President Biden Touts Electric Vehicles At Detroit Auto Show

The president is expected to promote the new climate, tax and health care law that offers tax incentives for buying electric vehicles.

President Joe Biden, a gearhead with his own vintage Corvette, showcased his administration’s efforts to promote electric vehicles during a visit Wednesday to the Detroit auto show.

President Biden traveled to the massive North American International Auto Show to plug the huge new climate, tax and health care law that offers tax incentives for buying electric vehicles. He toured a mix of American-manufactured hybrid, electric and combustion vehicles from Chevrolet, General Motors, Ford, and Stellantis on a closed-off convention center floor, and greeted union workers, CEOs, and local leaders.

The Democratic president, who recently took a spin in his pine-green 1967 Stingray with Jay Leno for a segment on CNBC’s “Jay Leno’s Garage,” hopped into the driver seat of a bright orange Chevrolet Corvette Z06 — not an EV —and fired up its engine, alongside GM CEO Mary Barra.

“He says he’s driving home,” she joked.

President Biden then toured the new electric Ford Mustang Mach-E, marveling with Ford executive chairman Bill Ford at the model’s performance. “It’s amazing the speed,” President Biden said, adding, “Does it have a launch button?” He also explored less-flashy vehicles, like Ford’s all-electric E-Transit van and F-150 truck.

President Biden finally got behind the wheel of a Cadillac Lyriq all electric SUV, briefly driving it down an aisle in the blue-carpeted hall. It marked a rare occasion to drive — albeit at little more than a walking pace — for the president, who typically is transported in armored U.S. Secret Service vehicles when out in public.

“Jump in, I’ll give you a ride to Washington,” he joked to reporters. “It’s a beautiful car,” he added, “But I love the Corvette.”

While President Biden has been taking credit for the recent boom in electric vehicle battery and assembly plant announcements, most were in the works long before the Inflation Reduction Act was signed into law on Aug. 16. President Biden’s 2021 infrastructure legislation could have something to do with it — it provides $5 billion over five years to help states create a network of EV charging stations.

In Detroit, President Biden was to announce approval of the first $900 million in infrastructure money to build EV chargers across 53,000 miles of the national highway system in 35 states.

Under the law, electric vehicles must be built in North America to be eligible for a new federal tax credit of up to $7,500. Batteries for qualifying vehicles also must be made in North America, and there are requirements for battery minerals to be produced or recycled on the continent. The credits are aimed at creating a U.S. electric vehicle supply chain and ending dependence on other countries, mainly China.

Passage of the measure set off a scramble by automakers to speed up efforts to find North American-made batteries and battery minerals from the U.S., Canada or Mexico to make sure EVs are eligible for the credit.

In April, Ford started building electric pickup trucks at a new Michigan factory. General Motors has revamped an older factory in Detroit to make electric Hummers and pickups.

Long before legislators reached a compromise on the legislation, each company announced three EV battery factories, all joint ventures with battery makers. A GM battery plant in Warren, Ohio, has already started manufacturing. A government loan announced in July will help GM build its battery factories.

Ford said last September it would build the next generation of electric pickups at a plant in Tennessee, and GM has announced EV assembly plants in Lansing, Michigan; Spring Hill, Tennessee; and Orion Township, Michigan. In May, Stellantis, formerly Fiat Chrysler, said it would build another joint venture battery factory in Indiana, and it has announced a battery plant in Canada.

Hyundai announced battery and assembly plants in May to be built in Georgia, and Vietnamese automaker VinFast announced factories in North Carolina in July. Honda and Toyota both announced U.S. battery plants after the act was passed, but they had been planned for months.

President Biden has been talking for a long time about the importance of building a domestic EV supply chain, and that may have prodded some of the companies to locate factories in the U.S. But it’s also advantageous to build batteries near where EVs will be assembled because the batteries are heavy and costly to ship from overseas.

And auto companies are rolling out more affordable electric options despite battery costs. The latest came last week from General Motors, a Chevrolet Equinox small SUV. It has a starting price around $30,000 and a range-per-charge of 250 miles, or 400 kilometers. Buyers can get a range of 300 miles, or 500 kilometers, if they pay more.

