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Chakrabarti is among a group of urbanists who’ve been calling attention to a less-discussed problem with cars. Automobiles are not just dangerous and bad for the environment, they are also profoundly wasteful of the land around us: Cars take up way too much physical space to transport too few people. It’s geometry.

In most American cities, wherever you look, you will see a landscape constructed primarily for the movement and storage of automobiles, not the enjoyment of people: endless wide boulevards and freeways for cars to move swiftly; each road lined with parking spaces for cars at rest; retail establishments ringed with spots for cars; houses built around garages for cars; and a gas station, for cars to feed, on every other corner.

In the most car-dependent cities, the amount of space devoted to automobiles reaches truly ridiculous levels. In Los Angeles, for instance, land for parking exceeds the entire land area of Manhattan, enough space to house almost a million more people at Los Angeles’s prevailing density.

in the most populated cities, physical space is just about the most precious resource there is. The land value of Manhattan alone is estimated to top $1.7 trillion. Why are we giving so much of it to cars?

Without cars, Manhattan’s streets could give priority to more equitable and accessible ways of getting around, including an extensive system of bike “superhighways” and bus rapid transit — a bus system with dedicated lanes in the roadway, creating a service that approaches the capacity, speed and efficiency of the subway, at a fraction of the cost.

The amount of space devoted to cars in Manhattan is not just wasteful, but, in a deeper sense, unfair to the millions of New Yorkers who have no need for cars.

More than half of the city’s households do not own a car, and of those who do, most do not use them for commuting. Of the 1.6 million commuters who come into Manhattan every weekday (or, who did, before the virus), more than 80 percent make the trip via public transit, mostly trains and buses. Only around 12 percent of daily commuters get to the island by car.

New York’s drivers are essentially being given enormous tracts of land for their own pleasure and convenience. To add the overall misery of the situation, though, even the drivers are not especially happy about the whole deal, because despite all the roadway they’ve been given, they’re still stuck in gridlock.

cars are not just greedy for physical space, they’re insatiable. There is even a term for the phenomenon: “induced demand,” which holds that the more land you give to cars, the more attractive driving becomes, leading to more traffic, leading to more roads — an unwinnable cycle that ends with every inch of our cities paved under parking lot.

Even if you’re a committed daily driver, “it’s in your best interest for walking, biking and public transit to be as attractive as possible for everyone else — because that means you’re going to be able to drive easier.”

PAU’s plan bears this out. Banning private cars on Manhattan would reduce traffic by as much as 20 percent on routes that start and end within New York’s other boroughs — that is, in places where cars would still be allowed

Under PAU’s plan, road traffic in a car-free Manhattan would fall by about 60 percent. The absence of cars would allow pedestrians, buses and bikes to race across New York at unheard-of speeds. Today, a bus trip from uptown to downtown — for instance, from Harlem to City Hall — takes an hour and 48 minutes. With the sort of rapid bus system PAU imagines, and without cars in the way, the same trek would take 35 minutes.

though you may think of taxis as a competitor to subways and buses, several studies have found just the opposite.

The richest Americans do use taxis more often than middle-class Americans, but so do the poorest Americans, who rely heavily on taxis for trips that aren’t practical through public transportation — shopping trips that involve heavy parcels that wouldn’t be convenient to take on the bus, say, or a ride back home after a medical procedure.

Taxis and other car services are usually seen as the province of the rich, but that’s only partly true, studies show.

many taxi trips are “multimodal,” meaning that riders mix taxis with other forms of transportation. For instance, people from other boroughs might get to Manhattan by train, and then use cabs to return home late at night.

“The one-way travel of taxis allows people to use transit, share rides and otherwise travel without a car,” the researchers wrote. “In this way taxis act as a complement to these other modes and help discourage auto ownership and use.”

