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Tag: Transport

  • New Houston Law Requires 10 Parking Spaces For Every Parking Space

    New Houston Law Requires 10 Parking Spaces For Every Parking Space

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    HOUSTON—After the measure was fast-tracked through the city council, a new zoning law went into effect this week that requires all developers in Houston to put in 10 additional parking spaces for every parking space. “We’re dedicated to adopting urban planning strategies that ensure our community has access to a sufficient number of parking spaces for every parking space that we pave,” said Mayor Sylvester Turner, cutting the ribbon on a new parking spot as hundreds of pounds of concrete were immediately poured on all sides of him to create the legally mandated supplementary spaces. “Previously, we only allotted five parking spaces per space, and that has proven inadequate. For too long we’ve stood by and watched as historic parts of our beautiful city stood in the way of more and more parking spaces. Meanwhile, we have fewer than a dozen spots for every man, woman, and child in Houston. That is simply unacceptable.” At press time, a second law was passed requiring that 10 parking garages be built for every square inch of green space in the city.

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  • German government, trade unions agree on wage deal for public workers

    German government, trade unions agree on wage deal for public workers

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    The German government, local authorities and trade unions reached a deal late Saturday on higher pay scales for the country’s 2.5 million public-sector workers, staving off the possibility of indefinite strikes.

    “We have accommodated the unions as far as we can responsibly do under difficult budgetary circumstances,” said Nancy Faeser, the country’s interior minister. Trade union Ver.di had called for significant raises as the country, like many others across the Continent, grapples with high inflation.

    Among other things, the deal entails tax-free one-time payments totalling €3,000 in several stages, with the first €1,240 to be handed out in June, followed by €220 each month from July to February 2024. In March 2024, monthly pay for all public workers will increase by €200, followed by a 5.5 percent salary increase, with a minimum increase of €340.

    The agreement runs for 24 months.

    The compromise is largely based on a proposal by arbitrators who were called in after talks broke down last month. Ver.di had initially asked for a 10.5 percent raise and at least €500 more pay over a twelve-month period.

    Frank Werneke, the union’s chair, said the negotiations had not been easy. “With our decision to make this compromise, we went to our pain threshold,” he said.

    Municipalities in the country fear the deal may pose new financial challenges for them. Prior to the negotiations, Karin Welge, president of the Federation of Municipal Employers’ Associations, had estimated the deal could create additional costs of €17 billion for cities and municipalities.

    The agreement sets an end to months of negotiations. In a string of walkouts, employee representatives in recent months had disrupted public administration and other public services. At the end of last month, Ver.di, together with the national rail and transport union, brought rail and air traffic to a halt across the country in a large-scale strike.

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    Antonia Zimmermann

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  • Parking garage collapses in New York City, killing at least one

    Parking garage collapses in New York City, killing at least one

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    No foul play is suspected in the US structure’s collapse, which took place near Pace University in lower Manhattan.

    A four-story parking structure has collapsed in the United States city of New York on Tuesday, killing at least one worker and injuring five others who were in the building, authorities said.

    Emergency personnel deployed robotic devices after firefighters were pulled back from the fallen structure because of unstable conditions. Those robots continued to check the site for any further casualties, but authorities said they believed everyone who was in the building had been accounted for.

    The collapsed parking garage was commonly used by students and faculty at Pace University in the US [Andrew Shulman, Twitter via @MobileHealthInc/Reuters]

    No foul play was suspected. “We have no reason to believe that it was anything other than a structural collapse,” City Police Commissioner Keechant Sewell told reporters.

    Video footage from the scene, cited by CBS and ABC TV news affiliates, showed a rescue operation underway and multiple cars stacked on top of one another amid crumpled slabs of concrete.

    One person was pronounced dead on the scene, four more were taken to area hospitals for injuries and a sixth individual who was hurt declined medical treatment, said John Esposito, the chief of fire operations for the New York City Fire Department.

    He described all six as workers who were in the parking structure when it collapsed.

    “This was an extremely dangerous situation for our firefighters,” he said in a late-afternoon news briefing.

    Pace University, a nearby academic institution in lower Manhattan whose students, faculty and staff use the parking structure, was evacuated as a precaution, authorities said.

    “This building is completely unstable,” New York City Mayor Eric Adams told reporters.

    Witnesses said the collapse was swift and without warning.

    “It all happened so fast,” said Thai Nguyen, 35, who lives in Chinatown and is a manager of the nearby Kollective Klub. “Our store is two buildings from the parking garage, and we also have a hotel next to us. People ran inside asking if they could take refuge inside our store.”

    “It felt like an earthquake,” Liam Gaeta, a Pace University student, told an ABC News affiliate. He said he heard “a large noise and a big rumbling, and then we all got evacuated”.

    A police officer holds yellow caution tape as firefighters with a truck and ladder work in the narrow street behind him
    Firefighters work at the site of a collapsed parking garage in New York City [Brendan McDermid/Reuters]

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  • Ukraine’s bumper grain exports rile allies in eastern EU

    Ukraine’s bumper grain exports rile allies in eastern EU

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    Ukraine’s farmers played an iconic role in the first weeks of Russia’s invasion, towing away abandoned enemy tanks with their tractors.

    Now, though, their prodigious grain output is causing some of Ukraine’s staunchest allies to waver, as disrupted shipments are redirected onto neighboring markets.

    The most striking is Poland, which has played a leading role so far in supporting Ukraine, acting as the main transit hub for Western weaponry and sending plenty of its own. But grain shipments in the other direction have irked Polish farmers who are being undercut — just months before a national election where the rural vote will be crucial.

    Diplomats are floundering. After a planned Friday meeting between the Polish and Ukrainian agriculture ministers was postponed, the Polish government on Saturday announced a ban on imports of farm products from Ukraine. Hungary late Saturday said it would do the same.

    Ukraine is among the world’s top exporters of wheat and other grains, which are ordinarily shipped to markets as distant as Egypt and Pakistan. Russia’s invasion last year disrupted the main Black Sea export route, and a United Nations-brokered deal to lift the blockade has been only partially effective. In consequence, Ukrainian produce has been diverted to bordering EU countries: Hungary, Poland, Romania and Slovakia.

    At first, those governments supported EU plans to shift the surplus grain. But instead of transiting seamlessly onto global markets, the supply glut has depressed prices in Europe. Farmers have risen up in protest, and Polish Agriculture Minister Henryk Kowalczyk was forced out earlier this month.

    Now, governments’ focus has shifted to restricting Ukrainian imports to protect their own markets. After hosting Ukrainian President Volodymyr Zelenskyy in Warsaw in early April, Polish President Andrzej Duda said resolving the import glut was “a matter of introducing additional restrictions.”

    The following day, Poland suspended imports of Ukrainian grain, saying the idea had come from Kyiv. On Saturday, Polish Prime Minister Mateusz Morawiecki, after an emergency cabinet meeting, said the import ban would cover grain and certain other farm products and would include products intended for other countries. A few hours later, the Hungarian government announced similar measures. Both countries said the bans would last until the end of June.

    The European Commission is seeking further information on the import restrictions from Warsaw and Budapest “to be able to assess the measures,” according to a statement on Sunday. “Trade policy is of EU exclusive competence and, therefore, unilateral actions are not acceptable,” it said.

    While the EU’s free-trade agreement with Ukraine prevents governments from introducing tariffs, they still have plenty of tools available to disrupt shipments.

    Neighboring countries and nearby Bulgaria have stepped up sanitary checks on Ukrainian grain, arguing they are doing so to protect the health of their own citizens. They have also requested financial support from Brussels and have already received more than €50 million from the EU’s agricultural crisis reserve, with more money on the way.

    Restrictions could do further harm to Ukraine’s battered economy, and by extension its war effort. The economy has shrunk by 29.1 percent since the invasion, according to statistics released this month, and agricultural exports are an important source of revenue.

    Cracks in the alliance

    The trade tensions sit at odds with these countries’ political position on Ukraine, which — with the exception of Hungary — has been strongly supportive. Poland has taken in millions of Ukrainian refugees, while weapons and ammunition flow in the opposite direction; Romania has helped transport millions of tons of Ukrainian corn and wheat.