The Equinox checks the North American assembly box. It will be made in Mexico. The company won’t say where the battery will be made but it is working on meeting the other criteria for getting the tax credit.

Additional reporting by The Associated Press.

: newsy.com

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In Parts Of The Mideast, Power Generators Spew Toxic Fumes 24/7

The pollutants caused by massive generators add to the many environmental woes of the Middle East.

They literally run the country. In parking lots, on flatbed trucks, hospital courtyards and rooftops, private generators are ubiquitous in parts of the Middle East, spewing hazardous fumes into homes and businesses 24 hours a day.

As the world looks for renewable energy to tackle climate change, millions of people around the region depend almost completely on diesel-powered private generators to keep the lights on because war or mismanagement have gutted electricity infrastructure.

Experts call it national suicide from an environmental and health perspective.

“Air pollution from diesel generators contains more than 40 toxic air contaminants, including many known or suspected cancer-causing substances,” said Samy Kayed, managing director and co-founder of the Environment Academy at the American University of Beirut in Lebanon.

Greater exposure to these pollutants likely increases respiratory illnesses and cardiovascular disease, he said. It also causes acid rain that harms plant growth and increases eutrophication — the excess build-up of nutrients in water that ultimately kills aquatic plants.

Since they usually use diesel, generators also produce far more climate change-inducing emissions than, for example, a natural gas power plant does, he said.

The pollutants caused by massive generators add to the many environmental woes of the Middle East, which is one of the most vulnerable regions in the world to the impact of climate change. The region already has high temperatures and limited water resources even without the growing impact of global warming.

The reliance on generators results from state failure. In Lebanon, Iraq, Yemen and elsewhere, governments can’t maintain a functioning central power network, whether because of war, conflict or mismanagement and corruption.

Lebanon, for example, has not built a new power plant in decades. Multiple plans for new ones have run aground on politicians’ factionalism and conflicting patronage interests. The country’s few aging, heavy-fuel oil plants long ago became unable to meet demand.

Iraq, meanwhile, sits on some of the world’s biggest oil reserves. Yet scorching summer-time heat is always accompanied by the roar of neighborhood generators, as residents blast ACs around the clock to keep cool.

Repeated wars over the decades have wrecked Iraq’s electricity networks. Corruption has siphoned away billions of dollars meant to repair and upgrade it. Some 17 billion cubic meters of gas from Iraq’s wells are burned every year as waste, because it hasn’t built the infrastructure to capture it and convert it to electricity to power Iraqi homes.

In Libya, a country prized for its light and sweet crude oil, electricity networks have buckled under years of civil war and the lack of a central government.

“The power cuts last the greater part of the day, when electricity is mostly needed,” said Muataz Shobaik, the owner of a butcher shop in the city of Benghazi, in Libya’s east, who uses a noisy generator to keep his coolers running.

“Every business has to have a backup off-grid solution now,” he said. Diesel fumes from his and neighboring shops’ machines hung thick in the air amid the oppressive heat.

The Gaza Strip’s 2.3 million people rely on around 700 neighborhood generators across the territory for their homes. Thousands of private generators keep businesses, government institutions, universities and health centers running. Running on diesel, they churn black smoke in the air, tarring walls around them.

Since Israel bombed the only power plant in the Hamas-ruled territory in 2014, the station has never reached full capacity. Gaza only gets about half the power it needs from the plant and directly from Israel. Cutoffs can last up to 16 hours a day.

WAY OF LIFE

Perhaps nowhere do generators rule people’s lives as much as in Lebanon, where the system is so entrenched and institutionalized that private generator owners have their own business association.

They are crammed into tight streets, parking lots, on roofs and balconies and in garages. Some are as large as storage containers, others small and blaring noise.

Lebanon’s 5 million people have long depended on them. The word “moteur,” French for generator, is one of the most often spoken words among Lebanese.

