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    Transportation Department to Investigate Delta After Flight Delays

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    Pete Buttigieg, the transportation secretary, made the announcement after the airline suspended travel for unaccompanied minors.Transportation Secretary Pete Buttigieg said on Tuesday that his department had opened an investigation into Delta Air Lines after the tech outage last week disrupted flights worldwide, and the agency wanted to hear from travelers who said that the airline had not complied with passenger protection requirements.The aim of the investigation is to “ensure the airline is following the law and taking care of its passengers during continued widespread disruptions,” Mr. Buttigieg said in a statement.“All airline passengers have the right to be treated fairly,” he added.The Transportation Department has consumer protection requirements that cover lost baggage, lengthy tarmac delays, compensation for being bumped from an overbooked flight and other protections.Passengers should try to resolve their travel issues directly with Delta, Mr. Buttigieg said, but the department wanted to hear from those who thought the airline “has not complied” with the protection requirements during the recent travel disruptions. His announcement included a link to a form for passengers to provide information about their concerns.Secretary of Transportation Pete Buttigieg said his agency wanted to hear from travelers who believed Delta Air Lines had not complied with federal protection requirements.Alex Welsh for The New York TimesDelta barred children under age 18 from traveling without a guardian as it struggled to recover from the global technology outage on Friday, which crippled Microsoft systems, hobbling train networks, disrupting hospitals and forcing airlines around the world to ground flights.The airline initially suspended travel for unaccompanied minors until Sunday, but then it extended the suspension through Tuesday. “Those already booked will not be able to travel,” Delta’s website said. “Please do not book new travel for unaccompanied minors during this time.”Delta has been the slowest U.S. airline to restore its operations, canceling more than 1,000 flights each day from Friday to Monday. Another 445 had been canceled as of 11 a.m. on Tuesday, according to the flight tracking website FlightAware. Some families said they had not been notified of the change until their children were turned away at the airline counter at the airport. More

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      All New U.S. Cars Must Carry Automatic Brakes by 2029

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      The technology is already sold on most vehicles, but a new federal safety regulation raises the standards. Starting in 2029, a new federal safety regulation will require all new cars and trucks in the United States to be sold with automatic emergency braking — sensors that hit the brakes to avoid a collision if the driver does not.The new rule, which was made final on Monday, imposes more stringent requirements than the automatic emergency braking technology now sold on most vehicles, and even goes past the point of present technological feasibility, automakers said. The National Highway Traffic Safety Administration set a September 2029 date for compliance, saying it was confident that the systems would be ready by then.Under the standards, outlined in a 317-page document, all “light vehicles,” which include cars, large pickup trucks and sport utility vehicles, will have to be able to automatically hit their brakes to avoid hitting another vehicle at speeds of up to 62 miles per hour. The system will also have to at least begin to apply the brakes at speeds up to 90 m.p.h. if a collision is imminent. That’s higher than the maximum U.S. speed limit of 85 m.p.h. The system will have to detect pedestrians, too.The new rule is meant to address the steady climb of traffic deaths in recent years, according to officials.NHTSAThe rules are necessary because of steadily climbing traffic deaths in recent years, Biden administration officials argued. “The new vehicle safety standards we finalized today will save hundreds of lives and prevent tens of thousands of injuries every year,” Transportation Secretary Pete Buttigieg said in a statement.An estimated 41,000 people were killed in automobile accidents in the United States in 2023.Automatic braking systems are a relatively new feature, and regulators and carmakers alike agree that they have already helped save lives. Introduced in 2011, they typically use cameras, radar or both to identify other vehicles, pedestrians or obstacles in front of a car.They usually alert the driver if a collision is possible, then force the application of the brakes if needed.Carmakers have said they needed no prodding to adopt the systems, pointing out that, in 2016, they voluntarily agreed to make the technology standard in all new cars and trucks. About 90 percent of new vehicles on sale now have some form of automatic emergency braking.Regulators said on Monday that carmakers had expressed concern about “taking away the driver’s authority” at high speeds.The industry’s main lobbying group, the Alliance for Automotive Innovation, “viewed the expectation that manufacturers are capable of providing undefined levels of avoidance at all speeds as neither practicable nor reasonable,” regulators said.The Biden administration estimated the rule’s cost at an average of $23 per vehicle. More

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      Transportation Dept. and State Attorneys General Will Look Into Airline Complaints