    Volodymyr Zelenskyy and Poland’s Prime Minister, Mateusz Morawiecki | Omar Marques/Getty Images

    Some Western European governments, which had to be goaded by Poland and others into sending heavy weaponry to Kyiv, are quick to point out the change in direction.

    “Curious to see that some of these countries are [always] asking for more on sanctions, more on ammunition, etc. But when it affects them, they turn to Brussels begging for financial support,” said one diplomat from a Western country, speaking on condition of anonymity.

    Some EU countries also oppose the import restrictions for economic reasons. For instance, Spain and the Netherlands are some of the biggest recipients of Ukrainian grain, which they use to supply their livestock industries.

    Politically, though, the Central and Eastern European governments have limited room for maneuver. Poland and Slovakia are both heading into general elections later this year. Bulgaria has had a caretaker government since last year. Romania’s agriculture minister has faced calls to resign, including from a compatriot former EU agriculture commissioner.

    And farmers are a strong constituency. Poland’s right-wing Law & Justice (PiS) party won the last general election in 2019 thanks in large part to rural voters. The Ukrainian grain issue has already cost a Polish agriculture minister his job; the government as a whole will have to tread carefully to avoid the same fate.

    This article has been updated.

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    Bartosz Brzezinski

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  • East Palestine derailment: Norfolk Southern sued by Justice Department and EPA

    East Palestine derailment: Norfolk Southern sued by Justice Department and EPA

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    The Justice Department and the Environmental Protection Agency have filed a complaint against Norfolk Southern Corp. for unlawful discharge of pollutants and hazardous substances in the Feb. 3 train derailment in East Palestine, Ohio.

    The complaint seeks penalties and injunctive relief for the unlawful discharge of pollutants, oil and hazardous substances under the Clean Water Act, according to statements released by the Justice Department and the EPA. The Justice Department and EPA are also seeking a declaratory judgment on liability for past and future costs under the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA).

    Norfolk Southern’s
    NSC,
    +1.51%

    stock has fallen 16.8% since the derailment near the Ohio-Pennsylvania border. The stock is up 0.3% Friday.

    Related: Norfolk Southern will do ‘everything it takes’ for East Palestine, CEO tells senators

    “When a Norfolk Southern train derailed last month in East Palestine, Ohio, it released toxins into the air, soil, and water, endangering the health and safety of people in surrounding communities,” Attorney General Merrick Garland said in a statement. “With this complaint, the Justice Department and the EPA are acting to pursue justice for the residents of East Palestine and ensure that Norfolk Southern carries the financial burden for the harm it has caused and continues to inflict on the community.” 

    In a separate statement, EPA Administrator Michael Regan said: “No community should have to go through what East Palestine residents have faced. With today’s action, we are once more delivering on our commitment to ensure Norfolk Southern cleans up the mess they made and pays for the damage they have inflicted as we work to ensure this community can feel safe at home again.”

    Norfolk Southern has created a website, nsmakingitright.com, to track its progress in cleaning up the site.

    “Our job right now is to make progress every day cleaning up the site, assisting residents whose lives were impacted by the derailment, and investing in the future of East Palestine and the surrounding areas,” a spokesperson for Norfolk Southern told MarketWatch. “We are working with urgency, at the direction of the U.S. EPA, and making daily progress. That remains our focus and we’ll keep working until we make it right.”

    Related: Norfolk Southern sued by Ohio over ‘entirely avoidable’ East Palestine derailment

    More than 9.4 million gallons of affected water have been recovered and transported off-site for final disposal, according to Norfolk Southern, along with 12,904 tons of waste soil that has been removed for proper disposal.

    The company has also flushed 5,200 feet of affected waterways and sampled more than 275 private drinking water wells, according to nsmakingitright.com.

    The suit from the Justice Department and the EPA comes just two weeks after Ohio Attorney General Dave Yost filed a 58-count civil lawsuit against Norfolk Southern over the derailment in East Palestine.

    Now read: Here are the chemicals spilled near Philly as U.S. drinking-water safety is top of mind

    No one was killed or injured in the Ohio derailment, but the incident has been described as a “PR nightmare” for Norfolk Southern and the rail industry. The derailed cars included 11 tank cars carrying hazardous materials that subsequently ignited, damaging an additional 12 railcars, according to the National Transportation Safety Board, and setting off concerns about the impact on air and water quality and dangers to health in the region.

    Earlier this month, Norfolk Southern CEO Alan Shaw was grilled by senators when he provided testimony on the disaster before the Senate Committee on Environment and Public Works.

    While safety was the primary focus of the hearing, Shaw was also pressed on Norfolk Southern’s stock buybacks and the company’s use of precision scheduled railroading, which focuses on the movement of individual train cars rather than whole trains.

    Related: Train derailment in Minnesota thrusts rail safety back into the spotlight

    In his testimony, Shaw vowed to do “everything it takes” for the community affected by the derailment.

    Rail safety was thrust into the spotlight again this week with the derailment of a BNSF train carrying ethanol and corn syrup in Minnesota early Thursday. 

    Everstream Analytics, a supply-chain analytics company, has been researching train derailments involving Class I rail carriers between 2018 and 2023. A Class I carrier is defined as any carrier earning annual revenue greater than $943.9 million, according to the U.S. government’s Surface Transportation Board. Data show that derailments across rail companies increased considerably in the U.S. between 2021 and 2022, according to Everstream Analytics.

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  • EU chiefs flew to UN climate talks in private jet

    EU chiefs flew to UN climate talks in private jet

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    The EU’s joint presidents flew to last year’s U.N. climate talks in Egypt aboard a private jet, according to data seen by POLITICO that revealed heavy use of private flights by European Council President Charles Michel.

    The flight data, received through a freedom of information request, shows that Michel traveled on commercial planes on just 18 of the 112 missions undertaken between the beginning of his term in 2019 and December 2022.

    He used chartered air taxis on some 72 trips, around 64 percent of the total, including to the COP27 talks in Egypt last November and to the COP26 summit in Glasgow in 2021. Michel invited Commission President Ursula von der Leyen on the flight to Egypt.

    The EU presidents’ choice of transportation to the climate talks highlights a long-standing dilemma for global leaders: how to practice what they preach on greenhouse gas emissions while also facing a demanding travel schedule that makes private aviation a tempting option — even a necessary evil.

    When Michel, a former Belgian prime minister, arrived in the resort town of Sharm El-Sheikh, he delivered a sober message to the gathered climate dignitaries: “We have a climatic gun to our head. We are living on borrowed time,” he said, before adding: “We are, and will remain, champions of climate action.”

    According to the NGO Transport & Environment, a private jet can emit 2 tons of planet-cooking CO2 per hour. That means during the five-hour return flight to Sharm El-Sheikh, Michel and von der Leyen’s jet may have emitted roughly 20 tons of CO2 — the average EU citizen emits around 7 tons over the course of a year.

    Most COP27 delegates — including the EU’s Green Deal chief Frans Timmermans, according to a Commission official — took commercial flights normally packed with sun-seeking tourists.

    The decision to travel to Egypt by private jet was made after no commercial flights were available to return Michel to Brussels in time for duties at the European Parliament, his spokesperson Barend Leyts told POLITICO.

    Staff also explored the option of flying aboard Belgian Prime Minister Alexander De Croo’s plane, but it was scheduled to return before Michel’s work at COP27 would be completed.

    Unlike many national governments, the EU does not own planes to transport its leaders. Hiring a private jet was “the only suitable option in the circumstances,” said Leyts. “Given that the president of the Commission was also invited to the COP27, we proposed to share a flight.” 

    Leyts stressed that the flight complied with internal Council rules, which dictate that officials should fly commercial when possible.

    A spokesperson from the Commission confirmed that the famously hostile pair had shared the cabin to Sharm El-Sheikh, noting that reaching the destination by commercial flight was difficult due to the high volume of traffic and von der Leyen’s packed schedule.