Reliance has only increased since Lebanon’s economy unraveled in late 2019 and central power cutoffs began lasting longer. At the same time, generator owners have had to ration use because of soaring diesel prices and high temperatures, turning them off several times a day for breaks.

So residents plan their lives around the gaps in electricity.

Those who can’t start the day without coffee set an alarm to make a cup before the generator turns off. The frail or elderly in apartment towers wait for the generator to switch on before leaving home so they don’t have to climb stairs. Hospitals must keep generators humming so life-saving machines can operate without disruption.

“We understand people’s frustration, but if it wasn’t for us, people would be living in darkness,” said Ihab, the Egyptian operator of a generator station north of Beirut.

“They say we are more powerful than the state, but it is the absence of the state that led us to exist,” he said, giving only his first name to avoid trouble with the authorities.

Siham Hanna, a 58-year-old translator in Beirut, said generator fumes exacerbate her elderly father’s lung condition. She wipes soot off her balcony and other surfaces several times a day.

“It’s the 21st century, but we live like in the stone ages. Who lives like this?” said Hanna, who does not recall her country ever having stable electricity in her life.

Some in Lebanon and elsewhere have begun to install solar power systems in their homes. But most use it only to fill in when the generator is off. Cost and space issues in urban areas have also limited solar use.

In Iraq, the typical middle-income household uses generator power for 10 hours a day on average and pays $240 per Megawatt/hour, among the highest rates in the region, according to a report by the International Energy Agency.

The need for generators has become ingrained in people’s minds. At a recent concert in the capital, famed singer Umm Ali al-Malla made sure to thank not only the audience but also the venue’s technical director “for keeping the generator going” while her admirers danced.

TOXIC CONTAMINANTS

As opposed to power plants outside urban areas, generators are in the heart of neighborhoods, pumping toxins directly to residents.

This is catastrophic, said Najat Saliba, a chemist at the American University of Beirut who recently won a seat in Parliament.

“This is extremely taxing on the environment, especially the amount of black carbon and particles that they emit,” she said. There are almost no regulations and no filtering of particles, she added.

Researchers at AUB found that the level of toxic emissions may have quadrupled since Lebanon’s financial crisis began because of increased reliance on generators.

In Iraq’s northern city of Mosul, miles of wires crisscross streets connecting thousands of private generators. Each produces 600 kilograms of carbon dioxide and other greenhouse gases per 8 hours working time, according to Mohammed al Hazem, an environmental activist.

Similarly, a 2020 study on the environmental impact of using large generators in the University of Technology in Baghdad found very high concentrations of pollutants exceeding limits set by the United States’ Environmental Protection Agency and the World Health Organization.

That was particularly because Iraqi diesel fuel has a high sulphur content — “one of the worst in the world,” the study said. The emissions include “sulphate, nitrate materials, atoms of soot carbon, ash” and pollutants that are considered carcinogens, it warned.

“The pollutants emitted from these generators exert a remarkable impact on the overall health of students and university staff, it said.

Additional reporting by The Associated Press.

: newsy.com

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How Do Japanese Show They Care? By Sending a Telegram.

TOKYO — When he got married this summer, Hiroshi Kanno, who works at a security services firm in Tokyo, wanted to make a big statement that would impress his future in-laws.

So he asked for his company’s president to send a congratulatory telegram.

It arrived during the wedding party and was read aloud. “It really pumped up the atmosphere,” Mr. Kanno, 33, said. “I felt like a celebrity,” added his wife, Asuka, a 31-year-old office administrator. They posted photos of that message and another wedding telegram on Twitter, along with the his-and-her Hello Kitty dolls that were delivered with the notes.

The telegram, a form of communication associated more with the Roaring ’20s than the 2020s, has kept a foothold in Japan, where millions of the messages still crisscross the nation every year, carrying articulations of celebration, mourning and thanks.

ended its service in 2006. India, one of the last major national holdouts, shut down its state-run service in 2013 after 162 years.

The telegram services that remain have changed greatly since Samuel Morse’s invention of the telegraph put the Pony Express out of business.

