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AP reports that Montana lawmakers are drafting bills that would raise the daytime speed limit on Montana interstate highways from 75 to 80 and possibly as high as 85 mph. “I just think our roads are engineered well, and technology is such we can drive those roads safely,” says Art Wittich noting that Utah, Wyoming and Idaho have raised their speed limits above 75, and they haven't had any problems and drivers on German autobahns average about 84 mph. State Senator Scott Sales says he spent seven months working in the Bakken oil patch, driving back and forth to Bozeman regularly. “If I could drive 85 mph on the interstate, it would save an hour,” says Sales. “Eighty-five would be fine with me."

A few years ago Texas opened a 40 mile stretch on part of a toll road called the Pickle Parkway between Austin and San Antonio. The tolled bypass was supposed to help relieve the bottleneck around Austin but the highway was built so far to the east that practically nobody used it. In desperation, the state raised the toll road speed limit to 85 mph, the fastest in the nation. "The idea was that drivers could drop the top, drop the hammer, crank the music and fly right past Austin," says Wade Goodyn. "It's a beautiful, wide-open highway — but it's empty, and the builders are nearly bankrupt."

Michael Tarm reports that a former high school quarterback has filed a lawsuit against the Illinois High School Association saying it didn't do enough to protect him from concussions when he played and still doesn't do enough to protect current players. This is the first instance in which legal action has been taken for former high school players as a whole against a group responsible for prep sports in a state. Such litigation could snowball, as similar suits targeting associations in other states are planned. "In Illinois high school football, responsibility — and, ultimately, fault — for the historically poor management of concussions begins with the IHSA," the lawsuit states. It calls high school concussions "an epidemic" and says the "most important battle being waged on high school football fields ... is the battle for the health and lives of" young players. The lawsuit calls on the Bloomington-based IHSA to tighten its head-injury protocols. It doesn't seek damages. "This is not a threat or attack on football," says attorney Joseph Siprut, who reached a $75 million settlement in a similar lawsuit against the NCAA in 2011. "Football is in danger in Illinois and other states — especially at the high school level — because of how dangerous it is. If football does not change internally, it will die. The talent well will dry up as parents keep kids out of the sport— and that's how a sport dies."

Previous research has shown that far from innocuous, invisible injuries, concussions confer tremendous brain damage. Individuals with chronic traumatic encephalopathy (CTE) may show symptoms of dementia, such as memory loss, aggression, confusion and depression, which generally appear years or many decades after the trauma. "The idea that you can whack your head hundreds of times in your life and knock yourself out and get up and be fine is gone," says Chris Nowinski. "We know we can't do that anymore. This causes long-term damage."

The price of oil is now under $70 a barrel after OPEC decided it would not cut back production significantly in the months ahead and the latest OPEC move suggests that it isn’t going to reverse course anytime soon.. Now Neil Irwin reports in the NYT that the falling price of oil looks likely to be one of the dominant forces shaping the global economy in 2015. So who wins and who loses? Winner: Global consumers as anybody who drives a car or flies on airplanes gets lower prices for gasoline and jet fuel. Loser: American oil producers - One of the big open questions is just how many of the small, independent producers in the American heartland will still be viable with oil prices in the $60s rather than the $100s. Many have relied on borrowed money, and bankruptcies are possible. Loser: Vladimir Putin - Russia’s economy is already facing its sharpest challenges in years, as Western sanctions imposed after Russian aggression toward Ukraine crimp the nation’s ability to be integrated in the global economy. Russia is a major energy producer, and the falling price of oil compounds the challenge facing its president, Vladimir Putin.

