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76ers look for season-best 4th straight win vs. BlazersSable Resources Ltd. ( CVE:SAE – Get Free Report ) fell 16.7% on Friday . The company traded as low as C$0.03 and last traded at C$0.03. 758,789 shares were traded during trading, an increase of 342% from the average session volume of 171,599 shares. The stock had previously closed at C$0.03. Sable Resources Trading Down 16.7 % The firm has a market capitalization of C$7.18 million, a P/E ratio of -0.63 and a beta of 1.08. The stock has a 50-day simple moving average of C$0.04 and a two-hundred day simple moving average of C$0.04. The company has a current ratio of 0.69, a quick ratio of 40.33 and a debt-to-equity ratio of 1.33. About Sable Resources ( Get Free Report ) Sable Resources Ltd. engages in the acquisition, exploration, and development of mineral resource properties in Mexico and Argentina. The company explores for gold, silver, copper, lead, zinc, and other deposits. It holds 100% interests in the Don Julio project covering an area of 63,314 hectares; the El Fierro project covering an area of 58,510 hectares; the El Fierrazo project, the Los Pumas project, and the Laspina project located in San Juan Province, Argentina; and the Vinata project and the El Escarpe project located in Mexico. Recommended Stories Receive News & Ratings for Sable Resources Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for Sable Resources and related companies with MarketBeat.com's FREE daily email newsletter .
RIYADH, Saudi Arabia--(BUSINESS WIRE)--Nov 25, 2024-- Invest Saudi and The World Association of Investment Promotion Agencies (WAIPA) officially launched the 28th World Investment Conference (WIC) today in Riyadh. With an overarching theme of ‘Harnessing Digital Transformation and Sustainable Growth: Scaling Investment Opportunities’, the first day brought together more than 2,000 attendees from 130 countries, including 30 ministers, to explore key strategies for overcoming global investment challenges and unlocking opportunities for the future. This press release features multimedia. View the full release here: https://www.businesswire.com/news/home/20241125177448/en/ Saudi Minister of Investment, H.E. Khalid A. Al-Falih, addresses delegates at the 28th World Investment Conference in Riyadh, Saudi Arabia. (Photo: AETOSWire) H.E. Khalid A. Al-Falih, Saudi Minister of Investment, opened the event with an insightful keynote address, highlighting Saudi Arabia’s transformation under Vision 2030 and its emergence as a global investment hub. He identified the critical global trends shaping investment, such as the rise of green and blue economies, the impact of new technologies, the reconfiguration of global supply chains, and demographic shifts. Showcasing Saudi Arabia’s development, H.E. Khalid A. Al-Falih told the audience: “Our GDP has grown by 70% since the launch of Vision 2030 to $1.1 trillion, with half of this attributed to non-oil economic activities. Foreign direct investment (FDI) flows have tripled compared to pre-Vision levels, and registered international investors are 10 times what they were.” Nivruti Rai, Managing Director and CEO of Invest India and WAIPA President, also addressed the audience, highlighting the importance of collaborative global efforts to reshape economics and drive sustainable growth. First day panels ranged from discussions on the evolving role of emerging economies to strategies for fostering global trade and investment. Topics included the increasing importance of FDI in driving economic transformation, the alignment of industrial policies with investment promotion, and transformative innovations in climate action. H.E. Faisal F. Alibrahim, Saudi Minister of Economy and Planning, joined H.E. Eng. Hassan El-Khatib, Minister of Investment and Foreign Trade, Egypt, and H.E. Samir Abdelhafidh, Minister of Economy and Planning, Tunisia, in a panel discussing how emerging economies, such as Saudi Arabia, are redefining the role of investment promotion agencies (IPAs) and creating new opportunities for FDI amidst challenges like geopolitical shifts and sustainability goals. “Saudi Arabia is today the global growth platform, actually the growth platform if you look at how the global economy is evolving. And we’ve been lucky enough to prove the power of diversification over the last few years,” H.E. Alibrahim said. The conference also featured a masterclass on ‘Investor Services 2.0’ by the World Bank, exploring AI-driven analytics and VR site visits, along with matchmaking sessions that connected investors with SMEs and government representatives. H.E. Khalid A. Al-Falih, Saudi Minister of Investment also brought up the topic of supply chain resilience ahead of the Global Supply Chain Resilience Event (GSCRI) being held on the sidelines WIC tomorrow. In his opening speech, he stated, “One trend is the steady reconfiguration of global supply chains, with decentralization creating hubs in emerging regions that offer new opportunities for investment in infrastructure and production capacity. We have observed that as investors look to enhance the stability and resilience of supply chains, new economic clusters are coalescing around resources, energy, and demography.” Minister Al-Falih will give the opening remarks at the GSCRI event tomorrow along with H.E. Bandar Alkhorayef, Minister of Industry and Mineral Resources, Saudi Arabia. The second day will also see sessions on technology innovation, industrial transformation, and sustainable partnerships. About WIC : https://waipa.org/wic-info/ *Source: AETOSWire View source version on businesswire.com : https://www.businesswire.com/news/home/20241125177448/en/ For media inquiries:WIC28media@apcoworldwide.com KEYWORD: AFRICA TUNISIA EGYPT INDIA ASIA PACIFIC SAUDI ARABIA MIDDLE EAST INDUSTRY KEYWORD: BANKING SOFTWARE SUPPLY CHAIN MANAGEMENT PROFESSIONAL SERVICES FINTECH SUSTAINABILITY TECHNOLOGY ASSET MANAGEMENT ARTIFICIAL INTELLIGENCE ENVIRONMENT DATA ANALYTICS RETAIL FINANCE SOURCE: World Investment Conference Copyright Business Wire 2024. PUB: 11/25/2024 05:07 PM/DISC: 11/25/2024 05:07 PM http://www.businesswire.com/news/home/20241125177448/en
