ZHENGZHOU, China — More than 200 cars were caught in a highway tunnel on Tuesday in central China when record-setting rainfall soaked the area. Torrents of water poured in the tunnel’s entrances, nearly filling it to the ceiling.
The death toll that day probably would have been higher had it not been for a semiretired special forces commando who swam back and forth among the bobbing, colliding vehicles to rescue drowning drivers as their cars filled with water and sank. The authorities are still draining the tunnel, and have said that at least four people died.
Initially, international attention to transportation safety risks from extreme weather focused on drownings in a subway tunnel that filled with water during the same cloudburst in Zhengzhou, in central China’s Henan Province. But the highway-tunnel flooding deaths highlight the risks that climate change can also pose to motorists, transportation safety experts said this weekend.
Indeed, the deaths show that road engineers, like subway-system designers, will need to cope with the more intense rainfalls associated with climate change, said Kara M. Kockelman, a transportation engineering professor at the University of Texas at Austin.
1993 during the Mississippi River floods in the Midwest to alleviate pressure on dams when the water behind them became dangerously high.
Only two months ago, the Henan Province government was promoting its “smart tunnel” investments in the same mile-long, four-lane highway tunnel that flooded on Tuesday. Sensors could be used to track and precisely locate any person or vehicle, and to closely monitor the tunnel’s water pumps. An artificial intelligence system could be used to instantly analyze problems and suggest solutions.
Highway tunnels, including Zhengzhou’s, are built with their own pumping systems. But extreme cloudbursts like the one last week, in which eight inches of rain fell in a single hour, pose formidable challenges for road designers.
To work, such pumping systems need to be able to move the water somewhere that is not underwater itself. Zhengzhou is nearly flat and slow to drain. The entire street at the south end of the tunnel filled with water several feet deep.
Dr. Kockelman said that any investigation of what went wrong in Zhengzhou would need to examine whether the exit point for the pumps had become submerged. That could cause the flow of water through the pumps to reverse direction and fill the tunnel.
Liu Chunge, an owner of a tiny grocery store that sits two stairs above the sidewalk next to the south end of the tunnel, said that the water in the streets rose fast. She was soon calf-deep inside her store.
The freezer from which she sells ice cream began to float, so she loaded beverage bottles onto it to force it back down to the floor.
“I’ve never experienced such a big flood,” said Ms. Liu, 50. “In previous floods, the water never rose above the two steps.”
Zhengzhou officials have held three news conferences since the tunnel floods, but they have yet to directly explain what went wrong.
Local authorities have struggled to remove water from the highway tunnel. On Friday afternoon, they were operating a pair of pumps nearly the size of commercial jet engines attached to bright red, fire engine-size suction trucks at the tunnel’s south end. But the muddy water was still deep enough in the tunnel that only the roof of a white car inside was visible.
Several workers maneuvered a large yellow tow truck to try to pull a mud-covered black minivan out of the tunnel’s exit. The minivan had its rear wheels on a nearly yard-high highway median, and its driver’s door hung open. Five other mud-soaked cars and vans lay in the water nearby, including a dark blue Ford sedan with a white car on its roof.
Many Zhengzhou residents watched and filmed the crews’ work on Friday afternoon, and were occasionally chased away by a few municipal police officers.
As for Mr. Yang, Caocao gave him a new, $25,000 electric minivan on Friday night.
Li You, Claire Fu and Liu Yi contributed research.
Some customers have balked at paying top dollar for new cars and have opted to make do with older vehicles. That has increased demand for parts and service, one of the most profitable businesses for car dealers. Many dealers have extended repair-shop hours. Mr. Ricart said he had some repair technicians putting in 10- or 12-hour days three or four days in a row before taking a few days off.
Of course, the shortage of cars will end, but it isn’t clear when.
As Covid-19 cases and deaths rose last spring, automakers shut down plants across North America from late March until mid-May. Since their plants were down and they expected sales to come back slowly, they ordered fewer semiconductors, the tiny brains that control engines, transmissions, touch screens, and many other components of modern cars and trucks.
At the same time, consumers confined to their homes began buying laptops, smartphones and game consoles, which increased demand for chips from companies that make those devices. When automakers restarted their plants, fewer chips were available.
Many automakers have had to idle plants for a week or two at a time in the first half of 2021. G.M., Ford Motor and others have also resorted to producing vehicles without certain components and holding them at plants until the required parts arrive. At one point, G.M. had about 20,000 nearly complete vehicles awaiting electronic components. It began shipping them in June.
