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A Country-by-country Guide to COVID-19 Entry Requirements in Europe

Everything you need to know for a safe and healthy trip to Europe.

When the COVID-19 pandemic first spread around the world, many countries shut their borders. In the years since, countries have opened, welcoming tourists with different vaccination or testing rules in place. 

But many countries in Europe have since dropped travel-related restrictions, reverting back to pre-pandemic times and making it easier than ever to plan a trip. 

Here, we've outlined every country in Europe and its current reopening status, including entry any requirements foreign travelers need to know.

Albania does not require U.S. travelers to show any COVID-19-related documents or tests, according to the U.S. Embassy in Albania .

To get to Andorra, visitors need to go through France or Spain, and therefore abide by the rules and regulations for those individual countries. Beyond that, there are no further entry requirements for coming to Andorra, according to the Andorra tourism site .

Austria is open to travel and there are no vaccination or testing requirements in place, according to the country’s official tourism site . In Vienna, masks must be worn on public transportation. 

Belgium welcomes travelers from the U.S. and does not require them to show proof of vaccination, recovery, or a negative test, according to the U.S. Embassy in Belgium . 

Bosnia and Herzegovina

Bosnia and Herzegovina welcomes U.S. travelers without any COVID-19-related travel restrictions, according to the U.S. Embassy in Bosnia and Herzegovina .

Bulgaria welcomes U.S. travelers without any COVID-19-related travel restrictions, according to the U.S. Embassy in Bulgaria . 

Croatia welcomes U.S. travelers without any COVID-19-related travel restrictions, according to the Croatian National Tourist Board .

Cyprus has eliminated all COVID-19-related entry restrictions, according to the Deputy Ministry of Tourism . Masks remain mandatory on public transportation. 

Czech Republic

The Czech Republic has eliminated all COVID-19-related entry restrictions, according to the Ministry of the Interior of the Czech Republic .

Denmark eliminated all of its COVID-19 entry and internal restrictions, according to the government’s COVID-19 website .

Estonia has eliminated all COVID-19-related rules, according to the government .

Finland has lifted all COVID-19-related entry rules, according to the Finnish government .

France has lifted all pandemic-related entry rules, according to the French government .

There are no longer any COVID-19-related entry rules for travel to Germany, according to the German Missions in the United States .

Greece has lifted all pandemic-era travel rules, according to the government . Greece has an optional Passenger Locator Form travelers can choose to fill out.

Hungary has lifted all COVID-19-related entry rules, according to the Hungarian Police .

Iceland welcomes travelers without any pandemic-era entry rules in place, according to Iceland’s COVID-19 website .

Ireland has removed all COVID-19-related entry rules for travel, according to the government .

Italy has lifted all COVID-19-related travel rules, according to the country's National Tourist Board .

Travelers entering Kosovo are not required to show proof of vaccination, according to the U.S. Embassy in Kosovo , but the embassy recommends travelers bring such proof. The country also doesn’t require pre-arrival testing, but the embassy said some airlines may.

Access to public institutions, malls, and indoor dining inside does require proof of vaccination or proof of a negative COVID-19 test for customers over 16.

Latvia has lifted all COVID-19-related travel rules, according to the Latvian tourism board .

Liechtenstein

Liechtenstein, a landlocked country, is accessible through Switzerland or Austria. Switzerland handles all immigration for Liechtenstein. COVID-19-related travel restrictions have been lifted in Liechtenstein, according to the European Union .

Lithuania no longer requires any pre-arrival testing or proof of vaccination to visit, according to the national tourism development agency .

Luxembourg welcomes travelers from all countries, regardless of their vaccination status, according to the U.S. Embassy in Luxembourg . Travelers do not need any pre-arrival COVID-19 tests.

Malta has eliminated all pandemic-related travel restrictions, according to the Malta Tourism Authority .

Moldova does not have any COVID-19-related entry restrictions in place for U.S. travelers, according to the U.S. Embassy in Moldova .

To get to Monaco, most visitors must travel through France. Monaco does not have any pandemic-related travel restrictions in place, according to the government .

Montenegro does not have any COVID-19-related entry rules in place, according to the U.S. Embassy in Montenegro . Face masks are required on public transportation, according to the country’s government .

Netherlands

The Netherlands has lifted COVID-19-related entry rules, according to the government .

North Macedonia

North Macedonia is open to American travelers who are not required to undergo any COVID-related entry requirements, according to the U.S. Embassy in North Macedonia .

Norway has discontinued all COVID-19-related entry restrictions, including pre-arrival testing, according to the government . 

Poland has lifted all pandemic-era entry rules, including for vaccination and testing, according to the government . 

Portugal, including the Azores and Madeira, no longer requires proof of vaccination or a negative test to enter, according to Visit Portugal .

Romania has lifted all pandemic-era entry rules, according to the government . 

San Marino is a landlocked country surrounded by Italy. The country doesn’t have any specific COVID-19-related entry rules, according to the International Air Transport Association .

Serbia has removed all COVID-19-related entry restrictions, according to the U.S. Embassy in Serbia .

Slovakia has lifted all pandemic-related entry rules, according to Slovakia Travel . Travelers no longer have to show any proof of vaccination or tests to enter hotels, restaurants, or other venues.

Slovenia has eliminated pandemic-era travel restrictions, according to the government .

Spain has dropped all COVID-19-related health controls at entry points, according to the government , becoming one of the last European countries to do so. However, the country still asks that travelers from outside the European Union travel with either proof of vaccination administered within 270 days, proof of a negative PCR test taken within 72 hours of departure, proof of a negative rapid antigen test taken within 24 hours of departure, or proof they contracted COVID-19 and recovered within 180 days.

Sweden no longer has any COVID-19-related entry restrictions, according to the Public Health Agency of Sweden .

Switzerland

Switzerland has lifted all COVID-19-related entry rules, according to the Federal Office of Public Health .

Turkey is open to foreign travelers and does not have any COVID-19-related entry rules in place, according to the U.S. Embassy and Consulates in Turkey .

Visitors to Ukraine must show proof of either vaccination or proof of a negative COVID-19 test taken within 72 hours, according to the U.S. Embassy in Ukraine . Travelers must also have a health insurance policy to cover the potential costs of COVID-19 treatment.

The U.S. Department of State has currently issued a Level 4: Do Not Travel warning against visiting Ukraine due to the ongoing war and Russian invasion.

United Kingdom

The United Kingdom has dropped all COVID-19-related entry rules, according to the government .

Vatican City

Vatican City is the world's smallest country and is encircled by the Italian city of Rome. It is open to travelers who are able to enter Italy .

The information in this article reflects that of the publishing time above. However, as statistics and information regarding coronavirus rapidly change, some figures may be different from when this story was originally posted. While we strive to keep our content as up to date as possible, we also recommend visiting sites like the CDC or websites of local health departments.

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August 16, 2021

How to cut COVID risk in the car

by Swansea University

Researchers at Swansea University have laid out a step-by-step guide to reduce exposure to the coronavirus when traveling by car, including some important and surprising advice on opening windows.

The research team, supported by the Institute for Innovative Materials, Processing and Numerical Technologies (IMPACT), identified key COVID-19 safety measures for car journeys through their study on optimal car ventilation.

Findings suggest:

• all windows should be open for car travel below 30 mph
• however, once speed increases above this, it is more effective for only two opposite windows, one in the front and one in the back, to be opened—occasionally—to create a diagonal flow of air. For example, driver side window and rear passenger side window.

Project lead Professor Chenfeng Li says, "When a COVID-19 patient coughs, saliva containing the virus is expelled in the form of droplets. Large-size droplets fall quickly to the ground, while small-size droplets evaporate quickly. These droplets of saliva disappear in the air in seconds, but the small-size droplets release the contained virus into the air after evaporation, which can survive up to an hour and remain infectious.

The virus can survive on surfaces and remain infectious for different periods of time, dependent on the surface type. It is the dispersing of these small droplets that we focused on in our study."

The study produced simulations that demonstrate the effects of a driver coughing in a moving car at various speeds. The small saliva droplets disperse in varying formations depending on which windows are open.

Professor Li said, "This car transmission study gives some interesting findings. Based on our scenario, and unsurprisingly, optimal ventilation comes from having all four windows open for city driving (up to 30mph).

However, perhaps surprisingly, the diagonal flow from the driver side window to the rear passenger side window is the most effective option for getting the virus out of the car when driving above 30mph. This is because a sustained and dominant air flow from the front to the rear is formed when two diagonally opposite windows are open and the other two are closed.

At higher driving speed, this strong diagonal air flow is more effective to discharge the virus particles out of the car than the turbulent air flow formed by opening all four windows.

The process is so effective that it's only necessary to do it for 10 seconds at a time, every 5 to 10 minutes, or whenever somebody coughs or sneezes."

We can also conclude that sitting at the front is a lot safer than sitting at the back, because of the increased contamination within the rear part of the car due to the fact that the in-car air flow predominantly moves from the front to the rear, trapping some of the virus particles in the rear zone."

As part of the research, the use of face masks was also studied. The results showed that wearing a face covering reduces the emission of the virus by 90% and that the intake of the virus by passengers was reduced by 70%.