Los Angeles 2, Seattle 1It’s a daunting reality for Democrats: Republican Donald Trump's support has grown broadly since he last sought the presidency. In his defeat of Democrat Kamala Harris , Trump won a bigger percentage of the vote in each one of the 50 states, and Washington, D.C., than he did four years ago. He won more actual votes than in 2020 in 40 states, according to an Associated Press analysis. Certainly, Harris’ more than 7 million vote decline from President Joe Biden’s 2020 total was a factor in her loss, especially in swing-state metropolitan areas that have been the party’s winning electoral strongholds. But, despite national turnout that was lower than in the high-enthusiasm 2020 election, Trump received 2.5 million more votes than he did four years ago. He swept the seven most competitive states to win a convincing Electoral College victory, becoming the first Republican nominee in 20 years to win a majority of the popular vote. Trump cut into places where Harris needed to overperform to win a close election. Now Democrats are weighing how to regain traction ahead of the midterm elections in two years, when control of Congress will again be up for grabs and dozens of governors elected. There were some notable pieces to how Trump's victory came together: Though Trump improved across the map, his gains were particularly noteworthy in urban counties home to the cities of Detroit, Milwaukee and Philadelphia, electoral engines that stalled for Harris in industrial swing states Michigan, Wisconsin and Pennsylvania. Harris fell more than 50,000 votes — and 5 percentage points — short of Biden's total in Wayne County, Michigan, which makes up the lion's share of the Detroit metro area. She was almost 36,000 votes off Biden's mark in Philadelphia County, Pennsylvania, and about 1,000 short in Milwaukee County, Wisconsin. It wasn't only Harris' shortfall that helped Trump carry the states, a trio that Democrats had collectively carried in six of the seven previous elections before Nov. 5. Trump added to his 2020 totals in all three metro counties, netting more than 24,000 votes in Wayne County, more than 11,000 in Philadelphia County and almost 4,000 in Milwaukee County. It’s not yet possible to determine whether Harris fell short of Biden’s performance because Biden voters stayed home or switched their vote to Trump — or how some combination of the two produced the rightward drift evident in each of these states. Harris advertised heavily and campaigned regularly in each, and made Milwaukee County her first stop as a candidate with a rally in July. These swings alone were not the difference in Michigan, Pennsylvania and Wisconsin, but her weaker performance than Biden across the three metros helped Trump, who held on to big 2020 margins in the three states' broad rural areas and improved or held steady in populous suburbs. Trump's team and outside groups supporting him knew from their data that he was making inroads with Black voters, particularly Black men younger than 50, more concentrated in these urban areas that have been key to Democratic victories. When James Blair, Trump's political director, saw results coming in from Philadelphia on election night, he knew Trump had cut into the more predominantly Black precincts, a gain that would echo in Wayne and Milwaukee counties. “The data made clear there was an opportunity there,” Blair said. AP VoteCast, a nationwide survey of more than 120,000 voters, found Trump won a larger share of Black and Latino voters than he did in 2020, and most notably among men under age 45. Democrats won Senate races in Michigan and Wisconsin but lost in Pennsylvania. In 2026, they will be defending governorships in all three states and a Senate seat in Michigan. Despite the burst of enthusiasm Harris' candidacy created among the Democratic base when she entered the race in July, she ended up receiving fewer votes than Biden in three of the seven states where she campaigned almost exclusively. In Arizona, she received about 90,000 fewer votes than Biden. She received about 67,000 fewer in Michigan and 39,000 fewer in Pennsylvania. In four others — Georgia, Nevada, North Carolina and Wisconsin — Harris won more votes than Biden did. But Trump's support grew by more — in some states, significantly more. That dynamic is glaring in Georgia, where Harris received almost 73,000 more votes than Biden did when he very narrowly carried the state. But Trump added more than 200,000 to his 2020 total, en route to winning Georgia by roughly 2 percentage points. In Wisconsin, Trump's team reacted to slippage it saw in GOP-leaning counties in suburban Milwaukee by targeting once-Democratic-leaning, working-class areas, where Trump made notable gains. In the three largest suburban Milwaukee counties — Ozaukee, Washington and Waukesha — which have formed the backbone of GOP victories for decades, Harris performed better than Biden did in 2020. She also gained more votes than Trump gained over 2020, though he still won the counties. That made Trump's focus on Rock County, a blue-collar area in south central Wisconsin, critical. Trump received 3,084 more votes in Rock County, home of the former automotive manufacturing city of Janesville, than he did in 2020, while Harris underperformed Biden's 2020 total by seven votes. That helped Trump offset Harris' improvement in Milwaukee's suburbs. The focus speaks to the strength Trump has had and continued to grow with middle-income, non-college educated voters, the Trump campaign's senior data analyst Tim Saler said. “If you're going to have to lean into working-class voters, they are particularly strong in Wisconsin,” Saler said. “We saw huge shifts from 2020 to 2024 in our favor.” Of the seven most competitive states, Arizona saw the smallest increase in the number of votes cast in the presidential contest — slightly more than 4,000 votes, in a state with more than 3.3 million ballots cast. That was despite nearly 30 campaign visits to Arizona by Trump, Harris and their running mates and more than $432 million spent on advertising by the campaigns and allied outside groups, according to the ad-monitoring firm AdImpact. Arizona, alone of the seven swing states, saw Harris fall short of Biden across small, midsize and large counties. In the other six states, she was able to hold on in at least one of these categories. Even more telling, it is also the only swing state where Trump improved his margin in every single county. While turnout in Maricopa County, Arizona's most populous as the home to Phoenix, dipped slightly from 2020 — by 14,199 votes, a tiny change in a county where more than 2 million people voted — Trump gained almost 56,000 more votes than four years ago. Meanwhile, Harris fell more than 60,000 votes short of Biden's total, contributing to a shift significant enough to swing the county and state to Trump, who lost Arizona by fewer than 11,000 votes in 2020. The biggest leaps to the right weren't taking place exclusively among Republican-leaning counties, but also among the most Democratic-leaning counties in the states. Michigan's Wayne County swung 9 points toward Trump, tying the more Republican-leaning Antrim County for the largest movement in the state. AP VoteCast found that voters were most likely to say the economy was the most important issue facing the country in 2024, followed by immigration. Trump supporters were more motivated by economic issues and immigration than Harris', the survey showed. “It’s still all about the economy," said North Carolina Democratic strategist Morgan Jackson, a senior adviser to Democrat Josh Stein, who won North Carolina’s governorship on Nov. 5 as Trump also carried the state. “Democrats have to embrace an economic message that actually works for real people and talk about it in the kind of terms that people get, rather than giving them a dissertation of economic policy,” he said. Governor’s elections in 2026 give Democrats a chance to test their understanding and messaging on the issue, said Democratic pollster Margie Omero, whose firm has advised Wisconsin’s Democratic Gov. Tony Evers in the past and winning Arizona Senate candidate Ruben Gallego this year. “So there’s an opportunity to really make sure people, who governors have a connection to, are feeling some specificity and clarity with the Democratic economic message,” Omero said.
