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GM’s view contrasts with other auto-making giants, including Toyota Motor Corp. TM 0.93% and Ford Motor Co. F -0.32% , which are working on full electrics but also expanding their U.S. hybrid offerings

Last week, Continental AG, one of the world’s biggest car-parts makers, said it would cut investment in conventional engine parts because of a faster-than-expected fall in demand—yet another sign the industry is accelerating the shift to electric vehicles.

Today, auto companies generally lose money on each electric car they sell, mostly because of the high cost of lithium-ion batteries. Concerns about the battery range, along with a lack of places to plug in, also deter buyers from considering electric vehicles. Those factors make going straight to all-electric cars a risky strategy

Hybrids, which were popularized by Toyota’s Prius last decade as a social statement, accounted for about 3% of U.S. sales in 2018, according to research firm LMC Automotive. Sales of plug-in electric vehicles were around 1% of the total market—mostly thanks to the success of Tesla Inc.’s offerings.

pouring investment into both hybrids and electrics strains car-company finances, Morgan Stanley analyst Adam Jonas said. “It’s time to pick a path and commit to it,”

VW and GM are focused on all-electric cars largely because of China, where new regulations require car companies to sell a minimum number of zero-emissions vehicles to avoid financial penalties.

VW plans to use its electric-car expansion in China to build scale and drive down prices faster in the U.S., said Scott Keogh, VW’s U.S. chief.

Auto companies are spending $225 billion to develop more than 200 new plug-in vehicles through 2023, a figure that doesn’t include hybrids

For now, both hybrids and electric cars are more expensive to produce than comparable gas-powered vehicles. A hybrid system can add roughly $2,000 to a vehicle’s cost, while a fully electric version costs an additional $6,000 to $10,000,

Toyota’s sales chief for North America, said that with U.S. electric-vehicle sales expected to lag behind Europe and China, the company needs a nearer-term remedy. “That’s why we feel so confident in hybrids

The tensions have risen as Ford and other global automakers have spent billions of dollars designing and building EVs, a move that looked especially smart a year ago when they were caught off guard by the strong demand for their new offerings. 

This past week, General Motors said it would delay opening a large EV truck factory in Michigan by a year, citing a need “to better manage capital investments while aligning with evolving EV demand.” The move followed an earlier announcement by Ford pushing back to late 2024 a target of building 600,000 EVs annually. The company has also temporarily cut one of the production shifts for its electric pickup and paused construction of a $3.5 billion battery plant in Michigan. 

In the U.S., for every five Democrats owning an EV there are two Republicans, said Alexander Edwards, president of Strategic Vision, which surveys new-vehicle buyers. 

His data finds that Democrats give priority to “environmentally friendly” when buying their cars while Republicans have other things they are looking for, such as performance and prestige.

On the campaign trail, however, EVs don’t always sound so cool. The GOP presidential hopeful Vivek Ramaswamy, who is against subsidies, has drawn laughs as he suggests that EV buyers are motivated by “a psychological insecurity,” while former Vice President Mike Pence said during the second Republican presidential primary debate that Biden’s efforts “are driving American gasoline, automotive manufacturing, into the graveyard.”  

As the Democrat talks about trying to protect automotive jobs and help the environment with green technology, they raise concerns about losing work and question whether the governments should subsidize them or mandate future zero-emission vehicle sales, as California has done.  

“The real question is whether we’ll lead or we’ll fall behind in the race to the future; or whether we’ll build these vehicles and the batteries that go in them here in the United States or rely on other countries,” Biden said while visiting a Ford factory early in his administration. 

Underpinning the politics of EVs is an economic divide, made more stark by the rise of interest rates. Most EVs are more expensive than the average new vehicle—which sold for about $46,000 in September.

As new cars and trucks become more costly, the practical effect on buyers shows up in Strategic Vision’s survey: The median family household income of new-car buyers has risen to $122,000. That is a significant increase from around $90,000, where it had been at for a couple of decades until just recently. EV buyers are even better off, with a median household income of $186,000.

In some ways, the green car tensions are a return to the 2012 political season, when GM’s Chevrolet Volt became the embodiment of the Obama administration’s rescue of the Detroit auto industry in 2009 and efforts to promote electrified vehicles.

