Group items tagged

According to the Interfax news agency Russia said that China had refused to supply its airlines with parts. Russian officials said that they would seek to source components from other countries, including Turkey and India. Russia’s aviation sector is being hit by sanctions and Boeing and Airbus have halted their supply of parts.

At the conclusion of peace talks in the Turkish resort of Antalya, Sergey Lavrov, the Russian foreign minister, said that Russia did not plan to attack other countries and claimed “we did not attack Ukraine”. Asked if the conflict could lead to nuclear war, he said: “I don’t want to believe, and I do not believe, that a nuclear war could start.”

Lavrov added: “We see how dangerously our Western colleagues, including in the European Union, are acting now, which, in violation of all their so-called principles and values, encourage the supply of deadly weapons to Ukraine. We believe these countries are creating a colossal danger for themselves.” Portable air defence systems could be used to create “risks for civil aviation”,

She said that she wanted China to follow through on its claims to respect sovereignty, adding: “China looms large over this debate. Beijing is increasing its assertiveness and expanding its armed forces at breakneck speed.”

Salt in the soil can aid archaeologists in some circumstances, but the same mineral can also be destructive, and is destroying heritage sites, according to the geoarchaeologist Jaafar Jotheri, who described salt as “aggressive … it will destroy the site – destroy the bricks, destroy the cuneiform tablets, destroy everything”.

The destructive power of salt is increasing as concentrations rise amid water shortages caused by dams built upstream by Turkey and Iran, and years of mismanagement of water resources and agriculture within Iraq.

“The salinity in Shatt al-Arab river started to increase from the 90s,” said Ahmad N A Hamdan, a civil engineer who studies the quality of the water in Iraq’s rivers. In his observations, the Shatt al-Arab – formed by the confluence of the Tigris and Euphrates - annually tests poor or very poor quality, especially in 2018, which he called a “crisis” year when brackish water sent at least 118,000 people to hospital in southern Basra province during a drought.

The climate crisis is adding to the problem. Iraq is getting hotter and dryer. The United Nations estimates that mean annual temperatures will rise by 2C by 2050 with more days of extreme temperatures of over 50C, while rainfall will drop by as much as 17% during the rainy season and the number of sand and dust storms will more than double from 120 per year to 300. Meanwhile, rising seawater is pushing a wedge of salt up into Iraq and in less than 30 years, parts of southern Iraq could be under water.

“Imagine the next 10 years, most of our sites will be under saline water,” said Jotheri, a professor of archaeology at Al-Qadisiyah University and co-director of the Iraqi-British Nahrein Network researching Iraqi heritage. He started to notice damage from salt at historic sites about a decade ago.

One spot suffering significant damage is Unesco-recognised Babylon, the capital of the Babylonian Empire, where a salty sheen coats 2,600-year-old mud bricks. In the Temple of Ishtar, the Sumerian goddess of love and war, the base of the walls are crumbling. In the depths of the thick wall, salt accumulates until it crystallises, cracking the bricks and causing them to break apart.

Other sites that have been affected are Samarra, the Islamic-era capital with its spiral minaret that is being eroded by sandstorms, and Umm al-Aqarib with its White Temple, palace and cemetery that are being swallowed up by the desert.

This year, Iraq lost a piece of its cultural heritage. On the edge of the desert, 150km south of Babylon, is a bed of salt that was once Sawa Lake. The spring-fed water was home to at least 31 species of bird, including the grey heron and the near-threatened ferruginous duck. Now, it is completely dry because of overuse of water by surrounding farms and climate change. Lack of enforcement of regulations over groundwater use means farmers can freely drill wells and plant wheat fields that are an eruption of lush green in the dusty desert landscape.

“When I was a child I remembered that Sawa Lake was a big lake, a large lake. It looked like the sea. But now it’s gone. Totally gone. We don’t have any lake any more,” said Jotheri.

Several who switched their vote between 2019 and now objected to measures they said did not specifically address strengthening NATO to help Ukraine. Rep. Barry Loudermilk (R-Ga.) found it particularly problematic that the resolution instructed NATO to be involved when a country has “internal threats from proponents on illiberalism,” which he says could be interpreted as conservatism.

Similarly, from Rep. Robert B. Aderholt (R-Ala.): “I am wholeheartedly, unequivocally, without reservation, supportive on NATO.”

