RFK Jr. plans to phase out artificial dyes from the US food supply

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WASHINGTON — U.S. health officials on Tuesday said they would phase out petroleum-based artificial colors in the nation’s food supply, potentially triggering an ingredients overhaul for scores of brightly hued products on American store shelves.

The federal Food and Drug Administration will take steps to eliminate the synthetic dyes by the end of 2026, FDA Commissioner Marty Makary said at a news conference. The agency will establish a standard and timeline for industry to switch to natural alternatives, revoke authorization for dyes not in production within coming weeks and take steps to remove remaining dyes on the market.

Makary said that removing artificial dyes would boost children’s health.

“For the last 50 years we have been running one of the largest uncontrolled scientific experiments in the world on our nation’s children without their consent,” Makary said.

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Health advocates have long called for the removal of artificial dyes from foods, citing mixed studies indicating they can cause neurobehavioral problems, including hyperactivity and attention issues, in some children. The FDA has maintained that the approved dyes are safe and that “the totality of scientific evidence shows that most children have no adverse effects when consuming foods containing color additives.”

The FDA currently allows 36 food color additives, including eight synthetic dyes. In January, the agency announced that the dye known as Red 3 — used in candies, cakes and some medications — would be banned in food by 2027 because it caused cancer in laboratory rats.

Artificial dyes are used widely in U.S. foods. In Canada and in Europe — where artificial colors are required to carry warning labels — manufacturers mostly use natural substitutes. Several states, including California and West Virginia, have passed laws restricting the use of artificial colors in foods.

The announcement drew praise from advocates who say the dyes carry health risks and serve no purpose beyond the cosmetic.

“Their only purpose is to make food companies money,” said Dr. Peter Lurie, president of the Center for Science in the Public Interest and a former FDA official. “Food dyes help make ultraprocessed foods more attractive, especially to children, often by masking the absence of a colorful ingredient, like fruit.”

Removing artificial dyes from foods has long been a goal of so-called MAHA moms, key supporters of Health Secretary Robert F. Kennedy Jr. and his “Make America Healthy Again” initiatives. They were among protesters who signed petitions and rallied outside the Michigan headquarters of WK Kellogg Co. last year, demanding that the company remove artificial dyes from its breakfast cereals in the U.S.

The group included Vani Hari, a popular food activist known as the Food Babe, who previously pressured the Kraft Heinz company to remove artificial dyes from its macaroni and cheese. Hari spoke at Tuesday’s event.

She said the action marks “a new era” in safe food for children.

However, food manufacturers said the action would unfairly target highly regulated color additives long confirmed to be safe.

“There are not enough alternatives available to replace these products,” the International Association of Color Manufacturers said in a statement. “Supply chains will take an estimated five to 10 years to catch up and require importing more expensive ingredients grown in China, India and Mexico.”

A spokesperson for the National Confectioners Association, a trade group for makers of candy, gum and mints, said the industry “needs time to find safe and viable alternatives.”

Removing dyes from the food supply will not address the chief health problems that plague Americans, said Susan Mayne, a Yale University chronic disease expert and former director of the FDA’s food center.

“With every one of their announcements, they’re focusing in on something that’s not going to accomplish what they say it is,” Mayne said of Kennedy’s initiatives. “Most of these food dyes have been in our food supply for 100 years. … So why aren’t they driving toward reductions in things that do drive chronic disease rates?”

In the past, FDA officials said the threat of legal action from the food industry required the government to have significant scientific evidence before banning additives. Red 3 was banned from cosmetics more than three decades before it was stripped from food and medicine. It took five decades for the FDA to ban brominated vegetable oil because of health concerns.

But Lurie said industry officials might not challenge the Trump administration.

“They don’t want to get on the wrong side of a vindictive president,” he said.

Hours before the announcement, the International Dairy Foods Association said its members would voluntarily eliminate artificial colors in milk, cheese and yogurt products sold to U.S. school meal programs by July 2026. Most dairy products for schools don’t contain artificial colors, as most dairy processors have chosen not to use them or have already removed or replaced them, officials at the dairy trade group noted.

Some of the state laws banning synthetic dyes in school meals have aggressive timelines. West Virginia’s ban, for example, prohibits red, yellow, blue and green artificial dyes in school meals starting Aug. 1. A broader ban will extend the restrictions to all foods sold in the state on Jan. 1, 2028.

Many U.S. food companies are already reformulating their foods, according to Sensient Colors, one of the world’s largest producers of food dyes and flavorings. In place of synthetic dyes, food makers can use natural hues made from beets, algae and crushed insects and pigments from purple sweet potatoes, radishes and red cabbage.

Aleccia reported from California.

The Associated Press Health and Science Department receives support from the Howard Hughes Medical Institute’s Science and Educational Media Group and the Robert Wood Johnson Foundation. The AP is solely responsible for all content.

