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how to register 777pub Where to go in the Twin Cities for a holiday toast and a merry vibeLack of internet access is costing livelihoods in PakistanThe Consumer Financial Protection Bureau (CFPB) has filed a lawsuit against Walmart , accusing the retail giant and its partner, Branch Messenger, of defrauding delivery drivers out of millions of dollars. The lawsuit claims that Walmart ( WMT -2.00% ) coerced gig workers in its Spark Driver program to use expense accounts to receive their pay, misleading them about how quickly they could access their earnings. The filing claims that Walmart and Branch opened deposit accounts for drivers without their consent, using personal information like Social Security numbers. They then told drivers they had no choice but to use these accounts to get paid. Despite promises of “instant access” to earnings, many drivers faced delays or were charged with high fees to transfer their money into their regular bank accounts. As a result, drivers were hit with over $10 million in fees, including charges for fund transfers and instant access to pay, over a two-year period starting in 2021. These fees were also subject to daily and monthly transfer limits. The lawsuit also claims that Branch, which Walmart partners with to handle driver payments, mishandled accounts, ignored error reports, and required drivers to waive their rights to take legal action. “Companies cannot force workers into getting paid through accounts that drain their earnings with junk fees,” said CFPB Director Rohit Chopra, in a statement. The lawsuit sheds light on how large companies can use loopholes to exploit vulnerable workers in the gig economy. Walmart and Branch’s alleged actions have drawn criticism and come shortly after the CFPB sued the operator of Zelle, along with Bank of America ( BAC -1.03% ), JPMorgan Chase ( JPM -0.01% ), and Wells Fargo ( WFC +0.04% ), accusing them of failing to protect consumers from widespread fraud on the payment platform. Walmart did not immediately respond to Quartz’s request for comment. The retailer is considered to be the leading private sector employer. It launched the “ Spark Driver ” delivery program in 2018. The gig economy-based delivery service hires independent contractors (drivers) to deliver groceries and other products from Walmart stores to customers’ homes. Drivers in the program can choose when and where they work, similar to jobs like Uber ( UBER +2.04% ) or Doordash ( DASH -0.45% ). Workers are paid per delivery and can also earn tips. 📬 Sign up for the Daily Brief Our free, fast, and fun briefing on the global economy, delivered every weekday morning.

World News | Relief, Defiance, Anger: Families and Advocates React to Biden's Death Row Commutations

By WILL WEISSERT, JUAN ZAMORANO and GARY FIELDS PANAMA CITY (AP) — Teddy Roosevelt once declared the Panama Canal “one of the feats to which the people of this republic will look back with the highest pride.” More than a century later, Donald Trump is threatening to take back the waterway for the same republic. Related Articles National Politics | President-elect Trump wants to again rename North America’s tallest peak National Politics | Inside the Gaetz ethics report, a trove of new details alleging payments for sex and drug use National Politics | An analyst looks ahead to how the US economy might fare under Trump National Politics | Trump again calls to buy Greenland after eyeing Canada and the Panama Canal National Politics | House Ethics Committee accuses Gaetz of ‘regularly’ paying for sex, including with 17-year-old girl The president-elect is decrying increased fees Panama has imposed to use the waterway linking the Atlantic and Pacific oceans. He says if things don’t change after he takes office next month, “We will demand that the Panama Canal be returned to the United States of America, in full, quickly and without question.” Trump has long threatened allies with punitive action in hopes of winning concessions. But experts in both countries are clear: Unless he goes to war with Panama, Trump can’t reassert control over a canal the U.S. agreed to cede in the 1970s. Here’s a look at how we got here: It is a man-made waterway that uses a series of locks and reservoirs over 51 miles (82 kilometers) to cut through the middle of Panama and connect the Atlantic and Pacific. It spares ships having to go an additional roughly 7,000 miles (more than 11,000 kilometers) to sail around Cape Horn at South America’s southern tip. The U.S. International Trade Administration says the canal saves American business interests “considerable time and fuel costs” and enables faster delivery of goods, which is “particularly significant for time sensitive cargoes, perishable goods, and industries with just-in-time supply chains.” An effort to establish a canal through Panama led by Ferdinand de Lesseps, who built Egypt’s Suez Canal, began in 1880 but progressed little over nine years before going bankrupt. Malaria, yellow fever and other tropical diseases devastated a workforce already struggling with especially dangerous terrain and harsh working conditions in the jungle, eventually costing more than 20,000 lives, by some estimates. Panama was then a province of Colombia, which refused to ratify a subsequent 1901 treaty licensing U.S. interests to build the canal. Roosevelt responded by dispatching U.S. warships to Panama’s Atlantic and Pacific coasts. The U.S. also prewrote a constitution that would be ready after Panamanian independence, giving American forces “the right to intervene in any part of Panama, to re-establish public peace and constitutional order.” In part because Colombian troops were unable to traverse harsh jungles, Panama declared an effectively bloodless independence within hours in November 1903. It soon signed a treaty allowing a U.S.