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2024 m. rugsėjo 17 d., antradienis

CIA Officer in China


"Prisoner of Lies

By Barry Werth

Simon & Schuster, 448 pages, $30.99

In the spring of 1951, John Thomas "Jack" Downey was one of about two dozen Yale seniors who gathered in the home of a political-science professor, an aristocratic Swiss emigre, to meet with a recruiter from the recently formed Central Intelligence Agency. The visitor spoke of parachute drops behind enemy lines to organize anticommunist resistance fighters. "It all sounded irresistibly adventurous to young men like us," Downey recalled.

Having grown up on tales of derring-do by the Office of Strategic Services, the CIA's World War II predecessor, and faced with the Korean War, Downey and many of his classmates rushed to sign up. They "burned with innocence, patriotism and piety," Barry Werth writes in "Prisoner of Lies: Jack Downey's Cold War." An artfully constructed biography of a young American who ended up in a Chinese prison for 20 years and three months, Mr. Werth's book is also a vivid chronicle of an era filled with intrigue and with lies that only added to the tragedies of those enmeshed in them.

Downey's early life looked highly privileged. He was born into an Irish-Catholic clan in Connecticut, which included his uncle Morton Downey, the singer and radio host. At Choate, the all-male prep school, Jack was a star wrestler and excelled academically. He applied to only one college, Yale, since there was no doubt he would be accepted.

None of this came easily. Downey's father, a respected local judge, died in a car accident when Jack was 8, leaving his mother and her three children with drastically reduced means. Jack picked up a variety of jobs, including caddying and delivering newspapers, and Choate was only possible thanks to a scholarship. He was disciplined, religious -- and eager to make the most of every opportunity.

The CIA was fixated on the idea of parachuting exiles into communist countries to organize insurgencies, although its attempts to do so in Albania had already resulted in disaster. In Asia that meant training former Chinese soldiers for similar missions. As a newly minted CIA officer, a 22-year-old Downey was sent to Japan to support those efforts. In his prison memoir, published posthumously, he admitted that he had doubts about "teaching Chinese soldiers twice my age, asking them to follow our orders to infiltrate their own country."

Eager for action, he volunteered for a flight out of South Korea to resupply a group of Chinese soldiers recently dropped into Manchuria. Although CIA officers were not supposed to fly over hostile territory, Downey and another junior CIA man, Richard Fecteau, were allowed on board -- with strict instructions to deny any affiliation with the agency if they were shot down.

Which was exactly what happened to their C-47 on Nov. 29, 1952. The two pilots were killed, but Downey and Fecteau survived. Their greeting party was well prepared, since the exiles who had been parachuted in earlier had either confessed or were double agents to begin with. "You are Jack," a Chinese officer told him. Downey stuck with an alias and the flimsy cover story that he was a civilian employee of the Army on a flight that had gone off course, but he had no chance of fooling his captors.

Mr. Werth chillingly portrays the sense of total isolation Downey felt as his interrogators ramped up the pressure for him to come clean. The CIA was convinced that the disappearance of the C-47 meant that all on board had perished. At headquarters, Mr. Werth writes, "regret alternated with relief," since no one wanted to admit the nature of their mission. Prison guards mercilessly taunted Downey. "We can do whatever we want with you. . . . No one knows you're alive," they declared -- and they were right.

Kept in shackles, deprived of sleep, minimally fed and increasingly despondent, Downey held out for 16 days before confessing that he worked for the CIA. His spirits revived when he discovered that Fecteau was in a cell nearby, which meant he was not completely alone. Knowing he could no longer lie outright to his captors, he decided to write a "confession" that would "bury them" in meaningless autobiographical details. He produced more than 3,000 pages over eight months.

It was not until two years later that Downey and Fecteau were put on trial. Portrayed as the "chief culprit," Downey received a life sentence and Fecteau 20 years. China's public announcement about the trial stunned Washington -- and the families of the men, who had been told they were presumed dead.

Secretary of State John Foster Dulles protested the verdicts, reviving the cover story that they were civilian employees of the Army who had been lost on a flight from Japan. Mr. Werth persuasively argues that it was the refusal of successive administrations to admit the truth that scuttled hopes for the men's early release, despite intermittent back-channel negotiations in Warsaw.