Professor Li concluded: "At a time when restrictions are lifting across the UK and we will be traveling more, it is important to take steps to ensure we are limiting any potential exposure to the virus . This study sets out our recommendations for optimal ventilation and reduced transmission."

Professor Li sits on the Welsh Government Coronavirus (COVID-19) Technical Advisory Group. His findings supported recent guidelines for taxis and private hire vehicles.

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What to Know About COVID-19 Rules and Travel to Europe This Fall

Include lots of flexibility and patience with your proof of vaccination.

| Many Americans have been hoping that this fall and winter would see the pandemic fading and travel to Europe fully open again. But the  delta variant has thrown a wrench in the works, with new travel restrictions and cautions in place across the continent — and more changes are inevitable. Now that the European Union has removed the United States from its list of safe countries, people with European travel plans are really wondering what to do.

While the EU downgrade of the U.S. sounded dire, it’s still up to each European country to decide how to manage travel from the United States. Depending on your target destination, your travel plans may not have to change — for the moment.

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So far, only Sweden and Bulgaria have outright banned all U.S. tourists, but other countries, including the Netherlands, have introduced mandatory quarantines even for vaccinated U.S. travelers.

On the flip side, Portugal announced it “will remain open to travelers from the United States despite the announcement of the EU,” welcoming visitors who bring proof of a negative COVID-19 test. The most common response from popular destinations like England, Italy, Iceland and Germany has been to allow entry only to U.S. travelers who are vaccinated and bring a recent negative COVID test while requiring quarantine for those who don’t.

Given that the COVID situation will continue to change, as will the requirements for travel, here are a few tips about what you should know about travel to Europe in the months ahead, and how you can better plan for it.

1. Europe's COVID situation — and rules for visitors — will continue to change

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Based on the recent global surge of COVID cases, the Centers for Disease Control and Prevention’s (CDC)  pandemic-related guidelines on the safety of given countries are changing on a sometimes weekly basis, even to extremes. For example, the CDC ranked Iceland as low risk (Level 1) in late July, but by mid-August had elevated it to the highest risk level (Level 4, meaning “avoid travel”). What seems safe now may be considered risky by the time your trip begins.

Also keep in mind that given the continued high rate of COVID-19 cases in the U.S., the European countries could at any time ban or further restrict inbound U.S. travelers. For example, on Sept. 4, Denmark announced it is refusing entry to unvaccinated visitors from the U.S. (with only a few exceptions).  

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What you can do: Book travel with flexibility in mind. Consider backup plans that will allow you to change your target country if restrictions increase. Search for plane tickets without change fees, research cancellation policies at hotels, and plan itineraries with options to spend more time outdoors in case indoor attractions are limited. Being vaccinated will in almost all cases improve your ability to travel.

2. You'll face a patchwork of rules and regulations across Europe

Requirements for visitors for entry and travel can be different depending on an individual country, region within a country, airline, hotel or public space. It’s confusing even for the experts. Amrei Gold, a representative with the German National Tourist Office, says of her country: “Because each of our 16 federated states can do their own rules, it is sometimes a challenge even for us to track the latest situation.”

Economic advisory firm Global Data has reported that more than half of potential travelers surveyed are being deterred from travel due to “fragmented rules and a lack of mutual agreements (between countries). Travelers have been left confused over how to provide their vaccination status with varying rules across destinations … potentially suppressing international demand.”

What you can do:  Carefully research the latest requirements from the destination, as well as your airline, tour company and lodging (see links to individual countries’ websites below). Bring multiple sets of digital and hard copy documentation of your vaccination status and testing results. Some destinations require online entry of this information before arrival. France recently began requiring a Health Pass certifying vaccination or a negative coronavirus test for entry to indoor spaces, with a system for foreign tourists. European tour operator Intrepid Travel recently began requiring all their guests (and tour guides) to be fully vaccinated. Other countries, cities or attractions may follow suit with similar programs.

And given the variety of regulations, consider limiting the geographic scope of your trip. This will make planning and travel easier, as 2021 is probably not the time for an 8-countries-in-7-days Grand Tour. Explore “slow travel” vacation options based at a single location, like walking and biking day trips from a countryside home rental. “I would definitely limit travel to one or two countries at the most,” says Brigitte Armand, president of the Eurobound destination management company, “in case a country decides to impose new travel restrictions all of a sudden.”

3. Consider travel Insurance — but read the fine print

The latest from top european destinations.

The CDC's current COVID-19 risk assessments (with links to destination websites listing current rules) include:

Level 4  (very high risk; avoid travel): Britain , France , Greece , Iceland , Ireland

Level 3  (high risk; make sure you are fully vaccinated before travel): Italy , Croatia ,  Germany

Level 2 (moderate risk; make sure you are fully vaccinated before travel): Czech Republic

Level 1 (low risk, make sure you are fully vaccinated): Slovakia , Hungary , Poland

Be sure to review the latest information before and even during travel.

Travel insurance  can protect against trip cancellation, provide medical relief and cover potentially exorbitant costs in case you contract COVID-19 during your trip. But policies will only cover exactly what is mentioned in the fine print.

What you can do: Read carefully. “Go over details, like what qualifies as a covered event, before purchasing,” says Chris Carnicelli, CEO of Generali Global Assistance. “It’s important to remember that coverage related to the pandemic is only available if you, a traveling companion or family member get sick from COVID-19 or if you buy a Cancel for Any Reason plan.”

Lisa Cheng, spokesperson for World Nomads travel insurance, says to make sure you have “sufficient medical coverage under your chosen policy as well as coverage for emergency evacuation. Medical bills are going to be the biggest cost to you if you contract one of the variants when traveling.”

4. Costs may be high and availability low in Europe this fall

Europe’s recent reopening to U.S. travelers has led to a flood of eager tourists in prime tourist destinations in countries like France, Italy , Greece and Iceland. This increase in demand combined with COVID-related closures and lack of staffing means you may find limited availability and skyrocketing prices for lodging, transport and attractions in these popular spots.

What you can do: Consider lesser-trafficked destinations and visiting off-season, during non-holiday periods. Planning ahead can lock in savings and ensure access to museums and other popular attractions where capacity and hours may be restricted and reservations required. Be aware of cancellation costs in case plans change. The good news is that many hotels and ground operators have relaxed cancellation rules and introduced more flexible terms.

Bill Fink is an award-winning travel writer who has covered cultural travel for  Lonely Planet ,  Frommer’ s, the  San Francisco Chronicle  and many other outlets.

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• COVID-19 travel advice

Considering travel during the pandemic? Take precautions to protect yourself from COVID-19.

A coronavirus disease 2019 (COVID-19) vaccine can prevent you from getting COVID-19 or from becoming seriously ill due to COVID-19 . But even if you're vaccinated, it's still a good idea to take precautions to protect yourself and others while traveling during the COVID-19 pandemic.

If you've had all recommended COVID-19 vaccine doses, including boosters, you're less likely to become seriously ill or spread COVID-19 . You can then travel more safely within the U.S. and internationally. But international travel can still increase your risk of getting new COVID-19 variants.

The Centers for Disease Control and Prevention (CDC) recommends that you should avoid travel until you've had all recommended COVID-19 vaccine and booster doses.

Before you travel

As you think about making travel plans, consider these questions:

• Have you been vaccinated against COVID-19 ? If you haven't, get vaccinated. If the vaccine requires two doses, wait two weeks after getting your second vaccine dose to travel. If the vaccine requires one dose, wait two weeks after getting the vaccine to travel. It takes time for your body to build protection after any vaccination.
• Have you had any booster doses? Having all recommended COVID-19 vaccine doses, including boosters, increases your protection from serious illness.
• Are you at increased risk for severe illness? Anyone can get COVID-19 . But older adults and people of any age with certain medical conditions are at increased risk for severe illness from COVID-19 .
• Do you live with someone who's at increased risk for severe illness? If you get infected while traveling, you can spread the COVID-19 virus to the people you live with when you return, even if you don't have symptoms.
• Does your home or destination have requirements or restrictions for travelers? Even if you've had all recommended vaccine doses, you must follow local, state and federal testing and travel rules.

Check local requirements, restrictions and situations

Some state, local and territorial governments have requirements, such as requiring people to wear masks, get tested, be vaccinated or stay isolated for a period of time after arrival. Before you go, check for requirements at your destination and anywhere you might stop along the way.

Keep in mind these can change often and quickly depending on local conditions. It's also important to understand that the COVID-19 situation, such as the level of spread and presence of variants, varies in each country. Check back for updates as your trip gets closer.

Travel and testing

For vaccinated people.

If you have been fully vaccinated, the CDC states that you don't need to get tested before or after your trip within the U.S. or stay home (quarantine) after you return.

If you're planning to travel internationally outside the U.S., the CDC states you don't need to get tested before your trip unless it's required at your destination. Before arriving to the U.S., you need a negative test within the last day before your arrival or a record of recovery from COVID-19 in the last three months.

After you arrive in the U.S., the CDC recommends getting tested with a viral test 3 to 5 days after your trip. If you're traveling to the U.S. and you aren't a citizen, you need to be fully vaccinated and have proof of vaccination.

You don't need to quarantine when you arrive in the U.S. But check for any symptoms. Stay at home if you develop symptoms.