Former House Speaker Newt Gingrich, who unsuccessfully sought the Republican presidential nomination, said the problem with the “Obama car” was that one couldn’t put a gun rack in the plug-in hybrid vehicle.

Sales of the Volt disappointed, and Dan Akerson, then CEO of GM, was left fuming that the company hadn’t designed the sedan to become “a political punching bag.”

GM later killed off the Volt.

The third instance, an order compelling GM to begin manufacturing ventilators, was the most far-reaching as Trump came under criticism from state governors, Democrats and doctors for playing down a nationwide shortage of ventilators.

Covid-19 is a respiratory illness. Most who contract it recover but it can be fatal, particularly among older people and those with underlying health problems. Ventilators enable a person with compromised lungs to keep breathing.

After Trump invoked the act, GM said it had been working around the clock for more than a week with Ventec Life Systems, a medical device company, and parts suppliers to build more ventilators. The company’s commitment to build Ventec’s ventilators “has never wavered”, it said.

Trump also announced that the White House trade adviser Peter Navarro would become the national DPA policy coordinator for the federal government. Navarro has been a leading advocate of Trump’s protectionist trade agenda, championing tariffs against China and the European Union.

The House speaker, Nancy Pelosi, welcomed Trump’s use of the DPA as “an important but seriously belated step”. She added in a statement on Friday: “Much more must be done. The president must use the full powers of this law to address the dire, widespread shortage of materials required to fight this pandemic, including diagnostic test supplies, masks and other personal protective equipment.”

Critics say Trump ignored early warnings about the threat of the pandemic and had he acted sooner, mass production of ventilators would now be well under way.

In another bizarre moment, when Trump was asked for a message to schoolchildren forced to stay at home, he said: “You can call it a germ, a flu, a virus, you can call it many things. I’m not sure people know what it is.” Scientists have identified it as coronavirus disease (Covid-19), an infectious disease caused by a newly discovered coronavirus called Sars-CoV-2.

In another sign that Trump is not living up to his appeal for bipartisanship, Trump did not invite Pelosi or any other Democrats to the signing of a $2.2tn emergency relief bill. Pelosi said in a statement on Friday: “We must do more to address the health emergency, mitigate the economic damage, and provide for a strong recovery.”

“GMO will make Ghanaian farmers poor” and “Our Food Under Our Control!!!”

Monsanto is also part of the New Alliance for Food Security and Nutrition, a group of private corporations tasked by the G8 to invest in solutions to African hunger over the next decade.

Hating Monsanto is “a luxury when you’re surrounded by food 24/7,” writes one defender, who argues that spreading negative sentiment against the company actually “impedes global economic growth.” Even Britain’s Environmental Secretary, Owen Paterson, said organizations fighting the spread of GMOs are “absolutely wicked” and “cast a dark shadow over attempts to feed the world.”

However, golden rice is still mainly theoretical after a decade of research.

ood Sovereignty Ghana warns against the “control of our resources by multinational corporations and other foreign entities,” and the “avaricious calculations behind the proposition that food is just another commodity or component for international agribusiness.”

they call for “collective control over our collective resources.”

ontroversial GM golden rice, which is supposed to pump up Vitamin A levels in regular rice to make it more nutritious, could well be a promising use of technology

But African farmers also have very legitimate concerns about Monsanto’s reputation for investigating, suing, and ruining farmers who try to save GM seeds.

hunger is not caused by a food shortage but by “a lack of purchasing power and/or the inability of the rural poor to be self-sufficient.”

consider for a moment that even China has Coronavirus under control by now. The only nations which don’t — again — are either desperately poor, or failed societies, or both. But that’s just what Coronavirus tells us is true of America, now, too

Today, our window of opportunity is much shorter — perhaps as little as 30 to 60 days. In order to mass produce testing kits, antiviral drugs, ventilators, masks and hospital beds in that time frame, the administration will need to set production goals that are both within reach, but also meet our most immediate objective: halting the deadly spread of COVID-19 before it overwhelms our health care system.