Ford has been hit harder than many other automakers because of a fire at one of its suppliers’ factories in Japan. At the end of June, Ford had about 162,000 vehicles at dealer lots, fewer than half the number it had just three months ago and roughly a quarter of the stock its dealers typically hold.
This month, Ford is slowing production at several North American plants because of the chip shortage. The company said it planned to focus on completing vehicles.
Mr. Ricart recently took a trip on his Harley-Davidson to Louisville, Ky., and got a look at the trucks and S.U.V.s at a Ford plant that are waiting to be finished. He said he had seen “thousands of trucks in fields with temporary fencing around them.”
HONG KONG — With each passing day, the boundary between Hong Kong and the rest of China fades faster.
The Chinese Communist Party is remaking this city, permeating its once vibrant, irreverent character with ever more overt signs of its authoritarian will. The very texture of daily life is under assault as Beijing molds Hong Kong into something more familiar, more docile.
Residents now swarm police hotlines with reports about disloyal neighbors or colleagues. Teachers have been told to imbue students with patriotic fervor through 48-volume book sets called “My Home Is in China.” Public libraries have removed dozens of books from circulation, including one about the Rev. Dr. Martin Luther King Jr. and Nelson Mandela.
when antigovernment protests erupted.
Now, armed with the expansive national security law it imposed on the city one year ago, Beijing is pushing to turn Hong Kong into another of its mainland megacities: economic engines where dissent is immediately smothered.
goose-step in the Chinese military fashion, replacing decades of British-style marching. City leaders regularly denounce “external elements” bent on undermining the country’s stability.
Senior officials in Hong Kong have assembled, right hands raised, to pledge fealty to the country, just as mainland bureaucrats are regularly called on to “biao tai,” Mandarin for “declaring your stance.”
also warn of termination or other vague consequences if violated. Mr. Li had heard some supervisors nagging his colleagues to fill out the form right away, he said, and employees competing to say how quickly they had complied.
“The rules that were to protect everyone — as employees and also as citizens — are being weakened,” Mr. Li said.
purge candidates it deemed disloyal, Beijing called the change “perfecting Hong Kong’s electoral system.” When Apple Daily, a major pro-democracy newspaper, was forced to close after the police arrested its top executives, the party said the publication had abused “so-called freedom of the press.” When dozens of opposition politicians organized an informal election primary, Chinese officials accused them of subversion and arrested them.
helped lead an operation that smuggled students and academics out of the mainland.
But Beijing is more sophisticated now than in 1989, Mr. Chan said. It had cowed Hong Kong even without sending in troops; that demanded respect.
end of an era.
The rush of mainland money has brought some new conditions.
declaring that those who do not go risk missing opportunities.
Growing up in Hong Kong, Toby Wong, 23, had never considered working on the mainland. Her mother came from the mainland decades earlier for work. Salaries there were considerably lower.
promising to subsidize nearly $1,300 of a $2,300 monthly wage — higher than that of many entry-level positions at home. A high-speed rail between the two cities meant she could return on weekends to see her mother, whom Ms. Wong must financially support.
Ms. Wong applied to two Chinese technology companies.
“This isn’t a political question,” she said. “It’s a practical question.”
many signals were missed.
Mapping Out China’s Post-Covid Path: Xi Jinping, China’s leader, is seeking to balance confidence and caution as his country strides ahead while other places continue to grapple with the pandemic.
A Challenge to U.S. Global Leadership: As President Biden predicts a struggle between democracies and their opponents, Beijing is eager to champion the other side.
‘Red Tourism’ Flourishes: New and improved attractions dedicated to the Communist Party’s history, or a sanitized version of it, are drawing crowds ahead of the party’s centennial.
The Hong Kong government has issued hundreds of pages of new curriculum guidelines designed to instill “affection for the Chinese people.” Geography classes must affirm China’s control over disputed areas of the South China Sea. Students as young as 6 will learn the offenses under the security law.
Lo Kit Ling, who teaches a high school civics course, is now careful to say only positive things about China in class. While she had always tried to offer multiple perspectives on any topic, she said, she worries that a critical view could be quoted out of context by a student or parent.
accused it of poisoning Hong Kong’s youth. The course had encouraged students to analyze China critically, teaching the country’s economic successes alongside topics such as the Tiananmen Square crackdown.
Officials have ordered the subject replaced with a truncated version that emphasizes the positive.
“It’s not teaching,” Ms. Lo said. “It’s just like a kind of brainwashing.” She will teach an elective on hospitality studies instead.
