Tuesday, April 9, 2019

A Quiet Force in Algerias Political Protests: the U.S. Shale Boom

The last time the kleptocracy at the top of the Algerian political system faced an existential threat, they reached for a simple but effective tool: oil money.

This time around, it wasn’t so easy.

The country’s coffers have been depleted by years of weak oil prices, as the U.S. shale boom unleashed cheap energy into every corner of the world, spurring fights for market share and undercutting the revenues of the world’s petro-economies.

For countries like Algeria, which relies on oil and gas exports for one-third of its GDP, that meant an old economic balm wasn’t available as millions of Algerians took to the streets last month in opposition to ailing President Abdelaziz Bouteflika’s announcement that he would stand for a fifth term.

After having a stroke in 2013, Bouteflika reportedly can’t stand or speak, and has rarely appeared in public. Algerians say his brother and a cabal of elites, known as “le pouvoir”—literally, “the power”—have been running the country instead. Unable to quell the demonstrations, Bouteflika agreed to stand down. Compare that to the country’s fate during the Arab Spring; it was able to evade the uprisings that engulfed its neighbors partly by pouring money into public spending.

Algerian security forces use water canons to disperse protesting students during an anti-government demonstration on April 9 following the appointment of Abdelkader Bensalah as Bouteflika's interim successor. (Photo by Farouk Batiche/picture alliance via Getty Images)

Algerian security forces use water canons to disperse protesting students during an anti-government demonstration on April 9 following the appointment of Abdelkader Bensalah as Bouteflika’s interim successor. (Photo by Farouk Batiche/picture alliance via Getty Images)

“The government managed to ‘buy off’ the protests,” in 2010, says Charles Gurdon, managing director at Menas Associates in London. “It pumped a lot of money into the economy and fought its way out of trouble, out of social change.”

On Tuesday, the country’s Parliament announced an interim leader for the next 90 days while a new presidential election is organized. But the choice of leader—Abdelkader Bensalah, speaker of Algeria’s upper house of Parliament—is a Bouteflika ally, meaning his appointment immediately drew further protests.

The sudden upheaval in Algeria is not purely about low oil prices, experts say, given that oil prices have partly recovered from their multi-year low in 2016. But for the inner circle now clinging to power there, the shifting dynamics of global oil markets don’t help.

By 2014, U.S. shale—domestic oil extracted via non-traditional methods like fracking—had exploded onto global markets, causing oil prices to drop and spurring efforts by OPEC to cut production to stabilize prices. Five years later, there’s no sign shale is slowing down, with the U.S. now the world’s second largest producer, and set to surpass Russia as an exporter by 2024, according to the International Energy Agency.

The impact of shale has been long-lasting for many oil-producing countries, from Venezuela to Nigeria, where lower revenues have constrained investment and maintenance, and restricted a time-honored tool for dampening social unrest: cash.

Years of lower oil prices have had a marked economic impact on Algeria. Strong oil prices had allowed the country to invest in infrastructure and dramatically reduce poverty, according to the World Bank, but those programs are no longer affordable.

As a result, GDP growth has slowed, unemployment has risen and foreign currency reserves have also taken a hit, according to the IMF. Consumer energy subsidies, too, have had to be cut back.

Starting in late 2017, the country embarked on a push to modernize its oil industry and its state-run oil company, Sonatrach. The plan includes deals to explore offshore, purchases of refineries outside Algeria, and a push, ironically, to extract shale gas in the country’s south.

The reforms are intended to draw further investment, restore the company’s image after accusations of corruption and security plans, and provide enough domestic energy to prevent the country from cutting back on exports—in other words, to protect Algeria’s oil revenue.

“If they are able to do that, it will be exactly what Algeria needs,” says Valérie Marcel, an associate fellow and expert in energy policy at Chatham House in London.

Any government in Algeria would have to lean heavily on oil and gas revenue to support the economy. But the current political uncertainty throws into question the fate of those reforms to the oil and gas sector, says Marcel—just when Algeria needs them most.

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Data Sheet—How Verizon Beat the Koreans (and Everyone Else) With the First 5G Phone Service

When Verizon consumer group president Ronan Dunne and his team pressed the button to send out their press release last week announcing the first 5G mobile phone service, they made sure to do it just before 11 a.m. Eastern Time.