For unvaccinated people

Testing before and after travel can lower the risk of spreading the virus that causes COVID-19 . If you haven't been vaccinated, the CDC recommends getting a viral test within three days before your trip. Delay travel if you're waiting for test results. Keep a copy of your results with you when you travel.

Repeat the test 3 to 5 days after your trip. Stay home for five days after travel.

If at any point you test positive for the virus that causes COVID-19 , stay home. Stay at home and away from others if you develop symptoms. Follow public health recommendations.

Stay safe when you travel

In the U.S., you must wear a face mask on planes, buses, trains and other forms of public transportation. The mask must fit snugly and cover both your mouth and nose.

Follow these steps to protect yourself and others when you travel:

• Get vaccinated.
• Keep distance between yourself and others (within about 6 feet, or 2 meters) when you're in indoor public spaces if you're not fully vaccinated. This is especially important if you have a higher risk of serious illness.
• Avoid contact with anyone who is sick or has symptoms.
• Avoid crowds and indoor places that have poor air flow (ventilation).
• Don't touch frequently touched surfaces, such as handrails, elevator buttons and kiosks. If you must touch these surfaces, use hand sanitizer or wash your hands afterward.
• Wear a face mask in indoor public spaces. The CDC recommends wearing the most protective mask possible that you'll wear regularly and that fits. If you are in an area with a high number of new COVID-19 cases, wear a mask in indoor public places and outdoors in crowded areas or when you're in close contact with people who aren't vaccinated.
• Avoid touching your eyes, nose and mouth.
• Cover coughs and sneezes.
• Wash your hands often with soap and water for at least 20 seconds.
• If soap and water aren't available, use a hand sanitizer that contains at least 60% alcohol. Cover all surfaces of your hands and rub your hands together until they feel dry.
• Don't eat or drink on public transportation. That way you can keep your mask on the whole time.

Because of the high air flow and air filter efficiency on airplanes, most viruses such as the COVID-19 virus don't spread easily on flights. Wearing masks on planes has likely helped lower the risk of getting the COVID-19 virus on flights too.

However, air travel involves spending time in security lines and airport terminals, which can bring you in close contact with other people. Getting vaccinated and wearing a mask when traveling can help protect you from COVID-19 while traveling.

The Transportation Security Administration (TSA) has increased cleaning and disinfecting of surfaces and equipment, including bins, at screening checkpoints. TSA has also made changes to the screening process:

• Travelers must wear masks during screening. However, TSA employees may ask travelers to adjust masks for identification purposes.
• Travelers should keep a distance of 6 feet apart from other travelers when possible.
• Instead of handing boarding passes to TSA officers, travelers should place passes (paper or electronic) directly on the scanner and then hold them up for inspection.
• Each traveler may have one container of hand sanitizer up to 12 ounces (about 350 milliliters) in a carry-on bag. These containers will need to be taken out for screening.
• Personal items such as keys, wallets and phones should be placed in carry-on bags instead of bins. This reduces the handling of these items during screening.
• Food items should be carried in a plastic bag and placed in a bin for screening. Separating food from carry-on bags lessens the likelihood that screeners will need to open bags for inspection.

Be sure to wash your hands with soap and water for at least 20 seconds directly before and after going through screening.

Public transportation

If you travel by bus or train and you aren't vaccinated, be aware that sitting or standing within 6 feet (2 meters) of others for a long period can put you at higher risk of getting or spreading COVID-19 . Follow the precautions described above for protecting yourself during travel.

Even if you fly, you may need transportation once you arrive at your destination. You can search car rental options and their cleaning policies on the internet. If you plan to stay at a hotel, check into shuttle service availability.

If you'll be using public transportation and you aren't vaccinated, continue physical distancing and wearing a mask after reaching your destination.

Hotels and other lodging

The hotel industry knows that travelers are concerned about COVID-19 and safety. Check any major hotel's website for information about how it's protecting guests and staff. Some best practices include:

• Enhanced cleaning procedures
• Physical distancing recommendations indoors for people who aren't vaccinated
• Mask-wearing and regular hand-washing by staff
• Mask-wearing indoors for guests in public places in areas that have high cases of COVID-19
• Vaccine recommendations for staff
• Isolation and testing guidelines for staff who've been exposed to COVID-19
• Contactless payment
• Set of rules in case a guest becomes ill, such as closing the room for cleaning and disinfecting
• Indoor air quality measures, such as regular system and air filter maintenance, and suggestions to add air cleaners that can filter viruses and bacteria from the air

Vacation rentals, too, are enhancing their cleaning procedures. They're committed to following public health guidelines, such as using masks and gloves when cleaning, and building in a waiting period between guests.

Make a packing list

When it's time to pack for your trip, grab any medications you may need on your trip and these essential safe-travel supplies:

• Alcohol-based hand sanitizer (at least 60% alcohol)
• Disinfectant wipes (at least 70% alcohol)
• Thermometer

Considerations for people at increased risk

Anyone can get very ill from the virus that causes COVID-19 . But older adults and people of any age with certain medical conditions are at increased risk for severe illness. This may include people with cancer, serious heart problems and a weakened immune system. Getting the recommended COVID-19 vaccine and booster doses can help lower your risk of being severely ill from COVID-19 .

Travel increases your chance of getting and spreading COVID-19 . If you're unvaccinated, staying home is the best way to protect yourself and others from COVID-19 . If you must travel and aren't vaccinated, talk with your health care provider and ask about any additional precautions you may need to take.

Remember safety first

Even the most detailed and organized plans may need to be set aside when someone gets ill. Stay home if you or any of your travel companions:

• Have signs or symptoms, are sick or think you have COVID-19
• Are waiting for results of a COVID-19 test
• Have been diagnosed with COVID-19
• Have had close contact with someone with COVID-19 in the past five days and you're not up to date with your COVID-19 vaccines

If you've had close contact with someone with COVID-19 , get tested after at least five days. Wait to travel until you have a negative test. Wear a mask if you travel up to 10 days after you've had close contact with someone with COVID-19 .

• How to protect yourself and others. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/prevent-getting-sick/prevention.html. Accessed Feb. 4, 2022.
• Domestic travel during COVID-19. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/travel-during-covid19.html. Accessed Feb. 4, 2022.
• Requirement for face masks on public transportation conveyances and at transportation hubs. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/face-masks-public-transportation.html. Accessed Feb. 4, 2022.
• International travel. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/international-travel/index.html. Accessed Feb. 4, 2022.
• U.S citizens, U.S. nationals, U.S. lawful permanent residents, and immigrants: Travel to and from the United States. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/international-travel-during-covid19.html. Accessed Feb. 4, 2022.
• Non-US. citizen, non-U.S. immigrants: Air travel to the United States. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/noncitizens-US-air-travel.html. Accessed Feb. 4, 2022.
• People with certain medical conditions. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/need-extra-precautions/people-with-medical-conditions.html. Accessed Feb. 4, 2022.
• Stay up to date with your vaccines. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/vaccines/stay-up-to-date.html. Accessed Feb. 4, 2022.
• Pack smart. Centers for Disease Control and Prevention. https://wwwnc.cdc.gov/travel/page/pack-smart. Accessed Feb. 4, 2022.
• Travel: Frequently asked questions. Centers for Disease Control and Prevention. https://www.cdc.gov/coronavirus/2019-ncov/travelers/faqs.html. Accessed Feb. 7, 2022.
• Coronavirus (COVID-19) information. Transportation Security Administration. https://www.tsa.gov/coronavirus. Accessed Feb. 7, 2022.
• WHO advice for international traffic in relation to the SARS-CoV-2 Omicron variant (B.1.1.529). World Health Organization. https://www.who.int/news-room/articles-detail/who-advice-for-international-traffic-in-relation-to-the-sars-cov-2-omicron-variant. Accessed Feb. 7, 2022.
• VRHP/VRMA Cleaning guidelines for COVID-19. Vacation Rental Management Association. https://www.vrma.org/page/vrhp/vrma-cleaning-guidelines-for-covid-19. Accessed Feb. 7, 2022.
• Safe stay. American Hotel & Lodging Association. https://www.ahla.com/safestay. Accessed Feb. 7, 2022.
• Khatib AN, et al. COVID-19 transmission and the safety of air travel during the pandemic: A scoping review. Current Opinion in Infectious Diseases. 2021; doi:10.1097/QCO.0000000000000771.

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U.S. travel resources

• Check CDC recommendations for travel within the U.S.
• Review testing requirements for travel to the U.S.
• Look up restrictions at your destination .
• Review airport security measures .

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Travel during the pandemic FAQ

Webpages in this section are no longer being updated. The content may be out-of-date and should be consulted for past reference only.

Below you will find answers to common questions received by the Commission during the COVID-19 pandemic, regarding passenger rights and package travel. The information has not been updated since the end of the pandemic.   Any information on this page should not be considered as legal advice.

1. I cannot get in contact with the carrier, all phone lines are busy and they are not replying to my emails. What can I do?

We would advise passengers to use different ways of contacting the carriers (by phone, by email or using social media). It is encouraged to take screen shots of any contact or attempt to contact the carrier in order to have a record of the time and date of the contact as well as documentation in the case of a potential claim.

Passengers can also turn to their local European Consumer Centre for advice or use different means of redress as explained below in question 10.

2. What rights do I have if I am refused carriage by a railway, ferry, bus or coach operator for not providing the right documents at my destination?

