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Tag: Roads

  • Major events to impact DC traffic starting Sunday – WTOP News

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    Expect road closures and rerouting on D.C. streets this week due to the Chinese New Year parade on Sunday and the President’s State of the Union address on Tuesday.

    Expect road closures and rerouting on D.C. streets this week due to the Chinese New Year parade on Sunday and the President’s State of the Union address on Tuesday.

    Sunday — Chinese New Year Parade

    On Sunday, Feb. 22, at 2 p.m. traffic patterns will be adjusted for the Annual Chinese Lunar New Year Parade in Downtown D.C. The parade, celebrating the Year of the Horse, will feature cultural and community performances and a firecracker show during the grand finale on H Street.

    The following streets will be posted as Emergency No Parking on Sunday, Feb. 22, from 6 a.m. to 6 p.m.:

    • H Street from 6th Street to 7th Street NW
    • I Street from 5th Street to 8th Street NW
    • 8th Street from I Street to G Street NW
    • G Street from 8th Street to 7th Street NW
    • 7th Street from G Street to I Street NW
    • 6th Street from H Street to Massachusetts Avenue NW

    The following street will be closed to vehicle traffic on Sunday from approximately 9 a.m. to 6 p.m.:

    • H Street from 6th Street to 7th Street NW

    The following street will be closed to vehicle traffic on Sunday from approximately 9 a.m. to 4 p.m.:

    • I Street from 5th Street to 7th Street NW
    • 6th Street from H Street to Massachusetts Avenue, NW

    The following streets will be closed to vehicle traffic on Sunday from approximately 1 p.m. to 4 p.m.:

    • G Street from 7th Street to 9th Street NW
    • H Street from 5th Street to 9th Street NW
    • I Street from 6th Street to 9th Street NW
    • 6th Street from F Street to Massachusetts Avenue NW
    • 7th Street from F Street to Massachusetts Avenue NW
    • 8th Street from G Street to I Street NW

    For timely traffic information, check for updates here.

    Tuesday — State of the Union address

    On Tuesday at 9 p.m., expect road closures as President Donald Trump delivers the State of the Union address.

    Roads will temporarily close around the U.S. Capitol and traffic will be redirected.

    From 12:01 a.m. until the conclusion of the event, the following roads will be closed to the public:

    • First Street between Constitution Avenue, NW, and Independence Avenue SW
    • Pennsylvania Avenue between 3rd Street NW, and First Street NW
    • Maryland Avenue between 3rd Street, SW, and First Street SW

    From 1 p.m. until the conclusion of the event, the following roads will be closed to the public:

    • First Street between Constitution Avenue NE, and Independence Avenue SE
    • East Capitol Street between First Street and 2nd Street

    From 5:30 p.m. until the conclusion of the event, the following roads will be closed to the public:

    • Constitution Avenue between Louisiana Avenue NW, and 2nd Street NE
    • Independence Avenue between Washington Avenue SW, and 2nd Street SE
    • First Street between Constitution Avenue, NW and Louisiana Avenue NW
    • First Street between the Rayburn House Office Building garage entrance and Independence Avenue SW
    • D Street between First Street NE, and 2nd Street NE
    • Maryland Avenue between First Street NE, and Constitution Avenue, NE
    • New Jersey Avenue between C Street, NW, and Constitution Avenue, NW
    • From 7 p.m. until the conclusion of the event, the following roads will be closed to the public:
    • First Street between Columbus Circle NE, and D Street NE
    • D Street between Louisiana Avenue NW, and First Street NE
    • Delaware Avenue between Columbus Circle NE, and D Street NE
    • 2nd Street between Constitution Avenue, NE, and Independence Avenue SE
    • Constitution Avenue between 3rd Street NW, and Louisiana Avenue NW
    • First Street between C Street, NW, and Louisiana Avenue NW
    • Independence Avenue between 3rd Street, SW, and Washington Avenue SW
    • Washington Avenue between Independence Avenue SW, and C Street SW
    • 2nd Street between Washington Avenue, SW, and C Street SW

    Tour Bus Rerouting

    From 12:01 a.m. until 11 p.m., tour buses will be rerouted away from the Capitol Complex for passenger loading and unloading.

    You can find additional road closure information about this National Special Security Event at nsse.dc.gov.

    Get breaking news and daily headlines delivered to your email inbox by signing up here.

    © 2026 WTOP. All Rights Reserved. This website is not intended for users located within the European Economic Area.

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    LaDawn Black

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  • What If the Sensors on Your Car Were Inspecting Potholes for the Government? Honda Found Out

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    Modern cars are already equipped with various cameras and sensors monitoring other vehicles, cyclists and pedestrians to minimize or prevent collisions with them, and there’s more of that technology coming rapidly, especially with autonomous taxis. But what if that existing technology could report bad potholes or even deficient lane markings and signage? Honda found out.

    With an extensive manufacturing and development hub in Ohio, Honda partnered with the DriveOhio division of the Ohio Department of Transportation for a two-year study that evaluated whether vehicle-generated data would be effective to report roads in need of repair or deficient signage and directions to the transportation agency. The two-year pilot program, also in partnership with the University of Cincinnati, Parsons Corporation and i-Probe Inc, involved Ohio DOT workers driving Hondas equipped with various cameras and Lidar to cover about 3,000 miles of roads in the state.

    Honda started a prototype Proactive Roadway Maintenance System in 2021, with that program set up to detect problems including poor road quality for any vehicle type, damaged guardrails or road barriers, steep or deteriorating shoulder drops, and even insufficient or missing road striping and damaged or worn signage.

    “Production vehicle sensors are designed primarily for driving and safety – not for asset monitoring – but their ability to collect data continuously during daily driving creates unique value at scale,” Daisuke Oshima, president and CEO of i-Probe, said Thursday in a statement. “Unlocking that value requires analytics specifically designed to account for these characteristics, and this project shows how vehicle sensor data can complement existing inspection programs and support more proactive asset management.”

    Human employees verified what the cameras picked up and reported to the transportation department using Parsons’ technology and i-Robot verified the data and more subjective critiques of road roughness and quality of the lane markings and signage. Ultimately, the program proved successful 99% of the time for finding damaged or hidden signs, 93% for damaged guardrails and 89% for potholes, according to Honda.

    “By using real-time vehicle data to detect road hazards and infrastructure issues, Honda, ODOT and our project partners are demonstrating how smarter, adaptive solutions can enhance safety, reduce costs and enhance safety for everyone sharing the road,” Sue Bai, chief engineer, Sustainability and Business Development at American Honda, said in a statement Thursday.

    Honda said that Ohio’s DOT could save $4.5 million in road-related maintenance costs with the system because of a reduction in time spent on manual inspections, better repair scheduling and better planning for preventative maintenance. The automaker says it wants the next phase of testing to find ways for its drivers to anonymously share data with the correct agency and report problems with roads traveled, or to find areas that could need repair in the future.

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    Zac Estrada

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  • How bad is Texas traffic, really? Here’s a reality check

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    During the holiday season, eyes will be on our airports, which are expected to see some of the largest crowds of the year. But you can expect Texas roadways to be filled with a fair number of merry travelers, too, resulting in congestion and, undoubtedly, frustration.

    And when that frustration builds, there will be those who question the sanity of our state’s highway system (to say nothing of the drivers themselves), raising an interesting question: Are Texas roads as bad as we sometimes think they are?

    David Schrank, a research scientist and the head of the Texas A&M Transportation Institute, has studied mobility for more than 30 years, and he said our roads aren’t as bad as drivers sometimes like to think.

    First, Schrank said the state of Texas, with voter approval, has invested heavily in improving the transportation infrastructure over the past 10 years through ballot initiatives such as Proposition 1 and Proposition 7, both of which earmarked funding for hundreds of road projects aimed at reducing traffic congestion.

    There is also the ongoing Texas Clear Lanes congestion reduction initiative, introduced by Gov. Greg Abbott in 2015. In Tarrant County, four Texas Clear Lanes projects have been completed on Loop 820, Jacksboro Highway, and Texas 121. The construction on Interstate 20 east of Fort Worth and the work around the I-20/I-30 convergence west of the city is also part of the Texas Clear Lanes initiative.

    “It’s more efficient now at moving traffic than it was a decade earlier,” Schrank said of Texas’ major roadway system. “For every mile you drive, there’s a certain amount of average delay you face. That number is actually slightly lower than it was in the past.”

    In addition to road projects, Schrank said changing traffic patterns have also improved roadway flow. Many people have more flexibility now when it comes to where and when they work, which has impacted traditional rush hour congestion.

    “We’re not slogging to work at 6 in the morning and slogging home at 6 in the evening like we did a decade ago,” said Schrank.

    Texas road conditions

    While he said traffic congestion has generally gotten better, Schrank added that you still see a lot of construction on Texas roads, which, of course, results in delays.

    Some of that work is related to roadway expansion, but some of it is routine maintenance to fix things like potholes and cracks.

    According to U.S. Bureau of Transportation statistics, roughly 77% of all Texas road miles are in acceptable condition. Texas ranks 33rd out of the 50 states, the District of Columbia and Puerto Rico in that measure.

    But in their Infrastructure Report Card, the American Society of Civil Engineers (ASCE) said nearly 90% of Texas interstate and state highway pavement is in good condition or better.

    Austin Messerli, a senior engineer and a member of the ASCE, said Texas’ report card grade for roads has improved slightly from a D-plus to a C-minus over the past four years, which is better than the overall D-plus on the nationwide report card.

    Messerli said report card grades were based on things like road conditions, capacity, funding and expected future needs and resiliency.

    Asked why Texas roads were better relative to those in other states, Messerli, like Schrank, said state funding had a lot to do with it. He also said local municipalities are also making more of a concerted effort to improve road conditions and mitigate congestion.

    “Cities and counties are stepping up to take on more infrastructure development because it impacts quality of life,” said Messerli. “They’re stepping up on the maintenance side and stepping up improvement projects.”