That’s because across the globe, on the other side of the International Date Line in South Korea, 11 a.m. Eastern on April 3 is midnight on April 4. And Dunne, who’s headed up Verizon’s push to build a super-fast fifth generation, or 5G, network, wanted the bragging rights of being first not just in the United States, but in the world. Korean carriers, who’d originally said they were launching on April 8, had pushed up their announcement to April 4. Dunne’s press release went out at 10:58.

“So we date stamped it—whether you’re in Korea or whether you’re in the U.S.—we were the first network that launched on the 3rd of April,” a very proud Dunne told me when he was in Boston the next day. “That’s our little piece of history.”

The Irishman who came to Verizon almost three years ago from British wireless carrier O2, where he was CEO, was also sporting a special lapel pin he’d had made up touting the 5G push. And it’s been quite a push, perhaps even a mad dash.

Verizon consumer group president Ronan Dunne shows off his limited edition 5G lapel pin.

Verizon consumer group president Ronan Dunne shows off his limited edition 5G lapel pin.

Testing with select customers started back in April 2017. Last October, the carrier started a limited, home Internet 5G service in parts of four cities. Then rival AT&T started a mobile service via a portable Wi-Fi hotspot in 12 cities in December. This February, Verizon said it would finally offer a phone-based mobile 5G service in 30 cities at some point this year. And then just last month, Verizon named Chicago and Minneapolis as its debut markets. With the debut set for…April 11. Fortunately for Dunne, the service was ready to go a week early.

Still, the initial reviews are a bit rough. The service only works in a few parts of the two cities and only with one particular Motorola phone using a special add-on pack. Samsung’s much slicker and (likely) more popular 5G edition of the Galaxy S10 phone is coming “relatively soon,” Dunne says. (Leaks predict a mid-May launch.) Tens of thousands of Verizon customers around the country have signed up to be notified of its arrival, he says. And Dunne promises network coverage will improve and expand “literally day by day.”

While Wall Street and many reviewers have expressed a healthy skepticism about the impact of 5G this year, Dunne remains exultant that Verizon’s winning the race—at least so far. Sprint says its 5G service is coming in May and T-Mobile is targeting the second half of the year. Both say their networks will have much better coverage. For now, only Dunne can take a victory lap, however:

“The reality of 5G is here and unequivocally proven because of our network and technology leadership,” he says. “The timing of whether it’s big in quarter X or quarter Y is a high quality problem. Two years ago, people were debating whether 5G was real. We just proved it.”

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Monday, April 8, 2019

Burning Money or Seizing the Future? Inside Germanys Bid to Beat China at Building Batteries

The German government has placed a big bet on batteries as a key to the country’s industrial future. The automotive industry is vital to the German economy, and cars are going electric. So, the thinking goes, Europe—and Germany in particular—should be making more electric car batteries.

It’s certainly a booming industry; electric car battery sales are projected to hit $60 billion by 2030. But the companies making the batteries are overwhelmingly Asian. Most are Chinese firms such as Contemporary Amperex Technology Co. Limited (CATL) and Build Your Dreams (BYD), whose rise was fostered by state subsidies for Chinese electric carmakers and which are likely to hold 70% of the market in a couple years’ time. There are also big Japanese and South Korean players such as Panasonic (Tesla and Toyota’s battery partner,) LG Chem and Samsung SDI.

Germany wants some of that action. Last November, the government announced a €1 billion ($1.12 billion) fund for German companies to develop and build battery cells. Germany’s “National Industrial Strategy 2030,” unveiled in February, fretted that “if the digital platform for autonomous driving with Artificial Intelligence were to come from the USA and the battery from Asia for the cars of the future, Germany and Europe would lose over 50% of value added in this area.” The solution? State assistance for battery cell production.

But not everyone is convinced this approach makes sense, to put it mildly. “It’s burning taxpayers’ money,” said Ferdinand Dudenhöffer, professor of automotive economics at the University of Duisberg-Essen and a veteran of car firms such as Opel and Porsche. “It’s stupid. It’s crazy, what our ministry of economics is doing.”

