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  • Fact check: Republicans at CPAC make false claims about Biden, Zelensky, the FBI and children | CNN Politics

    Fact check: Republicans at CPAC make false claims about Biden, Zelensky, the FBI and children | CNN Politics

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    Washington
    CNN
     — 

    The Conservative Political Action Conference is underway in Maryland. And the members of Congress, former government officials and conservative personalities who spoke at the conference on Thursday and Friday made false claims about a variety of topics.

    Rep. Jim Jordan of Ohio uttered two false claims about President Joe Biden. Rep. Marjorie Taylor Greene of Georgia repeated a debunked claim about Ukrainian President Volodymyr Zelensky. Sen. Tommy Tuberville of Alabama used two inaccurate statistics as he lamented the state of the country. Former Trump White House official Steve Bannon repeated his regular lie about the 2020 election having been stolen from Trump, this time baselesly blaming Fox for Trump’s defeat.

    Rep. Kat Cammack of Florida incorrectly said a former Obama administration official had encouraged people to harass Supreme Court Justice Brett Kavanaugh. Rep. Ralph Norman of South Carolina inaccurately claimed Biden had laughed at a grieving mother and inaccurately insinuated that the FBI tipped off the media to its search of former President Donald Trump’s Florida residence. Two other speakers, Rep. Scott Perry of Pennsylvania and former Trump administration official Sebastian Gorka, inflated the number of deaths from fentanyl.

    And that’s not all. Here is a fact check of 13 false claims from the conference, which continues on Saturday.

    Marjorie Taylor Greene said the Republican Party has a duty to protect children. Listing supposed threats to children, she said, “Now whether it’s like Zelensky saying he wants our sons and daughters to go die in Ukraine…” Later in her speech, she said, “I will look at a camera and directly tell Zelensky: you’d better leave your hands off of our sons and daughters, because they’re not dying over there.”

    Facts First: Greene’s claim is false. Ukrainian President Volodymyr Zelensky didn’t say he wants American sons and daughters to fight or die for Ukraine. The false claim, which was debunked by CNN and others earlier in the week, is based on a viral video that clipped Zelensky’s comments out of context.

    19-second video of Zelensky goes viral. See what was edited out

    In reality, Zelensky predicted at a press conference in late February that if Ukraine loses the war against Russia because it does not receive sufficient support from elsewhere, Russia will proceed to enter North Atlantic Treaty Organization member countries in the Baltics (a region made up of Latvia, Lithuania and Estonia) that the US will be obligated to send troops to defend. Under the treaty that governs NATO, an attack on one member is considered an attack on all. Ukraine is not a NATO member, and Zelensky didn’t say Americans should fight there.

    Greene is one of the people who shared the out-of-context video on Twitter this week. You can read a full fact-check, with Zelensky’s complete quote, here.

    Right-wing commentator and former Trump White House chief strategist Steve Bannon criticized right-wing cable channel Fox at length for, he argued, being insufficiently supportive of Trump’s 2024 presidential campaign. Among other things, Bannon claimed that, on the night of the election in November 2020, “Fox News illegitimately called it for the opposition and not Donald J. Trump, of which our nation has never recovered.” Later, he said Trump is running again after “having it stolen, in broad daylight, of which they [Fox] participate in.”

    Facts First: This is nonsense. On election night in 2020, Fox accurately projected that Biden had won the state of Arizona. This projection did not change the outcome of the election; all of the votes are counted regardless of what media outlets have projected, and the counting showed that Biden won Arizona, and the election, fair and square. The 2020 election was not “stolen” from Trump.

    NATIONAL HARBOR, MARYLAND - MARCH 03: Former White House chief strategist for the Trump Administration Steve Bannon speaks during the annual Conservative Political Action Conference (CPAC) at the Gaylord National Resort Hotel And Convention Center on March 03, 2023 in National Harbor, Maryland. The annual conservative conference entered its second day of speakers including congressional members, media personalities and members of former President Donald Trump's administration. President Donald Trump will address the event on Saturday.  (Photo by Anna Moneymaker/Getty Images)

    Bannon has a harsh message for Fox News at CPAC

    Fox, like other major media outlets, did not project that Biden had won the presidency until four days later. Fox personalities went on to repeatedly promote lies that the election was stolen from Trump – even as they privately dismissed and mocked these false claims, according to court filings from a voting technology company that is suing Fox for defamation.

    Rep. Jim Jordan claimed that Biden, “on day one,” made “three key changes” to immigration policy. Jordan said one of those changes was this: “We’re not going to deport anyone who come.” He proceeded to argue that people knowing “we’re not going to get deported” was a reason they decided to migrate to the US under Biden.

    Facts First: Jordan inaccurately described the 100-day deportation pause that Biden attempted to impose immediately after he took office on January 20, 2021. The policy did not say the US wouldn’t deport “anyone who comes.” It explicitly did not apply to anyone who arrived in the country after the end of October 2020, meaning people who arrived under the Biden administration or in the last months of the Trump administration could still be deported.

    Biden did say during the 2020 Democratic primary that “no one, no one will be deported at all” in his first 100 days as president. But Jordan claimed that this was the policy Biden actually implemented on his first day in office; Biden’s actual first-day policy was considerably narrower.

    Biden’s attempted 100-day pause also did not apply to people who engaged in or were suspected of terrorism or espionage, were seen to pose a national security risk, had waived their right to remain in the US, or whom the acting director of Immigration and Customs Enforcement determined the law required to be removed.

    The pause was supposed to be in effect while the Department of Homeland Security conducted a review of immigration enforcement practices, but it was blocked by a federal judge shortly after it was announced.

    Rep. Ralph Norman strongly suggested the FBI had tipped off the media to its August search of Trump’s Mar-a-Lago home and resort in Florida for government documents in the former president’s possession – while concealing its subsequent document searches of properties connected to Biden.

    Norman said: “When I saw the raid at Mar-a-Lago – you know, the cameras, the FBI – and compare that to when they found Biden’s, all of the documents he had, where was the media, where was the FBI? They kept it quiet early on, didn’t let it out. The job of the next president is going to be getting rid of the insiders that are undermining this government, and you’ve gotta clean house.”

    Facts First: Norman’s narrative is false. The FBI did not tip off the media to its search of Mar-a-Lago; CNN reported the next day that the search “happened so quietly, so secretly, that it wasn’t caught on camera at all.” Rather, media outlets belatedly sent cameras to Mar-a-Lago because Peter Schorsch, publisher of the website Florida Politics, learned of the search from non-FBI sources and tweeted about it either after it was over or as it was just concluding, and because Trump himself made a public statement less than 20 minutes later confirming that a search had occurred. Schorsch told CNN on Thursday: “I can, unequivocally, state that the FBI was not one of my two sources which alerted me to the raid.”

    Brian Stelter, then CNN’s chief media correspondent, wrote in his article the day after the search: “By the time local TV news cameras showed up outside the club, there was almost nothing to see. Websites used file photos of the Florida resort since there were no dramatic shots of the search.”

    It’s true that the public didn’t find out until late January about the FBI’s November search of Biden’s former think tank office in Washington, which was conducted with the consent of Biden’s legal team. But the belated presence of journalists at Mar-a-Lago on the day of the Trump search in August is not evidence of a double standard.

    And it’s worth noting that media cameras were on the scene when Biden’s beach home in Delaware was searched by the FBI in February. News outlets had set up a media “pool” to make sure any search there was recorded.

    Sen. Tommy Tuberville, a former college and high school football coach, said, “Going into thousands of kids’ homes and talking to parents every year recruiting, half the kids in this country – I’m not talking about race, I’m just talking about – half the kids in this country have one or no parent. And it’s because of the attack on faith. People are losing faith because, for some reason, because the attack [on] God.”

    Facts First: Tuberville’s claim that half of American children don’t have two parents is incorrect. Official figures from the Census Bureau show that, in 2021, about 70% of US children under the age of 18 lived with two parents and about 65% lived with two married parents.

    About 22% of children lived with only a mother, about 5% with only a father, and about 3% with no parent. But the Census Bureau has explained that even children who are listed as living with only one parent may have a second parent; children are listed as living with only one parent if, for example, one parent is deployed overseas with the military or if their divorced parents share custody of them.

    It is true that the percentage of US children living in households with two parents has been declining for decades. Still, Tuberville’s statistic significantly exaggerated the current situation. His spokesperson told CNN on Thursday that the senator was speaking “anecdotally” from his personal experience meeting with families as a football coach.

    Tuberville claimed that today’s children are being “indoctrinated” in schools by “woke” ideology and critical race theory. He then said, “We don’t teach reading, writing and arithmetic anymore. You know, half the kids in this country, when they graduate – think about this: half the kids in this country, when they graduate, can’t read their diploma.”

    Facts First: This is false. While many Americans do struggle with reading, there is no basis for the claim that “half” of high school graduates can’t read a basic document like a diploma. “Mr. Tuberville does not know what he’s talking about at all,” said Patricia Edwards, a Michigan State University professor of language and literacy who is a past president of the International Literacy Association and the Literacy Research Association. Edwards said there is “no evidence” to support Tuberville’s claim. She also said that people who can’t read at all are highly unlikely to finish high school and that “sometimes politicians embellish information.”

    Tuberville could have accurately said that a significant number of American teenagers and adults have reading trouble, though there is no apparent basis for connecting these struggles with supposed “woke” indoctrination. The organization ProLiteracy pointed CNN to 2017 data that found 23% of Americans age 16 to 65 have “low” literacy skills in English. That’s not “half,” as ProLiteracy pointed out, and it includes people who didn’t graduate from high school and people who are able to read basic text but struggle with more complex literacy tasks.

    The Tuberville spokesperson said the senator was speaking informally after having been briefed on other statistics about Americans’ struggles with reading, like a report that half of adults can’t read a book written at an eighth-grade level.

    Rep. Jim Jordan claimed of Biden: “The president of the United States stood in front of Independence Hall, called half the country fascists.”

    Facts First: This is not true. Biden did not denounce even close to “half the country” in this 2022 speech at Independence Hall in Philadelphia. He made clear that he was speaking about a minority of Republicans.

    In the speech, in which he never used the word “fascists,” Biden warned that “MAGA Republicans” like Trump are “extreme,” “do not respect the Constitution” and “do not believe in the rule of law.” But he also emphasized that “not every Republican, not even the majority of Republicans, are MAGA Republicans.” In other words, he made clear that he was talking about far less than half of Americans.