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Kyiv says fatalities among its soldiers since Russia’s full-scale invasion in 2022 have reached 43,000, a rare estimate much lower than a figure offered by U.S. President-elect Donald Trump. The toll was revealed by President Volodymyr Zelenskyy in a statement on the social media platform X on Sunday, hours after Trump claimed that Ukraine’s had “lost” 400,000 soldiers. Still, it’s unclear if Trump was referring to wounded troops as well as those killed. Zelenskyy said there had been 370,000 cases of “medical assistance for the wounded” on the battlefield, including light or repeat injuries. About half of the Ukrainian soldiers wounded in action have later returned to service, he said. In a Truth Social post on Sunday, the morning after a meeting in Paris with Zelenskyy and French President Emmanuel Macron, Trump provided an estimate of casualties for both Ukrainian and Russian troops in the almost three-year old war. “Close to 600,000 Russian soldiers lay wounded or dead,” Trump said. Russia’s defense ministry doesn’t publish casualty estimates. Trump called for an “immediate ceasefire” followed by negotiations, adding that Zelenskyy “would like to make a deal” to end the war. While Ukraine’s government doesn’t deny it seeks peace, it has repeatedly stressed the necessity of obtaining meaningful guarantees from its allies, led by the U.S. “When we talk about an effective peace with Russia, we should first of all talk about effective guarantees of peace,” Zelenskyy said in Sunday’s X post. The war “cannot simply end with a piece of paper and a few signatures,” Zelenskyy said. “A ceasefire without guarantees can be reignited at any moment.” Kremlin spokesman Dmitry Peskov also responded to Trump’s social media post, repeating Moscow’s message that it’s open to talks but referring to “conditions” outlined in July by Putin. That included “taking account the realities emerging ‘on the ground,” Peskov said, at a time Russian forces have been making steady advances through parts of eastern Ukraine. The updated fatality estimate from Zelenskyy implies that about 12,000 service members have died since February, when Ukraine’s leader officially estimated the death toll at 31,000. In an interview with Japan’s Kyodo News published on Dec. 1, Zelenskyy denied reports that as many as 80,000 Ukrainian soldiers had been killed. The Wall Street Journal reported the figure in September, citing sources it didn’t identify. (With assistance from Áine Quinn.) ©2024 Bloomberg L.P. Visit bloomberg.com. Distributed by Tribune Content Agency, LLC.
'Once in a lifetime experience': World Chess Championship in Singapore thrills local, foreign fansA sunny day, 29 degrees, a gentle north-westerly breeze: flying conditions were near perfect as Qantas flight 520 began rolling down the runway at Sydney Airport en route to Brisbane. This particular plane, a Boeing 737-800, had been delivered new to the national carrier in November 2005 and given the tail number VH-VYH. A dependable workhorse, it had scooted up and down Australia’s east coast, mostly, for 19 years without notable incident. On this day, November 8, 2024, the Boeing had already made three trips, the first a breakfast run out of Sydney just before 7am. It was now setting off for the return leg to Brisbane. QF520 left the gate around 12.15pm and taxied to its slot in the take-off line-up, from where it was given the go-ahead. Its pilots hit the gas and the engines bellowed. It soon reached 200km/h and passed what aviators call “V1”: the point at which a plane is travelling too quickly to safely abort take-off. Exactly what happened next is now in the hands of safety investigators. What we do know is that, as the 737 was still gathering speed down the runway, . It failed, spitting fragments of superheated metal out of its exhaust chute, which shot to the ground, sparking a grassfire that soon made TV news. Some 40 per cent of air travellers report some fear of flying. Yet air travel is by far the safest form of transport, we’re often told. It’s heavily regulated, constantly scrutinised and, in Australia, operated and overseen by thousands of highly trained and dedicated professionals. The statistics confirm it. Australia’s safety record for commercial travel is exemplary: no large jet has ever been lost here. Our oldest airline, Qantas, . Yet incidents still happen. Planes bump into each other on the ground. Tyres burst. Turbulence flings people around. Why do things still go wrong, albeit occasionally? Who is responsible for keeping us safe in the air? And what happens when that rarest of event occurs: one of your two engines goes “pop”? Flores, a tropical island about an hour’s flight east of Bali, is best known for three things: clear-water scuba diving, komodo dragons that can weigh more than 100 kilograms, and volcanoes, some picturesque and dormant, others not so much. In early November, in earnest, endangering nearby villages and sending a plume of ash 10 kilometres into the air. Some 4000 kilometres south, at the Qantas Integrated Operations Centre near Sydney Airport, concern began to build. Famously, all four engines on a British Airways 747 failed after passing through a sulphurous volcanic cloud high above Java in 1982; only after the crew had prepared to ditch in the ocean did the turbofans clear of debris and miraculously restart. Partly as a consequence, when the unpronounceable Icelandic volcano Eyjafjallajökull erupted in 2010, , which led to some 95,000 flights cancelled and millions of passengers stranded. As the Flores ash cloud drifted west towards Bali, the Qantas team declared the situation critical and began cancelling flights into Denpasar for both Qantas and its subsidiary Jetstar. On the day we visit the operations centre, the crisis management team is about to meet in its purpose-built war room to gauge when flights might be allowed to resume. “It’s about determining when it’s going to be safe for us to operate,” says Qantas’s head of safety, Mark Cameron, a former British Airways pilot who knew the 747 crew who survived the volcano in 1982. “Engines do not like breathing in volcanic ash.” Hundreds of Qantas staff, meanwhile, seated in pods in a vast room at head office, are still scrambling to reschedule flights, alert and mollify annoyed passengers while also dealing with the normal workings of some 100 international and 300 domestic flights on a typical day. For what we’re told is an extraordinarily busy day, though, the atmosphere is hushed and calm: a giant jigsaw puzzle being completed then restarted as mini-crises are discovered and mitigated. Jetstar was doing the same at its operations centre in Melbourne. The business of air travel is mind-bogglingly complex. But so, too, are the systems underpinning it. They allow it to operate extremely safely, especially compared to any other form of transport. Back in 1944, as World War II saw a flurry of new airports being built, 54 nations including Australia sent delegates to Chicago for a convention that laid the groundwork for international air safety standards. They agreed to create an overarching authority, today called the International Civil Aviation Organization (ICAO), under the auspices of the United Nations to set world standards for airworthiness and maintenance, and airport and airline operations, among other areas. “The aviation industry has an incredibly good safety record,” says Ron Bartsch, an aviation safety expert and founder of Avlaw aviation consulting. “The main reason for that is it’s so strictly and extensively regulated.” For 2023, ICAO reported the accident rate (such as incidents involving death, injury, aircraft damaged or missing) for commercial aircraft was 1.87 accidents per million departures. To break this down: of 35,250,759 departures, there were 66 accidents, all but one of them non-fatal, the exception a twin-engine propeller aircraft operated by Yeti Airlines in the Himalayas, killing 72 people on board. The Australian Civil Aviation Safety Authority (CASA) regulates the ongoing airworthiness of aircraft by ensuring airlines adhere to safety standards and a strict maintenance program.Regular maintenance is based on the number of hours the aircraft has flown, or how much time has passed since the last check – different parts require different “periodicity” for being serviced. Engineers could do anything from checking fluids after every flight to replacing wheelpads after a few flights to inspecting or replacing any one of thousands of parts after a specified time. “What it allows us to do,” says Qantas’s Mark Cameron, “is to be really proactive in how we’re managing risk – because, effectively, that’s what airlines do, we manage risk. We can’t eliminate it because you