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    Biden Administration Toughens Limits on Deadly Air Pollution

    The E.P.A. says the new rule will prevent 4,500 premature deaths annually. Industry leaders are expected to challenge the regulation, saying it will harm the economy.The Environmental Protection Agency on Wednesday tightened limits on fine industrial particles, one of the most common and deadliest forms of air pollution, for the first time in a decade.Business groups immediately objected, saying the new regulation could raise costs and hurt manufacturing jobs across the country. Public health organizations said the pollution rules would save lives and strengthen the economy by reducing hospitalizations and lost workdays.Fine particulate matter, which can include soot, can come from factories, power plants and other industrial facilities. It can penetrate the lungs and bloodstream and has been linked to serious health effects like asthma and heart and lung disease. Long-term exposure has been associated with premature deaths.The new rule lowers the annual standard for fine particulate matter to nine micrograms per cubic meter of air, down from the current standard of 12 micrograms. Over the next two years, the E.P.A. will use air sampling to identify areas that do not meet the new standard. States would then have 18 months to develop compliance plans for those areas. By 2032, any that exceed the new standard could face penalties.“Soot pollution is one of the most dangerous forms of air pollution,” Michael S. Regan, the E.P.A. administrator, said in a call with reporters on Tuesday. “This is truly a game changer for the health and well-being of communities in our country.”Mr. Regan estimated that the rule would prevent 4,500 premature deaths every year and 290,000 lost workdays because of illness. The E.P.A. maintained that the rule also would deliver as much as $46 billion in net health benefits in the first year that the standards would be fully implemented.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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    6 Reasons That It’s Hard to Get Your Wegovy and Other Weight-Loss Prescriptions

    An array of obstacles make it difficult for patients to obtain Wegovy or Zepbound. Finding Wegovy is “like winning the lottery,” one nurse practitioner said.Talk to people who have tried to get one of the wildly popular weight-loss drugs, like Wegovy, and they’ll probably have a story about the hoops they had to jump through to get their medication — if they could get it at all.Emily Weaver, a nurse practitioner in Cary, N.C., said she told her patients that finding Wegovy was “like winning the lottery.”Here are six reasons why.1. Demand is very high.Fueled in part by TikTok videos and celebrity testimonials, people are increasingly seeking prescriptions for appetite-suppressing medications. The drugs in this class have long been used to treat diabetes but more recently have been recognized for their extraordinary ability to help patients lose weight. The medications are injected weekly and have sticker prices as high as $16,000 a year.About 3.8 million people in the United States — four times the number two years ago — are now taking the most popular weight-loss drugs, according to the IQVIA Institute for Human Data Science, an industry data provider. Some of these prescriptions are for diabetes. The medicines are Novo Nordisk’s Ozempic and Wegovy (the same drug sold under different brand names), and Eli Lilly’s Mounjaro and Zepbound (also the same drug).We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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    Boeing Suspends Financial Outlook as It Focuses on Safety