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      Transportation Secretary Pete Buttigieg announced a new partnership with more than a dozen state attorneys general that aims to improve protections for air travelers.Transportation Secretary Pete Buttigieg on Tuesday announced a new partnership with more than a dozen state attorneys general to investigate consumer complaints against airlines.The partnership sets up a process for state attorney general’s offices to review complaints from travelers and then pass the baton to the federal Transportation Department, which could take enforcement action against airlines.“The support that’s being offered by state attorney general’s offices means that our capacity to protect airline passengers is expanding,” Mr. Buttigieg said at Denver International Airport, where he appeared with Colorado’s attorney general, Phil Weiser, a Democrat who is among those joining the partnership.The federal-state initiative is Mr. Buttigieg’s latest step aimed at improving protections for air travelers and ensuring that airlines are held accountable when they err. The Transportation Department has issued more than $164 million in penalties against airlines during his tenure, according to the agency. Mr. Buttigieg has also pressed airlines to seat children with their parents for free and to improve the services they offer to travelers who experience lengthy delays or cancellations.The Transportation Department said attorneys general from 15 states — California, Colorado, Connecticut, Illinois, Maine, Maryland, Michigan, Nevada, New Hampshire, New York, North Carolina, Oklahoma, Pennsylvania, Rhode Island and Wisconsin — had signed agreements to be part of the partnership.The attorneys general from the District of Columbia, the Northern Mariana Islands and the U.S. Virgin Islands also have joined, the department said, bringing the total number involved to 18. Of those, 16 are Democrats and two are Republicans.Under federal law, states are generally barred from enforcing their own consumer protection laws against airlines. State attorneys general have pushed for federal legislation that would empower them to take action against airlines, just as they can against companies in other industries.The new partnership does not grant them that power. Instead, their offices would investigate complaints from travelers, and if they determine that federal consumer protection rules may have been violated, they could refer the matter to the Transportation Department under a fast-track process. The federal agency would then review the complaint and could take enforcement action.“The ideal world would be one where states are given formal authority to enforce consumer protection law alongside the Department of Transportation,” Mr. Weiser said. “Congress has failed to act on that thus far, but we are not waiting for action.”In a statement, Airlines for America, a trade group representing the country’s largest air carriers, said it regularly worked with the Transportation Department and state attorneys general to improve the flying experience for travelers.“We appreciate the role of state attorneys general and their work on behalf of consumers,” the group said, adding that it looked forward to continuing to work with them. More

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      Buttigieg Calls on Congress for More Money to Collapsed Baltimore Bridge

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      Mr. Buttigieg, the transportation secretary, was joined by the Baltimore mayor and Maryland governor in describing the collapse as a matter of national importance.Transportation Secretary Pete Buttigieg and Maryland Democrats on Sunday urged Congress to authorize additional federal dollars needed to rebuild the Francis Scott Key Bridge in Baltimore after it collapsed last week.“I hope and expect this, too, will be a bipartisan priority,” Mr. Buttigieg said on CBS News’s “Face the Nation.” He cited the case of a Minnesota bridge whose $250 million reconstruction plan was approved by Congress in a unanimous vote two days after its collapse in August 2007, and added that “the pitch is, your district could be next, and this has historically been bipartisan.”The Department of Transportation announced on Thursday that it had allocated $60 million in emergency federal highway funding toward rebuilding the bridge. That initial batch of money, which the department called “a down payment,” is unlikely to cover the full cost of construction that experts say could require hundreds of millions of dollars.The push for additional federal funding reflects officials’ belief that a prolonged disruption to the Port of Baltimore would cause ripple effects across the U.S. economy. The harbor has one of the largest facilities in the nation for wheeled cargo such as cars and trucks, and it serves as a key logistics hub for the auto industry for both imports and exports.“People have to remember: This is not a Baltimore catastrophe, not a Maryland catastrophe. This is a national economic catastrophe,” Gov. Wes Moore of Maryland, a Democrat, said on Sunday on CNN’s “State of the Union.” “We need to make sure we’re actually moving quickly to get the American economy going again because the Port of Baltimore is instrumental in our larger economic growth.”Mayor Brandon Scott of Baltimore, also a Democrat, echoed Mr. Moore’s argument that the bridge collapse — which has shut down the harbor — is not a local tragedy but a choke on the U.S. economy.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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      Norfolk Southern Agrees to Try Out Federal Safety Reporting Program