    Trump earned fewer than 75 million votes in 2020 in a country of more than 258 million adults, so even a hypothetical criticism of every single Trump voter would not amount to criticism of “half the country.”

    Rep. Scott Perry claimed that “average citizens need to just at some point be willing to acknowledge and accept that every single facet of the federal government is weaponized against every single one of us.” Perry said moments later, “The government doesn’t have the right to tell you that you can’t buy a gas stove but that you must buy an electric vehicle.”

    Facts First: This is nonsense. The federal government has not told people that they can’t buy a gas stove or must buy an electric vehicle.

    The Biden administration has tried to encourage and incentivize the adoption of electric vehicles, but it has not tried to forbid the manufacture or purchase of traditional vehicles with internal combustion engines. Biden has set a goal of electric vehicles making up half of all new vehicles sold in the US by 2030.

    There was a January controversy about a Biden appointee to the United States Consumer Product Safety Commission, Richard Trumka Jr., saying that gas stoves pose a “hidden hazard,” as they emit air pollutants, and that “any option is on the table. Products that can’t be made safe can be banned.” But the commission as a whole has not shown support for a ban, and White House press secretary Karine Jean-Pierre said at a January press briefing: “The president does not support banning gas stoves. And the Consumer Product Safety Commission, which is independent, is not banning gas stoves.”

    Rep. Ralph Norman claimed that Biden had just laughed at a mother who lost two sons to fentanyl.

    “I don’t know whether y’all saw, I just saw it this morning: Biden laughing at the mother who had two sons – to die, and he’s basically laughing and saying the fentanyl came from the previous administration. Who cares where it came from? The fact is it’s here,” Norman said.

    Facts First: Norman’s claim is false. Biden did not laugh at the mother who lost her sons to fentanyl, the anti-abortion activist Rebecca Kiessling; in a somber tone, he called her “a poor mother who lost two kids to fentanyl.” Rather, he proceeded to laugh about how Republican Rep. Marjorie Taylor Greene had baselessly blamed the Biden administration for the young men’s deaths even though the tragedy happened in mid-2020, during the Trump administration. You can watch the video of Biden’s remarks here.

    Kiessling has demanded an apology from Biden. She is entitled to her criticism of Biden’s remarks and his chuckle – but the video clearly shows Norman was wrong when he claimed Biden was “laughing at the mother.”

    Rep. Kat Cammack told a story about the first hearing of the new Republican-led House select subcommittee on the supposed “weaponization” of the federal government. Cammack claimed she had asked a Democratic witness at this February hearing about his “incredibly vitriolic” Twitter feed in which, she claimed, he not only repeatedly criticized Supreme Court Justice Brett Kavanaugh but even went “so far as to encourage people to harass this Supreme Court justice.”

    Facts First: This story is false. The witness Cammack questioned in this February exchange at the subcommittee, former Obama administration deputy assistant attorney general Elliot Williams, did not encourage people to harass Kavanaugh. In fact, it’s not even true that Cammack accused him at the February hearing of having encouraged people to harass Kavanaugh. Rather, at the hearing, she merely claimed that Williams had tweeted numerous critical tweets about Kavanaugh but had been “unusually quiet” on Twitter after an alleged assassination attempt against the justice. Clearly, not tweeting about the incident is not the same thing as encouraging harassment.

    Williams, now a CNN legal analyst (he appeared at the subcommittee hearing in his personal capacity), said in a Thursday email that he had “no idea” what Cammack was looking at on his innocuous Twitter feed. He said: “I used to prosecute violent crimes, and clerked for two federal judges. Any suggestion that I’ve ever encouraged harassment of anyone – and particularly any official of the United States – is insulting and not based in reality.”

    Cammack’s spokesperson responded helpfully on Thursday to CNN’s initial queries about the story Cammack told at CPAC, explaining that she was referring to her February exchange with Williams. But the spokesperson stopped responding after CNN asked if Cammack was accurately describing this exchange with Williams and if they had any evidence of Williams actually having encouraged the harassment of Kavanaugh.

    Sen. John Kennedy of Louisiana boasted about the state of the country “when Republicans were in charge.” Among other claims about Trump’s tenure, he said that “in four years,” Republicans “delivered 3.5% unemployment” and “created 8 million new jobs.”

    Facts First: This is inaccurate in two ways. First, the economic numbers for the full “four years” of Trump’s tenure are much worse than these numbers Kennedy cited; Kennedy was actually referring to Trump’s first three years while ignoring the fourth, which was marred by the Covid-19 pandemic. Second, there weren’t “8 million new jobs” created even in Trump’s first three years.

    Kennedy could have correctly said there was a 3.5% unemployment rate after three years of the Trump administration, but not after four. The unemployment rate skyrocketed early in Trump’s fourth year, on account of the pandemic, before coming down again, and it was 6.3% when Trump left office in early 2021. (It fell to 3.4% this January under Biden, better than in any month under Trump.)

    And while the economy added about 6.7 million jobs under Trump before the pandemic-related crash of March and April 2020, that’s not the “8 million jobs” Kennedy claimed – and the economy ended up shedding millions of jobs in Trump’s fourth year. Over the full four years of Trump’s tenure, the economy netted a loss of about 2.7 million jobs.

    Lara Trump, Donald Trump’s daughter-in-law and an adviser to his 2020 campaign, claimed that the last time a CPAC crowd was gathered at this venue in Maryland, in February 2020, “We had the lowest unemployment in American history.” After making other boasts about Donald Trump’s presidency, she said, “But how quickly it all changed.” She added, “Under Joe Biden, America is crumbling.”

    Facts First: Lara Trump’s claim about February 2020 having “the lowest unemployment in American history” is false. The unemployment rate was 3.5% at the time – tied for the lowest since 1969, but not the all-time lowest on record, which was 2.5% in 1953. And while Lara Trump didn’t make an explicit claim about unemployment under Biden, it’s not true that things are worse today on this measure; again, the most recent unemployment rate, 3.4% for January 2023, is better than the rate at the time of CPAC’s 2020 conference or at any other time during Donald Trump’s presidency.

    Multiple speakers at CPAC decried the high number of fentanyl overdose deaths. But some of the speakers inflated that number while attacking Biden’s immigration policy.

    Sebastian Gorka, a former Trump administration official, claimed that “in the last 12 months in America, deaths by fentanyl poisoning totaled 110,000 Americans.” He blamed “Biden’s open border” for these deaths.

    Rep. Scott Perry claimed: “Meanwhile over on this side of the border, where there isn’t anybody, they’re running this fentanyl in; it’s killing 100,000 Americans – over 100,000 Americans – a year.”

    Facts First: It’s not true that there are more than 100,000 fentanyl deaths per year. That is the total number of deaths from all drug overdoses in the US; there were 106,699 such deaths in 2021. But the number of overdose deaths involving synthetic opioids other than methadone, primarily fentanyl, is smaller – 70,601 in 2021.

    Fentanyl-related overdoses are clearly a major problem for the country and by far the biggest single contributor to the broader overdose problem. Nonetheless, claims of “110,000” and “over 100,000” fentanyl deaths per year are significant exaggerations. And while the number of overdose deaths and fentanyl-related deaths increased under Biden in 2021, it was also troubling under Trump in 2020 – 91,799 total overdose deaths and 56,516 for synthetic opioids other than methadone.

    It’s also worth noting that fentanyl is largely smuggled in by US citizens through legal ports of entry rather than by migrants sneaking past other parts of the border. Contrary to frequent Republican claims, the border is not “open”; border officers have seized thousands of pounds of fentanyl under Biden.

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  • UK slams ‘protectionist’ Biden

    UK slams ‘protectionist’ Biden

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    LONDON — Joe Biden’s “protectionist” Inflation Reduction Act won’t help the U.S. counter the rise of China and could create a “single point of failure” in key supply chains, Britain’s trade chief Kemi Badenoch warned.

    Speaking at a POLITICO event Tuesday night, Badenoch — recently promoted to head up the U.K.’s new Department for Business and Trade — predicted the flagship law would not achieve its key aims, and insisted the U.K. is not sitting on the sidelines in the transatlantic tussle over the plan.

    The comments came just minutes after the U.S. ambassador to the U.K. mounted a spirited defense of the IRA at the same event.

    The Inflation Reduction Act offers billions in subsidies and tax credits to try and incentivize take-up of electric vehicles and build up green infrastructure. But European and British carmakers are particularly concerned about the impact on their own industries of massive help for U.S. firms.

    Speaking on Tuesday night, Badenoch said Britain — which has been lobbying against the plan but is not prepping its own subsidies — is “working very well with a group of like-minded countries who are worried about the Inflation Reduction Act.”

    “The EU is very worried and we’re working jointly with them on it,” she said. “It’s not just the EU doing stuff and we’re not in the room. Japan is worried. South Korea is worried. Switzerland is worried.”

    Many countries, Badenoch contended, are now “looking at what the U.S. is doing” with concern.

    “It is onshoring in a way that could actually create problems with the supply chain for everybody else,” she said.

    “And that will not have the impact that it wants to have when it’s looking at the economic challenge that China presents. So no, I don’t think it’s a good idea, not just because it’s protectionist. But it also creates a single point of failure in a different place, when actually what we want is diversification and strengthening of supply chains across the board.”

    Speaking earlier Tuesday night, U.S. Ambassador to the U.K. Jane Hartley argued that the plan could have major positive implications for countries beyond the U.S.

    “One of the things I would say is there’s going to be a huge amount of money, R&D — the technology is going to improve, the technology is going to be cheaper,” she said. “The technology is going to be used by everyone in the world — not just the U.S.”

    Hartley stressed that U.S. Treasury Secretary Janet Yellen is “looking pretty hard” at the act during its so-called comment period, when U.S. agencies take feedback on a plan. Both President Biden and U.S. Trade Secretary Katherine Tai had, she said, stressed that their country “didn’t do this to hurt our allies — we want to protect our allies.”

    CORRECTION: A previous version of this article misstated Janet Yellen’s job title. She is the treasury secretary.

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    Matt Honeycombe-Foster and Jack Blanchard

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  • Entrepreneur | Tesla’s Charging Stations Will Be Available to All EVs by 2024

    Entrepreneur | Tesla’s Charging Stations Will Be Available to All EVs by 2024

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    Tesla, the major player in the electric car industry, is set to open up some of its charging stations to all US electric vehicles for the first time.