Seek out the best, brightest and most productive During World War II, the federal government offered contracts to America's most productive companies like automakers GM and Ford and electrical companies like GE and Westinghouse to mass produce the engines, planes, tanks, torpedoes and weapons needed to arm America — even though they had never made them before. But Washington also incentivized companies that were already producing planes, like Boeing and Lockheed, to move into a higher gear by steadily increasing government orders while assuming the costs associated with higher production.

Getting Ford, GE and GM to produce ventilators is a great first step. But don't neglect companies like Medtronic, Johnson & Johnson and Becton Dickinson that already make the US a world-class leader in medical devices.

Find the right leadership

Have an exit strategy

Stay unified and unitedAs a master architect of the Arsenal of Democracy, Knudsen smartly put it: "We can do anything if we do it together." The same is true of defeating coronavirus: If we hit the right balance between what business can and must do, and what the federal government shouldn't and can't, we can do anything.

Facts First: We have no idea what Trump and Abe might have said to each other in private, but the dramatic conclusion of the story isn't true: there was no single day during Trump's presidency on which five Japanese auto companies announced they were moving to the US, let alone to Michigan in particular.

Trump said at the Macomb County rally, "No new plants had been built in Michigan in decades and decades before I got here." At a Pennsylvania rally last week, he claimed it was "42 years" since an auto plant had been built in Michigan.Facts First: Trump was wrong again. Dziczek noted that General Motors' Lansing Delta Township assembly plant opened in 2006.

I saved the auto industry, I brought it back. The auto industry in this country was dead."Facts First: As we have shown above, the auto industry was clearly not anywhere close to "dead" when Trump took office

New communications director Jonah Furman, 33, coordinated a publicity campaign to make Fain and coverage of the strike ubiquitous in the media. Fain shared details of the contract talks on weekly livestream updates, a tactic that stunned auto executives accustomed to behind-closed-doors discussions.

Fain, a former electrician who made an unexpected ascent to the top role this spring, and his team deployed a pugnacious strategy that hit directly at criticism that the UAW has long been too chummy with carmakers. 

“I thought it was important to bring in people that weren’t ingrained in the system,”

The group includes Chris Brooks, a 39-year-old labor activist recruited early this year to manage the new president’s transition team who then became a top aide. He helped overhaul the 88-year-old union, bringing a renewed militancy and empowering rank-and-file workers by pushing for frequent rallies and events where Fain heard them out.  

Part of his strategy has also been to make sure nonunion workers at factories in the South were listening. Fain indicated on Sunday that the union would turn to organizing at automakers such as EV leader Tesla and foreign car companies.

New York labor attorney Ben Dictor, 36, was heavily involved in the union’s biggest break from the past: holding talks with the three big automakers simultaneously. For decades, the UAW had picked one company to negotiate a new contract, and then used those terms as a template for the other two automakers. This time, the union combined talks to pit the companies against one another and accelerate deals with all three. 

Today, the UAW’s 146,000 automotive members at the Detroit Three account for a fraction of the nation’s more than one million auto-factory jobs

Longtime UAW members also worked closely with the new leader to shape its current strategy. Members must vote to approve the deals in coming weeks.

In the wake of GM and Chrysler’s government-led restructurings in 2009, priority was put on bringing their labor costs more in line with foreign rivals.

UAW leadership had long been regarded as insular, predictable and guarded, composed of union lifers who rose up from the auto-factory floor and spent years on negotiation teams before taking the lead.  

Fain, 55, won after a change in rules let members, instead of chapter officials, vote directly for their leadership. The voting revision came after a corruption scanda

Brooks was central to Fain’s chaos-inducing strike strategy, in which select facilities at each of the Detroit automakers were taken down with little notice. Fain said the approach, which he escalated during the strike by adding more and more facilities, allowed the union to be nimble and apply pressure at key profit centers that hurt the automakers. It was a change from the all-company walkouts that were previously typical—and had never been tried before by the UAW at all three companies. 

Furman, who had worked for Sanders and Ocasio-Cortez and was the lead singer and bassist in a Boston indie-rock band named Krill, spearheaded the union’s bare-knuckle social-media strategy, where it updated members on negotiations and frequently posted videos taunting company executives about their pay. 

“Jim Farley took in $21 million last year,” said Fain in a livestream, referring to Ford’s chief executive. “We need him to do two things right now: Look in the mirror and look in Ford’s bank account.” 

