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The LeadOver breakfast in one of the swankiest hotels in Caracas, US officials, diplomats and spies now call many of the shots in Venezuela after Donald Trump's controversial military intervention on 3 January. The five-star JW Marriott has become the nerve center of Washington's efforts to steer a country some now call a US protectorate – and which Trump has even said he hopes to turn into the 51st state.The New American EmbassySince Trump's decision to snatch Maduro in January and reboot relations with his successors, the JW Marriott has effectively become the US embassy in Venezuela. "It's [effectively] the US embassy. I don't think anybody's going to work at the actual embassy," said Phil Gunson, a Caracas-based political analyst for Crisis Group.Having been closed for seven years since the collapse of diplomatic relations in 2019, "the embassy building is full of rats and cockroaches, and it's being fumigated," Gunson explained. The conversations that can be overheard in the JW Marriott's restaurant offer a fascinating insight into Venezuela's plight as it emerges from nearly 13 years of economic mayhem and authoritarian rule under Maduro.The Corporate TakeoverIf the $250-300-a-night JW Marriott – or "the spooks hotel" as some journalists call it – is the HQ of the US presence in Venezuela, it is at another luxury hotel a few miles away where many of the big-money deals are being done. Since Maduro's downfall, foreign tycoons have been flocking to the Cayena, where rooms cost about $600 a night, wagering that even if interim president Delcy Rodríguez stays in power and there is no transition to democracy, Venezuela's economic future looks bright.One deal-maker who has spent time there recalled encountering at least four foreign billionaires they could identify – but believed there were others whose names they did not know. "They never give you a card. They don't give you their last names … and what is very interesting to me is that they are all asking about the same things: mining and privatizations," they said.Venezuelan ResistanceThe Trumpian takeover has generated widespread discomfort, even among patriotic members of Venezuela's elites who were glad to see the back of Maduro but privately bristle at the suggestion that their country is being turned into a US colony. After giving Rodríguez his blessing in January, Trump warned she would face an even worse fate than Maduro if she failed to toe the US line.On the streets there is anger too. During a Workers' Day rally on 1 May, a socialist economist called Oswaldo Pacheco marched towards a line of riot police wielding a white banner denouncing the government's "neocolonial collaboration" with Trump. "It's a complete capitulation," complained Pacheco, 53, accusing Venezuela's new rulers of following US orders "to the letter". "Clearly these [US] demands are not about bringing us democracy but about plundering our resources and increasing worker exploitation," he said.The Future of a ProtectorateAcross the street sits the Juan Sebastian Bar, a jazz and salsa nightclub named after Johann Sebastian Bach, where foreign visitors can let off steam. Throughout the day, English-speaking officials and fortune hunters can be seen roaming the 17-floor redbrick building, which has nearly 300 rooms, a gym and a palm-flanked pool. Bullet-proof SUVs wait outside to ferry guests, who include Trump's top diplomat to Venezuela, John Barrett, around town.Among Caracas-bound capitalists the mood is buoyant, even if huge doubts remain over Venezuela's future and, above all, its democracy. At a third luxury hotel, the Renaissance, a Venezuelan oil man waxed lyrical about his country's post-Maduro prospects. "This is going to be the best country in the world," he predicted, declaring: "I'm more than optimistic."

Profit Collapse Highlights JLR’s Turbulent YearJaguar Land Rover, Britain’s largest carmaker, posted an annual profit of £14m before tax and exceptional items for the year to March 2026, a decline of more than 99% from the £2.5bn recorded the previous year.US Tariffs and August Cyber‑Attack Cripple ProductionThe downturn was driven by two major shocks:US automotive tariffs raised by former President Donald Trump to 25% before a deal reduced them to 10%, slashing demand for JLR’s luxury models in its key export market.A sophisticated cyber‑attack on 31 August forced the shutdown of most factory systems for weeks, extending disruption into the autumn.Both events hit revenue, which fell to £22.9bn, a drop of over 20% year‑on‑year.Financial Fallout: £14m Profit vs £2.5bn Prior YearKey financial metrics illustrate the severity of the hit:Profit before tax and exceptional items: £14m (2026) vs £2.5bn (2025).Cash burn: £2.2bn spent on the cyber‑attack response and new model investments.Liquidity: £6.9bn of available cash remains to support operations.Broader Implications for UK Automotive SectorThe episode highlights systemic risks for the UK auto industry:Reliance on the US market makes manufacturers vulnerable to sudden policy shifts.Increasing cyber‑threats expose the fragility of highly automated production lines.Intensifying competition in China adds pressure on export‑oriented brands.JLR’s 33,000‑strong UK workforce and its plants in Solihull, West Midlands, and Halewood, Merseyside, face heightened scrutiny from investors and policymakers.Outlook: New EV Launches and Recovery StrategyNew chief executive PB Balaji, appointed weeks after the hack, signalled a turnaround plan:Launch of the delayed Range Rover Electric (now slated for March 2027).Introduction of smaller electric SUVs and the new Jaguar EV, dubbed Type 01.Focus on restoring production levels, which rebounded in the fourth quarter.While short‑term challenges remain, JLR’s cash cushion and upcoming electric models position it to regain market confidence and mitigate future geopolitical or cyber disruptions.

