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      Electric cars on show in Washington as Biden pushes for green revolution

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      Electric cars on show in Washington as Biden pushes for green revolution Auto show dedicates entire pavilion to electric vehicles but experts say more charging stations are needed for Biden’s goal to be realizedThe Washington DC Auto Show has been showcasing alternative fuel vehicles for 15 years, but this is the first year an entire pavilion was dedicated to electric vehicles, or EVs. In part, you can thank the current occupant of the nearby White House for that.If Joe Biden has his way with his ambitious $2.2tn Build Back Better plan there will be 50% zero-emission vehicles on the road by 2030. The Biden administration also has plans to convert an estimated 600,000 of its fleet to alternative fuels as part of a renewed commitment to combat climate change.There are major issues ahead – the plan is being blocked by Republicans and there are serious equity issues to be addressed as the US transitions away from fossil fuels. But big changes are already happening, and the car show, which ends this weekend, is on it.EVs have now been adopted on a global scale, said John O’Donnell, chief executive of the Washington DC Auto Show, and the show, which focuses on public policy and gives congressional members and auto industry leaders a space to review the latest technology, needed to reflect that.“We’ve had other technologies and declared them a pavilion, but I thought it was very important right now for us to make it larger and more high profile,” said O’Donnell. Not just because of the current debate over EVs in Washington but also to “dispel the myth the US car dealers do not want to sell electric vehicles”.An aggressive transition like the one Biden envisions will require an equally aggressive overhaul of infrastructure. In the bipartisan Infrastructure Investment and Jobs Act, $7.5bn is dedicated to EV-charging infrastructure and building charging stations along highway corridors. But the industry is concerned about how that money is spent.Matthew Nelson, director of government affairs at Electrify America, said the infrastructure that serves the public must be “future-proofed”. Ultra-fast charging at 350 kW of power, or the equivalent to 20 miles of range per minute, has been his paramount message to government stakeholders. “We think it’s really important that the chargers paid for today are able to charge faster than the vehicles on the market today,” Nelson said. “The vehicles are getting faster and faster every model year. If we design for today’s vehicles it will be outdated in five years.”Electrify America, a sponsor of the EV Pavilion at the car show, has the largest network of DC (direct current) charging stations in the US. Currently, the Electrify America network consists of 800 charging stations, mostly along highway corridors, and the company is planning an increase to 1,800 charging stations with 10,000 chargers by 2026.However, 500,000 charging stations are needed to meet Biden’s goals and Nelson said they should be reliable and non-proprietary. There are 31 different brands of auto manufacturers in the US that use the same non-proprietary standard for charging and Nelson said leveraging the consensus around that single standard is in the public’s interest.Right now, consumers’ biggest concern is their bottom line, and EVs are more cost-efficient than gas-powered cars. An e-gallon – the cost to drive a comparable vehicle the same distance you could go on a gallon of gasoline – currently averages $1.16, compared with gasoline’s $2.85. Because Electrify America offers public charging their prices are a little higher than at-home chargers, but are standard in every state.Recently, Congress amended the Public Utility Regulatory Act (Purpa) that requires each state to consider EV-specific utility rates, giving them the liberty to change rates not suited for EV adoption. These demand charges lead to “extremely high-priced” electricity being charged to the stations, making it difficult to maintain low prices. States such as Colorado, Massachusetts, California, Rhode Island and Connecticut have revised these rates, but Nelson said every state should be on board.And there’s an equity element to charging. Homeowners who charge their cars in their garage do not pay demand rates, but those who charge at commercial charging stations or who live in multifamily dwellings or apartments will pay the demand rate.Incentives to support EV charging infrastructure in multi-family dwellings and more community-based charging infrastructure are important tools to making EV adoption more equitable, said Kellen Schefter, director of transportation at Edison Electric Institute, which leads the National Electric Highway Coalition. He believes the biggest barrier to EV adoption is the lack of charging infrastructure that’s affordable, equitable and reliable.Making sure investments go into those communities that are not traditionally getting those allocations is a large part of the National Electric Highway Coalition’s agenda. “There is such a great need on the infrastructure front,” said Schefter.The right policies will be critical if Biden is to hit his EV goals. O’Donnell said a wider range of tax incentives are needed to persuade the American public to swap their fuel-dependent cars for EVs.