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The world’s biggest mustard consumer is running out

Hoping to bring some mustard home from France? It might actually be the last place you’ll find some at the moment. France’s most famous seasoning is running out, and there is no sign of its return to the shelves.

When Marc Désarménien’s Maison Fallot mustard boutique in Dijon opens at 10am every morning, 10 to 15 people are already queuing outside, hoping to get their hands on this now luxurious condiment.

“I don’t think we have ever seen anything like it,” said Désarménien, whose family-run business has been producing authentic French mustard for generations.

A sign in a supermarket department indicating that the sale of mustard is limited to one jar per person per trolley. Photo Mathieu Thomasset. (Mathieu Thomasset / Hans Lucasv)

“My grandfather has lived through two world wars and the post-war period when there were ration tickets in France, but even then there was mustard.

“Now whether you go to Lille, Marseille, Bordeaux or Strasbourg, nobody has any mustard left. It’s all sold within a few hours.”

France is the largest consumer of mustard in the world and its relationship with the condiment stretches back to the Middle Ages.

France is the largest consumer of mustard in the world and its relationship with the condiment stretches back to the Middle Ages. (EddieJim)

In fact, Désarménien explains that it was the Dukes of Burgundy who first made it so popular by combining it with tough meats because of its digestive qualities.

Over the years, it has become an absolute staple in French cuisine and a must-have for the French household.

Nowadays, a majority of French mustards are produced by large brands like Amora, owned by Unilever, and sold in supermarkets. But those supermarket shelves are now empty, sparking outrage across the country.

Nowadays, a majority of French mustards are produced by large brands owned by Unilever. (Photo by Dominic Lorrimer/Fairfax Media) (Dominic Lorimer)

The impact of climate change

Conspiracy theories have filled social media, some suggesting that the mustard’s disappearance is supermarkets’ ploy to inflate prices and that stacks of pots are being hidden in warehouses. But the real reason for France’s mustard shortage stretches far beyond the country’s borders.

Despite French mustard labeled as being from Dijon or Reims, most of the seeds it is made from are actually cultivated in Canada where they cost a lot less. But transatlantic mustard seeds have recently fallen victim to the effects of climate change.

“Canada exported 157 tonnes of mustard seed to France in 2021, an 80 per cent decrease compared to 2020 and a 94.9 per cent decrease from the five-year average,” a spokesperson for the Canadian Agriculture Ministry told CNN.

The reason for this decrease is that “in 2021, the Prairies — where mustard seed is primarily grown — experienced extreme dry conditions, which led to a significant reduction in yields” said the spokesperson, adding that “farmers are on the front lines of climate change”.

A bird in search of food flies over a yellow flowering mustard field. (Thomas Warnack/dpa via AP) (AP)

With these extreme weather conditions hurting Canadian exports, France has been looking to other exporters for these seeds. Featuring high up on that list are Russia and Ukraine, but with an embargo on Russian exports and the war raging across Ukraine, there is no visible solution in the near future.

Max Matsepliuk works for a Ukrainian export company that liaises with farmers to export Ukrainian grain.

Though Ukrainian mustard seed production is minor compared to Canadian exports, prices for mustard seed have shot up significantly in the past year and Matsepliuk is confident that this is creating incentive for Ukrainian farmers to grow them.

Problem is, most of the fields are in southern Ukraine — Mykolaiv or Kherson — currently occupied by the Russians.

“The southern parts of Ukraine were the strongest in terms of cultivation of mustard seeds. In the West it’s quite rare,” he said.

“Some farmers do cultivate … but that’s not enough for potential buyers from Europe. They want more and they want consistent quality.”

Matsepliuk fears the seeds have been stolen by the Russian occupiers in the south and sold at a low price. So until these areas have been freed, it is unlikely that Ukraine will be able to export any mustard seeds.

Dijon mustard. (FairfaxMedia)

Not everyone is suffering from this must-have shortage. In fact, local French producers who don’t rely on foreign exports have been overwhelmed with the current demand, and their businesses are thriving.

