This means HS2 trains could not be tested at their intended operating speeds until a bespoke test track, or the railway itself is complete, something DfT sources claim would delay completion of the project by several years and cost billions of pounds.

FIRST ON FOX: The Trump Department of the Interior secured a landmark agreement with energy giant TotalEnergies to redirect nearly $1 billion away from “unreliable” and “ideological” wind farm projects approved under the Biden administration and instead invest in U.S. oil and natural gas as part of the president’s “energy dominance agenda.”

Secretary Doug Burgum announced the agreement with TotalEnergies on Monday at the CERAWeek conference, an annual gathering of global oil and energy leaders in Houston.

TotalEnergies is renouncing its U.S. offshore wind leases and instead investing a total of $928 million in oil, natural gas and liquefied natural gas production in the U.S., according to the department. Additionally, after the department paused all leases for large-scale offshore wind projects under construction in the U.S. due to “national security risks,” TotalEnergies has pledged not to develop any new offshore wind projects in the country.

The department said that “under this innovative agreement driven by President Donald J. Trump’s Energy Dominance Agenda, the American people will no longer pay for ideological subsidies that benefited only the unreliable and costly offshore wind industry.”

OIL PRICES SLIDE AS US EXPANDS INFLUENCE OVER GLOBAL ENERGY MARKETS

President Trump, l., and an oil drill, r. (Getty / Getty Images)

As part of the agreement, TotalEnergies will invest $928 million in the development of a liquefied natural gas plant in Brownsville, Texas, as well as shale gas production and upstream conventional oil in the Gulf of America.

In turn, the U.S. will terminate wind farm leases in the Carolina Long Bay Area and in the New York Bight area. Both of these leases were granted to TotalEnergies by the Biden administration in 2022. The U.S. will be reimbursing TotalEnergies for these investments.

According to the department, these reinvestments “directly advance the Trump Administration’s ongoing efforts to lower costs for American families, increase baseload and grid reliability, and help maintain global leadership in artificial intelligence.” 

Burgum called the agreement “yet another win for President Trump’s commitment to affordable and reliable energy for all Americans.”

TRUMP WEIGHS LIFTING IRAN OIL SANCTIONS AS ENERGY PRICES SOAR AFTER QATAR LNG STRIKE

Interior Secretary Doug Burgum delivers remarks outside the White House on March 19, 2025 in Washington, D.C. (Getty Images)

“Offshore wind is one of the most expensive, unreliable, environmentally disruptive, and subsidy-dependent schemes ever forced on American ratepayers and taxpayers,” Burgum told Fox News Digital.

He added that the administration welcomes TotalEnergies’ commitment to “developing projects that produce dependable, affordable power to lower Americans’ monthly bills while providing secure U.S. baseload power today — and in the future.”

U.S. Attorney General Pam Bondi also commented on the deal, telling Fox News Digital that “today’s agreement prioritizes affordability for hardworking American consumers over the prior administration’s ideological, ineffective energy policies.”

Bondi predicted that “Americans will benefit from this significant investment in our energy industry,” which she said will “also enhance our national security and grid reliability.”

OIL PRICES WILL COME DOWN ‘VERY, VERY FAST’ AFTER CONFLICT, FORMER ENERGY CHIEF SAYS

Madaket beachgoers walk along the beach in this 800mm telephoto view that compresses distance of the Vineyard Wind turbines 15 miles away.  (Stan Grossfeld/The Boston Globe via Getty Images / Getty Images)

Patrick Pouyanné, CEO of TotalEnergies, told Fox News Digital that the company is “pleased” to sign onto the agreement with the DOI and to support the administration’s energy policy.

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He explained that the decision to renounce the offshore wind developments in favor of U.S. oil investment was made in consideration that offshore wind projects are “not in the country’s interest.”

Pouyanné said these investments will help supply Europe with “much-needed” U.S. liquified natural gas and provide gas for U.S. data center development. He said TotalEnergies believes this is “a more efficient use of capital in the United States.”

What does architecture have to do with the physics of the universe, the efficiency of a 1950s French automobile, and the limits of artificial intelligence?

Quite a lot, it turns out, as described by Chris Moller, the New Zealand architect and inventor who sat down with investor and philanthropist Jean-Claude Bastos for the second episode of his new podcast, Beyond: Hosted by Jean-Claude Bastos.