There’s only one problem with taxis: In most American cities, Dr. King found, there just aren’t enough of them. Taxi service is generally capped by regulation, and in many cities the number of taxis has not been increased substantially in decades

Ride-sharing services solve this problem in two ways. First, they substantially increase the supply of for-hire vehicles on the road, which puts downward pressure on prices. As critics say, Uber and other services do this by essentially evading regulations that cap taxis. This has led to intense skirmishes with regulators

But Uber has done more than increase the supply of cars in the taxi market. Thanks to technology, it has also improved their utility and efficiency. By monitoring ridership, Uber can smartly allocate cars in places of high demand, and by connecting with users’ phones, it has automated the paying process. When you’re done with an Uber ride, you just leave the car; there’s no fiddling with a credit card and no tipping. Even better, there’s no parking.

Compared with that kind of convenience, a car that you own — which you have to park, fill up, fix, insure, clean and pay for whether you use it or not — begins to seem like kind of a drag.

Millennials have turned against both cars and houses in dramatic and historic fashion. Just as car sales have plummeted among their age cohort, the share of young people getting their first mortgage between 2009 and 2011 is half what it was just 10 years ago

he Great Recession is responsible for some of the decline. But it’s highly possible that a perfect storm of economic and demographic factors—from high gas prices, to re-­urbanization, to stagnating wages, to new technologies enabling a different kind of consumption—has fundamentally changed the game for Millennials

The emergence of the “sharing economy”—services that use the Web to let companies and families share otherwise idle goods—is headlined by Zipcar, but it also involves companies such as Airbnb, a shared market­place for bedrooms and other accommodations for travelers; and thred­UP, a site where parents can buy and sell kids’ used clothing.

tech­nology is allow­ing these practices to go mainstream, and that represents a big new step for consumers. For decades, inventory manage­ment was largely the province of companies, not individuals,

today, peer-to-peer software and mobile technology allow us all to have access, just when we need it, to the things we used to have to buy and hold. And the most powerful application is for cars.

Car ownership, meanwhile, has slipped down the hierarchy of status goods for many young adults. “Zipcar conducted a survey of Millennials,

“And this generation said, ‘We don’t care about owning a car.’ Cars used to be what people aspired to own. Now it’s the smartphone.”

Smartphones compete against cars for young people’s big-ticket dollars, since the cost of a good phone and data plan can exceed $1,000 a year. But they also provide some of the same psychic benefits—opening new vistas and carrying us far from the physical space in which we reside. “You no longer need to feel connected to your friends with a car

mobile technology has empowered more than just car-sharing. It has empowered friendships that can be maintained from a distance. The upshot could be a continuing shift from automobiles to mobile technology, and a big reduction in spending.

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.

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.

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.

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.

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

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

Other global car firms including Renault-Nissan, Ford and General Motors are all working to develop electric cars in China.

China wants electric battery cars and plug-in hybrids to account for at least one-fifth of its vehicle sales by 2025.

The shift will also have a knock-on effect on oil demand in China. The country is currently the world's second-largest oil consumer after the US.

The cars are greener over time, too, despite the more emissions-intensive battery manufacturing process. Dr. Trancik estimates that an electric vehicle’s production emissions would be offset in anywhere from six to 18 months, depending on how clean the energy grid is where the car is charging.

For electric cars, lower maintenance costs and the lower costs of charging compared with gasoline prices tend to offset the higher upfront price over time. (Battery-electric engines have fewer moving parts that can break compared with gas-powered engines and they don’t require oil changes. Electric vehicles also use regenerative braking, which reduces wear and tear.)

The new data showed hybrid cars, which run on a combination of fuel and battery power, and can sometimes be plugged in, had more mixed results for both emissions and costs. Some hybrids were cheaper and spewed less planet-warming carbon dioxide than regular cars, but others were in the same emissions and cost range as gas-only vehicles.

Others point to driving’s high cost. Car insurance has skyrocketed in price in recent years, increasing nearly 14 percent between 2022 and 2023. (The average American now spends around 3 percent of their yearly income on car insurance.) Used and new car prices have also soared in the last few years, thanks to a combination of supply chain disruptions and high inflation.

E-scooters, e-bikes and ride-sharing also provide Gen Zers options that weren’t available to earlier generations. (Half of ride-sharing users are between the ages of 18 and 29, according to a poll from 2019.) And Gen Zers have the ability to do things online — hang out with friends, take classes, play games — which used to be available only in person.

