On August 5, 2025, the US Department of Health and Human Services canceled 22 mRNA vaccine projects worth roughly $500 million and told the country it would stop investing in the technology that had brought us life-saving Covid vaccines. Health Secretary Robert F. Kennedy Jr., a longtime vaccine skeptic, claimed that the data showed these vaccines fail to protect against upper respiratory infections like Covid and flu. That his claims weren’t true — Moderna had already published Phase 3 trial results showing the opposite — didn’t seem to matter.

On August 5, 2026 — one year to the day later — the Food and Drug Administration (FDA) approved mFLUSIVA, the first mRNA influenza vaccine ever licensed in the United States.

That symmetry, while highly useful to writers like myself who are always looking to identify the rhymes of history, wasn’t planned. The approval landed on the one-year anniversary simply because of the deadline the agency had set for itself in February of this year, after it refused to review Moderna’s application and then, 15 days later, reversed itself. 

The decision didn’t earn a huge amount of press, in part because seasonal flu is a disease Americans have rarely taken seriously — fewer than 50 percent of US adults got their flu shot this past fall and winter. But flu is no joke: The 2024–’25 season produced 51 million illnesses, 710,000 hospitalizations, and 45,000 deaths. That’s more than the number of Americans who died in car crashes last year. And the damage from a flu virus doesn’t stop when the fever does. In the week after a confirmed infection, the risk of a heart attack runs roughly six times higher than normal. 

So a better flu vaccine matters. But the more interesting thing is what the approval says about the year that produced it. The nine experts who voted unanimously that this vaccine’s benefits outweigh its risks were appointed under the very same secretary who was against mRNA technology. Asked to look at the evidence, those experts couldn’t produce a single vote against it. 

That’s not quite a change of heart, but at a dark time for public health, it’s something to hang our hopes on — because flu could just be the start for this technology.

The egg came first

If you’ve ever taken a flu shot, thank a chicken.

Every flu vaccine Americans have received since the 1940s has been grown inside fertilized chicken eggs. It’s a laborious process, closer to agriculture than it is high technology. Each batch incubates for nine to 12 days; the World Health Organization then spends months making the reagents manufacturers need to calibrate doses. The whole sequence runs about six months.

That means that the flu strains in your vaccine in November were selected back in February. Which is a problem, because flu viruses don’t like to stand still. Between February and November, the virus drifts, and the current dominant H3N2 flu drifts especially fast. 

The eggs are a problem, too. Growing flu virus in a chicken egg forces it to adapt to egg cells, and those adaptations alter the very surface protein the vaccine is meant to teach your immune system to recognize. Between the 2011 and 2020 flu seasons, egg-adaptive mutations caused more mismatches than the virus’s own drift did. And more mismatches mean a less effective vaccine — while the flu shot prevented an estimated 12,000 deaths in the 2024–’25 flu season, it is the weakest vaccine in routine American use, landing anywhere between 20 and 60 percent effective depending on how well February’s guess matched November’s virus.

mRNA skips the egg. The shot carries instructions, a strip of genetic code that tells your own cells to build the flu’s surface protein, which your immune system then learns to attack. And swapping in a new strain means retyping that code, not growing a new virus.

As a result, Moderna told the FDA’s advisory panel it can go from strain selection to finished vaccine in two to three months instead of six. That means strain picks could move later, closer to the season they cover, and a novel flu virus surfacing in September could still be blocked by a reformulated vaccine in the same season. Eggs are great, but they can’t do that.

Building off the platform

Back in January I wrote here about the universal flu vaccine — one shot covering every strain for years. It’s a public health dream. mFLUSIVA isn’t that, but some of the best hopes for a universal flu vaccine run through the mRNA platform, and platforms only improve when somebody uses them.

That word — platform — is where last August’s decision went wrong. Kennedy made a claim about one application, mRNA respiratory vaccines, and cut funding for the technology underneath all of them. But over the 12 months that followed, the science on mRNA kept flowing.