According to Dudenhöffer, the government is looking for value in the wrong place, as the money is really in the main battery components: cathodes and anodes. “The production value of the cell is about 15%. Sixty percent is just in the materials of cathode, and another 20% is the materials of anodes,” he said. “The value does not exist in the manufacturing process in which they want to spend €1 billion. The value is in the materials.”

Catch-up challenges

Germany’s BASF, one of the world’s biggest chemical companies, is focusing on battery materials—it’s building a cathode materials factory in Finland, in cooperation with Russian miner Nornickel. But, a company spokesperson said, BASF also believes it is “crucial to invest on a much larger scale in cell production in European countries and thus ensure reliable supply of battery materials and competitiveness, so that Europe will not be solely dependent on imported cell supplies.”

And there are plenty of German companies, including carmakers such as Volkswagen—perhaps heeding the assertion of Toyota executive vice president Shigeki Terashi that “the one who conquers batteries will conquer the electrification of cars”—that are seriously looking at producing batteries themselves.

The biggest problem with trying to play catch-up with the Asian battery manufacturers is that it takes a lot of investment to get started with the manufacturing process, but, once you’re up-and-running, replicating that process is relatively cheap.

As Dudenhöffer noted, China’s CATL—the world’s biggest electric vehicle battery manufacturer with three factories back home—is building a “gigafactory” battery plant in the German city of Erfurt for around €240 million. When the German engineering giant Bosch was considering building a battery plant a couple years back, it estimated a cost of €20 billion. Bosch dropped those plans last year, saying the size of the investment made the plan too risky.

Xiaoxi He, lead energy storage analyst at emerging technologies research outfit IDTechEx, agreed that “financially it does not really make sense” for German automakers and other companies to try producing electric car batteries in Germany, at least in the short term. However, she added, there are a lot of variables that could change the business case—size and financial strength matter, for example, as do relationships with Asian battery companies.

A European ‘counterweight’

The deadline for companies to express interest in the German government’s €1 billion battery pot was in mid-March, and the applicants have until Easter to flesh out their proposals into full-blown applications. All in all, there have been around 30 projects proposed, with prospective applicants including everyone from automakers to parts, materials, and chemicals firms.

Applicants have to be based in Germany, but the state aid initiative is ultimately intended to be European in nature, involving coordination with other EU countries that are also offering cash to their companies.

Details of the applicants remain confidential while the allocation process is ongoing, but some have made their own announcements. As automakers are concerned, they include Volkswagen, which wants funding for both R&D and “industrial implementation,” and BMW, which will steer the cash toward research and development: it’s already signed up as the first customer for the batteries coming from CATL’s Erfurt plant.

VW is currently using a variety of Asian battery suppliers for its enormous electric-car push, but CEO Herbert Diess said last month that the company “is also taking a close look at possible participation in battery cell manufacturing facilities in Europe.” Mercedes-maker Daimler is already making some batteries in Germany, and is building a battery plant in Poland too.

Inside a Volkswagen plant in Wolfsburg, Germany. (Photo by Julian Stratenschulte/picture alliance via Getty Images)

Inside a Volkswagen plant in Wolfsburg, Germany. (Photo by Julian Stratenschulte/picture alliance via Getty Images)

According to Germany’s economics ministry, there really is a point to helping European companies “form a counterweight” to the established Asian suppliers.

“Electricity storage units will be used in many different applications in future (bicycles, cars, even aircraft), and demand for batteries will rise in parallel to the production capacities. This will involve a large amount of jobs, value chains and expertise for the future,” said a ministry spokesperson. “We in Germany and Europe therefore need competitive, innovative and environmentally friendly battery cell manufacturing capacities.”

“Numerous interested companies have applied for funding in response to the invitation issued by the Ministry,” the spokesperson said. “The amount available is oversubscribed several times over, suggesting that industry is extremely interested in moving forward on this.”

Future technology

For some of the firms vying for government funding, “moving forward” means looking beyond today’s liquid lithium-ion battery technology to a development that could be some years away: solid-state electric car batteries.

The industry hopes that solid-state batteries will provide greater energy density, and therefore greater capacity and driving range. They should also charge more quickly than liquid lithium-ion batteries, and be less prone to catching fire.

