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WASHINGTON (AP) — American Airlines briefly grounded flights nationwide Tuesday because of a technical problem just as the Christmas travel season kicked into overdrive and winter weather threatened more potential problems for those planning to fly or drive. Government regulators cleared American flights to get airborne about an hour after the Federal Aviation Administration ordered a national ground stop for the airline. The order, which prevented planes from taking off, was issued at the airline's request after it experienced trouble with its flight operating system, or FOS. The airline blamed technology from one of its vendors. As a result, flights were delayed across American’s major hubs, with only 37% of the airline's 3,901 domestic and international flights leaving on time, according to Cirium, an aviation analytics company. Nineteen flights were canceled. Dennis Tajer, a spokesperson for the Allied Pilots Association, a union representing American Airlines pilots, said the airline told pilots at 7 a.m. Eastern that there was an outage affecting the FOS system. It handles different types of airline operations, including dispatch, flight planning, passenger boarding, as well as an airplane's weight and balance data, he said. Some components of FOS have gone down in the past, but a systemwide outage is rare, Tajer said. Hours after the ground stop was lifted, Tajer said the union had not heard about any “chaos out there beyond just the normal heavy travel day.” He said officials were watching for any cascading effects, such as staffing problems. On social media, however, customers expressed frustrations about delays that caused them or their family members to miss connecting flights. One person asked if American planned to hold flights for passengers to make connections, while others complained about the lack of assistance they said they received from the airline or gate agents. Cirium noted that the vast majority of flights were departing within two hours of their scheduled departure time. A similar percentage — 36% — were arriving at their destinations as scheduled. Dallas-Fort Worth, New York’s Kennedy Airport and Charlotte, North Carolina, saw the greatest number of delays, Cirium said. Washington, Chicago and Miami experienced considerably fewer delays. Meanwhile, the flight-tracking site FlightAware reported that 4,058 flights entering or leaving the U.S., or serving domestic destinations, were delayed, with 76 flights canceled. The site had not posted any American Airlines flights on Tuesday morning, but showed in the afternoon that 961 American flights were delayed. Amid the travel problems, significant rain and snow were expected in the Pacific Northwest at least into Christmas Day. Showers and thunderstorms were developing in the South. Freezing rain was reported in the Mid-Atlantic region near Baltimore and Washington, and snow fell in New York. Because the holiday travel period lasts weeks, airports and airlines typically have smaller peak days than they do during the rush around Thanksgiving, but the grind of one hectic day followed by another takes a toll on flight crews. And any hiccups — a winter storm or a computer outage — can snowball into massive disruptions. That is how Southwest Airlines stranded 2 million travelers in December 2022, and Delta Air Lines suffered a smaller but significant meltdown after a worldwide technology outage in July caused by a faulty software update from cybersecurity company CrowdStrike. Many flights during the holidays are sold out, which makes cancellations even more disruptive than during slower periods. That is especially true for smaller budget airlines that have fewer flights and fewer options for rebooking passengers. Only the largest airlines, including American, Delta and United, have “interline agreements” that let them put stranded customers on another carrier’s flights. This will be the first holiday season since a Transportation Department rule took effect that requires airlines to give customers an automatic cash refund for a canceled or significantly delayed flight. Most air travelers were already eligible for refunds, but they often had to request them. Passengers still can ask to get rebooked, which is often a better option than a refund during peak travel periods. That’s because finding a last-minute flight on another airline tends to be expensive. An American spokesperson said Tuesday was not a peak travel day for the airline — with about 2,000 fewer flights than the busiest days — so the airline had somewhat of a buffer to manage the delays. The groundings happened as millions of travelers were expected to fly over the next 10 days. The Transportation Security Administration expects to screen 40 million passengers through Jan. 2. Airlines expect to have their busiest days on Thursday, Friday and Sunday. Many flights during the holidays are sold out, which makes cancellations more disruptive than during slower periods. Even with just a brief outage, the cancellations have a cascading effect that can take days to clear up. About 90% of Americans traveling far from home over the holidays will be in cars, according to AAA. “Airline travel is just really high right now, but most people do drive to their destinations, and that is true for every holiday,” AAA spokesperson Aixa Diaz said. Gasoline prices are similar to last year. The nationwide average Thursday was $3.04 a gallon, down from $3.13 a year ago, according to AAA. Charging an electric vehicle averages just under 35 cents per per kilowatt hour, but varies by state. Transportation-data firm INRIX says travel times on the nation’s highways could be up to 30% longer than normal over the holidays, with Sunday expected to see the heaviest traffic. Boston, New York City, Seattle and Washington are the metropolitan areas primed for the greatest delays, according to the company. Associated Press writers David Koenig, Mae Anderson and Mike Pesoli contributed to this report.