    Arlington motorists navigate a southbound I-30 entrance ramp near Ballpark Way.
    Arlington motorists navigate a southbound I-30 entrance ramp near Ballpark Way. Star-Telegram archive image Fort Worth Star-Telegram

    As Texas’ population grows, Messerli said that focus on continuing improvement will be critical. By 2035, Texas’ overall personal auto traffic is expected to be 66% higher than it was in 2008, said Messerli. Over that same span, commercial truck traffic could grow by as much as 123%.

    All those cars and trucks contribute to more wear and tear on Texas roadways, which could result in degradation without consistent maintenance and a little foresight in terms of designing more resilient roads.

    But what about my commute?

    As you read this glowing review of Texas roads, you might be rolling your eyes while thinking about your own morning and afternoon commutes, when those long streams of brake lights so often extend before you as far as the eye can see.

    Texas is experiencing a growth boom, with roughly 1,500 new residents arriving each day, Schrank said, and that’s naturally going to contribute to road congestion.

    Schrank said new transportation infrastructure usually follows population growth, not the other way around, creating tension.

    The Texas A&M Transportation Institute annually puts out its list of the 100 most congested road segments in Texas. The most seriously congested segments create well over a million hours of driver delays in a year, resulting in tens of millions of dollars in congestion costs, stemming from things like increased fuel consumption and wasted time.

    Seven of the 10 worst road segments on that list are in the Houston area. Only one in the top 10 is in Tarrant County, that stretch of Interstate 35W between I-30 and State Highway 183 that commuters heading to and from downtown Fort Worth know and loathe.

    But while acknowledging that Texas traffic is an issue, Schrank said it may not be as terrible as we perceive it to be.

    He said people tend to have selective memories when it comes to traffic. The bad days are seared into their minds, but they often forget about all the times when congestion is minimal.

    “I would say when you actually do the math, things are better here in the last year or two than they were for us six or eight years ago,” Schrank said.

    It’s hard to convince people of that, though, added Schrank. He said when someone is sitting in gridlock traffic, they’re naturally going to feel as though there’s a problem with the road system. But what they don’t see is the traffic an hour before or after them, when it could be moving along just fine.

    Take that for what it’s worth. As you’re setting off en route to grandmother’s house this holiday season, brace yourselves for crowded roads, but perhaps also take a moment to appreciate the stretches that aren’t overly congested.

    Maybe, as is the case with most things, there are two ways of looking at Texas roads, and slight change in perception can make all the difference.

    Matt Adams

    Fort Worth Star-Telegram

    Matt Adams is a news reporter covering Fort Worth, Tarrant County and surrounding areas. He previously wrote about aviation and travel and enjoys a good weekend road trip. Matt joined the Star-Telegram in January 2025.

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    Matthew Adams

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  • Tech curbing wrong-way driving

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    A trek by state Senate Minority Leader Bruce Tarr, R-Gloucester, and local leaders over the bridge to Connecticut recently may make Bay State highways safer from wrong-way drivers.

    Tarr’s visit to the Connecticut Department of Transportation’s Highway Operations Center in Newington to see a potential technological solution to the problem comes after a driver is accused of heading north on Route 128 south on the A. Piatt Andrew Bridge and colliding with a car carrying four young adult Gloucester residents.

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    Ethan Forman may be contacted at 978-675-2714, or at eforman@northofboston.com.

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    By Ethan Forman | Staff Writer

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  • PBOT Warns Drivers to Watch for Ponds and Slick Spots with Heavy Rains & Winds – KXL

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    PORTLAND, Ore. — The Portland Bureau of Transportation is reminding drivers to use extra caution over the next several days with the forecasted strong rain and winds.

    PBOT says ponds can appear on the roads in spots in a hurry with strong fall storms.  Especially when the storm is one of the first big ones of the season and there are a lot of leaves that still need to come off trees.

    They say sometimes ponds can appear because of leaves blocking storm drains.  Other times it’s due to construction or just the shape of the roads working together with gravity.

    When in doubt, they say it’s best just to use caution, slow down and call the city if you notice any particularly bad spots.

    More about:

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    Brett Reckamp

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  • Repairs on I-95 Lowell Street bridge to affect rail trail

    Repairs on I-95 Lowell Street bridge to affect rail trail

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    PEABODY — A stretch of the Peabody Independence Greenway will see temporary traffic controls put up around Lowell Street near Interstate 95 beginning Monday, July 8.

    Bridge substructure repair work on the I-95 bridge over Lowell Street will take place between 7 a.m. and 3:30 p.m. Mondays through Fridays until the repairs are completed, the Massachusetts Department of Transportation said in a statement.

    Traffic on I-95 should not be impacted by the work.

    The shared use path on the Kristen Crowley Spur Trail, a 3/4-mile stretch of the greenway, will have a reduced width for pedestrians while work is underway, but it will remain open. Signage will guide pedestrians through that section of the trail for the duration of the project.

    Drivers on Lowell Street should reduce speed and use caution, MassDOT said. Fencing repairs on the underside of the bridge will require short-term night work on Lowell Street.

    More work to rehabilitate the bridge’s joints and to repaint the structure will take place at a later date, MassDOT said.

    For more information on traffic conditions, visit www.mass511.com.

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    By News Staff

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  • Clark Street Outdoor Dining to Return Without Pedestrianized Roads

    Clark Street Outdoor Dining to Return Without Pedestrianized Roads

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    The city has modified the Clark Street outdoor dining program, a saga that has gripped River North restaurant owners, the area’s alderman, and residents torn between enjoying the city’s few scant weeks of al fresco dining in the summer and those who abhor the season’s traffic jams.

    Mayor Brandon Johnson is allowing restaurants to expand sidewalk patios, but won’t close Clark, between Grand and Kinzie, to auto traffic: “The format will give participating restaurants extra capacity and create an inviting outdoor space for dining while taking into account the need for accessibility and traffic flow in the River North community,” a news release sent by the mayor’s office reads.

    The city, following others across the country, pedestrianized streets as the pandemic safeguards closed dining rooms in 2020 and 2021. Restaurants lucky enough to be in those areas saw a boost in business. The city, under former Mayor Lori Lightfoot, saw it as a way to bring energy to Downtown Chicago; most workers were staying at home and keeping offices empty. But those away from Clark saw it as an unfair advantage — they couldn’t expand their seating and it made it harder for customers to get to their establishments. They wanted the program to sunset to restore balance. While supporters enjoyed the European open market feel of the pedestrianized streets, objectors didn’t say they signed up for summer festival traffic 24/7.

    It’s not a perfect compromise, especially when bicycles and delivery drivers are concerned. But the program has been saved through October meaning the debate will reignite in 2025.

    Cook County punts on tipped minimum wage

    As Chicago has voted toward phasing out the tipped minimum wage, Cook County lawmakers are punting, pushing the state to make a decision. Earlier this week, county commissioners approved a resolution in supporting the state’s efforts to abolish the tipped minimum wage, the subject of a nationwide progressive campaign, backed by One Fair Wage. While the county didn’t follow Chicago’s lead, the resolution — more of a symbolic action — calls attention to the debate in Springfield. The state minimum wage is $14 per hour, and the so-called subminimum wage is $8.40; certain municipalities, if they’re large enough — like Chicago — can create laws that supersede the state’s jurisdiction. Legally, workers won’t get paid that lower wage with the gap paid by tips, which can be likened to a government subsidy for restaurants. Why would the county push this to the state level? Perhaps they wanted to avoid a piecemeal solution, wanting the state to create uniformity.

    AAPI Restaurants Week starts

    Today marks the first day of the third-annual AAPI Restaurants Week, a celebration of restaurants owned by Asian Americans — not everyone is serving and selling Asian food. The restaurants may offer discounts, a prix fixe menu, or donate money to a charity of their choice. The event, which goes from Friday, May 17 through Sunday, May 26, is hosted by OCA-Asian Pacific American Advocates, Look for places like Thattu, Verzanay, Bites, Laos to Your House, Side Practice Coffee, and more.

    The Cubs turn to Alpana

    Alpana Singh, the proprietor of Alpana in Gold Coast and the longtime host of Check, Please!, will hurl the ceremonial first pitch on Sunday at Wrigley Field before the Cubs take on the Pittsburgh Pirates. The Pirates were coincidentally the subject of Disney’s Million Dollar Arm. Singh tells Eater the team called her to celebrate AAPI month. She adds her career as a master sommelier, which involves opening and pouring many bottles of wine, has primed her for this moment with her pitching arm ready.

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    Ashok Selvam

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  • Street sweeping is back

    Street sweeping is back

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    Street sweeping in Elyria Swansea.

    Kevin J. Beaty/Denverite

    This is your reminder: Street sweeping season begins on Tuesday, April 2.

    So if you’d rather not contribute to that rather large pool of fines, start reading your local street signs! (You can also type an address into this handy tool to see what the deal is.)

    How many street-sweeping tickets does Denver issue each year? How much money does the city make?

    Denver issued 152,177 tickets in 2023 for people parked in street sweeping zones, down 2% from 2022. If all of those $50 tickets were paid on time, that adds up to $7,608,850 for city coffers.

    Did you guess correctly? Please reward yourself with a cookie!

    Why does Denver street sweep, anyway?

    Denver’s Department of Public Transportation and Infrastructure (DOTI ) would like you to know that street sweeping is an environmental measure. Here’s a statement from DOTI spokesperson Nancy Kuhn:

    “Denver’s annual street sweeping program removes dirt and debris off city streets, keeping it out of our air and water and making our environment cleaner and healthier. Denver asks residents to move their cars on their street sweeping day so the sweepers can reach all the way to the curb line where dirt accumulates. The removal of debris also prevents storm sewer inlets from getting clogged. DOTI also reminds people not to sweep leaves into the street.”

    DOTI once brought us into their cool, Gotham-style building above the South Platte River to talk to us about this seasonal phenomenon, and told us their dust munchers pick up enough crud to fill Coors Field nine feet deep.