“In Build Back Better, they are proposing $12,500 per vehicle purchased, but only if it is built by a United Auto Worker manufacturer. It doesn’t seem like mass-market adoption will be achieved using only union-made vehicles. We think all electric vehicles should qualify for the full $12,500 incentive,” O’Donnell said.But while tax incentives make a difference, chargers are more meaningful said Dilip Sundaram, chief international business officer at Acrimoto, an electric autocycle company. China – the biggest EV market – has about 800,000 chargers and Sundaram said 500,000 chargers in the United States, a car-dependent country, is not enough.“In China, the tax incentive is about $2,500,” Sundaram said. “Accessibility to chargers is what is driving mass adoption. If you remove range anxiety to make sure chargers are available everywhere you will suddenly see the EV adoption increase.”“Biden wants to put the United States in a leadership role instead of a passive role on the issue of climate change, but policies need to reflect the new challenge,” Sundaram said. “So that any new structure whether it be a mall or apartment complex, has chargers.”Despite a lower than usual attendance at this year’s show because of Covid, the line to ride in the new Arcimoto was long. As attendees watched the small autocycle whip around the EV pavilion, others buzzed about the displays for the latest EV models presented by Bentley, McLaren, Polestar, Hyundai and Nissan.The star of the show was the new all-electric Ford F-150, the latest iteration of the US’s best-selling vehicle. The impressive aluminum truck can pull 10,000lb, gets 300 miles on a standard charge, and can generate power for an entire house for three days. And it’s fast – going from 0-60mph in less than five seconds.As the demand for these new high-performing EVs grows, gasoline-powered cars look more and more like relics. But for now, all eyes are on Congress as to how soon the US can transition to mass adoption, and an equitable, EV market.TopicsAutomotive industryElectric, hybrid and low-emission carsUS politicsJoe BidenMotoringfeaturesReuse this content More

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      Automakers could be required to install technology to detect drunk drivers

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      Automotive industryAutomakers could be required to install technology to detect drunk driversCars would be prevented from starting if the operator is impaired – but some critics worry about who could access the data Edward Helmore in New YorkFri 17 Sep 2021 06.00 EDTLast modified on Fri 17 Sep 2021 06.02 EDTCar manufacturers would be required to include technology to monitor whether US drivers are impaired by alcohol and to disable the vehicle from operating under a proposal contained in the infrastructure bill awaiting a Senate vote.While advocates say the proposal could save thousands of lives, the move has some critics worried it could cross ethical boundaries and raise civil rights issues.The proposal is to develop technology that can passively monitor a driver to detect impairment or passively detect blood alcohol levels and prevent operation of a vehicle if impairment is detected or if levels are too high. The National Highway Traffic Safety Administration (NHTSA) estimates that drunk-driving is involved in 10,000 deaths a year in the US, one person every 52 minutes, and US police departments arrest about 1 million people a year for alcohol-impaired driving.According to the Automotive Coalition for Traffic Safety, which represents the world’s leading automakers, the first product equipped with new alcohol detection technology will be available for open licensing in commercial vehicles later this year.The technology will automatically detect when a driver is intoxicated with a blood alcohol concentration (BAC) at or above 0.08% – the legal limit in all 50 states except Utah – and then immobilize the car.Partly funded by the federal government through the NHTSA, the technology centers on sensors that could measure alcohol in the air around the driver, or a sensor in the start button or driving wheel to measure blood alcohol content in capillaries in a driver’s finger.But the NHTSA has warned that any monitoring system will have to be “seamless, accurate and precise, and unobtrusive to the sober driver”.If the proposal in the infrastructure bill becomes law it will mandate that “advanced drunk and impaired driving prevention technology must be standard equipment in all new passenger motor vehicles.”Within three years of its becoming law, the Department of Transportation would be required to sign off on accepted technology. Carmakers would have a further three years to comply. The transportation secretary, however, can extend the timeframe of approval for up to a decade if requirements are “reasonable, practicable, and appropriate”.According to reports, the agency is keen to avoid a repeat of seatbelt technology in 1970s that was designed to prevent a car from starting unless they were buckled but frequently malfunctioned, stranding drivers.The technology emerged after a panel of auto industry representatives and safety advocates convened by Mothers Against Drunk Driving (Madd) was formed to encourage and support the development of passive technology to prevent drunk-driving. Citing a study by the Insurance Institute for Highway Safety, Madd estimates that more than 9,000 lives a year could be saved if drunk-driving prevention tech were installed on all new cars.The Center for Automotive Research (Car) has said that the challenge for the auto industry is to come up with something that is affordable and functions efficiently enough to be installed in millions of new vehicles.