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      The company, which operated the train that derailed in East Palestine, Ohio, is the first major freight railroad to join a federal program that allows workers to report safety issues.Norfolk Southern, the operator of the freight train carrying toxic chemicals that derailed in East Palestine, Ohio, nearly a year ago, has agreed to participate in a federal program that allows employees to report safety issues confidentially, the company and federal officials announced on Monday.In the aftermath of the derailment, Transportation Secretary Pete Buttigieg called on Norfolk Southern and the nation’s other major freight railroads to join the program, one of a series of steps he urged them to take to improve safety.The railroads committed in March to participating, but in the months that followed, they pushed for changes to the program to address concerns about how it functions. None of the largest freight rail companies, known as Class I railroads, had officially agreed to join until the announcement on Monday.Norfolk Southern’s participation in the program, known as the Confidential Close Call Reporting System, or C3RS, will be limited in scope. The railroad will carry out a one-year pilot program that will apply to about 1,000 employees in Atlanta; Elkhart, Ind.; and Roanoke, Va., who are members of two unions, a small fraction of the company’s work force of roughly 20,000 people.“Norfolk Southern has taken a good first step, and it’s time for the other Class I railroads to back up their talk with action and make good on their promises to join this close call reporting system and keep America’s rail network safe,” Mr. Buttigieg said in a statement.Alan H. Shaw, the chief executive of Norfolk Southern, said in a statement that the company was “committed to setting the gold standard for rail safety, and we are proud to be the first Class I railroad to deliver on our promise to co-develop and launch a C3RS program.”The federal program, which is modeled after a similar one for pilots and other aviation personnel, allows railroad employees to report safety issues without worrying about potential discipline. But the freight rail companies raised concerns that workers might be able to take advantage of the program as a way to shield themselves from punishment after making dangerous mistakes.The Association of American Railroads, an industry group, said on Monday that the other major freight rail companies were still committed to joining the program.“This commitment remains unchanged,” said Jessica Kahanek, a spokeswoman for the group. She added, “A.A.R. and its member railroads collectively and individually have engaged in good-faith conversations with the administration and rail labor about strengthening the program.” More

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      This Is Not How Pete Buttigieg Wanted to Visit Ohio