Aderholt said he worried that the resolution “had some language in that I thought went on the political side. And I don’t want to see NATO go political. I want to see NATO stand up for, you know, what’s going on in Ukraine — stand up for Ukraine against Russia.”

Another sign of the party’s isolationist wing emerged Thursday, as the House passed an update to a World War II-era military bill creating a lend-lease program intended to make it easier for the United States to supply Ukraine with military aid. Only 10 lawmakers — all Republicans — voted against the measure.

For some foreign policy experts and international allies, the mere fact that nearly one-third of the Republican conference voted against a bill that fundamentally seeks to support both NATO and Ukraine highlights a marked foreign policy evolution in the Republican Party.

“We now are really seeing the true impact of deep, deep political polarization, where it is better to harm the other side than do what’s right for the country,” said Heather Conley, president of the German Marshall Fund. “This deep domestic polarization has now crept into foreign and security policy. There has always been strong bipartisan support for NATO, but everything now has become polarized and can be weaponized against the other side, even if it supports U.S. national security interests.”

The answer, however, is existential in Europe, where the fallout from the war in Ukraine has showcased the importance of the United States and the limits of aspirations for European autonomy on matters of technology and defense, according to lawmakers and diplomats.

Flash points are already coming into view. In 2020, NATO Secretary General Jens Stoltenberg started a working group aimed at strengthening NATO. The group’s final product, “NATO 2030: United for a New Era,” included proposals, such as the creation of a Center for Democratic Resilience, that have been scorned by pro-Trump Republicans, including many of the 63 Republicans who recently voted against the House resolution affirming support for NATO.

A diplomat from a Baltic state, who spoke on the condition of anonymity to avoid alienating U.S. partners, called the vote a “Trump effect.”

But for some, the changes are not enough. Rep. Warren Davidson (R-Ohio), who voted against the recent resolution, said he objected not to NATO but to its future direction, which in his view places too large a burden on the United States and involves too much promotion of specific values.

Disagreements have broken out among member nations over the erosion of democracy within the alliance, with criticism directed in particular at Turkey, Hungary and Poland. A Central European diplomat said objections to the democracy center reflect admiration for the likes of Hungary’s Viktor Orban in other Western nations.

De Maizière echoed that view, saying his primary concern about upcoming U.S. elections was that “right-wing Republicans are drifting away from this common path of Western values.”

Radoslaw Sikorski, a Polish member of the European Parliament who chairs the body’s delegation for relations with the United States, said Ukraine “is the second big issue on which Republicans and Democrats agree, after China.”

“Ukraine has given new credibility to the Atlanticist wing of the Republican Party, which I find encouraging,” said Sikorski, a member of his country’s centrist Civic Platform party and a prominent critic of the ruling, right-wing Law and Justice party. “There seems to be competition in being pro-Ukrainian and wanting to stop Putin.”

“We’re certainly going to have a lot of these talks with my colleagues, particularly next cycle, if there’s any assault on NATO that is launched,” Fitzpatrick said. “I will tell you that NATO needs to be reformed significantly. But it is absolutely critical that it be maintained because without NATO, dictators are going to, it’s going to be the Wild West internationally.”

Tommy Vietor, a National Security Council spokesman under Democratic President Barack Obama, said: “It’s a pretty shocking turn.”

“There’s an appropriate and important conversation to be had about the history of NATO expansion and whether it was well-thought-through,” said Vietor, now a co-host of “Pod Save America.” “But you didn’t see people in either party really fundamentally questioning the value of the alliance.

The “authoritarian impasse” model focuses on property rights and the supposed inevitability that at some point an authoritarian regime will succumb to the temptation to abuse them unleashing a downward spiral into a condition Posen compares to that of Russia, Turkey or Venezuela.

In Pettis’s model, based on macroeconomic flows - investment, consumption, government spending - what ultimately sets the limit on growth is the rate at which the economy can productively absorb new physical assets. When that limit is reached, the investment-driven growth model becomes dysfunctional. This too provides a powerful way of understanding China’s current impasse.

What both these strong models also have in common is that neither has a very precise account of the particular recessionary dynamics that China is currently suffering or why they emerged when they did.

we need a more particular policy narrative to explain how China and Xi’s regime have ended up in the particular impasse they face in the summer of 2023

The key theme of that narrative is not authoritarianism, or fixation on growth, but overconfidence and hubris.