    Another fun fact: We once used horses to do this dirty work. Just take a look:

    View of a horse-drawn street sweeping wagon at 8th and Larimer Streets in Denver, Colorado. The driver smokes a cigarette, April 1919. (Mile High Photo Company/Denver Public Library/Western History Collection/X-23689)

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  • In Northern Ireland, ‘a Protestant state’ finally has a Catholic leader

    In Northern Ireland, ‘a Protestant state’ finally has a Catholic leader

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    Demands and priorities

    Britain is providing the executive an extra £3.3 billion to start patching holes in services and pay long-delayed wage hikes that just triggered the biggest public sector strike in Northern Ireland’s history. The trouble is, the head of Northern Ireland’s civil service, Jayne Brady, has already told the new leaders that these eye-watering sums are still too small to pay the required bills. The U.K. expects Stormont to raise regional taxes, something local leaders have been loath to do.

    If anything can unite unionist and republican politicians, it’s their shared demand for the U.K. Treasury to keep sending more moolah — even though the British government already has committed to pay Northern Ireland over the odds into perpetuity at a new rate of £1.24 versus an equivalent £1 spent in England.

    Money demands and spending priorities should underpin short-term stability at Stormont. But a U.K. general election looms within months and DUP leader Jeffrey Donaldson wants to reverse his party’s losses to Sinn Féin. That could be complicated by the fact that he’s just compromised on Brexit trade rules in a fashion that distresses and confuses many within his own divided party, leaving him vulnerable.

    To strengthen his leadership, Donaldson boosted pragmatic allies and sought to neuter less reasonable opponents in Saturday’s DUP moves at Stormont.

    The assembly’s new non-partisan speaker will be DUP lawmaker Edwin Poots, who defeated Donaldson for the party leadership in 2021 only to be tossed out almost immediately.

    That move puts Poots — who used his previous role as Stormont’s agriculture minister to block essential resources for the required post-Brexit checks at ports — into a new strait-jacket of neutrality.

    Little-Pengelly, by contrast, is one of Donaldson’s most trusted lieutenants and a Stormont insider. He put her into his own assembly seat when, shortly after the 2022 election, Donaldson dumped it in favor of staying an MP in London.

    While Stormont is never more than one crisis away from another collapse, for Saturday, peace reigned — and an Irish republican, committed to Northern Ireland’s eventual dissolution, is in charge of making the place work.



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    Shawn Pogatchnik

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  • French farmers plan ‘siege’ of Paris despite government concessions

    French farmers plan ‘siege’ of Paris despite government concessions

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    The French government rushed to appease the country’s farmers on Sunday in a last-ditch bid to prevent a major blockade of the French capital this week. But agriculture union leaders showed no signs of backing down from their ongoing protests over a range of grievances related to taxes, regulations and prices.

    Freshly minted French Prime Minister Gabriel Attal spent Sunday visiting a cattle farm in Indre-et-Loire, as Agriculture Minister Marc Fesneau promised new measures would be unveiled as soon as Tuesday to address farmers’ concerns at both the EU and national level.

    The ministers are trying to head off a promised “siege” of Paris by the farmers, with major roads around France already facing blockages.

    Attal acknowledged Sunday that longstanding rules have been throwing “sticks in the wheels” and heaping new burdens on farmers over recent decades, and lamented that politics seemed to be pitting farmers against the environment. While he announced some concessions on Friday, Attal said he was well aware that the government had not yet addressed the issues at the root of the farmers’ grievances.

    Key agriculture union leaders seemed unimpressed by the government’s promises. Plans for a full-scale action haven’t changed, said Arnaud Rousseau, head of the FNSEA farmers’ union. Speaking to BFMTV from a barricade near Beauvais, north of Paris, Rousseau told farmers to rest up ahead of a week “full of dangers.”

    Discontent among farmers has boiled over into major protests around Europe, driven by complaints about environmental regulations and increases in taxes on diesel fuel. Despite significant subsidies from the EU’s Common Agriculture Policy, far-right political groups have increasingly sought to capitalize on farmers’ anger by linking their concerns to EU technocrats and foreign migrants.

    Marine Le Pen, head of the far-right National Rally party, also met with farmers on Sunday, questioning whether the government wants to “eradicate” French agriculture to further globalization.



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    Sarah Wheaton

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  • Poland reaches deal with farmers to call off blockade of Ukraine border crossing

    Poland reaches deal with farmers to call off blockade of Ukraine border crossing

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    Polish farmers ended a blockade of a Poland-Ukraine border crossing after reaching an agreement with Warsaw that met their demands, defusing a dispute that had become an early test of the new government of Prime Minister Donald Tusk.

    Newly appointed Polish Agriculture Minister Czesław Siekierski signed the deal with Polish farmers blockading the Medyka-Shehyni border crossing with Ukraine late Saturday. The protest — which started over a month ago — was called off on December 24 following an agreement with the government, but it resumed on Wednesday amid farmers’ mistrust over the deal.

    Farmers accused the new Polish government of failing to defend them against Ukrainian grain imports, but also demanded a series of financial support measures. Saturday’s deal finally implemented those financial demands — which include launching corn production subsidies, maintaining agricultural taxes at 2023 levels and increasing preferential liquidity loans — but didn’t include restrictions on Ukraine imports.

    The measures “will be implemented after the legislative process is completed and acceptance by the European Commission is obtained,” the Polish Agriculture Ministry said.

    Despite calling off the blockade, protesting farmers said that the “most important” demand now is “to limit the inflow of goods from Ukraine.” EU Agriculture Commissioner Janusz Wojciechowski told Polish media on Friday that he would demand an EU-wide restriction on items like sugar, eggs and poultry from Ukraine.

    “These imports are growing in a way that threatens the competitiveness of the EU sector, including Polish poultry and sugar production,” he said. The Polish commissioner has already clashed with other members of the European Commission over full trade liberalization with Ukraine, which the EU executive is expected to recommend as early as next week.

    “Ukraine is such a country that they just want to take, take, take, and give nothing back,” Roman Kondrów, one of the protest leaders, told POLITICO by phone on Thursday, warning about the risks of allowing the country to join the EU without restrictions.

    In the meantime, Polish truckers are continuing to protest as they want the government to end an EU-Ukraine agreement that liberalized road transport rules in an effort to help the Ukrainian economy, crippled by the Russian invasion.

    Underpinning the narratives of both groups are doomsday scenarios about the impact on Poland of Ukraine one day becoming a member of the EU. At a summit in December, EU leaders agreed to open accession talks with Ukraine.

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    PAULA ANDRéS

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  • Putin’s buddy Orbán pushes EU to the brink over Ukraine

    Putin’s buddy Orbán pushes EU to the brink over Ukraine

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    Hungarian Prime Minister Viktor Orbán regularly pushes the EU to the cliff edge, but diplomats are panicking that his hostility to Ukraine is now about to finally kick the bloc over the precipice.

    A brewing political crisis is set to boil over at a summit in mid-December when EU leaders are due to make a historic decision on bringing Ukraine into the 27-nation club and seal a key budget deal to throw a €50 billion lifeline to Kyiv’s flailing war economy. The meeting is supposed to signal to the U.S. that, despite the political distraction over the war in the Middle East, the EU is fully committed to Ukraine. 

    Those hopes look likely to be knocked off course by Orbán, a strongman who cultivates close ties with Russian dictator Vladimir Putin and who is widely seen as having undermined democracy and rule of law at home. He is demanding the whole political and financial process should be put on ice until leaders agree to a wholesale review of EU support for Kyiv.

    That gives EU leaders a massive headache. Although Hungary only represents 2 percent of the EU population, Orbán can hold the bloc hostage as it is supposed to act unanimously on big strategic decisions — and they hardly come bigger than initiating accession talks with Ukraine.

    It’s far from the first time Orbán is throwing a spanner in the works of the EU’s sausage making machine. Indeed, he has been the most vocal opponent of sanctions against Russia ever since Putin’s annexation of Crimea in 2014. But this time is different, EU diplomats and officials said. 

    “We are heading toward a major crisis,” one EU official said, who was granted anonymity to discuss confidential deliberations. One senior EU diplomat warned this could become “one of the most difficult European Councils.”  

    Orbán is playing the long game, said Péter Krekó, director of the Budapest-based Political Capital Institute. “Orbán has been waiting for Europe to realize that it’s not possible to win the war in Ukraine and that Kyiv has to make concessions. (…) Now, he feels his time is coming because Ukraine fatigue is going up in public opinion in many EU countries.”

    In theory, there is a nuclear option on the table — one that would cut Hungary out of EU political decisions — but countries feel that emergency cord is toxic because of the precedent it would deliver on EU disunity and fragmentation. For now, the European leaders seem to be taking to their usual approach of fawning courtship of the EU’s bad boy to try to coax out a compromise.

    European Council President Charles Michel, whose job it is to forge deals between the 27 leaders, is leading the softly-softly pursuit of a compromise. He travelled to Budapest earlier this week for an intense two hour discussion with Orbán. While the meeting did not reach an immediate break-through, it was useful to understand Orbán’s concerns, another EU official said.

    It’s all about the money

    Some EU diplomats interpret Orbán’s threats as a strategy to raise pressure on the European Commission, which is holding back €13 billion in EU funds for Hungary over concerns that the country is falling foul of the EU’s standards on rule of law. 

    Others however said it’s a mistake not to look beyond the immediate transactional tactics. Orbán has long been questioning the EU’s Ukraine strategy, but was largely ignored or portrayed as a puppet for Russian President Vladimir Putin. 

    “We were watching it, amazed, but maybe we didn’t take enough time to actually listen,” a second senior EU diplomat acknowledged.

    Some EU diplomats interpret Orbán’s threats as a strategy to raise pressure on the European Commission | Peter Kohalmi/AFP via Getty Images

    Increasingly, the leader of the Fidesz party has been isolated in Brussels. Previous peacemakers such as former German Chancellor Angela Merkel or other Orbán-whisperers from the so-called Visegrád Four — Slovakia, Poland, Hungary and the Czech Republic — are no longer there. The expected comeback of Donald Tusk for Poland, a pro-EU and anti-Russian leader, will only heighten Orbán’s status as the lonely, defiant hold-out.