“I don’t think that will be as easy as people might think,” Car’s chief executive, Carla Bailo, told NBC News. An impaired-driver sensor, Bailo added, was likely to be expensive and would have to be especially effective because “people will try to cheat”.But the technology also raises ethical questions about surveillance, even if that surveillance is in service of reducing a social problem that costs $44bn in economic costs and $210bn in comprehensive societal costs, according to a 2010 study.Madd does not support punitive measures, including breath-testing devices attached to an ignition interlock that some convicted drunk drivers are required to use before starting their vehicles, but advocates instead that anti-drunk-driving measures should be integrated in vehicle systems.“If we have the cure, why wouldn’t we use it?” said Stephanie Manning, Madd’s chief government affairs officer. “Victims and survivors of drunk-driving tell us this technology is part of their healing, and that’s what they have been telling members of Congress.”Manning points out that the auto industry has invested billions in autonomous vehicles, and alcohol detection technology is just one type of driver-distraction technology that the Department of Transportation needs to consider.“The technology we favor is the one that stops impaired drivers from using their vehicles as weapons on the road,” Manning said. “The industry has the technology that knows what a drunk driver looks like. The question is, at what point does the car need to take over to prevent somebody from being killed or seriously injured?”But the technology raises serious ethical and data privacy questions, including how to ensure collected data doesn’t end up in the hands of law enforcement or insurance companies.Wolf Schäfer, professor of technology and society at the Stony Brook University, said: “It’s a policy question that has ethical implications. Cars are increasingly pre-programmed and that brings up questions of responsibility for the actions of the car. Is it the programmer? The manufacturer? The person who bought the car?“Many people accept that one shouldn’t drive drunk and if you do, you commit an infraction. But in this situation the car becomes supervisor of your conduct. So ethics-wise, one could get away with that. But should this be reported to authorities presents grave ethical problems,” Schäfer said. “The privacy issues are real because sensors collect data, and what happens to this data is a question that’s all over the place, not just with cars.”The American Civil Liberties Union said it was “still evaluating the proposal”.TopicsAutomotive industryUS politicsAlcoholnewsReuse this content More

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      Youngstown’s hopes for reinvention fade as electric truck firm sputters

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      It’s less than a year since Lordstown Motors was touted as the future for the Youngstown, Ohio, the once thriving steel and manufacturing city that has struggled to reinvent itself in the post-industrial age.The company and its Endurance all-electric pickup truck were seen as saviors for Youngstown after General Motors pulled the plug on its nearby Lordstown plant. “It’s booming now. It’s absolutely booming,” said Donald Trump in September, during an unveiling of the Endurance truck at the White House.Now those hopes are fading as Lordstown Motors faces financial difficulties that have locals worried, once again, about the region’s financial future.“It’s a very sad moment in the history of Youngstown. It seems every five years that hope is just over the horizon and somebody just closes it up and it disappears,” said Bob Hagan, who represented the Youngstown area for nearly three decades in the Ohio state legislature as an assembly representative and state senator.General Motors announced plans to shut down five factories in North America in November 2018, including its plant in Lordstown, which employed 1,600 workers and had operated for 52 years. The number of employees had steeply declined since the early 1990s, when more than 10,000 workers were employed at the plant.In March 2019, the last Chevy Cruze rolled off the assembly line as the plant ceased operations, leaving hundreds of workers forced to retire, transfer to a different GM plant elsewhere in the US, or find other work.The closure was devastating for residents in Ohio’s Mahoning Valley, as the area has steadily declined from outsourcing and plant closures over the past few decades in the automotive, manufacturing, and steel industries.General Motors sold the plant to Lordstown Motors for $20m in 2019, and loaned the company $40m.But hope for a bright electric future soon faded. Since its purchase of the plant, Lordstown Motors has experienced financial and developmental difficulties. The company recently gave a tour of the facility to reporters, analysts and other visitors amid a turmoil of conflicting statements on its outlook, the resignations of its CEO and CFO, and a statement to securities regulators that the company did not have enough funds to start production.Hagan said these travails are just the latest setback for an area that has taken many hard knocks. Over the past several decades, steel mills and manufacturing plants have shuttered amid broken promises. He fears Lordstown Motors may prove another corporation that came into the area with high hopes and lofty promises – only to let the community down.