Scott Kirby, the chief executive of United Airlines, reached a breaking point while vacationing in Croatia this summer: After receiving word that a 57-year-old United pilot had died after contracting the coronavirus, he felt it was time to require all employees to get vaccinated.
He paced for about half an hour and then called two of his top executives. “We concluded enough is enough,” Mr. Kirby said in an interview on Thursday. “People are dying, and we can do something to stop that with United Airlines.”
The company announced its vaccine mandate days later, kicking off a two-month process that ended last Monday. Mr. Kirby’s team had guessed that no more than 70 percent of the airline’s workers were already vaccinated, and the requirement helped convince most of the rest: Nearly all of United’s 67,000 U.S. employees have been vaccinated, in one of the largest and most successful corporate efforts of the kind during the pandemic.
The key to United’s success, even in states where vaccination rates are at or below the national average, like Texas and Florida, was a gradual effort that started with providing incentives and getting buy-in from employee groups, especially unions, which represent a majority of its workers.
praise from President Biden, who weeks later announced that regulators would require all businesses with 100 or more workers to require vaccinations or conduct weekly virus testing. And the company drew scorn from conservatives.
Other mandates are producing results, too. Tyson Foods, which announced its vaccine requirement just days before United but has provided workers more time to comply, said on Thursday that 91 percent of its 120,000 U.S. employees had been vaccinated. Similar policies for health care workers by California and hospitals have also been effective.
charge its unvaccinated employees an additional $200 per month for health insurance.
A Year in the Making
United had been laying the groundwork for a vaccine mandate for at least a year. The airline already had experience requiring vaccines. It has mandated a yellow fever vaccination for flight crews based at Dulles International Airport, near Washington, because of a route to Ghana, whose government requires it.
In January, at a virtual meeting, Mr. Kirby told employees that he favored a coronavirus vaccine mandate.
Writing letters to families of the employees who had died from the virus was “the worst thing that I believe I will ever do in my career,” he said at the time, according to a transcript. But while requiring vaccination was “the right thing to do,” United would not be able to act alone, he said.
The union representing flight attendants pushed the company to focus first on access and incentives. It argued that many flight attendants couldn’t get vaccinated because they were not yet eligible in certain states.
Mr. Kirby acknowledged that widespread access would be a precondition. The airline and unions worked together to set up clinics for staff in cities where it has hubs like Houston, Chicago and Newark.
was calling on all employers to do so. A mandate would strike workers as unfair and create unnecessary conflict, the flight attendants’ union argued.
“The more people you get to take action on their own, the more you can focus on reaching the remaining people before any knock-down, drag-out scenario,” said Sara Nelson, the president of the Association of Flight Attendants, which represents more than 23,000 active workers at United.
In May, the pilots reached an agreement that would give them extra pay for getting vaccinated and the flight attendants worked toward an agreement that would give them extra vacation days. Both incentives declined in value over time and typically expired by early July.
vaccinated by Oct. 25 or within five weeks of a vaccine’s formal approval by the Food and Drug Administration, whichever came first. The timing was intended to ensure that the airline had adequate staffing for holiday travel, said Kate Gebo, who heads human resources.
This time, the unions were more resigned.
“For those 92 percent of pilots who wanted to be vaccinated, we captured $45 million in cash incentives,” said Captain Insler, whose union is challenging the decision to fire employees who don’t comply. “For those who did not want to be vaccinated, we were able to hold off a mandate for several months.”
Getting Over the Finish Line
The success of the incentives — about 80 percent of United’s flight attendants were also vaccinated by the time the airline announced its mandate in August — inspired the company to expand them to all employees, offering a full day’s pay to anyone who provided proof of vaccination by Sept. 20.
The company hadn’t surveyed its workers, but estimated that 60 to 70 percent were already vaccinated. Getting the rest there wouldn’t be easy.
The State of Vaccine Mandates in the U.S.
Vaccine rules.On Aug. 23, the F.D.A. granted full approval to Pfizer-BioNTech’s coronavirus vaccine for people 16 and up, paving the way for mandates in both the public and private sectors. Such mandates are legally allowed and have been upheld in court challenges.
College and universities. More than 400 colleges and universities are requiring students to be vaccinated against Covid-19. Almost all are in states that voted for President Biden.
