
Germany's Autobahn Cracks After Heat Wave Hits Europe
Temperatures of up to 39C (102F) caused the material to expand and crack open roads in various parts of the country, leading to hours-long traffic jams. With summer breaks beginning in many German states on Friday, repair works over the weekend are set to impact traffic flows further.
The phenomenon known as 'blow-ups' occurs when concrete expands and has nowhere to go, leading to sudden fractures or cracks. It mostly affects older, heavily used or previously repaired highways during high temperatures, especially ones that aren't layered with asphalt. German authorities have prepared for the event by lowering speed limits along older sections of the road during summer — a noticeable measure in the only industrialized nation without a general speed limit on highways.
Germany and the wider region have faced increasingly intense and frequent heat waves, with Europe warming twice as fast as the global average since the 1980s as a result of climate change. The scorching temperatures pose risks for critical infrastructure as well as human health.
While works to repair the damage in Germany have started, a highway section in the heavily-trafficked Ruhr area will be closed completely in one direction from Friday night until Monday morning to cover up remaining cracks and holes. In the western-central state of Hesse, five meters of the road were 'chiseled up and the broken pieces removed,' the local representation of Germany's highway authority said on Thursday. Workers have since replaced it with new asphalt.
While the fallout from the heat is likely to cause frustration for German drivers as they embark on their summer holidays, high temperatures have also led to more grave consequences in parts of Europe this week, with the Greek island of Crete battling wildfires that have forced thousands of residents and tourists to evacuate. In Spain, Italy and France, several heat-related deaths have been recorded.
More stories like this are available on bloomberg.com

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


Mint
an hour ago
- Mint
Xiaomi Founder's Bold EV Bet Is Paying Off Where Apple's Failed
(Bloomberg) -- Lei Jun, founder and chairman of Xiaomi Corp., the only tech company to have successfully diversified into carmaking, couldn't resist. Speaking at a triumphant launch event in Beijing late last month for Xiaomi's second electric vehicle, a long-anticipated SUV, Lei pointedly mentioned Apple Inc., which spent a decade and $10 billion trying to make a car before giving up last year. 'Since Apple stopped developing its car, we've given special care to Apple users,' he said, noting that owners of the American giant's iPhones would be able to seamlessly sync their devices to Xiaomi's vehicles. The not-so-subtle dig was followed by a flex: Xiaomi then said it had received more than 289,000 orders for its new sport utility vehicle within an hour of its announcement, more than its first EV, a sedan launched in March 2024. Xiaomi succeeding where Apple failed has burnished Lei's reputation, made his company one of the most valuable in China and shaken up both the tech and automobile industries. The collapse of Apple's moonshot car program has only underscored the effectiveness of Xiaomi's grounded approach, which took inspiration from proven designs from Tesla Inc. and Porsche Automobil Holding SE while staying true to the affordable ethos that's made it a cult brand for Gen Z consumers. Crucially, it also launched into the most fertile EV ecosystem in the world — China. With state subsidies, existing charging infrastructure and a ready made supply chain, Xiaomi had a structural tailwind Apple lacked. Xiaomi declined to comment for this story. Lei and Xiaomi's 'charisma, brand recognition and ecosystem cannot be underestimated,' Yale Zhang, the managing director of Shanghai-based consultancy Automotive Foresight, said. 'It's a big influence on young consumers who have filled their homes with Xiaomi products. When it comes time to buy an EV, they naturally think of Xiaomi.' But building cars is a far more complex, capital intensive challenge than making phones or rice cookers. It requires mastering safety regulations, global logistics and production at scale, all while competing against legacy automakers with long histories and large model lineups. Any international expansion will also require navigating complex geopolitical landscapes. As one of the first tech giants to actually manufacture a car, Xiaomi is in uncharted territory. Apple's car project, internally dubbed Project Titan, failed in large part because it wasn't just an EV — it was at one point an attempt to leapfrog the auto industry with a fully autonomous, Level 5 self-driving machine. Its goals were lofty and the direction constantly shifting, the result being over a decade of effort with nothing to show. Lei, 55, was comparatively stingy with time and resources and staked his personal reputation on the endeavor, claiming that making cars would be his 'last entrepreneurial project.' Xiaomi's public narrative is that Lei and his team learned by visiting multiple Chinese automakers, including Zhejiang Geely Holding Group Co. and Great Wall Motor Co., and talked to more than 200 industry experts in some 80 meetings. The reality is also that he used Xiaomi's reputation