“They’re rearranging the chairs on the Titanic,” he said.The Securities and Exchange Commission (SEC) has opened an inquiry into Lordstown Motors over statements it has made about orders in the wake of a report from short-seller Hindenburg Research that accused Lordstown Motors of misrepresenting orders to raise capital. Five Lordstown Motors executives sold more than $8m in stocks in February 2021, ahead of the company’s financial reporting results and before the company’s financial problems were publicly disclosed.“If you talk to the vast majority of us, we are not surprised by all the issues with Lordstown Motors,” said Timothy O’Hara, former president of United Auto Workers local 1112, the union which represented GM Lordstown employees. He worked at the plant for 41 years before retiring.“Lordstown Motors has been a shaky situation from the beginning. For the economy of the Mahoning Valley I hope it succeeds – but I’m not holding my breath.”The Lordstown Motors plant currently has about 600 employees, and production is projected to begin at the end of September. But it faces some huge hurdles. In a statement filed with the SEC, the company said its success hinges on “its ability to complete the development of its electric vehicles, obtain regulatory approval, begin commercial scale production and launch the sale of such vehicles” – all as it seeks additional financing before it’s projected to run out of funds by May next year.Elected officials have bet heavily on the success of Lordstown Motors in the area. In December, the Ohio Tax Credit Authority approved a state tax credit for the company estimated to save $20m in payroll taxes, based on its promise to create 1,570 full-time jobs. Ohio’s private economic development agency, JobsOhio, has pledged $4.5m in grants to Lordstown Motors. In April last year, the company received more than $1m through a federal pandemic loan to retain 42 jobs.But Hagan believes the money may not be enough and, once again, it will be the people of Youngstown who pay the price.“Tax dollars are being used to lure people into our community. We have to have elected officials be more vigilant on how organizations are taking money and make sure they deliver,” he said. More

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      Start me up: ‘car guy’ Joe Biden accelerates push to turn America electric

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      On a hot, sunny day in Michigan, Joe Biden zoomed around in a new electric version of the Ford F150, one of the automaker’s most famous vehicles.“This sucker’s quick,” Biden said as he drove up to reporters at Ford’s Rouge Electric Vehicle Center last month.Biden, a self-proclaimed American “car guy”, was there to tout electric vehicles, a key component of his administration’s trillion-dollar-plus infrastructure proposal.“The future of the auto industry is electric. There’s no turning back,” Biden said. “The question is whether we will lead or we will fall behind in the race to the future.”The proposed $174bn investment in electric vehicles represents the biggest ever White House push from fossil-fuel based vehicles and toward battery-powered cars. The Biden administration has made environmentalism and sustainability a key pillar to its job creation efforts, and the president wants to dramatically increase the number of electric vehicles on the road and the infrastructure for manufacturing them.This, Biden says, would create a wave of new green energy jobs and also help to fight climate change.At the beginning of the year, electric vehicles made up less than 5% of automobile sales in the US. But Biden’s proposal aims to dramatically push the American auto industry toward electric vehicles, mainly through incentives and tax credits. It would use funds to transition the fleet of federal agency cars such as those used by the US Postal Service, and the plan includes $45bn towards increasing the number of electric school buses and transit buses.It would also set up a national network of charging stations across the country, the current lack of which is seen as one of the bigger advantages combustion engine cars still have over electric vehicles. There are are only 41,400 electric vehicle charging stations (including fast-charging stations) in the United States, according to the Department of Energy. There are omore than 130,000 gasoline stations.It’s not clear, however, how those charging stations would be distributed – and what portion of them would go to poorer parts of America.But the plan aims to change the supply chain so the US depends less on other countries for batteries and other car parts. The administration wants to become less dependent on foreign countries for manufacturing electric vehicles and the parts that go into them.