Schools. California became the first state to issue a vaccine mandate for all educators and has announced plans to add the Covid-19 vaccine as a requirement to attend school as early as next fall. Los Angeles already has a vaccine mandate for public school students 12 and older who are attending class in person starting Nov. 21. New York City has introduced a vaccine mandate for teachers and staff, but it has yet to take effect because of legal challenges. On Sept. 27, a federal appeals panel reversed a decision that temporarily paused that mandate.
Hospitals and medical centers. Many hospitals and major health systems are requiring employees to get vaccinated. Mandates for health care workers in California and New York State appear to have compelled thousands of holdouts to receive shots.
New York City. Proof of vaccination is required of workers and customers for indoor dining, gyms, performances and other indoor situations. City education staff and hospital workers must also get a vaccine.
At the federal level. On Sept. 9,President Biden announced a vaccine mandate for the vast majority of federal workers. This mandate will apply to employees of the executive branch, including the White House and all federal agencies and members of the armed services.
In the private sector. Mr. Biden has mandated that all companies with more than 100 workers require vaccination or weekly testing, helping propel new corporate vaccination policies. Some companies, like United Airlines and Tyson Foods, had mandates in place before Mr. Biden’s announcement.
Margaret Applegate, 57, a 29-year United employee who works as a services representative in the United Club at San Francisco International Airport, helps illustrate why.
Ms. Applegate normally does not hesitate to get vaccines, noting that her late father was a doctor and that her daughter does research in nutritional science.
Her daughter urged her to get vaccinated, but she remained deeply ambivalent. Friends and co-workers “were feeding me stories about horrible things happening to people with the vaccine,” she said. She worried about the relatively new technology behind the Pfizer and Moderna vaccines, and whether her heart condition could pose complications, though her cardiologist assured her it wouldn’t.
six employees sued United, arguing that its plans to put exempt employees on temporary leave — unpaid in many circumstances — are discriminatory. United has delayed that plan for at least a few weeks as it fights the suit.
Still, United’s vaccination rate has continued to improve. There was another rush before the deadline to receive the pay incentive and one more before the final Sept. 27 deadline. Toward the end of September, the company said 593 people had failed to comply. By Friday, the number had dropped below 240.
“I did not appreciate the intensity of support for a vaccine mandate that existed, because you hear that loud anti-vax voice a lot more than you hear the people that want it,” Mr. Kirby said. “But there are more of them. And they’re just as intense.”
KABUL, Afghanistan — Afghanistan’s plunge into chaos, isolation and near-destitution under its newly ascendant Taliban rulers appeared to slow on Thursday, with the first significant moves to salvage Kabul’s inoperable airport, an increased flow of U.N. aid and word that international money transfers had resumed to the country, where many banks are shuttered.
But these developments did not signal any diminished suspicion toward the Taliban, the hard-line movement of Islamic extremists, many of them on terrorist watch lists, who seized power last month after two decades of war against an American-led military coalition and the government the United States had propped up.
And despite expectations that the Taliban leaders now ensconced in Kabul’s presidential palace would formally announce the makeup of a new government on Thursday, the anticipated announcement was delayed.
ended on Monday night. The airport remained closed to the public on Thursday, its hangars strewn with debris and some aircraft damaged by shrapnel, bullets and vandalism, but the Taliban permitted reporters inside, where security personnel and technicians from Qatar who had been sent to help reopen the airport were busy.
Teams of Qataris ferried back and forth in armored Land Cruisers at the airport’s VIP terminal under a giant billboard of Ashraf Ghani, the former president who fled abroad on Aug. 15 as Taliban fighters entered Kabul all but unopposed.
“The airport will open very soon,” said Daoud Sharifi, the chief operating officer of Kam Air, Afghanistan’s largest privately owned airline, which basically shut down even before the Taliban triumphed more than two weeks ago.
Western Union announced that it was resuming money transfers to Afghanistan, enabling customers from 200 countries and territories to “once again send money to their loved ones in the country.” Western Union, which had halted the transfers a few weeks ago, took the step as the U.S. Treasury Department said American financial institutions could process personal remittances.