But conditions for the captives improved markedly. They were allowed to correspond with their families -- and to see them when they visited China. Downey filled his days "with monkish activity," as Mr. Werth puts it, reading, learning Russian, exercising, and following the much-delayed news and sports he could glean from the magazines he received. He concluded that his fate was "in God's hands, not my captors'. "

Fecteau was released in 1971, and Downey won his freedom in 1973, after Richard Nixon's breakthrough visit to China the previous year. The visit included an admission about whom Downey worked for. Downey rebuilt his life with the same quiet determination he demonstrated in prison: He attended Harvard Law School, and followed in his father's footsteps by becoming a judge in Connecticut. He also married a Chinese-American woman.

Even after he learned the extent of his government's failures to free him, Downey bore no grudges. The CIA awarded him and Fecteau the Distinguished Intelligence Cross in 2013, a year before Downey's death, at age 84. Mr. Werth's riveting book is an eloquent tribute to Downey's steadfast character and courage.

---

Mr. Nagorski is the author, most recently, of "Saving Freud: The Rescuers Who Brought Him to Freedom."" [1]

1. Captured And Confined. Nagorski, Andrew.  Wall Street Journal, Eastern edition; New York, N.Y.. 17 Sep 2024: A.13.

„Tesla“ greitųjų įkroviklių augimas lėtėja

„Tesla „Supercharger“ tinklo plėtra pastaraisiais mėnesiais sulėtėjo po to, kai balandį įvykę didelio masto atleidimai išardė komandą, atsakingą už naujų elektromobilių įkroviklių ir stočių įrengimą.

 

 Nors „Tesla“ bandė atkurti grupę, įskaitant kai kurių anksčiau atleistų darbuotojų samdymą, naujų „Supercharger“ prievadų, atidarytų gegužės–rugpjūčio mėnesiais, skaičius sumažėjo 28%, palyginti su tuo pačiu laikotarpiu prieš metus, teigia elektromobilių analizės įmonė „EVAdoption“.

 

 Per pirmuosius aštuonis šių metų mėnesius šis skaičius sumažėjo 11%, palyginti su 2023 m., rodo įmonės duomenys. Nuosmukis atsirado po to, kad elektromobilių gamintoja šią vasarą gavo milijonus dolerių vyriausybės finansavimo, kad galėtų įdiegti naujus įkroviklius tokiose valstijose, kaip Merilendas ir Arizona.

 

 „Tesla“ patiria spaudimą plėsti jos greitųjų įkroviklių tinklą ir atverti jį platesniam vairuotojų ratui, įskaitant tuos, kurie turi ne „Tesla“ transporto priemones.

 

 „Ford Motor“ ir „Rivian Automotive“ jau turi prieigą prie „Tesla“ įkrovimo technologijos, o kelios kitos automobilių kompanijos sudarė susitarimus dėl įkroviklių naudojimo jų klientams, o tai gali padėti išplėsti kadaise išskirtinę paslaugą.

 

 Kitų automobilių gamintojų diegimas šiais metais susidūrė su tam tikromis kliūtimis, iš dalies dėl programinės įrangos iššūkių ir trukdžių platinti papildomus adapterius, reikalingus ne Tesla klientams.

 

 „Tesla iš tikrųjų susiduria su vienu didžiausių iššūkių nuo tada, kai pirmą kartą buvo išleistas Supercharger“, – sakė tyrimų ir konsultacijų grupės „Atlas Public Policy“ įkūrėjas Nickas Nigro.

 

 „Jiems svarbu planuojant, kur paskirstyti išteklius, tai, kas ateis per ateinančius 12–24 mėnesius – tai yra milijonai vairuotojų“, – sakė Nigro.

 

 Tesla neatsiliepė į daug prašymų komentuoti.

 

 Praėjusią savaitę „Tesla“ generalinis direktorius Elonas Muskas paskelbė X, kad „Tesla“ „atidaro daug daugiau įkroviklių“.

 

 Tesla „Supercharger“ tinklas, turintis 6500 įkrovimo vietų visame pasaulyje, yra plačiai vertinamas kaip viena tvirčiausių ir patikimiausių paslaugų pramonėje ir tapo pagrindiniu pardavimo tašku pirkėjams, galvojantiems apie elektromobilių prekės ženklą.

 

 Paslaugos augimas buvo sutrikdytas šį pavasarį, kai, pasak su įvykiais susipažinusių žmonių, Tesla staiga atleido visą „Supercharger“ komandą ir jos vadovę Rebecca Tinucci.

 

 Šis žingsnis įvedė pramonę į chaosą, pristabdė statybas kai kuriose „Supercharger“ aikštelėse, kurios buvo kuriamos, ir sukėlė sumaištį nekilnojamojo turto savininkams, kurie tuo metu buvo derybų viduryje.