Ghislain Durand, who produces mustard in the town of Castelnaudary in the south of France, usually takes time off in July to enjoy the summer.

But this year’s demand is too good an opportunity to let pass.

“I need to keep working because of this mustard shortage, because I’ve got an order surplus that wasn’t expected, and I need to be able to make the most of this situation,” he says.

“It’s very beneficial for my business, I must admit. For the past four months, the increase has been so violent and quick that it’s hard to follow.”

So stark in fact, that Durand’s profits have multiplied by four.

Inside the new Russian Macca’s

In the tourist shops where Durand sells his mustard, people used to buy one or two pots to take home.
“Now, they grab about 10,” Durand says.

“They see mustard and they throw themselves at it.”

With the Canadian agriculture ministry predicting good yields for the coming harvesting season, things may be getting back to normal next year.

In the meantime, those who can’t get their hands on local producers’ precious pots are turning to alternatives from tahini to wasabi to add that sought after kick to their meals.

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South Australians inch closer to the EV road trip as charging network improves

For regional motorists in South Australia, options are few and far between when it comes to the rapid charging of electric vehicles (EVs).

For some people, like Katherine Tuft from Roxby Downs, the EV infrastructure turned what would be a seven-hour drive to Adelaide into 10 hours.

“It’s quite doable but it’s not the most efficient way to get around as far out as we are, but that’s nothing to do with the car and all to do with the inadequacy of the charging network,” she said.

EVs can be charged from just about any power outlet, but Ms Tuft said it wasn’t about the number of charge points but the speed capability of the chargers.

“We’ll get to Port Augusta on about 30 per cent battery after having left at 100 per cent,” she said.

“There’s nowhere fast to charge, which is why we’ll sit on them for an hour or so and get another 10 or 15 per cent and that’s enough to get us to Clare, where there is a fast charger.

“We can then zip up to 80 per cent within half an hour and get to Adelaide.”

Janie Butterworth has had a rapid charging station outside her Port Lincoln business for five years.

As a destination point on the tip of the Eyre Peninsula, she has observed another issue of a patchy regional charging network.

“Hardly anybody uses it, people probably don’t come out this far if they’ve got an electric vehicle because it’s logistically impossible,” Ms Butterworth said.

“If you’re going to drive it somewhere that’s too far from your house, you’re going to get stuck charging it somewhere for a long time.”

Regional network update

To address range anxiety and charge time delays, in February a $12.4 million state government grant was awarded to the Royal Automobile Association (RAA) to construct a 140-site fast and rapid charging network across South Australia.

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“Carbon tax on wheels?” The dirty tactics that stopped Australia going electric

Day by day the calls for Australia to introduce fuel efficiency standards in an effort to catch up to the rest of the world in the switch to electric vehicles – and to solve its growing fuel security, cost and pollution issues – grow stronger.

Experts have been calling for it for years, ever since an Australian Transport Council recommended it in 2008, and at leat nine different proposals have been presented since then – nearly one a year. The reason it didn’t was because of a series of outrageous scare campaigns led by industry and embraced by conservatives..

The result is that Australia has a fleet of dirty inefficient cars that likely cost an extra $2.2 billion in added fuel costs in 2021 alone – and is leaving the country with poor fuel security, bad pollution, and at the end of the queue when it comes to the uptake of electric vehicles.

Over the last six years, the total cost of not implementing fuel emission standards, as had been recommended by the Climate Change Authority, and endorsed by a ministerial forum, is estimated at $5.9 billion – and that is fuel costs alone, not health or climate impacts.

And it is all the result of what experts say are a series of misleading campaigns, with the strings pulled by the incumbent car lobby fearful of change and eager to protect one of the last “free markets” in the western world.

The Australia Institute has released a report that details the multiple attempts at stopping the introduction of a fuel efficiency standard, on the same day as Fairfax Media revealed correspondence that confirms the efforts by the car industry, and Toyota in particular, to continue to dilute and frustrate rules that could support a switch to EVs.