    “The fact that both presidents traveled together, with their teams, shows that they did what was possible to optimize the travel arrangements and reduce the associated carbon footprint,” added the Commission’s spokesperson.

    The Commission previously told POLITICO that von der Leyen’s use of chartered trips is limited to “exceptional circumstances,” such as for security reasons or if a commercial flight isn’t available or doesn’t fit with diary commitments. The institution has previously declined POLITICO’s request to share detailed information on the modes of transportation used by the Commission chief for her foreign trips.

    As part of its climate goals, the EU is looking to tighten its rules on staff travel to encourage greener modes of transport and bring down the institution’s emissions. 

    The Commission is aiming to achieve climate neutrality by 2030 by switching to “sustainable business travel,” favoring greener travel options and encouraging employees to cycle, walk or take public transport to work.

    Leyts said Michel’s staff enquired about the possibility of using sustainable aviation fuel, but were “regrettably” told that neither Brussels nor Sharm El-Sheikh airports had provision.

    Since 2021, Michel has offset the emissions of his flights through a scheme that funds a Brazilian ceramics factory to switch its fuel from illegal timber to agricultural and industrial waste products, according to Leyts. Since 2022, that has applied to all of his flights. 

    Erika Di Benedetto contributed reporting.

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    Giovanna Coi, Karl Mathiesen and Mari Eccles

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  • Brussels to Berlin: We’ll find a way to save the car engine

    Brussels to Berlin: We’ll find a way to save the car engine

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    On the future of the internal combustion engine, Germany has gotten its own way, again.

    The European Commission and Germany’s Transport Ministry announced a deal Saturday morning that commits the EU executive to figuring out a legal way to allow the sale of new engine-installed cars running exclusively on synthetic e-fuels even after a mandate comes into force requiring sales of only zero-emission vehicles from 2035.

    “We have found an agreement with Germany on the future use of e-fuels in cars,” the Commission’s Green Deal chief Frans Timmermans said on Twitter. “We will work now on getting the CO2 standards for cars regulation adopted as soon as possible.”

    The deal heads off a row over car legislation that was all-but-agreed until Germany, along with a small club of allies, slammed on the brakes just days before formal final approval on a law that is the centerpiece of the EU’s green agenda.

    Timmermans said the Commission would “follow up swiftly” with “legal steps” to turn a non-binding annex to the law, introduced originally at the insistence of Europe’s car-making titan Germany, into a concrete workaround allowing new vehicles running on e-fuels, which do emit some CO2, to be sold post-2035.

    As a first step, the Commission has agreed to carve out a new category of e-fuel-only vehicles inside the existing Euro 6 automotive rulebook and then integrate that classification into the contentious CO2 standards legislation that mandates the 2035 phase-out date for sales of new combustion-engine vehicles.

    The terms of the final deal from Timmermans’ cabinet chief Diederik Samsom, seen by POLITICO, say the Commission will reopen the text of the engine-ban law if EU lawmakers manage to stop the introduction of a technical annex that would make space for e-fuels alongside the agreed CO2 standards. Reopening the proposed law’s text is a move that is fundamentally opposed by the European Parliament and green-minded countries.

    The crux of the standoff was that Germany demanded binding legal language that would ensure the Commission would find a way to satisfy Berlin’s demands even if the European Parliament, or the courts, moved to block any tweaks or legal annexes to the 2035 zero-emissions legislation covering cars and vans.

    In the statement, Samsom promised the Commission will publish its full e-fuels proposal as a so-called delegated act this fall. In practice, that means the original 2035 legislation will pass at first — offering the European Commission a critical win — but it sets up a future fight over the technical additions needed to satisfy Berlin.

    “The law that 100 percent of cars sold after 2035 must be zero emissions will be voted unchanged by next Tuesday,” said Pascal Canfin, the French liberal lawmaker spearheading the file in the assembly. “Parliament will decide in due course on the Commission’s future proposals on e-fuels.”

    Engine endgame

    The deal means energy ministers can sign off on the original 2035 proposal during a meeting on Tuesday given that Berlin now has assurances that its demands will be met. In advance, EU ambassadors will review the bilateral deal between Brussels and Berlin on Monday, an EU diplomat said.

    The agreement caps a decade of German pushback on EU automotive emissions rule-making.

    In 2013, then-Chancellor Angela Merkel intervened late to water down previous iterations of car emission standards legislation, securing tweaks critical to the country’s hulking automotive industry.

    The deal means Germany has effectively dropped its last-minute opposition to the car engine ban law | Sean Gallup/Getty Images

    Since the Volkswagen Dieselgate scandal, most carmakers have shifted their investments toward electric vehicles, but some industry interests, notably high-end carmakers such as Porsche and Germany’s web of combustion engine component makers, have sought to save traditional gas guzzlers from the clutches of a de facto EU sales ban.

    Figuring out a final workaround on e-fuels in the 2035 legislation will still take some months, given that technical standards haven’t yet been clarified for setting out a “robust and evasion-proof” system for selling cars that can only be fuelled on synthetic alternatives to petrol and diesel, according to Samsom’s statement.

    The timeline is already clear in Berlin’s perspective. “We want the process to be completed by autumn 2024,” said the German Transport Ministry, which is run by the country’s Free Democratic Party. The FDP, the most junior in Germany’s three-way governing coalition, had wanted fixed legal language to guarantee a loophole for e-fuels, which can theoretically be CO2-neutral but which wouldn’t normally comply with the emissions legislation since they do still emit tailpipe pollutants.

    With the FDP’s popularity tumbling, the car policy row with Brussels has been a popular talking point in German media over recent weeks. One survey reports that 67 percent of respondents are against the engine ban legislation. Ahead of national elections in late 2025, the FDP is betting on driver-friendly policies such as e-fuels, new road construction initiatives and a block on the implementation of a national highway speed limit, to raise its profile.

    Market watchers don’t anticipate e-fuels to offer much in the way of a mass-market alternative to electric vehicles, given that they are costly to produce and don’t exist in commercial volumes today. A study by the Potsdam Institute for Climate Research reports that even if all global e-fuel production was allocated to German consumers, the output would only meet a tenth of national demand in the aviation, maritime and chemical sectors by 2035.

    “E-fuels are an expensive and massively inefficient diversion from the transformation to electric facing Europe’s carmakers,” said Julia Poliscanova from the green group Transport & Environment.

    Auto politics

    Despite not being on the formal agenda, the issue dominated discussions on the sidelines of this week’s summit of EU leaders in Brussels. A deal between Brussels and Berlin was only struck at 9 p.m. on Friday, hours after leaders left the EU capital, before being formally announced on social media early Saturday.

    “The way is clear,” said German Transport Minister Volker Wissing in announcing the agreement. “We have secured opportunities for Europe by keeping important options open for climate-neutral and affordable mobility.”

    The deal means Germany has effectively dropped its last-minute opposition to the car engine ban law, collapsing a blocking minority of Italy, Poland, Bulgaria and the Czech Republic that had put a roadblock in front of final ratification by ministers of the deal reached last October between the three EU institutions. 

    It remains unclear whether Italy’s attempts to find a separate workaround for biofuels — promoted personally by Prime Minister Giorgia Meloni at the summit — also succeeded. However, without Berlin’s support, Rome doesn’t have a way to block the legislation.

    German Transport Minister Volker Wissing | Maja Hitij/Getty Images

    Responses to the Commission working up a bespoke fix for its biggest member country on otherwise agreed legislation were generally negative, with many arguing the e-fuels issue is a diversion.

    “The opening for e-fuels does not mean a significant change for the transformation to electric cars,” said Ferdinand Dudenhöffer, a professor at the Center for Automotive Research in Duisburg. He said the Commission’s dealmaking raised “new investment uncertainties” that undermined the bloc’s efforts to catch up with China, the world’s leading producer of electric vehicles.

    Still, most are just happy that the combustion engine row is ended, for now.