Schoolchildren are not the only ones being asked to watch for dissent. In November, the Hong Kong police opened a hotline for reporting suspected violations of the security law. An official recently applauded residents for leaving more than 100,000 messages in six months. This week, the police arrested a 37-year-old man and accused him of sedition, after receiving reports that stickers pasted on the gate of an apartment unit potentially violated the security law.
most effective tools of social control on the mainland. It is designed to deter people like Johnny Yui Siu Lau, a radio host in Hong Kong, from being quite so free in his criticisms of China.
Mr. Lau said a producer recently told him that a listener had reported him to the broadcast authority.
“It will be a competition or a struggle, how the Hong Kong people can protect the freedom of speech,” Mr. Lau said.
censor films deemed a danger to national security. Some officials have demanded that artwork by dissidents like Ai Weiwei be barred from museums.
Still, Hong Kong is not yet just another mainland metropolis. Residents have proved fiercely unwilling to relinquish freedom, and some have rushed to preserve totems of a discrete Hong Kong identity.
font of hope and pride amid a resurgence in interest in Canto-pop.
Last summer, Herbert Chow, who owns Chickeeduck, a children’s clothing chain, installed a seven-foot figurine of a protester — a woman wearing a gas mask and thrusting a protest flag — and other protest art in his stores.
But Mr. Chow, 57, has come under pressure from his landlords, several of whom have refused to renew his leases. There were 13 Chickeeduck stores in Hong Kong last year; now there are five. He said he was uncertain how long his city could keep resisting Beijing’s inroads.
“Fear — it can make you stronger, because you don’t want to live under fear,” he said. Or “it can kill your desire to fight.”
Paul Romer was once Silicon Valley’s favorite economist. The theory that helped him win a Nobel prize — that ideas are the turbocharged fuel of the modern economy — resonated deeply in the global capital of wealth-generating ideas. In the 1990s, Wired magazine called him “an economist for the technological age.” The Wall Street Journal said the tech industry treated him “like a rock star.”
Today, Mr. Romer, 65, remains a believer in science and technology as engines of progress. But he has also become a fierce critic of the tech industry’s largest companies, saying that they stifle the flow of new ideas. He has championed new state taxes on the digital ads sold by companies like Facebook and Google, an idea that Maryland adopted this year.
And he is hard on economists, including himself, for long supplying the intellectual cover for hands-off policies and court rulings that have led to what he calls the “collapse of competition” in tech and other industries.
“Economists taught, ‘It’s the market. There’s nothing we can do,’” Mr. Romer said. “That’s really just so wrong.”
free-market theory. Monopoly or oligopoly seems to be the order of the day.
The relentless rise of the digital giants, they say, requires new thinking and new rules. Some were members of the tech-friendly Obama administration. In congressional testimony and research reports, they are contributing ideas and credibility to policymakers who want to rein in the big tech companies.
Their policy recommendations vary. They include stronger enforcement, giving people more control over their data and new legislation. Many economists support the bill introduced this year by Senator Amy Klobuchar, Democrat of Minnesota, that would tighten curbs on mergers. The bill would effectively “overrule a number of faulty, pro-defendant Supreme Court cases,” Carl Shapiro, an economist at the University of California, Berkeley, and a member of the Council of Economic Advisers in the Obama administration, wrote in a recent presentation to the American Bar Association.
Some economists, notably Jason Furman, a Harvard professor, chair of the Council of Economic Advisers in the Obama administration and adviser to the British government on digital markets, recommend a new regulatory authority to enforce a code of conduct on big tech companies that would include fair access to their platforms for rivals, open technical standards and data mobility.
his Nobel lecture in 2018 prompted him to think about the “progress gap” in America. Progress, he explained, is not just a matter of economic growth, but should also be seen in measures of individual and social well-being.
Mr. Romer pushed the idea that new cities of the developing world should be a blend of government design for basics like roads and sanitation, and mostly let markets take care of the rest. During a short stint as chief economist of the World Bank, he had hoped to persuade the bank to back a new city, without success.
In the big-tech debate, Mr. Romer notes the influence of progressives like Lina Khan, an antitrust scholar at Columbia Law School and a Democratic nominee to the Federal Trade Commission, who see market power itself as a danger and look at its impact on workers, suppliers and communities.
That social welfare perspective is a wider lens that appeals to Mr. Romer and others.
“I’m totally on board with Paul on this,” said Rebecca Henderson, an economist and professor at the Harvard Business School. “We have a much broader problem than one that falls within the confines of current antitrust law.”