Matt Gaetz says he won't return to Congress after withdrawing name for attorney general
( MENAFN - Jordan Times) BERKELEY – The New York Times famously prepares obituaries for notable individuals well in advance of their death. Now that President Joe Biden's administration is about to expire, an elegy is in order for its economic achievements, failures, and missed opportunities. The administration's achievements are self-evident, at least to the clear-eyed analyst, if not, as it appears, to the average voter. In Biden's four years, the US outperformed virtually every other advanced Economy in terms of output, employment, and productivity growth. Despite inheriting an unemployment rate of 6.3 per cent in January 2021 and an elevated level of pandemic-related uncertainty, the administration drove unemployment down to just 4 per cent in its first 12 months, where it essentially remained throughout Biden's term. Job growth among Black workers was especially impressive. Unemployment among African-Americans fell below 6 per cent, down sharply from an average of 10 per cent in the first two decades of the twenty-first century. Admittedly, Biden's inheritance also included a pandemic-stricken economy, creating ample scope for output and employment to bounce back. But the aftermath of the global financial crisis and recession of 2007-10 showed that the mere presence of economic slack is no guarantee of a macroeconomic bounce-back and sustained recovery. Biden administration officials took this lesson to heart. By boosting demand, the massive macroeconomic stimulus applied through the American Rescue Plan, the Infrastructure Investment and Jobs Act, the Inflation Reduction Act (IRA), and the CHIPS and Science Act made all the difference. With the benefit of hindsight, it will now be popular to argue that these measures made too much of a difference. They delivered a burst of inflation, which was a major factor in the electoral defeat of Biden's anointed successor, Vice President Kamala Harris. Although the Fed succeeded in bringing this post-pandemic inflation under control relatively quickly, the rise in prices at the pump and the supermarket created angst among consumers and provided an effective talking point for Donald Trump. If pandemic-era deficit spending had been curtailed more quickly, inflation would have been lower, but the recovery of output and employment would have been slower. It is not clear on balance that sentiment among consumers and workers would have improved or that the Democrats' electoral prospects would have been any better. Another cost of the Biden stimulus was the increase in federal government debt. But it is important not to exaggerate the severity of the problem. Debt in the hands of the public as a share of GDP rose from 94 per cent in 2021 to 100 per cent of GDP in 2024. Some will view this increase as modest, others will be alarmed. Either way, it does not signal an imminent debt crisis. Conventional economic models suggest that a debt increase of this magnitude will raise the real (inflation-adjusted) interest rate by at most a quarter of a percentage point, hardly Armageddon for debt-servicing costs. It is, of course, regrettable that neither the Democrats nor the Republicans have an appetite for meeting the problem of chronic deficits head-on. And Trump's promise of massive tax cuts implies even larger deficits and higher debt. But the United States still has some years to run before this problem becomes acute. US Treasury securities are still regarded as safe assets. There may come a point in the not-too-distant future when securities currently regarded as safe are re-rated as unsafe. But financial markets are not going to force the issue in 2025. Then there are Biden's industrial policies. The US Department of Commerce is on track to allocate $53 billion by the end of 2024 to proposed CHIPS private-sector investments spanning 23 projects. Taking advantage of other incentives, companies have committed to nearly $400 billion in new US semiconductor investments. The outgoing administration anticipates 115,000 new construction and manufacturing jobs as a result of these investments. Yet whether troubled companies like Intel can compete with powerhouses like the Taiwan Semiconductor Manufacturing Company (TSMC) and Samsung, even with help of these subsidies, is unclear. Foreign semiconductor firms seeking to set up in the US complain about high construction costs and inadequately trained and poorly disciplined workers. Moreover, the federal bureaucracy has a very mixed record of picking winners. Can you