“We think that liquid lithium-ion technology does not have the potential to fully fulfill the demands we see from the market regarding range, weight and cost, so we think we need to have a leap to another technology that could be solid-state,” said a spokesperson for the German automotive parts supplier Continental, which wants to use some of that government cash to fund R&D. “It’s too late to go into the liquid lithium-ion market. The investment would be too high and we do not see the future potential.”

Continental says it will decide next year whether it wants to press ahead with the production of solid-state batteries. However, even if the business model looks sufficiently attractive, it would take the company until 2025 at the earliest to build up its capacity and go into mass production—and even then, the firm’s spokesperson said, plant cost considerations mean Eastern European countries are “of course more promising” than Germany.

As far as Professor Dudenhöffer is concerned, it will take a decade or more for solid-state batteries to become an industrial reality. “In the next five years, nobody is seriously expecting a breakthrough technology which will make liquid obsolete,” he said. BASF, too, said it expects that “lithium-ion batteries will remain the prevailing technology in electric vehicles for the foreseeable future.”

In the meantime, Dudenhöffer suggested, European companies should forget about production and focus on researching battery materials that can overcome problems, such as the tendency of cold weather to drain batteries more quickly.

“From my point of view, BMW [has the best approach] because what they want to do is just to understand the chemistry in the cell,” Dudenhöffer said. “They want to find out which is the best cell, what is the best performance, and go to their supplier and say, ‘I want to have that cell, what is the price?’”

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Europes Discount Airlines Democratized Air Travel. Now Theyre Going Belly-Up

In 1992, the U.S. witnessed the trial of John Gotti, the election of President Bill Clinton and the devastating arrival of Hurricane Andrew on the Florida coastline, causing a then-record $25 billion in damage. Further afield, it was also the year that Prince Charles initiated the world’s most-watched break-up by separating from Princess Diana.

So, it’s only natural that the creation of something as obscure as the European Union’s Internal Market for Aviation went largely unnoticed. But the deal revolutionized travel in Europe and is now getting renewed attention as the era of cheap flights it ushered in begins to fade.

Prior to its creation, European air travel was split into a series of distinct, largely captive, domestic markets, each often dominated by a single state-owned national flag carrier such as British Airways or Air France. The Internal Market rejuvenated this low-competition, high-fare environment by replacing the patchwork of national regulations with a single set of EU rules that removed restrictions on the routes, fares, and flights that airlines could operate. For the first time ever, European airlines could fly in and out of any airport they wished and charge customers any price they wanted

Travel for the masses

The result? Plummeting flight prices as the likes of Ireland’s Ryanair and the U.K.’s easyJet stepped into the newly relaxed—and massively expanded—market with a low-cost business model that eliminated all non-essential services. Its fliers got no complimentary food, no in-flight entertainment, and had no option for business-class seating. What they did get, however, was the opportunity to explore Europe in a way never deemed possible before: a family trip from Milan to Paris now costs 16 times less than in 1992—with the minimum price of a ticket falling from over €400 ($450) to about €25 ($28) today.

The once luxurious experience of air travel was essentially stripped down to the studs; once reserved for the wealthy tourist or the well-looked-after business traveler, it was now downright accessible. And Europeans hopped onboard—by the hoards.

Intra-European air travel has tripled since then, with over a billion passengers marching down jet bridges in 2017 alone. Air travel now accounts for 3.3% of all EU employment and 4.1% of the bloc’s entire GDP, according to the Air Transport Action Group (ATAG). The aviation industry supports 12.2 million jobs and accounts for $823 billion in economic activity.

Ryanair CEO Michael O'Leary has hailed the EU's Internal Market for Aviation as a "stand-out" success. (Matthew Fearn/PA Images via Getty Images)

Ryanair CEO Michael O’Leary has hailed the EU’s Internal Market for Aviation as a “stand-out” success. (Matthew Fearn/PA Images via Getty Images)

Ryanair CEO Michael O’Leary has hailed the EU’s Internal Market for Aviation as a “stand-out” success. (Matthew Fearn/PA Images via Getty Images)

No wonder Ryanair CEO Michael O’Leary described the Internal Market as “the stand-out achievement of the EU” in celebration of its 25th anniversary back in 2017. Former easyJet CEO Carolyn McCall said the deal “democratized air travel for all” on the same occasion.