Such remittances from the Afghan diaspora, a crucial source of income and foreign currency in Afghanistan, had basically stopped. At the same time, financial institutions in the United States and elsewhere have prevented the Taliban from gaining access to Afghan government bank reserves and other financial assets.
The dearth of cash in Afghanistan has become an acute source of desperation, seen in the lines of customers queued outside banks in the prelude and aftermath of the Taliban takeover. It also represents a quandary for the United States, which does not want to be seen as penalizing ordinary Afghans, many of them still in shock over the abrupt U.S. departure.
their origin story and their record as rulers.
Who are the Taliban leaders? These are the top leaders of the Taliban, men who have spent years on the run, in hiding, in jail and dodging American drones. Little is known about them or how they plan to govern, including whether they will be as tolerant as they claim to be. One spokesman told The Times that the group wanted to forget its past, but that there would be some restrictions.
Despite the Taliban’s effort to project an image of responsibility in reopening Kabul’s airport, enormous challenges remain not just for that facility but for basic aviation security. Most foreign carriers are now avoiding Afghanistan’s air space, depriving it of yet another important source of income: overflight fees, which countries charge airlines for permission to fly over their territory.
Both of Afghanistan’s carriers — Kam Air and the state-owned Ariana Airlines — are crippled for now.
In a recent interview from Doha, Qatar, Farid Paikar, the chief executive of Kam Air, said his airline had been reeling from heavy losses in the months leading up to the tumult during the Kabul airport evacuation, which left two of its aircraft damaged. He also said the airport’s aviation control systems had been damaged and that many Kam Air employees, including foreign pilots, engineers and technicians, had been forced to flee.
“It will take so long to reactivate all these systems and the terminal,” Mr. Paikar said. “The international community should help us with this, but I don’t know if they will be interested.”
A former Ariana official said three of that carrier’s four aircraft had been damaged at the Kabul airport, along with many computer and aviation systems.
An interview with an airport security guard who managed to flee to Doha in the evacuation offered a vivid account of the scene the day after Kabul fell to the Taliban, basically describing it as a total breakdown in authority.
The security guard, Gulman, who identified himself by only one name for fear of reprisal, said crowds of Afghans had poured onto the tarmac, clambering to board any departing flights. Windows of grounded Kam Air planes were cracked and seats torn apart, he said.
But the biggest blow to the airport’s viability, he said, were the employees who joined the frenzy of others scrambling to leave: security guards, airline crews and air traffic controllers who abandoned their posts.
Gulman said he had arrived at work expecting to inspect bags at his scanner as usual. Instead, he found every other luggage scanner abandoned and the uniforms of his colleagues scattered on the floor.
For half an hour, Gulman said, he stood at his usual post, debating what to do before another colleague arrived and convinced him that the two of them — having gotten past the crowds at the airport gate because of their security guard uniforms — should also board a flight.
Sharif Hassan and Najim Rahim contributed reporting.
KANDAHAR, Afghanistan — The surrenders seem to be happening as fast as the Taliban can travel.
In the past several days, the Afghan security forces have collapsed in more than 15 cities under the pressure of a Taliban advance that began in May. On Friday, officials confirmed that those included two of the country’s most important provincial capitals: Kandahar and Herat.
The swift offensive has resulted in mass surrenders, captured helicopters and millions of dollars of American-supplied equipment paraded by the Taliban on grainy cellphone videos. In some cities, heavy fighting had been underway for weeks on their outskirts, but the Taliban ultimately overtook their defensive lines and then walked in with little or no resistance.
This implosion comes despite the United States having poured more than $83 billion in weapons, equipment and training into the country’s security forces over two decades.
Building the Afghan security apparatus was one of the key parts of the Obama administration’s strategy as it sought to find a way to hand over security and leave nearly a decade ago. These efforts produced an army modeled in the image of the United States’ military, an Afghan institution that was supposed to outlast the American war.
in an accumulation of losses that started even before President Biden’s announcement that the United States would withdraw by Sept. 11.
It began with individual outposts in rural areas where starving and ammunition-depleted soldiers and police units were surrounded by Taliban fighters and promised safe passage if they surrendered and left behind their equipment, slowly giving the insurgents more and more control of roads, then entire districts. As positions collapsed, the complaint was almost always the same: There was no air support or they had run out of supplies and food.