The contracts are the most lucrative since the 1960s, union leaders said.  

The newly assembled group prioritized swift decision-making and responses to the companies, which required cutting through bureaucracy that had impeded previous bargaining rounds, people familiar with the union’s inner workings said. The UAW pumped out pamphlets and videos to communicate with members—key to ensuring buy-in amid a strike that affected workers unevenly.

“What has moved the needle is our willingness to take action, to be flexible, to be aggressive when we have to,” Fain said in an early October livestream to members.

Fain also recruited union longtimers to join his team, including people in research and organizing who were knowledgeable about the group’s history and had relationships with local chapters. They were key to identifying strike targets that would both cause pain to companies and be supported by workers

the Detroit rescue reveals another difference between the two—one that is more about character than ideology

Romney’s inconsistent rhetoric may leave us wondering precisely what he really thought and would have done. But they tell us a lot about how he operates in the face of political pressure. When Romney was trying to appease conservatives and win the

it’s possible to draw from the auto industry rescue a pretty good lesson about the real differences between Obama and Romney. Obama understands that the market doesn’t always work on its own—that sometimes government must intervene in order to protect Americans from economic harm. Romney doesn’t. Obama is also willing to act in the face of political peril. Romney isn’t.

While some of the lost factory jobs are due to outsourcing to foreign plants, others have been lost to automation and improved efficiency.

U.S. aircraft production is at a record high and well ahead of the rest of the world.

U.S. auto production and employment has also been growing steadily since bottoming out in 2009 with the bankruptcies at GM and Chrysler.

The chemical boom has been fueled by the record U.S. energy boom, which has made oil and natural gas particularly cheap. Petroleum is a key raw material for many chemicals, most of which are produced using energy from natural gas.

“Americans don’t really grasp how pollution impacts their lives,” said Drew Shindell, a professor of Earth science at Duke University and the study’s lead author. “You say, ‘My uncle went to the hospital and died of a heart attack.’ You don’t say the heart attack was caused by air pollution, so we don’t know. It’s still a big killer here. It’s much bigger than from people who die from plane crashes or war or terrorism, but we don’t see the link so clearly

The models calculated about 7 million deaths per year if governments fail to work toward zero emissions by the end of the century, starting today.

they “calculated the human health impacts of pollution exposure under each scenario all over the world — but focusing on results in major cities — using well-established epidemiological models based on decades of public health data on air-pollution related deaths,”

Shindell used an automaker’s problem with faulty ignition switches in 2014 to further illustrate his point. When the switches failed, more than 3 million recalls were involved and auto executives were summoned to Washington to testify before Congress. “But the combined tailpipes of automobiles kill dozens and dozens more people than faulty ignition switches,” the researcher said. “We should be far more worried about pollution than the things we actually worry about.

“There’s got to be a significant amount of progress within the 2020s or it’s too late,” Shindell said. Even for the researchers, it’s a pie-in-the-sky goal, given that South Asian nations such as India, where pollution is among the worst in the world, argue correctly that their per-capita use is small compared with historical use in the Western Hemisphere and that they should be allowed time to develop just as other countries did.

Still, other drivers said the job wasn’t overly difficult. “It’s about being alert, if you can’t be alert for a few straight hours then you’re not a very good driver,” a former Waymo test operator said. Video taken from inside the Uber vehicle, released by Tempe police, appears to show the vehicle heading straight into the pedestrian without slo

It is the second time in a year that Uber has ​temporarily halted testing following an accident involving one of its autonomous cars.

Uber began making the transition to using single test operators nearly three years after embarking on self-driving vehicle development. General Motors Co.’s Cruise Automation self-driving unit, which was founded in 2013, still has two test drivers in every car. Waymo—which has logged more than five million testing miles, by far the most of any company—began using one safety operator in many of its cars in 2015, about six years after its program began. Waymo now runs most vehicles without humans behind the wheel in the Phoenix area and plans to launch a commercial robot service later this year.

d under stress. California, where a lot of testing occurs, requires companies to disclose such “disengagements” of the autonomous technology, and unnecessary disengagements can interfere with learning and improving the technology.