    Under the new plan, at least 7,500 charging points from Tesla’s Supercharger and Destination Charger networks will be made available to non-Tesla EVs by the end of 2024. This move has the potential to revolutionize the promotion of electric vehicle use, which is a significant component of President Joe Biden’s objective to combat climate change, and opening it to the country’s largest and most reliable charging network could be a game-changer.

    “As President Biden said, the great American road trip will be electrified,” said Mitch Landrieu, a White House aide who oversees implementation of the 2021 infrastructure law signed by Biden.

    Related: Super Bowl Ad Shows Self-Driving Tesla Decapitating a Mannequin and Running Over Baby Strollers

    New EV standards

    The White House revealed a range of new initiatives on Wednesday, aimed at making EV charging networks more accessible and reliable for Americans, especially for those traveling long distances. These initiatives include introducing new standards that will ensure anyone can use a charging network, regardless of their vehicle or location.

    Tesla, General Motors, Pilot, Hertz, EVgo, and several other companies have committed to increasing the number of public charging ports by thousands over the next two years. This expansion will be funded by private funds and federal spending from the infrastructure law, bringing the nation closer to achieving Biden’s EV charging goals.

    Tesla is set to install charging stations in public places such as hotels and restaurants, which will be accessible to all EV drivers using the Tesla app or website. Additionally, Tesla has plans to expand its network of Superchargers nationwide by 2030.

    The implementation of standards will not only guarantee the effectiveness of the substantial investment in EV charging infrastructure but also foster the creation of high-paying employment opportunities, and ensure that the EV chargers receive quality maintenance through the enforcement of rigorous workforce standards such as the Electric Vehicle Infrastructure Training Program (EVITP) and Registered Apprenticeships. As part of the White House Talent Pipeline Challenge, the International Brotherhood of Electrical Workers (IBEW) has already certified 20,000 electricians through the EVITP program.

    Part of the new Infrastructure Bill

    These measures will aid the US in fulfilling the ambitious targets of the Biden administration to tackle the climate emergency, including constructing a countrywide network of 500,000 electric vehicle chargers on American highways and ensuring that EVs make up at least 50% of new vehicle sales by 2030. Furthermore, they will foster an industrial strategy to advance the domestic electric vehicle and charging sector.

    Apart from investing around $7 billion in EV battery components, crucial minerals, and materials, the Bipartisan Infrastructure Law allocates $10 billion for sustainable transportation and $7.5 billion for EV charging.

    Together with several other federal initiatives aimed at supporting domestic manufacturing and establishing a nationwide network of EV charging stations, these flagship programs are a substantial addition to the Inflation Reduction Act’s backing of cutting-edge batteries, fresh and extended tax credits for EV purchases, and funding for the deployment of charging infrastructure.

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    Jessica Hunt

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  • White House to announce Tesla will open part of its charging network in effort to expand EV access | CNN Politics

    White House to announce Tesla will open part of its charging network in effort to expand EV access | CNN Politics

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    CNN
     — 

    The Biden administration is announcing new steps Wednesday to expand the nation’s electric vehicle infrastructure, including a new partnership with Tesla that would see the electric vehicle manufacturer open a portion of its charging network to non-Tesla EVs for the first time.

    According to a fact sheet shared with CNN, Wednesday’s announcements are part of the administration’s goal to build out a nationwide EV charging network of 500,000 chargers along America’s highways while building towards their goal ensuring 50% of new car sales are EVs by 2030. As part of that goal, the administration is announcing Tesla will open at least 7,500 chargers of its EV charging network to all electric vehicles, including 3,500 new and existing 250 kW Superchargers along highway corridors.

    Per White House Infrastructure Coordinator Mitch Landrieu, the news is the product of “many, many months” of work between the Biden administration and EV manufacturers, including Tesla CEO Elon Musk, who Landrieu said was “very open [and] very constructive,” in meetings with the administration on expanding EV access.

    Last month, Reuters reported that Musk met with top White House officials in Washington to discuss expanding EV production and charging networks – a meeting the Tesla and Twitter CEO later confirmed via tweet.

    But while Biden and Musk have both taken a staunchly pro-EV stance, the two have clashed over Musk’s anti-union stance at his Tesla factories, while Musk’s tenure as CEO of Twitter has seen the tech magnate amplify right-wing talking points on a host of issues.

    Also included in Wednesday’s announcement is new funding, including $2.5 billion over five years from the Federal Highway Administration and $7.4 million across seven projects from the Department of Energy to expand publicly accessible electric vehicle charging networks for millions of Americans.

    Per the administration, to qualify for federal funding under Wednesday’s announcement, Combined Charging System (CCS) capable vehicles must be able to charge at federally funded charging ports – something Tesla has developed hardware and software solutions to accommodate.

    And the administration is linking with additional partners like car rental company Hertz and BP gas stations to bring EV fast charging infrastructure to locations across America, including major cities such as Atlanta, Austin, Boston, Chicago, Denver, Houston, Miami, New York City, Orlando, Phoenix, San Francisco and Washington, DC.

    “These recent and new commitments will make more public charges available for all EVs,” Landrieu told reporters on a call Wednesday.

    “With announcements like today’s and the overall growth we’re seeing, it’s clear that this administration is making incredible progress towards building our election future. In fact, since the president took office, EV sales have tripled – the number of publicly available charging ports has grown by over 40%, and there are currently more than 3 million EVs on the road and 130,000 public charges across the country. But our work is far from over and our progress will continue as long as we keep working hand in hand with our partners across federal state and local governments and the private sector.”

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  • Ford Halts Production of F-150 Lightning Pickup Due To Battery Problems

    Ford Halts Production of F-150 Lightning Pickup Due To Battery Problems

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    Ford Motor Co. halted the production and shipment of its F-150 Lightning electric pickup after it discovered a potential battery failure during pre-delivery check-up inspections.

    The news of the suspension in deliveries of the automaker’s electric vehicle (EV) version of its classic pickup truck was first announced on Feb. 14 by Motor Authority.

    “We are not aware of any incidences of this issue in the field,” Ford spokesperson Emma Bergg told Reuters in an email.

    Bergg said the order to stop production was issued at the start of last week and that the company was investigating the battery issue.

    Ford has yet to provide a timeline for a production restart and when it will lift the in-transit stop-ship order.

    Demand Rises for Ford’s Electric Pickup Truck

    The Lightning is the electric version of its popular F-150 pickup, which is one of Ford’s top-selling models in the United States. Production of the EV truck is a major part of its goal to go full electric over the next decade.

    Demand for the EV truck has been strong from the beginning, with Ford receiving more than 200,000 reservations for the F-150 Lightning after bookings opened in mid-2021.

    The Detroit-based automaker has delivered 15,680 Lightnings so far after deliveries commenced in May 2022, according to Barron’s.

    Ford’s goal is to be have enough capacity in place to build two million EVs a year by 2026—but the battery issues would need to be addressed.

    Cause of F-150 Lightning Battery Failure Remains Unknown

    “The team is diligently working on the root cause analysis,” Bergg told CNBC, adding they are “doing the right thing by our customers” and will resolve any potential issues before resuming production and shipments.

    It is unknown if the pause had to do with batteries purchased from suppliers, battery pack defects, or a software issue regarding battery management, which is common on all EVs.

    Bergg said that Ford is unaware of any incidents or issues associated with the potential battery issue.

    A no-stop-sale order for the Lightnings already on dealer lots have not been issued, which means dealers can continue to sell the EV trucks they have on hand. It is also unclear if the recent stop build and stop ship order would affect the delivery timelines for consumers awaiting their existing orders of the F-150 Lightnings.

    However, since Ford is already struggling to scale up production of the truck to keep up with consumer demand, the probability of even more extended wait times is likely.

    Ford Had Disappointing Fourth-Quarter Results

    Earlier this month, Ford posted poor fourth-quarter results and a loss of $2 billion for 2022 due to uncertainty over its semiconductor chip supply.

    Ford CEO Jim Farley blamed systemic shortcomings around costs and systems that put the brakes on his plan to transform the company. “We have deeply entrenched issues in our industrial system that have proven tough to root out,” Farley to investors on the February conference call.

    Farley had plans to expand its EV business and set up lines for its legacy conventionally powered vehicles, vans, and other commercial vehicles, but persistent supply-chain turmoil has delayed his vision.

    The company will need to focus more supply-chain improvements and higher industry volumes, as well as on lower costs for commodities and logistics.

    The Detroit automaker added a third work crew last December in order to boost production of Lightning and capitalize on strong demand for the EV.

    Meanwhile, Ford’s stock price extended its losses after news of the production halt, and was down 1.6 percent by the afternoon.

    Shares of Ford have declined 26 percent in the past 12 months, compared with losses of around 6 percent for the benchmark S&P 500 Index.

    Bryan S. Jung is a native and resident of New York City with a background in politics and the legal industry. He graduated from Binghamton University

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    Bryan Jung

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  • Entrepreneur | Ford Halts Production of F-150 Lightning Pickup Due To Battery Problems

    Entrepreneur | Ford Halts Production of F-150 Lightning Pickup Due To Battery Problems

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    Ford Motor Co. halted the production and shipment of its F-150 Lightning electric pickup after it discovered a potential battery failure during pre-delivery check-up inspections.

    The news of the suspension in deliveries of the automaker’s electric vehicle (EV) version of its classic pickup truck was first announced on Feb. 14 by Motor Authority.

    “We are not aware of any incidences of this issue in the field,” Ford spokesperson Emma Bergg told Reuters in an email.

    Bergg said the order to stop production was issued at the start of last week and that the company was investigating the battery issue.

    Ford has yet to provide a timeline for a production restart and when it will lift the in-transit stop-ship order.

    Demand Rises for Ford’s Electric Pickup Truck

    The Lightning is the electric version of its popular F-150 pickup, which is one of Ford’s top-selling models in the United States. Production of the EV truck is a major part of its goal to go full electric over the next decade.

    Demand for the EV truck has been strong from the beginning, with Ford receiving more than 200,000 reservations for the F-150 Lightning after bookings opened in mid-2021.

    The Detroit-based automaker has delivered 15,680 Lightnings so far after deliveries commenced in May 2022, according to Barron’s.