Mr. Romer’s specific contribution is a proposal for a progressive tax on digital ads that would apply mainly to the largest internet companies supported by advertising. Its premise is that social networks like Facebook and Google’s YouTube rely on keeping people on their sites as long as possible by targeting them with attention-grabbing ads and content — a business model that inherently amplifies disinformation, hate speech and polarizing political messages.
So that digital ad revenue, Mr. Romer insists, is fair game for taxation. He would like to see the tax nudge the companies away from targeted ads toward a subscription model. But at the least, he said, it would give governments needed tax revenue.
In February, Maryland became the first state to pass legislation that embodies Mr. Romer’s digital ad tax concept. Other states including Connecticut and Indiana are considering similar proposals. Industry groups have filed a court challenge to the Maryland law asserting it is an illegal overreach by the state.
Mr. Romer says the tax is an economic tool with a political goal.
“I really do think the much bigger issue we’re facing is the preservation of democracy,” he said. “This goes way beyond efficiency.”
BOGOTÁ, Colombia — Protests have rocked Colombia for three weeks, with thousands of people pouring into the streets of its major cities — and facing a crackdown by government security forces. More than 40 people, many of them protesters, are dead.
On Monday, Colombia’s president, Iván Duque, ordered the “maximum deployment” of the country’s military and police forces to clear roads blocked by protesters, a move he said would “allow all Colombians to regain mobility,” but that some feared would lead to more violence.
The fuse for the protests was a tax overhaul proposed by Mr. Duque, which many Colombians felt would have made getting by in an economy squeezed by the pandemic even harder.
But the outpouring quickly morphed into a widespread expression of anger over poverty and inequality — which have risen as the virus has spread — and over the violence with which the police have confronted the movement.
calls for the government to guarantee a minimum income, to prevent police violence and to withdraw a health reform plan that critics say does not do enough to fix systemic problems.
Mr. Duque’s popularity had dropped before the pandemic, and is now near its lowest point since his election in 2018, according to the polling firm Invamer.
ravaged populations and economies in the region.
many Colombians viewed the plan as an attack on their already difficult existences.
Even before the pandemic, many Colombians with full-time jobs struggled to make even the minimum wage of about $275 a month.
Helena Osorio, 24, for example, is a nurse who works nights and earns $13 per shift caring for Covid patients, barely enough for her and her younger brother to survive. This pushed her to attend recent protests.
The president’s tax proposal also came as coronavirus cases and deaths were rising in the country, leaving hundreds of desperate Colombians to wait for a bed at overloaded hospitals even as the vaccination campaign rollout has been slow.
longstanding frustrations to a boil.
Colombia is among the most unequal countries in the world. A report from the Organization for Economic Cooperation and Development in 2018 said that it would take 11 generations for a poor Colombian to approach the mean income in his or her society — the highest number of 30 countries examined.
Despite reductions in poverty in the decades before the pandemic, many Colombians, particularly the young, feel the engines of upward mobility are beyond their reach.
violence continues in many rural areas, fueling frustration.
As the protests have escalated, resulting in clashes between demonstrators and police, Mr. Duque’s government has frequently blamed the violence on armed groups it says have infiltrated the protests.
responded with force, sometimes firing bullets at peaceful protesters, according to New York Times interviews with witnesses. This has exacerbated anger.
At least 42 people are dead, according to Colombia’s Defensoría del Pueblo, a government agency that tracks alleged human rights violations. But Human Rights Watch and other organizations say that the death toll is likely higher.
The Defensoría says that it has received 168 reports of people who have disappeared amid the protests, and only some of them have been found.
In an interview, Mr. Duque recognized that some officers had been violent, but attributed the violence to a few bad actors, saying major change in the police force was not needed.
“There have been acts of abuse of force,” he said. But “just saying that there could be any possibility that the Colombian police will be seen as a systematic abuser of human rights — well, that will be not only unfair, unjust, but without any base, any ground.”
What about the protesters, have they engaged in violence as well?
Protesters have also blocked major roads, preventing food and other essential goods from getting through. Officials say this has hampered efforts to fight the coronavirus at a time when new cases and virus deaths are at near record highs.
The defense department says that hundreds of officers have been hurt, and one has been killed, while people associated with the protests have vandalized police stations and buses.
While tens of thousands have marched in the streets, not everyone supports the protests.
Jhon Henry Morales, 51, a taxi driver in Cali, said his city had been nearly paralyzed in recent days, with some protesters blocking the roads with tires.
He had not been able to work, he said, putting him behind on his bills. “Protest is legal,” he said. But, he said, “I also have rights as a Colombian citizen.”