Potential Loser: The environment. As a general rule, the cheaper fossil fuels become, the more challenging it will be for cleaner forms of energy like solar and wind power to be competitive on price. But solar and wind power are sources for electricity, whereas fluctuations in oil prices most directly affect the price of transportation fuels like gasoline and jet fuel. Unless or until more Americans use electric cars, they are largely separate markets, so there’s no reason that cheaper oil should cause a major reduction in investment in renewables. The average pump price of a gallon of regular gasoline in the United States was $3.12 this week, down from $3.80 in October 2012 and down from $3.70 just four months ago. In the past, cheaper gasoline has two environmentally problematic effects: It leads people to drive thirstier cars and trucks and to drive them more miles. This time may be different. The number of miles Americans drive per capita has declined for nine straight years dropping from roughly 10,100 miles in 2004 to about 9,400 miles in 2013. A change that significant suggests a change in lifestyle—one that would be hard to upend. In addition, the average fuel economy of new cars and trucks sold in the United States has increased markedly over the past decade—in contrast to the 1990s, when new-vehicle fuel economy essentially flat-lined. Today, the average new car sold in this country goes 36 miles on a gallon of gasoline, up from 29.5 mpg in 2004. "Times have changed since the dawn of the last era of cheap oil," says Jeffrey Ball. "Even assuming low oil prices are the new normal, a cleaner energy system probably is too."

Most major American cities have long used a system to limit the number of operating taxicabs, typically a medallion system: Drivers must own or rent a medallion to operate a taxi, and the city issues a fixed number of them. Now Josh Barro reports at the NYT that in major cities throughout the United States, taxi medallion prices are tumbling as taxis face competition from car-service apps like Uber and Lyft. The average price of an individual New York City taxi medallion fell to $872,000 in October, down 17 percent from a peak reached in the spring of 2013, according to an analysis of sales data. "I’m already at peace with the idea that I’m going to go bankrupt,” said Larry Ionescu, who owns 98 Chicago taxi medallions. As recently as April, Boston taxi medallions were selling for $700,000. The last sale, in October, was for $561,000. “Right now Uber has a strong presence here in Boston, and that’s having a dramatic impact on the taxi industry and the medallion values,” says Donna Blythe-Shaw, a spokeswoman for the Boston Taxi Drivers’ Association. “We hear that there’s a couple of medallion owners that have offered to sell at 425 and nobody’s touched them."

The current structure of the American taxi industry began in New York City when “taxi medallions” were introduced in the 1930s. Taxis were extremely popular in the city, and the government realized they needed to make sure drivers weren’t psychopaths luring victims into their cars. So, New York City required cabbies to apply for a taxi medallion license. Given the technology available in the 1930s, It was a reasonable solution to the taxi safety problem, and other cities soon followed suit. But their scarcity has made taxi medallions the best investment in America for years. Where they exist, taxi medallions have outperformed even the Standard & Poor’s 500-stock index. In Chicago, their value has doubled since 2009. The medallion stakeholders are many and deep pockets run this market. The system in Chicago and elsewhere is dominated by large investors who rely on brokers to sell medallions, specialty banks to finance them and middle men to manage and lease them to drivers who own nothing at all. Together, they’re fighting to protect an asset that was worth about $2.4 billion in Chicago last year. “The medallion owners seem to be of the opinion that they are entitled to indefinite appreciation of their asset,” says Corey ­Owens, Uber’s head of global public policy.. “The taxi medallion in the U.S. was the best investment you could have made in the last 30 years. Will it go up forever? No. And if they expected that it would, that was their mistake.”

Gerrymandering is the practice of establishing a political advantage for a political party by manipulating district boundaries to concentrate all your opponents votes in a few districts while keeping your party's supporters as a majority in the remaining districts. For example, in North Carolina in 2012 Republicans ended up winning nine out of 13 congressional seats even though more North Carolinians voted for Democrats than Republicans statewide. Now Jessica Jones reports that researchers at Duke are studying the mathematical explanation for the discrepancy. Mathematicians Jonathan Mattingly and Christy Vaughn created a series of district maps using the same vote totals from 2012, but with different borders. Their work was governed by two principles of redistricting: a federal rule requires each district have roughly the same population and a state rule requires congressional districts to be compact. Using those principles as a guide, they created a mathematical algorithm to randomly redraw the boundaries of the state’s 13 congressional districts. "We just used the actual vote counts from 2012 and just retabulated them under the different districtings," says Vaughn. "”If someone voted for a particular candidate in the 2012 election and one of our redrawn maps assigned where they live to a new congressional district, we assumed that they would still vote for the same political party."