say“Solyndra,” the failed solar-panel company supported by Barack Obama's administration? (In fairness, the Obama administration also backed Elon Musk's Tesla early on, though Tesla's market share in the US declining.) In fact, boosting productivity and creating good jobs were not the fundamental motives for the CHIPS Act. The central motive was geopolitical: to reduce US dependence on China, and on Taiwan, over which China looms, for high-tech inputs, and more generally to ensure that the US is self-sufficient in the development and manufacture of essential high-tech products. If the CHIPS Act's subsidies do not produce the desired result, then more subsidies will follow. The ultimate objective is not higher productivity and employment, but rather national security, even if achieving it comes at a significant economic cost. On the environment, Biden's record is mixed. He has used executive orders and regulations to protect parkland, strengthen the enforcement of environmental laws, and assist communities suffering from pollution and related harms. Unable to get Congress to agree on the Green New Deal, his administration turned to consumer tax credits for electric vehicles (EVs) and energy-efficient appliances. The IRA also provides funding for investments in clean-energy technologies. But this spending is spread over ten years, and its magnitude pales in comparison with both the clean-energy investments by European governments and the scale of the global problem. Moreover, the consumer subsidies of the IRA are discriminatory. They are not extended to imported EVs and heat pumps. This brings us to the administration's record on trade and protection. Biden did not retain the worst of Trump's tariffs, but he maintained the tariffs on imports from China, and in 2024 his administration announced tariff hikes on an additional $18 billion of Chinese goods, including EVs, solar cells, batteries, steel, aluminum, and face masks. More than promoting national self-sufficiency, these measures sought to advance the specific objective of decoupling from China, reflecting the administration's view of the People's Republic as an economic and geopolitical rival. Meanwhile, Biden did nothing to advance reform of the World Trade Organisation. He continued to obstruct the appointment of judges to the WTO's Appellate Body, no doubt because those judges would have had the IRA's discriminatory subsidies squarely in their sights. For those who believe that globalisation needs all the help it can get, this record was disappointing. It was not the worst record on trade of any recent administration, but neither was it the best. A final economic policy issue is immigration, where Biden swung from liberal to restrictive, in line with the prevailing political mood. His policies ended up pleasing neither advocates nor opponents of immigration. Biden clamped down on illegal border crossings while opening legal pathways for immigrants from distressed countries like Haiti and Ukraine. But the legal status of many immigrants remains uncertain, limiting their incentive to invest in education and take other steps to contribute to the economy. One can dispute who is responsible for this failure to reform the immigration system: an administration that swung from one position to the other, or a Republican Congress that saw chaos at the border as working to its political advantage. (Personally, I opt for the latter.) But there is no disputing that the result was a signal failure. Such is Biden's economic legacy. His political legacy can be summarised more briefly: he leaves behind a hot mess. Had he withdrawn from the presidential race earlier, there might have been a good chance that his successor would maintain many of his economic-policy initiatives. Now we will see how many of those policies, if any at all, survive four years of Trump and J.D. Vance. Barry Eichengreen, Professor of Economics and Political Science at the University of California, Berkeley, is a former senior policy adviser at the International Monetary Fund. He is the author of many books, including In Defence of Public Debt (Oxford University Press, 2021). Copyright: Project Syndicate, 2024. MENAFN16122024000028011005ID1109000193 Legal Disclaimer: MENAFN provides the information “as is” without warranty of any kind. We do not accept any responsibility or liability for the accuracy, content, images, videos, licenses, completeness, legality, or reliability of the information contained in this article. If you have any complaints or copyright issues related to this article, kindly contact the provider above.