The documents revealed by Fairfax confirmed the huge lobbying efforts of some of the leading legacy car makers in diluting Australia’s policies on EVs, in a bid to protect their strong hold on hybrid vehicle sales.

Australia’s EV sales remain less than two per cent of total new car sales, a fraction of what they are in the US, and particularly in China and most parts of Europe. (The world average is expected to be nearly 14 per cent this year).

Yet the demand for EVs in Australia is huge and largely unmet – as witnessed by the massive orders for the Tesla Model Y (more than 15,000), which began deliveries in Australia last week – and because apart from Tesla it is near impossible to get hold of one.

Most other car companies are putting their priorities elsewhere, to countries that do have fuel and emissions standards, and are either not offering their EVS at all to Australia, or providing only a small number.

Australia may have come closest to a fuel efficiency standard in 2017, when the then energy and environment minister Josh Frydenberg floated the idea in an opinion piece, only to be shouted down by the Murdoch media for proposing a “carbon tax on wheels”.

Frydenberg dismissed the allegation, but the Coalition quickly backed off, and when Labor went to the 2019 election with a fuel emission standard proposal, prime minster Scott Morrison borrowed the Murdoch branding and called it a “carbon tax on cars”, and energy minister Angus Taylor described it as “reckless.”

It’s been typical of the scare campaigns thrown at new technologies by the fossil fuel lobby and conservatives. But now the industry and advocates have had enough, and are urging the new Labor government to finally embrace them. Climate and energy minister Chris Bowen is not ruling them out.

“Fuel efficiency standards are a common, relatively simple policy mechanism with net benefits,” The Australian Institute writes in a new report released on Monday. “However, previous attempts to introduce standards in Australia have been marred by disinformation and misleading claims.”

“Australians are being left behind simply because, as a nation, we are still accepting gas guzzling cars with no emissions standards,” says Richie Merzian, the TAI’s climate and energy program director.

“Australian motorists are the victims of having one of the world’s least efficient and most polluting car fleets, and it’s costing us every time we fill up at the petrol pump.”

Merzian argues that rather than extending the reduction of the fuel excise, policy makers should lock in savings for the motorists by introducing average efficiency standard for new cars in Australia that will ensure they are more efficient and less polluting.

Merzian says the introduction of robust fuel efficiency standards – rather than the soft ones now proposed by the main car lobby – should lead to 100 per cent zero emissions new vehicle sales by 2030 or 2035 at the latest.

This would not only reduce transport emissions, he says, but save Australians money in fuel costs and reduce the nation’s dependence on imported oil.

The best way to do it?

Merzian says fuel emissions standards should be implemented as soon as possible, and they need to have integrity, and should use the WLTP standard, or World Harmonize Light Vehicles Testing Procedure (WLTP).

Other considerations include allowing for manufactures to pool emissions with other manufactures, how a sales weighted average target could be applied to allow the vehicle

Other policy measures that could be added include higher fuel taxes, tax or registration fees based around a CO2 component, along with zero emissions vehicle sales targets, and incentives for efficient or zero emissions vehicles.

“Fee-bate systems”, which levy a fee on the purchase of higher emitting vehicles and use the revenue to incentivise the purchase of zero or low emissions vehicles, are also easy to implement and are self-funding if designed carefully. They exist in New Zealand and in France.

For more news on the EV transition, and the latest models and trends, please go to our EV-focused sister site, The Driven.

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EnergyAustralia plunges to heavy loss, eyes partnerships

The $HK8.68 billion loss at EnergyAustralia compared with a net profit of $HK837 million in the first half of 2021. It sent the whole CLP group to a loss of $HK4.86 billion for the six months, down from a profit of $HK4.62 billion a year earlier.

CLP still maintained its dividend, and Mr Lancaster said the first six months in Australia involved an unusual combination of events that led to very high spot prices. The half also included the unprecedented nine-day suspension of the National Electricity Market in June and the failure of several small electricity retailers,

Both of EnergyAustralia’s key rivals, AGL Energy and Origin Energy, were also badly impacted, with both revising profit guidance amid issues such as coal power outages and coal supply problems at some plants.