But even before that, the systemic weaknesses of the Afghan security forces — which on paper numbered somewhere around 300,000 people, but in recent days have totaled around just one-sixth of that, according to U.S. officials — were apparent. These shortfalls can be traced to numerous issues that sprung from the West’s insistence on building a fully modern military with all the logistical and supply complexities one requires, and which has proved unsustainable without the United States and its NATO allies.
Abdul Rashid Dostum, an infamous warlord and a former Afghan vice president who has survived the past 40 years of war by cutting deals and switching sides.
On Friday, another prominent Afghan warlord and former governor, Mohammad Ismail Khan, who had resisted Taliban attacks in western Afghanistan for weeks and rallied many to his cause to push back the insurgent offensive, surrendered to the insurgents.
the Taliban were breaching the outskirts of the southern city of Lashkar Gah, a hodgepodge group of border force soldiers were holding the line. The police officers who were supposed to be defending the area had long surrendered, retreated or had been paid off by the Taliban, as has occurred in many parts of the country over the past year.
Equipped with rifles and machine guns, some dressed in uniforms, others not, the border soldiers beamed when their stubble-bearded captain, Ezzatullah Tofan, arrived at their shell-racked position, a house abandoned during the fighting.
He always comes to the rescue, one soldier said.
Late last month, as the Taliban pushed into Lashkar Gah, the provincial capital of Helmand Province, an outpost called their headquarters elsewhere in the city asking for reinforcements. In an audio recording obtained by The New York Times, the senior commander on the other end asked them to stay and fight.
Captain Tofan was bringing reinforcements, he said, and to hold on a little longer. That was around two weeks ago.
By Friday, despite the Afghan military’s tired resistance, repeated flights of reinforcements and even American B-52 bombers overhead, the city was in the hands of the Taliban.
Taimoor Shah and Jim Huylebroek contributed reporting from Kandahar, Afghanistan. Najim Rahim and Fatima Faizi contributed from Kabul. Eric Schmitt contributed reporting.
A summer travel bonanza is exceeding expectations, helping airlines earn profits again and brightening the outlook for the rest of the year. It’s a welcome relief for a battered industry and a sign that the rebound that began this spring appears to be here to stay.
The economic upturn, aggressive cost-cutting and an enormous federal stimulus that paid many salaries have helped to improve the finances of the largest carriers, which took on vast amounts of debt and lost billions of dollars during the pandemic.
This month, consumer spending on airlines briefly exceeded 2019 levels on a weekly basis for the first time since the pandemic began, according to Facteus, a research firm that monitors millions of online payments. Ticket prices have rebounded, too: In June, fares were down only 1 percent from the same month in 2019, according to the Adobe Digital Economy Index, which is similarly based on website visits and transactions.
And on Sunday, the Transportation Security Administration screened more than 2.2 million travelers at its airport checkpoints, the most in one day since the start of the pandemic.
planned to hire hundreds of flight attendants and bring back thousands who volunteered for extended leaves during the pandemic.
increase its minimum wage to $15 an hour to retain and attract workers, while Delta is in the middle of hiring thousands of employees. United last month announced plans to buy 270 new planes in the coming years, the largest airplane order in its history and one that would create thousands of jobs nationwide.
Southwest on Thursday reported a profit of $348 million for the quarter that ended in June, its second profitable quarter since the pandemic began. American reported a $19 million profit over the same period, while Delta last week reported a $652 million profit, a pandemic first for each airline. United this week reported a loss, but projected a return to profitability in the third quarter as its business improved faster than forecast.
The financial turnaround has been buoyed by an infusion of $54 billion of federal aid to pay employee salaries over the past year and a half. Without those payments, none of the major airlines would have been able to report profits for the quarter that ended in June. The aid precludes the companies from paying dividends through September 2022.
Each airline offered a hopeful outlook for the current quarter. American projected that passenger capacity would be down only 15 to 20 percent from the third quarter of 2019, while United projected a 26 percent decline and Delta forecast a 28 to 30 percent drop. Southwest, which differs from the other three large carriers in that it operates few international flights, said it expected capacity to be comparable to the third quarter of 2019.
Daily Business Briefing
“We are just really excited about the momentum we’re seeing in the numbers,” Doug Parker, American’s chief executive, told analysts after the company delivered its earnings report.
