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Javier E

Three Young Activists Who Never Worked in an Auto Factory Helped Deliver Huge Win for t... - 0 views

www.wsj.com/...ge-win-for-auto-union-717c54c8

union auto industry strike success outsider leader new

shared by Javier E on 31 Oct 23 - No Cached
  • hree 30-something labor activists were brought in by new UAW President Shawn Fain to remake the union into a more independent, media savvy and creative challenger to car companies.
  • They included a communications specialist who helped craft campaigns for Sen. Bernie Sanders and Rep. Alexandria Ocasio-Cortez, a New York labor attorney who once wrote on progressive labor issues and a former reporter who later would help win major concessions from the New York Times for the NewsGuild of New York.  
  • The result was a sharper and more bitter collective-bargaining battle with Detroit—and one of the biggest wins in decades.
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  • 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
Javier E

How China's buses shaped the world's EV revolution - BBC Future - 0 views

www.bbc.com/...le-revolution-began-with-buses

china EV buses transport public response climate change history policy

shared by Javier E on 20 Dec 23 - No Cached
  • After around two decades of government support, China now boasts the world's largest market for e-buses, making up more than 95% of global stock. At the end of 2022, China's Ministry of Transport announced that more than three-quarters (77% or 542,600) of all urban buses in the country were "new energy vehicles", a term used by the Chinese government to include pure electric, plug-in hybrids, and fuel cell vehicles powered by alternative fuels such as hydrogen and methanol. In 2022, around 84% of the new energy bus fleet was pure electric.
  • . In 2015, 78% of Chinese urban buses still used diesel or gas, according to the World Resources Institute (WRI). The NGO now estimates that if China follows through on its stated decarbonisation policies, its road transport emissions will peak before 2030.
  • China is also home to some of the world's biggest electric bus manufacturers, such as Yutong, which has been raking up orders across China, Europe and Latin America.
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  • "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."
Javier E

Life Is Worse for Older People Now - The Atlantic - 0 views

www.theatlantic.com/...673507

agism age health culture crisis policy history pandemic

shared by Javier E on 25 Mar 23 - No Cached
  • A major reason older people are still at risk is that vaccines can’t entirely compensate for their immune systems. A study recently published in the journal Vaccines showed that for vaccinated adults ages 60 and over, the risk of dying from COVID versus other natural causes jumped from 11 percent to 34 percent within a year of completing their primary shot series
  • A booster dose brings the risk back down, but other research shows that it wears off too. A booster is a basic precaution, but “not one that everyone is taking,”
  • Unlike younger people, most of whom fully recover from a bout with COVID, a return to baseline health is less guaranteed for older adults. In one study, 32 percent of adults over 65 were diagnosed with symptoms that lasted well beyond their COVID infection
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  • For every COVID death, many more older people develop serious illness. Risk increases with age, and people older than 70 “have a substantially higher rate of hospitalizations” than those ages 60 to 69,
  • Where America has landed is hardly a new way of life but rather one that is simply more onerous. “One way to think about it is that this is a new risk that’s out there” alongside other natural causes of death, such as diabetes and heart failure,
  • The antiviral Paxlovid was supposed to help blunt the wave of old people falling sick and ending up in the hospital—and it can reduce severe disease by 50 to 90 percent. But unfortunately, it is not widely used; as of July, just a third of Americans 80 or older took Paxlovid.
  • The reality is that as long as the virus continues to be prevalent, older Americans will face these potential outcomes every time they leave their home. That doesn’t mean they will barricade themselves indoors, or that they even should. Still, “every decision that we make now is weighing that balance between risk and socialization,”
  • Persistent coughs, aches, and joint pain can linger long after serious illness, together with indirect impacts such as loss of muscle strength and flexibility, which can affect older people’s ability to be independent, Rivers said. Older COVID survivors may also have a higher risk of cognitive decline. In some cases, these ailments could be part of long COVID, which may be more prevalent in older people.
  • Before the pandemic, the association between loneliness and higher mortality rates, increased cardiovascular risks, and dementia among older adults was already well established. Increased isolation during COVID amplified this association.
  • Even older adults who have weathered the direct and indirect effects of the pandemic still face other challenges that COVID has exacerbated. Many have long relied on personal caregivers or the staff at nursing facilities. These workers, already scarce before the pandemic, are even more so now because many quit or were affected by COVID themselves
  • “Long-term care has been in a crisis situation for a long time, but it’s even worse now,” Muramatsu said, noting that many home care workers are older adults themselves
  • Older people won’t have one single approach to contending with this sad reality. “Everybody is trying to figure out what is the best way to function, to try to have some level of everyday life and activity, but also keep your risk of getting sick as low as possible,”
  • Again, many of these people did not have it great before the pandemic, even if the rest of the country wasn’t paying attention. “We often don’t provide the basic social support that older people need,” Kenneth Covinsky, a clinician-researcher at the UCSF Division of Geriatrics, said. Rather, ageism, the willful ignorance or indifference to the needs of older people, is baked into American life.
  • It is perhaps the main reason older adults were so badly affected by the pandemic in the first place, as illustrated by the delayed introduction of safety precautions in nursing homes and the blithe acceptance of COVID deaths among older adults. If Americans couldn’t bring themselves to care at any point over the past three years, will they ever?
Javier E