“I wouldn’t look at the last six months as being representative of the market in general, however volatility is something we must expect in Australia,” Mr Lancaster said.

“As economies go through an energy transition we do see the need for firm capacity and more storage capacity, which is essentially where we see good investments in Australia.”

The problems at EnergyAustralia, the country’s third-biggest electricity and gas supplier, contributed to Standard & Poor’s last month cutting the credit rating at the company to the lowest investment grade, BBB-, with a negative outlook. It said the company could be at risk of breaching one of its debt covenants, and suggested it may need financial assistance from its parent.

In the half-year report released in Hong Kong, CLP said EnergyAustralia would “continue to strengthen its capital structure to fund its current and future investment needs, providing the reliable supply needed to support customer demand and the transition to a lower-carbon power market ”.

Open to partnerships

Mr Lancaster said all options were open for partnerships at Energy Australia, and pointed to the example of India, where CLP linked with Canadian investment giant CDPQ to form Apraava Energy.

“We are open to partnerships for parts of the business, for projects and even for the whole business,” he told The Australian Financial Review.

“We do see a need to invest in the energy infrastructure in Australia in order to go through an energy transition.”

He pointed to firming power supply and energy storage as areas that CLP regards as good investments in Australia.

“This will require considerable and sustained capital investment, so by working with partners on projects, or in segments of our business or in the business as a whole such as we’ve done in India with CDPQ, we remain open to all of those options .”

EnergyAustralia also incurred high costs in the first half to settle forward contracts that could not be covered because of reduced generation at its biggest power stations, Yallourn in Victoria and Mount Piper in NSW.

Output at Yallourn was hit by unplanned outages, including a fire at a coal conveyor system, as well as “recurring maintenance issues”, CLP said.

At Mount Piper, output fell because of a major planned outage and constraints in the delivery of coal from the site’s major supplier.

CLP said EnergyAustralia had contracted its generation in advance, ahead of the spike in wholesale prices, and then had to cover the contracts in the market at the higher spot rates because of the shortfalls in output at the two plants.

Earnings in the retailing arm improved, thanks to gains from hedging and reduced bad debt expenses. Customer accounts rose to 2.45 million, boosted by customers transferred through the “retailer of last resort” scheme when their own retailer failed. EnergyAustralia joined other retailers in lifting tariffs for household and business customers, although analysts say that for some retailers, costs have risen even more steeply.

But CLP said that despite “challenging” operating conditions in Australia, rising wholesale power prices should benefit EnergyAustralia in the longer term. It said the company was planning maintenance work at Yallourn to tackle the reliability issues, while coal supply to Mount Piper should improve.

“Additional short-term coal and gas purchases have been made to enable EnergyAustralia’s power stations to support customers and the broader energy market in the second half,” CLP said.

The group also voiced support for the proposed “capacity mechanism” that would transform the National Electricity Market and said it should promote investments in new dispatchable capacity, and enable more renewable energy to enter the grid reliably and affordably.

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Why we shouldn’t fear the four-day working week

Perhaps the solution wasn’t working more hours, but working less. We took a leap of faith and joined a pilot program run by 4 Day Week Global, a not-for-profit coalition that supports businesses transitioning to a four-day week.

Shifting to a four-day week is no picnic for any business leader. It’s 100 per cent of the pay for 80 per cent of the time. In exchange, you commit to delivering 100 per cent output. On paper, you can argue it’s a bad financial move. In reality, it’s hard to set up and involves a high level of trust. Not for the micro manager. Not for the toxic work environment.

Lauren Crystal (left) with colleagues at her Melbourne business.

Lauren Crystal (left) with colleagues at her Melbourne business.

For my business, we get paid to design solutions and solve problems. These two things are easier to do when the mind is fresh and your motivation’s pounding. It’s also effortless with an engaged, happy, healthy team who don’t want to work anywhere else; low turnover, high growth, and a unique culture built around the individual.