Join us live from Arizona for a Fiesta Bowl preview with Boise State, Penn State sports reportersSinn Fein ‘ignored role of 3,000 deaths in damaging community relations’
The line item on the Halton Hills council agenda seemed routine enough. Councillors were poised to look at proposed terms of reference for a new “mobility master plan,” a document that would delve into how people in this growing town would be moving around in the decades to come. It’s the kind of document municipalities regularly put together to shape future roadways, bike lanes, stoplight placement and the like. If some councillors were surprised to notice more residents showing up than usual for this particular session, they were stunned by what happened next. Constituents, including longtime neighbours, began accusing the council of laying the groundwork for a shadowy international plot. It was meant, they feared, to imprison residents within their neighbourhoods, using technology that would also enslave them in other ways. “I found language (in the proposed terms of reference) that has the potential to open the door to 15-minute ‘smart’ cities,” a woman who has lived in Georgetown for more than a half-century told the August meeting. “If this document opens up the route to 15-minute cities, every single tower, every single connection to the wireless of that tower, will harm the people of Georgetown through 5G radiation poisoning, or electromagnetic radiation, and every tower will cause harm at every minute.” The crowd applauded. (It’s worth noting here that Health Canada says, based on the available scientific evidence, “There are no health risks from exposure to the low levels of radiofrequency EMF which people are exposed to from cellphones, cellphone towers, antennas and 5G devices .”) Other deputants stepped forward. They said Halton Hills risks falling prey to the World Economic Forum, the United Nations, facial-recognition technology and checkpoints to restrict their movements between the town’s scattered communities. The 15-minute cities conspiracy theory had officially arrived in Halton Hills. Conspiratorial ruminations have jumped from online forums to local council meetings. It’s a situation that’s influencing proposals and debate over good-faith attempts to make communities less car reliant with more options for walking and biking under what’s known as the 15-minute city concept. Many politicians say they’re bewildered. Some are frustrated. But others are lining up with residents and sharing their fears. Warnings across social media channels and podcasts about a global plot to restrict freedom of movement — under the guise of measures to discourage car use, curb climate change and introduce “smart city” technologies — emerged in the wake of COVID-19 pandemic restrictions. They’ve grown ever louder since. As the U.S. under president-elect Donald Trump appears set to enter an era that mainstreams conspiracy theories about government intentions, unfounded fears over 15-minute cities are, on a much more local level, affecting the language some communities use to describe their new mobility options. Some people fear that backlash over imagined plots could begin to shape the communities themselves. Jane Fogal, a Halton Hills councillor for 27 years, said she couldn’t believe the statements at the August meeting triggered by a preliminary planning document written by town staff that doesn’t even mention the 15-minute city concept — or recommend any specific changes to the town. “It came as a big surprise, to me, the level of paranoia and distrust of those of us who are councillors,” said Fogal. She said she knew some of those questioning the aims of council and town staff to be “completely reasonable people.” “That anyone could believe that the municipal level of government that’s all about helping people — providing them with playgrounds, trails, ways to enjoy the entire town — that these people have been made to feel they can’t trust us, that we’re evil people who have a plan to contain them — it’s transformative, it’s unbelievable. “I believe that it was just Halton Hills’s turn to have a mobility master plan, that’s why it became an issue here, but I’m sure that idea of 15-minute neighbourhoods is bubbling up all over the country.” Even without communities explicitly trying to adopt a 15-minute city framework, councils have seen similar protests in other parts of the GTA, including Pickering and Aurora, other parts of Ontario from Essex County near Windsor up to Sudbury , and in other provinces. Some right-wing groups affiliated with the convoy movement give residents online templates to lobby councils against initiatives perceived to be heading down the 15-minute city path , including Toronto’s efforts to limit vehicle traffic in High Park . The Canadian Institute of Planners issued a warning last year that “misinformation” about the concept “has resulted in alarming instances of hostile behaviour and threats toward planners and public servants, disruptive conduct in consultation meetings, and the need for law enforcement interventions.” The backlash is shaping how municipalities describe their efforts to make communities more bikeable and walkable, avoiding terms that could