Reporting was contributed by Sofía Villamil and Steven Grattan in Bogotá.
The first signs of the tourism season creeping back to life were visible at Greece’s ports and airports on Saturday as the country officially opened its doors to international visitors.
After lifting quarantine requirements for dozens of countries last month, the Greek authorities expanded the eligibility to more nations on Friday and relaxed some restrictions. Travelers must present a certificate of vaccination, proof of recovery from Covid or a negative PCR test.
The first flights arriving at Athens International Airport came from France, Germany, Sweden, Lithuania, Latvia and Switzerland, with most visitors heading for the Greek islands. Hundreds lined up for ferries at the country’s main port of Piraeus, near the capital, joining Greeks taking advantage of the ending of a ban on travel between the country’s regions.
Heraklion Airport on Crete was buzzing for the first time in months, with Germans, French and Israelis among the first arrivals, and the authorities said they expected 10,000 arrivals on the island over the next three days. Mykonos and Santorini, two of the country’s most popular summer destinations, welcomed just a handful of flights, as hotel occupancy remains set at around 30 percent for May. But hopes are high for the summer, with bookings for July close to 90 percent.
Two fire engines sprayed celebratory jets of water over aircraft arriving from Qatar on Friday while sounding their sirens. Boats similarly greeted the arrival of cruise ships to Crete.
The mood was upbeat on many islands, where a vaccination drive has been ramped up with the aim of inoculating hundreds of thousands of permanent residents by the end of June, in time for peak tourism season.
The country, having suffered heavy economic losses last year because of the pandemic, is determined to save its summer tourist season. Last month, when some restrictions were lifted, a third wave of coronavirus infections was in full force, and hospitals were facing high pressure.
About 14 percent of people in the country have been fully vaccinated, according to data from the Our World in Data project at the University of Oxford. The virus has sickened more than 373,000 people in Greece, and more than 11,300 have died.
HARANABUSH, Syria — When the Syrian government attacked their village, Radwan al-Shimali’s family hastily threw clothes, blankets and mattresses into their truck and sped off to begin new lives as refugees, leaving behind their house, farmland and television.
Among the belongings they kept was one prized technology: the solar panel now propped up on rock next to the tattered tent they call home in an olive grove near the village of Haranabush in northwestern Syria.
“It is important,” Mr. al-Shimali said of the 270-watt panel, his family’s sole source of electricity. “When there is sun during the day, we can have light at night.”
An unlikely solar revolution of sorts has taken off in an embattled, rebel-controlled pocket of northwestern Syria, where large numbers of people whose lives have been upended by the country’s 10-year-old civil war have embraced the sun’s energy simply because it is the cheapest source of electricity around.
the Islamic State lost its last patch of territory in Syria in 2019, the northwest was importing fuel from Turkey that was much purer but cost more than twice as much, now about $150 for a 58-gallon barrel of Turkish diesel, compared with $60 for a barrel from eastern Syria a few years ago.
That price spike pushed customers into the arms of solar power, said Ahmed Falaha, who sells solar panels and batteries in the town of Binnish in Idlib.
He had originally sold generators, but added solar panels in 2014. They weren’t popular at first because they produced less electricity, but when fuel prices went up, people noticed at night that their neighbors who had solar panels still had lights while they sat in the dark. Demand grew, and in 2017, he stopped selling generators.
“Now we work on solar energy day and night,” he said.
His best sellers were Canadian-made 130-watt panels that had been imported into Syria after a few years at a solar farm in Germany, he said. They cost $38 each.
For those with more to invest, he had Chinese-made 400-watt panels for $100.
His standard package for a modest home consisted of four panels, two batteries, cables and other equipment for $550, he said. Most families could use that to run a refrigerator or washing machine during the day and lights and a television at night.
As people got used to solar power, he started selling large installations to workshops and chicken farms. He recently sold his largest package yet, 160 solar panels for about $20,000, to a farmer who had nearly gone broke buying diesel to run his irrigation pump and needed a cheaper alternative.
“It is expensive at the start, but then it’s free,” Mr. Falaha said, showing a video on his phone of the solar-powered sprinklers watering a lush, green field.
Farmers who embraced solar appreciated the lack of noise and smoke, but what mattered most was price.
“Here, the last thing people think about is the environment,” Mr. Falaha said. Nearby, a colleague of his poured battery acid down the shop’s drain.
Outside of town, Mamoun Kibbi, 46, stood amid lush green fields of fava beans, eggplants and garlic.