Budget airlines go under

Despite the soaring success of low-cost aviation in Europe over the past two decades, ominous clouds have recently started to gather. While Ryanair and easyJet account for 19% of the EU aviation market, other low-cost carriers that sought to capitalize on Europe’s wide-open market have run out of runway.

“[T]here is a very long tail of poorly performing airlines,” says Brian Pearce, chief economist of the International Air Transport Association (IATA).

Since August 2017, the sector has waved goodbye to a string of discount airlines, including Air Berlin, Monarch, Primera, Small Planet, Azur, Cobalt, VLM, PrivatAir and Icelandic carrier WOW, which collapsed last month.

At the same time, British low-cost carrier Flybe—which recently canceled dozens of flights amid talk of jobs cuts—is currently being rebranded as Connect Airways under a consortium involving Virgin Atlantic. The fate of Italy’s bankrupt flag carrier Alitalia hangs in the balance—as does that of Slovenia’s Adria Airways, which was recapitalized to the tune of €4 million ($4.5 million) in December after the Civil Aviation Agency of Slovenia ordered it to provide evidence of its financial stability.

So, why is the dream of accessible air travel in Europe starting to dim?

‘They just get squeezed’

“The reason you’re seeing a series of failures—which are mostly smaller airlines—reflects the fact that Europe has an awful lot of airlines,” says Pearce. “There are something like 200 airlines offering scheduled services within Europe,” he says. “If you look at the North American market, including Canada, it’s less than 100.” Eighty percent of airline seats in the U.S. and Canada are supplied by just seven airlines; in Europe, it takes 28 airlines to supply the same number, according to Pearce.

The relative success of the European air industry—which recorded a 5.7% annual increase in flight traffic across 2018—has encouraged airlines to make more and more seats available through a combination of extra flights and larger aircraft, to the point that they have now run ahead of actual passenger demand.

At the same time, carriers had to budget for higher costs in much of 2018 due to increased wages and a 20.5% rise in global fuel prices. Unlike the U.S., a number of airlines also chose to hedge their fuel contracts, meaning they continue to pay higher prices at a time when fuel costs have actually dropped 3.2% compared to the equivalent period in 2018.

The result is that ticket prices have dropped, and in a period of rising costs, this has proved to be fatal for some low-cost carriers.

“They just get squeezed because the margins are very low, and they just run out of finance in the end, says Dan Elliott, Director in Transport and Water at Frontier Economics

It is for this reason that Europe’s most flown-on airlines are those that combine broad financial shoulders with a laser-like focus on costs. Together, Ryanair, easyJet and the big-three major network airlines Lufthansa, International Consolidated Airlines (Aer Lingus, British Airways, Iberia and Vueling), and Air France-KLM accounted for 50% of all EU air travel in 2018, according to Scope Ratings.

“Ryanair will negotiate on absolutely everything and they can’t afford to sleep for a second because even a minor change in the price of airline fuel, multiplied up over the amount of output they have suddenly becomes enormous,” says aviation expert John Strickland from JLS Consulting.

Secrets for success

Yet it’s not all bleak news for Europe’s smaller low-cost carriers. On Wednesday, Hungarian newcomer Wizz Air, founded in 2004, announced that earnings in the final quarter of the year to March 31 had been in line with expectations and that net profit would be at the upper half of its previous guidance range of €270 million ($303 million) and €300 million ($336 million). Shares of Wizz Air rose by 4.8% on the news, valuing the company at about $2.9 billion. As with Ryanair and easyJet, the airline is able to handle the considerable seasonal troughs by selling winter flights for as little as $12 to drive ancillary revenue, such as bag checking, car hire, and hotel bookings.

Wizz, Ryanair, and easyJet are three of the discount airlines that are riding out the market's turbulence. (Photo by Sean Gallup/Getty Images)

Wizz, Ryanair, and easyJet are three of the discount airlines that are riding out the market’s turbulence. (Photo by Sean Gallup/Getty Images)

“In some ways, the seats are becoming a catalyst to other revenues,” says Strickland. “Ryanair themselves have said that they want to become the Amazon of travel. The idea is that you go to the Ryanair website and book all sorts of things and not just flights.”