The show, which positions itself at the intersection of science, technology, nature, and human perception, made its presence known with a conversation that resisted easy categorization. Moller, a veteran of both European urbanism and New Zealand experimental design, spent the better part of an hour unspooling a philosophy that draws on Buckminster Fuller, Antoni Gaudí, medieval hilltowns, and quantum mechanics, across a single conversation. The result is an episode that challenges listeners to reconsider what “architecture” actually means, and what gets lost when a discipline becomes captive to regulation, data, and convention.

About the Host: Jean-Claude Bastos and the ‘Beyond’ Concept

Jean-Claude Bastos’ career spans private equity, venture capital, philanthropic investment, and authorship, including his 2015 book The Convergence of Nations: Why Africa’s Time is Now, and his work has consistently operated at the boundary between commerce and social purpose.

His new podcast extends that boundary-crossing impulse into the realm of ideas. Beyond is described as a series that lives “at the frontier where technology, nature, and the unknown converge.” Drawing on his background in high-level finance, experimental agriculture, and direct engagement with indigenous knowledge traditions, Bastos approaches each episode as what the show calls a “field researcher at the edge of knowledge.” The stated goal is not to preach or predict, but to explore the territory between instruments and intuition: the space between measurement and meaning.

The podcast’s format reflects this ambition. Rather than conducting standard interviews structured around career highlights and promotional talking points, Jean-Claude Bastos tends to open with a philosophical provocation and let the conversation find its own shape. The second episode, featuring Moller, is a strong illustration of what that approach yields.

The Guest: Chris Moller and a Philosophy Built on Less

Chris Moller brings an unconventional biography to the conversation. A New Zealand native with a background spanning industrial design, product design, architecture, and urbanism, Moller spent two decades living and working in Europe. His early years there were devoted to studying medieval Southern European hilltowns, which he describes as models of long-term sustainability, resilience, and organic community design. He drew ten sketches a day as a discipline of perception, using the ritual to force deeper looking rather than passive observation.

Moller later co-founded the European architectural firm 333 and completed projects across the continent before returning to New Zealand following the global financial crisis of the late 2000s, a period he describes as one of prompting a return to first principles. He has also appeared on the New Zealand adaptation of the television series Grand Designs and invented a structural system called “Click Raft,” which embodies the philosophical commitments central to this conversation.

His intellectual influences are formidable and wide-ranging. He cites Buckminster Fuller as a defining inspiration, with particular attention to Fuller’s insistence on doing more with less. He references Louis Kahn’s meditations on silence and form. He draws on the engineering genius of Pier Luigi Nervi and the analog modeling techniques of Antoni Gaudí. These are not casual name-drops; Moller uses each figure to build a coherent, if expansive, argument about what design could be if freed from the constraints of standardization, regulatory mediocrity, and the misapplication of digital tools.

Architecture as the Nature of Nature

The central provocation of the episode is Moller’s insistence that architecture, properly understood, is not a professional discipline concerned with buildings. It is, in his framing, \”the nature of nature\”: the underlying structural logic of everything from plants to galaxies to the rhythms of the human body. When Bastos asks where architecture begins for him, Moller reaches immediately for the universal rather than the professional.

“I don’t mean human architecture,” Moller says in the episode. “I mean the architecture of nature, the architecture of the universe, the architecture of everything, or the nature of nature.” This isn’t presented as mysticism; Moller grounds the claim in physics, biology, and engineering history. He points to the Pantheon in Rome as an example of what he calls “architectural intelligence”, a structure so precisely calibrated to its site, its acoustic properties, and its solar orientation that it functions as a kind of instrument of place and time.

The conversation moves naturally from this broad definition into the specifics of form and efficiency. Moller’s concept of the “bent universe”, derived from the way mass bends light and energy, argues for the superior structural logic of curvilinear forms over the straight-line geometries that dominate industrial construction. Curves, he contends, allow designers to do more with less material, distributing forces more efficiently and reducing the redundancy that plagues standardized production. His Click Raft system is a direct application of this principle, weaving tension and compression forces through sign-curve geometries to create stable, lightweight structural diaphragms.

The Citroën Argument: Old Genius vs. Modern Innovation Theater

One of the episode’s most entertaining threads is Moller’s sustained admiration for the Citroën 2CV, a car he currently owns, as a case study in genuine design intelligence. The vehicle weighs under 400 kilograms while carrying four adults. Its canvas roof was not a styling choice but a decision about weight and center of gravity. Its door hinges are formed from extensions of the sheet metal itself. Its engine was designed in a week by an Italian racing engineer and can be driven flat-out all day without mechanical complaint.