The Lead: Lotus's Strategic Pivot for UK Manufacturing The boss of the luxury sports carmaker Lotus has called for government support for its UK factory as the Chinese-owned company insisted it will not abandon its British roots. In a significant strategic shift, Lotus has extended the lifespan of its £80,000 Emira petrol-engined sports car and announced plans to sell Chinese-made hybrid SUVs in Europe, reversing its previous commitment to electric-only vehicles. Factory Commitment Amid Global Uncertainty Lotus's Norfolk factory, staffed by 900 employees, will continue producing sports cars for the lucrative US market, where the company makes nearly two-thirds of its sales. This decision comes after last year's concerns about potential closure and the August 2025 job cuts that eliminated 550 positions. The factory currently builds 2,000 cars annually but has the capacity to produce up to 10,000 vehicles. Financial Realignment: From 150,000 to 30,000 Annual Sales Target In a dramatic scaling back of ambitions, Lotus has reduced its sales target from 150,000 vehicles a year by 2028 to just 30,000. CEO Qingfeng Feng admitted the previous plan was "aggressive" as the company faces challenges with the slower-than-expected transition to electric vehicles. The Emira petrol sports car's production has been extended specifically to maintain access to the US market, where Chinese-made vehicles face prohibitive tariffs. Industry Impact: The Hybrid Revolution and Geely's Restructuring Lotus's strategic pivot reflects broader challenges in the automotive industry as electric vehicle adoption slows and political policies shift. The company's decision to abandon its electric-only strategy and develop hybrid models like the Eletre SUV and Type 135 V8 supercar mirrors similar moves by other manufacturers. This shift comes as Geely, Lotus's parent company, undergoes significant restructuring after overextending itself across multiple brands including Volvo, Polestar, and Aston Martin. Future Outlook: Government Support and Supply Chain Localization Lotus is actively discussing with the UK government not just financial subsidies but also infrastructure improvements around its Norfolk plant. The company is conducting feasibility studies on building additional models in the UK and has engaged with UK battery producers to localize its supply chain. While acknowledging current UK political turmoil won't impact immediate investment plans, Lotus would benefit from a closer trade relationship with Europe to strengthen its supply chain resilience.

When a Toronto reader confessed to always using "please" and "thank you" with Alexa, the Guardian invited its audience to share their thoughts on the etiquette of speaking to artificial assistants.One camp warns against treating AI as sentient beings, arguing that these systems merely mimic social cues and that confusing imitation with reality can erode our language’s power to challenge dehumanisation. As User30000 put it, we should avoid both de‑humanising language toward people and humanising language toward machines.Conversely, several contributors argue that politeness serves as a useful human default. Lauk notes that courteous phrasing may reinforce positive behavioural cues for AI that learn from user input, while also keeping the speaker grounded in genuine social norms.From an ecological standpoint, extra words translate into measurable energy and water waste. Superspartan highlights that each unnecessary token adds processing load to already energy‑intensive models, and that the cumulative effect of polite phrasing across millions of daily interactions could be substantial.Academic research supports the idea that courteous language can improve AI performance. A linked study finds that polite prompts often elicit more helpful replies, treating modern models as "statistical parrots" that mirror the tone they receive. Yet Sam Altman has publicly estimated that responding to thank‑you notes costs OpenAI tens of millions of dollars, underscoring a tangible financial dimension to the debate.Some readers take a lighter view, extending politeness to elevators, SUVs and even low‑battery iPads, while others, like Martin from Dorset, argue that the practice protects the human soul rather than the machine.There is growing concern that habitual rudeness toward AI may spill over into real‑world interactions. Poridgeoates observes that younger users, who spend more time with technology than with people, risk weakening empathy and emotional‑intelligence muscles if they treat conversational agents dismissively.Louise adds that the way we speak to objects can shape broader social behaviour, especially where power imbalances exist. While AI itself may not feel insulted, the act of being rude can reinforce undesirable character traits in the speaker.Overall, the discussion reveals a split between those who see politeness as a harmless habit that can improve AI responses, and those who view it as an unnecessary drain on resources and a potential threat to human civility.