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      Gail Collins: Bret, Democratic strategists are worried about hanging on to support in the working class. The good news, from my perspective, is that it looks like the big problem is economic concerns, not cultural ones.Saying that’s good news because the Biden administration can respond to those worries by pointing to a ton of effort to create jobs and fight inflation.Guessing you may, um, disagree?Bret Stephens: In the immortal words of the “Airplane” sequel: “Just a tad.”The big problem for Democrats is that their economic message — that happy times are here again — isn’t landing in the places where they need to win, particularly factory towns where elections in states like Wisconsin or Ohio are sometimes decided. Inflation is still too high and probably means the Fed will continue to raise interest rates. Unemployment is low in part because so many people have dropped out of the labor force. Years of lax border control creates a perception that cheap immigrant labor will further undercut working-class wages. And a lot of the projects that President Biden’s spending bills are supposed to fund will take years to get off the ground because there’s rarely such a thing as a “shovel-ready” project.Gail: Yeah, gearing up for a big construction effort does take time. But people who’ve suffered with terrible transportation problems for years do know the shovels are coming. Like the bridge project over the Ohio River that Democrats in Cincinnati have joined hands with Mitch McConnell to celebrate.Bret: The other problem for Democrats is that if they aren’t winning the messaging battle when it comes to the economy, they are losing it badly when it comes to cultural issues. You and I often rue the collapse of the moderate wing of the G.O.P. that was occasionally willing to break with right-wing orthodoxies, but Democrats could also do more to embrace candidates who depart from progressive orthodoxies on issues like guns, immigration, school choice, trans issues and so on.Gail: “Depart from progressive orthodoxies” is a nice way of saying “embrace the bad.” I appreciate that it would be strategic for some purple-state Democrats to take moderate positions on guns, immigration, etc. But I’m not gonna be applauding somebody who, for instance, votes against an assault weapon ban.Bret: You’re reminding me of the story, probably apocryphal, of the supporter who told Adlai Stevenson, during one of his presidential runs in the 1950s, that “Every thinking person in America will be voting for you.”“I’m afraid that won’t do,” he supposedly replied. “I need a majority.”Gail: Let’s go back to infrastructure for a minute. Big story about that train wreck in Ohio. Do you agree with me that the whole thing is the fault of Republicans caving in to pressure from the rail industry to loosen regulations?Bret: Er, no. I read recently that there were more than 1,000 train derailments last year, which averages out to more than two a day, and that there’s been a 60 percent decline in railroad safety incidents since 1990. Accidents happen. When they do, they shouldn’t become a partisan issue.Gail: When major accidents happen in an industry that’s both necessarily regulated and greatly lobbied over, it should be a call for investigation.And while we’re on this subject, please let’s talk about our transportation secretary, Pete Buttigieg ….Bret: So, to illustrate my point, I’m not going to raise an accusing finger at him. Not even remotely his fault, even if Republicans are trying hard to pin him with the blame. Although, for someone with presidential aspirations, he didn’t exactly help himself by showing up a day after Donald Trump did.Gail: Sort of embarrassed that while I was trying to ponder rail regulation, my thoughts kept drifting off to Buttigieg the possible presidential candidate.He’s one of the guys we always mention when we talk about who might be nominated if Biden doesn’t go for a second term. But Buttigieg’s performance in Ohio was definitely not the work of a guy who knows how to run for that job.Steve McCurry/Magnum PhotosBret: Switching subjects again, we should talk about the legacy of President Jimmy Carter. I was a 7-year-old child living in Mexico City when he left office, so your recollections of him are much more valuable and interesting than mine.Gail: I distinctly remember bemoaning the energy shortage that left drivers waiting in long lines at the gas stations, but that’s hardly an insider’s story.Bret: Those lines put last year’s spike in gas prices in perspective.Gail: And every Democrat worried about Carter’s minimal talent for communication. He made a big TV appearance to promote energy conservation, wearing a sweater and sitting next to a fire, looking more silly than inspiring.Now, when I recall some of the stuff he did — environmental protection, promoting diversity, negotiating a peace agreement between Israel and Egypt — I appreciate him a lot more.Bret: Airline deregulation, too. Made air travel affordable to middle-class America for the first time. And he had the guts to nominate Paul Volcker to the Federal Reserve in 1979 to jack up interest rates and finally tame inflation, even though it would help cost him his presidency the next year.Gail: But the biggest thing he’s leaving us, Bret, is the story of his post-presidency. Campaigning endlessly for human rights, fair voting around the world and housing for the poor. Rather than holding press conferences to make his point, he’d swing a hammer with the crew at low-income housing construction sites.If high-ranking politicians see retirement from their top jobs as just a path to giving big-money speeches and writing the occasional memoir, they set a bad example for every older American. Carter showed how the later stages of life can actually be the richest and most rewarding.Bret: There’s a lot about Carter’s policy views that didn’t square with my own, and his persona sometimes struck me as … immodestly modest. But he was a unique figure in American political life, and he single-handedly disproved F. Scott Fitzgerald’s contention about there being no second acts in American lives.Gail: Not to mention third acts!Bret: He also showed how much more valuable a purpose- and values-driven life can be than one consumed by the culture of celebrity, wealth and pleasure — something that seriously tarnished the post-presidential legacy of a certain Southern Democrat who succeeded him, to say nothing of an even more saturnalian Republican president.Totally different topic, Gail, but I want to recommend our colleague Michelle Goldberg’s terrific column on the terrible mental-health effects of social media, particularly for teenagers. She mentions a proposal by Senator Josh Hawley of Missouri to totally ban social media for kids under 16. It’s one to which, as a father of three teenagers, I’m pretty sympathetic. Your thoughts?Gail: I read Michelle’s great piece and remembered how paranoid I was as a teenager when I thought two of my friends might be talking about me on the phone after school. Can’t imagine how I’d have felt if they had the capacity to do it as a group, while they were supposed to be studying after dinner. With a transcript available to the entire class later in the evening.Bret: Not only frequently abusive but also addictive. Someone once said that there are only two industries that speak of their customers as “users” — drug dealers and social-media companies.Gail: Just saying that kids can’t use social media sounds very attractive. But somehow I have my doubts it’ll work. Wonder if the more likely outcome might be a system the more sophisticated kids could use while the poorer, or less technologically cool ones, got sidelined.Am I being overly paranoid?Bret: No ban works perfectly. But if we were able to more or less end teenage cigarette smoking over the last 20 years, it shouldn’t be out of the question to try to do the same with social-media use. I can’t imagine that it’s beyond the technological reach of a company like Apple to write some code that stops social-media apps from being downloaded to phones whose primary users they know are under the age of 16.Gail: Well, happy to insist they do that. Even if they don’t know how, it’d increase pressure for them to find a way.Bret: I would welcome it, and I suspect most teenagers would, too. It’s hard enough being 14 or 15 without needing to panic about some embarrassing Instagram pic or discovering too late that something stupid or awful you wrote on Facebook or Twitter at 16 comes back to haunt you at 20.Gail: Hey, it’s traumatic enough being haunted by what I said last month.Bret: Or last week.As columnists, we volunteered to have a paper trail for our critics to pick through. We owe it to the kids to shield them from creating public records of their own indiscretions and idiocies. Life will come roaring at them soon enough. I say no social media till they’re old enough to vote, smoke and maybe even buy a drink. Full-frontal stupidity should be left to the grown-ups — like us!The Times is committed to publishing a diversity of letters to the editor. We’d like to hear what you think about this or any of our articles. Here are some tips. And here’s our email: letters@nytimes.com.Follow The New York Times Opinion section on Facebook, Twitter (@NYTopinion) and Instagram. More