    “It is good that this impasse is over,” said German Environment Minister Steffi Lemke, who backed the original 2035 deal without a reference to e-fuels. “Anything else would have severely damaged both confidence in European procedures and in Germany’s reliability inside European politics,” the minister said in a statement.

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    Joshua Posaner

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  • Who blew up Nord Stream?

    Who blew up Nord Stream?

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    Nearly six months on from the subsea gas pipeline explosions, which sent geopolitical shockwaves around the world in September, there is still no conclusive answer to the question of who blew up Nord Stream.

    Some were quick to place the blame squarely at Russia’s door — citing its record of hybrid warfare and a possible motive of intimidation, in the midst of a bitter economic war with Europe over gas supply.

    But half a year has passed without any firm evidence for this — or any other explanation — being produced by the ongoing investigations of authorities in three European countries.

    Since the day of the attack, four states — Russia, the U.S., Ukraine and the U.K. — have been publicly blamed for the explosions, with varying degrees of evidence.

    Still, some things are known for sure.

    As was widely assumed within hours of the blast, the explosions were an act of deliberate sabotage. One of the three investigations, led by Sweden’s Prosecution Authority, confirmed in November that residues of explosives and several “foreign objects” were found at the “crime scene” on the seabed, around 100 meters below the surface of the Baltic Sea, close to the Danish Island of Bornholm.

    Now two new media reports — one from the New York Times, the other a joint investigation by German public broadcasters ARD and SWR, plus newspaper Die Zeit — raised the possibility that a pro-Ukrainian group — though not necessarily state-backed — may have been responsible. On Wednesday, the German Prosecutor’s Office confirmed it had searched a ship in January suspected of transporting explosives used in the sabotage, but was still investigating the seized objects, the identities of the perpetrators and their possible motives.

    In the information vacuum since September, various theories have surfaced as to the culprit and their motive:

    Theory 1: Putin, the energy bully

    In the days immediately after the attack, the working assumption of many analysts in the West was that this was a brazen act of intimidation on the part of Vladimir Putin’s Kremlin.

    Mykhailo Podolyak, an adviser to Volodymyr Zelenskyy, spelt out the hypothesis via his Twitter feed on September 27 — the day after the explosions were first detected. He branded the incident “nothing more [than] a terrorist attack planned by Russia and act of aggression towards the EU” linked to Moscow’s determination to provoke “pre-winter panic” over gas supplies to Europe.

    Polish Prime Minister Mateusz Morawiecki also hinted at Russian involvement. Russia denied responsibility.

    The Nord Stream pipes are part-owned by Russia’s Gazprom. The company had by the time of the explosions announced an “indefinite” shutdown of the Nord Stream 1 pipes, citing technical issues which the EU branded “fallacious pretences.” The new Nord Stream 2 pipes, meanwhile, had never been brought into the service. Within days of Gazprom announcing the shutdown in early September, Putin issued a veiled threat that Europe would “freeze” if it stuck to its plan of energy sanctions against Russia.

    But why blow up the pipeline, if gas blackmail via shutdowns had already proved effective? Why end the possibility of gas ever flowing again?

    Simone Tagliapietra, energy specialist and senior fellow at the Bruegel think tank, said it was possible that — if it was Russia — there may have been internal divisions about any such decision. “At that point, when Putin had basically decided to stop supplying [gas to] Germany, many in Russia may have been against that. This was a source of revenues.” It is possible, Tagliapietra said, that “hardliners” took the decision to end the debate by ending the pipelines.

    Blowing up Nord Stream, in this reading of the situation, was a final declaration of Russia’s willingness to cut off Europe’s gas supply indefinitely, while also demonstrating its hybrid warfare capabilities. In October, Putin said that the attack had shown that “any critical infrastructure in transport, energy or communication infrastructure is under threat — regardless of what part of the world it is located” — words viewed by many in the West as a veiled threat of more to come.

    Theory 2: The Brits did it

    From the beginning, Russian leaders have insinuated that either Ukraine or its Western allies were behind the attack. Kremlin spokesman Dmitry Peskov said two days after the explosions that accusations of Russian culpability were “quite predictable and predictably stupid.” He added that Moscow had no interest in blowing up Nord Stream. “We have lost a route for gas supplies to Europe.”

    Then a month on from the blasts, the Russian defense ministry made the very specific allegation that “representatives of the U.K. Navy participated in planning, supporting and executing” the attack. No evidence was given. The same supposed British specialists were also involved in helping Ukraine coordinate a drone attack on Sevastopol in Crimea, Moscow said.  

    The U.K.’s Ministry of Defence said the “invented” allegations were intended to distract attention from Russia’s recent defeats on the battlefield. In any case, Moscow soon changed its tune.

    Theory 3: U.S. black ops

    In February, with formal investigations in Germany, Sweden and Denmark still yet to report, an article by the U.S. investigative journalist Seymour Hersh triggered a new wave of speculation. Hersh’s allegation: U.S. forces blew up Nord Stream on direct orders from Joe Biden.

    The account — based on a single source said to have “direct knowledge of the operational planning” — alleged that an “obscure deep-diving group in Panama City” was secretly assigned to lay remotely-detonated mines on the pipelines. It suggested Biden’s rationale was to sever once and for all Russia’s gas link to Germany, ensuring that no amount of Kremlin blackmail could deter Berlin from steadfastly supporting Ukraine.

    Hersh’s article also drew on Biden’s public remarks when, in February 2022, shortly before Russia’s full-scale invasion, he told reporters that should Russia invade “there will be no longer Nord Stream 2. We will bring an end to it.”

    The White House described Hersh’s story as “utterly false and complete fiction.” The article certainly included some dubious claims, not least that NATO Secretary General Jens Stoltenberg has “cooperated with the American intelligence community since the Vietnam War.” Stoltenberg, born in 1959, was 16 years old when the war ended.

    Russian leaders, however, seized on the report, citing it as evidence at the U.N. Security Council later in February and calling for an U.N.-led inquiry into the attacks, prompting Germany, Denmark and Sweden to issue a joint statement saying their investigations were ongoing.

    Theory 4: The mystery boatmen

    The latest clues — following reports on Tuesday from the New York Times and German media — center on a boat, six people with forged passports and the tiny Danish island of Christiansø.

    According to these reports, a boat that set sail from the German port of Rostock, later stopping at Christiansø, is at the center of the Nord Stream investigations.

    Germany’s federal prosecutor confirmed on Wednesday that a ship suspected of transporting explosives had been searched in January — and some of the 100 or so residents of tiny Christiansø told Denmark’s TV2 that police had visited the island and made inquiries. Residents were invited to come forward with information via a post on the island’s Facebook page.

    Both the New York Times and the German media reports suggested that intelligence is pointing to a link to a pro-Ukrainian group, although there is no evidence that any orders came from the Ukrainian government and the identities of the alleged perpetrators are also still unknown.

    Podolyak, Zelenskyy’s adviser, tweeted he was enjoying “collecting amusing conspiracy theories” about what happened to Nord Stream, but that Ukraine had “nothing to do” with it and had “no information about pro-Ukraine sabotage groups.”

    Meanwhile, Germany’s Defense Minister Boris Pistorius warned against “jumping to conclusions” about the latest reports, adding that it was possible that there may have been a “false flag” operation to blame Ukraine.

    The Danish Security and Intelligence Service said only that their investigation was ongoing, while a spokesperson for Sweden’s Prosecution Authority said information would be shared when available — but there was “no timeline” for when the inquiries would be completed.

    The mystery continues.

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    Charlie Cooper

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  • Greek leader faces political backlash after rail crash

    Greek leader faces political backlash after rail crash

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    ATHENS — Greek Prime Minister Kyriakos Mitsotakis was supposed to be preparing to call an early election — instead he’s dealing with protestors throwing Molotov cocktails at police as a wave of public rage convulses Greece following a train crash that killed 57 people.

    Last week’s train collision was caused when a freight train and a passenger train were allowed on the same rail line. The station-master accused of causing the crash was charged with negligent homicide and jailed Sunday pending a trial.