-led team to begin construction . Some 5,600 workers died later during the U.S.-led construction project, according to one study. The waterway opened in 1914, but almost immediately some Panamanians began questioning the validity of U.S. control, leading to what became known in the country as the “generational struggle” to take it over. The U.S. abrogated its right to intervene in Panama in the 1930s. By the 1970s, with its administrative costs sharply increasing, Washington spent years negotiating with Panama to cede control of the waterway. The Carter administration worked with the government of Omar Torrijos. The two sides eventually decided that their best chance for ratification was to submit two treaties to the U.S. Senate, the “Permanent Neutrality Treaty” and the “Panama Canal Treaty.” The first, which continues in perpetuity, gives the U.S. the right to act to ensure the canal remains open and secure. The second stated that the U.S. would turn over the canal to Panama on Dec. 31, 1999, and was terminated then. Both were signed in 1977 and ratified the following year. The agreements held even after 1989, when President George H.W. Bush invaded Panama to remove Panamanian leader Manuel Noriega. In the late 1970s, as the handover treaties were being discussed and ratified, polls found that about half of Americans opposed the decision to cede canal control to Panama. However, by the time ownership actually changed in 1999, public opinion had shifted, with about half of Americans in favor. Administration of the canal has been more efficient under Panama than during the U.S. era, with traffic increasing 17% between fiscal years 1999 and 2004 . Panama’s voters approved a 2006 referendum authorizing a major expansion of the canal to accommodate larger modern cargo ships. The expansion took until 2016 and cost more than $5.2 billion. Panamanian President José Raúl Mulino said in a video Sunday that “every square meter of the canal belongs to Panama and will continue to.” He added that, while his country’s people are divided on some key issues, “when it comes to our canal, and our sovereignty, we will all unite under our Panamanian flag.” Shipping prices have increased because of droughts last year affecting the canal locks, forcing Panama to drastically cut shipping traffic through the canal and raise rates to use it. Though the rains have mostly returned, Panama says future fee increases might be necessary as it undertakes improvements to accommodate modern shipping needs. Mulino said fees to use the canal are “not set on a whim.” Jorge Luis Quijano, who served as the waterway’s administrator from 2014 to 2019, said all canal users are subject to the same fees, though they vary by ship size and other factors. “I can accept that the canal’s customers may complain about any price increase,” Quijano said. “But that does not give them reason to consider taking it back.” The president-elect says the U.S. is getting “ripped off” and “I’m not going to stand for it.” “It was given to Panama and to the people of Panama, but it has provisions — you’ve got to treat us fairly. And they haven’t treated us fairly,” Trump said of the 1977 treaty that he said “foolishly” gave the canal away. The neutrality treaty does give the U.S. the right to act if the canal’s operation is threatened due to military conflict — but not to reassert control. “There’s no clause of any kind in the neutrality agreement that allows for the taking back of the canal,” Quijano said. “Legally, there’s no way, under normal circumstances, to recover territory that was used previously.” Trump, meanwhile, hasn’t said how he might make good on his threat. “There’s very little wiggle room, absent a second U.S. invasion of Panama, to retake control of the Panama Canal in practical terms,” said Benjamin Gedan, director of the Latin America Program at the Woodrow Wilson International Center for Scholars in Washington. Gedan said Trump’s stance is especially baffling given that Mulino is a pro-business conservative who has “made lots of other overtures to show that he would prefer a special relationship with the United States.” He also noted that Panama in recent years has moved closer to China, meaning the U.S. has strategic reasons to keep its relationship with the Central American nation friendly. Panama is also a U.S. partner on stopping illegal immigration from South America — perhaps Trump’s biggest policy priority. “If you’re going to pick a fight with Panama on an issue,” Gedan said, “you could not find a worse one than the canal.” Weissert reported from West Palm Beach, Florida, and Fields from Washington. Amelia Thomson-Deveaux contributed to this report from Washington.