In June, five-year melanoma results showed an individualized mRNA therapy given after surgery alongside pembrolizumab cut the risk of recurrence or death by 49 percent. In April, a Memorial Sloan Kettering team reported that among pancreatic cancer patients whose immune systems responded to a personalized mRNA vaccine, nearly 90 percent were alive six years later; the five-year survival rate in that disease sits near 13 percent. And KJ Muldoon, the first person treated with a gene-editing therapy built for his mutation alone, is walking and talking, though half the infants born with his disorder never see a first birthday. The editor that rewrote his DNA was delivered to his liver as messenger RNA — mRNA as the delivery truck rather than the vaccine.

None of those is a flu shot. All of them are the same chemistry — a strip of genetic code wrapped in a lipid nanoparticle — and none of them were what Kennedy was talking about when he defunded it.

Partially as a result, Americans are falling behind. Moderna’s combined Covid-and-flu shot is already licensed in Europe while patients here wait for a resubmission. The Phase 3 trial of its H5 bird flu vaccine — the one meant to be ready if bird flu ever learns to spread between people — runs on money from the Coalition for Epidemic Preparedness Innovations, and the British government, after the administration killed a $760 million BARDA contract. “The United States invented this platform,” Johns Hopkins RNA biologist Jeff Coller wrote on Thursday, “and is the only country walking away from it.”

Of course, you need to actually get the vaccine

mFLUSIVA beat a standard-dose flu shot by 26.6 percent in a 40,700-person trial. (Against flu bad enough to send someone to a doctor, the figure was 33.7 percent — an exploratory finding the trial wasn’t built to prove, but that points in the same direction.) This is a better flu shot, but it hasn’t solved flu.

There are issues with side effects: Two-thirds of recipients reported injection-site pain, against 30 percent for the comparison. Most cleared in a day or two, but in a country where a quarter of the people who skip the flu shot cite side effects, that’s not a minor problem.

And approval, unfortunately, isn’t access. The CDC’s vaccine advisory committee has been frozen by a federal court since March, so there is no clinical recommendation, which means insurers aren’t required to cover mFLUSIVA at no cost. The $500 million in canceled contracts hasn’t been restored. As Michael Osterholm, who runs the University of Minnesota’s infectious disease center, put it after the government reversed its mRNA decision in February: “We don’t have any idea why they reversed course. That’s part of the problem.”

The most optimistic reading is that nine independent experts appointed by this government looked at the evidence on mRNA and could not produce a single vote against it. The more pessimistic one is that it took a refusal-to-file letter, a public outcry and two senior departures to get there.

But here’s what we do know: Some morning this fall a 58-year-old will roll up a sleeve at a CVS for a vaccine designed off a sequence rather than grown in an egg, and will think about none of this. That’s more progress than I would have expected a year ago.

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More than 200 people headed for DRC’s capital Kinshasa are detained following the death of a passenger who had already disembarked

Let me start with the most local of local stories: the intersection down the street from my apartment in Brooklyn, New York, where Columbia Street meets Summit Street.

Since my family moved into the neighborhood in 2023, I’ve hated this intersection. It has no stop signs, no crosswalks, no signal. Crossing on foot with my son has meant grabbing his hand and hoping any oncoming cars would slow down, which, given that this is New York City, is maybe a 50/50 proposition at best. Everyone knew a stop sign or signal was needed, but the city did nothing.

That finally began to change late last year, after a 10-year-old girl was struck and injured by a car just two blocks north of the intersection. The neighborhood organized, packed a public meeting, and eventually walked a city official down the block so he could stand in the intersection and see what they saw every day. Which is how I woke up on July 17 to see four stop signs and freshly painted crosswalks at the intersection I hated so much.

My very local story is part of a much bigger one. Cars kill about 1.16 million people a year worldwide — more than the population of San Jose, California erased every year. Road injuries remain the leading cause of death for everyone between the ages of 5 and 29 — ahead of malaria, ahead of war and homicide, ahead of every disease we spend more time worrying about.