The financial results and forecasts for the rest of the summer are the latest sign of strength in a comeback that has been building for months. But the airlines have vast amounts of debt to repay — American, the most indebted carrier, announced a plan on Thursday to pay down $15 billion by the end of 2025 — and the rebound hasn’t been free of setbacks.
recent poll from the Global Business Travel Association, an industry association. If other companies follow Apple’s lead in delaying a return to the office, though, the corporate travel recovery could be held back.
Delta said it expected domestic business trips to recover to about 60 percent of 2019 levels by September, up from 40 percent in June. Those figures roughly align with estimates from United.
“The demand is recovering even faster than we had hoped domestically,” Mr. Kirby of United said on Wednesday.
International travel has slowly started to recover, too, as more countries, particularly in Europe, open up to American travelers who can provide proof of vaccination or a negative coronavirus test. But airlines are lobbying the Biden administration to loosen restrictions in kind, which, they say, will allow the recovery to accelerate.
“I think the surge is coming, and just as we’ve seen it on the consumer side, we’re getting ready for it on the business side,” Mr. Bastian of Delta said last week. “Once you open businesses, offices, and you get international markets opened, I think it’s going to be a very good run over the next 12 to 24 months.”
Australians will have some of the best views of the “super blood moon” this week, but passengers on a one-time flight departing from Sydney will have an even better one.
The Australian airline Qantas will operate a three-hour flight on Wednesday (Tuesday evening in the United States) for about 100 passengers to see the moon enter the Earth’s shadow and turn a blood red color during a total lunar eclipse.
An astronomer from the Commonwealth Scientific and Industrial Research Organisation, Australia’s national science and research agency, worked with the flight’s pilots to “design the optimal flight path,” a statement from the airline said. The astronomer, Vanessa Moss, will also be aboard the plane to educate passengers on the lunar event.
The flight will climb to a cruising altitude of 43,000 feet, “above any potential cloud cover and atmosphere pollution,” the statement said — the maximum altitude for the plane, a Boeing 787 Dreamliner. “Cosmic cocktails and supermoon cakes” will be served.
sold out in less than half an hour.
The flight will depart from and return to Sydney Airport, beginning with a scenic route over Sydney Harbour. Australia’s travel restrictions have been among the world’s harshest, with the government largely prohibiting international travel into or out of the country, even for its own citizens.
Other “flights to nowhere” have departed throughout the pandemic as airlines scrambled to manage the sharp decline in travel. In October, a Qantas flight flew over Australia’s Northern Territory, Queensland and New South Wales, departing from and landing in Sydney. Tickets for the flight sold out in 10 minutes.
Climate activists have criticized the flights as unnecessary and harmful to the environment. Qantas noted that it would offset carbon emissions for its supermoon flight to a net zero.
For those who won’t be on the supermoon flight, the lunar event will be visible mostly from Australia, East Asia, islands in the Pacific and the Western Americas.
The moon will be closest to Earth at 11:50 a.m. Australian Eastern Standard Time, but on the West Coast of the United States, the views will start at 1:47 a.m. Pacific time on Wednesday.
At least six people who boarded the Ryanair flight in Athens were not on the plane when it finally arrived in Vilnius, Lithuania, the police commissioner of Lithuania said on Monday.
Among the six were the dissident journalist Roman Protasevich and his girlfriend, Sofia Sapega, who were both detained.
The identities of the other four people who apparently got off the plane after it was forced to land in Minsk, Belarus, on Sunday are not publicly known — and are being investigated by the Lithuanian police.
“What I know is that six people did not arrive in Vilnius,” Renatas Pozela, Lithuania’s police commissioner general, said in a telephone interview with The New York Times.
Further details, he said, “are being looked into as part of the criminal investigation.”
The Lithuanian police opened a hijacking and kidnapping investigation into the forced landing of the plane, and they questioned the pilots after they landed in Vilnius on Sunday evening, Mr. Pozela said.
Police investigators are interviewing the passengers this week, he said.
“The pilots were the priority,” Mr. Pozela said. “We wanted to hear their stories. How did they see the situation? What did they do? Were there other planes?”
Mr. Pozela said he was not yet authorized to disclose any findings of the investigation.