There is much to be said about the failure of Beijing to prepare adequately for Omicron, notably the failure to vaccinate adequately - an instance of the regime shrinking from coercion when it might have yielded benefits. The important points to make here are twofold:

First, it was the development of the virus over time that turned Zero Covid from a spectacular success in 2020 into an oppressive debacle two years later. It was the virus that mutated and not Xi’s regime.

Secondly, the seriousness of the blow to the Chinese economy in 2022 resulted from the coincidence of the desperate effort to uphold zero COVID with the high-risk effort to deflate the real estate bubble.

The current acute sense of crisis, which both Posen and Pettis claim as confirming their structural interpretation of China’s problems, in fact resulted not from deep authoritarianism so much as over-confidence and slowness to react to changing circumstances, and it resulted not so much from the relentless pursuit of growth as a bold decision to prioritize medium and long-term stability and security.

if we say that it is authoritarianism that explains clumsy policy on the part of Beijing since 2020, what counterfactual are we invoking? How many governments around the world - democratic, populist or authoritarian - actually have much to be proud of in their COVID response?

In light of the track-record of economic policy-makers in Japan, Europe and the US, faced with much smaller real estate booms, why would we jump to the conclusion that China’s main problem is its authoritarianism?

China’s current crisis cannot be understood unless we also allow for the role of overconfidence, risk-taking and, possibly, miscalculation on the part of a regime facing an unprecedented array of challenges.

Besides reducing the time an immigrant must live in the country to apply, the plan will allow people to keep their original citizenship and make language requirements less onerous for older immigrants.

“The opposition does not want to accept or admit that we are a nation of immigrants; they basically want to hide from reality,” said Bijan Djir-Sarai, who came to Germany from Iran when he was 11 and is now the secretary general of the Free Democratic Party, which is part of the governing coalition.

many Germans still do not recognize the diversification of their country.

The proposals are the most sweeping since 1999, when, for the first time in modern German history, people who were not born to German parents could get German citizenship under certain conditions.

Before then, it was virtually impossible to become German without proving German ancestry, a situation that was especially fraught for the nearly one million Turkish citizens who started coming to Germany in the 1960s

the conservative opposition has staunchly resisted easing citizenship requirements, criticizing them as giving away the rights accorded German citizens too easily to people who are not integrated enough.

Over the months of negotiations, the smallest and most conservative of the parties in the governing coalition fought for changes to make sure applicants are self-sufficient and — apart from few exceptions — did not rely on social security payments.“If we want society to accept immigration reform, we also have to talk about things like control, regulation and, if need be, repatriation,” Mr. Djir-Sarai said, acknowledging the opposition’s concerns. “It is simply part of it.”

surveys show that more than two-thirds of Germans believe that changes making immigration easier are needed to alleviate rampant skilled-worker shortages, according to a recent poll. Industry; employers, like the German association of small and medium-size enterprises; and economists welcome the changes, seeing them as a way to attract skilled workers.

Although it naturalized the fifth largest number of people in the European Union in 2020, the most recent year for which such numbers are available, Germany ranks comparatively poorly in naturalizing permanent residents: 19th out of 27 E.U. member states, one spot lower than Hungary.

“Other European countries,” Professor Bendel noted, “naturalize much faster, namely mostly after five years and not after eight years, and that is why we ended up in the bottom third.”

“If you want make people to feel integrated,” she said, “you should not tear apart their identities.”

Bertrand Russell’s observation that philosophy was born out of the ‘conflict of two very different human impulses, the one urging men towards mysticism, the other urging them towards science’.

the Odyssey is crammed with life lessons. That could be a book in itself. Each adventure yields a moral, from the dangers of drugs (the Lotus Eaters) to the superiority of brains over brawn (the Cyclops) to the nature and essential value of love (the ending)

How to Be, then, is best taken not as the self-help book its title implies but as a poetic tour of philosophical thought which persuades us that, on the contrary, the pre-Socratics are the last people to look to for life advice. As Socrates himself observed wryly about Thales’s pratfall: ‘Philosophers always look like idiots.’