“It’s a systemic transition,” said John Paul MacDuffie, a University of Pennsylvania professor of management and vehicle expert. “Often if you just tackle one narrow piece of it you don’t make progress, because you bump into constraints in the system. So I think the ambition to be systemic is really good, and probably essential, to make progress.”As Biden drove around the Ford campus, hundreds of miles away Republicans in Congress were planning to gut the electric vehicles proposals in his American Jobs Plan.Negotiations over the entire infrastructure bill are continuing, but the last counter-offer made by Republicans slashed spending on Biden’s plan by about $170bn. It’s not clear what exactly the remaining $4bn would be spent on if the Republican proposal went into effect. A factsheet distributed by the office of Senator Shelley Moore Capito of West Virginia, the lead negotiator, did not specify.In their criticisms, Republicans have cited the price tag on the electric vehicles provision. They say the government should not pour so much money into electric vehicles, and that doing so would end up killing jobs in other alternative vehicle areas, like ethanol.“For a person like me, from Iowa, if you have all electric cars, there’s going to be 43,000 people making ethanol and biodiesel that won’t be employed,” Senator Chuck Grassley of Iowa told E&E News.Senator Roger Marshall of Kansas, another Republican who opposes government spending on electric vehicles, told the Guardian electric vehicles are prohibitively expensive.“My concern about an all-electric car policy is that it’s truly a social injustice. These electric cars are very expensive. Only the wealthy can afford them, and the wealthy benefit from the tax credits,” Marshall said.“I think we’re getting policy way ahead of technology. Certainly way ahead from a price point … But right now the big picture scares me. I think we’d have to increase our electric grid by 60%. That would take, theoretically 20, 40, 60 years to double or to increase the electric grid by 60%.”The price of electric vehicles varies widely. The Mini Cooper SE starts at about $30,000. The cheapest Tesla, the Model S, starts at about $40,000. More expensive models can run as high as $150,000. The price of electric vehicles is likely to drop if and when they become more popular and the technology improves. And the cost of batteries is dropping – rapidly. It’s going so fast that there’s evidence to expect most cars to be battery-powered by 2035.Marshall also said the environmental cost of battery-powered cars is high.“I think we have to look at the environmental footprint in looking what goes into a battery. The making of the battery,” Marshall said. “And eventually the disposal of these batteries.”Even electric vehicle advocates concede that the environmental impact of the raw materials used for electric batteries are not perfect. And there are also human rights concerns about mining those materials.But in Michigan, state senator Mallory McMorrow, a Democrat, said the technology around batteries and electric vehicles was getting better and more environmentally friendly.“I think that there’s a fair criticism in terms of the environmental impact of batteries from the mining perspective. But I think, like everything else, that’s improving,” McMorrow said.Even accounting for battery mining, petrol and diesel cars still have a far more negative impact on the environment than electric vehicles.Right now the American Jobs Plan is still a framework, and the gulf between Republicans and Democrats is vast. It’s unlikely that if a compromise is reached on the entire proposal, Biden will get all the funding he’s looking for. But it’s also unlikely that Republicans will have shrunk that funding to the minuscule amount they have offered so far.And around the country, lawmakers are making moves to nudge the country further toward electric vehicles. Governor Kate Brown of Oregon recently signed a bill to expand electric vehicle infrastructure in her state. In Illinois, Governor JB Pritzker has set a goal of 750,000 electric vehicles by 2030.McMorrow in Michigan has helped craft a proposal to encourage electric vehicles in the state.Congressman Andy Levin of Michigan and Alexandria Ocasio-Cortez of New York have introduced legislation that aims to set up a nationwide network of charging stations over the next five years. Senator Chuck Schumer of New York, the Senate majority leader, also introduced legislation in 2019 that would help set up a network of charging stations also. Biden added that proposal to his American Jobs Plan in March.Even with a huge investment in electric vehicles, transitioning to where combustion cars are the minority on the road and electric vehicles are the majority will take time.“If you don’t start at some point making some move for the US to have a piece of the supply chain you’ll never be ready for the EV transition – and it will take a long time,” MacDuffie said. More

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      Turn off the gas: is America ready to embrace electric vehicles?