Whether or not a passenger is reimbursed or re-routed in such a case will depend on the type of ticket (i.e. refundable or not; possibility to rebook, etc.) as specified in the carrier’s terms and conditions. The  EU passenger rights regulations  on travel by rail, boat, bus or coach do not address situations where passengers cannot travel due to a refusal of carriage by the transport operator.

3. I missed my flight/train/ferry/bus/coach due to health, security and/or customs checks at the point of departure. Can I claim a reimbursement or request re-routing?

Whether or not a passenger is reimbursed or re-routed in the case of a missed transport service will depend on the type of ticket (i.e. refundable or not; possibility to rebook, etc.) as specified in the carrier’s terms and conditions. The  EU passenger rights regulations  only address situations where passengers cannot travel due to a cancellation or (in the case of air travel) are denied boarding by the carrier.

4. I arrived at the airport on time for check-in, but the queue was so long that I was late at the gate and could not board the flight. Do I have any rights?

Passengers are advised to come to the airport well ahead of the scheduled departure time. Airports might provide an indication on their websites of the average time needed between the arrival at the airport and the departure of the flight. Regulation (EC) No 261/2004 only addresses situations where passengers cannot travel due to a cancellation or are denied boarding by the carrier. Whether or not a passenger is reimbursed or re-routed in the case of a missed flight will depend on the type of ticket (i.e. refundable or not; possibility to rebook, etc.) as specified in the carrier’s terms and conditions.

5. I have missed my flight because the airport staff took too long checking my COVID-19 documents. Do I have rights?

Whether or not a passenger is reimbursed or re-routed in the case of a missed flight will depend on the type of ticket (i.e. refundable or not; possibility to rebook, etc.) as specified in the carrier’s terms and conditions. Regulation (EC) No 261/2004 only addresses situations where passengers cannot travel due to a cancellation or are denied boarding by the carrier.

6. The airport I was departing from was supposedly providing rapid antigen tests, but did not, and I was consequently denied boarding. Do I have rights?

Passengers should check the applicable public health measures and related restrictions applied at the point of destination and ensure that they have all the necessary relevant documentation required by the Member State of destination. Please note that airlines and other cross-border passenger transport services might be required by national law to implement certain public health measures during the coronavirus pandemic.

Regulation (EC) No 261/2004 provides, as a general rule, that passengers who are denied boarding by the airline against their will, despite presenting themselves in time for check-in, have the right to compensation, the right to choose between reimbursement and re-routing, as well as the right to care.

However, pursuant to the Regulation, passengers do not enjoy those statutory rights if boarding is denied on reasonable grounds related to health, safety or security, or inadequate travel documentation.

A Member State of destination may require airlines to refuse carriage to passengers who are not in the possession of a COVID-19 test, vaccination or recovery certificate and who are also unable to prove otherwise that they fulfil the relevant requirements established by the Member State of destination. Such measures can constitute a reasonable ground for the airline to deny boarding. Airlines need to assess carefully if there are reasonable grounds for denying boarding to a passenger. Unless there are reasonable grounds to deny boarding, passengers will always retain their rights under Regulation (EC) No 261/2004.

Whether a passenger can nevertheless enjoy part or whole of the aforementioned rights in case of denied boarding on reasonable grounds will depend on the type of ticket as specified in the terms & conditions of the airline.

7. What are my rights for cancelled transport services/package tours in the context of the coronavirus pandemic?

Under the  EU passenger rights regulations , in the case of a cancellation by the carrier, passengers have the choice between reimbursement or re-routing. Reimbursement of the full cost of the ticket is due 7 days following the passenger’s request in the cases of air, sea and inland waterways transport, 14 days after the offer has been made or the request has been received for bus and coach transport and 1 month after the request of the passenger in the case of rail transport.

Regulation (EC) No 261/2004 on air passenger rights also provides that a passenger has a right to a fixed-sum compensation in case of cancellation, unless the passenger was notified thereof more than 14 days in advance or where the cancellation is caused by ‘extraordinary circumstances’ that could not have been avoided even if all reasonable measures had been taken. Please see the answer to question 17 for more information on the right to compensation during the coronavirus pandemic.

The  Package Travel Directive   provides for traveller rights in case of cancellation of a package travel contract by the traveller or the organiser. The traveller is entitled to a full refund of any payments made for the travel package. The organiser of the package must make the refund within 14 days following termination of the contract.

Under the passenger rights regulations and the Package Travel Directive, the reimbursement can be made in money or via a voucher. However, a voucher instead of reimbursement always requires the passenger’s or traveller’s agreement.

For more information on the rights for passengers or travellers in case of self-cancellation of tickets or travel packages, please see the answer to question 8.

8. I would like to cancel my ticket/package travel contract. Can I get reimbursed by the carrier/organiser or change my service?

The  EU passenger rights regulations  do not address situations where passengers cannot travel or want to cancel a trip on their own initiative. Whether or not a passenger is reimbursed in such cases will depend on the type of ticket (i.e. refundable or not; possibility to rebook, etc.) as specified in the carrier’s terms and conditions. 

It is important to note that various airlines are offering vouchers to passengers who do not want to (or are not authorised to) travel anymore because of the coronavirus pandemic. Passengers can use these vouchers for another trip within a timeframe established by the carrier, depending on the terms and conditions of the carrier for such vouchers. 

The Package Travel Directive provides that travellers have the right to terminate the package travel contract before the start of the package without paying any termination fee in the event of unavoidable and extraordinary circumstances occurring at the place of destination or its immediate vicinity and significantly affecting the performance of the package, or which significantly affect the carriage of passengers to the destination. For further information,  see advisory guidance on EU package travel rules in the context of COVID-19.  

If the conditions above are not met (i.e. no unavoidable and extraordinary circumstances at the place of destination or its immediate vicinity that significantly affect the performance of the package, or which significantly affect the carriage of passengers to the destination) travellers still have the right to terminate the package travel contract before leaving, but they will have to pay a termination fee. Under certain conditions, the traveller may transfer the package travel contract to another person, subject to covering costs arising from such transfer. The best approach is to contact your travel agency or the organiser.

9. I bought a ticket via an online intermediary. Is it the carrier or the intermediary that has to reimburse or offer me a voucher?

Under the  EU passenger rights regulations , it is the operating carrier that has to fulfil its obligations vis-à-vis the passenger. In cases of travelling by air, this is either the air carrier with which the passenger has booked (i.e. with which it has concluded the contract of carriage) or another carrier that performs the flight on behalf of the carrier with which the passenger has the contract. In the case of air travel, please note that if the flight was booked as part of a cancelled package tour, reimbursement cannot be requested from the operating air carrier, but should be sought from the organiser of the package.

EU passenger rights regulations do not deal with intermediaries or any other entity through which the passenger might have purchased the ticket. Therefore, the question as to how passengers can claim their rights from an intermediary must be addressed by looking at the terms and conditions of the intermediary and the relevant national law. Given the large variety of these intermediaries, agents, booking platforms, ticket brokers, etc., no general reply can be given. In practical terms, in such situations passengers may find it useful to first claim reimbursement directly from the airline and address the intermediary only where there is a confirmation that the airline has paid to the latter.

10. What can I do if I am not offered a refund, but only a voucher?

You are entitled to receive your money back, if you so wish. Indeed, the carrier (or the organiser in the case of a cancelled package travel contract) should provide you with the option to choose between reimbursement in money or voucher. You could consider accepting a voucher if the conditions are attractive (e.g. protection against the insolvency of the issuer, if the value of the voucher is higher than the amount paid, reimbursable if it has not been used (redeemed) and other features).

If you think that your rights have not been respected, there are several ways in which you can seek redress.

In case of a stand-alone ticket (e.g. a flight), more information can be found for  air ,  rail ,  ship  and  bus & coach . You can also  find general information  about different forms of consumer dispute resolution.

European Consumer Centres  can also help and advise passengers and travellers that want to settle a dispute with a carrier or organiser based in another EU country.

Otherwise, you can assert your rights through national enforcement authorities (see  contact lists for passenger rights  and for  package travel directive ) or, as a last resort, before the national courts.

Please note that the European Commission does not have direct enforcement powers against individual operators in the field of passenger rights and package travel.

11. In 2020, some Member States adopted rules that obliged me to accept a voucher, which I have not used yet. What can I do?

In the first half of 2020, several Member States adopted rules temporarily derogating from the Package Travel Directive or the passenger rights regulations, allowing traders to impose vouchers for cancelled trips, instead of reimbursing payments in money. The Commission opened infringement proceedings against those Member States and as a consequence, their national rules are now again in line with EU law.

Unfortunately, many consumers are still waiting to receive back their money for unused vouchers. The Commission has repeatedly urged Member States to make sure that all passengers and travellers who prefer reimbursement get their money back without further delay. Of course, all passengers and travellers who accepted vouchers which have reached the end of their validity without being used must receive their money back as well.

Please see question 10 on how you can assert your rights.