    “There is no one left to talk sense into Orbán,” a third EU official said. “He is now undermining the EU from within.”

    Guns on the table

    As frustration grows, the EU is weighing how to deal with the Hungarian threats.

    In theory, Brussels could come out with the big guns and use the EU’s so-called Article 7 procedure against Hungary, used when a country is considered at risk of breaching the bloc’s core values. The procedure is sometimes called the EU’s “nuclear option” as it provides for the most serious political sanction the bloc can impose on a member country — the suspension of the right to vote on EU decisions.

    Because of those far-reaching consequences, there is reticence to roll out this option against Hungary. When EU leaders brought in “diplomatic sanctions” against Austria in 2000, the day after the party of Austrian far-right leader Jörg Haider entered the coalition, it backfired. Many Austrians were angry at EU interference and anti-EU sentiment soared. Sanctions were lifted later that year. 

    There is now a widespread feeling in Brussels that Article 7 could create a similar backlash in Budapest, fueling populism and in the longer term potentially even trigger a snowball effect leading to an unintended Hungarian exit of the bloc.

    Given those fears, diplomats are doubling down on ways to work around a Hungarian veto.

    One option is to split the €50 billion from 2024 to 2027 for Ukraine into smaller amounts on an annual basis, three officials said. But critics warn this option would fall short in the goal of offering greater predictability and certainty to Ukraine’s struggling public finances. It would also send a bad political signal: if the EU can’t make a long term commitment to Ukraine, then how can it ask the U.S. to do the same? 

    The same dilemma goes for the EU’s planned military aid. EU countries could use bilateral deals rather than EU structures such as the European Peace Facility to send military aid to Ukraine — effectively freezing out Budapest. Yet this would mean that the EU as such plays no role in providing weapons, an admission of impotence that is hard to swallow and hurts EU unity toward Kyiv.

    It’s “obvious” that concern is growing about EU political support for Ukraine, Lithuania’s Foreign Minister Gabrielius Landsbergis told POLITICO. “At first it’s Hungary, now, more countries are doubtful whether there’s a path.” 

    Asked about Hungary’s objections, Ruslan Stefanchuk, the chairman of Ukraine’s parliament, told POLITICO: “Ukraine is going to the European Union and Ukraine has followed all the recommendations (…) I want to make sure that all member states respect the progress that Ukraine has demonstrated.” 

    The long game 

    That leaves one other default option, and it’s an EU classic: kicking the can down the road and pushing key decisions on Ukraine policy to early next year. Apart from Hungary, Berlin is also struggling with the consequences of Germany’s top court wiping out €60 billion from a climate fund — thus creating a huge hole in its budget. 

    Hungarian PM Viktor Orbán, center, during a summit in Brussels | Nicolas Maeterlinck/Belga via AFP/Getty Images

    Such a delay would also lead to stories about fractured EU unity, said another EU diplomat. But “in the real world it wouldn’t be a problem because the Ukraine budget is fine until March 2024.”

    But for others, buying time is tricky. Europe is heading to the polls in June next year, which makes sensitive decision-making harder. “Getting closer to the elections will not make things easier,” the second EU official said, while stressing that fast decisions are key for Ukraine. “For Zelenskyy, this is existential to keep up morale on the battlefield.”

    Both, like another official quoted in this story, were granted anonymity to speak freely.

    Increasingly, Brussels is also worried about Orbán’s long game. 

    There is a constant stream of attacks coming from Budapest against Brussels, on issues ranging from democratic deficit to culture wars over the EU’s migration policy. The latest example is an aggressive euroskeptic advertising campaign featuring posters targeting European Commission President Ursula von der Leyen herself. The posters show von der Leyen next to Alexander Soros, the son of George Soros, chair of the Open Society Foundations, with the line: “Let’s not dance to the tune they whistle!”

    “Nobody feels comfortable given what’s going on in Hungary,” Budget Commissioner Johannes Hahn told reporters on Thursday. “It’s very difficult to digest given the campaign that he’s leading against the EU and against the president. When he’s asking his people many things, he’s not asking if the Union is so much worse than USSR why is he not leaving?”

    But Orbán seems more eager to hijack the EU from within rather than jump ship, as the U.K. did. Increasingly, he also feels the wind is blowing his way after the recent election results in Slovakia and the Netherlands, said Krekó, where the winners are on the same page as him when it comes to Ukraine, migration or gender issues.

    Hungary’s prime minister was quick to congratulate the winner of the Dutch election, the vehemently anti-EU Geert Wilders, saying that “the winds of change are here.” 

    “Orbán plays the long game,” the third EU official said. “With Wilders, one or two more far-right leaders in Europe and a potential return of Trump he could soon be less isolated than we all think.”

    Gregorio Sorgi, Nicolas Camut, Stuart Lau and Jakob Hanke Vela contributed reporting.

    CORRECTION: This story has been amended to correct a quote on Ukraine’s budget.

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    Barbara Moens, Nicholas Vinocur and Jacopo Barigazzi

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  • They’re talking, but a climate divide between Beijing and Washington remains

    They’re talking, but a climate divide between Beijing and Washington remains

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    This article is part of the Road to COP special report, presented by SQM.

    Last week’s surprise deal between China and the United States may provide a boost to the climate talks in Dubai — but the two powers remain at odds on tough questions such as how quickly to shut down coal and who should provide climate aid to developing nations.

    The world’s top two drivers of climate change are also divided by a thicket of disagreements on trade, security, human rights and economic competition.

    The good news is that Washington and Beijing are talking to each other again and restarting some of their technical cooperation on climate issues, after a yearlong freeze. That may still not be enough to get nearly 200 nations to commit to far greater climate action at the talks that begin Nov. 30.

    The two superpowers’ latest detente creates the right “mood music” for the summit, said Alden Meyer, a senior associate at climate think tank E3G. “But it still is not saying that the world’s two largest economies and two largest emitters are fully committed to the scale and pace of reductions that are needed.”

    The deal, announced after a meeting this month between U.S. climate envoy John Kerry and his Chinese counterpart Xie Zhenhua, produced an agreement to commit to a series of actions to limit climate pollution. Those include accelerating the shift to renewable energy and widening the variety of heat-trapping gases they will address in their next round of climate targets.

    U.S. President Joe Biden and Chinese leader Xi Jinping endorsed that type of cooperation after a meeting in California on Wednesday, saying they “welcomed” positive discussions on actions to reduce greenhouse gas emissions during this decade, as well as “common approaches” toward a successful climate summit. Biden said he would work with China to address climate finance in developing countries, a major source of friction for the U.S.

    “Planet Earth is big enough for the two countries to succeed,” said Xi ahead of his bilateral with Biden.

    But the deal leaves some big issues unaddressed, including specific measures for ending their reliance on fossil fuels, the main contributor to global warming. And the two countries are a long way from the days when a surprise U.S.-Chinese agreement to cooperate on climate change had the power to land a landmark global pact.

    That puts the nations in a dramatically different place than in 2014, when Xi and then-President Barack Obama made a historic pledge to jointly cut their planet-warming pollution, paving the way for the landmark Paris Agreement to land in 2015.

    Even a surprise joint deal between the two nations in 2021 failed to ease friction, with China emerging at the last minute to oppose language calling for a phase-out of coal power. The summit ended with a less ambitious “phase-down.”

    A year later, a visit to Taiwan by then-U.S. House Speaker Nancy Pelosi angered Beijing so much that Xi’s government canceled dialogue with the United States on a host of issues, including climate change. China, which claims that Taiwan is part of its territory, alleged that the visit had undermined its sovereignty.

    House Speaker Nancy Pelosi speaks after receiving the Order of Propitious Clouds with Special Grand Cordon, Taiwan’s highest civilian honour | Handout/Getty Image

    The two countries’ struggles to find comity have come at the worst possible moment — at a time when rapid action is crucial to preventing climate catastrophe. A growing number of factors has threatened to widen the U.S.-Chinese wedge further, including their competition for supremacy in the market for clean energy.

    Two nations at odds

    While the U.S. has contributed more greenhouse gases to the atmosphere than any other nation during the past 150 years, China is now the world’s largest climate polluter — though not on a per capita basis — and it will need to stop building new coal-fired power for the world to stand a chance of limiting rising temperatures.

    The recent agreement hints at that possibility by stating that more renewables would enable reductions in the generation of oil, gas and coal, helping China peak its emissions ahead of its current targets.

    The challenge will be bridging the countries’ diverging approaches to climate issues.

    The Biden administration is urging a rapid end to coal-fired power, which is waning in the U.S., even as it permits more oil drilling and ramps up exports of natural gas — much of it destined for Asia.

    At the same time, it wants the United States to claim a larger role in the clean energy manufacturing industry that China now dominates, and is seeking to loosen China’s stranglehold on supply chains for products such as solar panels, electric cars and the minerals that go into them. It’s also pressuring Beijing to contribute to U.N. climate funds, saying China’s historic status as a developing country no longer shields it from its responsibility to pay.

    China sees the U.S. position as a direct challenge to its economic growth and energy security.

    Beijing wants to protect the use of coal and defend developing countries’ access to fossil fuels. It has also backed emerging economies’ demands that rich countries pay more to help them deploy clean energy and adapt to the effects of a warmer world. China says it already helps developing countries through South-South cooperation and points to a clause in the 2015 Paris Agreement that says developed countries should lead on climate finance.

    Hanging over the talks is also the prospect of a change of administration in the U.S., and continued efforts by Republicans to vilify Beijing and accuse the Biden administration of supporting Chinese companies through its climate policies and investments. And as China’s response to Pelosi’s trip underscored, climate cooperation remains hostage to other tensions in the two countries’ relationship, a dynamic likely to heighten in the coming year as both Taiwan and the U.S. hold presidential elections.

    One challenge is that China doesn’t seem to see much to gain from offering more ambitious climate actions amid worsening relations with other countries, said Kevin Tu, a non-resident fellow at the Center on Global Energy Policy at Columbia University and an adjunct professor at the School of Environment at Beijing Normal University.