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      In Detroit, auto plants have for decades churned out trucks built with Motor City steel and fueled by gasoline. But this week’s rollout of the Ford F-150 Lightning electric truck offered a vision of the future in America’s automotive heartland: aluminum-clad pickups running off of electric powertrains with lithium batteries.An electric model of the nation’s best-selling vehicle at an accessible $40,000 has the potential to shift the auto industry’s course, and do more to advance the transportation sector’s electrification than any recent development, analysts say.“Offering a well-known vehicle at a competitive price could really help push the EV agenda in the US,” said Jessica Caldwell, executive director of insights at Edmunds.com.Meanwhile, Ford characterized the Lightning’s introduction as a “watershed moment,” but it also represents a major gamble. The F-150 embodies American ruggedness, and it raises the question: isthe truck market’s meat-and-potatoes base ready to embrace environmentally friendly electric vehicles (EVs)?It’s uncharted territory, said Autotrader executive analyst Michelle Krebs. The success of the Lightning or any EV hinges on a major infrastructure build-out that’s far from certain.“There’s no EV pickup market at the moment, so we just don’t know how big it could be, or what consumer acceptance will be,” she said.Truck consumers are generally unwilling to switch to cars just to go electric, Krebs said. So pitching them on the Lightning not only opens a new market for Ford, but is a critical step in the nation’s efforts to rein in greenhouse gas emissions, of which the transportation sector accounts for 29%. The EV transition is a key component of Joe Biden’s climate plan, which calls for the nation to cut emissions by 50% from 2005 levels by 2030, and net-zero emissions economy-wide by 2050.Though EVs only make up less than 2% of new-vehicle sales in the US, there’s perhaps no better line to push the needle on those figures than the F-Series. Last year, Ford generated about $42bn in the sale of over 800,000 F-Series trucks, according to data from the company and Edmunds.com. Sales of the F-150, the line’s light-duty truck, exceeded 556,000.The Lightning feature that seems to be catching the most attention isn’t under the hood or in the cab, but on the price tag. With EV tax incentives, the truck’s base model could cost about $32,000 – less than a $37,000 gas-powered F-150 with a crew cab. By contrast, the GMC Hummer EV and Rivian R1T, are priced at $80,000 and $70,000 though they are slightly flashier.The Lightning also marks one of the first attempts to electrify a well-known, everyday vehicle that appeals to a mass market. Previously, EVs were mostly small, unconventionally designed cars that appealed to environmentally minded people who made a personality statement with their vehicle, Caldwell said. The “pendulum has swung” in terms of design, she added.The Lightning’s range is also notable. One charge will take a base model Lightning 230 miles, or, for an additional $20,000, the extended range trim will travel 300 miles. It can haul up to 2,000lbs of payload and tow up to 10,000lbs. However, Ford doesn’t offer any data on range with a heavy payload or tow, and Car And Drive estimated it at as little as 100 miles.That’s the type of detail that could keep consumers away from not just the Lightning, but all electric pickups. On a 150kw DC fast charger, the extended-range trim targets up to 54 miles of range in 10 minutes, or just under an hour for a full charge.It’s not hard to imagine a scenario in which someone who may be buying a truck to tow a camper a long distance once or twice per year opting for a gas-powered F-150 instead being inconvenienced with an hour-long stop to recharge every 100 miles or so, Caldwell said.But several once-in-a-while Lightning features are generating a buzz, like a drain hole in case the cab needs to be hosed out. Its dual battery system can power tools in the field, or a house for three days during an outage. The F-150 Hybrid was utilized as a mobile generator in the recent deadly Texas blackouts.The Lightning’s power is another selling point – it can go 0-60mph in just over four seconds, offers 775lb-feet of torque, and the extended range model targets 563 horsepower.That was enough to impress Biden, who test drove a Lightning during a Michigan stop last week. “This sucker’s quick,” he declared.Among those who will need to harness the truck’s full power and hauling capacity are contractors. It’s worth consideration, said Dave Alder, an electrician in Detroit, especially if it could save on gas money. But he worried about where he would charge it, and said it’s a bit of a “If it’s not broken, don’t fix it” situation with his gas-powered Chevy Silverado.The Lightning has the support of the United Auto Workers union, which at times has been skeptical of electrification. The truck will be built at the Rouge Electric Vehicle Center in Dearborn, which sits just outside of Detroit and next to the Dearborn Truck Plant that produces gas-powered and hybrid F-150s. Lightning production is slated to start next spring, with the trucks hitting the lot in mid-2022.Critical to its success is an infrastructure build out, and Biden’s $2tn infrastructure plan includes $174bn to support the EV transition.The president has framed his pitch by repeatedly claiming the US is in an electrification race with China.