Moller uses the 2CV to make a pointed critique of what passes for innovation today. He compares it to a friend’s highly engineered Lotus, which at just under 500 kilograms is heavier than Citroën’s mass-market family car. He finds that gap damning. The Citroën DS, another model he discusses with evident reverence, is described by French philosophers of its era as the architectural equivalent of a medieval cathedral. Moller argues that a Tesla, for all its digital sophistication, does not approach that level of conceptual reinvention.

For Jean-Claude Bastos, this thread clearly resonates with broader themes he has pursued throughout his career, namely that genuine solutions to pressing problems often emerge not from resource accumulation but from fundamental rethinking of assumptions. It is a logic that applies as readily to African innovation ecosystems as to automotive engineering.

A Critical View of AI in Architecture

The episode’s most pointed exchange concerns artificial intelligence and its role in design. When Bastos presses Moller on whether AI can bring architecture to a genuinely new level, Moller’s response is direct: “I think it’s a distraction.”

His critique is not technophobic but structural. AI systems, as currently deployed in architecture and design, optimize for quantity of data rather than quality of insight. They burn enormous resources: water, energy, physical infrastructure to process information that, in Moller’s view, is largely irrelevant to the deep questions of good design. The principles of the curvilinear universe, he argues, are already available. What is missing is not computational power but the will to apply different organizational and creative principles to how buildings are conceived, invested in, and produced.

Moller draws a compelling contrast with Gaudí’s analog tensile modeling technique. By hanging weighted strings and measuring their catenary curves, Gaudí could instantly determine the compression geometry of vaults and domes like those of the Sagrada Família. The redistribution of forces across the entire structure was instantaneous and precisely measurable, and Moller insists it was faster than any contemporary simulation. The lesson he draws is not that technology is bad, but that analog methods are sometimes faster, more precise, and more closely connected to physical reality than their digital successors.

Jean-Claude Bastos pushes back gently on this position, raising the possibility that AI-mediated perception of previously invisible data, including hyperspectral imaging, ultrasound, and subtle energy fields, might eventually spark new forms of intuition rather than replacing it. Moller acknowledges the possibility but remains skeptical that current trajectories lead there.

Memory, Place, and Architectural Intelligence

Beyond the technical debates, the episode explores more contemplative territory. Both Bastos and Moller discuss the way spaces hold memory, not metaphorically but in the sense that buildings encode information about when and where they were made. Moller describes a church in northern Italy, roughly a thousand years old and built on top of earlier spiritual structures, possibly five thousand years old, whose solar orientation has drifted measurably from its original alignment. The building, in his framing, knows where it is in spacetime. That is what architectural intelligence actually looks like.

This line of inquiry connects to what Moller calls the “genius loci”, a Roman concept meaning the spirit of a place, and it connects to his argument that architects, like preventative medical practitioners, have an ethical responsibility to design with deep respect for the conditions and character of a site. He observes that this responsibility is rarely acknowledged in contemporary practice, which tends toward dissonance with natural systems rather than harmony with them.

The conversation closes with Moller advocating for a return to embodied, analog, and intuitive modes of understanding. “We need to use our bodies more,” he says, “to pull ourselves back from the digital vortex.” It is a statement that could serve as the episode’s thesis, one that fits squarely within the broader inquiry that Jean-Claude Bastos has set for the Beyond podcast series.

A Podcast Worth Following

The second episode of Beyond: Hosted by Jean-Claude Bastos demonstrates what the show is capable of at its best: a conversation that takes ideas seriously, resists simple conclusions, and trusts the listener to follow a sustained argument across an hour of freewheeling intellectual exchange. Moller is a genuinely original thinker, and Jean-Claude Bastos proves an effective interlocutor, curious, well-prepared, and willing to push without dominating.

For listeners interested in design, sustainability, the philosophy of technology, or simply in the kinds of conversations that rarely make it into mainstream media, this episode merits attention. New episodes of the podcast are available on YouTube, with updates shared on Instagram and Facebook.

Flight cancellations and delays are increasing at New York City’s LaGuardia Airport after an Air Canada Express flight collided with a fire truck while landing late Sunday night.

At least 295 flights departing from LaGuardia were canceled as of 10:30 a.m. ET on Monday, while 15 were delayed, according to data from flight tracking website FlightAware.

The tracker also showed at least 288 flights headed to LaGuardia were canceled as of 10:30 a.m. ET on Monday, and 19 were delayed, according to FlightAware.

FlightAware’s figures show that between LaGuardia’s scheduled arrivals and departures, a total of 582 flights have been canceled and 34 delayed.