can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.” At Qantas HQ, various teams plan virtually every aspect of each flight: checking the weather; working out the best route (from several options if flying overseas, including avoiding volcanic eruptions or such as closed airspace in the Middle East, which Qantas has been navigating since early August); making sure cargo is loaded correctly so the plane is balanced; identifying dangerous goods on board; and screening for troublesome passengers on the banned “no fly” list ... and on it goes. With all that in place, the pilots run pre-flight checks, going over the weather briefing, for example, and any notes on potential dangers. The airline tells pilots how much fuel they need, but the pilot can choose to take more, depending on the possibility of a weather diversion or other delays. The pilot physically walks around the aircraft on the ground to triple-check there are no obvious faults. An engineer will have already signed a certificate of release to service – a legal declaration that the aircraft is fit to fly – before every international flight and at least daily for domestic flights, which the pilot clocks, along with a log of maintenance, before they accept the aircraft for flight. The pilot’s next contact is with air-traffic controllers, who clear planes for departure according to strict rules that determine “how many aircraft we can have taking off and landing at any one time,” says Airservices Australia’s Michelle Petersen, who is responsible for the towers at all of Australia’s major airports. Controllers also factor in “wake turbulence”, the disruption to the air that a plane leaves in its wake; there needs to be a gap of three minutes between an A380 taking off and a Boeing 737 following it, for example. All over the world, controllers and pilots speak English and use regulated unambiguous terms: “Qantas one, runway 19 left, cleared for take-off.” Pilots always repeat back the message. “There cannot be any assumptions in the air and we embed safety in everything we do,” says Petersen. The most deadly air disaster in history, which killed 583 people in Tenerife in the Canary Islands in 1977, was blamed, at least in part, on a communication breakdown: two 747s collided on the runway in heavy fog after one tried to take off following a command from air-traffic control that pilots mistook to be an all-clear to depart. In the Ancient Greek fable, Icarus was warned by a fledgling aviation regulator (his dad) not to swoop too close to the sea lest his wings, fashioned from feathers and wax, become waterlogged; nor should he fly too close to the sun in case the wax melted. In other words, the operational envelope of his equipment was well understood and his fate (a fatal wax-feather-decoupling incident) was quite rightly chalked up to pilot error. Today, aviators talk of jet planes in generations. “Generation one” had panels of dials and gauges and rudimentary autopilots, if any. Think: cars with no airbags or anti-lock braking and possibly alarming handling characteristics, such as the world’s first commercial jet airliner, BOAC’s de Havilland Comet. One, flying from Singapore to London via Bangkok, Rangoon, Calcutta, Karachi, Bahrain, Beirut and Rome in 1954 disintegrated midair, as did two of its sister planes, thanks to structural issues; 23 other Comets, out of 114 in total including prototypes, were lost due to pilot error, design faults and other mishaps. Next came the beginnings of truly modern jets, including the pretty reliable 747 “jumbos” – to an upstairs lounge bar – and the first of the Boeing 737s, launched in 1968 and still one of the most-operated airliners today. These had better automatic systems but could still make you think twice about getting on board: the McDonnell Douglas DC-10, in particular, gained a terrible reputation in the 1970s thanks to engine failures and a series of hijackings. “Generation three” planes saw the introduction of technology such as “terrain avoidance systems”, leading to a rapid reduction in losses that continues today in “generation four” planes, which can “see” all around themselves to take evasive action if something nearby is judged to be on a collision course. Airbus tells us its latest safety systems use real-time data to avoid runway excursions and reduce the risk of landing incidents (“in case the aircraft is too fast, too high or lands too long, an alert will be triggered to advise the crew to perform a go-around or use the maximum reverse and brakes”). Says Qantas’s Mark Cameron: “If you look at the accident rates throughout that period of time, you just see them plummet across the generations.” Last year was the first to record zero fatalities from commercial jet crashes, despite there being more than 29,000 in service worldwide, according to Boeing’s statistical summary that dates back to 1959. (This excludes turboprop, or propeller, passenger planes such as those operated by Yeti Airlines in Nepal and the ATR-72-500 that after stalling and entering a flat spin.) The age of a plane, meanwhile, says little about how well-maintained it is. “Don’t get confused with cosmetic looks,” says David Evans, a former Qantas pilot of 35 years. “If you walk into an aircraft that looks a bit shabby, the carpet might be a bit threadbare, that has no relationship to its airworthiness.” “Generation four” planes have a huge number of backups, or redundancies. Those with two engines, such as Boeing 737s, can fly on one. They have multiple alternative power sources. “The A380 had about six different backup systems for wheel brakes. If you’re running out of brakes, you’re having a really bad day,” says Evans. “All of these things have been based around previous incidents ... over the 100-odd years of aviation. There are risks every time you go flying, but we mitigate them by ... checklists, briefings, plan A, B and C. You’re trying to eliminate surprise.” There are also at least two pilots on a flight deck at all times, one free to monitor the autopilot while the other scrutinises variables such as fuel consumption and weather. Having said this, airlines and regulators from more than 40 countries have pushed ICAO to help make single-pilot flights safe; the European Union Aviation Safety Agency says such services could start in 2027. Ron Bartsch doesn’t back such a change. “You need someone who can take the place of the pilot if they have a heart attack or something.” Evans that it is an alarming idea, noting that pilots are “the last line of defence”. Once in a while, a defect can slip through what the industry calls the “Swiss cheese” safety model. Visualise a packet of Swiss cheese slices, each with holes in different places. For an error to creep through, a hole would have to line up in every slice of cheese. Boeing’s new-ish 737 Max aircraft was delivered to airlines with a fatal flaw: a problem that had managed to pass through every slice of cheese. First, a system that prevented the planes from stalling malfunctioned: perceiving that the planes were climbing too steeply when they were not, it automatically, and repeatedly, forced down the nose. This could, potentially, have been overridden by pilots, had they been trained to recognise the problem – but they had not. As a result, two Max 8 737s crashed – one in Indonesia in October 2018, another in Ethiopia in March 2019 – with the loss of a total of 346 lives. It later emerged that Boeing had cut corners by updating its now decades-old 737s to the longer, more powerful Max rather than building an entirely new aircraft from scratch, in order to match its chief competitor, the Airbus A320neo. Max variants were grounded worldwide between March 2019 and December 2020 while investigators determined the cause of the fatal disasters. The groundings, lawsuits and compensation, U and cancelled orders kept Boeing’s safety record in the spotlight and have cost the company about $100 billion. Boeing supplied historical safety data for this Explainer but declined an invitation to speak on the record. Bartsch says the 737 Max troubles have been “a classic example of companies trying to cut costs” ahead of safety. “Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.” Boeing was again in the spotlight earlier this year for its 737 Max aircraft when a Max 9 explosively decompressed above Portland, Oregon after it lost a fuselage panel called a “door plug” that, it turned out, had bolts missing in its installation. Although extremely alarming, there were no serious injuries. In Australia, CASA has now certified the Max 8 as safe to operate. Virgin, which currently operates eight 737 Max 8 aircraft, requires its pilots to undergo additional training to understand the differences between the new aircraft and previous iterations of