The oldest of the books of the Hebrew Bible date to roughly 3,000 years ago; the pyramids of Egypt go back about 5,000 years. These were not prehumans or near relatives. They were like us: complex, organized, alive to meaning and living at a time beyond reckoning.

Ruth Tringham of the University of California, Berkeley, who has devoted years to humanizing the remnants of this city of the dim past by focusing on one skeleton, of a woman she has dubbed Dido. Dido replastered her walls regularly, kept her home swept clean, covered the floor in reed mats and decorated the place with art: clay figures of animals and stylized human females. In other words: much like us.

Catalhoyuk was founded by pioneers of urban living. “When the earliest construction began,” Newitz writes, “many people coming to live at Catalhoyuk were only a generation or two removed from nomadism.” It was brand-new, this fixed settlement thing, but it proved remarkably successful. By the time Dido was born, the city was about 600 years old

A thousand years ago, meanwhile, East St. Louis, Ill., was the site of an urban sanctuary that archaeologists today call Cahokia. With a population of 30,000, it was larger than Paris was at the time. Like Paris, with its Eiffel Tower and Notre-Dame, it had distinguishing physical landmarks in the form of black earthen pyramids. It sprawled across both sides of the Mississippi River, beckoning visitors from all over the present-day Southern United States.

Cahokia seems to have been a place of spiritual pilgrimage, which drew diverse groups of Native American peoples, who spoke different languages and worshiped in various ways but came to share a reverence for this city and its ceremonial customs, which included human sacrifice. Its multiethnic, year-round population apparently serviced the religious pilgrims and, in the off-season, went about their own affairs.

Cahokia died not as a result of sudden catastrophe, like Pompeii, but seemingly because it lost its spiritual significance over time. Its people didn’t perish. The pilgrims just stopped coming; the local residents merged with other tribes. There is linguistic and other evidence that the Sioux are their descendants.

Newitz devotes space to debunking the popular notion that civilizations of the past “collapse” and become “lost,” pointing instead to indications of gradual change.

The operative lesson from the past, at least from this curated offering of former metropolises, seems to be that human culture is a plastic thing. Rather than lamenting the fragility of our current urban structures, we might do better figuring out how to bend and shape society for the future.

the effect of reading “Four Lost Cities” was more meditative. This is a long, long, long ride we are on. Much is beyond our control. Humanity trundles on.

So what accounts for the dogged support Berlin extends to Israel in its war against Hamas? You must look beyond immediate crisis. Germany’s foreign policy establishment has suffered a deep shock, indeed the second one, after last year’s realisation that Russia could not be appeased by diplomatic overtures, pipeline deals and “change through trade”

When Israel used excessive violence in earlier Gaza wars, Germany raised public concerns. Berlin has constantly criticised the expansion of settlements. More than a decade ago, the then foreign minister, Sigmar Gabriel, called the situation in Hebron (in the occupied West Bank) “apartheid”. Berlin has supported the Palestinian Authority with over €1bn, and is among the top donors to Unwra, the UN relief agency for Palestinian refugees.

Similarly, Germany had pushed for diplomacy to deal with Iran’s nuclear and regional ambitions.

Then the Gazan member of Iran’s axis of resistance attacked Israel on 7 October. The Jewish state is trapped in a pincer movement between Hamas and Hezbollah – and the possibility of a wider war. This is an existential crisis for Israel.

The cornerstones of Germany’s foreign policy have crumbled. Engagement with Russia and Iran has failed. This is the view from Berlin: these two powers must be stopped, and that includes the destruction of Hamas. This is the reason for Germany’s staunch support of Israel’s war against Hamas, notwithstanding the deep distrust of Netanyahu – and the wish to see him gone as soon as hostilities end.

"China has really been at the forefront of success in conversion of all vehicles to electric vehicles, especially buses," says Heather Thompson, chief executive officer of the Institute for Transportation and Development Policy (ITDP), a non-profit focusing on sustainable transport solutions. "The rest of the world is trying to do the same, but I think China is really out ahead."

At the time of China's 2001 entry into the World Trade Organisation, the international automotive industry was dominated by European, US and Japanese brands. These companies had spent decades perfecting internal combustion engine technology. To compete, Beijing decided to find a new track for its auto industry: making cars that did not use conventional engines.