Problem is, Wizz is very much an exception to the rule. The IATA estimates that 70% of European operating profits are now being generated by the big-three long-haul network airlines, while much of the remaining 30% comes from Wizz, Ryanair and easyJet, plus medium-sized Turkish Airlines and Aeroflot.

“A significant number of smaller and medium-sized European airlines are loss-making or barely profitable,” states an IATA economics report released in January.

“If you look at the European airline industry in aggregate, it’s actually producing pretty good profits at the moment,” says chief economist Pearce. “The issue is that a large proportion of those profits are being produced by the big guys.”

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Angry neighbour leaves note threatening to clamp police car

Angry neighbour leaves note threatening to clamp police car while officers are busy arresting suspect at home of 94-year-old burglary victim

  •  West Midlands Police shocked to find not on marked Vauxhall Insignia in Shirley
  •  Officers had rushed to attend burglary and arrest a thief in 94-year-old’s home 
  •  An angry neighbour threatened to clamp car for parking in a private bay

A furious neighbour slapped police with a note threatening to clamp a marked car while they were attending the burglary of a 94-year-old victim.

Officers rushed to a house in Shirley in the West Midlands and parked on a residential street to arrest a thief on Sunday.

But when the force returned to their marked Vauxhall Insignia, they were shocked to discover an angry resident had left a menacing note on the windscreen for parking in a private bay. 

A police car was slapped with a note threatening to be clamped while it was attending the burglary of a 94-year-old victim

A police car was slapped with a note threatening to be clamped while it was attending the burglary of a 94-year-old victim

A police car was slapped with a note threatening to be clamped while it was attending the burglary of a 94-year-old victim

The note read: ‘This car park is for residents only.

‘This is just a warning this time if the vehicle is seen parked again it will be clamped.

‘Thank you. (Do not ignore).’ 

West Midlands police blasted the note claiming they parked ‘professionally and considerately’ while they were fighting a crime.

Officers took to Twitter to express their disappointment that ‘not all members of the public appreciate the good work they do’.

Twitter

Vauxhall Insignia

West Midlands Police

marked car

West Midlands Force Response wrote: #Solihull #BUnit attended reports or a distraction Burglary in Progress in Shirley. As officers arrived the offender opened the door of the address and was swiftly arrested.

‘We then spent some time completing an investigation and safeguarding the 94 year old victim…

‘This meant we had to park our car in a parking space. It was parked professionally and considerately. Unfortunately not all members of the public appreciate the good work we do.’

West Midlands police blasted the note claiming they parked 'professionally and considerately' while they were fighting a crime. Stock image

West Midlands police blasted the note claiming they parked 'professionally and considerately' while they were fighting a crime. Stock image

West Midlands police blasted the note claiming they parked ‘professionally and considerately’ while they were fighting a crime. Stock image

Officers added that they often have to park cars to quickly attend crimes and choose spaces ‘for a reason’.

The force added: ‘When at incidents we do have to park our car. Wherever we are, we are always there for a reason.’     

Member of the public have now been outlawed from clamping vehicles on private land under new legislation that came into force in 2015.

The Protection of Freedoms Act makes it a criminal offence to clamp vehicles on private property to protect motorists from rogue companies and the public.  

And those motorists whose vehicles are illegally clamped on private land can now call the police.

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Alfie Evans baby brother Thomas goes to his first football match

The baby brother of Alfie Evans – who passed away last year after a long legal battle over his treatment – attended his first football match yesterday.

Thomas Junior oversaw Everton‘s 1-0 win against Arsenal as he was held by father Tom Evans, 22, at Goodison Park, Liverpool. 

Eight-month-old Thomas was seen smiling with his father, wearing a baby blue coat and woolly hat with pom-poms.  

Tom wrote on Instagram: ‘#allbecauseofalfie today Thomas made his debut at goodison park. And he got to meet the players and manager… he had a lovely day and stayed awake through the whole game’.