For most of the 20th century, that was simply the price of moving around faster. Being in a car was the most dangerous thing most of us did on any given day, and we seemed to have no choice but to accept the consequences.

But, it turns out, we don’t. According to new data released last month, between 2011 and 2025, the rate at which the world’s roads killed people, measured against population, fell 21 percent, even as more than a billion motor vehicles were added to the world’s roads. It’s still far too high, and the death rate actually increased in Africa, as more vehicles are added to often substandard roads. But in epidemiological terms: Globally, exposure went up while deaths went down. What ultimately changed was an argument about whose fault it really is when a car crashes.

The doctor who decided crashes were not accidents

It’s not too much of an exaggeration to say that American cars were once all but literal death traps. In 1966, they killed 50,894 Americans and injured 1.9 million more, in vehicles with rigid steering columns aimed at the driver’s chest and metal dashboards studded with knobs that lacerated and impaled human bodies. The toll was horrific; as President Lyndon B. Johnson put it in 1966, the million and a half Americans who had died on the roads so far that century were “nearly three times as many Americans as we have lost in all our wars.”

Detroit’s answer to all this was that Americans were bad drivers. A doctor named William Haddon Jr. thought the industry was looking at the wrong thing. Haddon trained as a physician and came to car crashes as an epidemiologist. He saw them as systems failures and understood that cars had to be designed to protect drivers against themselves.

Haddon wasn’t working alone. In April 1959, a Labor Department official named Daniel Patrick Moynihan published “Epidemic on the Highways,” making a version of the same argument: The problem was how cars were built, not who was driving them. In 1965, the consumer advocate Ralph Nader — whom Moynihan had hired the year before to help write the government’s highway safety report — published Unsafe at Any Speed, a catalog of everything automakers already knew they should fix and had decided not to.

Nader’s book became a national bestseller, and, in September 1966, Johnson signed the National Traffic and Motor Vehicle Safety Act, which finally gave the federal government power to mandate how cars could be built. Johnson appointed Haddon to lead the new federal traffic- and highway-safety agencies that later became National Highway Traffic Safety Administration (NHTSA).

A safer system

NHTSA estimated that federal vehicle-safety standards prevented more than 860,000 deaths and 49 million nonfatal injuries from 1968 through 2019. Preliminary data released this week showed that the US motor vehicle death rate for the first quarter of 2026 was 0.99 per 100 million vehicle miles traveled: the second lowest first quarter figure on record and down 82 percent from the 1966 death rate, when Congress passed the vehicle safety act.

But while America has largely aimed to make crashes survivable, other countries decided that wasn’t ambitious enough. In October 1997, the Swedish parliament adopted a national policy called Vision Zero, built on the premise that nobody should be killed or seriously injured on the roads — and that, when someone is, ultimate responsibility belongs to the people who designed the system, rather than solely to the person who made the mistake. Sweden began adding median barriers to rural highways in 1998, and a national revision of speed limits rolled out in 2008-’09. Since Vision Zero’s adoption, Swedish road deaths have fallen about 61 percent, from 541 in 1997 to 213 in 2024 — about two deaths per 100,000 people, the lowest rate in the EU.

New York adopted the same framework in February 2014, explicitly modeled on the Swedish work, and cut its default speed limit from 30 to 25 miles per hour that November. By the end of 2025, the city’s traffic deaths were down 31 percent from 2014. The year closed with 205 road deaths, the fewest since New York began keeping records in 1910. In the first half of 2026, pedestrian deaths were more than 42 percent below the comparable period in 2014.

Four stop signs on a Brooklyn corner are what that idea looks like at its smallest possible scale.

The people we left outside the car

But, in our effort to make our cars safer, we neglected to do the same for everyone else on the street. Between 2009 and 2023, US pedestrian deaths rose 80 percent, even as other categories of traffic deaths increased just 13 percent. By 2022, pedestrian deaths had climbed to a 40-year high — back to 1981 levels.