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      What’s In (and Not In) the $1.7 Trillion Spending Bill

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      A big boost for the military, more aid for Ukraine, a preference for the lobster industry over whales and an overhaul of the Electoral Count Act are among the provisions in the 4,155-page bill lawmakers expect to pass this week.WASHINGTON — Billions of dollars in emergency aid to war-torn Ukraine and communities ravaged by natural disasters. A bipartisan proposal to overhaul the archaic law at the heart of former President Donald J. Trump’s effort to overturn the 2020 election. And a divisive oceanic policy that will change federal protections for whales in an effort to protect the lobster industry in Maine.In compiling the roughly $1.7 trillion catchall spending package that will keep the government open through September, lawmakers inserted several new funding and legislative proposals to ensure their priorities and policies become law before the end of the year.It includes funding that will guarantee the enactment of policies first authorized in bipartisan legislation approved earlier in this Congress, including money for innovation hubs established in the semiconductor manufacturing law and projects in the infrastructure law. The package also includes a round of earmarks, rebranded as community project funding, that allow lawmakers to redirect funds to specific projects in their states and districts.Here is a look at some of the provisions that would go into effect if enacted.Military spending is the big winner.The Defense Department would see an extraordinary surge in spending when adding its regular 2023 fiscal year budget together with additional funds being allocated to help respond to the war in Ukraine.All together, half of the $1.7 trillion in funding included in the package goes to defense, or a total of $858 billion. It comes after lawmakers bucked a request from President Biden and approved a substantial increase in the annual defense policy bill passed this month.The 2023 budget just for the Defense Department would total $797.6 billion in discretionary spending — a 10 percent increase over last year’s budget — representing an extra $69.3 billion in funds for the Pentagon, which is $36.1 billion above the president’s budget request.Sprinkled throughout the spending bill are hundreds of high-ticket add-ons that Congress wants to make to the president’s original Defense Department budget, such as an additional $17.2 billion for procurement that the Pentagon can largely distribute to military contractors to buy new ships, airplanes, missile systems and other equipment. The overall Pentagon procurement budget with these additional funds would be $162 billion.One of the biggest chunks of that extra money is for shipbuilding — an extra $4 billion that brings the Navy’s overall shipbuilding budget to $31.96 billion. That will allow it to buy 11 new ships, including three guided missile destroyers and two attack submarines.But that is just the start. There is $8.5 billion to buy 61 F-35 fighter jets made by Lockheed Martin and another $2.5 billion to buy 15 of Boeing’s new aerial refueling planes known as KC-46 tankers.There is also an extra $27.9 billion to help cover Defense Department costs associated with the war in Ukraine, as part of an emergency aid package to the country. That includes an extra $11.88 billion to replenish U.S. stocks of equipment sent to Ukraine — money that again will largely be used to purchase products from military contractors. That supplemental appropriation also includes $9 billion to assist Ukraine with training, equipment and weapons, as well as an extra $6.98 billion to cover U.S. military operations in Europe.— Eric Lipton and John IsmayMaking it easier (for some) to save for retirement.The package also includes a collection of new rules aimed at helping Americans save for retirement. The bill would require employers to automatically enroll eligible employees in their 401(k) and 403(b) plans, setting aside at least 3 percent, but no more than 10 percent, of their paychecks. Contributions would be increased by one percentage point each year thereafter, until it reaches at least 10 percent (but not more than 15 percent). But this applies only to new employer-provided plans that are started in 2025 and later — existing plans are exempt.Another provision would help lower- and middle-income earners saving for retirement by making changes to an existing tax credit, called the saver’s credit, now available only to those who owe taxes. In its new form, it would amount to a matching contribution, from the federal government, deposited into taxpayers’ retirement accounts.People struggling with student debt would also receive a new perk: Employees making student debt payments would qualify for employer matching contributions in their workplace retirement plan, even if they were not making plan contributions of their own.What to Know About Congress’s Lame-Duck SessionCard 1 of 5A productive stretch. More

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      Watchdogs Appointed by Trump Pose Dilemma for Biden