When Corentin Roudaut arrived in Paris a decade ago, he swapped his student‑era bike for a car, daunted by the city’s traffic and lack of cyclist protection. After a protected lane opened on Boulevard Voltaire in the 11th arrondissement, he reclaimed his two‑wheel commute and now volunteers with the cycling advocacy group Paris en Selle, witnessing a city that has shed its car‑centric image.Roudaut notes that the shift “started slowly but really accelerated in the last ten years,” with a growing network of bike routes that is becoming safe and nearly complete in many districts.Mayor Anne Hidalgo’s 12‑year agenda reshaped Paris’s urban fabric. Since taking office in 2014, her administration planted 155,000 trees, created several hundred kilometres of segregated bike lanes, pedestrianised 300 school streets, and banned cars from the banks of the Seine. Former parking spaces have been turned into green plazas and café terraces, reducing the risk of children being hit while walking to school.As Hidalgo departs on Sunday, her legacy is touted as a blueprint for progressive European cities, especially as some national governments retreat from green initiatives.Nevertheless, the reforms have sparked pushback. Motorists object to the loss of road space, and recent referendums on higher parking charges for SUVs and further school‑street pedestrianisation suffered low voter turnouts. Right‑wing mayoral candidate Rachida Dati described the new public‑space regime as “anxiety‑inducing,” though she stopped short of promising a reversal.In a candid interview, Hidalgo described the Seine‑bank pedestrianisation as “a tough battle” that, once won, left residents reluctant to revert to car traffic. She highlighted a generation of children who have never known cars on those riverbanks, prompting awe‑filled reactions from visitors.Urban scholars attribute the rapid change to Paris’s tight administrative boundaries, which limit suburban influence on city transport decisions, and to groundwork laid by previous mayors. Yet they stress that political courage was essential to implement measures that inconvenienced drivers while delivering social and environmental benefits.Environmental epidemiologist Audrey de Nazelle of Imperial College London, a Paris native, praised the transformation as “fabulous” and warned that many cities lack the bravery to pursue similar legacies.A recent report placed Paris among 19 global cities that cut two major toxic air pollutants between 2010 and 2024. While Brussels and Warsaw saw faster declines in fine‑particle matter, London outpaced Paris in reducing nitrogen‑dioxide levels.By contrast, Berlin—despite opening a new inner‑city motorway and scrapping 30 km/h speed limits on key streets—still records a higher share of cyclists than Paris.Transport researcher Giulio Mattioli argues that Paris simply needed to add bike lanes to unlock latent demand, noting that the city started from a lower baseline but quickly caught up with peers.However, the transformation remains uneven. The extensive suburbs continue to be dominated by cars, hemmed in by the 35 km Boulevard Périphérique ring road. Analyst Jean‑Louis Missika of think‑tank Terra Nova stresses that “as long as this motorway encircles Paris, the Greater Paris metropolis will remain an administrative construct devoid of urban reality.” He calls for dismantling or repurposing the ring road to achieve a truly post‑car metropolis.

The typical car has grown significantly in size over the years, with SUVs now accounting for 46% of global new car sales. While they offer more space and a higher vantage point for occupants, they pose significant risks to pedestrians, particularly children, who are 77% more likely to die if struck by an SUV compared to other cars.London Mayor Sadiq Khan is taking steps to address these concerns, including a review of SUVs' environmental impact and potential policy proposals such as higher charges for SUV owners. This move is in line with public sentiment in other cities, where residents have shown support for measures like tripling parking fees for SUVs in Paris and higher parking charges in Cardiff.The UK government can learn from cities like Helsinki and Oslo, which have achieved significant reductions in road deaths and serious injuries. London's ultra-low emission zone (Ulez) has also led to significant air quality improvements since its rollout in 2023. However, the government needs to address the issue of SUVs' large carbon footprints, including their manufacture, which consume about 20% more oil than medium-sized cars.The conversation about the UK's growing number of giant cars needs to accelerate, and Ministers should re-examine the tax system for new SUVs, which are currently taxed far less heavily than in many European countries. By taking bold action, the government can make the city cleaner and safer for its residents.