“The future of the auto industry is electric. There’s no turning back,” Biden said during the Lightning’s unveiling. “The question is whether we will lead or we will fall behind in the race to the future.”Buy-in from the auto industry could help Biden push his proposal with Congress, though it’s uniformly opposed by the GOP. Republican leadership has pointed to the lack of infrastructure as a chief reason for opposing spending on the EV transition, but at the same time opposes funding an infrastructure build-out.American consumers have said they won’t buy an EV without the infrastructure in place, Krebs said, which leaves the industry facing a “chicken and egg” situation.“That’s key – they have got to have the charging infrastructure in place or this will all go kaput,” she said. More

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      Netflix still several steps ahead in strategy for wooing subscribers

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      Only Frank Underwood could amass as much power in such a short space of time. Nearly eight years after Netflix used House of Cards as the launch of its global empire, the streaming service announced last week that it now had more than 200 million subscribers. The pandemic has hastened the company’s transformation from a debt-laden digital upstart into an essential part of the TV landscape in homes across the world.In 2013, when Netflix’s first original series made its debut, the company had 30 million (mostly US) subscribers. This was six years after it moved from being a DVD-by-post business to a streaming pioneer. Since then it has added 170 million subscribers in more than 190 countries and its pandemic-fuelled results last week sent Netflix’s market value to an all-time high of $259bn.Last year proved to be the best in the company’s history, even as a new wave of deep-pocketed rivals attempt to deprive it of its streaming crown. Accustomed to operating in battle mode, Netflix added a record 37 million new subscribers as lockdown prompted viewers to alleviate housebound cabin fever with fare including The Crown, Bridgerton and The Queen’s Gambit.Last week it reported that in 2020 the amount it earned from subscribers exceeded what it spent – to the tune of $1.9bnBut Netflix’s pioneering low-price, binge-watching approach to driving growth has come at a cost. Year after year the need to spend billions on ever-increasing numbers of films and TV shows in order to keep and attract subscribers has weighed on its balance sheet, if not its share price. With a Netflix subscription a fraction of the cost of a traditional pay-TV service, average revenue per user is low. This is great for growth but means the company has to keep on topping up its content budget to fulfil its binge-watching promise to fans. A few billion here and there has spiralled to $16bn in long-term debt and a further $19bn in “obligations” – essentially payments for content spread out over a number of years.Analysts have been split over Netflix’s grow-now-pay-for-it-later strategy, but the company finally appears to have proved the naysayers wrong. There was a symbolic announcement in its results last week: it reported that in 2020, free cashflow was positive – which means that the amount it earns from subscribers exceeds what it spends on content, marketing and other costs – to the tune of $1.9bn.Part of the reason for this was that Netflix’s content spend fell – from $14bn to $12bn – as a result of production stoppages caused by lockdowns, but it was a turning point nevertheless. It has taken 23 years since its humble beginnings as a DVD rental company in California for the Netflix machine to reach the point of sustainability.The firm’s decision in 2013 to invest heavily in original productions has proved critical – and prescient. It sensed, correctly, that its success would prompt the suppliers that it was licensing shows from to eventually keep them for their own services. In the past 18 months, HBO Max, Sky-owner Comcast’s Peacock and AppleTV+ have joined longer-term rival Amazon Prime Video in vying for subscribers.Reed Hastings, Netflix’s co-chief executive, acknowledges this second wave in the streaming wars, particularly noting the “super-impressive” performance of Disney+, which has become the third global force in streaming behind Amazon. In just 14 months since its launch, the service, powered by franchises including Star Wars TV spin-off The Mandalorian, Marvel films