    The manufacturer is under pressure to improve quality control after a panel blew off a 737 Max 9 plane during an Alaska Airlines flight this month.Boeing on Wednesday said that it would not provide a full-year financial forecast, the clearest indication yet that the company is trying to assure customers that it is prioritizing safety amid growing concerns about its popular 737 Max jets.Even as it announced its quarterly earnings, the company chose to focus instead on discussing quality control. Boeing is trying to stem the fallout from an incident less than four weeks ago in which a hole blew open on an Alaska Airlines 737 Max 9 plane shortly after takeoff.“While we often use this time of year to share or update our financial and operational objectives, now is not the time for that,” Boeing’s chief executive, Dave Calhoun, wrote in a message to employees. “We will simply focus on every next airplane while doing everything possible to support our customers, follow the lead of our regulator and ensure the highest standard of safety and quality in all that we do.”With the Jan. 5 incident still under investigation by federal officials, Boeing executives had been grappling with how much to emphasize its efforts to improve safety while also reassuring shareholders about its financial performance. Quality concerns have taken on new urgency after news accounts, including a report in The New York Times, that Boeing workers opened and reinstalled the panel that blew off the plane, known as a door plug.The incident terrified passengers and forced the pilots to make an emergency landing in Portland, Ore. It renewed concerns among some aviation experts that Boeing has long focused too much on increasing profits and enriching shareholders through buybacks and dividends and not enough on engineering and safety. Experts raised similar concerns after two accidents on the 737 Max 8 killed nearly 350 people in 2018 and 2019.The effects of the incident on Boeing’s financial performance are not yet known: The results it announced on Wednesday were for the three months that ended Dec. 31.In its earnings release on Wednesday, the company said it was producing 737 Max jets at a rate of 38 per month at the end of the year. It had hoped to increase that rate to 42 per month this year.But the Federal Aviation Administration said last week that it was limiting Boeing’s ability to increase production of all 737 Max planes, including approving any additional assembly lines, until the company proved that it had resolved its quality control issues.The company said Wednesday that it lost $30 million in the fourth quarter, an improvement from a loss of $663 million in the same period a year earlier. Revenue rose to $22 billion, from about $20 billion a year earlier.The National Transportation Safety Board is expected in the coming days to release a preliminary report on the Alaska Airlines incident. More

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    Airlines Hoping for More Boeing Jets Could Be Waiting Awhile

    The Federal Aviation Administration’s decision to limit Boeing’s production of 737 Max planes could hurt airlines that are struggling to buy enough new aircraft.Boeing hoped 2024 would be the year it would significantly increase production of its popular Max jets. But less than a month into the year, the company is struggling to reassure airline customers that it will still be able to deliver on its promises.That’s because the Federal Aviation Administration said on Wednesday that it would limit the plane maker’s output until it was confident in Boeing’s quality control practices. On Jan. 5, a panel blew off a Boeing 737 Max 9 body shortly after takeoff, terrifying passengers on an Alaska Airlines flight and forcing the pilots to make an emergency landing at Portland International Airport in Oregon. Almost immediately, the F.A.A. grounded some Max 9s.Since then, details have emerged about the jet’s production at Boeing’s facility in Renton, Wash., that have intensified scrutiny of the company’s quality control. Boeing workers opened and then reinstalled the panel about a month before the plane was delivered to Alaska Airlines.The directive is another setback for Boeing, which had been planning to increase production of its Max plane series to more than 500 this year, from about 400 last year. It also planned to add another assembly line at a factory in Everett, Wash., a major Boeing production hub north of Seattle.As part of the F.A.A.’s announcement on Wednesday, it also approved inspection and maintenance procedures for the Max 9. Airlines can return the jets to service once they have followed those instructions. United Airlines said on Thursday that it could resume flying some of those planes as soon as Friday.The move is another potential blow to airlines. Even though demand for flights came roaring back after pandemic lockdowns and travel restrictions eased, the airlines have not been able to take full advantage of that demand. The companies have not been able to buy enough planes or hire enough pilots, flight attendants and other workers they need to operate flights. A surge in the cost of jet fuel after Russia invaded Ukraine also hurt profits.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber?  More

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    Boeing Reinstalled Panel That Later Blew Out of 737 Max Jet

