By Tamara Shiloh  

When we talk about breaking barriers in science, technology, engineering, and mathematics, the name Mary Jackson deserves a place at the top of the list.

Jackson was born in 1921 in Hampton, Virginia, a place that would later become central to her groundbreaking work. From an early age, she showed a strong aptitude for math and science—subjects that, at the time, were not widely encouraged for African American women. But Jackson was not one to be limited by expectations. She earned degrees in mathematics and physical science from Hampton Institute (now Hampton University), setting the foundation for a career that would change history.

Before joining NASA, Jackson worked as a teacher and later as a research mathematician at the National Advisory Committee for Aeronautics (NACA), the agency that eventually became NASA. Like many African American women of her time, she began her career as a “human computer,” performing complex calculations by hand. It was in this environment that she worked alongside brilliant minds like Katherine Johnson, forming part of a powerful group of African American women whose calculations helped launch America into space.

Jackson’s life took a significant turn when she was offered the opportunity to work in a wind tunnel, a facility used to test the effects of air moving over aircraft structures. It was here that her passion for engineering truly took flight. However, there was a challenge: to become an engineer, she needed to take advanced courses that were only offered at a segregated high school.

Jackson did something truly remarkable. She petitioned the city of Hampton for permission to attend those classes. She didn’t accept “no” as an answer. And she won.

In 1958, Jackson became NASA’s first African American female engineer.

But Jackson’s impact didn’t stop there.

Later in her career, she chose to step away from her engineering position—not because she couldn’t continue, but because she wanted to make a difference. She moved into roles focused on equal opportunity, working to ensure that women and minorities had access to the same opportunities she fought so hard to get.

Jackson’s story gained wider recognition through the book and film Hidden Figures, which highlighted the contributions of African American women at NASA. But long before the spotlight found her, Jackson was doing the work—quietly, persistently, and brilliantly.

Jackson retired from Langley in 1985. Among her many honors were an Apollo Group Achievement Award and being named Langley’s Volunteer of the Year in 1976. She served as the chair of one of the center’s annual United Way campaigns and a member of the National Technical Association (the oldest African American technical organization in the United States).

She and her husband Levi had an open-door policy for young Langley recruits trying to gain their footing in a new town and a new career. A 1976 Langley Researcher profile might have done the best job capturing Mary’s spirit and character, calling her a “gentlelady, wife and mother, humanitarian and scientist.”

For Jackson, science and service went hand in hand.

She died on Feb. 11, 2005, at age 83, at a convalescent home in Hampton, Virginia.

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By Tanu Henry, California Black Media

California lawmakers are moving forward with a study to explore a mileage-based tax as a potential replacement for the state’s traditional gas tax — a shift supporters say is driven by declining fuel tax revenues as more drivers switch to fuel-efficient and electric vehicles.

The research, tied to Assembly Bill (AB) 1421, would extend and support work by the state’s Road Usage Charge Technical Advisory Committee through 2035.

Under current law, California depends heavily on revenue from the gas tax to fund roads, highways, and infrastructure, but those revenues are projected to shrink as electric vehicle use grows and overall gasoline consumption drops. The mileage study would look at a “road charge” system where drivers pay based on how many miles they drive, rather than how much gas they buy.

The bill does not yet enact a new tax. Instead, it extends the study and advisory work until 2035 and would have the Legislature receive findings and recommendations, with a report due by Jan. 1, 2027.

Republicans in the California Legislature have been vocal in their opposition. Assembly Republican Leader Heath Flora criticized the proposal.

“We already pay the highest gas taxes in the nation. Now Sacramento is talking about adding a new tax for every mile people drive,” Flora said. “Piling on another tax right now shows just how out of touch politicians in Sacramento are with the reality working families face.”

The plan has drawn broader GOP criticism from leaders outside the Legislature as well. California Republican gubernatorial candidate Steve Hilton called a mileage fee “absolutely outrageous” and said, if elected, he would veto the tax, adding that tracking and charging drivers for every mile is unacceptable.

Supporters say the study is a pragmatic response to long-term funding challenges.