and Frozen 2, has amassed 87 million subscribers four years sooner than forecast. Last month, Walt Disney+ announced a doubling of its content budget and tripled its forecast of subscriber numbers by 2024.However, new rivals have yet to dent the dominance of Netflix, which reported adding 8.5 million subscribers in the fourth quarter, and revealed that 500 TV titles were in the works and a record 71 films would premiere this year. Some doubters had raised concerns that Netflix’s debt-fuelled growth was a financial house of cards. But its foundations look solid now.Nissan’s ‘edge’ over rivals is no vote for BrexitLeaving the EU without a deal would have been an act of economic self-sabotage nearly unrivalled by a developed economy. Carmakers’ relief that a deal was reached on Christmas Eve was palpable. Nissan’s glee became clear last week, with chief operating officer Ashwani Gupta repeatedly declaring that the Brexit deal had given the Japanese carmaker a “competitive advantage”.Nissan had looked through the complex new rules of origin governing trade between the UK and the EU. Parts and finished cars that cross the Channel will not attract tariffs if a certain proportion of their components are from either the UK or the EU. Nissan’s cars already comply with the rules.Crucially, this applies to high-value batteries, which a partner company builds in Sunderland, in a factory next door to Nissan’s. Other companies are not so well-placed and must rely instead on imports from east Asia. For them the Brexit deal has started a scramble to secure batteries from Europe – if they want to sell into the UK – or hope that untested UK companies can build gigafactories to supply them.However, the Japanese carmaker’s statement should not be mistaken for a “vote of confidence”, as Boris Johnson managed to do. Gupta acknowledged that the UK’s departure from the EU had brought new costs, though these were “peanuts” for a company of Nissan’s scale. They may not be so negligible for exporting entrepreneurs, a breed that will probably become rarer as non-tariff barriers increase for would-be traders with the EU.Furthermore, “competitive advantage” is a double-edged compliment. Nissan will gain on UK and EU rivals which do not source batteries locally. Even if it is less of a burden than those carried by competitors, a handicap – in this case increased trade friction with the UK’s biggest market – is still a handicap.A new president is not a panaceaIt would be a mistake to allow the relief that has accompanied Joe Biden’s victory in the US presidential election to become something close to euphoria and, consequently, freight the new US president with expectations that are unachievable.The next decade is looking troubled and fractious even now that Donald Trump’s hand is no longer on the tiller of the world’s largest and most powerful economy. From a global perspective, there is the assessment of climate economist Lord Stern that the next 10 years will be crucial if we are to reach net zero carbon emissions by 2050.China, for 30 years a convenient supplier of low-cost goods to the global economy, is becoming more authoritarian and looking to use its spheres of influence in Asia and Africa to quell complaints by international bodies about the way it treats Uighur Muslims and Hong Kong protesters. To make matters worse, populations in the west and in China are ageing and struggling to provide a decent standard of living for younger members of society.In the UK, Brexit reintroduces a welter of red tape into the trading arrangements this country has with its biggest commercial partner, the EU, and will depress average household incomes over a long period. So despite the relief in many corners of the globe that greeted Biden’s inauguration, there is reason to worry.But there are grounds for hope too. The pressure to address the climate emergency is growing rapidly and politicians all over the world are at last taking notice. The 26th UN climate change conference in Glasgow, scheduled for November, could mark a seismic shift in action. And Biden showed how inclusive he plans to be with his roster of inauguration acts, from the stalwart Republican country singer Garth Brooks to 22-year-old African American poet Amanda Gorman.It was telling that Biden said he wanted to build bridges. It will be difficult, but on the issue of climate change, if on nothing else, that must include China. More

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      Trump to roll back Obama-era clean car rules in huge blow to climate fight

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      Announcement will allow vehicles to emit 1bn more tons of CO2 Experts say move will lead to more life-threatening air pollution Motor vehicles drive on the 101 freeway in Los Angeles, California. Critics say the move will lead to more life-threatening air pollution and force Americans to spend more on gasoline. Photograph: Robyn Beck/AFP/Getty Images […] More