the 737. In addition, Boeing has modified the problematic system, called MCAS, so it cannot override a pilot’s ability to control the airplane. “Virgin Australia is one of over 80 airlines operating Boeing 737 Max family aircraft globally,” says Virgin Australia chief operations officer, Stuart Aggs. “More than 1400 of these aircraft are in service around the world, carrying about 700,000 passengers on 5500 flights every day. Over the past 50 years, a journey of continuous improvement has made commercial aviation the world’s safest form of transportation. Virgin Australia retains full confidence in Boeing’s commitment to this journey.” For all the focus on beleaguered Boeing, Airbus has not been without incident: in September, a Rolls-Royce engine on a Cathay Pacific A350 caught fire and failed, forcing the plane to dump fuel then return to Hong Kong. After inspecting its entire fleet of A350 aircraft, Cathay found that 15 had faulty engine parts that needed to be replaced. A preliminary report into the September incident by Hong Kong’s safety body found a fuel hose had torn, according to Aviation Direct. “This led to a fuel leak, which in combination with oxygen and an ignition source (heat) triggered the fire.” When the right-side engine failed on Qantas flight 520 out of Sydney just seconds after the “V1′′ point of no return during take-off, the pilots knew they had no choice but to keep going and take off with just one power plant. Says David Evans: “V1 is carefully calculated for every takeoff. The only decision pilots have to make prior to V1 is to either stop or go. After V1 there is no decision, you are committed to go flying. Any attempt to stop after V1 will result in a runway overrun.” The Boeing had been designed for such an eventuality; to take off with just one engine. That did not mean, however, it was routine. Historically, many fatal crashes have occurred at or shortly after take-off, including the disaster in Paris in 2000 that eventually consigned the only supersonic airliner, Concorde, to the history books. ”We spend a fair amount of our career lifetime in simulators, preparing for worst-case scenarios,” says Doug Drury, a former commercial pilot who heads aviation at Central Queensland University. “It’s all about developing these critical skills, thinking, decision-making processes and having good situational awareness.” The Sydney incident was a scenario that pilots regularly simulate in training and their response was by the book, says Mark Cameron, who spoke with them afterwards. “They were saying they really appreciate the training they’d had.” Their take-off, after the engine had failed, was “low and slow” as the plane crept skywards, circled Sydney airport then landed safely. “Within 15 minutes of the landing, we had the data already available where we could actually see exactly how the crew had flown,” says Cameron. “It was really good in terms of how they controlled the aircraft, recognised the issues, the approach back into Sydney. It’s actually a really good news story for our pilots and systems.” Passengers who heard the engine go “bang” were alarmed but nobody was injured. Says David Evans: “An engine failure is horrendous from a passenger’s point of view, and even for the cabin crew, but for the pilots it’s a serious inconvenience more than anything. I don’t want to say it’s not a big deal, but it’s not something they haven’t seen many, many times and practised over and over.” So why did this engine give up the ghost? This model is generally very reliable, manufactured since 1997 by CFM International and used in thousands of Boeing and Airbus planes. CFM describes it as “simple and rugged” with a “dispatch reliability” (the rate at which a specific component is held responsible for aircraft delays, turn-backs, diversions, etc) of 99.96 per cent. Yet nothing is entirely foolproof. CFM engines have failed before, most notably on planes operated by Southwest Airlines in the United States where they shot debris into the fuselage. In 2018, a passenger died after reportedly being sucked out of a window punctured by debris. The US National Transportation Safety Board determined that one of the failed engine’s fan blades had broken off due to fatigue and fractured into fragments. It had likely harboured a tiny crack that had pre-dated a safety inspection, the authority said, “However, the crack was not detected for unknown reasons.” “We don’t want the engines to fail,” says Cameron. “But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.” He adds: “An engine failure in itself doesn’t mean you’re going to have an accident because you’ve got trained crew, an aircraft that is certified to fly on one engine and numerous other controls in place.” Doug Drury notes: “Airlines don’t survive if they cut corners. Historically, yes, it’s happened, but in this day and age, post-pandemic, that’s the last thing any airline wants, is to get hit with this.” In 2010, David Evans was the supervising check captain on QF32, an Airbus A380, when it suffered an uncontained engine failure moments after take-off from Singapore’s Changi Airport en route to Sydney. “Sometimes a failure will have a cascading effect on other systems and QF32 is a good example of that: where an engine exposure created havoc with everything else,” Evans says. The Australian Transport Safety Bureau later found that an oil pipe in the failed Rolls-Royce engine had been manufactured to improper tolerances and had developed a crack due to fatigue, then it leaked oil that caused a fire, which caused a turbine disc to separate from the drive shaft and destroy the engine. The pilots famously landed the plane safely. “You’ll never get rid of risk,” says Evans. “The only thing you can do is mitigate against risk.” There were 58 uncontained (that is, explosive) engine failures on Western-built aircraft between 1982 and 2008, according to the US authority the Federal Aviation Administration – a scary-sounding number until you do the maths: roughly, around one occurrence per 10 million flights per year, or far less likely than being hit by lightning (one in a million). Some incidents are harder to mitigate than others. Orville Wright was probably the first aviator to hit a bird, in 1905. The most famous bird strike of all was caused by a flock of Canadian geese in 2009, which clogged the engines on an Airbus 320 departing New York and required its captain, Chesley Burnett “Sully” Sullenberger III (later played by Tom Hanks in the ) to ditch on the Hudson River. Turbulence, particularly where an aircraft drops suddenly in the absence of any obvious “weather” such as storm clouds – dubbed “clear-air turbulence” – regularly sees flight staff, in particular, injured. A Southwest attendant was scalded by hot coffee in March; a United staffer flung into the air with the drinks cart, then back to the floor, described it as “slamming down from a fifth-floor building”. In May, a passenger died of a suspected heart attack, and more than a hundred were injured, when a Singapore Airlines Boeing 777 suddenly fell nearly two kilometres over three minutes over Myanmar during the breakfast service, one passenger it was “just like going down a vertical rollercoaster”. The incident, while extreme, prompted a round of reminders of the benefits of fastening seatbelts, one of the few aspects of flying that passengers can control. For most “aviophobics”, says Corrie Ackland, clinical director of the Sydney Phobia Clinic, the fear “comes down to this idea that they don’t know what’s happening and they don’t know how to fix it – and those things play up for them”. News reporting and TV shows put all manner of aviation incidents in the spotlight. “I’ve seen people and their fear is based around what they see on the telly – nothing to do with flying,” says Evans. He helped set up a “fear of flying” program that now partners with Ackland’s clinic where people sit with a pilot in a flight simulator. “In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise,” Evans says. “And there might have been an incident that you were involved in, turbulence perhaps, and noises like the undercarriage retracting or the flaps extending or retracting, and the amygdala [the fight-or-flight centre of the brain] sets off that charge because you think there’s something afoot or something that’s dangerous. But it’s the normal operation of the aircraft.” A week after landing in Sydney, meanwhile, the Qantas Boeing 737 that suffered engine failure was back in the air. With a new powerplant, VH-VYH shuttled once again from Sydney to Brisbane to Sydney to Melbourne to Brisbane. The damaged engine would be scrutinised to determine what, exactly, had happened, and what remedies might be put in place to minimise the chances of it happening again.