4 Day Week Global reports that 78 per cent of employees working four-day weeks are happier and less stressed. In short, we should all work less. Let’s create space to personally thrive whether it’s through doing, resting or reflecting. Let’s put family and friends first and go in to work ready to give our all.

Before you set up your four-day week plan, discuss it with your team. Listen to their concerns and queries – it’ll help shape your final plan and give a better understanding of how you’re going to make this work.

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If you’re tentative about shutting the business down for a day every week, try a roster system so you can remain open five days. Decide between your team, based on how big you are.

We’re only two weeks into the trial but we’ve seen a big difference already. I’ve found I can prioritize health appointments I have previously been unable to make. Feedback from staff has been positive, with some saying it means their partners can go back to work one day a week as they can take over child-minding duties. One staff member who is a part-time DJ has committed to making a new song on his extra day off, while another attended a matinee performance.

There’s an air of excitement in the office, and while the truth is people are a bit nervous getting into a new routine, the overall feedback is that even the concept itself says to our team “we’re prioritizing your happiness and wellbeing”.

Would I recommend it? Yes, especially to businesses willing to test the waters in terms of output. From a commercial point of view it makes you think creatively about improving productivity and removing bureaucracy. The age-old question – could that meeting have been a message? – becomes very real when you remove one-fifth of your work hours.

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Council rates Banyule Melbourne family hit by 31 per cent council rate rise

Father-of-four John Lawrence says he has been hit by a whopping 31 per cent increase in his council rates.

John, who lives with his family in Viewbank in Melbourne’s north-east, which is in the Banyule City Council area, claims he’s being bullied and threatened into paying an extra $750 a year.

That rise is despite his council having a rate cap of 1.75 per cent for the financial year 2022/2023.

Father-of-four John Lawrence says he has been hit by a whopping 31 per cent increase in his council rates.
Father-of-four John Lawrence says he has been hit by a whopping 31 per cent increase in his council rates. (Nine)

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“My problem with this is, it’s just the lack of consultation and this just sheer demand,” he said.

John says he’s tried to complain to the council but hasn’t made any progress.

In the rate rise notification letter he was told that he’d be slugged a 10 per cent interest fee on any outstanding payments.

“There’s nowhere you can go, I’ve rung the councilor (who said) ‘I’ll get back to you’,” he told A Current Affair.

“I’ve rung the council themselves, (who said) ‘no, that seems right but we’ve had a few people from Viewbank complaining about the same thing’.

“Well come on guys, this is not right.”

Father-of-four John Lawrence says he has been hit by a whopping 31 per cent increase in his council rates.
John, who lives with his family in Viewbank in Melbourne’s north-east, which is in the Banyule City Council area, claims he’s being bullied and threatened into paying an extra $750 a year. (Nine)

The main influenza for Lawrence is he believes the council services in his area have reduced over time.

“We’ve also got problems with the trees, they keep dropping limbs, we keep reporting these issues to the council.

“We’ve got a road down here full of potholes, we’ve asked the council so many times to attend these potholes,” he said.

“How is it a council can get away with doing this sort of stuff?”

Dean Hurlston, vice president of Ratepayers Victoria, said there are a couple of things homeowners can do if they’re hit with a shock rate bill.

“The Ombudsman is very good at giving you an outline of what your rights are, and how you can actually talk to the Council,” he said.

“You can also object to the valuation on the actual rates notice, but you only have a couple of months to do that,” he said.

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Banyule City Council declined an on-camera interview but issued a statement.

“Increases to overall Council rates are in line with the rate cap set at 1.75 per cent for the 2022/23 year,” it said.

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Banyule City Council declined an on-camera interview but issued a statement. “Increases to overall Council rates are in line with the rate cap set at 1.75 per cent for the 2022/23 year,” it said. (Nine)

“Rates are calculated based on the Capital Improved Value (CIV) of each individual property.

“Each property is revalued annually by the Victorian Government Valuer-General Victoria and are reflective of increasing property prices over the 2021 year.

“Council is not responsible for setting property values.

“The value shown on the rates notice is the value of the property at 1 January of this year.

“Property owners can object to the Victorian Government valuation of their property and have until October 4 to do so.