Opinion | Putin's Energy Offensive Has Failed - The New York Times - 0 views

www.nytimes.com/...putins-energy-natural-gas.html

energy russia transition europe

shared by Javier E on 07 Apr 23 - No Cached
  • So what can we learn from the failure of Russia’s energy offensive?
  • Russia looks more than ever like a Potemkin superpower, with little behind its impressive facade. Its much vaunted military is far less effective than advertised; now its role as an energy supplier is proving much harder to weaponize than many imagined.
  • democracies are showing, as they have many times in the past, that they are much tougher, much harder to intimidate, than they look.
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  • modern economies are far more flexible, far more able to cope with change, than some vested interests would have us believe.
  • For as long as I can remember, fossil-fuel lobbyists and their political supporters have insisted that any attempt to reduce greenhouse gas emissions would be disastrous for jobs and economic growth.
  • what we’re seeing now is Europe making an energy transition under the worst possible circumstances — sudden, unexpected and drastic — and handling it pretty well. This suggests that a gradual, planned green energy transition would be far easier than pessimists imagine.
Javier E

Working from home and the US-Europe divide - 0 views

www.economist.com/...-home-and-the-us-europe-divide

leisure US Europe culture policy economics

shared by Javier E on 04 May 24 - No Cached
  • there is one explanation that seems almost too simplistic: that “Americans just work harder”,
  • The numbers do in fact bear out this assertion—a rare case of national stereotypes being empirically provable
  • On average Americans work 1,811 hours per year, according to data from the OECD, a club of mostly rich countries. That is 15% more than in the EU, where the average is 1,571 hours
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  • it is not just that Europeans spend a few extra weeks on the beach. The typical working day in Britain, France and Germany is half an hour shorter than in America, according to the International Labour Organisation.
  • which is the better way of living—with more money or more free time? The reality is that it is difficult for people to choose
  • Those in America work according to American schedules; those in Europe conform to European norms.
  • the more fruitful question is why Americans put in longer hours
  • The answer leads to a curious new observation: that remote work is making America’s office drones a little more European, albeit with a puritanical twist.
  • A first guess suggests that culture might account for the variation in work hours. Maybe Europeans enjoy their leisure more. They are spoilt for choice about how to spend time off
  • As for Americans, surveys indicate that they view hard work as intrinsically worthwhile. “Rugged individualism” is, after all, what built the country.
  • the difficulty with chalking up the difference to culture is that until the early 1970s many Europeans worked more
  • American working hours are basically the same now as back then. The big change is that Europeans now toil less. Hours are down a whopping 30% in Germany over the past half-century. Something beyond culture—a slow-moving, ill-defined variable—is at play.
  • Edward Prescott, an American economist, came to a provocative conclusion, arguing that the key was taxation
  • Until the early 1970s tax levels were similar in America and Europe, and so were hours worked. By the early 1990s Europe’s taxes had become more burdensome and, in Prescott’s view, its employees less motivated
  • A substantial gap persists today: American tax revenue is 28% of GDP, compared with 40% or so in Europe.
  • A recent study by Jósef Sigurdsson of Stockholm University examined how Icelandic workers responded to a one-year income-tax holiday in 1987, when the country overhauled its tax system. Although people with more flexibility—especially younger ones in part-time jobs—did indeed put in more hours, the overall increase in work was modest relative to that implied by Prescott’s model.
  • Regulation seems to matter more.
  • European rules give workers power, from generous parental-leave policies to stricter laws on firing staff. Many European countries try to put caps on working tim
  • most research agrees that they have reduced work hours.
  • Another important relationship is that, as people get richer, they typically want to work less
  • A recent paper by the IMF shows a remarkably strong link between GDP per person and hours worked in Europe. People in richer countries, such as the Netherlands, generally work less than those in poorer countries, such as Bulgaria.
  • Americans are wealthier than most Europeans, so why do they still work more?
  • Perhaps leisure is a collective-action problem. Americans may want to ask their bosses for longer holidays but are worried about being seen as slackers
  • A paper in 2005 by Alberto Alesina of Harvard University and colleagues argued that Europe’s stronger unions had in effect solved this collective-action problem by fighting for paid vacations, which ended up enshrined in law.
  • Europe’s well-regulated leisure time may then beget more leisure because it is more socially acceptable, and the market responds by supplying more good ways not to work. It is a virtuous cycle of lovely cafés.
  • One fascinating new development is a discrepancy in the rise of remote work
  • In 2023 the Global Survey of Working Arrangements found that full-time employees in America work from home 1.4 days a week, while those in Europe do so for 0.8 days
  • a striking result: Europeans and Americans now spend almost exactly the same amount of time in the office, with 1,320 hours a year for the former and 1,304 for the latter.
  • In other words, the extra 15% of work done by Americans annually is now from the comfort of their own homes—or occasionally on the beach, perhaps even one in Europe. Americans do still work harder, but rather more enjoyably than in the past
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