Article content The Windsor Spitfires scored four consecutive goals late in the second period and beat the Soo Greyhounds 10-6 at the GFL Memorial Gardens on Sunday afternoon. The Hounds owned a 2-1 lead following a Travis Hayes breakaway goal at 9:37 of the second period, but the visitors stormed back with four goals in 4:19 to nail down their 25 th win of the season. Jean-Christoph Lemieux started the comeback at 15:36 with Cole Davis, Noah Morneau and Liam Greentree tallying before the end of the period, Greentree’s 23 rd of the season coming at 19:56. Jack Nesbitt increased the lead to 6-2 at 3:05 of the third period before Justin Cloutier replied at the four-minute mark with a wrist shot from the left face-off circle for his team-leading 18 th of the season. Ilya Protas increased the Windsor advantage to 7-3 at 6:45. The Hounds stormed back with goals from Marco Mignosa, Hunter Solomon and Owen Allard, Allard’s goal coming at 14:45. Greentree’s second of the game at 17:40 provided the visitors with further insurance. Davis scored two empty-net goals to close out the scoring. Davis’s hat-trick was his first of the season. Jordan Charron and Travis Hayes also scored for the Greyhounds. The Hounds (15-20-0-0) have lost four of five and are 3-7-0-0 in their last 10 games. The club sees its home record fall to 8-9-0-0. The locals have lost 15 of 17 (2-15-0-0) games when trailing after two periods of play. The 10 goals against equaled the season high in goals allowed. Landon Miller (7-9-0-0) turned aside shots for the loss. Miller’s last start was Dec. 20 against the Guelph Storm. He turned aside 34 of 39 shots in a 6-4 setback. Ryan Abraham also scored for the Spitfires (25-7-2-1). Windsor improves to 11-5-2-0 on the road. The Spits have won four-straight games and improve to 7-2-0-1 in their last 10. The club is 18-1-1-0 when leading after two periods. Jake Windbiel (1-0-0-0) made his OHL debut on Sunday. The American netminder turned aside shots for the win. The Spits selected Windbiel with the 124 th pick in the 2024 OHL draft. The Spitfires went 1-3 on the powerplay. The Hounds went 0-1 with the man advantage on Sunday. Coming into matinee action, the Hounds were 7-29 with the man advantage in December. The Hounds host the Peterborough Petes on Friday. Puck drop is 7:07 p.m. The Hounds opened the scoring at 13:12 of the first period when Charron’s shot from the left face-off circle leaked through WIndbiel for his fourth goal of the season. The visitors tied the game at 19:37 when Abraham beat Miller to the glove side with a shot from the slot. The goal went to review for interference but was allowed to stand. Miller stopped the original shot, but the puck bounced directly to Abraham, who quickly found the net for his 12 th of the season. The Hounds regained their lead at 9:37 of the second period when Hayes went in alone on Windbiel and beat the goalie with a shot to the short side for his 10 th goal of the campaign. Keegan Gillen spotted Hayes lurking alone by the Windsor blue line and quickly fed a long pass to the forward before he crossed the line and went in alone on the goalie. Windsor tied the game 2-2 at 15:36 as Lemieux redirected a Greentree pass underneath Miller for his sixth of the season. The visitors took a 3-2 lead 23 seconds later when Davis beat Miller on the back end of a 2-on-1 with Morneau. The Spitfires increased the lead to 4-2 when Morneau beat Miller from in tight with a power-play goal at 18:30. Windsor further padded its lead at 19:55 when Greentree slid the puck between Miller’s legs from the top of the blue paint. Andrew Gibson, Brady Martin, Christopher Brown, Spencer Evans, Noel Nordh and Sam Bowness were scratched. Nordh joined team Sweden on Sunday for the world junior championship in Ottawa. Gibson is with Team Canada. The LaSalle, Ont., resident logged 21:18 of ice time in the 3-2 shootout loss to Latvia on Dec. 26 ... The OHL trade freeze is now over. The trade deadline is Jan. 10. Share this Story : Quick hitter: Hounds lose 10-6 to the Windsor Spitfires in OHL action on Sunday afternoon Copy Link Email X Reddit Pinterest LinkedIn Tumblr
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Brayden Point scored twice and added two assists, and the visiting Tampa Bay Lightning downed the Vancouver Canucks 4-2 on Sunday. Nikita Kucherov had a goal and two helpers for the Lightning (14-9-3), while Jake Guentzel put away the game winner on a power play late in the third period. Captain Quinn Hughes and Kiefer Sherwood found the back of the net for the Canucks (14-8-4), who fell to 4-6-3 at home. Tampa Bay’s Andrei Vasilevskiy stopped 22 of the 24 shots he faced and Kevin Lankinen made 28 saves for Vancouver. OH CAPTAIN❗️ MY CAPTAIN❗️ Canucks: Hughes took a stick to the face 55 seconds into the game, missed more than 11 minutes, then returned to open the scoring 16:08 into the first period. It was the 50th goal of the defenceman’s career and extended his points streak to seven games with three goals and 10 assists across the stretch. Lightning: Kucherov, who returned to the lineup Sunday after missing two games with a lower-body injury, added another potent piece to Tampa’s red-hot power play. The Lightning were 2-for-4 with the man advantage and scored a power-play goal for the sixth straight game. Tampa took the lead 6:29 into the second when Kucherov sliced a pass to Point at the bottom of the faceoff circle and the Lightning winger blasted it in past Lankinen for his 17th of the season. Kucherov put the visitors on the board just a minute and 49 seconds earlier. Point scored his league-leading 10th power-play goal of the season. He’s one away from becoming the third player to score 100 power-play goals for the Lightning Canucks: Continue a six-game homestand Tuesday against the St. Louis Blues. Lightning: Visit the Oilers in Edmonton on Tuesday.