    “In the past several years, China has voluntarily upgraded its climate ambitions a few times amid rising geopolitical tensions,” Tu said, pointing to its 2020 pledge to peak and then zero out its emissions. “So China does not necessarily have very strong incentive to further upgrade its climate ambition.”

    The divide between the two nations has created a dilemma for some small island nations that often walk a fine line between negotiating alongside China at climate talks while pushing for more action to scale back fossil fuels.

    The U.S. and China remain at odds on how quickly to shut down coal and who should provide climate aid to developing nations | Brendan Smialowski/AFP via Getty Images

    “The U.S. is trying to drag everyone to talk about an immediate coal phase-out,” Ralph Regenvanu, climate minister for the Pacific island nation of Vanuatu, said during a recent call with reporters, calling the effort a “U.S.-versus-China thing.”

    “But we also need to talk about no more oil or gas as well,” he added.

    Operating on its own terms

    The dynamic between China and the U.S. will either drag down or bolster the ambitions of countries updating their national climate pledges, a process that begins at the close of COP28. Nations are already woefully behind cuts needed to hit the goals they laid out in Paris.

    China’s new 10-year targets will be crucial for meeting those marks, given that China accounts for close to 30 percent of global greenhouse gas emissions and that it plans to build dozens of coal-fired power plants in the coming years. The U.S., and many other countries, will be looking for greater commitments from China — whether that’s modifying what it means by phasing down coal or setting more stringent targets.

    China has pledged to peak its carbon emissions before 2030 and zero them out before 2060, a decade later than the United States has promised to reach net-zero. Beijing is unlikely to accelerate that timeline, in part because — analysts say — its philosophy is fundamentally different from that of the U.S.: underpromise and overdeliver.

    Even without committing to more action, China’s massive investments in low-carbon energy installations — twice that of the United States — may inadvertently help the country achieve its peaking target early, some analysts say.

    A complicated picture

    If the Trump years drove China further from America, the global pandemic and resulting economic slowdown that started during his final year didn’t bring it closer. And the energy crunch stemming from Russia’s war with Ukraine cemented China’s drive for reliable energy to meet the rising needs of its 1.4 billion people. That created a coal boom.

    Meanwhile, China heavily subsidized the expansion of wind, solar and electric vehicle production. Its clean energy supply chain dominance has lowered the global costs for those technologies but drawn scorn from the U.S. as it tries to rebuild its own domestic manufacturing base.

    China has turned more combative in response. Rather than work with the U.S. to make joint announcements on climate action, Xi has made clear that China’s climate policy won’t be dictated by others. At G20 meetings, China has aligned with Saudi Arabia and Russia in opposing language aimed at phasing out fossil fuels.

    “At the end of the day, it’s harder to make a claim that China needs the U.S. and it’s harder to make the claim that the U.S. can rely on China,” said Cory Combs, a senior analyst at policy consulting firm Trivium China.

    Wealthy countries’ inability to deliver promised climate aid to vulnerable countries hasn’t helped. While China remains among the bloc of developing nations in calling for more action on climate finance, it also points to the investments it’s making in the Global South through its Belt and Road infrastructure initiative and bilateral aid. 

    A foreign diplomat who asked for anonymity to speak openly said China has resisted pressure to contribute money to a climate fund that would help developing countries rebuild after climate disasters and would likely push back against a focus on its continued build out of coal-fired power plants.

    US climate envoy John Kerry sits next to China’s special climate envoy Xie Zhenhua | Fabrice Coffrini/AFP via Getty Images

    “Anything that would signal that they would need to do more is something that gets blocked,” the person said.

    China did release a plan earlier this month to cut emissions of the potent greenhouse methane, delivering on a promise it had made in a joint declaration with the U.S. at climate talks in 2021. But it has still not signed onto a global methane pledge led by the U.S. and the European Union.

    All that amounts to a complicated picture for the U.S.-Chinese relationship and its broader impact on global climate outcomes.

    “The U.S.-China talks will help stabilize the politics when countries meet in the UAE, but critical issues such as a fossil fuel phase-out still require much [further] political efforts,” said Li Shuo, incoming director of the China climate hub at the Asia Society Policy Institute.

    “It’s very much about setting a floor,” and the talks in Dubai still need to build out from there, Shuo added.

    He argues in a recent paper that China will subscribe to targets it sees as achievable and will continue to side with developing countries on climate finance. Chinese government officials are cautious about what they’re willing to commit to internationally, which sometimes serves as a disincentive for them to be more ambitious, he said.

    The calculation is likely to be different for Biden’s team, who “want a headline that the world agrees to push China,” said David Waskow, who leads the World Resources Institute’s international climate initiative.

    Not impossible

    The power of engagement can’t be completely written off, and in the past it has proven to have a positive effect on the U.S.-China relationship.

    “[Climate] sort of was a positive pillar in the relationship,” said Todd Stern, Obama’s former chief climate negotiator. “And it came to be a thing where when the two sides have come to get together, it was like, ‘What can we get done on climate?’”

    Engagement with China at the state and local level and among academics and research institutes has potential — in large part because it’s less political, said Joanna Lewis, a professor at Georgetown University who closely tracks China’s climate change approach.

    There could also be opportunities to separate climate from broader bilateral tensions.

    “I do feel like there’s that willingness to say, ‘We recognize our roles, we recognize our ability to have that catalytic effect on the international community’s actions,’” said Nate Hultman, director of the University of Maryland’s Center for Global Sustainability and a former senior adviser to Kerry. “It doesn’t solve all the world’s issues going into the COP, but it gives a really strong boost to international discussions around what we know we need to do.”

    Sara Schonhardt and Zack Colman reported, and Phelim Kine contributed reporting, from Washington, D.C.

    This article is part of the Road to COP special report, presented by SQM. The article is produced with full editorial independence by POLITICO reporters and editors. Learn more about editorial content presented by outside advertisers.

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    Sara Schonhardt and Zack Colman

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  • Anti-green backlash hovers over COP climate talks

    Anti-green backlash hovers over COP climate talks

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    This article is part of the Road to COP special report, presented by SQM.

    LONDON — World leaders will touch down in Dubai next week for a climate change conference they’re billing yet again as the final off-ramp before catastrophe. But war, money squabbles and political headaches back home are already crowding the fate of the planet from the agenda.

    The breakdown of the Earth’s climate has for decades been the most important yet somehow least urgent of global crises, shoved to one side the moment politicians face a seemingly more acute problem. Even in 2023 — almost certainly the most scorching year in recorded history, with temperatures spawning catastrophic floods, wildfires and heat waves across the globe — the climate effort faces a bewildering array of distractions, headwinds and dismal prospects.

    “The plans to achieve net zero are increasingly under attack,” former U.K. Prime Minister Theresa May, who set her country’s goal of reaching climate neutrality into law, told POLITICO.

    The best outcome for the climate from the 13-day meeting, which is known as COP28 and opens Nov. 30, would be an unambiguous statement from almost 200 countries on how they intend to hasten their plans to cut fossil fuels, alongside new commitments from the richest nations on the planet to assist the poorest.

    But the odds against that happening are rising. Instead, the U.S. and its European allies are still struggling to cement a fragile deal with developing countries about an international climate-aid fund that had been hailed as the historic accomplishment of last year’s summit. Meanwhile, a populist backlash against the costs of green policies has governments across Europe pulling back — a reverse wave that would become an American-led tsunami if Donald Trump recaptures the White House next year.

    And across the developing world, the rise of energy and food prices stoked by the pandemic and the Ukraine war has caused inflation and debt to spiral, heightening the domestic pressure on climate-minded governments to spend their money on their most acute needs first.

    Even U.S. President Joe Biden, whose 2022 climate law kicked off a boom of clean-energy projects in the U.S., has endorsed fossil fuel drilling and pipeline projects under pressure to ease voter unease about rising fuel costs.

    Add to all that the newest Mideast war that began with Hamas’ attack on Israel on Oct. 7.

    On the upside, investment in much of the green economy is also surging. Analysts are cautiously opining that China’s emissions may have begun to decline, several years ahead of Beijing’s schedule. And the Paris-based International Energy Agency projects that global fossil fuel demand could peak this decade, with coal use plummeting and oil and gas plateauing afterward. Spurring these trends is a competition among powers such as China, the United States, India and the European Union to build out and dominate clean-energy industries.

    But the fossil fuel industry is betting against a global shift to green, instead investing its profits from the energy crisis into plans for long-term expansion of its core business.

    The air of gloom among many supporters of global climate action is hard to miss, as is the sense that global warming will not be the sole topic on leaders’ minds when they huddle in back rooms.

    “It’s getting away from us,” Tim Benton, director of the Chatham House environment and society center, said during a markedly downbeat discussion among climate experts at the think tank’s lodgings on St James’ Square in London earlier this month. “Where is the political space to drive the ambition that we need?”

    Fog of war

    The most acute distraction from global climate work is the war between Israel and Hamas in Gaza. The conflagration is among many considerations the White House is weighing in Biden’s likely decision not to attend the summit, one senior administration official told POLITICO this month. Other leaders are also reconsidering their schedules, said one senior government official from a European country, who was granted anonymity to speak about the sensitive diplomacy of the conference.

    The war is also likely to push its way onto the climate summit’s unofficial agenda: Leaders of big Western powers who are attending will spend at least some of their diplomatically precious face-time with Middle East leaders discussing — not climate — but the regional security situation, said two people familiar with the planning for COP28 who could not be named for similar reasons. According to a preliminary list circulated by the United Arab Emirates, Israeli President Isaac Herzog or Prime Minister Benjamin Netanyahu will attend the talks.

    A threat even exists that the conference could be canceled or relocated, should a wider regional conflict develop, Benton said. 

    The UAE’s COP28 presidency isn’t talking about that, at least publicly. “We look forward to hosting a safe, inclusive COP beginning at the end of November,” said a spokesperson in an emailed statement. But the strained global relations have already thrown the location of next years’ COP29 talks into doubt because Russia has blocked any EU country from hosting the conference, which is due to be held in eastern or central Europe.