LAGUARDIA PLANE CRASH AIR TRAFFIC CONTROL AUDIO REVEALS FRANTIC CALL FOR TRUCK TO ‘STOP, STOP, STOP’

Debris hangs from a damaged Air Canada Express jet that had collided with a ground vehicle at New York’s LaGuardia Airport in Queens, New York on March 23, 2026. (Shannon Stapleton/Reuters)

The Air Canada Express CRJ-900 jet, operated by the airline’s regional partner Jazz Aviation, was carrying 72 passengers and four crew members and arrived from Montreal. It was designated as Flight 4686 and the collision crushed the nose of the airliner.

Both the pilot and first officer were killed, according to Jazz and the Port Authority of New York and New Jersey, while dozens of injuries were reported.

FRUSTRATED PASSENGERS LASH OUT AT LONG TSA LINES; GOP MESSAGES TO ‘THANK A DEMOCRAT’

People sit at Terminal B of LaGuardia Airport, after an Air Canada Express jet collided with a ground vehicle, in Queens, New York on March 23, 2026. (Shannon Stapleton/Reuters)

Kathryn Garcia, executive director of the Port Authority, said 32 of the 41 injured had been released, while nine remained in the hospital with “serious injuries.”

Garcia said the fire truck was responding to a separate United Airlines aircraft that had declared an emergency when it “reported an issue with odor.”

Air traffic control audio indicated that the fire truck was cleared to cross Runway 4, at taxiway “Delta,” before controllers frantically tried to get the fire truck to stop. 

TSA UNION LEADER WARNS AIRPORT SECURITY RISKS WILL ‘GET WORSE’ AS MAJOR TRAVEL EVENTS LOOM

Stranded travelers sleep on the ground as their flights were cancelled after an Air Canada Express jet collided with a ground vehicle at New York’s LaGuardia Airport in Queens, New York, on March 23, 2026. (Bing Guan/Reuters)

The National Transportation Safety Board (NTSB) said it was deploying a team of experts to investigate the incident, while the Federal Aviation Administration said the airport was expected to remain closed until 2 p.m. ET.

LaGuardia is one of the busiest airports in the country. It served over 30 million annual passengers in 2025, according to the Port Authority of New York and New Jersey, with a wide range of airlines operating at the airport.

A screen at Ronald Reagan Washington National Airport shows canceled flights to New York’s LaGuardia Airport after an Air Canada Express jet collided with a ground vehicle there, in Arlington, Virginia, on March 23, 2026. (Jonathan Ernst/Reuters)

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The flight disruptions stemming from the incident at LaGuardia come amid travel disruptions caused by the weeks-long partial government shutdown of the Transportation Security Administration (TSA), which has led to a rise in absences among workers at airport security screening lines.

Reuters contributed to this report.

Capital expenditure has been a huge obstacle for companies that rely on a lot of heavy equipment or infrastructure. Construction, logistics, mining and manufacturing firms have traditionally gone out and bought the gear they need in order to keep running.

While owning the gear gives them control, it also locks up a ton of capital, piles on maintenance bills, and leaves them exposed to the risk of underutilising their assets when they’re not in use.

A big shift is going on right now. Across multiple sectors, companies are moving away from the old model of buying and owning big-ticket assets and are instead turning to on-demand access to the gear and infrastructure they need. This change is revolutionising how capital is allocated in these businesses, and how they manage their risks.

The Problem with Being a Capital-Heavy Business

Ownership used to be seen as a necessity in industries where having access to that gear was essential to getting the job done. Contractors buy excavators, transport companies buy truck fleets, and manufacturers build extra capacity so they can meet demand without relying on outside help.

But this model creates a whole host of problems:

• You need to shell out loads of cash upfront to buy the gear.
• The gear depreciates quickly, leaving you with a fraction of what you paid for it after just a few years.
• There are ongoing costs for maintenance and storage on top of that.
• You’re stuck with the gear even when you don’t need it – which is a waste of money.
• And there’s the risk that you’ll buy a lot of gear and then struggle to use it all when demand drops.

In reality, loads of companies end up with gear that’s not being used very much. That equipment bought for peak demand just sits there idle between projects or during downturns, which means you’re throwing good money after bad on cash that’s not really generating any value.

This is getting worse as margins get tighter, competition gets fiercer, and the pressure to get your capital allocation just right gets more intense.

The Shift Towards Access Over Ownership

So, to get around these problems, companies are starting to adopt the “access over ownership” model. Instead of buying gear that may not even get used all that much, businesses are turning to leasing or renting the equipment and infrastructure they need on demand.