Wisconsin: Trollhaugen’s Adventure Park feature closing permanently

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Trollhaugen Ski area’s Adventure Park was a place where visitors could sail through the tree canopy on zip lines or climb among platforms and swaying bridges 30 feet in the air.

Not anymore.

After 12 years in operation, the owners of Trollhaugen announced Tuesday that they would permanently close the park effective immediately.

“Many factors and possible solutions were considered, but ultimately, rising operating costs like insurance and equipment replacement will not allow us to continue without significantly raising ticket prices, and that is not something we believe in doing,” the owners wrote in a post on social media.

The closing of the Adventure Park will not affect the ski season.

“This is an emotional decision for our team, and we want to give a big thank you to all of our amazing staff and visitors that joined us at the Adventure Park since its creation in 2012,” the post stated. “We will continue to celebrate the wonderful memories that we made with each and every one of you Troll-loving humans. We hope you enjoy new adventures this summer, and we look forward to seeing you in the fall for our 76th winter season on snow together.”

Trollhaugen is located in Dresser, Wis.

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State employee arrested for Tesla vandalism will not be charged

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The Hennepin County Attorney’s Office has decided not to press charges against a man arrested in Minneapolis last week in connection with the vandalism of several Tesla vehicles.

According to the arrest report, on March 29 Dylan Bryan Adams, 33, was apprehended on suspicion of vandalizing six Tesla vehicles.

The Minnesota Department of Human Services said that Adams is a state employee and released a statement about his arrest.

“We are reviewing the matter at this time. State employees are expected to follow our code of conduct and hold themselves to the highest ethical standards through their words and actions,” the statement reads.

The vandalisms occurred to vehicles owned by residents of Edina, Minneapolis, Bloomington, and Nebraska.

During a press conference last week, Minneapolis police said they arrested Adams after allegedly catching him on camera keying six Teslas and causing thousands of dollars in damage in each case — felony level damage.

The department turned the case over the Hennepin County Attorney’s Office for possible prosecution. The Minneapolis police chief released a statement to the Pioneer Press Tuesday saying that any frustration about the suspect not being charged should be directed at the county attorney’s office.

“The Minneapolis Police Department did its job,” said Chief Brian O’Hara said in a written statement. “It identified and investigated a crime trend, identified, and arrested a suspect, and presented a case file to the Hennepin County Attorney Office for consideration of charges. This case impacted at least six different victims and totaled over $20,000 in damages. Any frustration related to the charging decision of the Hennepin County Attorney should be directed solely at her office. Our investigators are always frustrated when the cases they poured their hearts into are declined. In my experience, the victims in these cases often feel the same.”

An official with the Hennepin County Attorney’s office said they are holding Adams responsible despite not pressing charges.

“We want to make sure we are very clear. What Mr. Adams did was wrong and we are holding him accountable for keying the cars. The HCAO did not reject or decline this case. We offered diversion as we often do with property damage cases when the person has no record. Mr. Adams will have to complete the requirements of the program. He will also have to pay every penny in restitution to the victims. If he does not meet those requirements, we will proceed through the criminal legal system process.” said Daniel Borgertpoepping, spokesperson for the Hennepin County Attorney’s Office.

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Metro Transit seeks feedback by Friday on 17 potential BRT routes

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The Gold Line from downtown St. Paul to Woodbury recently rolled into place, launching a new phase for Metro Transit’s growing Bus Rapid Transit network.

What comes next?

A survey that closes Friday asks riders to help the transit authority pick the future J, K and L lines from among 17 potential Arterial Bus Rapid Transit corridors that may someday crisscross the metro. The three corridors, all of them future upgrades to existing high-ridership bus routes, will be chosen by next winter for construction and implementation between 2030 and 2035.

That would bring the overall bus rapid transit network to a total of at least 15 BRT lines, including the planned 2027 expansion of the Gold Line from downtown St. Paul to downtown Minneapolis. While a number of routes service the two downtowns, the goal is to enhance crosstown corridors, allowing passengers to get across the cities efficiently, without necessarily heading downtown first.

“We are at the beginning of this work and will continue over the course of this year,” said Kyle O’Donnell-Burrows, Metro Transit’s planning manager for Arterial BRT.

In addition, Metro Transit is studying a potential 16th corridor — the possibility of adding a BRT route along West Seventh Street in St. Paul, along the general path of what was once dubbed the Riverview Corridor. The new bus routes are in addition to future extensions of the Blue Line and Green Line light rail, micro-transit “last mile” feeder bus projects around key stops, and the likely closure of the Northstar Commuter Rail.

Less-frequent stops

BRT is not without its critics. Some passengers have complained of losing local bus routes to new BRT corridors that make less-frequent stops.

That’s a concern “we take very seriously as we do corridor planning and identify where to locate stations,” O’Donnell-Burrows said. “We really try to minimize that impact, while also adding the speed and reliability benefit.”