    The upshot is that the bubble of global cooperation that landed the Paris climate agreement in 2015 has burst. “We have a lot of more divisive narratives now,” Laurence Tubiana, the European Climate Foundation CEO who was one of the drafters of the Paris deal, said at the same meeting at Chatham House.

    The Ukraine war and tensions between the U.S. and China in particular have widened the gap between developed and developing countries, Benton told POLITICO in an email. 

    Now, “the Hamas-Israel war potentially creates significant new fault lines between the Arab world and many Western countries that are perceived to be more pro-Israeli,” he said. “The geopolitical tensions arising from the war could create leverage that enables petrostates (many of which are Muslim) to shore up the status quo.”

    Add to that the as yet unknown impact on already high fossil fuel commodity prices, said Kalee Kreider, president of the Ridgely Walsh public affairs consultancy and a former adviser to U.S. Vice President Al Gore. “Volatility doesn’t usually help raise ambition.”

    The Biden administration’s decisions to approve a tranche of new fossil fuel production and export projects will undermine U.S. diplomacy at COP28, said Ed Markey, a Democratic U.S. senator from Massachusetts.

    “You can’t preach temperance from a barstool, and the United States is running a long tab,” he said.

    U.N. climate talks veterans have seen this program before. “No year over the past three decades has been free of political, economic or health challenges,” said former U.N. climate chief Patricia Espinosa, who now heads the consulting firm onepoint5. “We simply can’t wait for the perfect conditions to address climate change. Time is a luxury we no longer have — if we ever did.”

    The EU backlash

    Before the Mideast’s newest shock to the global energy system, the war in Ukraine exposed Europe’s energy dependence on Russia — and initially galvanized the EU to accelerate efforts to roll out cleaner alternatives.

    But in the past year, persistent inflation has worn away that zeal. Businesses and citizens worry about anything that might add to the financial strain, and this has frayed a consensus on climate change that had held for the past four years among left, center and center right parties across much of the 27-country bloc.

    In recent months, conservative members of the European Parliament have attacked several EU green proposals as excessive, framing themselves as pragmatic environmentalists ahead of Europe-wide elections next year.  Reinvigorated far-right parties across the bloc are also using the green agenda to attack more mainstream parties, a trend that is spooking the center. 

    Germany’s government was almost brought down this year by a law that sought to ban gas boilers — with the Greens-led economy ministry retreating to a compromise. In France, President Emmanuel Macron has joined a growing chorus agitating for a “regulatory pause” on green legislation.

    If Europe’s struggles emerge at COP28, the ripple effect could be global, said Simone Tagliapietra, a senior fellow at the Brussels-based Bruegel think tank. 

    The “EU has established itself as the global laboratory for climate neutrality,” he said. “But now it needs to deliver on the experiment, or the world (which is closely watching) will assume this just does not work. And that would be a disaster for all of us.”

    U.K. retreats

    The world is also watching the former EU member that stakes a claim to be the climate leader of the G7: the U.K.

    London has prided itself on its green credentials ever since former Prime Minister May enacted a 2019 law calling for net zero by 2050 — making her the first leader of a major economy to do so.

    According to May’s successor Boris Johnson, net zero was good for the planet, good for voters, good for the economy. But under current Prime Minister Rishi Sunak, the messaging has transformed. Net zero remains the target — but it comes with a “burden” on working people.

    In a major speech this fall, Sunak rolled back plans to ban new petrol and diesel car sales by 2030, bringing the U.K. into line with the EU’s 2035 date. With half an eye on Germany’s travails, he said millions of households would be exempted from the gas boiler ban expected in 2035.

    In making his arguments for a “pragmatic” approach to net zero, Sunak frequently draws on the talking points of net zero-skeptics. Why should the citizens of the U.K., which within its own borders produces just 1 percent of global emissions, “sacrifice even more than others?” 

    The danger, said one EU climate diplomat — granted anonymity to discuss domestic policy of an allied country — was that other countries around the COP28 negotiating table would hear that kind of rhetoric from a capital that had led the world — and repurpose it to make their own excuses.

    Sunak’s predecessor May sees similar risks.

    “Nearly a third of all global emissions originate from countries with territorial emissions of 1 per cent or less,” May said. “If we all slammed on the brakes, it would make our net zero aspirations impossible to achieve.”

    Trump’s back

    The U.S., the largest producer of industrial carbon pollution in modern history, has been a weathervane on climate depending on who controls its governing branches.

    When Republicans regained control of the U.S. House of Representatives in 2022, it created a major drag on Biden’s promise to provide $11.4 billion in annual global climate finance by 2024.

    Securing this money and much more, developing countries say, is vital to any progress on global climate goals at COP28. Last year, on the back of the pandemic and the energy price spike, global debt soared to a record $92 trillion. This cripples developing countries’ ability to build clean energy and defend themselves against — or recover from — hurricanes, floods, droughts and fires.

    Even when the money is there, the politics can be challenging. Multibillion-dollar clean energy partnerships that the G7 has pursued to shift South Africa, Indonesia, Vietnam and India off coal power are struggling to gain acceptance from the recipients.

    Yet even more dire consequences await if Trump wins back the presidency next year. 

    A Trump victory would put the world’s largest economy a pen stroke away from quitting the Paris Agreement all over again — or, even more drastically, abandoning the entire international regime of climate pacts and summits. The thought is already sending a chill: Negotiations over a fund for poorer countries’ climate losses and damage, which Republicans oppose, include talks on how to make its language “change-of-government-proof” in light of a potential Trump victory, said Michai Robertson, lead finance negotiator for a bloc of island states.

    More concretely for reining in planet-heating gases, Trump would be in position to approve legislation eliminating all or part of the Inflation Reduction Act. Biden’s signature climate law included $370 billion in incentives for clean energy, electric vehicles and other carbon-cutting efforts – though the actual spending is likely to soar even higher due to widespread interest in its programs and subsidies – and accounts for a bulk of projected U.S. emissions cuts this decade.

    Trump’s views on this kind of spending are no mystery: His first White House budget director dismissed climate programs as “a waste of your money,” and Trump himself promised last summer to “terminate these Green New Deal atrocities on Day One.”

    House Republicans have attempted to claw back parts of Biden’s climate law several times. That’s merely a political messaging effort for now, thanks to a Democrat-held Senate and a sure veto from Biden, but the prospects flip if the GOP gains full control of Congress and White House.

    Under a plan hatched by Tubiana and backed by former New York Mayor Michael Bloomberg, countries would in the future log their state and local government climate plans with the U.N., in an attempt to undergird the entire system against a second Republican blitzkrieg.

    The U.S. isn’t the only place where climate action is on the ballot, Benton told the conference at Chatham House on Nov. 1.

    News on Sunday that Argentina had elected as president right-wing populist Javier Milei — a Trump-like libertarian — raised the prospect of a major Latin American economy walking away from the Paris Agreement, either by formally withdrawing or by reneging on its promises.

    Elections are also scheduled in 2024 for the EU, India, Pakistan, Taiwan, Sri Lanka, Indonesia and Russia, and possibly the U.K. 

    “A quarter of the world’s population is facing elections in the next nine months,” he said. “If everyone goes to the right and populism becomes the order of the day … then I won’t hold out high hopes for Paris.”

    Zack Colman reported from Washington, D.C. Suzanne Lynch also contributed reporting from Brussels.

    This article is part of the Road to COP special report, presented by SQM. The article is produced with full editorial independence by POLITICO reporters and editors. Learn more about editorial content presented by outside advertisers.

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  • Macron pursues nuclear deals in Russia’s back yard

    Macron pursues nuclear deals in Russia’s back yard

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    PARIS — French President Emmanuel Macron travels on Wednesday to Kazakhstan and Uzbekistan, where he hopes to secure uranium for his country’s nuclear plants.

    The trip comes as geopolitical tensions grow with the EU’s current major suppliers, Niger and Russia.

    Macron’s visit to the two countries aims to expand French influence in an area which has strong ties with Russia and is now also growing closer to China, an Elysée official said.

    Kazakhstan and Uzbekistan are respectively France’s largest and third-largest suppliers of uranium, which is burned to fuel nuclear plants.

    Last summer a military junta took over Niger, which supplies 15 percent of France’s uranium needs, sparking questions as to whether the African country can continue to be a reliable source. Uncertainty has also surrounded imports of Russian uranium since Moscow’s invasion of Ukraine.

    “Niger raises questions, Russia could raise questions in the long term [if] the EU imposes sanctions on the nuclear sector. Macron’s visit to Central Asia helps to anticipate those concerns,” said Phuc-Vinh Nguyen, an energy expert at the Jacques Delors Institute think tank in Paris.

    Russia’s nuclear sector has not been targeted by EU sanctions so far, but member countries continue to turn away from Moscow. The quantity of uranium the EU imported from Russia fell by 16 percent last year from 2021, while the amount from Kazakhstan rose by over 14 percent.

    Earlier this year, Yerzhan Mukanov, CEO of the country’s state-run nuclear firm Kazatomprom, told POLITICO he was seeing increasing interest from Europe, and that Kazakhstan “intends to become a significant contributor to the European nuclear market.”

    French nuclear firm Orano is active in Kazakhstan, where it has been operating uranium mines since the 1990s, and more recently in Uzbekistan. Orano President Claude Imauven is accompanying Macron on his trip along with 14 other French executives, including Luc Remont, head of French energy giant EDF.

    An Elysée official said that new contracts and business partnerships will be announced during the trip, including in the energy sector. 

    EDF has also positioned itself to become a supplier of nuclear reactors for Kazakhstan’s first nuclear plant.

    The visit comes as Brussels competes with China for influence in the region via investment programs focused on infrastructure. 

    Both Kazakhstan and Uzbekistan are benefitting from Chinese investment under Beijing’s Belt and Road Initiative, with their presidents attending a high-level meeting on the subject in Beijing in October. The EU is trying to gain influence in the two countries by involving them in cooperation and investment projects under its “Global Gateway” initiative, the bloc’s response to Belt and Road.  

    Victor Jack contributed reporting.