as an innovative consumer behemoth to get close to China's large carmakers and pick off their top talent. Geely and its billionaire founder Li Shufu welcomed Lei to the automaker's research institute in Ningbo in the months leading up to Xiaomi's announcement that it would enter the car business to discuss topics, including potential collaboration. It's Geely lore that Lei added the WeChat contacts of many staff at the institute, including then-director Hu Zhengnan. Hu later joined Shunwei Capital Partners, the investment firm co-founded by Lei. Xiaomi headhunters also courted Geely staff intensely, according to people familiar with the matter. While it's common for talent to move between companies in the same industry, it was unusual to see this level of aggressiveness around recruitment, the people said, asking not to be identified discussing information that's private. Geely didn't respond to a request for comment. Hu, known for his love of the German luxury marque Porsche, was one of the team members credited as being instrumental to developing Xiaomi's EV business, Lei said at the SU7 launch in 2024. Lei added that Hu left his previous employer after his contract ended. Other executives who joined Xiaomi came from companies including BAIC Motor Corp., BMW AG, SAIC-GM-Wuling Automobile Co. — the General Motors Co. joint venture with SAIC Motor Corp. and Wuling Motors Holdings Ltd. — and auto supplier Magna Steyr LLC. Besides assembling top Chinese automaking talent, Lei made a prescient bet on investing in a self-controlled supply chain — insulating Xiaomi's operation from manufacturing vagaries. This came from painful lessons learned in Xiaomi's early smartphone-producing days, when external suppliers would cut off components unpredictably. In 2016, some members of Xiaomi's supply chain team displeased Samsung Electronics Co. representatives and the South Korean firm threatened to halt supply of its industry-leading AMOLED screens. To mend the fractured relationship, Lei flew to Shenzhen to meet with Samsung's China head at the time. The pair drank five bottles of red wine during their dinner meeting, according to a Xiaomi company biography, and Lei also made multiple trips to Samsung's headquarters in South Korea to apologize and negotiate the resumption of supply. Representatives from Samsung declined to comment. After Xiaomi went into the carmaking business, it invested into almost all parts of the EV supply chain, from batteries and chips to air suspension and sensors. It pumped more than $1.6 billion via Shunwei or other Xiaomi-led funds into over 100 supply chain companies between 2021 and 2024, according to data compiled by Chinese analytics firm Zhangtongshe and Bloomberg. The components from some of the companies that Xiaomi invested in have ended up in its cars, such as lidars from Hesai Technology Co. and onboard chargers and voltage converters from Zhejiang EV-Tech Co. With the 10 billion yuan ($1.4 billion) it committed to the first phase of its EV venture, Xiaomi also built its own factory, rather than going down the contract manufacturing route that some Chinese makers, including Nio Inc. and Xpeng Inc., did when they started out. 'Among tech companies that now build electric vehicles, those who previously had hardware products seem to be more successful than those who only had software products or information services,' said Paul Gong, UBS Group AG's head of China autos research. Despite its early success, there are many who argue Xiaomi's one hit car is copied from elsewhere — and that a sole successful vehicle does not a successful auto producer make. Lei's aggressive approach has also raised hackles in China's car industry. Yu Jingmin, vice president of SAIC's passenger car division, reportedly described Xiaomi's approach as 'shameless' in a critique of the SU7 resembling Porsche. The SU7 has been colloquially dubbed 'Porsche Mi' by netizens. SAIC didn't respond to questions about Yu's remarks. Xiaomi's design team, led by former BMW designer Li Tianyuan, has defended the SU7's aesthetics, emphasizing that the choices were driven by aerodynamic efficiency and performance benchmarks. In late March, there was another setback after a fatal accident involving the SU7. The car had its advanced driver assistance technology turned on before the crash, which afterward led to authorities reining in the promotion and deployment of the technology. The usually vocal Lei kept a low profile on social media for more than a month post the March accident. He returned to more active engagement in May with a missive that said this period of time was the most difficult in his career. Fortunately for Xiaomi, its consumer base is sticky. Known as 'Mi Fans,' the loyal customers have played a pivotal role in the company's rise. Xiaomi cultivated this fandom early on by prioritizing user feedback and the grassroots allegiance has helped it build strong brand equity, especially in China. The SU7 has remained a top selling model even after the accident in March. Indeed, dealers have reported that nearly 50% of customers plump for the SU7 without comparing it to other brands. 