12. What should a voucher offer?

According to the  Commission Recommendation on vouchers , vouchers should be:

• covered by insolvency protection  – in case the carrier or the organiser becomes insolvent, while the voucher has not yet been used, the traveller or the passenger must be reimbursed by the insolvency protection guarantor of the carrier/organiser. The insolvency protection is to be set up at national level, either by the public or private sector (for example, it can be a fund or insurer).
• refundable if not redeemed:  passengers and travellers should be entitled to reimbursement in money at the latest 12 months following the issuance of the voucher concerned and at any moment thereafter, subject to applicable legal provisions on time limitation. Vouchers (or the remaining amount) should be automatically reimbursed at the latest 14 days after the end of the validity period of the voucher, in case it has not (or only partially) been redeemed.
• flexible , for example, as regards the range of services for which vouchers can be used.
• transferrable to another passenger/traveller at no extra cost.

Important:  The vouchers should indicate their validity period and specify all the rights attached to them. They should be available on a durable medium, for example through email or paper.

13. I accepted a voucher because I was not aware of my rights, can I still ask to get the money back instead?

If you were unaware of your rights because the carrier/organiser did not offer you the choice between reimbursement and a voucher, this was not in compliance with the  EU passenger rights regulations  or the Package Travel Directive. However, EU law does not regulate what you can do if you have already accepted a voucher without having been properly informed about your rights. It is a question of national contract law if you can, for example, contest your acceptance.

Furthermore, such omission or misrepresentation of essential information could qualify as a misleading commercial practice, prohibited by the  Unfair Commercial Practices Directive . Therefore, you can lodge a complaint with the relevant national enforcement authorities (see question 10 above).

You might also be able to avoid the contract based on national rules of contract law, arguing that you are not bound by the agreement to accept the voucher since you were misled.

14. Following a flight cancellation, I have just received a voucher from the carrier. May I use the voucher for a flight to a different destination?

You should consult the terms and conditions of the voucher with the carrier. The Commission recommends that voluntary vouchers should also provide passengers sufficient flexibility in the range of services for which vouchers can be used. Please also see the answer to question 12.

15. Is a voucher a valid form of reimbursement for the cancellation of a cruise?

Reimbursement by means of a voucher can only take place if the passenger or traveller agrees to it. In all situations, it is important to check the specific terms and conditions of the proposed voucher before accepting it instead of reimbursement in money. Cruises fall under the EU legislation on package travel and the rights of passengers travelling by sea and inland waterway.

16. I received a voucher from an airline (or organiser) following the cancellation of a flight (or package tour), but its validity is expiring. Can I still get my money back?

As explained in question 4, the  Commission Recommendation on vouchers provides that carriers and organisers should automatically reimburse the amount of the voucher concerned to the passenger or traveller at the latest 14 days after the end of its validity period, if the voucher has not been redeemed. This also applies to the reimbursement of the remaining amount of the voucher concerned in the case of previous partial redemption.

Where the passenger accepted a voucher by signed agreement, the issuing carrier or trader’s terms & conditions and national law in principle apply as regards its redemption.

Where you were offered a voucher but did not accept it, see question 10.

17. Do I have a right to compensation if the air carrier cancels a flight due to the current situation with COVID-19?

Regulation (EC) No 261/2004 on air passenger rights provides for fixed-sum compensations to passengers in case of cancellations by the air carrier. This does not apply to cancellations made more than 14 days in advance or where the cancellation is caused by ‘extraordinary circumstances’ that could not have been avoided even if all reasonable measures had been taken.

In March 2020, the Commission adopted  Interpretative Guidelines on EU passenger rights Regulations in the context of the developing situation with COVID-19 , in which it clarified that under certain circumstances, a cancellation in the context of the COVID-19 outbreak can be due to ‘extraordinary circumstances’.

Cancellations solely based on commercial grounds cannot qualify as extraordinary circumstances. The air carrier must deliver the proof of the specific circumstances underlying the cancellation of the flight concerned, such as specific public health measures, and in particular entry or exit bans. The airline must also be able to prove that the cancellation could not have been avoided even if it had taken all reasonable measures.

18. I checked-in on time but the airline did not allow me to board because I have not provided a document. What are my rights under EU legislation?

EU regulation (EC) No 261/2004 provides, as a general rule, that passengers who are denied boarding by the airline against their will, although they have presented themselves in time for check-in, have the right to compensation, the right to choose between reimbursement and re-routing, as well as the right to care.

To limit the spread of the coronavirus, Member States have adopted various measures which impact EU citizens’ right to move within the EU. This may entail measures by the Member State of destination requiring airlines to refuse carriage to passengers who are not in the possession of a COVID-19 test, vaccination or recovery certificate and who are also unable to prove otherwise that they fulfil the relevant requirements established by the Member State of destination. Such measures can constitute a reasonable ground for the airline to deny boarding. Airlines need to assess carefully if there are reasonable grounds for denying boarding to a passenger. Unless there are reasonable grounds to deny boarding, the passenger will always retain the right to compensation, the right to choose between reimbursement and re-routing, as well as the right to care, since these rights cannot be limited or waived as set out in Article 15 of Regulation (EC) No 261/2004.

The  EU Digital COVID Certificate  is a digital proof that a person has either been vaccinated against COVID-19, received a negative test result or has recovered from COVID-19. It can be obtained free of charge (in electronic format or as a paper print-out) and is accepted in all Member States as of 1 July 2021. The certificate helps travellers to demonstrate that they fulfil the requirements under which Member States waive their current travel restrictions.

Passengers should in any event check the applicable public health measures and related restrictions applied at the point of destination and ensure that they have all the necessary relevant documentation required by the Member State of destination. Please note that airlines and other cross-border passenger transport services might be required by national law to implement certain public health measures during the coronavirus pandemic.

19. What can I do after filing a complaint with the National Enforcement Body and not receiving a reply after a couple of weeks?

Compliance with the  EU passenger rights regulations  is ensured at the national level by the National Enforcement Bodies (NEBs) , which are responsible for monitoring and enforcing the application of the respective Regulation by carriers.

The National Enforcement Bodies should provide you with a legally non-binding opinion on the way to proceed.

Passengers could normally expect a reply from a National Enforcement Body within 3 to 6 months. The duration of an investigation could vary depending on the complexity of the case and the level of cooperation of the carrier. Note that National Enforcement Bodies may be more busy than usual in the current period.

Disclaimer. The page was last updated in September 2023

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Trends in electric vehicle charging

• Executive summary
• Electric car sales
• Electric car availability and affordability
• Electric two- and three-wheelers
• Electric light commercial vehicles
• Electric truck and bus sales
• Electric heavy-duty vehicle model availability

Charging for electric light-duty vehicles

Charging for electric heavy-duty vehicles.

• Battery supply and demand
• Battery prices
• Electric vehicle company strategy and market competition
• Electric vehicle and battery start-ups
• Vehicle outlook by mode
• Vehicle outlook by region
• The industry outlook
• Light-duty vehicle charging
• Heavy-duty vehicle charging
• Battery demand
• Electricity demand
• Oil displacement
• Well-to-wheel greenhouse gas emissions
• Lifecycle impacts of electric cars

Cite report

IEA (2024), Global EV Outlook 2024 , IEA, Paris https://www.iea.org/reports/global-ev-outlook-2024, Licence: CC BY 4.0

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There are almost ten times as many private chargers as public ones, with most owners charging at home.

Home charging is currently the most common means of charging electric cars. EV owners with access to a private parking space that can be equipped for charging can charge overnight, which is not only convenient but also typically takes advantage of lower electricity prices while demand is relatively low.

The availability of home charging varies substantially between regions and is linked to differences in urban, suburban and rural populations, as well as income bracket. In dense cities, where most people live in multi-unit dwellings, access to home charging is more limited and EV owners rely more heavily on public charging. This is most apparent in Korea, which is one of the world’s most densely populated countries and has the highest ratio of public charging capacity to EVs.

Though access to charging is different to actual use, it is a useful proxy for the levels of home charging among EV owners across countries. The share of EVs in new car sales is over 90% in Norway, whereas it stands at under 2% in Mexico, yet the shares of EV owners reportedly charging at home are similar, at 82% and 71% , respectively. The United Kingdom has one of the highest reported shares of access to home charging, at 93% , more than half of which are smart chargers. 1 This is partly due to the United Kingdom being the first country to release smart charge point regulations , but, importantly, it could also be attributed to the high share of early EV adopters that also own a home in which a charger can be installed . In India, 55% of consumers state that they have access to home charging today. Changes to building regulations in order to mandate chargers, as have been proposed by the European Union , are an effective way of increasing access over time, especially for people who live in rented accommodation .

In regions where the voltage of the power grid is 220V or above, EV owners can charge their vehicle from a regular domestic socket overnight. This is the most common case and holds true in Europe, Australia, large parts of Latin America, and most of Asia. In regions where the voltage is lower, typically 100-120V, recharging speeds from regular domestic sockets are much slower, 2 and can present a safety risk . As such, in countries with a 100-120V power grid, the ability to recharge in under ten hours requires installation of a dedicated charger. 3 This is the case in some countries where the share of EV charging at home is high, such as the United States (83%) and Canada (80%). However, it also includes developing countries with ambitious electrification targets, such as Indonesia, Costa Rica and Colombia, where both the cost (in the region of several hundred US dollars) and lower availability of private parking spaces may present significant hurdles to private charger installation. Reliance on more expensive public charging may therefore be higher. Beyond home charging, private charging also includes other non-publicly accessible chargers, such as chargers reserved for the employees, fleets or customers of certain establishments. There are, for example, 15 900 such private non-home chargers in the United States. In the European Union, over 250 000 chargers are described as having restricted access.