Whether this shift will last depends on whether Gen Z is acting out of inherent preferences, or simply postponing key life milestones that often spur car purchases. Getting married, having children, or moving out of urban centers are all changes that encourage (or, depending on your view of the U.S. public transit system, force) people to drive more.

In 1997, 43 percent of 16-year-olds and 62 percent of 17-year-olds had driver’s licenses. In 2020, those numbers had fallen to 25 percent and 45 percent.

Millennials went through a similar phase. Around a decade ago, many newspaper articles and research papers noted that the millennial generation — often defined as those born between 1981 and 1996 — were shunning cars. The trend was so pronounced that some researchers dubbed millennials the “go-nowhere” generation.

The average number of vehicle miles driven by young people dropped 24 percent between 2001 and 2009, according to a report from the Frontier Group and the U.S. Public Interest Research Group. And at the same time, vehicle miles traveled per person in the United States — which had been climbing for more than 50 years — began to plateau.

adult millennials continue to drive around 8 percent less every day than members of Generation X and baby boomers. As millennials have grown up, got married and had kids, the distance they travel in cars has increased — but they haven’t fully closed the gap with previous generations.

data has shown that U.S. car culture isn’t as strong as it once was. “Up through the baby boom generation, every generation drove more than the last,” Dutzik said. Forecasters expected that trend to continue, with driving continuing to skyrocket well into the 2030s. “But what we saw with millennials, I think very clearly, is that trend stopped,”

If Gen Zers continue to eschew driving, it could have significant effects on the country’s carbon emissions. Transportation is the largest source of CO2 emissions in the United States. There are roughly 66 million members of Gen Z living in the United States. If each one drove just 10 percent less than the national average — that is, driving 972 miles less every year — that would save 25.6 million metric tons of carbon dioxide from spewing into the atmosphere. That’s the equivalent to the annual emissions of more than six coal-fired power plants.

Other measures the new city council has enacted include divestment from fossil fuels and a commitment to halving the city's greenhouse gas emissions by the end of the decade.

"The time for climate action is now, and the new city government will address climate change both locally and globally," Berg told the International Business-Times. "The reduction in pollution will make the city even better to live in, and ensure that we take our global responsibility."

WeRide has a valuation of $4.4 billion, according to CB Insights, with backers such as Nissan and Qiming Venture Partners. WeRide operates robotaxis and robobuses in parts of the southern city of Guangzhou, where it’s also testing self-driving street sweepers.

“Because Bosch is in charge of integration, we have to really spend 120% of our time to help Bosch with the integration and adaptation work,” Han said. WeRide has yet to go public.

picks for autonomous driving include ArcSoft and Desay SV.An outsourcing business model in China gives independent software vendors more opportunities than in the United States, where software is developed in-house at companies like Tesla, the analysts said. Beijing also plans to have L3 vehicles in mass production by 2025.“Auto OEMs are investing significantly in car software/digitalization to 2025, targeting US$20bn+ of obtainable software revenue by decade-end,” the Goldman analysts wrote in mid-March.

They estimate that for every car, the value of software within will rise from $202 each for L0 cars to $4,957 for L4 cars in 2030. For comparison, the battery component costs at least $5,000 today. By that calculation, the market for advanced driver assistance systems and autonomous driving software is set to surge from $2.4 billion in 2021 to $70 billion in 2030 — with China accounting for about a third, the analysts predict.

“No one believed me that working for Elon was the way it was until they saw how he operated Twitter,” Bernal said, calling Twitter “just the tip of the iceberg on how he operates Tesla.”

In April 2019, at a showcase dubbed “Autonomy Investor Day,” Musk made perhaps his boldest prediction as Tesla’s chief executive. “By the middle of next year, we’ll have over a million Tesla cars on the road with full self-driving hardware,” Musk told a roomful of investors. The software updates automatically over the air, and Full Self-Driving would be so reliable, he said, the driver “could go to sleep.”