On the Assembly Floor on Jan. 29, Assemblymember Lori Wilson (D–Suisun City), the bill’s author, said that California’s transportation funding is “becoming less stable, less equitable, and less sustainable as more drivers switch to fuel-efficient and zero-emission vehicles.”

“Drivers using the same roads often pay different amounts for that use,” Wilson continued. “Low income and rural commuters who must drive farther and less efficient vehicles can pay more while others contribute less despite roadway impacts.”

Wilson and other supporters contend that a per-mile road charge could ensure that all drivers contribute fairly to the costs of maintaining roads, regardless of the type of vehicle they drive.

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By Carla Thomas

Richmond’s historic $550 million settlement with Chevron is considered a major victory by local officials, environmental justice advocates, and union representatives to remedy the harm caused by the refinery’s long-term air pollution in the city.

However, still unresolved is how the money will be allocated to reach community members who need the most support.

“Now is the time for our community to have funding to solve the many problems that have been created over time,” said community advocate Antwon Cloird. “We now have no time to see politicians and the system get paid, while our community, year after year gets played.”

Cloird says he has formed a new coalition of 25 long-term residents who are all professionals and contributors to the community. Along with his newly formed group, which held a meeting at CoBiz, he demands transparency, equity, and fairness in the distribution of the settlement funds.

Cloird says the city wants to hire a consultant for $1.5 million to assess the Black community’s needs.

But Cloird says Black communities in Richmond have undergone so many rounds of gentrification abuse that an assessment is wasted money and time on reparations that can be more clearly defined by community members.

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Cloird is outraged by the City of Richmond’s history of harm toward its Black community. Since the 1980s, the community has suffered from racism, redlining, gentrification, and marginalization, he said, arguing that the manipulation of the city’s finances has sidelined the Black community for too long.

Cloird’s career and life experiences have led him to share how the Crack Epidemic, the prison to pipeline syndrome, and the many ways systemic racism has forced an outmigration of the City’s Black community to the more northern suburbs of Pittsburgh and Antioch, which are connected to the mismanagement of city funds and the marginalization of several Black neighborhoods in Richmond.

Mayor Eduardo Martinez has proposed plans to rectify city finances and expand public services. He says the money will be placed into the city’s general fund and be allocated through open budget meetings, with public participation.

Council members Claudia Jimenez, Doria Robinson, and Sue Wilson support using the settlement to transform the city’s finances and redirect millions in annual pension payments toward services like safety, road repairs, and staffing.

Local advocacy groups, including the Asian Pacific Environmental Network (APEN) and Communities for a Better Environment (CBE), had rallied for the now-rescinded “Make Polluters Pay” measure, but are now focusing on environmental justice and investment in community-led programs.

At present, residents and organizers remain cautious, wanting to ensure the funds are fairly allocated while Richmond faces a delicate balance of supporting those who have suffered most from the impacts of refinery pollution.

Cloird says he does not trust the proposed plans to direct the money into the general fund.

“There has been a pattern of money not reaching the communities that have suffered the most when money goes into the general fund. Our coalition will fight for our community, and I want ensure we will have a viable community moving forward.”

The $550 million settlement with Chevron Corporation ended a high-profile campaign to impose new taxes on the oil giant’s local refinery. Approved by the Richmond City Council in August 2024, the agreement provides the city with a decade of financial installments, starting in July 2025.

The settlement emerged after a grassroots campaign demanded stronger accountability from Chevron for decades of air pollution linked to increased health risks in Richmond. The 2900-acre Chevron refinery, which processes approximately 240,000 barrels of crude oil daily, has long faced criticism from residents for contributing to elevated rates of respiratory illnesses and cardiovascular disease.

In response, local advocates and city leaders moved forward with a proposed “Make Polluters Pay” ballot measure that would have set a new tax of $1 per barrel of oil refined in the facility. The measure aimed to raise funds directly from Chevron to address public health, infrastructure, and environmental concerns.

To avoid the proposed tax, Chevron agreed to a $550 million payout over the next decade. Chevron will deliver $50 million annually from July 1, 2025, through June 30, 2030, and $60 million annually from July 1, 2030, through June 30, 2035.

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