“Overall Banyule has seen the overall valuations applied to properties increase by around 21 per cent compared to last year.

“Some suburbs have increased by more than that including Viewbank where the average valuation increase is around 31 per cent.

“Council does not receive any additional income through rising property values.

“As with all council’s, interest is only charged on overdue payments and is in line with the provisions of the Local Government Act 2022.

“Council allows six business days grace for late payments before interest is charged.”

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Qantas Honolulu Lounge destined for refurbishment?

Executive Traveler Exclusive

The great Qantas Lounge Cull appears to be over, with the airline promising its Honolulu lounge – often considered the worst in the network – won’t meet the same fate as its siblings at Tokyo Narita or Hong Kong.

However, the airline declined to comment on reports that the well-worn Honolulu International Business Lounge will be refurbished or at the very least refreshed before its doors swing open once more, as well as seeing a timeframe for when the lounge will be back in action.

Honolulu remains a popular destination for Qantas, which until early 2020 flew a Boeing 747 from Sydney, and its low-cost arm Jetstar.

Until the Qantas Honolulu Lounge returns, the airline is issuing to “eligible passengers and their guests” – including business class passengers, Qantas Club members and Gold, Platinum and Platinum One frequent flyers – with vouchers to spend on food and drinks at the airport’s retail outlets.

Adults receive a US$20 voucher, with US$10 for children.

That said, savvy business class passengers and frequent flyers on QF104 can also make their way to the shared Admirals Club / Sakura Lounge of fellow Oneworld members Japan Airlines and American Airlines lounge, which rolls to the welcome mat to eligible Qantas flyers.

That lounge is located on the third level of Terminal 2 – above The Local @HNL restaurant – in the central lobby of the Overseas Terminal, across from Central Security Checkpoint #3.

Earlier this year, while the JAL/AA lounge had restricted opening hours Qantas was redirecting lounge-worthy travelers to the excellent Delta SkyClub lounge, but this temporary arrangement has since ended now that the JAL/AA lounge’s hours align with the late morning departure of the Qantas flight to Sydney.

Qantas has been steadily reopening its international lounges since November 2020, when overseas travel resumed from Sydney and Melbourne.

Both the Singapore Business and Singapore First lounges are now in full swing, along with lounges at Auckland, London and the Los Angeles Business Lounge – the Los Angeles First Lounge is now tipped to unlock its frosted doors later this month.

But the highly-regarded Hong Kong lounge was an early casualty – when Qantas eventually returns to the Asian metropolis, it will direct travelers to the lounges of Oneworld partner Cathay Pacific.

Also for the chop was the Tokyo Narita lounge, a sensible move considering that Tokyo Haneda will now be Qantas’ new hub, with excellent lounges available from JAL.

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Qantas admits airline has not met ‘customer expectations’ as it asks senior executives to work as baggage handlers

Qantas has admitted its operational performance has not met public expectation as it confirmed its contingency plan to cope with the surge in demand over the next three months.

The Australian on Monday morning reported the national carrier had asked senior executives and other office workers to fill in as ground handlers as the business ramps up its operations.

Chief Operating Officer Colin Hughes in a note to staff called on “at least 100 managers and executives to opt into a short-term arrangement over the next three months.”

“The high levels of winter flu and a COVID spike across the community, coupled with the ongoing tight labor market, make resourcing a challenge across our industry,” it read.

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“There are a range of strategies to get our performance back to where we and our customers expect it to be. While this includes recruiting thousands of new team members into our operation and ongoing recruitment by our ground handling partners, we need to build more resilience into our operation now.

“Establishing a short-term contingency team will help do this.”

The note goes on to say Qantas is seeking expressions of interest from managers and executives to join the contingency program.

“People who respond to the EOI will be trained and rostered into the ramp environment at Sydney and Melbourne airports,” Mr Hughes said.

“These people will support our ground handling partners, who are managing the Qantas operation, over a three-month period from mid-August.”

A Qantas spokesperson on Monday admitted the airline’s recent performance had not been up to par as it confirmed Mr Hughes’ note.