Investors were sold. The following year, Tesla’s stock price soared, making it the most valuable automaker and helping Musk become the world’s richest person

To deliver on his promise, Musk assembled a star team of engineers willing to work long hours and problem solve deep into the night. Musk would test the latest software on his own car, then he and other executives would compile “fix-it” requests for their engineers.

Those patchwork fixes gave the illusion of relentless progress but masked the lack of a coherent development strategy, former employees said. While competitors such as Alphabet-owned Waymo adopted strict testing protocols that limited where self-driving software could operate, Tesla eventually pushed Full Self-Driving out to 360,000 owners — who paid up to $15,000 to be eligible for the features — and let them activate it at their own discretion.

Tesla’s philosophy is simple: The more data (in this case driving) the artificial intelligence guiding the car is exposed to, the faster it learns. But that crude model also means there is a lighter safety net. Tesla has chosen to effectively allow the software to learn on its own, developing sensibilities akin to a brain via technology dubbed “neural nets” with fewer rules, the former employees said. While this has the potential to speed the process, it boils down to essentially a trial and error method of training.

Radar originally played a major role in the design of the Tesla vehicles and software, supplementing the cameras by offering a reality check of what was around, particularly if vision might be obscured. Tesla also used ultrasonic sensors, shorter-range devices that detect obstructions within inches of the car. (The company announced last year it was eliminating those as well.)

Musk, as the chief tester, also asked for frequent bug fixes to the software, requiring engineers to go in and adjust code. “Nobody comes up with a good idea while being chased by a tiger,” a former senior executive recalled an engineer on the project telling him

Toward the end of 2020, Autopilot employees turned on their computers to find in-house workplace monitoring software installed, former employees said. It monitored keystrokes and mouse clicks, and kept track of their image labeling. If the mouse did not move for a period of time, a timer started — and employees could be reprimanded, up to being fired, for periods of inactivity, the former employees said.

Some of the people who spoke with The Post said that approach has introduced risks. “I just knew that putting that software out in the streets would not be safe,” said a former Tesla Autopilot engineer who spoke on the condition of anonymity for fear of retaliation. “You can’t predict what the car’s going to do.”

Some of the people who spoke with The Post attributed Tesla’s sudden uptick in “phantom braking” reports — where the cars aggressively slow down from high speeds — to the lack of radar. The Post analyzed data from the National Highway Traffic Safety Administration to show incidences surged last year, prompting a federal regulatory investigation.

The data showed reports of “phantom braking” rose to 107 complaints over three months, compared to only 34 in the preceding 22 months. After The Post highlighted the problem in a news report, NHTSA received about 250 complaints of the issue in a two-week period. The agency opened an investigation after, it said, it received 354 complaints of the problem spanning a period of nine months.

“It’s not the sole reason they’re having [trouble] but it’s big a part of it,” said Missy Cummings, a former senior safety adviser for NHTSA, who has criticized the company’s approach and recused herself on matters related to Tesla. “The radar helped detect objects in the forward field. [For] computer vision which is rife with errors, it serves as a sensor fusion way to check if there is a problem.”

Even with radar, Teslas were less sophisticated than the lidar and radar-equipped cars of competitors.“One of the key advantages of lidar is that it will never fail to see a train or truck, even if it doesn’t know what it is,” said Brad Templeton, a longtime self-driving car developer and consultant who worked on Google’s self-driving car. “It knows there is an object in front and the vehicle can stop without knowing more than that.”

Musk’s resistance to suggestions led to a culture of deference, former employees said. Tesla fired employees who pushed back on his approach. The company was also pushing out so many updates to its software that in late 2021, NHTSA publicly admonished Tesla for issuing fixes without a formal recall notice.

Tesla engineers have been burning out, quitting and looking for opportunities elsewhere. Andrej Karpathy, Tesla’s director of artificial intelligence, took a months-long sabbatical last year before leaving Tesla and taking a position this year at OpenAI, the company behind language-modeling software ChatGPT.