MOSCOW — The strongman president of Belarus sent a fighter jet to intercept a European airliner traveling through the country’s airspace on Sunday and ordered the plane to land in the capital, Minsk, where a prominent opposition journalist aboard was then seized, provoking international outrage.
The stunning gambit by Aleksandr G. Lukashenko, a brutal and erratic leader who has clung to power despite huge protests against his government last year, drew disbelief among European leaders. But it also underscored that with the support of President Vladimir V. Putin of Russia, Mr. Lukashenko is prepared to go to extraordinary lengths to repress dissent.
The Ryanair flight from Athens to Vilnius, Lithuania, carrying some 170 passengers — among them the journalist, Roman Protasevich, 26 — was flying over Belarus when Belarusian air traffic controllers notified its pilots of “a potential security threat on board” and directed the plane to divert to Minsk, the Ireland-based airline said in a statement.
Mr. Lukashenko, often referred to as “Europe’s last dictator,” personally ordered a MiG-29 fighter jet to escort the Ryanair plane to the Minsk airport, his press service said. According to the statement, Mr. Lukashenko gave an “unequivocal order” to “make the plane do a U-turn and land.”
NEXTA Telegram channel, one of the most popular opposition outlets in Belarus, where most independent media organizations were forced to shut down following large-scale protests that convulsed the nation following a disputed presidential election in 2020.
Over the past few years, Mr. Protasevich has been living in Lithuania in exile, fearing imprisonment in Belarus, his home country, where he is accused of inciting hatred and mass disorder and faces more than 12 years in prison if convicted. In November, the country’s main security service, still called the K.G.B., put Mr. Protasevich on its list of terrorists.
Mr. Protasevich’s arrest demonstrated the lengths to which Mr. Lukashenko is ready to go in order to pursue his political opponents. Many of them have sought safe heaven in exile in Lithuania and Poland, but Sunday’s events showed that Mr. Lukashenko can reach them even in the air.
called it “abhorrent” in his Twitter account and demanded that the Belarusian authorities release Mr. Protasevich.
The Belarusian authorities said they took the action after receiving information about the bomb threat and did so even though Vilnius, the plane’s destination, was much closer than Minsk when it was forced down. Mr. Lukashenko and his government are known to use ruses to pursue their political opponents.
The country’s Defense Ministry said in another statement that the country’s air defense forces were put on high alert.
violence, Mr. Lukashenko managed to successfully crack down on protesters, with the country’s security apparatus remaining loyal to him.
Svetlana Tikhanovskaya, Mr. Lukashenko’s main opponent during the last presidential election in August, which was widely regarded as rigged, called the episode with the Ryanair flight “an operation by the special services to hijack an aircraft in order to detain activist and blogger Roman Protasevich.”
“Not a single person who flies over Belarus can be sure of his safety,” she said.
Matina Stevis-Gridneff contributed reporting from Brussels, and Niki Kitsantonis from Athens.
FRANZ JOSEF LAND, Russia — Chunky green trucks carry Bastion anti-ship missiles that can be prepared for launch in just five minutes. A barracks building, sealed off from the elements like a space station, accommodates 150 or so soldiers. And a new runway can handle fighter jets, two of which recently buzzed the North Pole.
Franz Josef Land, a jumble of glacier-covered islands in the Arctic Ocean named after a Austro-Hungarian emperor, was until a few years ago mostly uninhabited, home to polar bears, walruses, sea birds and little else. But thanks to a warming climate, all that is changing, and quickly.
Nowhere on Earth has climate change been so pronounced as in the polar regions. The warming has led to drastic reductions in sea ice, opening up the Arctic to ships during the summer months and exposing Russia to new security threats.
Arctic Council, a diplomatic club of nations, including the United States, that share interests in the region.
National Snow and Ice Data Center said last year. The ocean has lost nearly a million square miles of ice and is expected to be mostly ice-free in the summertime, including at the North Pole, by around the middle of the century.
wrote of Russia’s problem of disappearing ice.
Lt. Col. Balabeg A. Eminov is the commander of the anti-ship battery and other facilities on Franz Josef Land, called the Trefoil Base. “The main question in the Arctic is the limited accessibility for ships, because of ice,” he said. “Now the area of open water is increasing, and with it the area for ship activity.”
published last year. The latest U.S. military strategy for the Arctic, published in 2019, refers euphemistically to vanishing ice as the “changing physical environment.”
father of the Russian Navy, and oil paintings of sailing ships in battle.