That same year, the central government launched the so-called "863 plan" for EV research and development. There were numerous practical challenges, however, in the way of mass electrification. Not many manufacturers were making new energy vehicles, buyers were few and there was a lack of charging infrastructure in existence. The answer? Buses.

"The Chinese government adopted a very smart strategy," says Liu Daizong, ITDP's East Asia director. "They realised quite early on that they should drive [the EV industry] through electric buses," he notes, since their public service status meant Beijing "could have a strong hand on their electrification".

"Bus routes were fixed. This means when an electric bus finished a round, it could return to the depot to recharge," explains Xue Lulu, a mobility manager at the World Resources Institute (WRI) China. The typical daily mileage of a Chinese bus ­– 200km (120 miles) – was a realistic range for battery makers to meet.

The following year, the country began its large-scale rollout of new energy buses, with the "Ten Cities and Thousand Vehicles" programme. Over three years, the programme aimed to provide 10 cities with financial subsidies to promote 1,000 public-sector new energy vehicles in each, annually. Its goal was to have 10% new energy vehicles in the country by the end of 2012.

Strong policy support from both central and regional governments "gave manufacturers confidence in setting up production lines and stepping up research efforts," says Liu.

Together, these strong and consistent government signals encouraged Chinese manufacturers to expand their EV production capacity, bring down costs and improve their technologies. One such company was Build Your Dream, better known as BYD. The Shenzhen-based firm, the world's largest EV maker in 2022, ballooned its business a decade before by supplying electric buses and taxis for China's EV pilot cities.

"Back then, most buses used diesel, which was a main source of nitrogen oxides (NOx) emissions," says Xue, referring to the air pollution that smothered Beijing and other Chinese cities in the early 2010s. Yet in 2013, a new plan from central government cited tackling air pollution as one of the reasons for rolling out EVs.

This addition proved to be critical: it not only connected EV uptake with people's health, it also indirectly tied the e-bus campaign to local officials' political performance, as the central government would soon hand air-quality targets to all provinces.

The years 2013 and 2014 proved to be important for China's EV push. For the first time, the central government made EV purchase subsidies available to individual consumers, not just the public sector, opening the floodgate to private ownership. Additionally, it offered discounted electricity tariffs to bus operators to make sure the cost of running electric buses would be "significantly lower than" that of their oil or gas-powered equivalents.

The new economic push, plus local government's determination to battle air pollution, generated great enthusiasm for e-buses. By the end of 2015, the number of EV pilot cities rocketed from 25 to 88. In the same year, the central government set a target of 200,000 new energy buses on the road by 2020 and announced a plan to phase out its subsidies for fossil-fuel-powered buses.

To further stimulate the market, many cities devised various local policies on top of national incentives. For example, Shenzhen, a southern city with a population of more than 17 million, encouraged government agencies to work with private companies to create a full range of renting mechanisms for bus operators

Different cities' bus operators also designed different charging strategies. "Buses in Shenzhen had bigger batteries, so they normally charged overnight," says Xue, of WRI China. Between 2016 and 2020, Shanghai, another electric bus hub, subsidised the electricity e-buses used -- regardless of the hours of the day -- to give them more flexibility in charging.

Generous financial support did lead to problems. In 2016, an EV subsidy fraud shook China, with some bus operators found to have exaggerated the number of e-buses they had purchased. So that same year Beijing shifted its EV subsidy rules so bus operators could only receive financial support when a bus's mileage reached 30,000km (19,000 miles).

one year later, the government announced the so-called "dual-credit" policy. This allowed new energy vehicle makers to rake up credits which they could sell for cash to those needing to offset "negative credits" generated from making conventional cars.

it wasn't only China's buses that had benefitted.China's e-bus campaign helped create a big and stable market for its wider EV industry, brought down the costs and created economies of scale. In 2009, the year the e-bus campaign was rolled out, the total number of new energy vehicles sold stood at 2,300; by 2022, it was 6.9 million, analysis by Huang Zheng,

By 2022, the country had also built the world's largest EV charging network, with 1.8 million public charging stations – or two-thirds of the global total – and 3.4 million private equivalents. This means that on average, there is one charging pillar for every 2.5 of China's 13.1 million new energy vehicles.

Cold weather is a problem, too, as it can make a battery's charging time longer and its range shorter. The reason China has not achieved 100% electrification for its buses is its northern regions, which have harsh winters, says Xue.