    The crash has raised deeper questions about the functioning of the Greek state, following reports that Athens hadn’t updated its rail network to meet EU requirements and that the state rail company was accused of mismanagement.

    Mitsotakis initially blamed the incident on “tragic human error” but was forced to backtrack after he was accused to trying to cover up the government’s role. The first political victim was Transport Minister Kostas Karamanlis, who resigned soon after the accident. Mitsotakis put out a new message over the weekend saying: “We cannot, will not and must not hide behind human error.”

    “As prime minister, I owe everyone, but above all the relatives of the victims, a big SORRY. Both personal, and in the name of all those who have ruled the country for years,” Mitsotakis wrote on Facebook.

    His conservative New Democracy party is now weighing the political implications of the crash.

    Before Tuesday’s deadly event, it was widely expected that the government would hold a final Cabinet meeting where it would announce a rise in the minimum wage. Mitsotakis would then dissolve parliament, with the likeliest election date being April 9.

    But that’s now very uncertain. If the April 9 date slips away, alternatives range from a first round vote later in April, May or even July.

    “Anyone who hinted to the prime minister these days that we need to see what we do about the elections was kicked out of the meeting,” government spokesperson Giannis Oikonomou told Skai local TV. “It is not yet time to get into that kind of discussion.”

    Instead of election plans, the government is dealing with a massive outpouring of public rage at the accident that has seen large protest rallies and clashes between demonstrators and police.

    “When a national tragedy like this is underway, it is difficult to assess the political consequences,” said Alexis Routzounis, a researcher at pollster Kapa Research. “Society will demand clear explanations, and a careful and discreet response from the political leadership is paramount. For now, the political system is responding with understanding.”

    Opposition parties have so far kept a low profile, but that is starting to change.

    “Mitsotakis is well aware that the debate on the causes of the tragedy will not be avoided by the resignation of his [transport] minister, but becomes even more urgent,” the main opposition Syriza party said.

    Before the crash, New Democracy was comfortably ahead of its rivals, according to POLITICO’s poll of polls.

    GREECE NATIONAL PARLIAMENT ELECTION POLL OF POLLS

    For more polling data from across Europe visit POLITICO Poll of Polls.

    That lead came despite a growing series of problems, including high inflation, skyrocketing food prices, financial wrongdoing by conservative MPs, a wiretapping scandal and reports of a secret offer by Saudi Arabia to pay for football stadiums for Greece and Egypt if they agreed to team up and host the 2030 World Cup.

    “The government has managed to weather previous crises, including devastating wildfires in 2021 and the recent surveillance scandal, while suffering only a minor impact to its ratings,” said Wolfango Piccoli, co-founder of risk analysis company Teneo.

    He added that the government is now scrambling to ensure it’s not hurt politically by the crash.

    “It is following a similar strategy in wake of the train crash, with Mitsotakis playing a central role in establishing the narrative and swiftly announcing action aimed at getting ahead of the story,” Piccoli said.

    Missed warnings

    People are especially outraged because the tragedy appears to have been avoidable.

    The rail line was supposed to use a modern electronic light signaling and safety system called ETCS that was purchased in the early 2000s, but never worked.

    Even the current outdated system was not fully operational, with key signal lights always stuck on red due to technical failure and station managers only warning one another of approaching trains via walkie-talkie.

    The rail employees’ union sent three legal warning notes in recent months to the transport minister and rail companies asking for speedy upgrades to railway infrastructure.

    “We will not wait for the accident to happen to see them shed crocodile tears,” said one sent on February 7.

    In mid-February, the European Commission referred Greece to court for the eight-year delay in signing and publishing the contract between the national authorities and the company that manages rail infrastructure.

    Last April, the head of the automated train control system resigned, complaining that trains were running at 200 kilometres per hour without the safety system.

    The government even voted to allow Hellenic Train a five-year delay in paying any compensation for an accident or a death, while EU rules call for a 15-day time limit. The company said on Sunday it would not use the exemption.

    On Monday, Mitsotakis met with Commission President Ursula von der Leyen, and she pledged that Brussels would help Greece “to modernize its railways and improve their safety.”

    All of that is grim news for a party aiming to win a second term in office.

     “Historically, when the state, instead of stability, causes insecurity, it is primarily the current government that is affected, but also all the governing parties, because the tragedy brings back memories of similar dramas of the past,” Routzounis said.

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    Nektaria Stamouli

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  • Cyberpunk 2077 Gets One Thig Right: Cars Need Buttons

    Cyberpunk 2077 Gets One Thig Right: Cars Need Buttons

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    Screenshot: Cyberpunk 2077

    The world of Cyberpunk 2077 is one where technological innovation has run wild. Its citizens are full of robot parts, can send data with their minds and can literally see other people’s dreams and memories. Yet despite all this, one aspect of everyone’s daily lives is still incredibly quaint (at least by those standards): its cars are full of buttons.

    There’s a big trend in automotive design these days, spurred on by Tesla’s reliance on enormous touchscreens, that cars don’t need buttons. That everything you need to do as a driver (or front-seat passenger), from checking a map to controlling the air conditioning to changing the song on the radio, can and should be performed by tapping through the menus of a big computer screen (or using your voice, though this is usually only helpful for a select few features, depending on the car).

    There’s absolutely not good reason for it. It’s slower, it’s harder and most importantly it’s more dangerous to use a screen while driving than using traditional buttons. Tapping on an ipad is fine when we’re at work or on the couch because that’s what we’re doing. It’s the only thing we’re focused on. Asking us to do that while driving a two-tonne motor vehicle, taking our eyes off the road while hurtling down it at 70 miles an hour, is borderline suicidal. Especially if you keep fucking things up because you’re trying to watch the road and tap on the screen and so keep missing the buttons and moving your seat when you meant to be swapping albums on Spotify.

    (I’ll note here that I’m talking about cars, especially contemporary and upcoming electric vehicles, that put these huge screens front and centre. My 2018 Kia Sorento has a little touchscreen that I just use for Android Auto, with everything else still buttons, and I think that’s fine and a nice balance!)

    You know where a button is in a car. More importantly, you can feel it while driving, meaning you don’t have to take your eyes off the road to use them. Want to turn up the AC? There’s a big round dial for that. Same for the volume. These have their own dedicated space inside the car—they’re not buried inside a menu—and with their own distinct shapes and tactile feel can be found and used instantly.

    This isn’t an “old man yells at cloud” take. It’s an “I’m sick of Silicon Valley influencing people to change things for the sake of them instead of changing things because they’re actually better” take. And I’m of course far from alone here; watch any car review on YouTube and you’ll often see the same complaints, that too many functions, from VW’s awful climate “sliders” to Tesla’s murderous insistence on having your speed only visible in the central screen in some of its cars, are a pointless obstacle to safe and comfortable driving.

    Something (kinda) proven in a Swedish study in 2022, which tested 11 cars of varying age—from a Tesla Model 3 to an ancient Volvo V70—to see which ones had the best “usability”.

    During the tests, drivers were given varying tasks to perform, such as changing radio stations or altering the climate controls. In each instance, the car was driven at 68 mph, and researchers measured the time and distance covered by each car while the tasks were being performed.

    The results? The 2005 Volvo V70 won handily, while the worst-performing vehicle was the MG Marvel R, a modern car which has some buttons on its steering wheel but relegates many other commands to its large central touchscreen. As for the Tesla Model 3, it took over twice as long to perform the same four tasks as the 18-year-old V70.

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    Image: Vi Bilägare

    Image for article titled Cyberpunk 2077 Gets One Thig Right: Cars Need Buttons

    Image: Vi Bilägare

    Which is my very long-winded way of getting around to saying that, having just spent a lot of time playing Cyberpunk 2077 (more on that in the weeks to come), I really appreciate the fact its cars are full of buttons! Every car you get into, there’s buttons all over the place. In front of you, next to you, all over the dash, all over the centre console. And it looks amazing. There’s an aesthetic reason for that, of course, as lead vehicle artist on the game Jakub Przybolewski explains:

    We looked at car designs from the 1980s and 1990s, as cars manufactured during that time had a very minimalist look – doing so much without overdoing anything. They’re simple, easy to recognise, and carry a timeless look. For the world of 2077, this was a perfect place to start.