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Biden says Assad's fall in Syria is a 'fundamental act of justice,' but 'a moment of risk'While you’re popping champagne and toasting the new year, hundreds of recently enacted bills will go into effect. Here are a few you should know about. The minimum wage for all employers in California will increase to $16.50. We currently have the second highest unemployment rate of any state behind only Nevada. This increase will only make it worse, particularly for California’s youth and others just starting to join the workforce. Paychecks will be hit by a tax increase. The State Disability Insurance rate is increasing from 1.1 to 1.2 percent. As KCRA in Sacramento noted, “That means a couple or individual with $100,000 in taxable annual wages will have $100 more total withheld from their pay this upcoming year, or about $8 a month because of the tax increase, for example.” For property owners, several attempts to destroy your rights to protest new and higher water rates go into effect. Under Proposition 218, water agencies must send notices to customers ahead of time with information on how to protest the rate hike. If a majority protest, the rate increase can’t go into effect. But Assembly Bill 2257 creates a protest procedure separate from the notice required by Prop. 218 and appears merely to layer on added – and superfluous – requirements for the sole purpose of hindering taxpayers’ constitutional ability to approve or reject taxes. Another assault on property owner rights is Senate Bill 1072 because it could leave taxpayers without proper compensation for overcharges on their water bills by offering only future credits instead of actual refunds. There is a huge difference between a “credit” for future charges and an actual refund. If a taxpayer moves, how will he or she be compensated for the violation of constitutional rights if the agency merely applies the overcharge to reduce rates paid by others in the future? AB 1827 is another concern because it tries to add potentially unconstitutional charges to your water bill based on speculative factors like “maximum potential water use” and “peaking” factors. This is in direct contravention of Prop. 218 which provides that, “No fee or charge may be imposed for a service unless that service is actually used by, or immediately available to, the owner of the property in question. Fees or charges based on potential or future use of a service are not permitted.” Basing a charge on “maximum potential water use” clearly then is not permitted under Prop. 218. Further, in the absence of time-of-use technology, peaking factors are generally make-believe. Legal challenges to AB 1827 are a near certainty. Related Articles Opinion Columnists | Trump’s claim that we need ‘extreme vetting’ is extremely baseless Opinion Columnists | Year in review: From a republic to a ‘kakistocracy’ Opinion Columnists | Will Democrats fix their brand problem ahead of California’s gubernatorial election? Opinion Columnists | Susan Shelley: Too many so-called emergencies in the Golden State Opinion Columnists | Larry Wilson: The lost art of college students talking to each other Regarding your rights as a voter, there were attacks this year on direct democracy. Fortunately, many of those got left on the cutting room floor, but one that did pass and goes into effect this year, Senate Bill 1441, is very concerning. If a citizen-initiated recall, initiative or referendum is determined to have an insufficient number of valid signatures, the proponents have the right to review rejected signatures and the reason for the rejection. But SB 1441 sets an unreasonable 60-day time limit on the review process and adds a new requirement for proponents to pay the costs of the review, which could be hundreds of thousands of dollars. Nothing in the bill prevents a county from running out the clock by providing inadequate access. But that’s probably the intent. Was it all bad news from your California government this year? No, of course not. For everyone who has been waiting for Sacramento to finally address the pressing concerns of state residents, Gov. Gavin Newsom signed legislation giving the state three new official state symbols: the banana slug (state slug), Dungeness crab (state crustacean), and black abalone (state seashell). Don’t say they never did anything for you. Happy New Year! Jon Coupal is president of the Howard Jarvis Taxpayers Association.
Digital Foundry first manifested on the pages of Eurogamer way back in 2007, looking at the differences between Xbox 360 and PlayStation 3 software - but what if DF actually emerged back in 1994, examining the fifth generation consoles: Sega Saturn and Sony PlayStation? We can answer that question today with the publication of the first in an occasional series, where DF Retro goes back to the consoles and games of the 90s, using today's tools and methodologies to compare the games that made their way to both Sega and Sony platforms. Cross-platform development back in the day was very different to how it is in the current era. For the last eleven years, both Microsoft and Sony hardware was essentially delivered the same core AMD technology that's PC-based in nature, streamlining games development. In the PlayStation and Saturn era, developers were faced with two fundamentally different boxes that generated 3D visuals in completely different ways (triangles on PS1, quads on Saturn) using entirely different development environments. While it's acknowledged that PlayStation's 3D performance was significantly better than Saturn's, the Saturn could still produce some impressive results, with many titles arguably surpassing the Sony equivalent depending on how they were implemented. Developers were required to be innovative in supporting multiple consoles, often employing entirely different approaches in delivering their ports - even if the end output result looked quite similar. It's also worth stressing the importance of the 'lead platform' - a concept we've typically forgotten about in the current era. Back in the day - and even moving into the Xbox 360/PS3 era - there was the concept that games were developed with specific target hardware in mind, playing to their strengths. That's definitely born out in the Saturn/PlayStation era, where PlayStation-led games could struggle on Saturn - and yes, vice-versa. You'll see some fascinating examples of this play out in today's video. All of which brings us to today's new DF Retro episode, where John Linneman sets out to catalogue the multi-platform driving and racing games of the fifth generation console era, using the techniques we've developed across the years, but brought to bear on mid to late 90s software. This hasn't been easy - primarily because analysis is derived from digital video footage, which wasn't available to us back then. Thanks to HDMI mods for legacy consoles, we do now have that facility... for the PlayStation, at least. Things are much trickier with Sega Saturn, where its combination of video layers derived from separate VDP1 and VDP2 processors currently make HDMI mods impossible. We've almost cracked it though: Mike Chi's RetroTink 4K processes and scales RGB signals from the Saturn to such a level of quality that we can work with the video within our tools, making the comparisons you see today possible. However, even then, we had challenges. An digital output derived from an analogue source still isn't a clean HDMI signal and in many cases, manual verification of performance data was required and yes, we're talking about frame-by-frame verification by eye . Meanwhile, let's just say that the odd title on PlayStation with screen-tearing proved quite baffling to process, to the point where much older algorithms developed very early on Digital Foundry's history proved useful. Still, I hope you enjoy the video, because there's plenty of great stuff to enjoy. The 90s were a fascinating era for gaming as we transitioned from 2D to 3D and the whole generation was highly experimental. Publishing 'taboos' seen today weren't really a thing back then, so viewed through the lens of modern publishing, it's remarkable to see WipEout and Destruction Derby - Sony first-party exclusives - eventually appear on Saturn. Yes, the received internet wisdom is that the PlayStation enjoyed the better experience but at this point we can now quantify that with objective data and subjective comparisons. However, not every multi-platform release was a PlayStation 'win'. Elsewhere, Sega's console still delivered some solid ports: EA titles like The Need For Speed and Road Rash actually saw significant advantages on Saturn, stacked up against PlayStation. Ubisoft's Street Racer sees the developer produces very different visuals for every single version of the game ever made! PlayStation had full 3D terrain, Saturn uses VDP2 for a Mode 7-style effect: both are excellent in their own way. The deeper you dig into 90s multi-platform console development, the more surprises you see. Of course, we're just covering driving/racing titles today and this is just the first in a series of videos we're planning to produce. We're already significantly into a second episode covering shoot 'em ups, which is just as fascinating in terms of how games played to the strengths of each system - but looking back, while there was a good level of crossover in games released for both platforms, the concept of the exclusive was much