He was essentially ordering the company to do something it had already arranged to do: G.M. announced earlier on Friday that it was moving forward with an emergency joint venture with a small manufacturer, Ventec Life Systems, even in the absence of a contract from the Federal Emergency Management Agency.

In a late-afternoon news conference, Mr. Trump said, “Now it turns out we will have to be producing large numbers.” He said that over the next 100 days, “we will either make or get, in some form, over 100,000 additional units,” more than three times the nation’s annual production.

Mr. Trump’s announcement at his coronavirus task force’s daily briefing came on a day of intensive criticism of the administration’s slow response and lack of leadership in a pandemic that has now resulted in over 1,500 deaths in the United States. More than 100,000 people here have been infected with the coronavirus, according to a New York Times database. The United States is the only country so far to hit that milestone.

Much of the criticism has focused on the absence of sufficient stockpiles of basic materials like masks and ventilators, and especially on the lack of urgency in organizing increased production and distribution.

Officials in more than 200 American cities, large and small, report a dire need for face masks, ventilators and other emergency equipment to respond to the coronavirus outbreak, according to a survey released on Friday.

More than 90 percent — or 192 cities — told the conference that they did not have an adequate supply of face masks for police officers, firefighters or emergency workers. In addition, 92 percent of cities reported a shortage of test kits to diagnose who has contracted the virus — a problem Mr. Trump has said in recent days was all but solved — and 85 percent said they did not have a sufficient supply of ventilators available to health facilities.

Roughly two-thirds of the cities said they had not received any emergency equipment or supplies from their state, the report said. And of those that did receive state aid, nearly 85 percent said it was not enough to meet their needs.

In total, the conference tabulated that cities needed 28.5 million face masks, 24.4 million other items of personal protection equipment, 7.9 million test kits and 139,000 ventilators.

In New York, the epicenter of the virus in the United States, doctors and nurses have reported that they were being forced to experiment with putting several patients on a single ventilator — a largely untested, unapproved practice that state authorities are now permitting in an effort to keep alive older adults or immunocompromised patients who could not breathe on their own.

“I don’t believe you need 40,000 or 30,000 ventilators,” Mr. Trump said Thursday night, discussing an urgent request from Gov. Andrew M. Cuomo of New York. “You know, you’re going to major hospitals sometimes, they’ll have two ventilators. And now, all of a sudden, they’re saying, can we order 30,000 ventilators?”

Mr. Trump’s abrupt change on the need for ventilators appeared to be in response to news reports that his administration had decided at the last minute not to announce a $1.5 billion contract with G.M. because of concern about the high cost and slow delivery of the machines.

Because Mr. Trump played down the severity of the coronavirus for much of January and February, and into the beginning of March, the White House got a late start in assessing how much equipment would be needed.

The White House had been preparing to unveil the G.M.-Ventec joint venture this week, and had hoped to announce that upward of 20,000 ventilators would be available in weeks, and that ultimately 80,000 would be produced. But the company complained that FEMA would not commit to spending the $250 million or so it would take to retool the factory.

Since the 1950s, the share of employment represented by the top five companies has dropped from 2.59 percent to 0.44 percent.

Philippon objects to the “unwarranted hype that these companies have generated. There is no doubt in my mind that [today’s superstar companies] are genuinely impressive companies, but so were GM, GE, IBM and AT&T before them. They are not special and should be treated with the respect and circumspection that other companies receive,”

Blacks are six times more likely than whites to live in economically distressed areas in this state.

Among the 12 Michigan counties that went from supporting Barack Obama in 2012 to Trump in 2016, these disparities are getting worse by a two-to-one margin, according to one study out just this week

Michigan’s manufacturing legacy is still a point of pride for the state’s residents and a source of near-nostalgia for voters who remember when General Motors’ 2.1-million-square foot plant in Warren provided a lifetime gig with tremendous benefits.

During the primary in 2016, Trump visited Warren for a boisterous rally, promising harsh tariffs for automakers taking parts of their business abroad. “You’re going to pay a 35% tax every time you ship a car, truck or part into the United States,”

He handily won the state’s primary a few days later. He’d repeat the victory eight months later against Clinton.