Thomas oversaw Everton's 1-0 win against Arsenal yesterday as he was held by father Tom Evans, 22, at Goodison Park, Liverpool

Thomas oversaw Everton's 1-0 win against Arsenal yesterday as he was held by father Tom Evans, 22, at Goodison Park, Liverpool

Thomas oversaw Everton’s 1-0 win against Arsenal yesterday as he was held by father Tom Evans, 22, at Goodison Park, Liverpool

Tom Evans with eight-month-old son Thomas

Tom Evans with eight-month-old son Thomas

The pair were seen smiling at the Everton game

The pair were seen smiling at the Everton game

The pair watched as Phil Jagielka’s first-half goal proved enough for Everton to take all three points

The pair watched as Phil Jagielka’s first-half goal proved enough for Everton to take all three points. 

Baby Thomas and his father were applauded by 39,400 fans as Tom paraded before kick-off, according to the Mirror

In 2018 Thomas’ brother Alfie died from a degenerative condition aged 23 months at Liverpool’s Alder Hey Children’s Hospital. 

Alfie had attended Goodison Park before he passed away, apparently enjoying his time at the ground.

His father, an Everton fan, said Thomas has been tested and does not suffer from the same condition as Alfie.

Tom Evans and Kate James appeared on This Morning last September to reveal their son Thomas for the first time

Tom Evans and Kate James appeared on This Morning last September to reveal their son Thomas for the first time

Tom Evans and Kate James appeared on This Morning last September to reveal their son Thomas for the first time

Tom was bestowed with the Chairman’s Blueblood Award last year, an annual award given to individuals who Everton chairman Bill Kenwright believes ’embody the Evertonian spirit’. 

Tom’s partner Kate James, 21, became pregnant with Thomas during the legal battle for baby Alfie.

The couple proudly showed off baby Thomas on This Morning last September – four months after Alfie died from a rare genetic disorder.   

They also revealed the condition which killed Alfie – a degenerative brain disease called GABA-transaminase deficiency. 

Following Thomas’ birth, Mr Evans and Ms James faced an ‘agonising’ four-day wait to see if their new son had the same condition, but fortunately his tests came back negative.

Miss James

Miss James

Mr Evans

Mr Evans

Both Miss James (left) and Mr Evans (right) carry a rare gene which sparked Alfie’s illness

23-month-old Alfie tragically died from degenerative brain disease in April after a court ruled for his life support to be switched off

23-month-old Alfie tragically died from degenerative brain disease in April after a court ruled for his life support to be switched off

23-month-old Alfie tragically died from degenerative brain disease in April after a court ruled for his life support to be switched off

Speaking to This Morning co-hosts Phillip Schofield and Holly Willoughby, Ms James said: ‘I knew there was a chance Tom could have the same condition but it wasn’t until I was induced that I began to really worry about it and became convinced he had it.

‘He frowns and stretches like Alfie, he is just a double. When I had him, I wondered “what if he does resemble Alfie”, how will I feel.

GABA-transaminase deficiency: The disease that killed young Alfie

GABA-transaminase deficiency is a brain disease that begins in infancy. 

Symptoms of the disorder include seizures, uncontrolled limb movements, exaggerated reflexes, weak muscle tone, and excessive sleepiness.

Children living with the condition do not usually live past two years of age.

Only ten cases have ever been documented, with five dying within the first two years and five young children still living with the condition, but still living with severe neurodevelopmental impairment.

The disorder is genetic, and is passed down to offspring 25 per cent of the time when both parents carry the mutated gene.

Source: Genetics Home Reference.

‘It’s nice to be able to say his name and feel positive.’

Tom, speaking with tears in his eyes, added: ‘Sometimes you feel Alfie is in him. You’ll say “Alfie” and Tom will smile. We will always have two children, no matter what.

‘We’re happy for what we had, and what we have still got because we have two amazing children and we will always have them.’

The parents’ struggle to save Alfie gained widespread media attention after the couple fought to take him to Rome for emergency treatment.

But Alfie died in April last year after a court ruled for his life support to be switched off.  

Thomas was born in August last year, and his father has said the child has given him something to wake up for.  

He told the Mirror: ‘Thomas is Alfie’s double, the resemblance is amazing.