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      AdvertisementContinue reading the main storySupported byContinue reading the main storyWatchdogs Appointed by Trump Pose Dilemma for BidenRemoving inspectors general installed by the former president under a political cloud could have the consequence of further eroding good-government norms.Only one Democrat in the Senate voted to confirm Brian D. Miller, who had been a White House lawyer for President Donald J. Trump, as an inspector general hunting for abuses in pandemic spending.Credit…Pool photo by Salwan GeorgesFeb. 1, 2021Updated 8:08 p.m. ETWASHINGTON — Even as the Biden administration has moved aggressively to undo Donald J. Trump’s policies and dislodge his loyalists from positions on boards and civil-service jobs, it has hesitated on a related choice: whether to remove two inspectors general appointed by Mr. Trump under a storm of partisan controversy.At issue is whether the new administration will keep Eric Soskin, who was confirmed as the Transportation Department’s inspector general in December, and Brian D. Miller, a former Trump White House lawyer who was named earlier in 2020 to hunt for abuses in pandemic spending.Both were confirmed over intense Democratic opposition after Mr. Trump fired or demoted a number of inspectors general last year, saying he had been treated “very unfairly” by them.By ousting or sidelining inspectors general who were seen as investigating his administration aggressively, Mr. Trump set off a partisan backlash that undercut a tradition under which nearly all inspectors general since Congress created the independent anti-corruption watchdog positions in 1978 were confirmed unanimously or by voice vote without recorded opposition.The Biden team wants to repair what it sees as damage to the government wrought by Mr. Trump through his many violations of norms. It also wants to restore and reinforce those norms, according to people briefed on its internal deliberations about inspectors general dating back to the campaign and transition.But in the case of inspectors general like Mr. Soskin, those two goals are seen as conflicting, those people said. To remove him would itself be another violation of the norm of respecting such officials’ independence and not firing them without a specific cause, like misconduct.“It’s very possible — and it would be a real mistake — for the Biden people to remove those I.G.’s because they were appointed by Trump,” said Danielle Brian, the executive director of the Project on Government Oversight, a government watchdog group. “That would be essentially exacerbating the problems he created in the first place.”Ms. Brian in December was one of the few outside observers to call attention to a little-noticed push by Senator Mitch McConnell of Kentucky, then the majority leader, to get Mr. Soskin confirmed as the Transportation Department inspector general. The 48-to-47 vote to confirm Mr. Soskin made him the first such official to take office on a purely party-line clash.The office Mr. Soskin now controls has been investigating whether Mr. Trump’s Transportation secretary, Elaine Chao, improperly steered grants to Kentucky as her husband, Mr. McConnell, was seeking re-election there. During the lame-duck session, Mr. McConnell used his power to prioritize getting Mr. Soskin confirmed over four other inspector general nominees who had been waiting for floor votes longer, raising the question of why he was trying to ensure that a Republican appointee would control that post even after Mr. Biden took office.“Hmm why would Majority Leader McConnell be pushing this nomination for Dept of Transportation IG today?” Ms. Brian wrote on Twitter on Dec. 18, a day after he filed a so-called cloture motion to end debate and hold an up-or-down vote on Mr. Soskin. “Perhaps it has something to do with the allegation of wrongdoing that office is reportedly handling against his wife, the Sec of Transportation?”Elaine Chao, then the transportation secretary, and her husband, Senator Mitch McConnell, in the Capitol last month.Credit…Stefani Reynolds for The New York TimesMr. McConnell had on the same day also filed a cloture motion for a second inspector nominee, but not enough Republicans were in town when the clotures votes were held on Dec. 19 to constitute a majority, and both votes to end debate failed. He then successfully tried again for Mr. Soskin on Dec. 21 and got him confirmed, while abandoning the other nominee without explanation.Earlier in the year, only one Democrat voted to confirm Mr. Miller, who had worked in the Trump White House, with others rejecting him on the grounds that he was seen as too close to the Trump administration to aggressively hunt for waste or fraud in pandemic spending during an election year.Amid competing priorities, the Biden team appears not to have reached any decision about what, if anything, to do about Mr. Soskin and Mr. Miller. In a statement, a White House spokesman, Michael Gwin, extolled the general virtue of keeping politics away from such positions.