    Employees at its Washington State factory are said to have removed the door plug for further work before the plane was delivered to Alaska Airlines.Nearly three weeks after a hole blew open on a Boeing 737 Max 9 during an Alaska Airlines flight, terrifying passengers, new details about the jet’s production are intensifying scrutiny of Boeing’s quality-control practices.About a month before the Max 9 was delivered to Alaska Airlines in October, workers at Boeing’s factory in Renton, Wash., opened and later reinstalled the panel that would blow off the plane’s body, according to a person familiar with the matter.The employees opened the panel, known as a door plug, because work needed to be done to its rivets — which are often used to join and secure parts on planes — said the person, who asked for anonymity because the person isn’t authorized to speak publicly while the National Transportation Safety Board conducts an investigation.The request to open the plug came from employees of Spirit AeroSystems, a supplier that makes the body for the 737 Max in Wichita, Kan. After Boeing employees complied, Spirit employees who are based at Boeing’s Renton factory repaired the rivets. Boeing employees then reinstalled the door.An internal system that tracks maintenance work at the facility, which assembles 737s, shows the request for maintenance but does not contain information about whether the door plug was inspected after it was replaced, the person said.The details could begin to answer a crucial question about why the door plug detached from Flight 1282 at 16,000 feet, forcing the pilots to make an emergency landing at Portland International Airport in Oregon minutes after taking off on Jan. 5. The door plug is placed where an emergency exit door would be if a jet had more seats. To stay in place, the plug relies primarily on a pair of bolts at the top and another pair at the bottom, as well as metal pins and pads on the sides.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber?  More

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    Delta Air Lines Boeing 757 Lost Nose Wheel Before Takeoff, F.A.A. Says

    The Federal Aviation Administration is investigating the latest troubling event involving a Boeing aircraft.A Boeing 757 plane operated by Delta Air Lines lost a nose wheel as it prepared to take off from Atlanta’s main airport on Saturday, according to the Federal Aviation Administration. It was the latest troubling episode involving one of the manufacturer’s aircraft.Delta Air Lines Flight 982 was preparing to take off from Hartsfield-Jackson Atlanta International Airport for a trip to Bogotá, Colombia, at about 11:15 a.m. Saturday when a “nose wheel came off and rolled down the hill,” the agency said in a preliminary report.More than 170 passengers who were aboard had to deplane, but no one was hurt, the report said.A Delta spokesman said the passengers were put on a replacement flight.A Boeing spokesman declined to comment and directed questions to Delta.The F.A.A. said that it was continuing its investigation.It’s been a turbulent period for Boeing, which has been fraught in recent years with safety concerns after deadly catastrophes. The manufacturer faces renewed scrutiny after a door plug blew off a new Alaska Airlines Boeing 737 MAX 9 plane at 16,000 feet on Jan. 5 just after it took off from the Portland International Airport in Oregon.No one was seriously injured then, but passengers were exposed to whipping winds on the plane’s harrowing return to Portland.The F.A.A. then ordered about 170 Boeing 737 Max 9 planes to be grounded in the United States until they could be inspected. The plane that lost a wheel in Atlanta on Saturday, a Boeing 757, is a different model. More

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    Matt Damon, Fran Drescher and an Indian Soybean Farmer on 2024

    What are your hopes for 2024? See how they compare with those of 11 people I put that question to. (Most of them replied by email. The people from Afghanistan and India spoke by phone.)Fran Drescher, an actress and the president of SAG-AFTRA, which staged a 118-day strike against movie and television producers this year:In 2024, I am looking forward to a sudden and essential collective human emotional growth spurt, whereby empathy becomes the main emotion that informs all behavior.Andrew Marsh, the chief executive of Plug Power, a fuel cell supplier:My hope is to see 2024 as the year we get serious about decarbonizing hard-to-abate heavy industrial manufacturing sectors. Building out a nascent U.S. hydrogen industry is essential to moving these industrial processes to carbon neutrality.Uri Levine, an entrepreneur and a co-founder of Waze:I want people to find a purpose in life. When you have a life purpose or figure out what your destiny is, your life becomes simpler, everything is clearer, and you’re happier, healthier and richer. You know what you have to do. The purpose becomes the north star to guide you. My purpose is to create value.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber?  More

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    Why U.A.W. President Shawn Fain Has Taken a Hard Line