    Ford’s goal is to be have enough capacity in place to build two million EVs a year by 2026—but the battery issues would need to be addressed.

    Cause of F-150 Lightning Battery Failure Remains Unknown

    “The team is diligently working on the root cause analysis,” Bergg told CNBC, adding they are “doing the right thing by our customers” and will resolve any potential issues before resuming production and shipments.

    It is unknown if the pause had to do with batteries purchased from suppliers, battery pack defects, or a software issue regarding battery management, which is common on all EVs.

    Bergg said that Ford is unaware of any incidents or issues associated with the potential battery issue.

    A no-stop-sale order for the Lightnings already on dealer lots have not been issued, which means dealers can continue to sell the EV trucks they have on hand. It is also unclear if the recent stop build and stop ship order would affect the delivery timelines for consumers awaiting their existing orders of the F-150 Lightnings.

    However, since Ford is already struggling to scale up production of the truck to keep up with consumer demand, the probability of even more extended wait times is likely.

    Ford Had Disappointing Fourth-Quarter Results

    Earlier this month, Ford posted poor fourth-quarter results and a loss of $2 billion for 2022 due to uncertainty over its semiconductor chip supply.

    Ford CEO Jim Farley blamed systemic shortcomings around costs and systems that put the brakes on his plan to transform the company. “We have deeply entrenched issues in our industrial system that have proven tough to root out,” Farley to investors on the February conference call.

    Farley had plans to expand its EV business and set up lines for its legacy conventionally powered vehicles, vans, and other commercial vehicles, but persistent supply-chain turmoil has delayed his vision.

    The company will need to focus more supply-chain improvements and higher industry volumes, as well as on lower costs for commodities and logistics.

    The Detroit automaker added a third work crew last December in order to boost production of Lightning and capitalize on strong demand for the EV.

    Meanwhile, Ford’s stock price extended its losses after news of the production halt, and was down 1.6 percent by the afternoon.

    Shares of Ford have declined 26 percent in the past 12 months, compared with losses of around 6 percent for the benchmark S&P 500 Index.

    Bryan S. Jung is a native and resident of New York City with a background in politics and the legal industry. He graduated from Binghamton University

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    Bryan Jung

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  • Orange Closes Pre-Seed Round to Bring Affordable EV Charging to Apartments

    Orange Closes Pre-Seed Round to Bring Affordable EV Charging to Apartments

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    Orange is signaling its intent to drive EV adoption by bringing reliable, affordable EV charging to apartments and disadvantaged communities.

    Press Release


    Jan 25, 2023 07:00 EST

    Today, Orange announced the close of its $2.5MM pre-seed round to scale affordable electric vehicle charging for apartment communities by leveraging lower-powered charging solutions. 

    Founded by former Tesla engineers and backed by prominent EV investors, Orange is creating an affordable charging platform that provides site owners with a compelling return on investment while maintaining equitable costs, bringing EV charging to more disadvantaged communities.

    Orange installs EV chargers for the lowest possible cost while providing enough energy to satisfy daily driving needs using lower-powered 120-volt and 240-volt solutions. More stations are installed on the same circuit, making EV charging possible for the maximum number of residents at any property. 

    The Orange Outlet lowers the costs of charging for 39 million Americans living in apartment communities by ~70% over traditional charging solutions and carries little to no maintenance cost due to its simplified design. Additionally, Orange leverages the proprietary software, OrangeNet, which allows property owners to manage outlets across multiple sites and brings an average return on investment of 150%.

    “Orange has achieved equitable access to electricity by re-thinking the entire process of vehicle charging by creating a system specifically for apartment communities, rather than pushing a public charging model that doesn’t fit onto them,” Nicholas Johnson, Orange CEO, said. 

    Baukunst, a leading pre-seed firm investing at the frontiers of technology and design, led the round. They are joined by notable angel investors in the EV space, including Tesla co-founders Marc Tarpenning and Martin Eberhard, Johnathan Crowder, founder of the energy-focused firm Intellus Capital, and Sven Thesan, a Nobel-winning chemist.

    About Orange
    Redwood City, CA-based Orange is an electric vehicle charging solutions provider at multi-unit properties led by technology entrepreneurs and electrical experts. Founded in 2020, Orange offers customers an affordable and scalable way to bring EV charging capabilities to their residents by leveraging lower-powered charging outlets that reduce total costs by upwards of 70% compared to traditional charging solutions. The company’s innovative approach allows the millions of Americans living in multi-family housing access to affordable charging. For more information, please visit orangecharger.com.

    INVESTOR QUOTES

    Matt Thoms, General Partner at Baukunst: 
    “We’re thrilled to lead the pre-seed round for Nicholas and the team at Orange. At Baukunst, we believe a charging solution designed specifically for affordability and rapid adoption in apartment communities will catalyze the equitable EV movement.”

    Marc Tarpenning, Co-founder of Tesla Motors and Venture Partner at Spero Venture: 
    “Orange’s low-cost EV charging solution for apartment communities solves a major problem for widespread and equitable EV adoption. We are excited to be part of Orange’s journey.”

    Jonathan Crowder, Partner at Intelis Capital: 
    “We’re excited to partner with the Orange Charger team on their mission to solve the challenge of delivering affordable and convenient EV charging solutions for multi-family property residents and building owners.”

    Source: Orange

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  • GM, LG end plans for fourth U.S. battery cell plant as automaker seeks new partner

    GM, LG end plans for fourth U.S. battery cell plant as automaker seeks new partner

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    GM CEO and Chairman Mary Barra and LG Chem Vice Chairman and CEO Hak-Cheol Shin at the automaker’s battery lab in Warren, Mich., where the companies announced a new $2.6-billion joint venture on Dec. 5, 2019.

    GM

    DETROIT – General Motors and LG Energy Solution have indefinitely shelved plans to build a fourth battery cell plant in the U.S., as talks between the two sides recently ended without an agreement, a person familiar with the plans confirmed to CNBC.

    The Detroit automaker is expected to continue with its plans to build the plant but is searching for another partner, according to the person who asked not to be named because the talks are private.

    “We’ve been very clear that our plan includes investing in a fourth U.S. cell plant, but we’re not going to comment on speculation,” GM said Friday in an emailed statement.

    The Wall Street Journal first reported Friday afternoon that talks had stalled between GM and LG in part because LG Energy executives in Korea were hesitant to commit to the project given the rapid pace of its recent investments with other automakers as well as the uncertain macroeconomic outlook. 

    The paper, citing unnamed sources familiar with the plans, said GM is in discussions with at least one other battery supplier to proceed with the fourth U.S. battery-cell factory.

    The breakdown in talks comes after GM CEO Mary Barra and other executives have said they’ve been close to announcing details of the fourth plant, which was expected to be built in Indiana, for some time.

    GM and LG initially announced the joint-venture for a $2.3 billion plant in Ohio in December 2019, followed by other plants near GM operations in Michigan and Tennessee. Only the Ohio plant is currently operating, while the others are under construction. The joint venture is called Ultium Cells LLC.

    A spokeswoman for Ultium referred questions to GM and LG Energy. In an emailed statement, LG Energy said discussions on a fourth Ultium Cells plant “remain ongoing between LG Energy Solution and GM, but no decision has been made.”

    The relationship between GM and LG Energy is crucial to the automaker’s future plans for EVs, including topping Tesla and others to become the U.S. leader in all-electric vehicle sales. The Detroit automaker is expected to release a handful of new EVs this year, including mass-market vehicles such as the Equinox, Blazer and Silverado.

    GM, in its Friday statement, said its second and third plants with LG are on track to open as scheduled in 2023 and 2024, respectively. The company also confirmed it is on track to hit 1 million EV production capacity annually in North America in 2025.

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  • Are Gas Stoves Doomed?

    Are Gas Stoves Doomed?

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    Somehow, in a few short days, gas stoves have gone from a thing that some people cook with to, depending on your politics, either a child-poisoning death machine or a treasured piece of national patrimony. Suddenly, everyone has an opinion. Gas stoves! Who could have predicted it?

    The roots of the present controversy can be traced back to late December, when scientists published a paper arguing that gas stoves are to blame for nearly 13 percent of childhood asthma cases in the U.S. This finding was striking but not really new: The scientific literature establishing the dangers of gas stoves—and the connection to childhood asthma in particular—goes back decades. Then, on Monday, the fracas got well and truly under way, when Richard Trumka Jr., a member of the Consumer Product Safety Commission, said in an interview with Bloomberg News that the commission would consider a full prohibition on gas stoves. “This is a hidden hazard,” he said. “Any option is on the table. Products that can’t be made safe can be banned.”

    Just like that, gas stoves became the newest front in America’s ever expanding culture wars. Politicians proceeded to completely lose their minds. Florida Governor Ron DeSantis tweeted a cartoon of two autographed—yes autographed—gas stoves. Representative Jim Jordan of Ohio declared simply: “God. Guns. Gas stoves.” Naturally, Tucker Carlson got involved. “I would counsel mass disobedience in the face of tyranny in this case,” he told a guest on his Fox News show.

    No matter that Democrats are more likely to have gas stoves than Republicans, and in fact the only states in which a majority of households use gas stoves—California, Nevada, Illinois, New York, New Jersey—are states that went blue in 2020. Why let a few pesky facts spoil a perfectly good opportunity to own the libs? The Biden administration, for its part, clarified yesterday that it has no intention of banning gas stoves. In the long run, though, this may prove to have been more a stay of execution than a pardon.

    Beyond the knee-jerk partisanship, the science of gas stoves is not entirely straightforward. Emily Oster, an economist at Brown University, suggested in her newsletter that the underlying data establishing the connection between gas-stove use and childhood asthma may not be as clear-cut as the new study makes it out to be. And because those data are merely correlational, we can’t draw any straightforward causal conclusions. This doesn’t mean gas stoves are safe, Oster told me, but it complicates the picture. Switching from gas to electric right this minute probably isn’t necessary, she said, but she would make the change if she happened to be redesigning her kitchen.

    Whatever the shortcomings of the available data, it’s clear that gas stoves are worse for the climate and fill our homes with pollutants we’re better off not inhaling. Brady Seals, a manager at the Rocky Mountain Institute and a lead author of the new paper, told me that even assuming the maximum amount of uncertainty, her work still suggests that more than 6 percent of childhood asthma cases in the U.S. are associated with gas stoves.