A 9th telecoms firm has been hit by a massive Chinese espionage campaign, the White House says

AP News Summary at 5:17 p.m. ESTExpion360 Announces Departure of Chief Financial OfficerJohn Cockerill, Johnson Matthey and ETFuels Announce Strategic Partnership for 120,000 ton Texas e-Methanol Project ETFuels has selected John Cockerill and Johnson Matthey as key strategic partners for its 120,000 ton per year e-methanol project in Texas. units, along with technical services as the foundation for the Front-End Engineering and Design (FEED) phase for the green hydrogen facility to be constructed in Texas. This project will benefit from , as the Group has invested in . , along with the eMERALD methanol synthesis catalyst, for ETFuels’ first U.S. project. This technology also forms the basis of the FEED phase for the fully integrated e-methanol facility. By 2029, ETFuels will produce 120,000 tons of e-methanol annually from co-located 500 MW high-capacity renewable energy sources together with biogenic CO2 at this state-of-the-art plant. The plant will span an impressive 22,000 acres in Texas and will pave the way for . The Financial Investment Decision for the first project is expected in 2026, with construction scheduled to start by or before 2027. The project is expected to create approximately 500 construction jobs, with more than 50 permanent operating roles upon completion. Total investment is expected to be over a billion dollars. ETFuels’ ultra-low carbon intensity e-methanol unlocks multiple pathways for industrial decarbonization, including the production of e-SAF (sustainable aviation fuel) through methanol-to-jet technology, as well as numerous chemical applications. With FuelEU regulation incentivizing early adoption of e-fuels, particularly for shipping, ETFuels’ e-methanol, with emissions as low as 8.7 gCO2e/MJ, offers a compelling solution, offering a 91 % reduction in CO2e relative to conventional fuel. This enables shipping companies to reduce compliance costs by half, trade credits, and deliver green transportation services to end customers. E-methanol from the plant is expected to result in the avoidance of approximately 200,000 tons of CO2 emissions per year, equivalent to planting a forest the size of 13,000 football fields. the latest news shaping the hydrogen market at John Cockerill, Johnson Matthey and ETFuels Announce Strategic Partnership for 120,000 ton Texas e-Methanol Project, Hyzon Issues Worker Adjustment And Retraining Notification – Expected Reduction in Force due to inability to BOLINGBROOK, Ill., Dec. 20, 2024 /PRNewswire/ — Hyzon (NASDAQ: HYZN) (Hyzon or the Company), a U.S... Protium Stakes Additional Hydrogen Prospective Claims Toronto, Ontario–(Newsfile Corp. – December 18, 2024) – Protium Clean Energy Corp. (CSE: GRUV) (FSE: G071), a leading resource company focused on... Are vast amounts of hydrogen fuel hidden below Earth’s surface? Trillions of tons of hydrogen gas are likely trapped in Earth’s subsurface, according to a new study. That’s potentially more than enough to meet the...