'A significant number of older consumers are buying the SU7 for their children, indicating that the model has built trust among more conservative buyers thanks to its safety and quality,' said Rosalie Chen, a senior analyst from investment research firm Third Bridge. Xiaomi has set a delivery target of 350,000 units in 2025, up from its previous goal of 300,000, buoyed by demand for the newly launched YU7 and a ramp up in production. The starting prices for the SU7 sedan, at 215,900 yuan ($30,100), and its SUV, at 253,500 yuan, make them competitive alternatives to models like Tesla's Model 3 and Model Y. The EVs are also showing financial promise. Xiaomi posted record revenue for the first quarter this year, driven by car and smartphone sales. Its EV division is expected to turn profitable in the second half of 2025, Lei said in an investor meeting in June. But even if the popularity of Xiaomi's EVs can spring beyond the company's devoted base, production is still on a much more boutique scale. China's top car brand, BYD Co., sold around 4.3 million EVs and hybrids last year, many overseas, while Tesla moved about 1.78 million vehicles globally. Toyota Motor Corp., the world's No. 1 automaker, sold some 10.8 million vehicles and boasts a lineup of approximately 70 different models. Lei doesn't seem to be prioritizing the mass market of below $20,000 yet, which drives significant volume and is where BYD dominates, Automotive Foresight's Zhang said. Without a lineup in that segment, Xiaomi cars will remain niche purchases for middle to higher-income consumers and Xiaomi may face the same risks as Tesla, which is seeing its sales slump exacerbated by a narrow consumer base and limited models. Nonetheless, Lei seems buoyed by Xiaomi's early wins and is now looking at global expansion. Xiaomi will consider selling cars outside China from 2027, he said last week. Success or otherwise, the European Union, the US and Turkey have all slapped tariffs on Chinese EVs, but Xiaomi wants to set up a R&D center in Munich and may test sales starting in European markets such as Germany, Spain and France when the time is right, Chinese media 36Kr reported in April. 'Xiaomi is a latecomer to the auto industry,' Lei admitted on Weibo in June. But, he said, in a market driven by technology and innovation and the rising global influence of China's EV culture, 'there are always opportunities for latecomers.' --With assistance from Vlad Savov, Mark Gurman, Drake Bennett and Jessica Sui. More stories like this are available on


New Indian Express
6 hours ago
- New Indian Express
F1: Norris wins rain-hit British GP thriller, cuts gap to Piastri in title race
SILVERSTONE: Lando Norris won a treacherous rain-hit British Grand Prix at Silverstone on Sunday from his McLaren teammate Oscar Piastri. Sauber's Nico Hulkenberg took third for the veteran German's first ever podium in 239 races. Briton Norris returned to a rapturous reception from his home fans as he moved to within eight points of Piastri in the drivers' standings. "It's beautiful, everything I ever dreamed of, this is everything I wanted to achieve, aside from winning the championship this is as good as it gets," beamed Norris. Piastri, who finished less than seven seconds behind Norris, threw away the win after the Australian was hit with a 10-second penalty for a safety car infringement. As last week's heatwave gave way to a more typical British summer's day -- spells of blue sky mixed with torrential showers -- drivers had to keep their wits about them with puddles forming on the track. And Norris emerged from the chaos all smiles as he added to his wins already this season in Austria, Monaco and Australia. Ferrari's Lewis Hamilton came in fourth ahead of Red Bull's Max Verstappen. Piastri fell foul of the stewards when braking heavily before the safety car peeled off, a decision that left Piastri feeling robbed. "I'm not going to say much, I don't want to get myself in trouble," he said in the post-race interview. "Apparently, you can't brake behind the safety car anymore," he added. For Hulkenberg, 37, this was a day to remember as he climbed the podium for the first time since joining the F1 grid way back in 2010. "Podium - P3 baby!" said his ecstatic race engineer on the team radio after he crossed the line. "I don't think I can comprehend what we've just done," replied the German. Pierre Gasly's Alpine took sixth, with Lance Stroll (Aston Martin), Alex Albon (Williams), Fernando Alonso in the other Aston and George Russell (Mercedes) rounding out the top 10.


The Hindu
8 hours ago
- The Hindu
Most races before F1 podium: Nico Hulkenberg tops list after British Grand Prix
Nico Hulkenberg finally secured his first Formula 1 podium finish, achieving the milestone at the 2025 British Grand Prix on Sunday, at Silverstone Circuit. The German driver, aged 37, drove his Sauber to a commendable third-place finish. This historic achievement came in Hulkenberg's 239th F1 race start, setting a new record for the most races before a maiden podium. F1: Norris finishes top at British Grand Prix, Hulkenberg bags first-ever podium He finished behind the McLaren duo of Lando Norris and Oscar Piastri, who took first and second place respectively. Before Hulkenberg, Carlos Sainz held the record of most races before first podium in F1 with 101 starts. Top 5 drivers with most races before first F1 podium: Nico Hulkenberg - 239 race starts Carlos Sainz - 101 race starts Martin Brundle - 91 race starts Mika Salo - 73 race starts Jenson Button - 68 race starts