“President Biden believes strongly in the role of inspectors general in keeping government honest and protecting taxpayer dollars, and he’s committed to protecting their independent role in his administration,” Mr. Gwin said in a statement. “Any politicization of the inspector general community is highly inappropriate and has no place in government.”Scrutiny of Mr. Miller has stemmed partially from the fact that he produced scant public sign of activity in his first eight months on the job.But his office delivered a report to Congress on Monday describing some investigative work, including developing 69 leads about suspected fraud that were referred to law-enforcement partners and opening five new preliminary investigations. A person familiar with his office said he had hired 34 staff members by the end of January.“I try to be bipartisan and nonpartisan — certainly as an inspector general and in everything that I do,” Mr. Miller said in an interview.During Mr. Soskin’s confirmation hearing last summer, he also pledged to do his job impartially. Through a spokesman, he declined to comment about the status of the Chao-McConnell investigation.A spokesman for Mr. McConnell, while not directly responding to a question about whether he prioritized Mr. Soskin because of that inquiry, pointed to a 2019 statement in which Mr. McConnell had made no apology for using his position “to advance Kentucky’s priorities” after Politico reported on arrangements under Ms. Chao favoring grants to Kentucky.At a time when the Senate is narrowly divided and the Biden team is trying to get major legislation passed, ousting Mr. Soskin would most likely anger other Republicans as well — particularly Senator Charles E. Grassley of Iowa, a champion of inspectors general.Mr. Grassley scolded Mr. Trump last year over his failure to articulate a concrete reason for his removal of one such official, Michael Atkinson, who had sought to bring to Congress’s attention the whistle-blower complaint that led to Mr. Trump’s first impeachment. He also chastised President Barack Obama in 2009 for initially giving little explanation for removing the AmeriCorps inspector general.“It’s hard to imagine how President Biden could have a good reason to fire an I.G. who’s only been on the job less than a month,” Mr. Grassley said in a statement. “If he chooses to fire any I.G., he’d better have a darn good reason to do it, and he’d better notify Congress well in advance, as the law requires. If he doesn’t, he’ll get the same earful from me that Presidents Obama and Trump got.”Mr. Trump nominated Mr. Soskin in May, around the time he was moving against numerous independent inspectors general. The purge included firing some Senate-confirmed officials on the vague basis that he purportedly lacked confidence in them. He also appointed outsiders to serve as new acting heads of offices whose top positions were vacant — layering over the career deputy inspectors general who had been temporarily in control.Mr. Biden sharply criticized the purge at the time during a Yahoo News town hall and pledged to act differently.Some of the targeted officials had attracted Mr. Trump’s personal ire, such as Mr. Atkinson. Others were leading investigations that threatened Trump allies and other Republicans; he removed Steve A. Linick as the State Department’s watchdog, for example, at the request of Secretary of State Mike Pompeo, who was facing several potentially damaging investigations. (A subordinate to Mr. Pompeo later did accuse Mr. Linick of specific misconduct, but an inspector general council investigated and found that the evidence refuted his accusations.)Filling the Transportation Department inspector general post last year had political sensitivities for both Mr. Trump and Mr. McConnell, then the two most powerful Republicans in Washington. In 2019, Politico reported that the department’s longtime inspector general, Calvin L. Scovel III, was overseeing an investigation into whether the department under Ms. Chao was improperly favoring grants to Kentucky as her husband sought re-election there.In January 2020, Mr. Scovel retired for health reasons, and his deputy, Mitch Behm, took over as acting head. But in May, Mr. Trump installed a different acting head: Howard Elliott, a political appointee known as Skip who, in an unorthodox arrangement, remained subordinate to Ms. Chao. Mr. Trump also nominated Mr. Soskin, then a Justice Department lawyer, for the role.Under Mr. Elliott’s tenure, the election came and went, and the office issued no report about grants to Kentucky. Mr. McConnell won re-election, but Mr. Trump lost, meaning political appointees like Mr. Elliott were set to leave by the inauguration. Had Mr. McConnell not pushed Mr. Soskin through, the office would have reverted to Mr. Behm’s control until Mr. Biden nominated and the Senate confirmed a new inspector general.Still, Jack Goldsmith, a Harvard Law School professor who co-wrote a book proposing post-Trump reforms to government, said that no matter how well Mr. Biden might couch a justification to remove such an inspector general, it would further damage the notion that presidents ought not remove them without cause.“If Biden refrains from firing Senate-confirmed but disfavored inspectors general, that will buck up the norm of independence,” Mr. Goldsmith said. “The ostensible norm is not an actual norm if it doesn’t constrain the president in painful ways.”AdvertisementContinue reading the main story More