    Shawn Fain owes his rise within the United Automobile Workers to a group determined to make the union far more confrontational toward automakers.When Shawn Fain sought the presidency of the United Automobile Workers union last year, he ran on a platform that promised: “No corruption. No concessions. No tiers.”That pledge encapsulated many members’ frustrations with years of union scandal and concessions to the three big Detroit automakers, including the creation of a lower tier of wages for newer employees. The platform helped propel Mr. Fain to the top job — where he has led a mounting wave of walkouts in recent weeks to demand more favorable contract terms.But the platform largely predated Mr. Fain’s candidacy. It was devised by a group called Unite All Workers for Democracy, which was officially formed in 2020 as a caucus — essentially, a political party within the union.The group set out to topple the ruling party, known as the Administration Caucus, which had run the union for more than 70 years. In 2022, Unite All Workers hashed out its party line, recruited candidates and ramped up a campaign operation to elect them.When the dust settled, the slate had won half the seats on the union’s 14-member executive board, with Mr. Fain, previously a union staff member, as president. Unite All Workers’ role helps explain why the union has taken such a hard line with the automakers.“We had a platform we ran on, and we’re trying to push that platform forward,” said Scott Houldieson, a founder of the group and a longtime Ford Motor worker in Chicago. “Shawn has been really upfront about what we’re trying to accomplish.”The first fruits of that approach may have emerged Wednesday, when negotiators for the union and Ford agreed on terms for a new four-year contract, including a wage increase of roughly 25 percent over the four years, according to the union.“We hit the companies to maximum effect,” Mr. Fain said in a Facebook livestream. The deal is subject to ratification by the company’s union workers.Since at least the 1980s, U.A.W. members have formed groups to challenge the union’s top officials, or at least prod them to be more confrontational with automakers. The efforts took on added urgency in 2007, when the union accepted tiers as a way to stabilize the automakers’ financial footing. (General Motors and Chrysler later filed for bankruptcy anyway; Ford avoided it.)Scott Houldieson, a founder of United Auto Workers for Democracy, said, “We had a platform we ran on, and we’re trying to push that platform forward.”Jamie Kelter Davis for The New York TimesBut the Administration Caucus always held a trump card: The union leadership wasn’t elected directly by members. Rather, future leaders were effectively chosen by existing leaders, then approved by delegates to a convention every four years.That changed after a corruption scandal in which two recent U.A.W. presidents were charged with embezzlement in 2020. As part of a consent decree with the federal government, members voted in a referendum on whether to directly elect union leaders. Unite All Workers, which was pressing for the change, waged an all-out campaign to persuade union members to support “one member one vote.”When the initiative passed by nearly a two-to-one ratio, Unite All Workers, whose members paid an annual fee, was poised to become a kingmaker of sorts in the union’s 2022 elections. The group had a budget of over $100,000, two full-time staff members and hundreds of volunteer organizers.“It was obvious that we could use the same infrastructure” of staff and volunteers to compete in the election, said Mike Cannon, a retired U.A.W. member who serves on the Unite All Workers steering committee. “The only question at that point was, were we going to have any candidates?”Unite All Workers announced that anyone who wanted to join its campaign slate would have to fill out a detailed questionnaire and attend at least one meeting with its members.The group wanted to ensure that the candidates it backed were committed to running the union with extensive input from rank-and-file members, and to driving a much harder bargain with employers. It wanted an end to wage tiers, which it said divided and demoralized workers, and a focus on organizing new members, especially among electric vehicle and battery workers.Among those responding to the call was Mr. Fain, then a staff member in the union division responsible for Stellantis, the parent of Chrysler, Jeep and Ram. During his interview process, Mr. Fain explained how, as a local official in Indiana in 2007, he had helped lead opposition to the two-tier wage structure the union had agreed to, and how he had argued for more favorable contract terms after joining the headquarters staff.Some members of the group were skeptical that an employee of the old guard could be a reformer. But other U.A.W. dissidents vouched for him. “I