Meanwhile, time gains vary, given that Metro Transit has largely focused on “arterial” BRT, or buses that operate in mixed traffic as opposed to their own dedicated bus lanes. In essence, most of the Metro Transit projects under consideration are not BRT in its purest form.

The exceptions are the color-coded Orange, Red and Gold Lines, which use dedicated infrastructure to varying degrees.

Still, ABRT is a lot cheaper and faster to roll out than BRT. The G Line, which will connect Little Canada to downtown St. Paul and West St. Paul along Rice and Robert streets, is moving through project planning with an estimated capital cost of $75 million to $80 million. By contrast, the new Gold Line, which maintains its own park-and-ride stations and accesses an exclusive guideway and bridge over Interstate 94, totaled $505.3 million in capital costs.

Most future BRT projects will be “definitely a smaller scope than those larger, dedicated guideway projects,” O’Donnell-Burrows said.

Ridership

Public transit ridership plummeted nationally during the pandemic and has never fully recovered, but transit organizers note that bus rapid transit projects have regained ridership fastest, in some cases heavily eclipsing the slower local routes they’ve replaced.

In fact, Metro Transit’s BRT ridership more than doubled from 2022 to 2024, thanks in large part to 3.8 million rides on the new D Line between Brooklyn Center and Bloomington. To see how ridership has performed over time on particular routes, visit metrotransit.org/performance.

Those ridership gains are based in part on benefits and amenities like more frequent departures, cloth seats, traffic signal priority, off-board fare payments, all-door boarding and modern stations with lights, on-demand heat, emergency telephones, security cameras and NexTrip digital signs showing arrival times in real-time.

To access Metro Transit’s BRT survey and see a map of 17 potential corridors, visit metrotransit.org/arterial-brt-plan.

Here’s a quick look at how the BRT network has shaped up to date, and what could be on the horizon:

2030-2035

Metro Transit staff have identified 17 potential BRT corridors and will whittle the list down to three by late 2025 or early 2026.

Construction on all three is expected to move forward between 2030 and 2035. A public survey on the potential routes closes Friday. Staff will screen options this summer using ridership and cost estimates, as well as considerations such as the mobility needs of the population served. About 8-10 potential corridors will be ranked for a more technical evaluation, and three — the future J, K and L lines — will be recommended to the full Metropolitan Council sometime next winter.

Among the corridors under consideration:

• 38th Street/Excelsior, 46th Street, 63rd Avenue/Zane, 66th Street, Bloomington/Lyndale, Broadway, Century, County Road C, Dale/George, Franklin/Grand/3rd Street, Johnson/Lyndale, Hennepin/Larpenteur, Lowry, Nicollet, North Snelling/Lexington, Payne/Westminster, Randolph/East 7th Street.

In service

• Red Line: Travels Cedar Avenue between Apple Valley and the Mall of America in Bloomington. Launched in 2013.

• A Line: Travels Snelling Avenue and Ford Parkway with stops in Minneapolis, St. Paul and Roseville. Launched in 2016.

• C Line: Mainly runs along Penn Avenue, between downtown Minneapolis and Brooklyn Center. Launched in 2019.

• Orange Line: Runs on Interstate 35W between downtown Minneapolis and Burnsville. Launched in 2021.

• D Line: Travels along Emerson, Fremont and Chicago avenues between Brooklyn Center and Bloomington. Launched in 2022.

• Gold Line: Generally travels within a dedicated lane parallel to Interstate 94, serving downtown St. Paul, Maplewood, Landfall, Oakdale and Woodbury. Launched in March. The Gold Line will be extended from downtown St. Paul to downtown Minneapolis in 2027.

Under construction

• B Line: Will travel along Lake Street in Uptown, Minneapolis, as well as Marshall and Selby avenues in St. Paul to the downtown Union Depot. Currently served by Route 21. Opens June 14.

• E Line: Will mostly travel along France, Hennepin and University avenues from the Southdale Transit Center in Edina to Westgate Station in St. Paul. Currently served by Route 6. Opens Dec. 6.

In development

• F Line: Will travel Central and University avenues from downtown Minneapolis to the Northtown Mall in Blaine, the corridor currently served by Route 10. In project engineering.

• G Line: Will travel Rice and Robert streets from Little Canada to downtown St. Paul and West St. Paul, the corridor currently served by Route 62 and Route 68. In project planning.

• H Line: Will travel Como and Maryland avenues from downtown Minneapolis to the SunRay Transit Center, the corridor currently served by Route 3. In project planning.

• Purple Line: The line was once envisioned to connect St. Paul, Maplewood, Vadnais Heights, Gem Lake, White Bear Township and White Bear Lake, though opposition in White Bear Lake and Maplewood has forced project planners to consider a redesign.

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