One of the former employees said that he left for Waymo. “They weren’t really wondering if their car’s going to run the stop sign,” the engineer said. “They’re just focusing on making the whole thing achievable in the long term, as opposed to hurrying it up.”

But buyers of electric cars are not looking for cheap motoring. Electric cars are expensive.

In the long run, the cost of the vehicles themselves will be far more influential than the oil price when it comes to getting people to buy them. The battery in a Nissan Leaf, the world’s bestselling electric car, accounts for half the selling price. A breakthrough in battery chemistry or another technology, such a regenerative braking, will be needed to bring costs down enough to make electric cars a realistic mass-market prospec

Electric motoring has many drawbacks. The challenges of overcoming a lack of infrastructure, and establishing a second-hand market (because batteries degrade over time and are pricey to replace), have yet to b

His newfound interest in cars and racing, he said, was in some ways connected to his interest in tech.

“It’s a fiddly technological skill that you can always improve on,” Mr. Schachter said. “The same kind of guy who might be upgrading the video card on their computer for better performance might also be upgrading their car.” There’s also the visceral thrill. “When you make software, it’s an unreal product,” he said. “Building something physical is attractive in different ways.”

Then there’s the fact that cars are becoming much more like computers. Racecars now carry something like an automotive Fitbit, sophisticated sensors that precisely measure just about everything that’s happening on the track, from G-force to where drivers are braking and accelerating. All this data can be tracked and analyzed, turning racing into a sport of empiricism as much as of instinct.

At some point during every conversation I had with a tech guy who is interested in racing, there would come an awkward moment in which he would ask me not to paint him as an extravagant, sexist cretin. Mr. Schachter told me, “Try to tone down the rich guy hobby thing.

Mr. Bonforte said that many of his friends preferred to stay silent about racing because “the things that make us smell like the 1 percent, we’re very nervous about.” He added that while he has invited several women to come to the track, none had accepted his offer. The rise of a new boys’ club in Silicon Valley — one that was apparently leading to new deals and other business prizes — was “a totally valid concern,

Mr. Schachter pointed out that the most popular car for racing enthusiasts is a Mazda Miata, older models of which sell for less than $5,000. Renting a car for a day on the track costs a few hundred.

“I don’t like to use the word ‘trade war,’ but I can’t say how this wouldn’t be warlike behavior.”

Promising to “defend European jobs,” European Commission President Jean-Claude Juncker said

that it would retaliate against any metals tariffs, saying it had put together a package of penalties that would affect a total of $3.5 billion in U.S. exports, including Harley-Davidson motorcycles, bourbon and denim

The U.S. imported $20.5 billion in German passenger cars in 2017. The U.S. charges tariffs of 2.5% on most cars from countries with which it doesn’t have a free-trade agreement, and 25% on pickup trucks. The EU has a tariff of 10% on car imports under WTO rules.

Mr. Trump on Saturday also criticized the global goods deficit of more than $800 billion that the U.S. ran up last year, faulting the nation’s “very stupid” trade deals. “Our jobs and wealth are being given to other countries that have taken advantage of us for years.

It remains unclear which countries may be hit by the metals tariffs. The president said he would provide more details next week.

he said. Shares in BMW, along with Daimler AG and Volkswagen AG , fell in the wake of Mr. Trump’s comments. Mr. Trump didn’t follow through on that threat.

enewable power last year surged to 36 percent of the country's electricity use, according to the Agora Energiewende think tank. But while renewables grew in the power sector, they didn't make major strides in transport or heating, so they account for just over 13 percent of energy use.

Souring opinions on diesel engines further weigh on emissions. Diesel cars emit less greenhouse gases than those powered by gasoline, which is why the country's politicians and car industry saw diesel as a panacea to deal with global warming.

For years Germany was one of the world's energy transformation leaders. It was German cash that helped finance the technology revolution that has turned solar and wind into viable technologies that now generate increasingly cheap power

An average four-person household has to pay more than double for power in 2017 compared to 2000,"

The powerful German business lobby BDI is also unhappy, saying in a recent report that high electricity costs, delays in boosting the energy efficiency of buildings, and a “lack of vision” on transport are "worrying German industry.”

