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Plans to alter the size of HS2 trains, aimed at maximizing capacity, may result in increased costs and fewer seats, potentially leading to slower services north of Birmingham. A senior government and rail industry figure, Chris Gibb, has warned against changing the train order.The original £2bn order for 54 high-speed trains, to be built by a joint venture of Alstom and Hitachi, was placed in 2021. However, the project has been under review since the cancellation of the northern leg of HS2 by Rishi Sunak in 2023. The initial plan was for the 200-metre, eight-carriage units to double into 16-carriage trains, similar in size to a Eurostar. But this will only be feasible on the new line between London and Birmingham, as existing stations like Manchester Piccadilly cannot accommodate a 400-metre train.Gibb, a non-executive director of DfT Operator, expressed concerns that if HS2 opens with eight-coach trains, they would be full, leaving people behind. He suggested that instead of varying the train order, which could incur extra costs and delays, the government should retain the original order and plan to replace the current Pendolino fleet with longer, faster, modern versions around 2040.This approach, Gibb argued, would provide a significant increase in capacity, revenue, and a reduction in journey times on all routes without the need for further railway construction. Lord McLoughlin, former transport secretary, and Lord Berkeley, a long-term HS2 sceptic, have backed Gibb's idea, emphasizing the importance of consistent rolling stock for future use.A spokesperson for HS2 Ltd stated that no changes have been made to the original order, and they are still working closely with the manufacturer and the DfT to finalize train designs. The trains will be built in Derby and Newton Aycliffe.

Since the outbreak of the Iran conflict in February, European car shoppers have turned sharply toward electric vehicles (EVs), spurred by a rapid climb in petrol costs that has made plug‑in power appear markedly cheaper. Major online marketplaces report a pronounced uptick in EV interest. Germany’s leading platform, Mobile.de, recorded a greater‑than‑50% increase in electric‑car inquiries in March compared with February, while demand for petrol and diesel models fell during the same period. Hybrid queries edged up only 4%. In the United Kingdom, Spain and Germany, the buyer‑matching service Carwow logged 20%‑30% growth in EV inquiries between February and March, with the UK alone seeing a 23% rise in electric demand and a 19% jump for hybrids. French marketplace La Centrale observed a staggering 160% surge in EV searches from early March to early April, underscoring how sensitive drivers are to energy‑price volatility. AutoScout24, operating across Germany, Austria and Italy, noted that demand for electric cars climbed by roughly 40%, while interest in petrol and diesel vehicles remained flat or declined. Official registration data reinforce the trend. The Society of Motor Manufacturers and Traders (SMMT) reported that March battery‑electric registrations hit 86,120 units—a 24.2% year‑on‑year increase** and a record high for the month. Industry insiders attribute the shift to a combination of soaring fuel costs and supportive policy measures. In Germany, diesel prices have reached **€2.50 per litre**, and the government’s **€6,000 purchase subsidy** for electric cars further narrows the cost gap. "What the German energy transition couldn’t achieve, the economic reality has delivered," said Ajay Bhatia, CEO of Mobile.de, highlighting how market forces are now driving the zero‑emission push. Volkswagen’s ID.3 emerged as the most popular battery model, benefitting from both the subsidy and heightened consumer awareness. Nevertheless, experts caution that the surge may be partly transitory. Mobile.de’s Bhatia predicts the spike will settle at "a new, higher normal," while Autotrader’s Ian Plummer notes that previous fuel‑price spikes did not translate into lasting EV adoption, emphasizing the need for continued confidence in vehicle range and charging infrastructure. Guillaume‑Henri Blanchet of La Centrale added that the crisis has given many drivers their first real sense of total‑cost‑of‑ownership, making them more willing to accept higher upfront prices for lower long‑term operating costs. As Europe grapples with the dual pressures of geopolitical tension and energy inflation, the automotive market appears poised for a structural shift toward electrification, though the durability of this momentum remains to be fully seen.