trigger protest, while resisting calls to reject any initiatives that offer people more non-vehicle options. Efforts to curb suburban sprawl and make communities less car reliant have been largely embraced by cities around the world for decades. The planning institute notes that “most urban areas built prior to the overwhelming proliferation of cars have the structure of a 15-minute city.” Goals include convenience for residents, equity for people who can’t afford or don’t want a car, the health benefits of increased walking and biking, and carbon reduction benefits from reduced private vehicle use. Prof. Carlos Moreno, a Paris-based urbanist, coined the “15-minute city” in a 2020 talk that called for cities to be reimagined around ecology, proximity to activities, community connections and citizen participation. Moreno told the New York Times in 2023 that conspiracy theorists quickly turned him from a researcher into an evil character like Adolf Hitler or Pol Pot. “I have become, in one week, Public Enemy No. 1,” he said, adding it was unclear how to fight such unfounded allegations. “I’m not totally sure what is the best reaction — to respond, to not respond, to call a press conference, to write a press release,” he said. Academics, he said, “are relatively alone.” Although the concept did find fans among some city leaders, notably Paris Mayor Anne Hidalgo , many people previously uninterested in urban planning soon came to see it not as about mobility choice, but as an attempt to limit vehicle use, paving the road toward a future ban on vehicles. At the Halton Hills meeting, Mayor Ann Lawlor joined Fogal and other council members trying to assure residents that the mobility plan terms of reference — a framework to launch public consultation to inform future proposals — were not part of a plot to enslave them. But Coun. D’Arcy Keene questioned town staff’s use of the word “mobility” rather than “transportation” and told the crowd, to cheers: “This is just the beginning of the inevitable result — restrict people’s movement, take away their freedom of mobility.” Halton Hills Coun. D’Arcy Keene objected to a town report on mobility options that did not stress the primacy of the privately owned automobile. Keene and Coun. Joseph Racinsky questioned town staff’s proposed bullet points to help frame consultation — that the mobility plan should “encourage alternative forms of transportation such as walking, cycling and public transit” and also “reduce dependency on passenger vehicles and increase the modal share of public transit and active transportation.” Those aims, widely promoted by municipalities in recent decades, were a red flag to Keene, a first-term councillor and business owner. “Primacy of the privately owned automobile is the primary source of transportation for this community,” he told council. “That’s what is missing from this report and needs to be included.” Racinsky convinced a majority of his colleagues to erase the goals of encouraging walking and cycling, and reducing dependency on private vehicles, arguing transportation priorities should come from residents and not town staff. The mayor voted with him, but said she had no doubt the final plan would include those goals. In an interview later, Keene applauded residents for questioning town staff and his council colleagues and for resisting efforts to impose an ideology he said is completely at odds with their semi-rural, car-based lifestyle. “There are overall trends on a national and international level — to call it conspiracy theories is offensive,” he said. “Transglobal organizations — government organizations and NGOs, ‘gongos’ I call them — are constantly coming up with new ways to affect people’s lives that (Halton Hills residents) have no interest in hearing about.” Keene said he believes “the power of the unelected administrative state has grown exponentially in the last 20 years,” and questions why town staff want a new mobility plan at all. He branded the proposed terms of reference “a complete minimization of the privately owned automobile as the primary source of transportation in our community. It’s clearly an anti-car report and it ignores the needs and desires of my constituents, and I’m extremely upset about it.” The town of Halton Hills said the mobility plan “isn’t a movement away from cars, but more about encouraging alternative transportation options” and “will be addressing all modes of travel from automobiles, to cycling, to walking, transit and shared mobility.” Chris Mills, the town’s chief administrative officer, told the Star: “It’s unfortunate that the term ’15-minute cities’ has been so misunderstood, it has nothing to do with restricting people’s movements. “Basically, the concept is to construct communities with amenities that people could get to by walking or riding in 15 minutes if they choose to do so. The option to drive will always be there. The more common term we use in Halton Hills is ‘complete communities’ or ‘compact form.’” As to Keene’s statement about “the unelected administrative state,” Mills added that “Over the past 20 years, town staff have increased to meet the expectations of the community and the standards set by council.” At Aurora council last