Voters there should brace for more rosy talk about a roaring economy and revitalized auto industry — despite Michigan having 4,700 fewer jobs in the auto industry than when Trump took office. That’s almost a 12% dip.

Michigan’s economy as a whole is in trouble, too. Sixteen percent of Michiganders live in economically depressed areas, outpacing every state in the region but Ohio

Of the 60 surveys included in Real Clear Politics’ polling universe, Trump has led in just four, and they’re all from the same Republican-leaning pollster. At this point, Biden’s advantage in Michigan — up 6.5 percentage points — is roughly twice as strong as Clinton’s final polling standing before she lost the state by less than 11,000 votes.

A review of Kantar/CMAG data accessed through the Wesleyan Media Project shows Biden’s side has aired almost 12,000 more ads than Trump since Oct. 12. In all, Michigan voters have seen more than 22,000 ads in the last three weeks.

The New York Times/ Siena College poll of Michigan, released this week, shows 69% of Michigan Republicans plan to vote in-person on Election Day, while 28% of Democrats said the same.

And Trump has been here before — and he is his best closing pitchman. It will just require Michigan voters to once again believe the President can solve the state’s legacy economy with bluster and nostalgia.

As the Tesla plug becomes dominant, people with cars designed to use the C.C.S. plug will become increasingly dependent on adapters that, for safety, are limited in how much voltage they can handle and will charge more slowly.

The decision by other automakers to ally with Tesla, and generate revenue for a competitor, is an acknowledgment that Mr. Musk’s company has the most experience operating a charging network.

Tesla’s proprietary charging system, which it recently began calling the North American Charging Standard, is not overseen by an independent organization as other technical standards are. The company has said it intends to hand off control to such a body, though some competitors are skeptical of how much control Tesla will surrender.

Tesla has 19,700 charging ports across the United States at about 1,800 stations, according to the Energy Department, while there are 10,500 C.C.S. ports at 5,300 stations. Only 12,000 Tesla chargers will be open to Ford, G.M. and Rivian vehicles.

But one reason Tesla’s system performs well is that the company designs and manufactures the whole system — the car, the software and the charging hardware. Tesla will lose absolute control once other automakers join its network.

it’s not clear who will ensure that the charging equipment is safe and works as well with Tesla rivals as it does with Tesla itself, and referee any disputes between the company and other automakers.

Competitors are betting that government regulators would step in if Tesla tried to create a charging monopoly. Some are glad that someone is taking the lead to remove a major impediment to sales of electric vehicles.

Analysts have said European countries can quickly reduce gas dependence with energy efficiency measures and ramping up renewable energy investments, which are already in line with Europe’s ambition to stop pumping additional greenhouse gases into the atmosphere by midcentury

The conflict in Ukraine could fast-track some of that. It could also lead to what Lisa Fischer, who follows energy policy at E3G, a research group, called “a tectonic shift” — using renewables, rather than ample gas storage, to achieve energy security.

“Energy is a key weapon within this fight, and if there were far less dependency on gas there would be a different set of plays.”

The United States, for its part, has ramped up exports of L.N.G. to Europe to counter the decline in Russian piped gas. By the end of this year, the United States is poised to have the world’s largest L.N.G. export capacity.

White House officials said Mr. Biden wove climate change and clean energy throughout his speech. He noted that Ford and GM are investing billions of dollars to build electric vehicles, creating millions of manufacturing jobs in the United States. He also noted that funding from the infrastructure package will build a national network of 500,000 electric vehicle charging stations.

The President’s centerpiece legislative agenda, which he had called the Build Back Better act, is dead. Democrats still hope to pass approximately $500 billion of clean energy tax incentives that had been part of the package, but opportunities to do so are waning

If that investment does not come through and the Supreme Court also restricts the administration’s ability to regulate emission, Mr. Biden’s goal of cutting United States emissions roughly in half compared with 2005 levels could be essentially unattainable.

Even if climate wasn’t the stated focus of Mr. Biden’s Tuesday address, administration officials said that Russia’s war against Ukraine has not pushed climate change off the agenda. They noted that Mr. Biden has made climate change an emphasis in virtually every federal agency, and has moved ahead with major clean energy deployments including a record-breaking offshore wind auction last week that brought in more than $4 billion.