‘When we see Thomas pull a face he looks like Alfie, we feel that in a way we have them both with us.’

He added: ‘I’ve got something to wake up to with him. I have to keep happy for Thomas’s sake. I wouldn’t want to wake up if it wasn’t for the baby.’ 

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Sick trolls claim Meghan Markles baby bump is a FAKE prosthetic

Sick online trolls are claiming Meghan’s baby bump is a FAKE prosthetic in bizarre conspiracy theory

  • Wild claims on social media are being viewed by tens of thousands of people
  • A YouTube profile with over 30,000 subscribers churns out almost daily videos 
  • But some have leaped to the Duchess’s defence and hit back at the ‘haters’ 

Meghan Markle has become the latest victim of fierce online conspiracy theorists who extraordinarily accuse the mother-to-be of faking her pregnancy by wearing a prosthetic bump.

Sick trolling directed at the Duchess of Sussex who is just weeks away from her likely due date is festering on social media channels where it is being viewed by tens of thousands. 

At the extremes, one particular YouTube profile which boasts over 30,000 subscribers churns out almost daily videos attacking her and other Royals.

Sick trolling directed at the Duchess of Sussex, who is just weeks away from her likely due date, centres on extraordinary allegations that she is faking her pregnancy

Sick trolling directed at the Duchess of Sussex, who is just weeks away from her likely due date, centres on extraordinary allegations that she is faking her pregnancy

Sick trolling directed at the Duchess of Sussex, who is just weeks away from her likely due date, centres on extraordinary allegations that she is faking her pregnancy

One video watched over 200,000 times claims to provide ‘absolute proof’ that Meghan is duping the public about her impending baby.

And while channel’s so-called ‘prosthetic belly’ theory may seem like a bizarre conspiracy, it is being lapped up by followers, with one even posting: ‘It is really disgusting how she is insulting everyone’s intelligence.’

These YouTube allegations have spilled over on to other online platforms where they are repeated by usually anonymous profiles.

One such troll tweeted: ‘Wow, this is so fake! If she were really pregnant, she wouldn’t be so insecure about showing the bump. This is such a fraud.’

They fan their wild theories across the internet using hashtags such as #moonbump, referring to the widely-contested 1969 moon landings. 

The trolls have invented a wild conspiracy theory where they claim the Duchess of Sussex's bump is prosthetic

The trolls have invented a wild conspiracy theory where they claim the Duchess of Sussex's bump is prosthetic

The trolls have invented a wild conspiracy theory where they claim the Duchess of Sussex’s bump is prosthetic 

social media channels

International Women's Day

The allegations have spilled over on to other online platforms where they are repeated by usually anonymous profiles. They fan their wild theories across the internet using hashtags such as #moonbump, referring to the widely-contested 1969 moon landings

The allegations have spilled over on to other online platforms where they are repeated by usually anonymous profiles. They fan their wild theories across the internet using hashtags such as #moonbump, referring to the widely-contested 1969 moon landings

The allegations have spilled over on to other online platforms where they are repeated by usually anonymous profiles. They fan their wild theories across the internet using hashtags such as #moonbump, referring to the widely-contested 1969 moon landings

But other online users have leaped to the Duchess’s defence and hit back at the trolls. 

One said: ‘I’m so tired of all the hate displayed regarding Meghan Markle. How the hell do you fake a pregnancy?… to all the haters, for goodness sake, get a life!’ 

On a recent trip to King’s College London to mark International Women’s Day, Meghan revealed that she does not look at social media.

Although five days ago, she and Prince Harry set up a new official Instagram account which has already racked up five pictures.

Kensington Palace have not announced Meghan’s exact due date but she is expected to give birth later this month or in early May.

And she is reportedly poised to snub the famous Lindo Wing where Kate Middleton gave birth in favour of a private clinic to her Frogmore Cottage home in Windsor.  

But other online users have leaped to the Duchess's defence and hit back at the 'haters'

But other online users have leaped to the Duchess's defence and hit back at the 'haters'

But other online users have leaped to the Duchess’s defence and hit back at the ‘haters’

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The post Sick trolls claim Meghan Markles baby bump is a FAKE prosthetic appeared first on Media Stars.



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