To make e-buses truly "green", they should also be charged with renewable power, Wang says. But last year coal power still accounted for 58.4% of China's energy mix, according to the China Electricity Council, a trade body..

Globally, however, China is now in a league of its own in uptake of e-buses. By 2018, about 421,000 of the world's 425,000 electric buses were located in China; Europe had about 2,250 and the US owned around 300. A

But earlier this year, the European Commission announced a zero-emission target for all new city buses by 2030. And some countries are increasing their overall funding for the transition.

In 2020, the European Commission approved Germany's plan to double its aid for e-buses to €650m (£558m/$707m), then again in 2021 to €1.25 billion euros (£1.07m/$1.3bn). And the UK, which last year had the largest electric bus fleet in Europe with 2,226 pure electric and hybrid buses, has announced another £129m ($164m) to help bus operators buy zero-emissions fleets.

Countries have thus responded to China's manufacturing lead in divergent ways. "While the US has opted for a more competitive angle by fostering its own e-bus production, regions like Latin America are more open to trade with China due to a more friendly trading setup through [China's] Belt and Road Initiative,"

In order to avoid direct competition from Chinese manufacturers, the US has come up with a "school-bus strategy", says Liu. The Chinese don't make the iconic yellow vehicles, so this could ignite American e-bus manufacturing and create a local industry chain, he suggests. Backed by the US Environmental Protection Agency's $5bn (£3.9bn) Clean School Bus Programme, the national effort has so far committed to providing 5,982 buses.

In contrast, many Latin American cities, such as the Colombian capital of Bogota and the Chilean capital of Santiago, are greening their traditional bus sectors with the help of Chinese manufacturers, who are the largest providers to the region. In 2020, Chile became the country that had the most Chinese e-buses outside of China, and this year Santiago's public transport operator announced it has ordered 1,022 e-buses from Beijing-based Foton Motor, the biggest overseas deal the firm had received.

Chinese manufacturers are likely to receive a lot more orders from Chile and its neighbours in this decade. According to latest research by the global C40 Cities network, the number of electric buses in 32 Latin American cities is expected to increase by more than seven times by 2030, representing an investment opportunity of over $11.3bn (£8.9bn)

In June 2023, BloombergNEF forecast half of the world's buses to be entirely battery-powered by 2032, a decade ahead of cars. And by 2026, 36% and 24% of municipal bus sales in Europe and the US, respectively, are expected to be EVs as they begin to catch up with China

To meet the global climate goals set by the Paris Agreement, simply switching the world's existing bus fleets might not be enough. According to ITDP, the cumulative greenhouse gas emissions from urban passenger transport globally must stay below the equivalent of 66 gigatonnes CO2 between 2020 and 2050 for the world to meet the 1.5C temperature goal. This emissions limit will only be possible when the world not only adopts electric buses, but goes through a broader shift away from private transport

"We can't just focus on [replacing] the buses that exist, we need to actually get many, many more buses on the streets," Thompson adds. She and her team estimate that the world would need about 10 million more buses through 2030, and 46 million more buses cumulatively through 2050, to make public transport good enough to have a shot at achieving the Paris Agreement. And all those buses will need to be electric.

In China therefore, even though EVs are being sold faster than ever, its central government has instructed cities to encourage public transport use, as well as walking and riding bikes.

In Wang's hometown, meanwhile, which has just over three million residents, the local government has gone one step further and made all bus rides free. All citizens need to do is to swipe an app, with no charge, to get onto the bus. "My aunt loves taking buses now," says Wang. "She says it is so convenient."

But using them would mean cutting a deal with a brutal leader closely allied with President Vladimir V. Putin of Russia, underscoring the painful moral and political decisions that now confront Western leaders as they scramble to avert a global food crisis.

The Lithuania route appears to be the most promising for getting food quickly to areas like the Middle East and Africa that need it the most, even if it is also a long shot.

“This is a decision that politicians need to take not me,” Mr. Latakas, the Klaipeda port director, said. “It is up to them to decide what is most important.”

Western nations like the United States, as well as Ukraine, oppose lifting sanctions imposed on Russia over its invasion but have not ruled out a deal with Belarus.