In recent years, the price of diesel to power the family’s 40-year-old irrigation pump had gotten so expensive that it erased Mr. Kibbi’s profits. So last year he shelled out nearly $30,000 to install 280 400-watt panels on the flat roof of a defunct chicken farm.
The large swath of panels were on a seesaw base connected to a winch so he could adjust their angle to the sun through the day. When it was sunny, the system kept the pump going for eight hours. It worked less well on cloudy days, but he was pleased with how his crops looked so far.
“It is true that it costs a lot, but then you forget about it for a long time,” he said.
Most people in northwest Syria have simpler energy needs and much less money to invest. More than half of the 4.2 million people in the rebel-held area have been displaced from elsewhere, and many struggle to secure life’s basics, like healthy food, clean water and soap.
But many of the refugee families living in crowded tent camps have at least one solar panel that produces enough energy to charge their phones and power small LED lights at night. Others have three or four panels to power such luxuries as internet routers and televisions.
In the city of Idlib, Ahmed Bakkar, a former fireman, and his family had settled in the second-floor of a four-floor apartment building whose roof had been punched in by an airstrike.
The family had moved six times during the war and lost nearly everything along the way, Mr. Bakkar said. Most of the rooms in the family’s current apartment lacked windows, so he had hung blankets to block the wind. They couldn’t afford heating oil, so they burned pistachio shells to keep warm.
But he had managed to buy four used solar panels that sat on a rack on the balcony, facing the sky.
When the sun was out, they provided enough energy to pump water up to the apartment so they didn’t have to carry it up, and they charged a battery so the family could have some lights at night.
“It works for us because it’s free energy,” said Mr. Bakkar, 50.
His nephew, also Ahmed Bakkar, was less impressed.
“It is an alternative,” he said. But if Syria were more functional and the family could simply plug into the grid, “it would be better.”
DUBLIN — James Joyce famously left his native Dublin at the age of 22 and then spent the rest of his life writing about the city, sending characters to wander its slums, back streets and faded 18th-century grandeur.
A century before search engines and online street views, the exiled Joyce would bombard Dublin-based friends with postcards and letters, checking every detail of the city’s micro-geography, every shop front and street number. Not long before his death in Zurich in 1941, he was asked whether he would ever go back to Dublin. His reply: “Have I ever left it?”
But if Joyce died in love with Dublin, does Dublin still love Joyce? Last month, despite vigorous opposition from prominent writers, artists, academics and heritage groups, Ireland’s planning authority approved a proposal to convert one of Dublin’s most iconic Joycean landmarks into a tourist hostel, dashing hopes that it could be preserved as a museum and cultural space.
18th-century townhouse at 15 Usher’s Island was the setting for “The Dead,” the final story in Joyce’s collection “Dubliners,” often cited as the greatest short story written in English. It is certainly more accessible to general readers than Joyce’s great trio of modernist novels — “A Portrait of the Artist as a Young Man,” “Ulysses” and “Finnegans Wake.”
the detailed decision on its website. An agent for the two developers, Fergus McCabe and Brian Stynes, said they had no comment beyond what was stated in their planning application.
For many Dubliners, the decision to redevelop the literary landmark is symptomatic of a wider erasure of the city’s street life and townscape by commercial development.
report last month showed that Dublin was the fifth most expensive city to rent a home in Europe. Even Paris is cheaper.
Una Mullally, a columnist who champions Dublin’s lively but embattled cultural fringe in the Irish Times newspaper, said the de facto government policy was “to offer cookie-cutter entertainment and hospitality for tourists and people who live in the suburbs, and high rents for landlords that make it impossible for creative people, or even people with ordinary jobs, to live or create in the city.”
Yet in doing so, she said, it was destroying the city the tourists came to see.
Joyce himself has long been used to promote Irish tourism, at the head of a pantheon of great Irish writers. Every year, encouraged by state and city tourism organizations, a swelling army of Joyce fans travel to Dublin to celebrate Bloomsday, the anniversary of June 16, 1904, when the story of “Ulysses” unfolds. Joyce remarked that if his Dublin were destroyed, it would be possible to recreate it from the details in his novel.
It sometimes seems the city is determined to test his claim. The house at 7 Eccles Street — the fictional home of Leopold and Molly Bloom, the Everyman and Everywoman at the heart of “Ulysses” — was demolished in 1967 to make way for a private hospital.
And while the Joyce Tower in Sandycove, a decommissioned coastal fort where the novel begins, is a successful museum, its ownership, funding and management are currently uncertain, and it operates mainly through the work of volunteers, said Terence Killeen, a research scholar at the James Joyce Center of Dublin.