This model is already well established in other areas. Cloud computing made it so that you don’t need to have all the IT hardware lying around on site. Mobility platforms let people use cars without having to buy them. And the same idea is being applied to physical gear and infrastructure now.

In construction, for example, contractors are ditching their own fleets and instead using hired gear to do the job. They keep a core set of assets that they own and use, and then rent or lease the rest as needed for specific projects or phases.

This way, businesses can match their spending to their actual needs.

What Are the Financial Benefits of On-Demand Infrastructure?

One of the key benefits to this approach is that it lets you cut back on capital expenditure. By not having to shell out a fortune upfront to buy the gear, you can keep your capital free for other important priorities like expansion, updating your tech, or hiring more staff.

Some of the key financial benefits are:

• You don’t need to throw down loads of cash upfront to buy some new gear.
• Your cash flow is more predictable, because you’re only paying for the gear when you need it.
• You avoid all the depreciation costs that come from owning stuff that’s not generating a good return for you.
• You save on maintenance and storage costs.
• And your operating expenses become more predictable, which makes it easier to budget and plan.

By treating access to equipment as an operational expense, rather than a capital expense, you get more flexibility and can respond better to changing market conditions.

How On-Demand Infrastructure Improves Asset Utilisation

Another huge problem with the old model is that you end up with a lot of underused assets. Some gear gets used a lot, while other stuff just sits there idle for ages. This reduces your overall return on investment and makes it more expensive to get the job done.

But if you lease or rent the gear you need on demand, you can match your usage to your needs more closely. The gear is used when you need it, and then it’s back on the market when you don’t.

This approach also means you can get access to the specialist gear you need for specific tasks, without having to buy it and then stick it in a warehouse somewhere.

It Lets You Be More Flexible and Scalable

In today’s business world, demand can change overnight. Project pipelines can go up or down, timelines get changed, and market conditions shift. And in that kind of environment, having the flexibility to scale up or down quickly is a huge advantage.

On-demand infrastructure lets you scale your operations without being tied to a fixed asset base. If demand goes up, you can get more gear to meet the demand – and if demand drops, you can cut back and save yourself some cash.

And that’s especially useful in construction, where different projects need different types and volumes of gear at different times.

Digital platforms are making it all a lot easier to track down and get access to the gear you need. Platforms like Quotor give you a view of what’s out there, so you can find the gear you need without having to buy it yourself.

Reducing the Risk of Uncertain Markets

Finally, on-demand infrastructure reduces the long-term risk of buying a lot of gear that may not get used as much as you thought. In industries where the market is volatile – and that’s a lot of industries right now – the risk of buying gear in a boom and then having it go unused in a bust is a real problem.

But if you’re only leasing or renting the gear you need, you’re not committing to anything long-term. You can adjust your resource usage as the market changes – which means you can avoid the costs of maintaining gear that’s not being used.

This risk reduction is getting more and more important as industries have to deal with all the volatility in the market right now.

Technology is Making It All Happen

At the end of the day, all this is being made possible by the rapid advancement of digital technology. Online platforms, data analysis and real-time tracking are all making it easier for businesses to find, compare and access the resources they need.These technologies are making it a lot clearer where you can find the equipment you need and how much it’s going to set you back, which lets companies make decisions alot faster and with alot more info. And to top it off, they just make it a lot easier to get the equipment you need from multiple suppliers without all the hassle that’s usually involved.

As more and more businesses get on board with digital technology, on-demand infrastructure is going to become a whole lot more integrated into how it’s done in the industry, especially in places where equipment is a big deal.

A Shift in How Companies Approach Capital

The idea of on-demand infrastructure is part of a much bigger change in how companies think about capital – rather than just tying up their cash in physical assets they are really starting to value things like flexibility, efficiency, and being able to adapt quickly.

This shift doesn’t mean they aren’t going to own any assets anymore. Lots of companies are still going to have the equipment that really matters to them right up front. But the balance is shifting. People are getting pickier about what they own, and instead they are using access models to fill in the gaps and handle the day to day things that are hard to predict.

In construction this is a pretty fundamental change in how equipment is sourced & used.

Wrap Up

Cutting capital costs with on-demand infrastructure is more than just being cheap – it’s a way for companies to respond to the problems with the way they used to own things, and the fact that things are moving really fast.

By moving from owning things outright to accessing them as you need them, companies can do all sorts of good things like get their equipment running most of the time, reduce how much money they lose to financial risks, and use their capital in some place where it’ll get a better return. As more and more platforms for digital stuff get built out, this model is just going to keep on growing in the asset-intensive industries.