While home charging infrastructure is well established in many countries, the landscape for 2Ws is markedly different. Stock and sales of 2Ws continue to increase in India and the ASEAN countries. These growing markets also see growing momentum in battery swapping technologies, especially in India. In 2023, the Chinese Taipei-based battery-swapping company Gogoro announced a USD 2.5 billion partnership with the Indian State of Maharashtra. Gogoro intends to invest more than USD 1.5 billion in deploying smart battery infrastructure, which will include their battery swapping stations. Other Indian start-ups such as Sun Mobility and Battery Smart raised USD 50 million and USD 33 million , respectively, for further expansion of battery swapping infrastructure. Elsewhere, Africa has also seen increased investment in battery-swapping technologies for 2Ws. Ampersand, a Rwanda-based company, currently performs 140 000 monthly battery swaps to more than 1 700 customers that together travel 1.4 million km every week in Kigali and Nairobi. Spiro, an African electric 2W start-up, secured around USD 60 million in 2023 in order to expand its electric fleet and fund more than 1 000 swap stations.

Public and private installed light-duty vehicle charging points by power rating and by type, 2015-2023

Governments are strengthening support for public charging infrastructure.

Although there are many more private chargers, public charging and the interoperability of its infrastructure is key to enabling more widespread adoption of and more equitable access to EVs. The public charging stock increased by more than 40% in 2023, and the growth of fast chargers – which reached 55% – outpaced that of slow chargers. 4 At the end of 2023, fast chargers represented over 35% of public charging stock.

Overall, China leads electric vehicle supply equipment (EVSE) deployment, with more than 85% of the world's fast chargers, and around 60% of slow chargers. Having achieved an electric car sales share of over 35%, thus already surpassing their policy ambition for 2025, China is shifting focus to charging infrastructure development, targeting full coverage in cities and on highways by 2030, as well as expanded rural coverage. China has also begun to support more sustainable charging behaviour, with the aim that 60% of EV charging occurs off-peak by 2025, starting with five pilot cities .

In late 2023, the European Union agreed on the text of the alternative fuels infrastructure regulation ( AFIR ), which will require public fast chargers every 60 km along the European Union’s main transport corridors (Trans-European Transport Network [TEN-T]). This will ensure that 1.3 kW of publicly accessible chargers are available for each registered BEV, and another 0.8 kW for each registered PHEV.

Other developed markets are also expanding support for EVSE while reducing funding for vehicle incentives. The United Kingdom has ended subsidies for private cars, but maintained incentives for private and public charging installations, with more than 53 600 installed as of 2023, and 300 000 public chargers expected by 2030. New regulations relating to payments and reliability also aim to improve the customer experience. Elsewhere, Korea has reduced the value of its EV subsidy while committing funding to EVSE. This has attracted additional private investment to the sector, and allowed for the installation of over 200 000 public chargers to date.

Publicly installed accessible light-duty vehicle charging points by slow chargers and region, 2015-2023

Publicly installed accessible light-duty vehicle charging points by fast chargers and region, 2015-2023.

In other countries, EVSE targets are being adopted alongside vehicle targets. New Zealand released its charging strategy in 2023, targeting one charging hub 5 every 150-200 km on main highways, and at least 600 charging stations installed in rural areas by 2028. The United States announced funding for new EVSE projects, and has already installed more than 180 000 public chargers towards the goal of 500 000 by 2030, as well as funding the repair or replacement of existing chargers. Canada is currently on track to meet its target of 33 500 charging ports by 2026. Developing markets are also increasingly recognising the importance of EVSE, such as India, which provided funding for over 7 000 fast chargers in 2023.

As the number of public chargers grows, attention is also turning to the interoperability of charging infrastructure. In the United States, SAE International announced it would use Tesla’s charging connector (J3400) as the standard across North America under the North American Charging Standard (NACS). The aim is to ensure that any supplier or manufacturer is able to use and deploy the connector, providing EV drivers with more options for reliable, convenient charging across North America.

Both the AFIR regulation in Europe, and the NACS in North America, are examples of legislation enacted to enhance interoperability of the charging infrastructure. Achieving greater interoperability across more regions will require enhanced collaboration amongst all stakeholders in order to agree common standards and protocols.

Public charging roll-out needs to keep pace with electric vehicle sales

Deployment of EV chargers should be co-ordinated with power grid developments to ensure that new connections are consistent with the wider grid-planning horizon. When not managed appropriately, charging can lead to a surge in peak demand, meaning that it is increasingly important to ensure that transmission and distribution grids are appropriately sized and equipped. 6 Strategies to manage charging, such as through time-of-use tariffs and smart-charging , will become more necessary as EV deployment grows.

High ratios of publicly available charging capacity to EVs in use are crucial in regions where home charging is less accessible, and can help improve the consumer experience more widely. Sufficient coverage reduces concerns about range, and can allow for vehicles with lower battery capacity, thereby reducing costs and critical material demand. Accurately planning for the most appropriate ratio can prove challenging due to the varying supply and demand dynamics within individual countries. Insufficient public charging infrastructure (high EV:EVSE ratio) could lead to considerable customer inconvenience, while excessive infrastructure (low EV:EVSE ratio) may prove uneconomical. Finding an appropriate balance is important to ensuring optimal utilisation and satisfaction among EV users.

It may be more relevant to consider the total charging capacity per EV rather than EV:EVSE ratio, given that fast chargers can serve more EVs per day than slow chargers. In the initial phases of infrastructure development, the ratio of charging capacity to EV is generally high, given that charger usage will likely be low until the market matures. As the market matures and utilisation increases, the capacity per EV tends to decrease.

Connecting cities through EVSE along motorways is a priority for a number of governments. In 2023, the Australian Government announced that it will provide AUD 39.3 million (Australian dollars) to the National Roads and Motorists’ Association, through the Driving the Nation Fund , to build EV chargers along national highways. This proposal (like that of New Zealand) aims to install chargers every 150 km along eligible routes.

Number of electric light-duty vehicles per public charging point and kW per electric light-duty vehicle, 2023

Charging ratios also illustrate the differing priorities of governments with regards to slow versus fast charging. Although New Zealand has the most vehicles per charger, it is ahead of countries such as Australia and Thailand when considering charging capacity per EV. This can be attributed to New Zealand prioritising fast public chargers over slow, resulting in the highest proportion of fast chargers to slow chargers globally, standing at 75%. Similarly, the next highest proportions globally are observed in South Africa, China, and Norway, with 53%, 44% and 41%, respectively. At the other end of this spectrum lie countries such as Brazil, the Netherlands and Korea, which have installed more slow public chargers, with the share of fast public chargers representing 0.1%, 4% and 10%, respectively.

Dedicated charging for heavy-duty vehicles is the next frontier

Electric HDVs can generally use the same charging points as LDVs, but the larger size of both the vehicle and battery, and the resulting longer charging times required can disrupt normal operations, ultimately creating a need for dedicated equipment and facilities. HDV charging facilities of this kind are still in the early stages of large-scale development and deployment.

Progress is being made globally on developing standards for megawatt-scale chargers, with the aim of achieving maximum interoperability for electric HDVs. This will be essential to enable a fast roll-out of the charging technology, and mitigate any potential risks and challenges faced by vehicle manufacturers, importers, international operators and equipment providers. In 2023, the European Union and United States produced a set of recommendations for charging infrastructure, including the harmonisation of standards between the two regions. In essence, this provided recognition of the adoption of the megawatt charging system (MCS) – which allows charging capacity up to 3.75 MW – by international standardisation organisations such as SAE International and the International Organization for Standardization (ISO). Some companies such as Kempower , who mainly operate in Europe but are expanding globally, are expected to introduce chargers designed to operate at up to 1.2 MW in 2024, ahead of the formal standardisation of the MCS, though this is not expected to cause issues of divergence. In Asia, predominantly in China and Japan, the ChaoJi-2 began demonstration in late 2023. Although ChaoJi-2 has a lower power rating than the MCS (up to 1.2 MW), it allows for compatibility with existing standards in the region. 7

In March 2024, the United States released the National Zero-Emission Freight Corridor Strategy . This sets out a phased approach to electrifying road freight, starting with establishing charging hubs at locations such as rail yards and airports, before expanding the network with the aim of achieving full coverage sometime between 2035 and 2040. Smaller demonstrations have also been undertaken, such as the Run on Less – Electric DEPOT scheme, through which around 140 charging points were installed at 10 depots across the United States. According to data collected by the Atlas EV Hub , a further 210 charging points are already operating in the United States to serve electric trucks, and another 1 020 are planned, around 75% of which are due to be completed in 2024. The weighted average capacity of chargers whose power was included in the database is 180 kW, with almost 95% being direct current fast chargers.

To date, there are around 160 truck-specific charging points deployed in Europe. In early 2023, Europe’s first truck charging corridor was launched along a 600 km stretch of the Rhine-Alpine corridor, one of the busiest road freight routes in Europe. All 6 public charging locations are fitted with 300 kW charging points. The company behind the corridor, BP pulse, is also electrifying one of the largest truck stops in the United Kingdom.