    Regardless of the exact science, gas stoves might be in trouble anyway. Statistically, they’re not all that deeply entrenched to begin with: Only about 40 percent of American households have one. Plus, induction stoves—a hyper-efficient option that generates heat using electromagnetism—are on the rise. “We’re not asking people to go back to janky coils,” said Leah Stokes, a political scientist at UC Santa Barbara who has provided testimony on the subject of gas stoves before the U.S. Senate, and who is currently in the process of installing an induction stove in her home.

    Rachelle Boucher, a chef who has worked in restaurants, in appliance showrooms, and as a private cook for such celebrity clients as George Lucas and Metallica, swears by induction. She started using it about 15 years ago and has since become a full-time evangelist. (In the past, Boucher has done promotions for electric-stove companies, though she doesn’t anymore.) Induction, she told me, tops gas in just about every way. For one thing, “the speed is remarkable.” An induction stovetop can boil a pot of water in just two minutes, twice as quickly as a gas burner. For another, it allows for far greater precision. When you adjust the heat, the change is nearly instantaneous. “Once you use that speed,” Boucher said, “it’s weird to go back and have everything be so much harder to control.” Induction stoves also emit virtually no excess heat, reducing air-conditioning costs and making it harder to burn yourself. And they’re also easier to clean.

    Induction stoves do have minor drawbacks. Because they are flat and use electromagnetism, they aren’t compatible with all cookware, meaning that if you make the switch, you may also have to buy yourself a new wok or kettle. Flambéing and charring will also take a little longer, Boucher told me, but few home cooks are deploying those techniques on a regular basis. In recent years, induction has received the endorsement of some of the world’s top chefs, who have tended to be ardent gas-stove users. Eric Ripert, whose restaurant Le Bernardin has three Michelin stars, switched his home kitchens from gas to induction. “After two days, I was in love,” he told The New York Times last year. At his San Francisco restaurant, Claude Le Tohic, a James Beard Award–winning chef, has made the switch to induction. The celebrity chef and food writer Alison Roman is also a convert: “I have an induction stove by choice AMA,” she tweeted yesterday.

    If it’s good enough for them, it’s probably good enough for us. At the moment, induction stoves are more expensive than the alternatives, although their efficiency and the fact that they don’t heat up the kitchen help offset the disparity. So, too, do the rebates included in last year’s Inflation Reduction Act, which should kick in later this year and can amount to as much as $840. The price has been falling in recent years, and as it continues to come down, Stokes told me, she expects induction to overtake gas. A 2022 Consumer Reports survey found that while 3 percent of Americans have induction stoves, nearly 70 might consider going induction the next time they buy new appliances. “I think the same thing’s going to happen for induction stoves” as happened with electric vehicles, Stokes told me. In the end, culture-war considerations will lose out to questions of cost and quality. The better product will win the day, plain and simple.

    Still, gas stoves’ foray into the culture wars likely means that at least some Republicans will probably scorn electric stoves now in the same way they have masks over the past few years. And this whole episode does have a distinctly post-pandemic feel to it: the concern about the air we’re breathing, the discussion of what precautions we ought to take, the panic and outrage in response. The new gas-stove controversy feels as though it has been jammed into a partisan framework established—or at least refined—during the pandemic. “I don’t know if this discourse that we’re seeing now could have happened five years ago,” Brady Seals told me. Whatever happens to gas stoves, the public-health culture wars don’t seem to be going anywhere.

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    Jacob Stern

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  • US lawmakers in Davos tell Europeans: America’s not protectionist

    US lawmakers in Davos tell Europeans: America’s not protectionist

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    DAVOS, Switzerland As snow pounds the Swiss mountain town of Davos, American lawmakers are huddled in warm, quiet rooms trying to assuage European concerns that the United States hasn’t just turned into a protectionist power.

    The passage of Washington’s Inflation Reduction Act (IRA), the $369 billion behemoth legislation stuffed with clean-energy incentives, has upended EU-U.S. relations, prompting European accusations that the U.S. is unfairly boosting its own companies to encourage local investment. 

    In response, the EU is looking to counter with state-provided aid of its own. As the World Economic Forum hosts its annual event in Davos this week, a U.S. delegation — featuring some of the most high-profile members of Congress — was planning to meet European Commission President Ursula von der Leyen Monday night to discuss the issue before she gives a much-anticipated speech here Tuesday morning. That meeting was canceled due to travel issues for von der Leyen, however, though U.S. lawmakers are still hoping to reschedule. 

    The mix of U.S. senators and House members say Europe has it all wrong. The U.S., they told POLITICO in multiple exclusive interviews on the sidelines of the elite gathering, is simply investing in its own energy and economic security. And a stronger America means a stronger ally, they argued.

    Europe and Germany “became too reliant on Russian energy,” said Senator Chris Coons, a Democrat from Delaware who’s leading the delegation, adding “my hope is that we can together find a path forward.” American and European leaders need to “have that conversation about the alignment of values and priorities.”

    But Europe doesn’t see alignments right now — only breaks.

    After something of a golden era of EU-U.S. cooperation following Russia’s invasion of Ukraine — the two sides worked constructively together to devise complex sanctions packages against Moscow — Europe was caught off guard by America’s subsidy-heavy legislation. In particular, a provision granting tax credits for electric vehicles manufactured in North America incensed the Europeans — including big car producers like France and Germany. 

    American lawmakers understand the criticism but believe it’s misguided. Senator Joe Manchin, the centrist Democrat from West Virginia who was instrumental in passing the IRA, said Europe is being “hyper hypocritical” after decades of European protectionism.

    Manchin continued that, on a separate occasion, he told French President Emmanuel Macron the IRA couldn’t possibly hurt Europe, despite the concerns. 

    That’s the same message he’s delivering in the winter wonderland.

    “That bill was designed to basically strengthen the United States so that we can help our allies and friends, which need it right now,” Manchin said. “And if anybody needs it, the EU needs it. And without that, we’re not going to be and maintain the superpower status of the world if we’re not energy independent.”

    Representative Gregory Meeks from New York, the House Foreign Affairs Committee’s top Democrat, said Europeans still seem nervous despite the bipartisan message from Democrats and Republicans. They’re asking if lawmakers can still amend the legislation to assuage fears of withering European investments. Meeks has been retorting that “there’s no perfect bill,” and that it’s “extremely important” to secure America’s supply chain for critical semiconductors and to combat climate change.

    Yet how the U.S. tackles climate change is still a point of contention within Congress, as Manchin — who retains immense sway with a razor-thin Democratic majority in the Senate — says fossil fuels remain vital to the American economy.

    “I told them, I said, the most important thing is basically you cannot eliminate your way to clean your climate,” Manchin said outside the Hilton Garden Inn, where lawmakers are staying. “You can innovate it, and that’s what we’re doing in the U.S.”

    Von der Leyen is expected to touch on the subsidy spat during her keynote speech Tuesday at the World Economic Forum.

    She previewed last week that EU officials are focusing their attention on trying to secure changes that would allow them to also benefit from the U.S. tax incentives, which currently extend to Mexico and Canada. Privately, however, EU officials concede there is minimal room for maneuver, given the IRA has already passed Congress.  

    This week in Davos could be an opportunity for two of the world’s biggest trading blocs — the EU and the United States — to try and iron out their differences. But with little room for compromise, the Atlantic Ocean between the two seems as wide as ever. 

    This article was updated after a meeting Monday between Ursula von der Leyen and U.S. lawmakers was canceled due to travel issues.

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    Alexander Ward and Suzanne Lynch

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  • India is learning to love electric vehicles — but they’re not cars 

    India is learning to love electric vehicles — but they’re not cars 

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    Electric vehicle charging stations from Tata Power can be found on 350 of the 600 highways in India.

    Puneet Vikram Singh, Nature And Concept Photographer, | Moment | Getty Images

    When most people think about electric vehicles, they think cars.

    From brands like Tesla and Rivian in the United States, to Nio and XPeng in China, global sales of electric vehicles have surged. Two million EVs were sold in just the first quarter of 2022 — that’s a significant jump from a decade ago when sales hit only 120,000 cars worldwide, the International Energy Agency reported.

    related investing news

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    India’s different. The United States and China have focused on the adoption of EV cars. But in India, the world’s fifth-largest economy, two-wheel vehicles such as scooters, mopeds and motorbikes, dominate the market.

    James Hong, head of mobility research at Macquarie Group, said two-wheel vehicles are in higher demand than cars in India, and that shouldn’t come as a surprise.

    Underdeveloped road infrastructure and lower personal incomes make it more convenient and affordable for people to own scooters, motorbikes or mopeds, rather than cars, Hong said.

    Still, adoption remains low.

    Consumers in India are ready to transition to electric vehicles, says Ola CEO

    EVs make up only around 2% of total automobile sales, but the Indian government has ambitious targets to increase EV adoption in the next decade, focusing on raising purchases of two-wheel vehicles.

    Sales in India are expected to rise by between 40% and 45% by 2030, at which point 13 million new vehicles will be sold annually, according to projections from Bain & Company published in December. 

    India’s four-wheel vehicle sector is poised to grow by only 15% to 20% by 2030, with 1 million new vehicles sold annually, the consulting firm said.

    Growth of India’s four-wheel EV segment is expected to be smaller because the cars are mostly owned only by drivers who travel out of the city on longer routes, said Arun Agarwal, deputy vice president of equity research at Kotak Securities. 

    Bain & Co. predicts that total revenue across the full supply chain of India’s EV industry will generate $76 billion to $100 billion by 2030.

    Reducing cost to increase adoption 

    People in India have long preferred two wheels to four, and the country is home to more than 10 startups serving the market, Agarwal said.

    For India to increase purchases of two-wheel vehicles, they need to be cheaper, and more charging infrastructure needs to be in place, Jinesh Gandhi, equity research analyst at Motilal Oswal Securities, told CNBC. 

    Gandhi said that 90% of two-wheel vehicles with internal combustion engines cost between 70,000 rupees ($845) and 140,000 rupees ($1,690). The starting price of electric two-wheel vehicles can be as high as 160,000 rupees.

    Read more about electric vehicles from CNBC Pro

    The cost of EVs will come down if battery prices drop, Kotak’s Agarwal said.

    High inflation and disrupted supply chains have driven batter prices higher in 2022, Bain & Co. said. The cost would have to fall by an additional 20% to 30% for EVs to compete with internal combustion engine vehicles.