The war has halted those shipments, leaving around 25 million tons of grain, according to U.N. estimates, from last year’s harvest stranded in silos and at risk of rotting if it is not moved soon. A further 50 million tons is expected to be harvested in coming months. The grain elevators in Ukraine that have not been damaged or destroyed by shelling are quickly filling up. Soon, there will be no room left to store the incoming harvest.

Ukraine’s foreign minister, said severe bottlenecks meant that the existing routes through Poland and Romania “can provide only limited alleviation of the food crisis” given the volumes that need to be moved.

Warning of an approaching “hurricane of hunger,” the head of the United Nations, António Guterres, has sought to negotiate a deal under which Ukrainian grain would be transported out of the country by ship or train, and in exchange Russia and Belarus would sell fertilizer products to the global market without the threat of sanctions.

That means that Western governments and Ukraine are left to try out a range of possible solutions fraught with problems. Test runs of trains carrying grain from Ukraine through Poland to Lithuania, for example, have taken three weeks because of different track gauges in neighboring countries, requiring cargos to be loaded and unloaded multiples times.

Turkey has proposed using its ships to transport grain from Odesa, which, in addition to getting Ukraine to demine the port, would require an agreement from Russia not to hinder vessels.

But faced with the considerable challenges of executing such a plan, the best option for getting large quantities of Ukrainian grain to hungry people is probably by rail through Belarus to Klaipeda and other Baltic ports in Latvia and Estonia.That “won’t solve everything, but it would significantly alleviate the situation,”

Ukraine is opposed to any easing of sanctions against Russia but, increasingly desperate to move grain trapped by the war, is more open to the idea of a temporary easing of sanctions against Belarusian potash.

Roman Slaston, the head of Ukraine’s main agricultural lobby, said one challenge was that many rail connections through Belarus had been blown up by Belarusian railway employees sympathetic to the Ukrainian cause.

“Given that the Russian Army is still in Belarus, who is going to pay to repair that now?” Mr. Slaston asked. “This is like some kind of madness.”

We don’t grow food to store it,” he said. “People in Africa won’t be fed by our grain sitting in bags in our fields.”

The Ukrainian exodus is nearly triple the size of the wave of Syrians and others who reached Europe in 2015.

In response to the Ukrainian crisis, Europe has rolled out welcome mats, both metaphorical and literal.

On March 3rd the European Union invoked for the first time its temporary-protection directive, giving Ukrainians the right to live, work and receive benefits in 26 of its 27 member countries.

Poland has taken in 2.2m. Hungary, whose prime minister, Viktor Orban, was the first European leader to build a fence to keep out refugees in 2015, has admitted 340,000.

Poland’s government encourages such generosity by offering hosts 40 zloty ($9) per day per refugee for two months.

Britain’s is giving £350 ($460) a month per household, although its forbidding bureaucracy has made it hard for many Ukrainians to come.

Ukraine’s closest neighbours are already feeling strained. Moldova, which has received 370,000 refugees, equivalent to about a tenth of its population, is overwhelmed.

Newer refugees, who tend to be poorer and are less likely to have family already in western Europe, may also stay in larger numbers.

Parts of Poland, too, are buckling. Around 300,000 refugees have come to Warsaw, the capital, increasing its population by 17%. More than 100,000 are in Krakow, the second-largest city, which is usually home to 780,000 people. “[T]he more people, the worse the conditions will be,”

Countries on the route taken by refugees in 2015, from Greece to Belgium, have greatly improved their ability to register and process them.

Some, such as Germany, passed laws and set up institutions to integrate refugees.

For economies, refugees could be both a burden and a boon.

the EU’s four biggest countries will spend nearly 0.2% of GDP to support the influx, assuming 4m refugees come to the region.

Ukrainians already in Germany have higher qualifications than did Syrian refugees, which should help them find work. The relative abundance of work means that there is little risk that Germans will accuse the newcomers of taking their jobs.

The forecasters may also be overestimating how much work single mothers, traumatised by their flight from Ukraine and worried about the husbands they left behind, will be able to do, especially where day-care places are scarce and expensive.

If the war grinds on, economies slow and governments fail to provide the newcomers with housing, services and jobs, Europe’s welcome mats could be withdrawn.