stronger back in the day - and it was not just the first parties themselves that delivered those games. Back then - much more than now - there was a real reason for owning both systems, as I did, even though I was the editor of the official Sega Saturn magazine from 1996 onwards. As for the concept of Digital Foundry content being possible in the 1990s, that would have been challenging to say the least. We did have frame grabbers that digitised analogue inputs and we could capture RGB images of good - even pristine - quality, to the point where they presented in a way that didn't quite reflect the CRT experience. Video capture was possible as we sometimes received VHS tapes of footage, or in the case of the N64 at E3 1996, a betacam cassette of broadcast quality (long since lost before the archivists mail me) but a 'digital video' of sufficient quality that could be scanned for duplicate frame information would have been virtually impossible. The transition from analogue to digital video outputs changed everything, it arrived with Xbox 360 and PlayStation 3 and that's where the DF story effectively begins.It’s a daunting reality for Democrats: Republican Donald Trump's support has grown broadly since he last sought the presidency. In his defeat of Democrat Kamala Harris , Trump won a bigger percentage of the vote in each one of the 50 states, and Washington, D.C., than he did four years ago. He won more actual votes than in 2020 in 40 states, according to an Associated Press analysis. Certainly, Harris’ more than 7 million vote decline from President Joe Biden’s 2020 total was a factor in her loss, especially in swing-state metropolitan areas that have been the party’s winning electoral strongholds. But, despite national turnout that was lower than in the high-enthusiasm 2020 election, Trump received 2.5 million more votes than he did four years ago. He swept the seven most competitive states to win a convincing Electoral College victory, becoming the first Republican nominee in 20 years to win a majority of the popular vote. Trump cut into places where Harris needed to overperform to win a close election. Now Democrats are weighing how to regain traction ahead of the midterm elections in two years, when control of Congress will again be up for grabs and dozens of governors elected. There were some notable pieces to how Trump's victory came together: Though Trump improved across the map, his gains were particularly noteworthy in urban counties home to the cities of Detroit, Milwaukee and Philadelphia, electoral engines that stalled for Harris in industrial swing states Michigan, Wisconsin and Pennsylvania. Harris fell more than 50,000 votes — and 5 percentage points — short of Biden's total in Wayne County, Michigan, which makes up the lion's share of the Detroit metro area. She was almost 36,000 votes off Biden's mark in Philadelphia County, Pennsylvania, and about 1,000 short in Milwaukee County, Wisconsin. It wasn't only Harris' shortfall that helped Trump carry the states, a trio that Democrats had collectively carried in six of the seven previous elections before Nov. 5. Trump added to his 2020 totals in all three metro counties, netting more than 24,000 votes in Wayne County, more than 11,000 in Philadelphia County and almost 4,000 in Milwaukee County. It’s not yet possible to determine whether Harris fell short of Biden’s performance because Biden voters stayed home or switched their vote to Trump — or how some combination of the two produced the rightward drift evident in each of these states. Harris advertised heavily and campaigned regularly in each, and made Milwaukee County her first stop as a candidate with a rally in July. These swings alone were not the difference in Michigan, Pennsylvania and Wisconsin, but her weaker performance than Biden across the three metros helped Trump, who held on to big 2020 margins in the three states' broad rural areas and improved or held steady in populous suburbs. Trump's team and outside groups supporting him knew from their data that he was making inroads with Black voters, particularly Black men younger than 50, more concentrated in these urban areas that have been key to Democratic victories. When James Blair, Trump's political director, saw results coming in from Philadelphia on election night, he knew Trump had cut into the more predominantly Black precincts, a gain that would echo in Wayne and Milwaukee counties. “The data made clear there was an opportunity there,” Blair said. AP VoteCast, a nationwide survey of more than 120,000 voters, found Trump won a larger share of Black and Latino voters than he did in 2020, and most notably among men under age 45. Democrats won Senate races in Michigan and Wisconsin but lost in Pennsylvania. In 2026, they will be defending governorships in all three states and a Senate seat in Michigan. Despite the burst of enthusiasm Harris' candidacy created among the Democratic base when she entered the race in July, she ended up receiving fewer votes than Biden in three of the seven states where she campaigned almost exclusively. In Arizona, she received about 90,000 fewer votes than Biden. She received about 67,000 fewer in Michigan and 39,000 fewer in Pennsylvania. In four others — Georgia, Nevada, North Carolina and Wisconsin — Harris won more votes than Biden did. But Trump's support grew by more — in some states, significantly more. That dynamic is glaring in Georgia, where Harris received almost 73,000 more votes than Biden did when he very narrowly carried the state. But Trump added more than 200,000 to his 2020 total, en route to winning Georgia by roughly 2 percentage points. In Wisconsin, Trump's team reacted to slippage it saw in GOP-leaning counties in suburban Milwaukee by targeting once-Democratic-leaning, working-class areas, where Trump made notable gains. In the three largest suburban Milwaukee counties — Ozaukee, Washington and Waukesha — which have formed the backbone of GOP victories for decades, Harris performed better than Biden did in 2020. She also gained more votes than Trump gained over 2020, though he still won the counties. That made Trump's focus on Rock County, a blue-collar area in south central Wisconsin, critical. Trump received 3,084 more votes in Rock County, home of the former automotive manufacturing city of Janesville, than he did in 2020, while Harris underperformed Biden's 2020 total by seven votes. That helped Trump offset Harris' improvement in Milwaukee's suburbs. The focus speaks to the strength Trump has had and continued to grow with middle-income, non-college educated voters, the Trump campaign's senior data analyst Tim Saler said. “If you're going to have to lean into working-class voters, they are particularly strong in Wisconsin,” Saler said. “We saw huge shifts from 2020 to 2024 in our favor.” Of the seven most competitive states, Arizona saw the smallest increase in the number of votes cast in the presidential contest — slightly more than 4,000 votes, in a state with more than 3.3 million ballots cast. That was despite nearly 30 campaign visits to Arizona by Trump, Harris and their running mates and more than $432 million spent on advertising by the campaigns and allied outside groups, according to the ad-monitoring firm AdImpact. Arizona, alone of the seven swing states, saw Harris fall short of Biden across small, midsize and large counties. In the other six states, she was able to hold on in at least one of these categories. Even more telling, it is also the only swing state where Trump improved his margin in every single county. While turnout in Maricopa County, Arizona's most populous as the home to Phoenix, dipped slightly from 2020 — by 14,199 votes, a tiny change in a county where more than 2 million people voted — Trump gained almost 56,000 more votes than four years ago. Meanwhile, Harris fell more than 60,000 votes short of Biden's total, contributing to a shift significant enough to swing the county and state to Trump, who lost Arizona by fewer than 11,000 votes in 2020. The biggest leaps to the right weren't taking place exclusively among Republican-leaning counties, but also among the most Democratic-leaning counties in the states. Michigan's Wayne County swung 9 points toward Trump, tying the more Republican-leaning Antrim County for the largest movement in the state. AP VoteCast found that voters were most likely to say the economy was the most important issue facing the country in 2024, followed by immigration. Trump supporters were more motivated by economic issues and immigration than Harris', the survey showed. “It’s still all about the economy," said North Carolina Democratic strategist Morgan Jackson, a senior adviser to Democrat Josh Stein, who won North Carolina’s governorship on Nov. 5 as Trump also carried the state. “Democrats have to embrace an economic message that actually works for real people and talk about it in the kind of terms that people get, rather than giving them a dissertation of economic policy,” he said. Governor’s elections in 2026 give Democrats a chance to test their understanding and messaging on the issue, said Democratic pollster Margie Omero, whose firm has advised Wisconsin’s Democratic Gov. Tony Evers in the past and winning Arizona Senate candidate Ruben Gallego this year. “So there’s an opportunity to really make sure people, who governors have a connection to, are feeling some specificity and clarity with the Democratic economic message,” Omero said.