    Arun Kumar, chief financial officer of two-wheel EV manufacturer Ola Electric, said it’s a “myth” that EVs are more expensive than internal combustion vehicles because the “lifecycle cost of ownership of an EV is lower” than a two- or four-wheel vehicle that runs on fuel.

    Ola Electric’s two-wheel scooters, and upcoming motorbike and four-wheel passenger car, all range between $1,000 and $50,000.

    Ola Electric

    That means the amount of money EV owners can save in fuel and maintenance costs can offset the higher initial purchase price, he said.

    Ola’s two-wheel scooters, an upcoming motorbike, and four-wheel passenger car range between $1,000 and $50,000, he said.

    “There’s no coming back to [internal combustion engine] vehicles. It’s a single direction,” Kumar added. 

    Government help

    Central and state governments in India have been providing incentives to encourage consumers in India to make the switch to EVs, Kotak’s Agarwal said. 

    According to the International Energy Agency, government programs have provided funding to ramp up production of EV public buses and taxis, as well as increase charging stations around India.

    EV owners are also granted road tax exemption at the time of purchase, and will receive a deduction on their income tax, the Accelerated e-Mobility Revolution for India’s Transportation said.

    Including taxes, owners of two-wheel internal combustion engine vehicles in India typically pay 3,000 rupees a month for their vehicle, Kumar said. Government initiatives coupled with money saved on petrol would therefore mean that the monthly installment on a vehicle becomes largely free to a customer, he said.

    ‘Range anxiety’

    As the adoption of electric vehicles is set to increase, so will charging infrastructures around the country. That remains a factor deterring people from making the switch away from carbon-intensive vehicles, Kotak’s Agarwal said.

    “If you are stranded on the road, you don’t have any option but to get the vehicle towed to the nearest charging station, which is time- as well as a cost-consuming,” Gandhi said.

    India’s charging infrastructure will need to significantly expand to support the number of EV companies that are set to come on the roads, the Bain & Co. report said, noting that several companies have made early investments and are committed to increasing the availability of chargers.

    Tata Power claimed that it has built about 2,500 charging stations over 300 cities and towns in India.

    Tata Power

    One of them is Tata Power, India’s largest privately owned power generation company. 

    Tata Power claimed it has built about 2,500 charging stations in 300 cities and towns in India. They can be found on 350 of 600 highways in the country, said Virendra Goyal, the firm’s head of business development.  

    Many EV owners suffer from “range anxiety” when the distance between charging stations is too far, and bridging the gap would encourage more drivers to migrate to e-mobility, he said.

    The company aims to have 25,000 chargers across India by 2028, Goyal said.

    Correction: This article has been updated to accurately report where India ranks among the world’s biggest economies. An earlier version misstated its ranking.

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  • Biden’s Blue-Collar Bet

    Biden’s Blue-Collar Bet

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    When President Joe Biden visited Kentucky yesterday to tout a new bridge project, most media attention focused on his embrace of bipartisanship. And indeed Biden, against the backdrop of the GOP chaos in the House of Representatives, signaled how aggressively he would claim that reach-across-the-aisle mantle. He appeared onstage with not only Ohio’s Republican governor, Mike DeWine, but also GOP Senate Leader Mitch McConnell, a perennial bête noire for Democrats.

    But Biden also touched on another theme that will likely become an even more central component of his economic and political strategy over the next two years: He repeatedly noted how many of the jobs created by his economic agenda are not expected to require a four-year college degree.

    Throughout his presidency, with little media attention, Biden has consistently stressed this point. When he appeared in September at the groundbreaking for a sprawling Intel semiconductor plant near Columbus, Ohio, he declared, “What you’ll see in this field of dreams” is “Ph.D. engineers and scientists alongside community-college graduates … people of all ages, races, backgrounds with advanced degrees or no degrees, working side by side.” At a Baltimore event in November touting the infrastructure bill, he said, “The vast majority of these jobs … that we’re going to create don’t require a college degree.” Appearing in Arizona in December, he bragged that a plant producing batteries for electric vehicles would “create thousands of good manufacturing jobs, 90 percent of which won’t require a college degree, and yet you get a good wage.”

    Economically, this message separates Biden from the past two Democratic presidents, Barack Obama and Bill Clinton. Both of those men, as I’ve written, centered their economic agendas on training more Americans for higher-paying jobs in advanced industries (and opening markets for those industries through free-trade agreements), largely because they believed that automation and global economic competition would doom many jobs considered “low skill.”

    Although Biden also supports an ambitious assortment of initiatives to expand access to higher education, he has placed relatively more emphasis than his predecessors did on improving conditions for workers in jobs that don’t require advanced credentials. That approach is rooted in his belief that the economy can’t function without much work traditionally deemed low-skill, such as home health care and meat-packing, a conviction underscored by the coronavirus pandemic. “One of the things that has really become apparent to all of us is how important to our nation’s economic resiliency many of these jobs are that don’t require college degrees,” Heather Boushey, a member of Biden’s Council of Economic Advisers, told me this week.

    Politically, improving economic conditions for workers without advanced degrees is the centerpiece of Biden’s plan to reverse the generation-long Democratic erosion among white voters who don’t hold a college degree—and the party’s more recent slippage among non-college-educated voters of color, particularly Latino men. Biden and his aides are betting that they can reel back in some of the non-college-educated voters drawn to Republican cultural and racial messages if they can improve their material circumstances with the huge public and private investments already flowing from the key economic bills passed during his first two years.

    Biden’s hopes of boosting the prospects of workers without college degrees, who make up about two-thirds of the total workforce, rest on a three-legged legislative stool. One bill, passed with bipartisan support, allocates about $75 billion in direct federal aid and tax credits to revive domestic production of semiconductors. An infrastructure bill, also passed with bipartisan support, allocates about $850 billion in new spending over 10 years for the kind of projects Biden celebrated yesterday—roads, bridges, airports, water systems—as well as a national network of charging stations for electric vehicles and expanded access to high-speed internet. The third component, passed on a party-line vote as part of the Inflation Reduction Act, provides nearly $370 billion in federal support to promote renewable electricity production, accelerate the transition to electric vehicles, and retrofit homes and businesses to improve energy conservation.

    All of these measures are projected to trigger huge flows of private-sector investment. The Semiconductor Industry Association reports that since the legislation promoting the industry was first introduced, in 2020, companies have already announced $200 billion in investments across 40 projects in 16 states. The investment bank Credit Suisse projects that the Inflation Reduction Act’s clean-energy provisions could ultimately spur $1.7 trillion in total investment (in part because it believes that the legislation’s open-ended provisions will produce something closer to $800 billion in federal spending). And economists have long demonstrated that each public dollar spent on infrastructure spurs additional private investment, which could swell the total economic impact of the new package to $1.5 trillion to $2 trillion, the administration estimates.

    Taken together, the three bills constitute a level of federal investment in targeted economic sectors probably unprecedented in recent U.S. history. “The kind of money we are going to see going into these sectors is just unheard-of,” Janelle Jones, a former chief economist at the Department of Labor under Biden, told me. Though rarely framed as such, these three bills—reinforced by other Biden policies, such as his sweeping “buy American” procurement requirements—amount to an aggressive form of industrial policy meant to bolster the nation’s capacity to build more things at home, including bridges and roads, semiconductors, and batteries for electric vehicles. “This is a president that is taking seriously the need for a modern American industrial strategy,” Boushey said.

    These measures are likely to open significant opportunities for workers without a college degree. Some analysts have projected that the infrastructure bill alone could generate as many as 800,000 jobs annually. Adam Hersh, a senior economist at the left-leaning Economic Policy Institute, estimated that about four-fifths of the jobs created under an earlier version of the Inflation Reduction Act passed in the House would not require a college degree, and he told me he believes the distribution is roughly the same in the final package. A Georgetown University institute projected an even higher percentage for the infrastructure bill. More of the jobs associated with semiconductor manufacturing require advanced education, but even that bill may generate a significant number of blue-collar opportunities in the construction phase of the many new plants opening across the country. (The industry is also pursuing partnerships with community colleges to provide workers who don’t have a four-year degree with the technical training to handle more work in the heavily automated facilities.)

    Yet even if these programs fulfill those projections, it remains unclear whether they will reach the scale to improve the uncertain economic trajectory for the broad mass of workers without advanced education. These three bills mostly promote employment in manufacturing and construction, and together those industries account for only about one-eighth of the workforce (roughly 21 million workers in all), according to the Bureau of Labor Statistics. Total construction employment peaked in 2006, manufacturing in 1979. Far more workers, including those without degrees, are now employed in service industries not as directly affected by these bills.

    What’s more, both of those occupations remain dominated by men. And largely because of resistance from Senator Joe Manchin of West Virginia, Congress didn’t pass Biden’s companion proposals to bolster wages and working conditions for the preponderantly non-college-educated, nonwhite, female employees in the low-paid “care” industries such as home health care and child care. “We can’t [ignore] these millions and millions of care workers, particularly Black and brown women,” said Jones, now the chief economist and policy director for the Service Employees International Union.

    Another complication for Biden is that his plans are colliding with the Federal Reserve Board’s drive to tame inflation. Spending on his big three bills is ramping up in 2023, which could increase the demand for—and bargaining power of—workers without college degrees. But the Fed’s push to slow the economy may neutralize that effect by increasing unemployment. “They are undercutting the job creation that we are supposed to be incentivizing,” Hersh said.

    The list of further projects tied to these three bills is almost endless. The White House calculates that firms have announced some $290 billion in manufacturing investments since Biden took office; the Congressional Budget Office projects that spending from the infrastructure bill could be more than twice as high in 2023 as last year and then increase again by half in 2024.

    That pipeline means Biden could be cutting ribbons every week through the 2024 presidential campaign—which would probably be fine with him. Biden rarely seems happier than when he’s around freshly poured concrete, especially if he’s on a podium with local business and labor leaders and elected officials from both parties, all of whom he introduces as enthusiastically (and elaborately) as if he’s toasting the new couple at a wedding. At his core, he remains something like a pre-1970s Democrat, who is most comfortable with a party focused less on cultural crusades than on delivering kitchen-table benefits to people who work with their hands. In his instincts and priorities, Biden is closer to Hubert Humphrey or Henry Jackson than to George McGovern or Obama.