Iran's economy is struggling to recover from a lethal mix of local mismanagement, corruption, sanctions, and two major wars in less than a year. The ceasefire announced overnight into Wednesday has brought some relief, with more people returning to work and shops reopening in Tehran's Grand Bazaar.However, sales remain slow compared to before the war, and merchants are facing significant challenges, including 20-30 percent price increases for products due to inflation. The near-total internet shutdown imposed since the start of the war on February 28 has caused countless income streams to be wiped out for families trying to survive.The government has promised to provide support to digital businesses, but it is unclear how they will operate while their customers remain offline. Lay-offs are widespread, with technology firms only signing contracts spanning several months, major carmakers laying off thousands of workers, and numerous journalists being let go by state-run and private sector media outlets.The situation for the embattled Iranian economy could still get worse, as the deepening impact of attacks against civilian infrastructure will likely become more apparent over the coming weeks and months. Iran's top steel factories, petrochemical manufacturers, aluminium producers, airports, and civilian aircraft have been bombed and put out of commission by the US and Israel.It would take Iran years to rebuild even if the war ended today, and that is while the country faced a huge budget crunch even before the war, and still has no prospects of lifting the harsh sanctions imposed by the US and the United Nations over its nuclear programme in order to boost foreign investments.

Ukraine’s armed forces reported that Russian soldier losses surged to 35,351 in March, the highest monthly tally since the conflict began. 96% of those casualties were inflicted by Ukrainian drones, with artillery and small arms accounting for the remainder. This represents a 29% increase over February’s figures, according to Ukraine’s commander‑in‑chief. Ukrainian officials say the spike confirms a trend of rising Russian attrition. Deputy Head of the Presidential Office, Colonel Pavlo Palisa, noted that Russia suffered 316 casualties per square kilometre captured in the first quarter of 2026, compared with just 120 per km² in 2025. Russia’s manpower replenishment is faltering. Although Moscow set a target of 409,000 contract soldiers for the year, recruitment in the first quarter averaged 940 troops per day, well below the required 1,120 per day. At this pace, analysts project a 65,000‑person shortfall by year‑end, a vulnerability Kyiv aims to exploit. President Volodymyr Zelenskyy has publicly set a goal of inflicting 50,000 Russian casualties each month to render the invading force “irrecoverably weakened.” Territorial gains for Russia are also receding. The Institute for the Study of War estimates Russian forces captured an average of 5.5 sq km per day in 2026, down from 10.66 sq km a year earlier and 14.9 sq km at the end of 2024. Ukrainian commanders attribute their lethal edge to a rapid expansion of drone capabilities. Commander‑in‑Chief Oleksandr Syrskii disclosed that Ukrainian drones struck 151,207 targets in March, a 50% rise from February, driven by roughly 11,000 sorties daily. Ukraine now enjoys a 1.3:1 advantage in First‑Person‑View drones on the frontlines. Interceptor drones also played a decisive role, with Defence Minister Mykhailo Fedorov reporting a record 33,000 Russian UAVs shot down in March—double the previous month’s tally. His deputy, Serhii “Flash” Beskrestnov, is collaborating with manufacturers on next‑generation interceptors capable of speeds up to 550 km/h to counter emerging jet‑powered Shahed drones. Long‑range strike capacity is set to expand further. Fire Point, Ukraine’s leading long‑range drone producer, announced the near‑deployment of two ballistic missiles with ranges of 300 km and 850 km, the latter theoretically reaching Moscow. These offensive gains have shifted the operational balance. Syrskii asserts that, despite modest territorial concessions, Ukrainian forces have seized the “strategic initiative” by preventing large‑scale Russian offensives and intensifying mid‑range strikes (30‑120 km into Russian rear areas) against logistics hubs, warehouses, command posts and oil depots. On the ground, Ukrainian troops have recaptured eight settlements and reclaimed 480 sq km of land in the Dnipropetrovsk region, underscoring the momentum of Kyiv’s counter‑offensive. Analysts warn that Russia may still pursue broader territorial ambitions, eyeing the Odesa and Mykolaiv coasts and a potential southern buffer in Vinnytsia near Moldova’s Transnistria. President Zelenskyy reiterated that Russian leadership believes a Ukrainian retreat would spare “hundreds of thousands of people,” a claim he dismissed as a strategic ploy during recent ceasefire talks.