 

 Po kelių mėnesių Tesla bando grįžti į vėžes su mažesne komanda ir nauja grupės vadovybe. Jų užduotis tokia pati, kaip ir anksčiau – išplėsti „Tesla“ tinklą. Tik dabar tai reikia daryti su mažiau darbuotojų, sakė žmonės.

 

 Muskas bandė nuraminti klientus, kad Tesla ir toliau kurs paslaugą, tik lėčiau naujose vietose. Gegužę jis sakė, kad šiemet bendrovė planuoja išleisti daugiau nei 500 mln. dolerių.

 

 „Tai taikoma tik naujoms svetainėms ir plėtrai, neskaičiuojant veiklos sąnaudų, kurios yra daug didesnės“, - sakė Muskas.

 

 Realybė buvo sudėtingesnė. Pirmąsias kelias savaites po atleidimo Tesla partneriai ir rangovai sunkiai užmezgė kontaktus su Tesla darbuotojais, kurių dauguma nebedirbo įmonėje arba neturėjo prieigos prie el. pašto.

 

 Gegužės pabaigoje „Tesla“ sugrąžino kelis vyresnius „Supercharger“ komandos narius, įskaitant Maxą de Zegherį, kuris vadovauja programai, ir saujelę vadybininkų, vadovaujančių jai Šiaurės Amerikoje.

 

 Mike'as Snyderis, ilgametis „Tesla“ vadovas, anksčiau vadovavęs jos pramoninių baterijų programai, nuo tada perėmė įkrovimo grupės priežiūrą, rodo „The Wall Street Journal“ peržiūrėta organizacinė schema.

 

 „Supercharger“ stočių statybos tebėra aktyvios visoje šalyje, o pastarosiomis savaitėmis komanda ir toliau samdo kai kuriuos buvusius darbuotojus, sakė, šiuose pokalbiuose dalyvavę, žmonės.

 

 Nuolatinis lėtėjimas gali turėti įtakos elektrinių transporto priemonių klientų įkrovimo patirčiai visoje pramonėje.

 

 „Tesla“ 2023 m. pabaigoje sutiko pirmą kartą suteikti savo įkrovimo paslaugą kitiems automobilių gamintojams. Šis žingsnis taip pat leido „Tesla“ gauti dalį milijardų federalinių dolerių, skirtų šalies elektromobilių įkrovimo infrastruktūrai išplėsti.

 

 Iki šiol bendrovė užsitikrino apie 37 mln. dolerių.

 

 Dalis tų pinigų buvo išleista per valstybines programas po atleidimo iš darbo. Rugpjūčio mėnesį „Tesla“ gavo 2,9 mln. dolerių šešių įkrovimo vietų įrengimui Arizonoje.

 

 Prieš mėnesį ji gavo 1,8 milijono dolerių iš Merilendo, kad įdiegtų greituosius įkroviklius, kurie gali leisti elektromobiliams atsinaujinti per maždaug 30 minučių. 

 

„Tesla“ plėtros poreikis tampa vis ryškesnis, nes daugiau automobilių gamintojų ketina prisijungti prie tinklo. Jau dabar „Tesla“ vairuotojai nerimauja dėl spūsčių esamose stotyse ir galimo ilgesnio laukimo laiko.

 

 Šių metų pradžioje bendrovė atvėrė savo įkroviklių tinklą Ford ir Rivian vairuotojams. Iki šio pavasario ji taip pat planavo išplėsti prieigą prie „General Motors“, „Volvo Cars“ ir „Polestar“, tačiau jos svetainėje dabar rašoma, kad šie papildymai netrukus pasirodys.

 

 „Tai buvo vienas minusas, atsiradęs dėl šio tinklo atvėrimo ne „Tesla“ savininkams“, – sakė Brentas Gruberis, „J.D. Power“, tiriančios pasitenkinimą mokesčiais, EV praktikos vykdomasis direktorius. "Jie nebeturi prieigos prie to išskirtinio klubo. Dabar jie dalijasi juo su kitais savininkais." [1]

 

1. Tesla's Fast-Charger Growth Slows Down. Peterson, Becky.  Wall Street Journal, Eastern edition; New York, N.Y.. 17 Sep 2024: A.1.

Tesla's Fast-Charger Growth Slows Down


"Tesla's expansion of its Supercharger network has slowed in recent months, after widespread layoffs in April gutted the team responsible for installing new electric-car chargers and stations.