One major contributor is as simple as geometry. The Insurance Institute for Highway Safety (IIHS) found that vehicles with hoods above 40 inches are about 45 percent more likely to kill the pedestrian they hit than vehicles with hoods of 30 inches or less and a sloped profile. A low, sloped hood catches an adult at the legs and rolls the body up onto it. A tall flat one catches the torso and drives the body down and under. Light trucks — which have gone from under a fifth of new vehicle sales in 1975 to more than four-fifths today — accounted for 54 percent of US pedestrian deaths with a known vehicle type in 2023.

It’s only recently that this second curve has begun to bend. Preliminary state data indicated that US pedestrian deaths fell about 7 percent in 2025 to an estimated 6,732, a third consecutive annual decline. Part of it is that a pandemic-era spike in reckless driving is receding. Part is states spending on infrastructure and enforcement. And part is that cars now come with automatic emergency braking with pedestrian detection spreading, which IIHS found cuts pedestrian crash risk by about a quarter.

Pedestrian-detecting automatic emergency braking is spreading, as well. IIHS found that it was associated with a 27 percent reduction in pedestrian crashes, though detection spreading, which IIHS found cuts pedestrian crash risk by about a quarter. (But there is work to do, as those systems don’t reduce risk on unlit roads at night, and more than three-quarters of pedestrian deaths happen after dark.)

Driver Zero

I’m glad there are stop signs at Summit and Columbia now, but it was a good outcome produced by a bad process — one that required a child being hit by a car to get started. There are more dangerous intersections in this country than there are communities with the voice and the stamina to demand fixes. A real Vision Zero wouldn’t wait for the crash; it would identify which intersections could kill someone and fix those first.

For now, though, I’m simply happy that, in my local corner of the world, the streets got just a little bit safer.

New York is also an outlier. As my colleague Marina Bolotnikova wrote earlier this year, Vision Zero hasn’t worked nearly as well elsewhere in the country, largely because the American public is less accepting of road designs that inconvenience drivers.

That’s why the US, for all its long-term improvement, lags behind its peers. Over the decade to 2021, road deaths fell 36 percent in WHO’s European region and did not move at all in the Americas. The US sees about 12 road deaths per 100,000 people, more than twice the rate in Australia, Israel, or South Korea — a gap so large that the International Transport Forum publishes OECD road safety averages both with the US included and without it, presumably to keep us from skewing the results.

Since the US probably won’t adopt Sweden’s approach, a more realistic hope might be autonomous vehicles. This month, the Insurance Institute compared about 50 million driverless Waymo miles across four cities with human driving in the same places and found that, per mile, the robotaxis were involved in 68 percent fewer crashes of the kind a human driver would typically report to police. Waymo’s own tally across more than 220 million driverless miles claimed 93 percent fewer injury-causing crashes involving pedestrians — which is to say the technology is best at precisely the thing American road design has been worst at.

If Haddon fundamental insight was that systems have to be built to counter the inevitable errors when a human drives a two-ton hunk of metal and glass at 60 mph, then maybe it makes sense that the ultimate system response is to remove the human altogether. For now, though, I’m simply happy that, in my local corner of the world, the streets got just a little bit safer.

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The epidemic has been linked to Clade 1b mpox, a strain that emerged in the Democratic Republic of the Congo

Executive director of the UN body tells the Telegraph that claims made by the world’s richest man were born of ignorance

This story was originally published on June 29 in The Highlight. To get access to member-exclusive stories like this every month, become a Vox Member today.

America in the summer of 1976 was not in a good place. 

The president who presided over the country’s bicentennial, President Gerald Ford, only had the job because the previous president and vice president had resigned in disgrace, making him the sole US president who was never actually elected. The Vietnam War had ended in defeat and disgrace when Saigon fell the year before, after the deaths of nearly 60,000 American servicemembers. Inflation hit double digits in 1974 and stayed ugly, unemployment sat near 8 percent, and economists had to invent a word — stagflation — for an economy that seemed to encompass the worst of both worlds.