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      The Business Rules the Trump Administration Is Racing to Finish

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      #masthead-section-label, #masthead-bar-one { display: none }The Jobs CrisisCurrent Unemployment RateThe First Six MonthsPermanent LayoffsWhen a $600 Lifeline EndedAdvertisementContinue reading the main storySupported byContinue reading the main storyThe Business Rules the Trump Administration Is Racing to FinishFrom tariffs and trade to the status of Uber drivers, regulators are trying to install new rules or reduce regulations before President-elect Joe Biden takes over.President Trump is rushing to put into effect new economic regulations and executive orders before his term comes to a close.Credit…Erin Schaff/The New York TimesJan. 11, 2021, 3:00 a.m. ETIn the remaining days of his administration, President Trump is rushing to put into effect a raft of new regulations and executive orders that are intended to put his stamp on business, trade and the economy.Previous presidents in their final term have used the period between the election and the inauguration to take last-minute actions to extend and seal their agendas. Some of the changes are clearly aimed at making it harder, at least for a time, for the next administration to pursue its goals.Of course, President-elect Joseph R. Biden Jr. could issue new executive orders to overturn Mr. Trump’s. And Democrats in Congress, who will control the House and the Senate, could use the Congressional Review Act to quickly reverse regulatory actions from as far back as late August.Here are some of the things that Mr. Trump and his appointees have done or are trying to do before Mr. Biden’s inauguration on Jan. 20. — Peter EavisProhibiting Chinese apps and other products. Mr. Trump signed an executive order on Tuesday banning transactions with eight Chinese software applications, including Alipay. It was the latest escalation of the president’s economic war with China. Details and the start of the ban will fall to Mr. Biden, who could decide not to follow through on the idea. Separately, the Trump administration has also banned the import of some cotton from the Xinjiang region, where China has detained vast numbers of people who are members of ethnic minorities and forced them to work in fields and factories. In another move, the administration prohibited several Chinese companies, including the chip maker SMIC and the drone maker DJI, from buying American products. The administration is weighing further restrictions on China in its final days, including adding Alibaba and Tencent to a list of companies with ties to the Chinese military, a designation that would prevent Americans from investing in those businesses. — Ana SwansonDefining gig workers as contractors. The Labor Department on Wednesday released the final version of a rule that could classify millions of workers in industries like construction, cleaning and the gig economy as contractors rather than employees, another step toward endorsing the business practices of companies like Uber and Lyft. — Noam ScheiberTrimming social media’s legal shield. The Trump administration recently filed a petition asking the Federal Communications Commission to narrow its interpretation of a powerful legal shield for social media platforms like Facebook and YouTube. If the commission doesn’t act before Inauguration Day, the matter will land in the desk of whomever Mr. Biden picks to lead the agency. — David McCabeTaking the tech giants to court. The Federal Trade Commission filed an antitrust suit against Facebook in December, two months after the Justice Department sued Google. Mr. Biden’s appointees will have to decide how best to move forward with the cases. — David McCabeAdding new cryptocurrency disclosure requirements. The Treasury Department late last month proposed new reporting requirements that it said were intended to prevent money laundering for certain cryptocurrency transactions. It gave only 15 days — over the holidays — for public comment. Lawmakers and digital currency enthusiasts wrote to the Treasury secretary, Steven Mnuchin, to protest and won a short extension. But opponents of the proposed rule say the process and substance are flawed, arguing that the requirement would hinder innovation, and are likely to challenge it in court. — Ephrat LivniLimiting banks on social and environmental issues. The Office of the Comptroller of the Currency is rushing a proposed rule that would ban banks from not lending to certain kinds of businesses, like those in the fossil fuel industry, on environmental or social grounds. The regulator unveiled the proposal on Nov. 20 and limited the time it would accept comments to six weeks despite the interruptions of the holidays. — Emily FlitterOverhauling rules on banks and underserved communities. The Office of the Comptroller of the Currency is also proposing new guidelines on how banks can measure their activities to get credit for fulfilling their obligations under the Community Reinvestment Act, an anti-redlining law that forces them to do business in poor and minority communities. The agency rewrote some of the rules in May, but other regulators — the Federal Reserve and the Federal Deposit Insurance Corporation — did not sign on. — Emily FlitterInsuring “hot money” deposits. On Dec. 15, the F.D.I.C. expanded the eligibility of brokered deposits for insurance coverage. These deposits are infusions of cash into a bank in exchange for a high interest rate, but are known as “hot money” because the clients can move the deposits from bank to bank for higher returns. Critics say the change could put the insurance fund at risk. F.D.I.C. officials said the new rule was needed to “modernize” the brokered deposits system. — Emily FlitterNarrowing regulatory authority over airlines. The Department of Transportation in December authorized a rule, sought by airlines and travel agents, that limits the department’s authority over the industry by defining what constitutes an unfair and deceptive practice. Consumer groups widely opposed the rule. Airlines argued that the rule would limit regulatory overreach. And the department said the definitions it used were in line with its past practice. — Niraj ChokshiRolling back a light bulb rule. The Department of Energy has moved to block a rule that would phase out incandescent light bulbs, which people and businesses have increasingly been replacing with much more efficient LED and compact fluorescent bulbs. The energy secretary, Dan Brouillette, a former auto industry lobbyist, said in December that the Trump administration did not want to limit consumer choice. The rule had been slated to go into effect on Jan. 1 and was required by a law passed in 2007. — Ivan PennAdvertisementContinue reading the main story More