Greenhouse gas emissions in Germany have stagnated for three years in a row, rather than falling. That's largely to do with rising pollution caused by transportation, as well as a failure to reduce emissions in the buildings sector as energy consumption went up thanks to the economic recovery.

Germany is also set to fall short of its national climate target of cutting greenhouse gas emissions by 40 percent by 2020. The new coalition government effectively abandoned that goal, instead focusing on meeting its 2030 target of reducing emissions by 55 percent. Germany is also expected to miss its emissions reduction target for sectors such as transport and buildings.

But the Dieselgate scandal hammered the reputation of diesel cars, and there is growing concern about the smog that diesel generates. As cities consider banning older diesel cars, sales have fallen off a cliff. The share of diesel-fueled passenger cars in Germany was 39 percent last year, down from about 46 percent in 2016, 

"Germany missed bringing electric cars on to roads,

"In order to have an energy transition, you have to build up renewable energies, but then you also have to reduce coal, step-by-step,” Kemfert said. "That happened too late in Germany.

A lot of Germany's renewable power, especially powerful offshore wind, is generated in the north of the country. The difficulty is getting that electricity to industrial regions in the south like Bavaria.

For years Germany annoyed neighbors like the Netherlands, the Czech Republic and Poland by sending surges of electricity through their networks. They've now taken short-term measures to reduce the disruptions until the necessary transmission links are built.

domestic opposition is making it difficult for Germany to build its own north-south and other new interconnectors. The project has faced delays as people battle the idea of ugly high-voltage power lines besmirching pretty landscapes. Now much of the interconnector is due to run underground, ramping up costs.

Volkswagen's recent pledge to spend €20 billion on battery contracts and to begin making electric cars at 16 sites worldwide shows the car industry is taking steps to shift its business model — which could help secure a long-term drop in Germany's transport emissions.

Proponents of a swift coal exit, however, shouldn't hold their breath. Altmaier also said that ending coal power won't "happen suddenly and abruptly, but step-by-step over several decades."

Volvo, owned by Geely Holding of China, has been ahead of larger rivals in converting to electric power. All the models it sells in Europe are either hybrids or run solely on batteries. But some of the Volvos are so-called mild hybrids, which have an electric motor that assists the gasoline engine but are not capable of running solely on battery power. Hybrids have better fuel economy than conventional vehicles, but they may not be much better for the climate or for urban air quality if drivers do not use the electric abilities

In another break from the practice of traditional carmakers, Volvo’s electric models will be sold exclusively online

The decision to go all electric is still a leap of faith for Volvo, which has only one battery-powered car on the market now, a version of its XC40 S.U.V.

The cost of an electric car can be prohibitive, it’s true, or at least it can appear to be from a glance at the window sticker. But we chose a Nissan Leaf, a vehicle made by our neighbors down in Smyrna, Tenn., and the model we bought qualified for the highest possible federal tax credit. So the actual cost of our car was $7,500 less than the price we paid for it, even if it didn’t seem that way when we signed the papers.

Even without the tax credit, many upcoming models are projected to cost no more than their carbon-spewing counterparts. The number of purchase options is about to explode, too, so you don’t have to give your money to Elon Musk if you want to drive an electric vehicle.

But none of these potential liabilities should be deal breakers. I love our little red Leaf, and I have never had a single moment of buyer’s remorse since we brought it home. It’s quiet, it’s comfortable, and it’s amazingly fun to drive.

All I can hope is that by the time we need to replace it, all our options will be electric. Because if they aren’t, the planet will pay a terrible price.

But your product is incredible. But the gasoline, Elon, is the the cost of energy, not only gasoline. It’s the cost of heating your house and cooling your house. That has to come down. It’s gone up 100 percent, 150 and 200 percent. And that has to come down when that comes down. And we’re going to drill baby drill. You know, they stopped drilling and then they went back to drilling because they went back to the Trump policy.