knew the claims were legit,” said Martha Grevatt, a longtime Chrysler employee on the steering committee of Unite All Workers.Martha Grevatt said she had found Mr. Fain’s pledges to shake up the union “legit” even though he had been a staff member under the previous leadership.Daniel Lozada for The New York TimesThe group backed Mr. Fain and six other candidates for the union’s 14-member executive board, and all seven won.As president, Mr. Fain has appointed critics of the former leadership as his top aides, including one who served on the Unite All Workers steering committee. Board members, including Mr. Fain, have attended some of the group’s monthly membership meetings and taken part in one of its WhatsApp chats.Many of the group’s priorities became demands in the union’s contract negotiations, and Mr. Fain has indicated that he hopes to use momentum from the strike to organize nonunion companies like Tesla and Honda, a key objective of Unite All Workers.But for all the connections between the group and the union leadership, they are not one and the same.Some board members who ran on the Unite All Workers slate have at times taken positions in tension with the group’s priorities. In recent weeks, Margaret Mock, the union’s second-ranking official, has expressed concern to fellow board members about the walkout’s cost to the union’s budget. At a special board meeting last week, she offered a proposal intended to scale back spending on organizing during the strike, according to two people familiar with the meeting. The board set aside the proposal; Ms. Mock did not respond to a request for comment.For its part, Unite All Workers considers itself accountable to rank-and-file members, not an extension of the leaders it helped elect. On a tentative deal with any of the three large automakers, Unite All Workers plans to appoint a task force to provide an assessment of the proposal to the union’s members. The group’s members will then decide whether to support it.“I would say it’s not automatic that the caucus endorses” an agreement, said Andrew Bergman, who serves on the Unite All Workers steering committee.Still, as a practical matter, the group is highly unlikely to oppose an agreement, since Mr. Fain has forcefully pressed for its core priorities.“For years, we’ve been playing defense at every step, and we’ve been losing,” Mr. Fain said in a video streamed online on Friday, explaining why the strike would continue. “When we vote on a tentative agreement, it will be because your leadership and your council thinks we’ve gotten absolutely every dollar we can.” This week, the union expanded the strike to the largest U.S. factories at Stellantis and General Motors.The approach has raised concerns among employers and business groups. John Drake, a vice president at the U.S. Chamber of Commerce, said that the Detroit automakers could struggle to remain competitive after the strike, and that Mr. Fain appeared to be overreaching in extracting concessions.“It feels like there’s not really a strategy here,” Mr. Drake said. “It’s like pain is the goal.”Mr. Fain has indicated that he hopes to use momentum from the strike to organize nonunion companies like Tesla and Honda, a key objective of the insurgent group that endorsed his candidacy.Jamie Kelter Davis for The New York TimesThe best analogy for Unite All Workers may be to a group called Brand New Congress, created by supporters of Senator Bernie Sanders, the progressive Vermont independent, to help elect congressional candidates beginning in 2018.Not long after the 2016 presidential election, Brand New Congress urged an obscure New York bartender and activist named Alexandria Ocasio-Cortez to challenge a longtime incumbent in a Democratic congressional primary. A sister group provided her with training and campaign infrastructure. After she won, two people involved with the groups joined her staff.Ms. Ocasio-Cortez has since become far more prominent than those early backers, and in principle she could take positions at odds with their progressive stands. But in practice, it’s unlikely. The worldview is embedded in her political identity.Mr. Fain’s story is similar: a once-obscure progressive who was catapulted to a position of power by a group of insurgents and was determined to enact their shared principles once he got there. Except that, in backing him and his colleagues, Unite All Workers helped win not just a few legislative seats, but the reins of an entire union.After Vail Kohnert-Yount, a Unite All Workers steering committee member, seconded Mr. Fain’s nomination for president at the union’s convention last year, he spoke to her about relying on government assistance as a new parent decades ago.“I remember thinking this guy has not forgotten where he came from — he’s very much stayed that person,” Ms. Kohnert-Yount said. “We did our best to endorse a candidate we believed in.” More