Gentleman's Relish, a traditional British condiment, has been discontinued by its manufacturer, AB World Foods. However, Simpson's restaurant in London and Fortnum & Mason have stepped in to keep the spread alive. Jeremy King, who reopened Simpson's in the Strand last month, has instructed his chef to create a version of Gentleman's Relish almost identical to the original.The relish, made from anchovy fillets, rusk, butter, and a secret selection of herbs and spices, was created by John Osborn in 1828. It was a favourite condiment of James Bond writer Ian Fleming and has been named as one of the 10 foods that Nigella Lawson cannot live without. Simpson's serves the relish on toast for £6.50, while Fortnum & Mason offers it in a Tiffany blue pot for £14.95.King's version of the relish is based on a classic Victorian recipe for patum peperium, which he prefers to the mass-produced version. While he would like to sell it as a takeaway product, health and safety regulations prevent this. Nigella Lawson has expressed her love for the relish, saying it's a savoury version of cinnamon toast and just as comforting.

Amazon announced that, effective 20 May 2026, it will stop delivering software updates to Kindle and Kindle Fire devices launched in 2012 or earlier. The decision targets a range of models, from the original 2007 Kindle to the first‑generation Kindle Paperwhite and early Kindle Fire tablets. According to the company, owners will retain the ability to read books already stored on their devices, and their Amazon accounts will remain usable through mobile and desktop applications. However, a factory reset on the affected units will render them inoperable for new purchases, borrowing, or downloads. Amazon is offering discounts to encourage users to upgrade to newer hardware, acknowledging that many of the devices have been supported for 14‑18 years. The move has ignited a wave of criticism online, with users describing their still‑functional e‑readers as being reduced to "paperweights" and accusing the retailer of fostering large‑scale waste. Ugo Vallauri of the Restart Project—a UK‑based repair advocacy group—told the BBC that manufacturers often cite performance improvements when ending support, but this does not justify "soft‑bricking" millions of functional devices. He estimates the impact could affect roughly 2 million e‑readers, representing about 3 % of Kindle users, potentially creating more than 624 tons of e‑waste. Tech analyst Paolo Pescatore described the decision as "understandable from a security and support perspective," noting that the hardware of these older models was not designed for today's data‑intensive services. In summary, Amazon's phase‑out underscores the tension between extending product lifespans and keeping pace with rapid technological advancement, while raising environmental questions about the fate of legacy devices.

The UK government has pledged £380 million to accelerate the build‑out of a new battery factory in Somerset that will supply Jaguar Land Rover (JLR) with cells for its forthcoming electric Range Rover and Jaguar models. The plant, operated by Tata’s battery subsidiary Agratas, was highlighted during a site visit by Business Secretary Peter Kyle, who emphasized the grant’s role in safeguarding jobs and driving economic growth. When fully operational, the gigafactory is projected to employ 4,200 workers and deliver up to 40 GWh of battery capacity annually—enough for hundreds of thousands of electric vehicles. It will become the UK’s second high‑volume battery facility after the Chinese‑owned AESC plant in Sunderland. Construction remains in its early stages, with only a steel frame erected so far. Although the original timetable targeted production start‑up in 2026, delays have pushed the expected commencement to the end of 2027. Agratas has reduced the footprint of the first building but claims the change reflects more efficient process design rather than a cut‑back in output. JLR, the nation’s largest automotive employer, had planned to launch its electric Range Rover in 2025, but the debut has slipped to 2026 and the vehicle is still not on sale. The postponement follows a broader trend of EV manufacturers worldwide scaling back or postponing battery projects after over‑optimistic forecasts of rapid consumer migration from petrol. Recent spikes in petrol prices—spurred by geopolitical tensions linked to Donald Trump’s war in Iran—could make electric cars more appealing, potentially justifying the sizeable capital commitments required for a transition to EV production. Until the Somerset facility becomes operational, JLR will continue to source batteries from AESC. That arrangement was confirmed last year by investment bank Société Générale, though references to JLR have since been removed from public statements. In addition to the battery grant, Tata previously secured a £500 million pledge to modernise its Welsh steelworks with electric arc furnaces, underscoring the government’s broader push for greener industrial capacity. Peter Kyle said the investment, alongside other automotive research initiatives announced on the same day, would “boost economic growth, secure jobs and put more money in people’s pockets.” He added that the UK’s “modern industrial strategy” provides the stability needed for long‑term planning. Earl Wiggins, Agratas’s vice‑president for UK manufacturing, welcomed the funding, noting it will enable the company to “deliver net‑zero goals and strengthen the UK’s position as a global leader in battery manufacturing.” He projected that over 2,200 staff would be on‑site within the next year, with further growth thereafter.