“We’ve been clear that our operational performance has not been meeting our customers’ expectations or the standards that we expect of ourselves – and that we’ve been pulling out all stops to improve our performance,” the spokesperson said.

“As we have done in the past during busy periods, around 200 head office staff have helped at airports during peak travel periods since Easter.

“While we manage the impacts of a record flu season and ongoing COVID cases coupled with the tightest labor market in decades, we’re continuing that contingency planning across our airport operations for the next three months.”

The revelation comes a year after the Federal Court ruled that the national carrier breached the Fair Work Act by outsourcing about 2,000 ground crew jobs to third party contractors in the middle of the pandemic – with Swissport taking on the majority of the work.

TWU National Secretary Michael Kaine hit out at Qantas for its latest attempt to fix staffing problems.

“It’s a shocking insult that nearly 2,000 experienced workers are forced to sit at home because their jobs were stolen from them while corporate ring-ins are being dragged to the baggage rooms to help ease airport chaos,” he told SkyNews.com.au.

“This isn’t the brainwave Qantas management seems to think it is.

“Introducing inexperienced office workers into specialist aviation workplaces will only increase the likelihood of serious injuries and safety incidents on site, throwing airports into further disarray.”

In the note, Qantas told staff they would be fully trained to “safely” carry out the required functions.

“During your time in the contingency program, you’ll be an embedded resource within the ground handling partners. This means you’ll receive a roster, be scheduled to operate and be supervised and managed in the live operation by our ground handling partners, ” Mr Hughes said.

The note also listed the key parts of the role which included loading and unloading the aircraft and driving a tug.

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LDS) axes plan to build Melbourne factory to make rapid antigen tests

A Melbourne biotech has axed plans to build a Victorian manufacturing plant for rapid antigen tests after the company told the state government it doesn’t have the resources to commit to the plan.

Lumos Diagnostics, which listed on the ASX last year, was planning to set up a $17.2 million facility to make diagnostic tests, with funding support from the Victorian government.

The Lumos Diagnostics FebriDx tool works to distinguish between viral and bacterial infections.

The Lumos Diagnostics FebriDx tool works to distinguish between viral and bacterial infections.

On Monday, the business told investors it was pulling the pin on the proposal, saying it did not have the capital investment or human resources to set up the facility.

“While we continue to see great potential for establishing a diagnostics capability in Victoria, at this time, Lumos needs to focus on leveraging its existing assets rather than investing in new assets,” chief executive Doug Ward said.

Lumos is developing a COVID-19 rapid test and makes a tool that lets doctors work out whether an infection is bacterial or viral, enabling them to decide whether a patient needs antibiotics.

A Victorian government spokesperson said that it agreed to a partnership for the manufacturing hub, but the agreement was contingent on Lumos getting approval from the Therapeutic Goods Administration for its COVID self-test in Australia.

“Lumos Diagnostics has now withdrawn its application from the TGA,” the spokesperson said.

“No funding was provided by the Victorian government to Lumos Diagnostics as the agreement was contingent on TGA approval.”

The government said it would continue to expand local medical technology manufacturing and work with companies such as Moderna, which is building an mRNA vaccine hub that is set to launch in Melbourne in 2024.

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Motorists could have saved $5.9bn on fuel if efficiency standards were introduced in 2015, The Australia Institute report finds

Australian motorists could have saved $5.9 billion on fuel costs if efficiency standards were introduced in 2015, according to a report from The Australia Institute.

It’s one of the headline points from a discussion paper by the Canberra-based think tank, which argues how the country could benefit from fuel efficiency standards.

To give you an idea of ​​the current state of play, Australia is one of the few developed nations without such regulations. Let’s have a look at what the report says.

Where does Australia stand?

Fuel efficiency standards are aimed at regulating carbon dioxide emissions.

They have been adopted by 80 per cent of the global light vehicle market.

But Australia doesn’t have them.

Usually, countries have a fleet average efficiency standard, which means that manufacturers pay a penalty if they exceed that target.

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