Given all that, you might assume the national mood leading up to the 200th anniversary was grim. And, yet, on July 4, 1976, something strange happened: Americans threw themselves a hell of a party. 

In New York Harbor, more than 200 tall ships sailed up the Hudson for Operation Sail, drawing an estimated six million spectators — the largest crowd in the city’s history. Ford reviewed the fleet from the deck of the aircraft carrier USS Forrestal. It was the same scene up and down the country that day: parades in small towns, fireworks over the National Mall, church bells ringing in unison at 2 o’clock. It was one cathartic day of celebration after a decade that had offered little reason for it.

And when pollsters asked people how they felt about the country’s future that year, the mood was, improbably, sunny. A Roper survey found more Americans were optimistic than pessimistic about the future by a nearly three to one ratio. More than three-quarters told Gallup the nation had already achieved at least a fair amount of its founding ideals. Somehow, a nation that was in the middle of a genuinely miserable decade looked in the mirror and liked what it saw.

Jump forward 50 years, to this year’s 250th anniversary, and you’ll find the vibes flipped. Roughly 60 percent of Americans tell pollsters the nation is on the wrong track. A majority say its best years are behind it. About three-quarters think today’s children will end up worse off than their parents. Asked a version of that same founding-ideals question from 1976, 77 percent now say the founders would be disappointed in what we’ve become.

But just as they were in 1976, the vibes don’t match reality. Set the mood aside and look only at the numbers, and the country that felt so good in 1976 was, by the most important measures, a worse place to be alive than the country that now feels so terrible on its 250th birthday.

Start with whether you’re alive

Let’s start with the most basic test of how a society is doing: how long its people live.

Life expectancy at birth in the US was 72.6 years in 1976. In 2024, it reached a record high of 79 years — an extra six and a half years of life. At the start of life, a baby born now is far more likely to survive its first year than one born during the Bicentennial, while cancer, once nearly a synonym for a death sentence, now kills a much smaller share of the people it strikes. 

The US made those gains by stopping some of its worst habits, things that were commonplace in 1976 . You might have seen the Bicentennial celebrations through a cloud of smoke, as cigarettes were woven into ordinary life — on airplanes, in offices, in hospital wards — and roughly 37 percent of adults smoked. Today, it is closer to one in 10, and it keeps falling. 

The heart disease and lung cancer that were connected to all that tobacco have receded with it. Add seatbelts and airbags, better trauma care, and cheap drugs that lower cholesterol and blood pressure, and the result is a country where the things that were most likely to kill an American in 1976 are less deadly now.

The America of 1976 sat at the leading edge of a brutal crime wave; the murder rate would peak in 1980 and stay high for more than a decade. By the early 2020s, however, violent crime had fallen back to roughly a 50-year low, and homicide rates this year may end up at a record low. And the single most dangerous thing most Americans do — get behind the wheel of a car — is far less likely to kill them, with the death rate per mile driven now a fraction of what it was at the Bicentennial.

The country got cleaner, and richer, and fairer

In 1976, the air in American cities carried lead, an honest-to-God neurotoxin that was pumped out of every tailpipe of the more than 90 percent of American vehicles that used leaded gasoline. 

Rivers literally caught fire: The Cuyahoga in Cleveland had burned so many times it became a national joke, and Lake Erie was widely written off as dead. And things were bad outside Ohio, too. In Los Angeles, the smog got thick enough to keep kids inside at recess and erase the nearby mountains from view.

Since 1970, however, the combined emissions of the six main air pollutants the EPA tracks have fallen 78 percent — even as the economy nearly quadrupled in real terms, the population grew by tens of millions, and Americans drove far more miles. That split, with growth going one way and pollution the other, is one of the least celebrated but most consequential triumphs of the past half-century, the product of legislative efforts and technological response. And lead? It’s essentially disappeared from the air. 