The UK's reliance on glyphosate, a widely used herbicide, has come under fire from campaigners who argue that its use has spiralled out of control. Glyphosate, known for its effectiveness in killing weeds, has been linked to various health risks, including cancer, and environmental damage.Originally pioneered by Scottish farmers in the 1980s to dry crops before harvest, the use of glyphosate has expanded globally. In the UK, over 2,200 tonnes of glyphosate were applied in 2024, with more than half used on wheat and other cereals. This represents a 10-fold increase in usage over the past three decades.Despite the World Health Organization classifying glyphosate as 'probably carcinogenic to humans' in 2015, its use has remained high. Bayer, the manufacturer, maintains that its herbicides do not cause cancer, but this stance is contested by many health and environmental organizations.Campaigners, including Nick Mole of Pesticide Action Network UK, are urging the government to phase out and ultimately ban glyphosate, citing its links to a range of cancers and other life-threatening diseases, as well as its impact on the environment. They argue that safer, more sustainable alternatives are available and should be adopted by farmers and local councils.However, some agricultural experts, like Helen Metcalfe of Rothamsted Research, suggest that glyphosate is used differently in the UK compared to the US, where genetically modified crops are involved. The shift towards 'regenerative' farming practices has contributed to the increased use of glyphosate, as it helps protect soil health and prevent erosion.The debate over glyphosate's safety and environmental impact continues, with the EU banning its use in pre-harvest desiccation in 2023 due to concerns about food accumulation. In the US, Bayer has offered $7.25bn to settle lawsuits alleging that Roundup, which contains glyphosate, can cause cancer. The UK government maintains that pesticide use is strictly regulated and only approved if it does not harm human or animal health or the environment.

Formula One has endured a turbulent opening to the season under its new regulations. The sport's governing body, the FIA, is now proposing changes to address safety concerns and driver dissatisfaction. Nikolas Tombazis, the single-seater director for the FIA, is at the heart of the process and is confident that F1 can adapt successfully.Tombazis acknowledges that the new rules have provoked a strong reaction, with some drivers expressing discontent. Oliver Bearman's 190mph crash at Suzuka has raised concerns about the safety of the new regulations, and the FIA is taking a cautious approach to making changes. "Every accident at high speed is always a little bit of a shock," Tombazis says.The FIA is discussing potential changes with teams, powerunit manufacturers, and the commercial rights holder. Meetings are scheduled for April 20 and May 3 to decide on changes to the regulations, which could include adjustments to the parameters of energy recovery and deployment. Tombazis emphasizes that safety is the top priority and that the goal is to find a balance between safety and competitiveness.The new regulations have been a topic of debate, with some drivers, such as Lando Norris and Max Verstappen, expressing dissatisfaction with the current formula. The FIA is working to address these concerns while also ensuring that the sport remains safe and competitive. "We're not expecting people to sugarcoat their comments," Tombazis says, but he is hopeful that a broad consensus can be reached.