DONALD TRUMP: But if they won the day after they get into office, we’re going to — this country will go out of business because they’re going to go to an energy policy that’s not sustainable. Wind and different things. You’re not going to have any. And I know you’re a big fan of the A.I.

And I have to say that A.I. and this is shocking to me, but A.I. requires twice the energy that the country already produces for everything. So what you’re going to have to build, we’re going to have to build a lot of energy if our country will be competitive with China, because that’s our primary competitor for this on the A.I.

DONALD TRUMP: Now, your cars don’t require too much gasoline. So, you know, you’re you have a good and you do make a great product. I have to say I have to be honest with you. That doesn’t mean everybody should have an electric car, but these are minor details.

we were sitting on the biggest pile of liquid gold anywhere in the world, bigger than Saudi Arabia, bigger than Russia. And we were going to drill and we were going to make so much money. We were going to supply Europe with oil. I had stopped the Russian pipeline and we were going to supply them with oil and gas.

ELON MUSK: I want to say something about, like, you know, maybe my views on climate change and oil and gas, because I think it’s probably different from what most people would assume, because my views are actually pretty, I think, moderate in this regard, which is that I don’t think we should vilify the oil and gas industry and the people that have worked very hard in those industries to provide the necessary energy to support the economy. And if we were to stop using oil and gas right now, we would all be starving and the economy would collapse.

So it’s you know, I don’t think it’s right to sort of vilify the oil and gas industry. And the world has a certain demand for oil and gas, and it’s probably better if the United States provides that than some other countries. And it would help with prosperity in the US. And at the same time, obviously, my view is, is like, we do over time want to move to a sustainable energy economy, because eventually you do run out of I mean, you run out of oil and gas.

ELON MUSK: It’s not there. It’s not infinite. And there is some risk. I think it’s not the risk is not as as high as, you know, a lot of people say it is with respect to global warming.

But I think if you just keep increasing the cost of a million in the atmosphere long enough, eventually, it actually simply gets uncomfortable to breathe, people don’t realize this. If you go, if you go past 1000 parts per million of CO2, you start getting headaches and nausea. And so we’re now in the sort of 400 range, we’re adding, I think, about roughly two parts per million per year. So I mean, still gives us what it means, like, we still have quite a bit of time.

But so there’s not like we don’t need to rush and we don’t need to like, you know, stop farmers from farming or, you know, prevent people from having steaks or right basic stuff like that. Like, leave the farmers alone.

DONALD TRUMP: How crazy is that? Where I mean, you have farmers that are not allowed to farm anymore and have to get rid of their cattle and the whole, the whole world.

DONALD TRUMP: But it’s largely taken its lead from us. I do say, though, I’ve heard in terms of the fossil fuel, because even to create your electric car and create the electricity needed for the electric car, you know, fossil fuel is what really creates that at the generating plants. And, you know, so you sort of can’t get away from it at this moment. I mean, someday you might be able to.

But I do hear we have anywhere from 100 to 500 years left. You know, much of it hasn’t even been found yet.

ELON MUSK: Yeah.

So I think we have, you know, perhaps hundreds of years left. Nobody really knows. But during that time, something will come around that will be very good.

ELON MUSK: And you know, that’s what Tesla is trying to move things towards. And I think we’ve made a lot of progress and progress in that regard. But when you look at our cars, we like we don’t believe that environmentalism, that caring about the environment should mean that you have to suffer. So we make sure that our cars are beautiful, that they drive well, that they’re fast, they’re, you know, sexy.

But I mean, my view is like if you just look at sort of the past million that increments every year, you know, you get sort of two or three past million every year of CO2. I mean, I think some of that it’s problematic if it accelerates, if you start going from two or three to, say, five. And then there may be some situations where you get a step change increase in the CO2. And I think we don’t — we don’t want to get too close to a thousand PPM because like that’s that’s actually makes it uncomfortable to agree, like just existing in a thousand PPM CO2 is on top of that’s like a that’s considered like an industrial hazard.

So so, you know, that’s you start getting headaches and stuff. So even without global warming, it’s not comfortable. So you don’t want to get too close to that.