    Less clear is whether that throwback approach—the formula that defined the Democratic Party during Biden’s youth—still works politically. Over the course of Biden’s career, the parties have experienced what I’ve called a “class inversion”: Democrats have performed better among college-educated voters while Republicans have grown dominant among white voters without a college degree and more recently have established a beachhead among nonwhite, non-college-educated workers. For most of these voters, the evidence suggests that cultural attitudes have exerted more influence on their political allegiance than their economic circumstance has.

    Biden, with his “Scranton Joe” persona, held out great hopes in the 2020 campaign of reversing that decline with working-class white voters, but he improved only slightly above Hillary Clinton’s historically weak 2016 showing, attracting about one-third of their votes. In 2022, exit polls showed that Democrats remained stuck at that meager level in the national vote for the House of Representatives. In such key swing states as Michigan, Pennsylvania, Wisconsin, and Arizona, winning Democratic Senate and gubernatorial candidates ran slightly better than that, as Biden did while carrying those states in 2020. But, again like Biden then, the exit polls found that none of them won much more than two-fifths of non-college-educated white voters, even against candidates as extreme as Doug Mastriano or Kari Lake, the GOP governor nominees in Pennsylvania and Arizona, respectively.

    The Democratic pollster Molly Murphy told me she’s relatively optimistic that Biden’s focus on creating more opportunity for workers without a college degree can bolster the party’s position with them. She said the key is not only improving living standards, but “validating that this is real work … not the consolation prize to a job that a college degree gets you.” No matter how many jobs Biden’s initiatives create, she said, “if you are treating them as lesser jobs, we are still going to have our problems from the cultural side of things.” Biden has certainly heard (or intuited) such advice. In his speeches, he commonly declares that an apprenticeship as an electrician or pipe fitter is as demanding as a college degree.

    Yet Murphy’s expectations remain limited. “Just based on the negative arc of the last several cycles,” she said, merely maintaining the party’s current modest level of support with working-class white voters and avoiding further losses would be “a win.” Matt Morrison, the executive director of Working America, an AFL-CIO-affiliated group that focuses on political outreach to nonunion working-class families, holds similarly restrained views, though he told me that economic gains could help the party more with nonwhite blue-collar voters, who are generally less invested in Republican cultural and racial appeals. No matter how strong the job market, Murphy added, Democrats are unlikely to improve much with non-college-educated workers unless inflation recedes by 2024.

    What’s already clear now is how much Biden has bet, both economically and politically, on bolstering the economic circumstances of workers without advanced education by investing literally trillions of federal dollars in forging an economy that again builds more things in America. “I don’t know whether the angry white people in Ohio, Michigan, and Wisconsin are less angry if we get them 120,000 more manufacturing jobs,” a senior White House official told me, speaking anonymously in order to be candid. “But we are going to run that experiment.”

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    Ronald Brownstein

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  • From increases in minimum wage to recreational marijuana, these new laws take effect in 2023 | CNN Politics

    From increases in minimum wage to recreational marijuana, these new laws take effect in 2023 | CNN Politics

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    CNN
     — 

    As President Joe Biden scored several legislative wins last year, voters across the country headed to the polls in November to decide on local measures.

    The passage of several of those measures will lead to new state laws this year. And Americans in 2023 will also feel the impact of several provisions in the Inflation Reduction Act that was enacted over the summer.

    Here are some of the state and federal measures set to take effect in 2023.

    Nearly half of all US states will increase their minimum wages in 2023.

    The hike went into effect in the following states on January 1: Arizona, California, Colorado, Delaware, Illinois, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, Montana, Nebraska, New Jersey, New Mexico, Ohio, Rhode Island, South Dakota, Vermont and Washington.

    Minimum-wage workers in Connecticut will have to wait until June 1 to see the increase, while the change goes into effect in Nevada and Florida on July 1 and September 30, respectively. The hike went into effect in New York on Saturday for workers outside New York City, Long Island and Westchester County.

    Of all states, Washington state has the highest minimum wage at $15.74, up from $14.49, followed by California, which now has a minimum wage of $15.50 for all workers, up from $14 for employers with 25 or less employees and $15 for employers with 26 or more employees.

    However, Washington, DC, continues to have the highest minimum wage in the country. The increase from $16.10 to $16.50 went into effect Sunday and another hike to $17 is set for July 1.

    The push for a higher wage across the country comes as the federal minimum wage has remained the same since 2009, the longest period without change since a minimum wage was established in 1938, according to the Department of Labor.

    Efforts by Democrats to pass a $15 minimum wage bill stalled in the Senate in 2021.

    Jeenah Moon/Bloomberg/Getty Images

    Five states – Arkansas, Maryland, Missouri, North Dakota and South Dakota – had recreational marijuana on the ballot in the November midterm elections, and voters in Maryland and Missouri approved personal use for those 21 and older.

    While legalization has taken effect in Missouri with an amendment to the state constitution, the Maryland law goes into effect on July 1.

    The law will also allow those previously convicted of cannabis possession and intent to distribute to apply for record expungement.

    Starting January 1, the amount of cannabis a person can possess in Maryland for a fine instead of a criminal penalty increases – from just over a third of an ounce, or 10 grams, to 2.5 ounces.

    One of the most significant victories for Biden in 2022 was the Inflation Reduction Act, a $750 billion health care, tax and climate bill, which he signed into law in August.

    As part of the legislation, the price of insulin for Medicare beneficiaries will be capped at $35 starting January 1.

    About 3.3 million Medicare beneficiaries used insulin in 2020 and spent an average of $54 per insulin prescription the same year, according to the Kaiser Family Foundation.

    The cap does not apply to those with private insurance coverage after Senate Democrats failed to get at least 10 Republican votes to pass the broader provision.

    02 new laws in 2023

    Keith Srakocic/AP

    There will be changes to the tax credits for those with electric vehicles, also thanks to the Inflation Reduction Act.

    The new rule stresses the use of vehicles that were made in North America, requiring much of their battery components and final assembly to be in the continent to be eligible for tax credits. It also mandates at least 40% of the minerals used for the battery to be extracted from the United States or a country that has free trade with the US.

    Upon meeting the requirements, new vehicles are eligible for a tax credit of up to $7,500.

    Those purchasing used electric vehicles can receive up to $4,000 in credits but it may not exceed 30% of the vehicle’s sale price.

    Initially, buyers who purchase vehicles in 2023 will need to wait to receive the tax credit when they file their tax returns for the year in 2024. But starting on January 1, 2024, electric vehicle buyers will be able to receive the money immediately, at the point of sale, if they agree to transfer the credit to their dealership.

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  • Ten Things Elon Musk Needs to Do to Fix Tesla

    Ten Things Elon Musk Needs to Do to Fix Tesla

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    Tesla had a bad year 2022. 

    On the stock market, it was a real nightmare. 

    Tesla stock lost more than 65% of its value to end the year at $123.18. It had started 2022 at $352.26. This fall translates into more than $720 billion of market capitalization which have evaporated in one year, a real disaster for shareholders.

    Elon Musk, the whimsical and charismatic CEO of the automaker attributed this stock market disaster to macroeconomic and geopolitical factors.

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  • You Can Get $7500 for Buying an EV. But You Need to Act Fast.

    You Can Get $7500 for Buying an EV. But You Need to Act Fast.

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    Tax credits for electric vehicles kick in on January 1. But the source requirements won’t go into effect until March, giving buyers a better chance to qualify.

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  • Tax credit confusion could create a rush for electric vehicles in early 2023 | CNN Business

    Tax credit confusion could create a rush for electric vehicles in early 2023 | CNN Business

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    CNN
     — 

    As the new year begins, a number of popular electric vehicles, specifically some Tesla and General Motors models, could be eligible for $7,500 worth of tax credits they weren’t eligible for in 2022. But that eligibility may last only last a few months.

    That’s because limitations on new tax credits enacted in August as part of the Inflation Reduction Act won’t be put into force all at once, the Treasury Department announced this week. That means the rules will, temporarily, be more generous, allowing higher tax credits on more electric vehicles, for the first few months of the new year.

    The US Treasury Department, which is implementing the rules, recently announced that rules for some of the new restrictions on the tax credits – including around where the vehicle’s battery pack is assembled and where the minerals used in it came from – were being postponed until at least March of 2023, when it announces proposed rules around that part of the requirements. According to language in the legislation, though, just the publication of the “proposed guidance” around these rules, which Treasury said would happen in March, will immediately trigger the reductions in tax credits. But some of the new rules are taking effect as originally scheduled in January. That leaves a roughly a three-month window in which some vehicles could be eligible for much higher tax credits than they will be eligible for later on.

    General Motors, for example, has already said that once the full restrictions come into force – whenever that happens – its electric vehicles will only quality for a $3,750 tax deduction. It’s expected to be two or three years before GM vehicles can, once again, qualify for the full $7,500 tax credit, the company has said.

    While that could create a buying opportunity in the first months of the year, the downside is that it just adds to confusion around what is already a baffling set of rules – even by tax regulation standards.

    “I was kind of hoping for more clarity, not less,” said Chris Harto, a senior policy analyst with Consumer Reports. “It seems like things just seem to get more confusing each time they say something.”

    Essentially, the tax rules are designed to incentivize automakers to make their electric vehicles and all the parts of those vehicles, as much as possible, in the United States, or in countries with which the US has trade agreements. They’re also designed so tax credits don’t go to wealthy Americans buying expensive luxury vehicles. The latest announcement, which will temporarily open up more tax credit money, is likely mostly a good thing for consumers.

    The lopsided tax credit at the start of the year is just one of several potential sources of confusion.

    Under the new EV tax credit rules, the Chevrolet Bolt EV and EUV are eligible for tax credits in the new year. They had previously been ineligible because, even though they’re built in North America – one of the requirements under the new rules – General Motors, Chevrolet’s parent company, and Tesla had long ago sold more than 200,000 plug-in vehicles. That was the limit for any given manufacturer under the outgoing tax credit requirements. New rules, enacted as part of the Inflation Reduction Act, do away with that limit, though.

    Still, not every buyer and not every electric vehicle will be eligible for credits. For instance, besides the requirement that the vehicle must be built in North America, there will be restrictions on its price, too. If it’s an SUV, its sticker price must not be higher than $80,000 and, if it’s a car, not more than $55,000.