The results were startling. After re-running the election 100 times with a randomly drawn nonpartisan map each time, the average simulated election result was 7 or 8 U.S. House seats for the Democrats and 5 or 6 for Republicans. The maximum number of Republican seats that emerged from any of the simulations was eight. The actual outcome of the election -- four Democratic representatives and nine Republicans – did not occur in any of the simulations. "If we really want our elections to reflect the will of the people, then I think we have to put in safeguards to protect our democracy so redistrictings don't end up so biased that they essentially fix the elections before they get started," says Mattingly. But North Carolina State Senator Bob Rucho is unimpressed. "I'm saying these maps aren't gerrymandered," says Rucho. "It was a matter of what the candidates actually was able to tell the voters and if the voters agreed with them. Why would you call that uncompetitive?"

Brian Fung writes in the Washington Post that Wikipedia has been a little hesitant to weigh in on net neutrality, the idea that all Web traffic should be treated equally by Internet service providers such as Comcast or Time Warner Cable. That's because the folks behind Wikipedia actually see a non-neutral Internet as one way to spread information cheaply to users in developing countries. With Wikipedia Zero, users in places like Pakistan and Malaysia can browse the site without it counting it counting against the data caps on their cellphones or tablets. This preferential treatment for Wikipedia's site helps those who can't afford to pay for pricey data — but it sets the precedent for deals that cut against the net neutrality principle. "We believe in net neutrality in America," says Gayle Karen Young adding that Wikipedia Zero requires a different perspective elsewhere. "Partnering with telecom companies in the near term, it blurs the net neutrality line in those areas. It fulfills our overall mission, though, which is providing free knowledge."

Facebook and Google also operate programs internationally that are exempted from users' data caps — a tactic known somewhat cryptically as "zero rating". Facebook in particular has made “Facebook Zero” not just a sales pitch in developing markets but also part of an Internet.org initiative to expand access “to the two thirds of the world’s population that doesn’t have it.” But a surprising decision in Chile shows what happens when policies of neutrality are applied without nuance. Chile recently put an end to the practice, widespread in developing countries, of big companies “zero-rating” access to their services. "That might seem perverse," says Glyn Moody, "since it means that Chilean mobile users must now pay to access those services, but it is nonetheless exactly what governments that have mandated net neutrality need to do."

Ben Smith of Buzzfeed recently wrote that his site doesn’t traffic in “click bait” because the term applies to “tempting, vacuous ‘curiosity gap’ headlines” that mislead readers. But in an industry riddled with plagiarism, civil insensitivities and “hot takes,” “click bait” is still the worst insult you can hurl at a publication. Looking at the history of journalism, sensationalist teases have always been with us. In the past, the city newspaper version of click bait was the "extra" issued every hour or two. "Click bait takes it farther, or rather, faster," says Mark Bauerlein. "It’s not that all the content has degenerated. It’s that the delivery has sped up and the content can be blasted widely on the Internet." Gloria Mark, a professor specializing in human-computer interactions at the University of California, Irvine, says that click bait as a design element is a natural evolution, and consequence, of the way the Internet affects our flow of attention. "Many argue that click bait is not new, as newspapers have used enticing headlines to lure readers since the 19th century. What is new, however, is the combination of click bait with the design of hypermedia that leads us down cognitive paths that make it hard to find our way back to the original, intended task," says Mark. "It is part of the larger grand challenge we face in managing our focus of attention amid the sheer volume of digital information available."

Baratunde Thurston says that one good thing about click bait is that it has inspired a new arena for humor. "Over a year ago, my company hosted a “Comedy Hack Day" built around humor, and one team created a satirical site called Clickstrbait to lampoon this silly practice. Since then The Onion has gone further, successfully launching ClickHole.com, which parodies (and monetizes) the click bait phenomenon with articles like '6 Sunsets That Would Be More Peaceful If It Weren't For Your Loudly Growling Stomach.'" If Thurston is right then the only thing that will defeat click bait overuse is time. "Until then, at least we have jokes."

Jason Kane reports at PBS that emergency treatments delivered in ambulances that offer “Advanced Life Support” for cardiac arrest may be linked to more death, comas and brain damage than those providing “Basic Life Support.” "They’re taking a lot of time in the field to perform interventions that don’t seem to be as effective in that environment,” says Prachi Sanghavi. “Of course, these are treatments we know are good in the emergency room, but they’ve been pushed into the field without really being tested and the field is a much different environment.” The study suggests that high-tech equipment and sophisticated treatment techniques may distract from what’s most important during cardiac arrest — transporting a critically ill patient to the hospital quickly.