Moored at its base in Murmansk Fjord, the Peter the Great was also visited by flocks of sea gulls, which flapped around its gray-painted radar masts and over the 20 launch tubes for anti-ship missiles. Sailors with side arms stood watch by the gangplank, seemingly oblivious to the cold rain lashing their faces.
Elsewhere in Murmansk Fjord, and not shown to reporters, is another dimension of the Russian military buildup: a secretive program to train seals and beluga whales for as-yet unknown missions. Satellite images have revealed their sea pens at a special operations site. Two years ago, a trained beluga wearing a mysterious harness, possibly an escapee, turned up in Norway and was nicknamed Whaldimir.
posted the footage online. The United States this month sailed the U.S.S. New Mexico, a Virginia-class submarine, into Tromso, Norway, for a rare call at a civilian port.
In the same vein, the tour for foreign journalists to some of Russia’s most remote and secretive military facilities in the Arctic Ocean seemed intended to highlight the country’s capabilities.
“Inviting journalists to come look at these modernized, reinvigorated Cold War sites is all about signaling,” said Marisol Maddox, an Arctic analyst at the Polar Institute of the Woodrow Wilson Center, a research organization in Washington.
Russia, she said, wants to keep up its “strongman persona” in an era of climate change.
TAIPEI, Taiwan — Closed schools and restaurants offering takeout only. Lines around the block at testing sites. Politicians on television urging the public to stay calm.
If the scenes around Taiwan this week have a distinctly early pandemic feel, it is because the coronavirus is only now washing up on the island’s shores in force. A crush of new infections has brought a swift end to the Covid-free normality that residents had been enjoying for more than a year.
By shutting its borders early and requiring two-week quarantines of nearly everyone who arrives from overseas, Taiwan had been managing to keep life on the island mostly unfettered. But all that changed after enough infections slipped past those high walls to cause community outbreaks.
For most of the past week, the government has ordered residents to stay home whenever possible and to wear masks outdoors, though it has not declared a total lockdown. Local authorities are ramping up rapid testing, though some health experts worry that too few tests are being done to stay ahead of the virus’s spread.
1,290 Covid-19 cases and 12 deaths during the entire pandemic.
Adding to the concern: Only around 1 percent of the island’s 23.5 million residents have been vaccinated against the virus so far.
happily shielded from its worst ravages.
Eight months passed last year without a single case of community transmission until an infection in December snapped the streak. Even after that, local infections cropped up only sporadically for months.
Then the tide shifted — gradually, then suddenly.
On April 14, the government began allowing crew members for Taiwanese airlines to quarantine at home for just three days after arriving on long-haul flights, down from the previous requirement of five days.
more pilots and their family members were testing positive, as were employees at a quarantine hotel.
On May 10, a pilot who had been in the United States tested positive after completing his three-day quarantine, but not before he had visited a pub and a restaurant in Taipei.
ordered into rolling 14-day home quarantines. But it was probably too late. A cluster of infections began to emerge among workers and patrons at so-called hostess bars in Taipei’s Wanhua District.
By the end of the week, daily case numbers had soared into the triple digits.
So far, the search for new infections has been concentrated in the populous cities of Taipei and New Taipei, where more than 1,600 people can receive rapid testing each day. Hospitals are also providing slower testing services.
Dr. Chiang Kuan-yu, 37, a physician at Taipei City Hospital, went to Wanhua District on Monday to help run a testing site there. He said there had been big crowds over the weekend, when the case numbers first started to rise. Some people had to wait an extra day to get tested.
“Now there are more resources for testing, so we can keep up better,” Dr. Chiang said.
Chen Shih-chung, Taiwan’s health minister and head of its Central Epidemic Command Center, has urged those with no Covid-19 symptoms and no history of contact to not even come to testing sites, lest they become infected there.
“This only will slow down our search for possible spreaders,” Mr. Chen said in a news briefing. “Don’t go there thinking, ‘Oh, maybe I’m infected, maybe it’s best that I get tested.’ You absolutely must not come.”
early March, and it has since been gradually immunizing health workers and other priority groups. Officials say doses of the Moderna vaccine will arrive soon. Several Taiwanese companies are also developing vaccines.