Dissent can already be heard in some overburdened countries. In Romania a nationalist fringe contends that Ukraine, not Russia, is the enemy. In Moldova some Ukrainians’ cars have been vandalised. Filippo Grandi, the head of the UN’s refugee agency, fears that hostility will spread.

A closer look, however, would have revealed that individual journalists at BNN published lengthy stories as often as multiple times a minute, writing in generic prose familiar to anyone who has tinkered with the A.I. chatbot ChatGPT.

How easily the site and its mistakes entered the ecosystem for legitimate news highlights a growing concern: A.I.-generated content is upending, and often poisoning, the online information supply.

The websites, which seem to operate with little to no human supervision, often have generic names — such as iBusiness Day and Ireland Top News — that are modeled after actual news outlets. They crank out material in more than a dozen languages, much of which is not clearly disclosed as being artificially generated, but could easily be mistaken as being created by human writers.

Now, experts say, A.I. could turbocharge the threat, easily ripping off the work of journalists and enabling error-ridden counterfeits to circulate even more widely — as has already happened with travel guidebooks, celebrity biographies and obituaries.

The result is a machine-powered ouroboros that could squeeze out sustainable, trustworthy journalism. Even though A.I.-generated stories are often poorly constructed, they can still outrank their source material on search engines and social platforms, which often use A.I. to help position content. The artificially elevated stories can then divert advertising spending, which is increasingly assigned by automated auctions without human oversight.

NewsGuard, a company that monitors online misinformation, identified more than 800 websites that use A.I. to produce unreliable news content.

Low-paid freelancers and algorithms have churned out much of the faux-news content, prizing speed and volume over accuracy.

Former employees said they thought they were joining a legitimate news operation; one had mistaken it for BNN Bloomberg, a Canadian business news channel. BNN’s website insisted that “accuracy is nonnegotiable” and that “every piece of information underwent rigorous checks, ensuring our news remains an undeniable source of truth.”

this was not a traditional journalism outlet. While the journalists could occasionally report and write original articles, they were asked to primarily use a generative A.I. tool to compose stories, said Ms. Chakraborty and Hemin Bakir, a journalist based in Iraq who worked for BNN for almost a year. They said they had uploaded articles from other news outlets to the generative A.I. tool to create paraphrased versions for BNN to publish.

Mr. Chahal’s evangelism carried weight with his employees because of his wealth and seemingly impressive track record, they said. Born in India and raised in Northern California, Mr. Chahal made millions in the online advertising business in the early 2000s and wrote a how-to book about his rags-to-riches story that landed him an interview with Oprah Winfrey.

Mr. Chahal told Mr. Bakir to focus on checking stories that had a significant number of readers, such as those republished by MSN.com.Employees did not want their bylines on stories generated purely by A.I., but Mr. Chahal insisted on this. Soon, the tool randomly assigned their names to stories.

This crossed a line for some BNN employees, according to screenshots of WhatsApp conversations reviewed by The Times, in which they told Mr. Chahal that they were receiving complaints about stories they didn’t realize had been published under their names.

According to three journalists who worked at BNN and screenshots of WhatsApp conversations reviewed by The Times, Mr. Chahal regularly directed profanities at employees and called them idiots and morons. When employees said purely A.I.-generated news, such as the Fanning story, should be published under the generic “BNN Newsroom” byline, Mr. Chahal was dismissive.“When I do this, I won’t have a need for any of you,” he wrote on WhatsApp.Mr. Bakir replied to Mr. Chahal that assigning journalists’ bylines to A.I.-generated stories was putting their integrity and careers in “jeopardy.”

This was a strategy that Mr. Chahal favored, according to former BNN employees. He used his news service to exercise grudges, publishing slanted stories about a politician from San Francisco he disliked, Wikipedia after it published a negative entry about BNN Breaking and Elon Musk after accounts belonging to Mr. Chahal, his wife and his companies were suspended o

The increasing popularity of programmatic advertising — which uses algorithms to automatically place ads across the internet — allows A.I.-powered news sites to generate revenue by mass-producing low-quality clickbait content

Experts are nervous about how A.I.-fueled news could overwhelm accurate reporting with a deluge of junk content distorted by machine-powered repetition. A particular worry is that A.I. aggregators could chip away even further at the viability of local journalism, siphoning away its revenue and damaging its credibility by contaminating the information ecosystem.