    So the fact 2077’s cars are full of buttons is partly down to the fact that, like so much other stuff in the game’s world, they’re extrapolations of classic sci-fi art, drawn in the decades before today’s touchscreens had been invented.

    But then, plenty of other stuff in the game has been made ultra-futuristic. Many of 2077’s data transfers are done digitally via people’s brains, and nearly every computer you interact with has a big clean touchscreen, not a clunky old 80s monitor.

    Given that, I like to think the buttons all over the interiors of the game’s cars aren’t just there as a visual throwback (and a very good-looking one at that), but as a future realisation that, shit, as technologically depraved as 2077’s world has become, even they know a dumb idea when they see one, and they’ve reverted to the fact cars are much cooler—and easier to use—if they’re full of buttons.

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    Luke Plunkett

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  • Manpower will be crucial for Russia to mount a spring offensive

    Manpower will be crucial for Russia to mount a spring offensive

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    Jamie Dettmer is opinion editor at POLITICO Europe.

    It appears it’s only a matter of time before the Kremlin orders another draft to replenish its depleted ranks and make up for the battlefield failings of its command.

    This week, Norway’s army chief said Russia has already suffered staggering losses, estimating 180,000 Russian soldiers have been killed or wounded in Ukraine since February — a figure much higher than American estimates, as General Mark Milley, chairman of the United States Joint Chiefs of Staff, had suggested in November that the toll was around 100,000.

    But whatever the exact tally, few military analysts doubt Russian forces are suffering catastrophic casualties. In a video posted this week, Russian human rights activist Olga Romanova, who heads the Russia Behind Bars charity, said that of the 50,000 conscripts recruited from jails by Yevgeny Prigozhin’s paramilitary mercenary outfit, the Wagner Group, 40,000 are now dead, missing or deserted.

    In some ways, the high Wagner toll isn’t surprising, with increasing reports from both sides of the front lines that Prigozhin has been using his recruits with little regard for their longevity. One American volunteer, who asked to remain unnamed, recently told POLITICO that he was amazed how Wagner commanders were just hurling their men at Ukrainian positions, only to have them gunned down for little gain.

    Andrey Medvedev, a Wagner defector who recently fled to Norway, has also told reporters that in the months-long Russian offensive against the Ukrainian city of Bakhmut, former prisoners were thrown into battle as cannon fodder, as meat. “In my platoon, only three out of 30 men survived. We were then given more prisoners, and many of those died too,” he said.

    Of course, Wagner is at the extreme end when it comes to carelessness with lives — but as Ukraine’s deadly New Year’s Day missile strike demonstrated, regular Russian armed forces are also knee-deep in blood. Russia says 89 soldiers were killed at Makiivka — the highest single battlefield loss Moscow has acknowledged since the invasion began — while Ukraine estimates the death toll was nearer 400.

    Many of those killed there came from Samara, a city located at the confluence of the Volga and Samara rivers, where Communist dictator Joseph Stalin had an underground complex built for Russian leaders in case of a possible evacuation from Moscow. The bunker was built in just as much secrecy as the funerals that have been taking place over the past few weeks for the conscripts killed at Makiivka. “Lists [of the dead] will not be published,” Samara’s military commissar announced earlier this month.

    To make up for these losses, Russia’s military bloggers, who have grown increasingly critical, have been urging a bigger partial mobilization, this time of 500,000 reservists to add to the 300,000 already called up in September. President Vladimir Putin has denied this, and Kremlin press spokesman Dmitry Peskov has also dismissed the possibility, saying that the “topic is constantly artificially activated both from abroad and from within the country.”

    Yet, last month, Russia’s Defense Minister Sergei Shoigu called for Russia’s army to be boosted from its current 1.1 million to 1.5 million, and he announced new commands in regions around Moscow, St. Petersburg and Karelia, on the border with Finland.

    Meanwhile, circumstantial evidence that another draft will be called is also accumulating — though whether it will be done openly or by stealth is unclear.

    Along these lines, both the Kremlin and Russia’s political-military establishment have been redoubling propaganda efforts, attempting to shape a narrative that this war isn’t one of choice but of necessity, and that it amounts to an existential clash for the country.

    General Valery Gerasimov — the former chief of the defense staff and now the overall commander of Russian forces in Ukraine — said that Russia is battling “almost the entire collective West” | Ruslan Braun/Creative commons via Flickr

    In a recent interview, General Valery Gerasimov — the former chief of the defense staff and now the overall commander of Russian forces in Ukraine — said that Russia is battling “almost the entire collective West” and that course corrections are needed when it comes to mobilization. He talked about threats arising from Finland and Sweden joining NATO.

    Similarly, in his Epiphany address this month, Patriarch Kirill of the Russian Orthodox Church said, “the desire to defeat Russia today has taken very dangerous forms. We pray to the Lord that he will bring the madmen to reason and help them understand that any desire to destroy Russia will mean the end of the world.” And the increasingly unhinged Dmitry Medvedev, now the deputy chairman of Russia’s Security Council, has warned that the war in Ukraine isn’t going as planned, so it might be necessary to use nuclear weapons to avoid failure.

    As Russia’s leaders strive to sell their war as an existential crisis, they are mining ever deeper for tropes to heighten nationalist fervor too, citing the Great Patriotic War at every turn. At the Museum of the Defense and Siege of Leningrad, which commemorates the breaking of the German siege of the city in 1944, a new exhibition dedicated to “The Lessons of Fascism Yet to Be Learned” is due to be unveiled, and it is set to feature captured Ukrainian tanks and armored vehicles. “It’s only logical that a museum dedicated to the struggle against Nazism would support the special operation directed against neo-Nazism in Ukraine,” a press release helpfully suggests.

    In line with Putin’s insistence that the war is being waged to “de-Nazify” Ukraine, Kremlin propagandists have also been endeavoring to popularize the slogan, “We can do it again.”

    At the same time, there are signs that local recruitment centers are gearing up for another surge of draftees as well.

    Rumors of a fresh partial mobilization have prompted some dual-citizen Central Asian workers — those holding Russian passports and who would be eligible to be drafted — to leave the country, and some say they’ve been prevented from exiting. A Kyrgyz man told Radio Free Europe he was stopped by Russian border guards when he tried to cross into Kazakhstan en route to Kyrgyzstan. “Russian border guards explained to me quite politely that ‘you are included in a mobilization list, this is the law, and you have no right to go,’” he said.  

    In order to prevent another surge of refuseniks, Moscow also seems determined to put up further restrictions on crossing Russia’s borders, including possibly making it obligatory for Russians to book a specific time and place in advance, so that they can exit. Amendments to a transport law introduced in the Duma on Monday would require “vehicles belonging to Russian transport companies, foreign transport companies, citizens of the Russian Federation, foreign citizens, stateless persons and other road users” to reserve a date and time “in order to cross the state border of the Russian Federation.”

    Transport officials say this would only affect haulers and would help ease congestion near border checkpoints. But if so, then why are “citizens of the Russian Federation” included in the language?

    All in all, manpower will be crucial for Russia to mount a spring offensive in the coming months. And Western military analysts suspect that Ukraine and Russia are currently fielding about the same number of combat soldiers on the battlefield. This means General Gerasimov will need many more if he’s to achieve the three-to-one ratio military doctrines suggest are necessary for an attacking force.

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    Jamie Dettmer

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  • Day of reckoning for Macron on French pension reform

    Day of reckoning for Macron on French pension reform

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    PARIS — France is bracing for a day of severe disruptions and strikes on Thursday as trade unions and opposition parties vow to force the government to abandon French President Emmanuel Macron’s flagship pensions reform.

    Schools, universities and public administrations are expected to close, public transport will be severely affected and demonstrations are planned in major cities across the country.  

    “It’s going to be a [day] of hassles… It’ll be a Thursday of great disruption of public services,” warned Transport Minister Clément Beaune.