ELON MUSK: But I mean, I think we’ve got I think we want to just move over and like and if if I don’t know, 50 to 100 years from now, we’re I don’t know, mostly sustainable. I think that’ll probably be OK. So it’s not like the house is on fire immediately, but I think it is something we need to to move towards and on, you know, on balance, it’s probably better to move there faster than slower.

But like I said, without vilifying the oil and gas industry and without causing hardship in the short term, I think this can be done without, you know, people can still have, you know, a stake and they can still drive gasoline cars and, you know, it’s OK.

It’s like it’s not — I don’t think we should vilify people for it, but I think we should just just generally lean in the direction of sustainability. And I actually think solar is going to be a majority of of us energy generation in the future and certainly trending that way. And so you get the solar power, mind that with with with batteries. So because obviously the sun doesn’t shine at night and and they use that to charge the electric cars and you have a long term sustainable solution.

ELON MUSK: Well, I mean, my estimate would be, you know, a little more aggressive than that. But it’s not the sort of like we’re all going to die in five years stuff that that’s obviously BS.

I mean, they’re cool. I mean, the sexy joke Model S, Model 3, Model X and Y spells out sexy is probably most expensive joke out there. But, you know, I just I don’t know, I like cheesy humor, you know, so and but I’m I’m a big fan of like, let’s have an inspiring future and let’s let’s work towards, you know, a better future and would do so without demonizing. Right.

DONALD TRUMP: I’m OK. You know, it’s very interesting. You use the word global warming and today they use the word climate change because, you know, you have some places that go up and so they were getting themselves in a little trouble with the word global warming because not every place is warming. Some places are going the opposite direction.

DONALD TRUMP: But I would think and I have no idea because that’s not my world. But I would think that this would be something that would be interesting. But, you know, the one thing that I don’t understand is that people talk about global warming or they talk about climate change, but they never talk about nuclear warming. And for me, that’s an immediate problem because you have, as I said, five countries where you have major nuclear and, you know, probably some others are getting there and that’s very dangerous.

That’s where you need a strong American president because you just you don’t want to have this proliferation. But you have five countries and getting where, you know, China is much less than us right now, but they’re going to catch us sooner than people think. They’re way lower. Russia and us are number one and we’re sort of tied.

And China is far behind, but they’re developing at a level that, you know, you’re not surprised to hear very fast. It’s going to they’ll end up catching up, maybe even surpassing. But to me, the biggest problem is not climate change. It’s not and everything’s a problem.

ELON MUSK: Yeah, actually, there’s a bad side of nuclear, which is a nuclear war, very bad side. But there’s there’s also, I think, nuclear electricity, absolutely underrated. And it’s actually, you know, people have this fear of nuclear, nuclear electricity generation, but it’s actually one of the safest forms of electricity generation.

It’s just a huge misunderstanding. And if you look at the injuries and deaths, you know, caused by, say, I mean, I’m not going to pick on coal mining, but just any kind of mining operation. And there’s a certain number of injuries and deaths per year, and you compare that to nuclear. Nuclear is actually way better.

ELON MUSK: So it’s underrated as an electricity source. And I think it’s something that’s worth reconsidering. But there’s so much regulation that people can’t get it done. So that, you know, —

DONALD TRUMP: Maybe they’ll have to change the name — the name is the rough name. There are some areas like that, like when you see what happened in Japan, the brand that we have to give it a good name, we’ll name it after you or something, you know. No, it has a branding problem.

DONALD TRUMP: You know, you realize it’s pretty bad,ELON MUSK: But it’s actually not that bad. So like after Fukushima happened in Japan, like people were asking me in California, you know, are we worried about like a nucleic cloud coming from Japan? I’m like, no, that’s crazy. It’s actually it’s not even dangerous in Fukushima. I actually flew there and ate locally grown vegetables on TV to prove it. And I donated a solar water treatment, solar powered system for a water treatment plant.

ELON MUSK: It’s like, you know, Hiroshima and Nagasaki were bombed, but now they’re like full cities again. So it’s really not something that, you know, it’s not as scary as people think, basically. But let’s see.