Today, messages are mostly composed online and transmitted digitally before being printed out and hand delivered. In Japan, senders can choose from among a variety of fonts and elegant card stocks and select an accompanying gift from catalogs full of luxury goods and branded items — Disney and Hello Kitty are popular. Flowers or stuffed animals are common choices for weddings, incense sticks for funerals.

Payment schemes have also evolved: Instead of being charged by the character, as in the old days, customers are billed at a fixed rate for a fixed number of characters, and pay extra if they go over.

The telegram’s essence, however, has remained: a concise message printed on a small card and (relatively) swiftly delivered.

The telegram’s transformation into a vessel of etiquette was a decades-long process. Telegram use peaked in Japan in 1963, when the medium — then considered the gold standard for urgent communication — was used to send around 95 million messages, according to a government report assessing the recent state of the industry.

By the 1990s, telegram traffic had nearly halved. At the same time, the messages’ content had undergone an unexpected evolution: Nearly all of them conveyed congratulations or condolences.

In 2020, the most recent year for which data is available, more than four million telegrams were delivered in Japan. That makes it the third largest market for the medium behind Russia and Italy, according to statistics provided by International Telegram, a private firm that provides telegram services worldwide. (In the United States, fewer than a million telegrams are sent annually, the company said.)

The bulk of telegrams in Japan are sent by Nippon Telegraph and Telephone, known as NTT. The company, which started life as a state-owned entity, was given an effective monopoly on the telegram business when it was privatized in 1985. In exchange, the company had to guarantee that it would provide the service indefinitely.

Under NTT’s monopoly, the industry stagnated, and the company’s profits from it eventually vanished. But as government overhauls opened the business to competition in the past two decades, a number of small companies sprang up, introducing innovations like online ordering that have helped the industry survive.

For these firms, telegrams remain a moneymaking niche business.

Keisuke Yamamoto, the president of Roys International, started his company 15 years ago. At the time, he was working in licensing and had noticed a growing demand for telegrams that featured popular brands and characters like Peter Rabbit and Paddington Bear.

At the time, the market was 45 billion yen, he said, or about $325 million in today’s money, and he realized that “snagging even just 1 percent of that would make a successful business.”

He set out to differentiate his company, he said, by pairing the messages with gifts that would appeal to a younger generation. “It worked,” he said. “NTT has stolen our ideas over the years.”

The pandemic has hurt telegram traffic as people have avoided large events like weddings and funerals, but customers have become more likely to send telegrams with expensive presents, said Toshihiko Fujisaki, who heads the corporate planning department at Sagawa Humony, a company that offers telegram services.

The company has tried to bring young people onboard, giving university students the opportunity to experience ordering a telegram. It is also working on a smartphone app.

“Young people don’t know telegrams. They’re used to smartphones,” Mr. Fujisaki said. But compared with getting an email or a text message, “there’s a lot more emotion when you get a telegram.”

For those unfamiliar with the protocol, telegram companies offer online primers on sending messages for a variety of occasions. For weddings, guests should avoid using punctuation, because it could signify bringing something to an end. Senders are also advised to notify the recipient in advance to avoid any potentially unpleasant surprises.

Even as the broader market for telegrams has shrunk, they have remained popular among corporate clients and politicians, who see them as important tools for keeping up relationships.

Politicians send them not just to constituents but to each other, said Mr. Matsuda, the political consultant.

“They send them to each other when they can’t participate in a fund-raising event or when their colleagues get appointed to an important post,” he said.

Mr. Yamaguchi’s scandal, however, may have cooled that enthusiasm. During a recent talk show appearance, Toshinao Sasaki, a freelance journalist and political commentator, said the Unification Church controversy could finally end politicians’ love affair with the telegram.

“Times have changed,” he said, adding, “I think it’s the beginning of the end.”

For Asuka and Hiroshi Kanno, though, the telegram remains something to cherish. They proudly display their wedding telegrams in their living room, and Ms. Kanno said she planned to send one when her own future child gets married.

Still, the couple would never think to send a telegram under other circumstances, she said. When it comes to events like birthdays, “I’d probably go digital.”

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