    Workers are protesting the government’s decision to raise the legal retirement age to 64 from 62. As part of the proposed overhaul, the number of years of contributions needed for a full pension will also rise faster than previously planned and will be set at 43 years from 2027.

    This is one of the biggest tests for Macron since losing outright majority in parliament in June. Macron was reelected last year on promises he would reform France’s public pension system and bring it in line with European neighbors such as Spain and Germany where the legal age of retirement is 65 to 67 years old. According to projections from France’s Council of Pensions Planning, the finances of the pensions system are balanced in the short term but will go into deficit in the long term.

    “Whatever pension projection you look at, the system will be go into the red within 15 years… it is difficult to deny the funding issues … The level of expenditure has stabilized but it’s simply higher than the revenues,” said Antoine Bozio, director of the Institute of Public Policy in Paris.  

    French polls suggest that the French are opposed to the reform but are aware of the need to overhaul state pensions. There is, however, deep disagreement on how to achieve that. Both the far-right National Rally party and the leftwing NUPES coalition staunchly oppose pushing back the age of retirement to 64 and argue that it will unfairly hit French working classes. Both groups vow to fight the government and stall debates as the pensions bill goes through parliament.

    “The Macron-Borne reform is a serious step back for French welfare,” tweeted Jean-Luc Mélenchon, leader of the far-left France unbowed party — which is planning a second day of protests on Sunday.

    Macron is hoping to get the votes of the conservative Les Républicains to get the reforms passed in parliament, where he does not have absolute majority.

    In the battle to win over public opinion, French Prime Minister Elisabeth Borne, who unveiled the reform last week, has repeatedly maintained that the changes include several measures that benefit the poorest. The government plans to increase the minimum monthly pension by close to 10 percent to €1,200 for low-income earners, and vows to improve access to early retirement schemes for employees who work in difficult professions.

    According to Bozio, while the government’s aim is primarily to balance the books amid increased funding needs for health, education and support for businesses, there are legitimate questions over the fairness of the reform.

    “Pushing back the retirement age will not hit the poorest in France, so in that sense the reform is fair,” said Bozio referring to precarious workers who have checkered careers and often leave the workforce later at 67 years old.

    In the battle to win over public opinion, French Prime Minister Elisabeth Borne has repeatedly maintained that the changes include several measures that benefit the poorest | Pool photo by bertrand Guay/AFP via Getty Images

    However, lower-income groups, who start work early, will be disadvantaged compared to higher-income groups who have later careers.

    “Those hit by the reform will be qualified factory workers, less qualified office workers … Senior managers, the intellectual classes who have done long studies, will be less affected,” he said.

    There were other options on the table. In 2020, Macron’s government worked on a more balanced reform, which had the backing of one of France’s main trade unions the CFDT, but was forced to shelve it following months of strikes along with the COVID-19 pandemic which brought the country to a halt.

    France has a long history of showdowns between government-led pension reforms and the public backlash on the street in the form of mass protests and walking off the job. In his second term, Macron has settled for a less aggressive, more topical reform focused on raising the legal age of retirement in the hope that it would be easier to pass through parliament. The breadth of Thursday’s protests will be a first test of that choice.

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    Clea Caulcutt

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  • Ten Things Elon Musk Needs to Do to Fix Tesla

    Ten Things Elon Musk Needs to Do to Fix Tesla

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    Tesla had a bad year 2022. 

    On the stock market, it was a real nightmare. 

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

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

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  • Southwest Airlines cancels another 2,300 flights with schedule in chaos

    Southwest Airlines cancels another 2,300 flights with schedule in chaos

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    Southwest Airlines continued to extract itself from sustained scheduling chaos Thursday, cancelling another 2,350 flights after a winter storm overwhelmed its operations days ago.

    The Dallas carrier acknowledged it has inadequate and outdated operations technology that can leave flight crews out of position when adverse weather strikes.

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    was the only airline unable to recover from storm-related delays that began over the weekend when snow, ice and high winds raked portions of the country.

    As has been the case every day this week, the vast majority of flight cancellations nationwide, are Southwest flights.

    There were 2,451 flights cancelled before noon Thursday in the U.S., and 2,357 were Southwest routes, or about 58% of its entire schedule, according to the FlightAware tracking service.

    The airline has warned that cancellations will continue for days.

    The federal government is investigating what happened at Southwest with total cancellations soaring past 10,000 early in the week.

    Southwest added a page to their website specifically for travelers who were stranded, but thousands of customers remain unable to reach the airline.

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  • Southwest Airlines flight cancellations continue to snowball

    Southwest Airlines flight cancellations continue to snowball

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    DALLAS — Travelers who counted on Southwest Airlines to get them home suffered another wave of canceled flights Wednesday, and pressure grew on the federal government to help customers get reimbursed for unexpected expenses they incurred because of the airline’s meltdown.

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    travelers tried finding seats on other airlines or renting cars to get to their destination, but many remained stranded. The airline’s CEO said it could be next week before the flight schedule returns to normal.

    Adontis Barber, a 34-year-old jazz pianist from Kansas City, Missouri, had camped out in the city’s airport since his Southwest flight was canceled Saturday and wondered if he would ever get to a New Year’s gig in Washington, D.C.

    “I give up,” he said. “I’m starting to feel homeless.”

    By early afternoon on the East Coast, about 90% of all canceled flights Wednesday in the U.S. were on Southwest, according to the FlightAware tracking service.

    Other airlines recovered from ferocious winter storms that hit large swaths of the country over the weekend, but not Southwest, which scrubbed 2,500 flights Wednesday and 2,300 more on Thursday.

    The Dallas airline was undone by a combination of factors including an antiquated crew-scheduling system and a network design that allows cancellations in one region to cascade throughout the country rapidly. Those weaknesses are not new — they helped cause a similar failure by Southwest in October 2021.

    The federal government is now investigating what happened at Southwest, which carries more passengers within the United States than any other airline.

    In a video that Southwest posted late Tuesday, CEO Robert Jordan said Southwest would operate a reduced schedule for several days but hoped to be “back on track before next week.”

    Jordan blamed the winter storm for snarling the airline’s “highly complex” network. He said Southwest’s tools for recovering from disruptions work “99% of the time, but clearly we need to double down” on upgrading systems to avoid a repeat of this week.

    “We have some real work to do in making this right,” said Jordan, a 34-year Southwest veteran who became CEO in February. “For now, I want you to know that we are committed to that.”

    Transportation Secretary Pete Buttigieg, who has criticized airlines for previous disruptions, said that “meltdown” was the only word he could think of to describe this week’s events at Southwest. He noted that while cancellations across the rest of the industry declined to about 4% of scheduled flights, they remained above 60% at Southwest.

    From the high rate of cancellations to customers’ inability to reach Southwest on the phone, the airline’s performance has been unacceptable, Buttigieg said. He vowed to hold the airline accountable and push it to reimburse travelers.

    “They need to make sure that those stranded passengers get to where they need to go and that they are provided adequate compensation,” including for missed flights, hotels and meals, he said Wednesday on ABC’s “Good Morning America.”

    On its website, Southwest told customers affected by canceled or delayed flights between Dec. 24 and Jan. 2 to submit receipts. The airline said, “We will honor reasonable requests for reimbursement for meals, hotel, and alternate transportation.”

    Navy physician Lt. Cmdr. Manoj Mathew said after spending hours on hold over two days Southwest reimbursed him for the first leg of his family’s trip from Washington to Houston — they drove through terrible weather after the Dec. 23 flight was canceled. Now he is worried whether Southwest will operate the return flight Sunday.

    “I’m trying to reach other airlines,” he said. “There are no flights, plus it’s very expensive for us.”

    Leaders of Southwest’s labor unions have warned for years that the airline’s crew-scheduling system, which dates to the 1990s, was inadequate, and the CEO acknowledged this week that the technology needs to be upgraded.

    The other large U.S. airlines use “hub and spoke” networks in which flights radiate out from a few major or hub airports. That helps limit the reach of disruptions caused by bad weather in part of the country.