And it’s not just economic or environmental statistics that have improved; society advanced, as well. Women now earn the majority of college degrees. The Black poverty rate sits near a record low. Support for same-sex marriage is now the norm — maybe the single biggest social change from 1976, when homosexuality was criminalized in most states. Pick a metric more or less at random, and the line usually runs the right way.

This is not a matter of cherry-picking a few flattering numbers. It is the overwhelming direction of the evidence, across health, wealth, safety, rights, even the basic cleanliness of the physical world an American walks through every day. Measured against its own recent past, the US is in some of the best shape it has ever been.

So what’s with the bad vibes?

A more perfect union doesn’t mean perfect

Well, some things genuinely got worse, and they are not insignificant. 

Americans’ faith in their government has collapsed; fewer than one in five now trust Washington to do the right thing, down from solid majorities in the 1960s — and the country is more polarized than it was in 1976. Democratic decline and even collapse is a live threat. Those economic gains I highlighted above have flowed disproportionately upward. The top 1 percent’s share of income, near a historic low in 1976, has since roughly doubled.

Climate change barely registered in 1976. The carbon dioxide in the atmosphere has since climbed from around 330 parts per million to about 427, and warming will only get worse in the future. And buying a home increasingly feels out of reach for many. By 2024, a record share of households spent more than a third of their income on housing. (Notably, though, the percentage of Americans who own a home is slightly higher than it was in 1976, and those homes are much larger on average.) 

These are real problems, but they remain exceptions to a broader half-century trend of improvement. And a country that scrubbed the lead from its air and put out smoking can overcome new challenges, as well. 

Which brings us back to a tale of two birthdays. In 1976, Americans had less of nearly everything you can count, and, yet, they reported feeling good about the future anyway. In 2026, we have more, and we don’t. 

Just as it can be for a person, a country’s mood is a poor instrument; it measures the story we are telling ourselves more than the lives we are actually living. For all our pessimism about the state of the nation, more than three-quarters of Americans say they are satisfied with their own lives.

The Americans crowding New York Harbor in 1976 were cheering a country that was sicker, dirtier, more dangerous, and less free than the one we live in now. But they were right to cheer; the line was already bending the right way, and it kept bending. It turns out a nation can travel a long way, even while it is convinced it is going nowhere.

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Last week, the Food and Drug Administration (FDA) approved a small pill called enlicitide. It is a tablet you swallow once a day on an empty stomach with a sip of black coffee, water, or tea. But it does something that until now took a needle and a specialist’s prescription: It lowers the most dangerous kind of cholesterol by nearly 60 percent, about as much as the strongest injectable drugs on the market.

If that sounds less innovative than some of the medical advances I sometimes cover here — there’s no AI or gene editing involved — you’re missing the story. Enlicitide is just the latest example of how medicine has been quietly making progress against the deadliest thing in the modern world.

That thing is heart disease. It has been the leading cause of death in the United States for essentially a century, and in 2025 it killed 694,708 Americans — about one in five deaths — more than every form of cancer combined. Around the world, cardiovascular disease kills roughly 20 million people a year, the biggest cause of death on the planet.

But today, our enemy is on the retreat. In the US, the age-adjusted death rate from cardiovascular disease has fallen about three-quarters since 1950. In plain terms: A 60-year-old today is roughly four times less likely to die of heart disease this year than a 60-year-old was when Harry Truman was president. As I wrote last year, deaths specifically from heart attacks are down 89 percent since 1970.

That progress comes down to a single number. Low-density lipoprotein, or LDL, aka the “bad” cholesterol your doctor always wants you to lower. Until recently, a high LDL score was all but inescapable, something you could nudge lower with a better diet and willpower but struggle to really fix. What has changed is that we can now lower LDL for nearly anyone who needs it — further, more easily, and earlier in life than before.