While Tesla has been trying to rebuild the group, including rehiring some employees previously let go, the number of new Supercharger ports opened in May through August fell 28% from the same period a year earlier, according to EV analytics firm EVAdoption.

For the first eight months of this year, that number was down 11% from 2023, the firm's data show. The decline comes as the electric-car maker has received millions of dollars in government funding this summer to install new chargers in states including Maryland and Arizona.

Tesla is under pressure to expand its network of fast chargers and open it to a wider array of drivers, including those with non-Tesla vehicles.

Ford Motor and Rivian Automotive already have access to Tesla's plug-in technology and several other car companies have forged agreements to use the chargers for their own customers, a shift that could help broaden the once-exclusive service.

The rollout to other automakers has run into some obstacles this year, owing in part to software challenges and holdups distributing the plug-in adapters needed by non-Tesla customers.

"Tesla actually has one of its biggest challenges in front of it since the Supercharger was first released," said Nick Nigro, founder of the research and consulting group Atlas Public Policy.

"What's important for them, in planning around where to allocate resources, is what's coming in the next 12 to 24 months -- that is millions of drivers," Nigro said.

Tesla didn't return requests for comment.

Last week, Tesla Chief Executive Elon Musk posted on X that Tesla is "opening a lot more Superchargers."

With 6,500 charging locations globally, Tesla's Supercharger network is widely regarded as one of the industry's most robust and reliable services, and it has become a major selling point for buyers considering the electric-car brand.

The service's growth was disrupted this spring when Tesla abruptly let go of the entire Supercharger team and its head, Rebecca Tinucci, amid companywide layoffs, according to people familiar with the events.

The move threw the industry into chaos, pausing construction on some Supercharger sites that were under development and causing confusion among property owners who were in the middle of negotiations at the time of the job cuts.

Months later, Tesla is trying to get back on track with a smaller team and new leadership of the group. Their task is the same as before -- to expand Tesla's network. Only now, they need to do it with fewer employees, the people said.

Musk has tried to reassure customers that Tesla would continue to build out the service, just at a slower pace for new locations. In May, he said the company plans to spend well over $500 million to improve the network with thousands of new chargers this year.

"That's just on new sites and expansions, not counting operations costs, which are much higher," Musk said.

The reality has been more complicated. For the first few weeks after the layoffs, Tesla's partners and contractors struggled to reach their contacts at Tesla, most of whom no longer worked at the company or had access to email.

By the end of May, Tesla brought back several senior members of the Supercharger team, including Max de Zegher, who leads the program, and a handful of managers who run it in North America.

Mike Snyder, a longtime executive at Tesla who had previously run its industrial-battery program, has since assumed oversight of the charging group, according to an organizational chart viewed by The Wall Street Journal.

Construction on Supercharger stations remains active across the country, and in recent weeks, the team has continued rehiring some former workers, people involved in those conversations said.

A continued slowdown could have an impact on the charging experience for electric-vehicle customers across the industry.

Tesla in late 2023 agreed to make its charging service available to other automakers for the first time. The move also allowed Tesla to qualify for a share of the billions in federal dollars available for enlarging the country's EV charging infrastructure.

So far, the company has secured about $37 million in public funding to build 88 Supercharger stations in the U.S., making it one of the top recipients in a federal program to expand EV charging access, according to EVAdoption, which tracks the awards.

Some of that money was doled out via state programs after the layoffs. In August, Tesla received $2.9 million to install six charging sites in Arizona. 

A month earlier, it got $1.8 million from Maryland to install its fast chargers, which can allow EVs to repower in about 30 minutes.

Tesla's need for expansion is coming into sharper focus with more automakers poised to join the network. Already, Tesla drivers are worried about congestion at existing stations and the potential for longer wait times.

Earlier this year, the company opened its charger network to Ford and Rivian drivers. It also had plans to expand access to General Motors, Volvo Cars and Polestar by this past spring, but its website now says those additions are coming soon.

"That was one downside that came as a result of opening up that network to the non-Tesla owners," said Brent Gruber, executive director of the EV practice at J.D. Power, which studies charging satisfaction. "They no longer had access to that exclusive club. Now they're sharing it with other owners."" [1]

1. Tesla's Fast-Charger Growth Slows Down. Peterson, Becky.  Wall Street Journal, Eastern edition; New York, N.Y.. 17 Sep 2024: A.1.