year, a deputant was loudly applauded in the packed chamber after a presentation that included dire warnings about the threat of 15-minute cities. Edmonton council earlier this year took the unusual step of addressing conspiracy theories in a bylaw , adding that new plans “shall not restrict freedom of movement, association, and commerce in accordance with the Canadian Charter of Rights and Freedoms.” A small group of protesters gathered in Edmonton in February last year to protest the 15-minute city. The city later addressed conspiracy thoeries in a bylaw. An August meeting of city council in Brandon, Man. saw members of an overflow crowd accuse council members of planning changes to the city plan to increase government surveillance of residents and restrict movement, travel and vehicle ownership . Carmen Celestini, a University of Waterloo researcher studying conspiracy theories, said online theorists linking benign efforts to improve health and convenience have mobilized a lot of regular people who, during pandemic isolation, retreated deep into their smartphones and online communities protesting lockdown measures. “Most people think conspiracy theorists have the tinfoil hat, but a lot of them are upper or middle class. They’re well-educated,” she said. “If they already distrust government or feel disengaged, their voice isn’t there, these things can make sense to them, they don’t seem far-fetched. But 15-minute cities are about livability — nothing ominous or evil.” Celestini added that “conspiracies are absolutely having an impact on politics at all levels, globally,” triggering baseless moral panics about critical race theory, “groomer” pedophile rings and prompting some politicians to vow to never engage with the World Economic Forum. Governments have a difficult task pushing back against conspiracy theories, Celestini said. “Those who believe in conspiracies do not trust politicians nor do they trust legacy media, so any pronouncements from these groups will be understood as ‘trying to control’ or ‘lies,’” she said. “I do not think there is a concrete form of fighting back this tide, but whatever is done must be a global response, because the internet is borderless,” and so too are the conspiracies and fears. It’s been challenging to pinpoint the source of conspiracy theories. Some people note that fighting efforts to reduce private vehicle use benefits oil and gas companies . Others point to far-right influencers accused of being funded by a Russian government intent on pitting Western nation citizens against each other. What is clear is that many residents deeply believe in the threat to their communities. Pickering Mayor Kevin Ashe said his city is “ground zero” for municipalities coping with conspiracy theories. Pickering council is, according to Mayor Kevin Ashe, “ground zero” for municipalities coping with conspiracy theories, “including the globalist agenda, space force police, geo-engineering with chemtrails — it’s a small minority of residents, but it’s here.” He blames Coun. Lisa Robinson who, he said, “finds links to 15-minute cities and other like-minded thinking in all kinds of reports that have nothing to do with planning.” Robinson, a councillor who has been repeatedly censured by Pickering council for violating its code of conduct since her election in October 2022, said in an email that language promoting 15-minute cities “resembles a system of control rather than empowerment,” and pointed to surveillance and movement controls in China. “The pandemic exposed how governments can use fear to justify sweeping control, and it has made more people vigilant, recognizing that when only one side of the story is permitted, it’s often a red flag that the full truth is being concealed,” she said. Ashe rejected the idea that encouraging alternatives to private vehicles use is in any way nefarious, but concedes that protests by Robinson and her followers are affecting the way the city describes such initiatives. “Our staff and councillors are hesitant to use that (15-minute city) terminology. We don’t want our council chambers filled with conspiracy theorists. We don’t want our municipal agenda hijacked by the alt-right delegates. It’s unfortunate we have to couch our language,” Ashe said. “Hopefully it’s not changing policy,” in any communities, he added. Back at the Halton Hills meeting, a resident warns council members that, while he welcomes assurances they are not trying to force UN sustainability goals onto the community, “You will not be able to scare the people of Georgetown, who see the weather acting normal on a daily basis.” Any attempt to sneak a reduction in carbon emissions into city plans, he added, will result “in the council being thrown out.” Fogal said later she believes a majority of her council colleagues are determined to give residents more ways to get around and enjoy the town even if it means more accusations and more tough meetings. “I don’t want people to think we’re not going to do it because of this opposition. You’ve got to stick with your principles.”Sinn Fein ‘ignored role of 3,000 deaths in damaging community relations’
AP Trending SummaryBrief at 1:56 p.m. EST
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