    Southwest, however, has a “point to point” network in which planes crisscross the country during the day. This can increase the utilization and efficiency of each plane, but problems in one place can ripple across the country and leave crews trapped out of position.

    Those issues don’t explain all the complaints that stranded travelers made about Southwest, including no ability to reach the airline on the phone and a lack of help with hotels and meals.

    Teal Williams, a 48-year-old active-duty Army reservist from Utah, was stuck at the Denver airport with her husband and two teenage kids on Christmas Day after their flight to Des Moines, Iowa, was canceled. She said Southwest employees had no information about flights and didn’t offer food vouchers while elderly passengers sat in wheelchairs for hours and mothers ran out of formula for their infants.

    “It was just imploding, and no one could tell you anything,” Williams said. The airline employees “were desperately trying to help, but you could tell they were just as clueless as everybody else … it was scary.”

    Unable to find plane, train or bus seats, Williams and her family felt lucky to score a rental car. They drove 12 hours to Iowa.

    Barber, the musician from Kansas City, already missed a performance Sunday in Dallas but had hoped to make it to Washington in time for a New Year’s performance near the National Mall.

    “I’m missing out on money,” he lamented.

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  • Southwest Airlines cancels two-thirds of its flights, with more cancellations planned

    Southwest Airlines cancels two-thirds of its flights, with more cancellations planned

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    Southwest Airlines Co. canceled more than two-thirds of its flights Monday and plans to slash its schedules Tuesday and Wednesday, in a meltdown that stranded thousands of customers and that worsened while other airlines began to recover from the holiday winter storm.

    “We had a tough day today. In all likelihood we’ll have another tough day tomorrow as we work our way out of this,” Chief Executive Bob Jordan said in an interview Monday evening. “This is the largest scale event that I’ve ever seen.” 

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    plans to operate just over one-third of its typical schedule in the coming days to give itself leeway for crews to get into the right positions, he said, adding that the reduced schedule could be extended.

    Southwest’s more than 2,800 scrapped flights Monday, the highest of any major U.S. airline, came as the Dallas-based airline proved unable to stabilize its operations amid the past week’s storm. Between Thursday and Monday, the airline canceled about 8,000 flights, according to FlightAware.

    On Monday, the Department of Transportation called Southwest’s rate of cancellations “disproportionate and unacceptable” and said it would examine whether the cancellations were controllable and whether the airline is complying with its customer service plan.

    Ryan Green, Southwest’s chief commercial officer, said in an interview the airline is taking steps such as covering customers’ reasonable travel costs—including hotels, rental cars and tickets on other airlines, and will be communicating the process for customers to have expenses reimbursed. He also said customers whose flights are being canceled as the airline recovers are entitled to refunds if they opt not to travel. 

    The troubles at Southwest intensified Monday despite generally improving weather conditions and warming temperatures throughout much of the eastern half of the country, which had been pummeled by snow, wind and subfreezing temperatures in recent days.

    An expanded version of this report appears on WSJ.com.

    Trending at WSJ.com:

    SPAC boom ends in frenzy of liquidation

    Wall Street nailed earnings but missed the bear market

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  • Ford Stock Falls. Don’t Let $1.7 Billion Truck Rollover Trial Distract You.

    Ford Stock Falls. Don’t Let $1.7 Billion Truck Rollover Trial Distract You.

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    Ford Motor


    has a legal hearing set to start Monday related to a product liability case that resulted in a $1.7 billion punitive award against the auto maker. Investors seem to be a little nervous about the Georgia case. They probably don’t need to be — yet.

    The award was part of a jury verdict that held, in part, Ford (ticker: F) was responsible for insufficient roof strength of its super-duty trucks. Two people were killed in 2014 after their super-duty truck rolled over. Ford maintains that its design is sound.

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  • Tesla’s New Factory Location Revealed

    Tesla’s New Factory Location Revealed

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    Tesla and Elon Musk are about to keep a promise. 

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

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

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  • EU reaches deal on critical climate policy after marathon talks

    EU reaches deal on critical climate policy after marathon talks

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    A major overhaul of the bloc’s flagship carbon market and a brand new fund to protect vulnerable people from rising CO2 costs were agreed on by EU negotiators in the early hours of Sunday as part of a “jumbo” trilogue that started on Friday morning.

    “After 30 hours of (net!) negotiation time we have an agreement about a new ETS and the creation of a social climate fund (SCF),” tweeted Esther de Lange, vice chair of the European People’s Party and a key climate lawmaker.

    Touted as the cornerstone of Europe’s climate efforts, reforming the Emissions Trading System (ETS) is key to achieving the goal of slashing 55 percent of CO2 emissions by 2030 from 1990 levels.

    “We just found an agreement on the biggest climate law ever negotiated in Europe,” said German MEP Peter Liese, who steered the negotiations on the bill.

    As part of the hard-fought compromise, EU brokers stipulated that power generators and heavy polluters covered by the ETS will have to curb their pollution by 62 percent by the end of the decade, 1 percent more than what the European Commission had initially proposed.

    Waste will be covered by the scheme from 2028, with potential derogations until 2030.

    The deal also mandates that all the revenues generated by the carbon market “shall” be spent on climate action.

    “That’s one of the biggest wins of the Parliament,” Liese told a briefing held shortly after the end of the talks.

    Free CO2 certificates, given to industry to remain competitive against rivals from outside the bloc, will be phased out entirely by 2034 as a planned Carbon Border Adjustment Mechanism is due to enter into force from 2026 at the end of a three-year transition period. The Commission and the Council sought an end-date of 2036, while the Parliament fought for a speedier phaseout by 2032.

    The border tax covers cement, aluminum, fertilizers, electric energy production, hydrogen, iron and steel.

    However, negotiators stopped short of introducing rebates to protect exports, arguing they would have proven incompatible with World Trade Organization rules. Instead, the EU’s 27 nations will be granted the right to ring-fence revenues to support companies at risk of being harmed by the phaseout of free permits.

    The deal also calls for a parallel carbon market to cover fossil fuels used to power cars and heat buildings from 2027 — easily one of the most controversial elements due to worries that it could increase energy poverty and unleash political turmoil if not designed in a just way.

    “Germany desperately wanted the second carbon market and the inclusion of other fuels. They got it and they should celebrate,” said German MEP Peter Liese | John Thys/AFP via Getty images

    To reach a deal, Parliament dropped its call for a split between commercial users and private owners — something the Commission and Council had called unworkable.

    But to make it more palatable, policymakers agreed the so-called ETS2 would come with an emergency brake to be triggered in the event carbon prices per ton exceed €90 — which would cause the start to be delayed by one year. The pact also foresees that prices will be capped at €45 at least until 2030.

    To help low-income households swiftly shift to cleaner forms of transport and heating so that they won’t be unfairly hit by the measure, EU policymakers signed off on a Social Climate Fund worth €86.7 billion running from 2026 until 2032.

    That’s much larger than the €59 billion fund supported by the Council; 25 percent will be raised through co-financing by EU governments while a so-called “all fuels approach” covering process emissions means more CO2 permits will be sold under the scheme.

    Several negotiators said the talks were made particularly tough by Germany’s foot-dragging.

    “Germany desperately wanted the second carbon market and the inclusion of other fuels. They got it and they should celebrate,” said Liese, adding that, “instead of celebrating, they created problems until the last minute.”

    The agreement also confirmed that the ETS will be extended to the shipping sector.

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    Federica Di Sario

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  • Elon Musk Is Unfazed By Tesla’s Decline

    Elon Musk Is Unfazed By Tesla’s Decline

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    Tesla is completely lost on Wall Street. 

    The electric vehicle manufacturer is having a dark year in the stock market. And those difficulties worsened on Dec. 13 with another sharp drop in the stock price of almost 4%. 

    In all, the Tesla stock lost has lost 54.2% of its value in 2022, translating into a drop in market capitalization of nearly $600 billion. Tesla  (TSLA) – Get Free Report is down 60%, compared to its all-time high reached in November 2021. 

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