Taiwanese authorities began working with domestic vaccine producers in January 2020, after the coronavirus’s genetic sequence was made available and before the Chinese city of Wuhan went into lockdown.
“Taiwan got started extremely early,” said Dr. Ho Mei-shang, a research fellow at the Institute of Biomedical Sciences at Academia Sinica in Taipei who was involved with the government’s vaccine efforts. “We said at the time, ‘Whatever the vaccine ends up being, we want make it ourselves as quickly as possible.’”
But Taiwan’s insistence on developing and producing its own immunizations may have made officials less quick to snap up overseas vaccines when those started becoming available, Dr. Ho said.
“And then,” she said, “by the beginning of this year, when the pandemic was so severe in so many countries, we just said we’ll wait a little.”
Even after the AstraZeneca vaccine first became available in Taiwan, the low case count meant many people felt no urgent need to get immunized.
Still, Dr. Ho said she was heartened to see how quickly people in Taiwan were adjusting to the new restrictions on daily life, even after such a carefree past year.
Recently, she went for a run at 10 p.m. and forgot to wear her mask at first. But she noticed that even at that hour, everyone else who was out walking and exercising was masked up.
“This is a state of affairs,” she said, “that really sets Taiwan apart.”
Boeing says it has received approval from U.S. aviation authorities for proposed fixes to an electrical problem that grounded a portion of its troubled 737 Max fleet for more than a month. The approval is welcome news for the handful of affected airlines in the United States, where the industry is preparing for a busy summer.
The 737 Max plane was initially grounded in March 2019 after a pair of crashes, separated by months, in Indonesia and Ethiopia. Last November, the Federal Aviation Administration cleared the fleet to fly again provided that Boeing and airlines updated the Max’s flight control software and rerouted some electrical wiring, among other changes.
In December, the plane carried paying passengers in the United States for the first time since the crashes. But last month, Boeing said it had notified 16 airlines and other customers of a potential electrical problem with the Max and recommended that they temporarily stop flying some planes.
Boeing and the F.A.A. said last month that the latest electrical issue was unrelated to the 2019 grounding directive.
said in a notice that the electrical power systems on a new 737 Max 8 airplane “did not perform as expected” during routine tests before it was delivered to an airline. It said the same issue affected certain models of the 737 Max 8 and the 737 Max 9.
Specifically, the notice, known as an airworthiness directive, said design changes to support panels in the Max’s flight deck, or cockpit, had resulted in “insufficient electrical grounding of installed equipment.”
The problem could have resulted in loss of critical functions and other problems on the flight deck, the notice said. It directed Boeing to send comments about proposed modifications by mid-June.
Boeing said in a brief statement on Wednesday that it had received final approval from the regulator for the proposed modifications and issued “service bulletins for the affected fleet.” Airline manufacturers typically issue service bulletins to notify a plane’s owner about a change or improvement in a component.
Boeing also said that airlines were preparing to return the affected jets to service and that it planned to resume deliveries of the plane. The company did not provide a timeline or further details.
reported earlier by The Wall Street Journal.
Boeing also appeared to make progress this week on another issue affecting a different model of plane, the 777. Dozens of 777 planes equipped with a Pratt & Whitney engine were grounded worldwide in February after one suffered an engine failure over Colorado. Video of the episode was startling, though the pilots landed the plane safely and no injuries were reported.
After that engine failure, the F.A.A. required that all fan blades in that type of engine be inspected. On Wednesday, the agency’s administrator, Steve Dickson, said the agency was also requiring that manufacturers strengthen the engine cowling, or housing. The “exact timing and requirements” of such a fix had not been determined, the agency said in a statement.
The 2019 crashes aboard the 737 Max killed 346 people and deeply damaged Boeing’s once-sterling reputation. The company later fired its chief executive and paid billions of dollars in fines, settlements and lost orders.
In January, Boeing agreed to pay more than $2.5 billion in a legal settlement with the Justice Department stemming from the 737 Max debacle. The agreement resolved a criminal charge that had centered on the actions of two employees who withheld information from the F.A.A. about changes made to software that was later implicated in both crashes.