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Airbus has struggled to sell the planes. Orders have been slow, and not a single buyer has been found in the United States, South America, Africa or India.

While the A380 program has been a boon for the European aerospace industry, Airbus is unlikely to recover its research and development costs. The best it can now expect is to break even on production costs, according to analysts, provided that it can keep orders going.

Airbus made the wrong prediction about travel preferences. People would rather take direct flights on smaller airplanes, he said, than get on big airplanes — no matter their feats of engineering — that make connections through huge hubs.

“It’s a commercial disaster,” Mr. Aboulafia says. “Every conceivably bad idea that anyone’s ever had about the aviation industry is embodied in this airplane.”

Airline executives were wary of expanding their fleets aggressively, especially for a costly, four-engine fuel hog.

A little more than a decade ago, the two dominant airplane makers, Boeing and Airbus, looked at where their businesses were headed and saw similar facts: air traffic doubling every 15 years, estimates that the number of travelers would hit four billion by 2030 — and came to radically different conclusions about what those numbers meant for their future.

“The A380 is not made for every route, but it is ideal for high-traffic routes, high-volume routes that are congested, or where there are flying constraints,”

And there are a fair number of those routes. Around 15 of the 20 largest long-haul routes by passenger volume in the world today are slot-constrained,

Boeing, too, is facing lukewarm demand for its latest jumbo jet upgrade, known as the 747-8. The company has received just 51 orders for this big plane, which can seat about 460 passengers and lists at $357 million. By contrast, it has sold more than 1,200 twin-engine 777s, which sell for as much as $320 million.

Richard H. Anderson, Delta’s chief executive, has said the A380 is “by definition an uneconomic airplane unless you’re a state-owned enterprise with subsidies.”

Bruno Delile, Air France’s senior vice president for fleet management, says that there are a limited number of routes in its network with enough daily traffic to justify the expense of such a big plane. “The forecasts about traffic growth and market saturation haven’t exactly panned out,” he says.

Not only do airlines take a big risk on the size and cost of the A380, but they also have to gain the cooperation of airports to modify gates and widen taxiways to make room for the plane.

With versions that seat 210 to 330 passengers, and with a range of about 9,000 miles, the 787 allows airlines to fly pretty much anywhere in the world and connect smaller airports without going through a hub.

And passengers are willing to pay more to avoid a connection

f most airlines appear skeptical of the A380, Emirates is a true believer. It stunned the industry in December when it ordered 50 more of the planes, beyond the 90 it already had on order, throwing Airbus a much needed lifeline

The airport handled 66 million passengers last year, rivaling Heathrow as the busiest international hub.

for Emirates, the biggest selling point of the A380 is its ability to pack in more business-class seats and create an environment that appeals to big-spending passengers.

In the case of driving schools, the government offers only a limited number of exams each year, and these are doled out to the driving schools depending on their success rate the year before. That fact alone gives the old guard a virtual monopoly,

calling for an overhaul of the written test, which he says goes far beyond making sure that a person knows the rules of the road.

Some studies have concluded that the French are probably paying 20 percent more than they should for the services they get from regulated professions, which include notaries, lawyers, bailiffs, ambulance drivers, court clerks, driving instructors and more.

barriers to getting a license are so high that about one million French people, who should have licenses, have never been able to get them.

Mr. Kramarz said that it often costs 3,000 euros, or about $3,900, to get a license. But others said the average was closer to 1,500 to 2,000 euros.

Although students are required to take only 20 hours of driving lessons, most end up doing double that while they wait for a chance to take the test.

There is even talk of Russia and China creating an alternative international payment system to replace the SWIFT system, which the US and Europe can use to impose financial sanctions against Russia.

But Putin is ambitious, and – like other autocrats in Central Asian nations – he may remain in power for decades to come. And, like it or not, even a Russia that lacks the dynamism needed to succeed in manufacturing and the industries of the future will remain a commodity-producing

superpower.

US President Barack Obama says that this is not the beginning of a new Cold War; current trends may soon suggest otherwise.

In Japan, for instance, an environmental engineer has attributed a mysterious pestilence that is killing trees on Yakushima Island to pollutants from China.

But the proportion of China’s exports that are made in China has risen steadily in recent years as many companies move more of their supply chains, instead of just having final assembly work done here.

Before the protest in London, Uber said on Wednesday that it had opened up its booking platform so that the city’s black taxis, which previously were not included in the start-up’s system, could now take bookings through the smartphone app.

Europe’s taxi operators will demand that local lawmakers clamp down on the California-based Uber, which now operates in 100 cities in 36 countries.

“In Paris, the number of taxis hasn’t changed since the 1950s,” said Pierre-Dimitry Gore-Coty, Uber’s regional general manager for Northern Europe. “The strikes are an attempt to desperately fight against competition in the market.”

France has been one of Uber’s toughest battlegrounds. Faced with protests by the powerful local taxi industry, which has been closed to competition for decades, the government in December sought to curb the rise of Uber and rival upstarts by forcing the car services to wait 15 minutes after receiving a request before picking up a client.

They also say the company’s technology, which allows drivers to ​use a smartphone-like device to ​calculate fares based on time and distance, breaks local laws. The city’s authorities have asked a local court to rule on that issue.

Partly, London taxi drivers resent the idea of G.P.S.-equipped freelancers presuming to practice their time-honored craft.

The country of 4.7 million people climbed seven spots to 102nd in the World Bank’s annual “Doing Business” report this year, lagging behind China, Vietnam and Namibia. Moody’s Investors Service lowered its outlook on Costa Rica to negative from neutral in September, citing a rising debt burden and widening budget deficit. Moody’s rates the country Baa3, putting it in the same category as Turkey and Iceland.

In a Bloomberg survey published last month, Costa Rica was ranked fourth behind Russia, Argentina and Ukraine on a list of countries confronting the biggest loss of investor confidence. The survey cited data including the rising cost of credit default swaps and the currency’s performance against the dollar.

California-based Intel, whose processors run more than 80 percent of personal computers shipped worldwide every year, originally chose to establish operations in Costa Rica after studying sites in Indonesia, Thailand, Brazil, Argentina, Chile and Mexico, according to a 2000 case study by Harvard University’s Center for International Development. The company’s $600 million investment at the time represented about 4.2 percent of GDP, prompting the company’s then-Vice President Bob Perlman to say Intel’s arrival was like “putting a whale in a swimming pool,” according to the study.

n 2013, about 21 percent of Costa Rica’s exports of goods came from Intel, according to investment promotion agency CINDE

To do so, CO2 emissions from industry and energy use would have to fall to at most 1.6 tons a year for every person on the planet by midcentury.

That is less than a tenth of annual American emissions per person today and less than a third of the world average

Lacking any understanding of the feasibility of the exercise, governments postured and jockeyed over which country should be responsible for what

This is not achievable by going after low-hanging fruit, such as replacing coal with natural gas in power plants.

The decarbonization paths rely on aggressive assumptions about our ability to deploy new technologies on a commercial scale economically.

Russia, for instance, hit the target. But Oleg Lugovoy of the Environmental Defense Fund, who worked on the Russian plan, observed that “if we don’t have carbon capture and storage we would have to reconsider.”

But, as inevitable as simplification is for explanation, it is also a trap

Unfortunately, economists and other social scientists get virtually no training in how to choose among alternative models. Neither is such an aptitude professionally rewarded. Developing new theories and empirical tests is regarded as science, while the exercise of good judgment is clearly a craft.

As US coal demand declines, more US coal is going to Europe, where low CO2 prices and high gas prices are increasing the competitiveness of coal in the power generation system.