Some dare to wonder whether Joyce, his life’s work done, would have been resigned to the loss of his physical legacy. At the end of “The Dead” he wrote: “the solid world itself, which these dead had one time reared and lived in, was dissolving and dwindling.”
Thanks to silting and reclamation in the tidal Liffey, Usher’s Island itself has for centuries been joined to the mainland. Had he lived long enough, Joyce might himself have relished the legend, passed down among Dublin journalists since the 1960s, of a local photographer who was commissioned by a big London newspaper to provide photos of a murder on Usher’s Island: He is said to have charged the unwitting Brits a small fortune for “boat hire.”
Blue Origin, the rocket company founded by Jeff Bezos, will launch a rocket into space with passengers on board for the first time in July, the company said on Wednesday.
One seat on the flight, which will carry six astronauts on a short jaunt to the edge of outer space, is up for auction.
The first astronaut flight of New Shepard, a suborbital spacecraft, is scheduled for July 20, the 52nd anniversary of the Apollo 11 moon landing.
“We’ve spent years testing, so we’re ready,” Ariane Cornell, director of astronaut sales for Blue Origin, said at a news conference on Wednesday.
millions of people eventually living and working in space.
For now, most of Blue Origin’s business has stayed closer to Earth. It builds and sells rocket engines to another rocket company, United Launch Alliance. A rocket that would lift cargo to orbit is not expected to be ready for years, and the company recently lost a competition with SpaceX for a contract to build a moon lander for NASA’s astronauts (it has protested the award). Customers have also paid to fly science experiments for NASA and private scientists during test flights of the New Shepard spacecraft.
It has been preparing for years for the start of its space tourism program, which would offer suborbital trips to what is considered the boundary of outer space, 62 miles above Earth. A competitor, Richard Branson’s Virgin Galactic, also plans to fly space tourists on suborbital jaunts. Virgin Galactic’s space plane, known as SpaceShipTwo, is flown by two pilots, so it has carried people to space on test flights, but no paying passengers yet.
Blue Origin’s tourist rocket is named after Alan Shepard, the first American to go to space. It has undergone 15 test flights, none of which had passengers aboard. Ahead of the latest test, in April, a crew rehearsed boarding and exiting the capsule.
For July’s crewed launch, astronauts will arrive to the launch site in West Texas four days before their flight for safety training, Ms. Cornell said.
terms of agreement for the auction listed on Blue Origin’s website, the winning bidder must have a height and weight from five feet tall and 110 pounds to 6-foot-four and 223 pounds.
The astronaut must also be comfortable with walking at heights above 70 feet above ground level on the gangway, be able to climb the launch tower — equivalent to seven flights of stairs — in less than 90 seconds and be able to fasten his or her own harness in less than 15 seconds.
The astronaut must also be comfortable with lots of pressure pressing down on him or her for several minutes during both the ascent and descent.
Proceeds from the winning bid will be donated to Club for the Future, a science and technology education foundation affiliated with Blue Origin, Ms. Cornell said.
Ms. Cornell declined to comment on potential pricing for regular tickets, and when they might go on sale for the general public. But she said there would be “a couple more crewed flights before the end of the year.”
She also declined to answer whether Mr. Bezos would be on the first flight and did not say if and when he would go to space.
ZHAOQING, China — Xpeng Motors, a Chinese electric car start-up, recently opened a large assembly plant in southeastern China and is building a matching factory nearby. It has announced plans for a third.
Another Chinese electric car company, Nio, has opened one large factory in central China and is preparing to build a second a few miles away.
Zhejiang Geely, owner of Volvo, showed off an enormous new electric car factory in eastern China last month rivaling in size some of the world’s largest assembly plants. Evergrande, a troubled Chinese real estate giant, has just built electric car factories in the cities of Shanghai and Guangzhou and hopes to be making almost as many fully electric cars by 2025 as all of North America.
China is erecting factories for electric cars almost as fast as the rest of the world combined. Chinese manufacturers are using the billions they have raised from international investors and sympathetic local leaders to beat established carmakers to the market.
Europe is on track to make 5.7 million fully electric cars by then.
have plans to catch up. In April, President Biden called for the United States to step up its electric vehicle efforts. During a virtual visit to an electric bus factory in South Carolina, he warned, “Right now, we’re running way behind China.”
North American automakers are on track to build only 1.4 million electric cars a year by 2028, according to LMC, compared with 410,000 last year.
eliminate gasoline and diesel engines entirely in the next 15 years.