Basic Life Support (BLS) ambulances stick to simpler techniques, like chest compressions, basic defibrillation and hand-pumped ventilation bags to assist with breathing with more emphasis placed on getting the patient to the hospital as soon as possible. Survival rates for out-of-hospital cardiac arrest patients are extremely low regardless of the ambulance type with roughly 90 percent of the 380,000 patients who experience cardiac arrest outside of a hospital each year not surviving to hospital discharge. But researchers found that 90 days after hospitalization, patients treated in BLS ambulances were 50 percent more likely to survive than their counterparts treated with ALS. Not everyone is convinced of the conclusions. “They’ve done as much as they possibly can with the existing data but I’m not sure that I’m convinced they have solved all of the selection biases,” says Judith R. Lave. “I would say that it should be taken as more of an indication that there may be some very significant problems here.”

Kate Briquelet reports in the NY Post that Principal Mark Federman of East Side Community HS has invited the New York Civil Liberties Union to give a two-day training session to 450 students on interacting with police. “We’re not going to candy-coat things — we have a problem in our city that’s affecting young men of color and all of our students,” says Federman. “It’s not about the police being bad. This isn’t anti-police as much as it’s pro-young people . . . It’s about what to do when kids are put in a position where they feel powerless and uncomfortable.” The hourlong workshops — held in small classroom sessions during advisory periods — focused on the NYPD’s stop-and-frisk program and how to exercise Fourth Amendment rights when being stopped and questioned in a car or at home.

Some law-enforcement experts say the NYCLU is going beyond civics lessons and doling out criminal-defense advice. “It’s unlikely that a high school student would come away with any other conclusion than the police are a fearful group to be avoided at all costs,” says Eugene O’Donnell, a former police officer and professor at John Jay College of Criminal Justice. NYCLU representatives told kids to be polite and to keep their hands out of their pockets. But they also told students they don’t have to show ID or consent to searches, that it’s best to remain silent, and how to file a complaint against an officer. Candis Tolliver, NYCLU’s associate director for advocacy, says was the first time she trained an entire high school. “This is not about teaching kids how to get away with a crime or being disrespectful. This is about making sure both sides are walking away from the situation safe and in control.”

Jerry Hirsch writes in the LA Times that personal transportation is on the cusp of its greatest transformation since the advent of the internal combustion engine. For a century, cars have been symbols of freedom and status but according to Hirsch, passengers of the future may well view vehicles as just another form of public transportation, to be purchased by the trip or in a subscription. Buying sexy, fast cars for garages could evolve into buying seat-miles in appliance-like pods, piloted by robots, parked in public stalls. "There will come a time when driving the car is like riding the horse," says futurist Peter Schwartz. "Some people will still like to do it, but most of us won't." People still will want to own vehicles for various needs, says James Lentz, chief executive of Toyota's North American operations. They might live in a rural area and travel long distances daily. They might have a big family to haul around. They might own a business that requires transporting supplies. "You will still have people who have the passion for driving the cars and feeling the road," says Lentz. "There may be times when they want the cars to drive them, but they won't be buying autonomous-only cars."

One vision of the future is already playing out in Grenoble, France, where residents can rent from a fleet of 70 pod-like Toyota i-Road and Coms electric cars for short city trips. "It is a sharing program like what you see in Portland with bicycles," says Lentz. Drivers can check out and return the cars at various charging points. Through a subscription, they pay the equivalent of $3.75 for 30 minutes. Because the vehicles are so small, its easy to build out their parking and charging infrastructure. Skeptics should consider the cynicism that greeted the horseless carriage more than a century ago, says Adam Jonas who adds that fully autonomous vehicles will be here far sooner than the market thinks (PDF). Then, Jonas says, skeptics asked: "Why would any rational person want to replace the assuredness of that hot horse body trustily pulling your comfortable carriage with an unreliable, oil-spurting heap of gears, belts and chains?"