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  • The future of warfare: A $400 drone killing a $2M tank

    The future of warfare: A $400 drone killing a $2M tank

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    KYIV — Sergeant Yegor Firsov, deputy commander of a Ukrainian army strike drone unit, sounds exhausted in a voice message he sent to POLITICO from Avdiivka, an industrial city at the center of intense fighting on the eastern front.

    Russian troops have been storming Avdiivka relentlessly for more than two weeks in an all-out effort to encircle the Ukrainian forces there.

    “The situation is very difficult. We are fighting for the heights around the city,” Firsov said. “If the enemy controls these heights, then all logistics and roads leading to the city will be under its control. This will make it much harder to resupply our forces.”

    Facing an enemy with superior numbers of troops and armor, the Ukrainian defenders are holding on with the help of tiny drones flown by operators like Firsov that, for a few hundred dollars, can deliver an explosive charge capable of destroying a Russian tank worth more than $2 million.

    The FPV — or “first-person view” — drones used in such strikes are equipped with an onboard camera that enables skilled operators like Firsov to direct them to their target with pinpoint accuracy. Before the war, a teenager might hope to get one for a New Year present. Now they are being used as agile weapons that can transform battlefield outcomes. Others are watching, and learning, from a technology that is giving early adopters an asymmetric advantage against established methods of warfare.

    “It’s hard to handle the emotion when a drone pilot hits a tank. The whole group and the whole platoon are happy like babies. Infantry units are rejoicing nearby. Everyone is screaming, and hugging. Although they do not know the guy who gave them this happiness,” Firsov wrote in a Facebook post.

    A typical FPV weighs up to one kilogram, has four small engines, a battery, a frame and a camera connected wirelessly to goggles worn by a pilot operating it remotely. It can carry up to 2.5 kilograms of explosives and strike a target at a speed of up to 150 kilometers per hour, explains Pavlo Tsybenko, acting director of the Dronarium military academy outside Kyiv.

    “This drone costs up to $400 and can be made anywhere. We made ours using microchips imported from China and details we bought on AliExpress. We made the carbon frame ourselves. And, yeah, the batteries are from Tesla. One car has like 1,100 batteries that can be used to power these little guys,” Tsybenko told POLITICO on a recent visit, showing the custom-made FPV drones used by the academy to train future drone pilots.

    “It is almost impossible to shoot it down,” he said. “Only a net can help. And I predict that soon we will have to put up such nets above our cities, or at least government buildings, all over Europe.”

    Contagious technology

    Commercial drones were first weaponized in Azerbaijan’s — ultimately successful — campaign to retake the Nagorno-Karabakh breakaway region from Armenian separatists. Their use has expanded rapidly in the 20-month-old Russian war in Ukraine.

    And, earlier this month, Hamas militants flew drones to knock out Israeli border defenses during a surprise attack in which they massacred more than 1,400 people and took around 200 hostages. For Ukrainians, the video clip of a Hamas drone destroying an Israeli main battle tank by dropping a grenade was a film they had seen before.

    Ukrainian drone experts and intelligence officials are convinced that Russian specialists have trained Hamas in the art of drone warfare — although Moscow denies this.

    Some experts worry that militants across the world will soon learn how to use FPV drones to sow terror | Simon Wohlfahrt/AFP via Getty Images

    “Only we and the Russians know how to do this — and we definitely did not teach them,” Andriy Cherniak, a representative of Ukraine’s Military Intelligence Directorate, told POLITICO.

    Ruslan Belyaiev, head of the Dronarium military academy, shares that view. He warns that other militants will soon learn how to use FPV drones to sow terror.

    “No one is immune from such attacks,” said Belyaiev. “In theory, a specialist with my level of expertise could plan and execute an operation to liquidate the first persons of any European state … Pandora’s box is open.”

    Secret training

    While NATO militaries hesitate to use commercial drones that are mostly made in China, or made from Chinese components, some Western democracies have already shown interest in learning from Ukraine’s experience of drone warfare.

    Several figures in Ukraine’s drone community, granted anonymity due to the sensitivity of the matter, told POLITICO that special forces and anti-terrorist units of two NATO countries bordering Russia have taken courses from Ukrainian drone operators over the past six months.

    Their focus is on countering small kamikaze drones and commercial drones that can be successfully used for reconnaissance, correcting artillery fire and video signal transmission, one person with direct knowledge said.

    Basic training for a drone pilot takes five days. Learning how to pilot a kamikaze drone takes more than 20 days, Tsybenko said.

    Battlefield experience has led the Ukrainian government to shift its preference away from conventional military drones, which are miniature fixed-wing aircraft with a long enough range to strike targets inside Russian territory. The effectiveness of FPV drones at closer quarters has led Defense Minister Rustam Umerov to simplify approvals for new models to be deployed.

    “FPV drones are effective tools for destroying the enemy and protecting our country. The Ministry of Defense is doing everything possible to increase number of drones,” Umerov said in a statement on Wednesday.

    Team players

    Every FPV drone pilot works in tandem with aerial reconnaissance units, who fly a DJI Mavic or other type of drone with video and audio transmitters to observe their mission. “An FPV loses its video signal close to the target. So, the other drone helps the pilot and supporting units to understand the target was indeed hit,” Tsybenko said.

    Firsov confirmed that in a Facebook post from the front. What looks simple on video in fact requires close coordination between dozens of people.

    “Everything seems so simple, put on glasses — and “Bam!” you destroyed a tank,” said Firsov. “In fact, aerial scouts spend hours looking for targets. A decryptor looks at video and finds targets that the enemy has carefully hidden. A navigator who is nearby helps the pilot to fly along the route. An engineer attaching explosives, a sapper, who twists standard ammunition for drones and many, many others.”

    Russian forces use FPV drones to target single soldiers | John Moore/Getty Images

    Most FPV drones are kamikaze, Tsybenko said. And their effectiveness has changed the stakes. The Russians, who at first lagged behind Ukraine in mastering drone warfare, have learned from their mistakes. And now they are scaling up Ukraine’s methods of drone warfare.

    Russian forces now have “countless” FPV drones that they now use to target single soldiers.

    Russia has also launched its own production lines and is devising new tactics to deploy drones in swarms. “One manager and all the others will repeat the movement. This controlled pack is a very big threat on the battlefield,” Tsybenko warned.

    China factor

    However, neither Ukraine nor Russia are able to produce drones for warfare by themselves. They still source crucial parts from China — the leading maker of commercial drones. Earlier this year the Chinese Ministry of Commerce imposed restrictions on drone exports to both Ukraine and Russia out of “fear it would be used for military purposes.”

    Still, it’s possible to obtain components and drones via third countries. “Yes, China can either stop or stall the export of parts if it sees ‘Ukraine’ in export data. But it can’t control what we buy in Europe. Russia has fewer problems and a common border with China, and that makes drone imports way easier.”

    With Russia allied to China, the preference of Ukraine’s military for Chinese technology raises concerns among Kyiv’s Western partners. They fear that Beijing might pass sensitive military data to Moscow.

    “Every lock has its key. Indeed, the commercial drones we buy in stores are synchronizing their data with a server. But we learned how to create user logins that are completely anonymized. Even the drone might think it is flying somewhere in Canada — and not in Donbas,” Tsybenko said.

    “When we talked to Europeans, they were amazed at how easy it is to hack and anonymize Chinese drones. It is safe to use them, we tried to persuade our partners,” Tsybenko said, adding that Ukraine did not have the luxury of time to independently develop and certify its own drones.

    “If we waited, the war would be over when they finally arrived.”

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    Veronika Melkozerova

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  • The smiling face of Chinese interests in the Indo-Pacific: David Cameron

    The smiling face of Chinese interests in the Indo-Pacific: David Cameron

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    LONDON — It is a multi-billion-dollar plan to build a metropolis in the Indo-Pacific which critics fear may one day act as a Chinese military outpost.

    Now the vast Colombo Port City project has a new champion — former British Prime Minister David Cameron.

    Cameron has been enlisted to drum up foreign investment in the controversial Sri Lankan project, which is a major part of Xi Jinping’s Belt and Road Initiative — China’s global infrastructure strategy — and is billed as a Chinese-funded rival to Singapore and Dubai.

    Cameron flew to the Middle East in late September to speak at two glitzy investment events for Colombo Port City, having visited the waterside site in Sri Lanka in person earlier this year.  

    His spokesperson said the former PM had had no direct contact with either the Chinese government or the Chinese firm involved. But Cameron’s lobbying for the scheme has drawn severe backlash from critics, who say his activities will aid China in its geopolitical ambitions.

    Former Conservative Party leader Iain Duncan Smith, who was sanctioned by Beijing for criticizing its human rights record, said: “Cameron of all people must realize that China’s Belt and Road is not about help and support and development, it’s ultimately about gaining control — as they’ve already demonstrated in Sri Lanka.

    “I hope that he will reconsider the position he’s taken on this.”

    Tim Loughton, another Tory MP sanctioned by China, said: “The Sri Lankan project is a classic example of how China buys votes and influence in developing countries and then sends the bailiffs in when those countries can’t keep up the payments.”

    “Cameron should be working to help wean vulnerable countries off Chinese influence and debt rather than tying them in more tightly.”

    At the roadshow

    Dilum Amunugama, Sri Lanka’s investment minister who attended the investment events in the UAE last month, told POLITICO he believed Cameron was enlisted to convince Western investors to put their money into the project.

    Amunugama was at two events where Cameron spoke — one in Abu Dhabi with an audience of 100, and one in Dubai with an audience of 300.

    “The main point he [Cameron] was trying to stress is that it is not a purely Chinese project, it is a Sri Lankan-owned project — and that is the main point I think the Chinese also wanted him to iron out,” Amunugama said.

    Cameron is in charge of drumming up investment into the Chinese-funded Colombo Port City project | Ishara S. Kodikara/AFP via Getty Images

    The Sri Lankan minister said the decision to enlist Cameron “was taken by the Chinese company, not the government.”

    Cameron’s office said his involvement was organized by the Washington Speakers Bureau, a D.C.-based agency that books guest speakers for corporate events.