    As a result, most Tesla models, including the Model X SUV and Model S sedan and even the Model 3, as it’s currently priced on Tesla’s web site, still won’t be eligible for tax credits. And the Mercedes EQS SUV, which is assembled in the United States and is currently eligible for tax credits, according to an IRS web site, will become ineligible in the new year.

    “It shuffles the deck as to who’s eligible, and then the deck will get shuffled again when this guidance comes out [in March],” said Harto. “And it just makes a giant mess for consumers, and automakers, and dealers.”

    Also, no flipping allowed. The person purchasing the vehicle has to be the end user. If you’re purchasing the vehicle just to immediately resell it to someone else, you can’t claim the credit.

    There are also limits on the buyer’s income. The purchaser can’t have a “modified adjusted gross income” over $150,000 for an individual, $300,000 for a couple filing jointly, or $225,000 for a single head of a household. These restrictions will keep many luxury electric vehicle buyers from getting tax credits.

    The best thing vehicle shoppers can do is ask whether the specific vehicle they’re buying qualifies for a tax credit, said Andrew Koblenz, vice president for legal and regulatory affairs at the National Automobile Dealers Association. Some vehicle models are made in more than one factory, so two identical looking electric SUVs on the same dealer lot might not both qualify or might not qualify for the same amount of credit.

    “It’s a great time to be shopping. It’s great that there will be more vehicles eligible now but you’ve still got to make sure the one you’re interested in is eligible,” Koblenz said. “You need to ask your dealer and your manufacturer that question and you’ve got to make sure that you qualify, too.”

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  • Elon Musk Warns Bankruptcy Still Hangs Over Twitter

    Elon Musk Warns Bankruptcy Still Hangs Over Twitter

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    Three months after taking control of Twitter, Elon Musk is adopting a less pessimistic tone about the future of the social network, which he defines as the Town Square of our time.

    A few weeks ago, the billionaire was worried about the financial health of the platform, which saw an exodus of advertisers, while advertising revenue constituted 91% of Twitter’s revenue in the second quarter. The rest was subscriptions. 

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  • EV maker Lucid closes $1.5 billion raise from the Saudi public wealth fund and other investors

    EV maker Lucid closes $1.5 billion raise from the Saudi public wealth fund and other investors

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    Lucid Motors CEO Peter Rawlinson claps after ringing the opening bell at the Nasdaq MarketSite as Lucid Motors (Nasdaq: LCID) begins trading on the Nasdaq stock exchange after completing its business combination with Churchill Capital Corp IV in New York City, July 26, 2021.

    Andrew Kelly | Reuters

    Electric vehicle maker Lucid Group said Monday that it has completed a planned $1.5 billion equity offering. The company first announced the offering in November, when it reported its third-quarter results.

    Lucid raised the majority of that cash, about $915 million, via a private sale of nearly 86 million shares to an affiliate of its largest investor, Saudi Arabia’s Public Investment Fund. The remaining $600 million was raised via a traditional secondary stock offering, in which Lucid sold an additional 56 million shares.

    The funding round was structured to keep the Saudi public wealth fund’s stake in Lucid at its previous level, about 62%.

    Lucid plans to use the proceeds to “further strengthen its balance sheet and liquidity position,” the company said in a statement.

    Lucid had about $3.85 billion in cash as of September 30, its most recent report.

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  • Tesla’s New Factory Location Revealed

    Tesla’s New Factory Location Revealed

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    Tesla and Elon Musk are about to keep a promise. 

    On January 26, the billionaire entrepreneur announced that the automotive group would reveal the locations of its new factories before the end of the year.

    “2022 is the year we will be looking at factory locations to see what makes the most sense with possibly some announcement by the end of this year,” said CEO Musk during the company’s 2021 fourth-quarter earnings. 

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  • Gemini Motor, Ballard Power Systems, and Chart Industries Sign Joint Development Agreement to Develop Liquid Hydrogen Fuel Cell Class 8 Trucks

    Gemini Motor, Ballard Power Systems, and Chart Industries Sign Joint Development Agreement to Develop Liquid Hydrogen Fuel Cell Class 8 Trucks

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    The overall system integration will transform the logistics industry by accelerating decarbonization and significantly reducing operational costs.

    Gemini Motor Company, Chart Industries, and Ballard Power Systems entered into an agreement to collaborate on the development of a zero-emission fuel-cell Class 8 autonomous vehicle that will be able to cover 1,000 miles in one fueling, dramatically reducing operating costs for the clean, long-haul transportation industry. 

    According to Alex Rafiee, Gemini‘s CEO, “Both Ballard and Chart are the industry leaders in their sectors, and we are confident our integrated solution will be a significant step forward for the industry.”

    This range breakthrough is possible due to the high energy density of liquified hydrogen and the ability to store it on-board Gemini’s specially designed trucks. Liquid hydrogen has higher energy density than its gaseous form typically compressed at 350 and 700. Cryogenic tanks that store liquid hydrogen can operate at atmospheric pressure, which makes them inherently safer for transport and more efficient in achieving longer driving ranges while maintaining an optimal gross vehicle weight. 

    The benefits of fueling liquid hydrogen from a refueling station to a liquid hydrogen on-board tank include removing prohibitive cost burdens and allowing ultra-fast refueling times on parity with diesel.  On-board storage tanks streamline the dispensing process by eliminating the need for compression and, as a result, remove prohibitive capital and operational costs associated with compressors.

    In addition to the significant reduction in carbon emissions from the use of liquid hydrogen and the unique design, Gemini plans to, over time, introduce an autonomous model of the same vehicle with increased space for additional fuel and additional efficiency from AI-directed operations that will extend the range up to 1,400 miles.

    Along with Gemini Motor’s recent agreement with a green hydrogen provider for low-cost liquid hydrogen, the development of this platform is poised to move deliberately toward a low-cost, efficient goods-movement future. Gemini will provide customers with a “Transportation-as-a-Service” model, including a plan for first rollout of test vehicles and demonstration fleets in 2023. After successful trials, the company intends to work on the launch of Gemini Motor’s commercial service with hundreds of vehicles by 2025. 

    Chart Industries, Inc. is a leading independent global manufacturer of highly engineered equipment servicing multiple applications in the Energy and Industrial Gas markets. Ballard Power Systems delivers fuel cell power for a sustainable future of the planet. Ballard zero-emission PEM fuel cells are enabling electrification of mobility, including buses, commercial trucks, trains, marine vessels, and stationary power generation.

    In the first phase of the collaboration, Gemini will integrate Chart’s liquid fuel on-board storage systems and Ballard’s advanced FCmoveTM fuel cell in a class 8 vehicle to validate a multi-component integration system. Gemini intends to demonstrate a vehicle with an unprecedented zero-emission range suited for long-haul logistics in countries such as the U.S., Canada, and Australia. At commercial scale, Gemini seeks to operate thousands of such vehicles in a hub-to-hub model across multiple cities and provide transportation-as-a-service business to shippers and carriers. 

    Ballard fuel cells currently power approximately 3,500 buses and trucks, providing zero-emission mobility solutions in nearly a dozen countries around the world with more than 100 million combined zero-emission kilometers driven. There is no other fuel-cell system provider with more heavy-duty on-the-road miles than Ballard, proving the extraordinary maturity and durability of their solution.

    “We are excited about this agreement, as it represents extensive consideration and collaboration regarding partners. To accelerate decarbonization of the transportation sector, driving range is key. With longer ranges, the number of fuel stations needed drops exponentially while utilization of every unit rises, hence accelerating the adoption of zero emission transport. We achieve this long driving range with Ballard’s powerful fuel cells combined with the unique liquid hydrogen tank storage from Chart,” said Rafiee.

    Ballard’s mission is to deliver fuel-cell expertise toward valuable and innovative solutions globally. “We consider agreements like the one with Chart and Gemini critical to advancing clean and innovative transportation. Both Gemini and Chart align with Ballard’s company values and have the right mix of talent, innovation, and know-how to make great strides in this space,” stated Marc Niefer, General Manager, Business Unit Trucks and Vice President Customer Care of Ballard.

    Chart Industries is a global leader in the design, engineering, and manufacturing of process technologies and equipment for the Nexus of Clean™ — clean power, clean water, clean food, and clean industrials, regardless of the molecule. While Chart services a global, diverse set of end markets, their reputation for quality, excellence in ESG, and forming strategic partnerships is well-known.  “At Chart, we’re proud to be at the forefront of the clean energy transition, and we’re excited to team up with two industry leaders, Ballard and Gemini, to accelerate decarbonization in the long-haul trucking space,” said Jill Evanko, CEO of Chart Industries. 

    About Gemini Motor

    Los Angeles, California-based Gemini Motor is a cleantech company building zero-emission semi-trucks powered by hydrogen fuel cells. Gemini will operate a fleet of autonomous and non-autonomous Class 8 trucks in a hub-to-hub model and provides transportation-as-a-service to its clients. Gemini RoboTruck will have a range of up to 1,400 miles and can be refueled in less than 20 minutes. For more information, visit www.geminimotor.com.

    About Ballard

    Ballard Power Systems’ (NASDAQ: BLDP; TSX: BLDP) vision is to deliver fuel cell power for a sustainable planet. Ballard zero-emission PEM fuel cells are enabling electrification of mobility, including buses, commercial trucks, trains, marine vessels, and stationary power. To learn more about Ballard, please visit www.ballard.com.

    About Chart

    Chart Industries, Inc. is a leading independent global manufacturer of highly engineered equipment servicing multiple applications in the Energy and Industrial Gas markets. Our unique product portfolio is used in every phase of the liquid gas supply chain, including upfront engineering, service, and repair. Being at the forefront of the clean energy transition, Chart is a leading provider of technology, equipment and services related to liquefied natural gas, hydrogen, biogas and CO2 Capture amongst other applications. We are committed to excellence in environmental, social, and corporate governance (ESG) issues both for our company as well as our customers. With over 25 global manufacturing locations from the United States to China, Australia, India, Europe, and South America, we maintain accountability and transparency to our team members, suppliers, customers, and communities. To learn more, visit www.chartindustries.com.

    For more information, press only: 
    Adi Liberman
    818-257-0906
    adi@eoscal.com

    For more information on the product: 
    Ken Chawkins
    Business Development
    818-422-7412
    ken@geminimotor.com

    www.geminimotor.com

    Source: Gemini Motor Company

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