic. The U.S. pandemic plan recommends closing schools and implementing strategies to limit social contact as a way to limit transmission. If done quickly, such widespread measures combined with drugs and vaccines might reduce transmission in a large city by as much as 80 percent, by one estimate. But such estimates are often based on widely varying assumptions, Cauchemez said. He and colleagues instead used public health data from France that compared flu transmission when school was in session and during school holidays. They found school holidays prevent 16 to 18 percent of seasonal influenza cases. When extrapolated to a pandemic, they said prolonged school closure might reduce the cumulative number of cases by 13 to 17 percent, and peak attack rates by 39 to 45 percent. But that impact would be reduced if it proved too difficult to keep children apart. "If we want the policy to have an impact, children must be kept relatively isolated and not cared for in groups," Cauchemez said. U.S. cities that quickly closed schools and discouraged public gatherings during the great flu pandemic of 1918 which killed tens of millions of people globally had as many as 50 percent fewer deaths than cities that took less decisive measures, according to a recent study. Cauchemez said an especially deadly pandemic might provide strong incentives for people to keep their children at home. "It might nonetheless be difficult for a lot of working parents to be absent from their work for months to look after their kids," he said. Cauchemez said a prolonged outbreak might force working parents to put their children into informal daycare settings, a risk governments need to consider when they formulate pandemic flu plans. "We can't predict how people will behave, but we need to be aware that if this happens, school closings might have no effect at all on flu transmission," he said. H5N1 bird flu only rarely infects people now. It has killed 239 out of 379 infected, according to the World Health Organization, but could easily mutate into a form that one person could pass to another, and governments around the world are preparing for the possibility.
[A]:
School closings may be no holiday for flu pandemic.