    His spokesperson said: “David Cameron spoke at two events in the UAE organized via Washington Speakers Bureau (WSB), in support of Port City Colombo, Sri Lanka.

    “The contracting party for the events was KPMG Sri Lanka and Mr Cameron’s engagement followed a meeting he had with Sri Lanka’s president, Ranil Wickremesinghe, earlier in the year.

    “Mr Cameron has not engaged in any way with China or any Chinese company about these speaking events. The Port City project is fully supported by the Sri Lankan government,” his spokesperson added.

    The spokesperson declined to say how much Cameron was paid for his time. Cameron traveled to Sri Lanka in January and visited the development, but his office said that he did so as a guest of the president and that there was no commercial aspect to that trip.

    Mired in controversy

    The Colombo Port City project has been controversial since its inception.

    It was unveiled in 2014 by China’s Xi and Sri Lanka’s then-president, Mahinda Rajapaksa. Three years later, Sri Lanka handed it over to Chinese control after struggling to pay off its debt to Chinese firms.

    Multiple concerns have been raised about the project, including its environmental impact; U.S. warnings it could be used for money laundering; and fears that it will ultimately be used as a Chinese military outpost.

    Analysts have warned repeatedly that China is using the project to extend its strategic influence in the region. Beijing has already used the nearby Hambantota port — also funded by Chinese loans — to dock military vessels.

    The main developer behind the Colombo Port City Project, CHEC Port City Colombo Ltd, has pumped in an initial $1.3 billion. Its ultimate owner is the China Communications Construction Company, a majority state-owned enterprise headquartered in Beijing.

    Golden era no more

    As prime minister, Cameron and his Chancellor George Osborne famously heralded a “golden era” of U.K. relations with China. Since leaving office in 2016, the ex-PM has come under heavy scrutiny over his lobbying activities, including for the now-collapsed finance company Greensill Capital.

    The ex-PM has come under scrutiny for his lobbying activities, including for the now-bankrupt company Greensill Capital | David Hecker/Getty Images

    For a period Cameron was also vice-chair of a £1 billion China-U.K. investment fund. The U.K. parliament’s intelligence and security committee said this year that Cameron’s appointment to that role could have been “in some part engineered by the Chinese state to lend credibility to Chinese investment.”

    Sam Hogg, a U.K.-China analyst who writes the “Beijing to Britain” briefing, said: “As the ISC pointed out, China has a habit of utilizing former senior-ranking politicians to give credibility to their companies and projects.

    “At a time when the Belt and Road Initiative is under intense scrutiny ahead of its 10th anniversary next week, Cameron’s involvement will raise a few eyebrows.”

    Luke de Pulford, executive director of the Inter-Parliamentary Alliance on China, added: “We can’t have a situation where the EU and U.S. are so concerned about the Belt and Road Initiative that they’re pumping billions into alternative projects, while our own former PM appears to be batting for Beijing.”

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  • Putin to meet Xi in China this week

    Putin to meet Xi in China this week

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    Russian President Vladimir Putin will meet Chinese counterpart Xi Jinping in Beijing this week — a rare international visit by the Russian leader.

    During the October 17-18 visit to Beijing, Putin will attend a forum marking 10 years of the Belt and Road Initiative, China’s global infrastructure program that has helped boost its influence worldwide. 

    Washington and Brussels have been eyeing with alarm the relationship between China and Russia, with Beijing refusing to condemn Moscow’s full-scale invasion of Ukraine, even as it has voiced support for the principle of territorial integrity. 

    Russia has increased its energy exports to China as it grapples with Western sanctions imposed as a response to the invasion of Ukraine. 

    EU foreign policy chief Josep Borrell urged China during a three-day trip to the country that wrapped up this weekend to use its influence with Russia, particularly on the U.N. Security Council, to stop the war in the country. He also warned Beijing that “any direct military support to Russia … would be a serious concern for us.”

    The European Union is expected to have a summit with China before the end of the year. 

    This week’s Belt and Road Initiative Forum takes place against the background of a darkening economic picture for China, which has seen an economic slowdown, propelled in part by a property downturn. Representatives from more than 100 countries are expected to attend the forum in Beijing, including Hungarian Prime Minister Viktor Orbán.

    At the same time, Defense Minister Li Shangfu has not been seen in public for more than six weeks, raising questions about his whereabouts and safety.

    The visit to Beijing would mark Putin’s second international trip since the International Criminal Court (ICC) issued a warrant for the Russian leader’s arrest in March over the forced transport of children to Russia from Ukraine. Putin last week attended a summit of ex-Soviet nations in Kyrgyzstan. Neither Kyrgyzstan nor China is a party to the ICC. 

    CORRECTION: This story has been updated to indicated that the China trip would be Putin’s second international trip since the ICC issued its arrest warrant in March.

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  • Aid convoys set course for Nagorno-Karabakh under new pact with Azerbaijan

    Aid convoys set course for Nagorno-Karabakh under new pact with Azerbaijan

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    KORNIDZOR, Armenia — Tons of humanitarian aid were en route on Saturday to Nagorno-Karabakh under the terms of a deal struck with the breakaway region’s Armenian leadership, Azerbaijan said.

    The International Committee of the Red Cross (ICRC) on Saturday said it had dispatched its first shipment of food and fuel to reach the mountainous territory from Armenia since Azerbaijan launched its military offensive earlier this week. The convoy of four trucks drove across the Hakari Bridge, crossing the border amid warnings of a growing humanitarian crisis among the civilian population.

    “We are looking at the different needs of the population,” a spokesperson for the ICRC told POLITICO. “And, underlining our role as a neutral intermediary, we are of course in dialog with all the decision-makers to be able to provide assistance that is much needed.”

    The delivery marks only the second time civilian aid will reach Nagorno-Karabakh from Armenia since Azerbaijan closed a checkpoint on the internationally recognized border after a firefight with Armenian troops on June 15. The ICRC has previously warned that without access, a humanitarian crisis could quickly unfold — and that situation has only been compounded by reports of mass displacements as Azerbaijani forces took territory inside the ethnic Armenian-held enclave in a 24-hour attack that began on Tuesday.

    While the ICRC has been able to transfer wounded people to hospitals inside Nagorno-Karabakh, a mooted evacuation of the injured to Armenia has not yet materialized.

    Azerbaijan has since said the local leadership must disband, its soldiers must lay down their weapons, and those living there will have to accept being governed as part of Azerbaijan, or else leave.

    A U.S. congressional delegation visited the road leading to the Hakari Bridge moments before the ICRC convoy passed. Addressing reporters, Senator Gary Peters, a Michigan Democrat, said Washington was deeply concerned by the unfolding crisis and called for support for civilians “suffering as a result of the blockade for many months.”

    Shortly afterwards, a long convoy of Russian peacekeepers’ vehicles raced down the road toward Nagorno-Karabakh, and Azerbaijan said that it had dispatched two tanker trucks full of fuel to the de facto capital, Stepanakert. Moscow’s personnel had also been prevented from regularly using the road since June, reportedly only bringing in essentials for their own troops by helicopter.

    Speaking to POLITICO, Azerbaijani President Ilham Aliyev’s foreign policy adviser, Hikmet Hajiyev, said the guarantee for humanitarian aid access “once again shows the good intentions and seriousness of the Azerbaijan government to meet the needs and requirements of Armenian residents and also to ensure a safe and decent reintegration process.”

    A special government working group has been established, he added, to address the humanitarian, economic and social aspects of absorbing Nagorno-Karabakh and its tens of thousands of ethnic Armenians into Azerbaijan after 30 years of self-declared independence. The leadership of the unrecognized state said on Wednesday that it had been forced to accept a Moscow-brokered surrender agreement as its troops were routed. Azerbaijan says Armenian fighters have already begun surrendering their weapons under the terms of the deal.

    “Karabakh was a powder keg and the most militarized zone in the world,” Hajiyev added. “But now that is in the past. Under these circumstances, there are much better chances for peace between Armenia and Azerbaijan.”

    However, concerns remain that tens of thousands of civilians trapped in the crisis-hit region could be forced to flee their homes, with local officials warning of “ethnic cleansing.”

    According to Laurence Broers, an expert on the conflict at Chatham House, the question is now whether the apparent goodwill gestures solidify into something more permanent.

    “We’ve got to end this stop-start humanitarian aid paradigm,” he said. “We need to have a long-term solution around access and, just as importantly, we have to have concentrated attention so that those who want to get out of Karabakh can still do so.”

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    Gabriel Gavin

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  • Reducing speed limit in Hāwera CBD to 30km/h proposed in South Taranaki Speed Management Plan – Medical Marijuana Program Connection

    Reducing speed limit in Hāwera CBD to 30km/h proposed in South Taranaki Speed Management Plan – Medical Marijuana Program Connection

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    A proposal to reduce the speed limit in the Hāwera CBD to 30km/h is part of the South Taranaki District Council’s Speed Management Plan. Photo / Bevan Conley

    Reducing the speed limit in the Hāwera CBD to 30km/h and reducing 70km/h roads to 60km/h are among the key proposals in South Taranaki District Council’s 2024-2034 Speed Management Plan.

    South Taranaki Mayor Phil Nixon said Waka Kotahi NZ Transport Agency required councils to develop 10-year speed management plans every three years.

    “Over the last 12 months, we reduced speed limits outside our schools,” Nixon said.

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    “Over the next three years, we’d like to focus on delivering safe and appropriate speed limits around marae, the Hāwera CBD, beach communities and on some of our 70km/h roads.”

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    The key proposals for the next three years were to reduce the speed limit in the Hāwera CBD and in beach communities such as Ōhawe and Waiinu, reduce 70km/h roads to 60km/h and introduce a 60km/h speed limit outside all marae.

    Nixon said speed management was about achieving safe and appropriate speeds to reflect the road’s function, design, safety and use.

    “As a road controlling authority, we want everyone to be able to get home safely every time and to feel comfortable choosing from a range of travel options, be it driving, walking, biking or scootering.”

    The council encouraged residents and road users to have their say on the speed on rural roads and in townships.

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