A lifesaving genetic mutation

It’s a story that goes back 20 years. In the early 2000s, two geneticists at University of Texas Southwestern, Helen Hobbs and Jonathan Cohen, wanted to solve a medical mystery: Why did some individuals have striking low cholesterol levels? They combed the Dallas Heart Study for an answer. They found a handful — many of them Black Americans — carrying a broken copy of a gene called PCSK9. Their bodies cleared LDL from the blood with unusual efficiency, and the payoff was staggering: carriers of the strongest variant had about 28 percent lower LDL and roughly 88 percent lower risk of heart disease than people who did not carry the mutation.

That finding proved lowering LDL prevents heart attacks, and it handed drugmakers a target: copy that gene. Every PCSK9 drug since — including the new enlicitide — imitates a mutation a few people in Dallas were simply born with.

Millions of Americans still take the old cholesterol-lowering workhorses, statins, and they’ve proven highly effective at reducing heart disease for most people. But not everyone: Some people can’t tolerate the muscle aches; others take them faithfully and still don’t get their LDL low enough. Enlicitide is built for exactly those people: a pill as cholesterol-lowering as an injection but without the needle, and a drug that spares them the statin muscle aches.

Closing the loop

If the pill is today, gene editing is tomorrow — and it may be the answer to a problem no pill can reliably solve: getting people to keep taking their medicine.

About half of patients on statins quit them within a year, and a daily pill, however potent, only helps the people who actually take it. So that demands a fix you can’t forget. A company called Verve Therapeutics, now owned by Eli Lilly, has been testing a treatment that makes a single-letter edit to the PCSK9 gene in the liver — one infusion, in theory for life. In its first human trial, published over the spring in the New England Journal of Medicine, a single dose cut LDL by as much as 62 percent, and held it there for more than a year. Instead of a pill mimicking the effects of the genetic mutation that protected those people in Dallas, gene editing just switches off the gene.

As important as it is, cholesterol isn’t the whole story when it comes to heart disease. There’s smoking, which declined from about 40 percent of US adults in the 1960s to under 15 percent today, sparing countless arteries. High blood pressure — the silent condition that killed President Franklin D. Roosevelt at 63 in 1945, when doctors had few effective ways to treat it — can now be caught early and treated with cheap generic pills.

And then there are the GLP-1s. More than one in 10 US adults say they are currently on an anti-obesity drug, and whatever else you may think of them, they’ll make a significant dent in heart disease. In one major trial semaglutide cut cardiovascular events by 20 percent.

The war continues

Still, the war on heart disease won’t be easy to win.

Just because a pill like enlicitide has been proven to lower a lab value does not mean it’s yet proven to lower deaths. They should — the injectable versions of these drugs cut heart attacks and strokes by about 20 percent in long trials. But enlicitide’s own outcomes study won’t conclude for years.

Precisely because the condition itself so widespread, treatments for heart disease will only be effective if they are equally widespread.

Heart disease is shifting, too. The same research showing heart-attack deaths down 89 percent found deaths from other heart conditions — heart failure, arrhythmias, hypertensive disease — up 81 percent since 1970, though because heart attacks were killing several times as many people, overall heart-disease deaths have still dropped by about two-thirds since 1970.  Some of that shift is perversely the result of success: people who might have died of an initial heart attack now live long enough for the heart to wear out in other ways. And some of this is the reverse of progress: As smoking and cholesterol fell, obesity climbed to about 40 percent of US adults, pulling diabetes and high blood pressure with it.

And then there’s perhaps the biggest problem in medicine: access. A 60 percent drop in cholesterol helps only the people who can actually get the drug. Half of patients abandon cheap statins within a year. Enlicitide arrives at about $300 a month with uncertain insurance coverage. The gene edit, whenever it becomes available, will certainly cost far more, and at first will reach only the sickest.

More than 60 percent of US adults are projected to have some form of heart disease over the course of their life. Precisely because the condition itself so widespread, treatments for heart disease will only be effective if they are equally widespread.

Which brings us back to that unassuming little pill. It’s just a tablet, doing what a generation of scientists spent their careers trying to do: turning one of the deadliest numbers in medicine into one you can change. It’s the kind of progress that’s too easy to miss — until it saves your life.

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