Looking forward, the EU AFIR details the progressive roll-out of minimum coverage and capacity for HDV charging stations, specifying that each station must include at least one charger of at least 350 kW power output by the end of 2025. Alongside national policies, AFIR has sparked the creation of several pilot programmes dedicated to charging HDVs using MCS charging, such as HoLa , ZEFES , HV-MELA-BAT , and a joint ABB and Scania project. In late 2023, Milence, an independent joint venture established by Traton, Volvo and Daimler, presented their HDV charger . In collaboration with Hitachi Energy, they plan to build 1 700 public charging points across Europe by 2027, based on the MCS.

Although high-powered charging can enable the decarbonisation of freight, it may also present challenges for the electricity grid, like fluctuations in power quality or supply-demand imbalances. These imbalances can cause grid congestion at the local level, and could affect entire regions where there is a large electric HDV fleet. Some countries, such as the Netherlands , are already developing policies to anticipate these issues. One way to mitigate challenges and avoid peak demand is through stationary storage batteries that are co-located with high-powered chargers. This solution would require significant capital expenditure (CAPEX) for the installation of large, stationary batteries, but it could also offer new revenue streams to charging station owners, such as through electricity price arbitrage or grid services provision. Co-locating renewable sources close to charging hubs can also decrease the stress on the local power grid. The electricity grid is a key enabling technology for HDV electrification, and careful planning and investment will be required in order to accommodate new loads. For further analysis of the impacts of HDV charging on the electricity grid, see the Outlook for electric vehicle charging infrastructure later in this report, as well as the recently published Electricity Grids and Secure Energy Transitions .

More innovative solutions, such a battery swapping and electric road systems, can also play a role

Alternative solutions for HDV charging may reduce uncertainty about the system-level costs associated with high-powered charging, and can already compete favourably in terms of total capital and operating costs. Two such solutions are battery swapping and electric road systems, both of which can potentially offer significant advantages compared to high-powered charging.

Battery swapping can be completed in as little as five minutes , can help to extend battery life through more controlled charging, and can spread power demand over a longer period, thus reducing pressure on the electricity grid. Battery swapping is currently most developed in China, where it has been encouraged by national and local governments since 2020 . As many as half of electric heavy-duty trucks sold in 2023 were enabled with battery-swapping technology. In late 2022, SAIC launched a joint venture to set up around 40 battery swapping stations in cities such as Beijing, Guangzhou, Shanghai and Shenzhen, with the aim of installing 3 000 stations by 2025. In 2023, CATL, the world’s largest producer of EV batteries, launched QIJI Energy, an all-in-one heavy-duty truck chassis battery-swapping solution, which aims to reduce costs by building upon existing battery technology.

Electric road systems (ERS) allow vehicles to charge while they are driving, using one of three main technologies: induction between the vehicle and the road, conduction connections between the vehicle and road, or catenary lines. 8 With increased access to charging through ERS, vehicles would require less battery capacity, leading to reduced battery demand and a more equal distribution of power demand throughout the day, with the trade-off being a greater and more distributed overall infrastructure requirement. ERS have significantly progressed in countries including Sweden, France, Germany, Italy, Israel and the United States . In 2023, Sweden became the first country in the world to commit to turning a highway into a permanently electrified road. Though the exact charging method has yet to be decided, the planned road should open to the public by 2025, with up to 3 000 km of further road expansion by 2045. In France, a study for the Ministry of Transport on the impact of ERS concluded that it could reduce CO 2 emissions by 86% for road freight trucks that currently run on diesel. The installation of nearly 5 000 km of ERS by 2030 has been proposed, and the first stage of this project is expected in 2024 with a proof of concept being installed on 2 km of motorway to the southwest of Paris. In Germany, a catenary system was installed over 10 km of motorway in 2019 as part of a pilot trial, and a further 7 km have since been added , with long-term aspirations for the entire A5 motorway to be fitted with ERS. Other countries such as Italy and Israel have already completed proof-of-concept trials run by Electreon.

Smart chargers are defined in the study concerned as being chargers connected to the internet such that they can be operated remotely to optimise energy consumption.

Assuming a fuel economy of 20 kWh/100 km and charger power of 1 kW , 10 hours of lower-voltage overnight charging can provide 50 km range to an electric car, whereas electric 2/3Ws have battery capacities of under 8 kWh and consume approximately 3 kWh/100 km, and can therefore fully charge in the same time.

Dedicated chargers allow for AC charging above 3.7 kW and up to 22 kW.

Slow chargers have power ratings less than or equal to 22 kW, whereas fast chargers have a power rating of more than 22 kW and up to 350 kW. “Charging points” and “chargers” are used interchangeably and refer to the individual charging sockets, reflecting the number of EVs that can charge at the same time.

A charging hub is a centralised location equipped with multiple charging stations specifically designed for EVs.

Further information on the impact of EV charging on the electricity grid can be found in the IEA’s Electricity Grids and Secure Energy Transitions report.

Maximum powers are based on specifications of 1 250 V and 3 000 A for MCS , and 1 500 V and 800 A for ChaoJi . 

Catenary lines can only be used for HDVs due to the suspension of overhead wires for delivering electricity. Conductive charging works for both HDVs and LDVs where there is a conductive system embedded in the road. 

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Harvey Weinstein Conviction Thrown Out

New york’s highest appeals court has overturned the movie producer’s 2020 conviction for sex crimes, which was a landmark in the #metoo movement..

This transcript was created using speech recognition software. While it has been reviewed by human transcribers, it may contain errors. Please review the episode audio before quoting from this transcript and email [email protected] with any questions.

From The New York Times, I’m Katrin Bennhold. This is “The Daily.”

When Hollywood producer Harvey Weinstein was convicted for sex crimes four years ago, it was celebrated as a watershed moment for the #MeToo movement. Yesterday, New York’s highest appeals court overturned that conviction. My colleague Jodi Kantor on what this ruling means for Weinstein and for the #MeToo movement. It’s Friday, April 26.

[MUSIC PLAYING]

# Jodi, you and your reporting partner, Megan Twohey, were the ones who broke the Harvey Weinstein scandal, which really defined the #MeToo movement and was at the center of this court case. Explain what just happened.

So on Thursday morning, New York’s highest court threw out Harvey Weinstein’s conviction for sex crimes and ordered a new trial. In 2020, he had been convicted of sexually abusing two women. He was sentenced to 23 years in jail. The prosecution really pushed the boundaries, and the conviction was always a little shaky, a little controversial. But it was a landmark sentence, in part because Harvey Weinstein is a foundational figure in the #MeToo movement. And now that all goes back to zero.

He’s not a free man. He was also convicted in Los Angeles. But the New York conviction has been wiped away. And prosecutors have the really difficult decision of whether to leave things be or start again from scratch.

And I know we’ve spent a lot of time covering this case on this show, with you, in fact. But just remind us why the prosecution’s case was seen to be fragile even then.

The controversy of this case was always about which women would be allowed to take the witness stand. So think of it this way. If you took all of the women who have horrifying stories about Harvey Weinstein, they could fill a whole courtroom of their own. Nearly 100 women have come forward with stories about his predation.

However, the number of those women who were candidates to serve at the center of a New York criminal trial was very small. A lot of these stories are about sexual harassment, which is a civil offense, but it cannot send you to prison. It’s not a crime.

Some of these stories took place outside of New York City. Others took place a long time ago, which meant that they were outside of the statute of limitations. Or they were afraid to come forward. So at the end of the day, the case that prosecutors brought was only about two women.

Two out of 100.

Yes. And both of those women stories were pretty complicated. They had disturbing stories of being victimized by Weinstein. But what they also openly admitted is that they had had consensual sex with Weinstein as well. And the conventional prosecutorial wisdom is that it’s too messy for a jury, that they’ll see it as too gray, too blurry, and will hesitate to convict.

So prosecutors, working under enormous public pressure and attention, figured out what they thought was a way to bolster their case, which is that they brought in more witnesses. Remember that part of the power of the Harvey Weinstein story is about patterns. It’s about hearing one woman tell virtually the same story as the next woman.

It becomes this kind of echoing pattern that is so much more powerful than any one isolated story. So prosecutors tried to re-create that in the courtroom. They did that to searing effect. They brought in these additional witnesses who had really powerful stories, and that was instrumental to Weinstein being convicted.

But these were witnesses whose allegations were not actually on trial.

Exactly. Prosecutors were taking a risk by including them because there’s a bedrock principle of criminal law that when a person is on trial, the evidence should pertain directly to the charges that are being examined. Anything extraneous is not allowed. So prosecutors took this risk, and it seemed to pay off in a big way.

When Weinstein was convicted in February of 2020, it was by a whole chorus of women’s voices. # What seemed to be happening is that the legal reality had kind caught up with the logic of the #MeToo movement, in which these patterns, these groups of women, had become so important.

And then, to heighten things, the same thing basically happened in Los Angeles. Weinstein was tried in a second separate trial, and he was also convicted, also with that kind of supporting evidence, and sentenced to another 16 years in prison.

And on the same strategy based on a chorus of women who all joined forces, basically joining their allegations against him.

The rules are different in California. But, yes, it was a similar strategy. So Weinstein goes to jail. The world’s attention moves on. The story appears to end.

But in the background, Weinstein’s lawyers were building a strategy to challenge the fairness of these convictions. And they were basically saying this evidence never should have been admitted in the first place. And Megan and I could tell that Harvey Weinstein’s lawyers were getting some traction.