For the new Chinese cars, name recognition will be a major challenge. The brands are mostly unfamiliar even to Chinese drivers. On roads filled with Buicks, Volkswagens and Mercedes-Benzes, they could struggle to stand out.
Alibaba, the e-commerce company, and two state-backed firms have set up an electric car joint venture under the name IM Motors, which plans to begin delivering cars early next year.
Evergrande named its brand Hengchi, pronounced “Hung-cheh.” A stock market mania for electric cars has propelled the Hong Kong-traded shares of the company’s electric car unit, Evergrande New Energy Vehicle, to almost the same market capitalization as G.M.
Evergrande plans to make and sell a million fully electric cars a year by 2025. So far, it has sold none.
Geely, an industry veteran with recognized brands in China, has named its electric brand Zeekr, which rhymes with “seeker.” It plans to begin delivering cars in October.
The Zeekr is being made in a new electric car factory near Ningbo, on China’s eastern coast. The factory is a cavernous space with miles of white conveyor belts and rows of 15-foot cream-colored robots made by ABB of Sweden. It has an initial capacity of 300,000 cars a year, larger than most car factories in Detroit, and floor space for expansion.
“What is the most important thing is, China has the market,” said Zhao Chunlin, the factory’s general manager.
Mr. He named Xpeng, pronounced “X-pung,” after himself. Xpeng’s niche feature is a cooing, Siri-like voice assistant that guides the car’s internet services, like directions and music, and its computer-assisted highway driving. Xpeng plans to have the capacity to make 300,000 cars a year by 2024; last year it sold fewer than one-tenth that many.
Mr. He made his first fortune developing a mobile phone browser company, UCWeb. He sold it to Alibaba in 2014 and became president of Alibaba’s mobile business services unit. The same year he helped bankroll two former executives from state-owned Guangzhou Auto to start Xpeng.
Three years later, Mr. He took direct control of Xpeng and left Alibaba, which also acquired a small stake in the automaker. Mr. He said that his second child had been born, and that he wanted to be able to tell his son that he led a car company. Mr. He holds 23 percent of Xpeng’s shares, while Alibaba holds 12 percent.
Chinese government officials have helped along the way. A state-owned enterprise in Zhaoqing, a 1,000-year-old jade-carving town near Guangzhou, lent $233 million to Xpeng in 2017 for the construction of its initial factory with annual capacity of about 100,000 cars. The city has been subsidizing the company’s interest payments since then, according to Xpeng’s regulatory filings.
The city of Wuhan helped Xpeng buy land and borrow money at low interest rates for a new plant there. The Guangzhou government also helped Xpeng start building its factory in that city, said Brian Gu, vice chairman and president of Xpeng.
Last year, after weathering the pandemic, Xpeng cashed in on Wall Street, where Tesla’s rise whetted investor appetite for the industry. The Chinese company raised $5 billion in an initial public offering and subsequent share sales. It is spending part of the money on new factories and part of it on research and development, particularly in autonomous driving.
Xpeng’s deep pockets are visible in costly automation at its Zhaoqing factory. Robots lift 44-pound car roofs of dark tinted glass, apply aerospace-strength glue and press them into place. Waist-high robots glide across the gray concrete floor, carrying instrument panels while playing an instrumental version of Celine Dion’s “My Heart Will Go On.” (The robots came programmed that way, company officials explained.)
The factory took only 15 months to build, considerably faster than assembly plants in the West. Yan Hui, the general manager of the factory’s final assembly area, said decisions were made more quickly than at the German auto parts manufacturer where he used to work.
“Any design change took a long time — sign, sign, even sign in German,” he said. “But at Xpeng, we can just make the change.”
Even though many of the electric car brands are new to China, their owners already have ambitions abroad. Xpeng is starting to export cars to Europe, beginning with Norway. Chery, a big state-owned automaker in central China, announced last week that it would start exporting gasoline-powered cars to the United States next year and follow with electric cars.
The United States will be a difficult market. The Trump administration imposed 25 percent taxes in 2018 on cars imported from China, which has slowed exports. Many electric car parts are covered by the same tariffs. That makes it harder, but not impossible, for Chinese companies to start shipping electric cars in kits to the United States for assembly.
For now, Chinese companies see huge potential to build their brands.
Michael Dunne, the chief executive of ZoZo Go, a consulting firm specializing in the electric car industry in Asia, said the industry’s outlook was becoming clear: “China is going to be the global dominator when it comes to making electric cars.”