His first appeal failed. But by watching the proceedings, we could tell that the judges were actually taking the questions pretty seriously. And then Weinstein’s lawyers took their last shot. They made their last case at the highest level of the New York courts, and they won. And that panel of judges overturned the conviction.

And what exactly do these judges say to explain why they threw out this conviction, given that another court had upheld it?

Well, when you read the opinion that came out on Thursday morning, you can feel the judge’s disagreements kind of rising from the pages. # Picture sort of a half-moon of seven judges, four of them female, listening to the lawyer’s arguments, wrestling with whether perhaps the most important conviction of the #MeToo era was actually fair. And in their discussion, you can feel them torn between, on the one hand, the need for accountability, and then, on the other hand, the need for fairness.

So there was a sort of sense that this is an important moment and this case represents something perhaps bigger than itself.

Absolutely. There was a lot of concern, first of all, for what was going to happen to Weinstein himself, all that that symbolized, but also what sort of message they were sending going forward. So in the actual opinion, the judges divide into — let’s call them two teams. The majority are basically behaving like traditionalists.

They’re saying things like, here’s one line — “under our system of justice, the accused has a right to be held to account only for the crime charged.” They’re saying there was just too much other stuff in this trial that wasn’t directly relevant, didn’t directly serve as evidence for the two center acts that were being prosecuted.

So those majority-opinion judges simply say that this was a kind of overreach by the prosecutor, that this isn’t how the criminal justice system works.

Exactly. And then, if we called the first team of judges the traditionalists, let’s call the dissenters the realists. And they’re talking about the way sexual crimes play out in the real world and what’s necessary to effectively prosecute them. And they are incredibly critical of the majority.

They use words like — I’m looking at the pages now — “oblivious,” “naive,” phrases like “an unfortunate step backwards,” “endangering decades of progress,” “perpetuates outdated notions of sexual violence,” “allows predators to escape accountability.” What they’re saying is that these rules of evidence have to be somewhat flexible in the real world, because otherwise they’re not going to capture what really happened.

You can really sense the passion in this argument. You know, you really get the sense that this court is bitterly divided over this question. And what I’m hearing the dissent basically saying is that if we overturn this conviction, we’ll be pushing ourselves backwards. This is regress.

And that the evidence served a really important function in the trial, that something is lost without it.

But in the end, that point of view lost out. In this case, the traditionalist judges prevailed by a single vote.

We’ll be right back.

So, Jodi, now that this conviction has been overturned, what’s next for Harvey Weinstein?

Well, back in New York, prosecutors have a really tough question to face, which is, do they retry this case? On the one hand, the Weinstein conviction meant so much to so many people that to just drop it seems very unsatisfying.

But on the other hand, their attempt failed. Those women are going to be very difficult to get back on the stand. And are they really going to start from zero and do this all over again?

Especially given that this conviction has just been overturned?

Exactly. But meanwhile, the other thing to keep your eye on is the appeals in the California case. Weinstein’s attorney told The Times that next month, they are going to file an appeal in California that will make many of the same arguments that they did in New York.

Now, the California rules are a little clearer on what evidence is admissible. So we don’t know exactly what’s going to happen. But I should add that this attorney is the same one who succeeded in getting Bill Cosby’s conviction thrown out.

So is there a world in which all the convictions against Weinstein will be overturned?

Sure, Katrin. It’s very plausible.

Wow. Now, given that, what does this ruling mean for other legal cases, for other #MeToo cases that are currently moving through the legal system?

Well, it’s definitely a symbolic blow for the #MeToo movement and also for accountability, which is part of what powers the movement. If you think of progress like a wheel spinning forward, part of what powers the wheel is accountability, because women only want to come forward if they think something may actually happen. When they see consequences for some men, it encourages others to step forward.

But that doesn’t really feel like a symbolic blow. # That actually feels like a real setback, because if the promise of accountability was what was driving the #MeToo movement and sort of persuading all these women to come forward, then this ruling seems to be undercutting that.

Well, it’s also a sign of health in the system, because what we’re seeing in prosecutions across the country is more testing of this sort. Prosecutors are starting to bring cases that they never would have brought years before. Maybe they’re messier. Maybe the evidence isn’t perfect. Maybe they’re less traditional.

And so to prove those cases, you have to try to get new kinds of evidence in court. And some of those attempts are going to succeed, as they did in the Weinstein trial the first time around. And some of those efforts are going to fail, as we see with the overturning of the conviction. # But that kind of experimentation, potential expansion, is potentially a sign of the health of the system and the idea that the legal system may be, to some degree, catching up with #MeToo.

So you’re saying another way to look at this case is that it sort of represents a legal system trying to navigate this new reality and sort of trying to figure out in real time how to deal with these kinds of cases. It’s almost like a trial and error, “one step forward, two steps back” dynamic.

But also, I want to add that you can’t score #MeToo like a basketball game. Every time there is some big outcome in a #MeToo case — R. Kelly gets convicted, Governor Cuomo resigns, Bill Cosby gets convicted, Bill Cosby walks free — there can be this temptation to draw huge conclusions from that. It’s a victory for me, too. It’s a loss for me, too.

But these cases are not necessarily reliable indicators of what’s really happening, what’s really changing, because what we’re also seeing is real structural change on the legal level. Laws protecting women have changed in, I think, 23 states since 2017. The New York statute of limitations was extended for rape directly in response to the Weinstein allegations. It’s now much longer.

And recently, New York state opened a kind of new window for survivors to sue for long ago offenses. So even as these individual cases rise and fall one by one, the system is slowly changing.

Hmm. So on the one hand, the Harvey Weinstein case actually changed legislation and created this whole new set of laws around these kinds of cases. But on the other hand, the criminal case against him was ultimately shot down. So I guess my question is, how should we think about the Weinstein case? # And does any of this change the way we should see his case as the kind of defining case of the #MeToo movement, and Weinstein himself as the defining central character?

I think the question that Megan and I have had for a long time is whether any criminal conviction in any city is really the best measure of what Harvey Weinstein did or didn’t do, because at its essence, the Harvey Weinstein story is about work. What was really special about him as a producer, his particular genius, was for making careers.

He made Gwyneth Paltrow. He made Matt Damon, Quentin Tarantino, a lot of producers who are very successful now. That was kind of his superpower. But what we now know is that he also used that superpower to manipulate and hurt women. In story after story about Weinstein, the same motifs come up.

A lot of these women were really young. It was their first day, their first week, their first month on the job. They wanted opportunity. They wanted a piece of the action.

So though the annals of the Harvey Weinstein story do include these instances of very troubling, allegedly criminal behavior, like rape, the essence of the story, I think, is about what happens to women in the workplace — the opportunities they have, the way their ambitions can be used against them. And that’s not something that any criminal court can capture.

You know, when you talk to Weinstein victims, of course, you hear the famous things they’ve said about the kind of physical offenses — the bathroom stories, the hotel room stories. But you also hear them talk about their own careers.

They say things like, I lost opportunities because of this, or, I could never work in Hollywood again. And they say, my whole life is different because of that. I can never get those years back. And it’s just not something that any criminal court is quite built to capture.

So in a way, you’re saying that the story is much bigger than those criminal allegations against Weinstein. In a way, they’re the tip of the iceberg. But underneath, there is this whole culture of men abusing their power, against women in particular, in the workplace.

Exactly. And thanks in large part to the #MeToo movement, this is behavior that used to be widely tolerated, and it’s no longer socially acceptable.

And, Jodi, I wonder, have you spoken to some of the women that you spent years talking to and hearing from who came forward to share their stories about Weinstein and others? Have you spoken to them since this latest news?

Yes, and I have to tell you, the Weinstein survivors are pretty resolute. They don’t really see this as changing the story.

When we first got the news from the court, the first person I called was Ashley Judd, the first actress who came forward about Harvey Weinstein. And what she said to me was that she was disappointed, that this was upsetting, but she was also unwavering. She said to me, “We know what really happened.”

Mm-hmm. And I guess, in some ways, that’s the legacy. The truth was aired in a court of law.

We never knew what the legal system would do. We never knew whether he would be convicted or not. But the story stands. It’s the women who are the narrators of this story now, and that won’t be overturned.

Jodi, thank you very much.

Here’s what else you need to know today. On Thursday, the Supreme Court heard arguments over whether former president Donald Trump should have legal immunity for allegedly interfering with the 2020 presidential election after he lost the race to Joe Biden. Trump’s lawyers have argued that his actions, because he was still president at the time, should be shielded from prosecution.

Their arguments were unanimously rejected in February by a lower court. But on Thursday, the Supreme Court’s conservative majority seemed more receptive to Trump’s claims. If the court rules in the former president’s favor, it could potentially delay any trial in the matter until after the election.

And one other thing you should know before you go today — this weekend, we’re going to start sharing with you a brand-new show from some of our colleagues. It’s hosted by David Marchese and Lulu Garcia-Navarro, and the idea of the show is simple and classic. Every week, one of them will interview someone fascinating — actors, politicians, athletes, writers. They’re calling their podcast just “The Interview.”

This weekend, their first couple episodes are perfect examples. Lulu speaks with Yair Lapid, the leader of the political opposition in Israel. David speaks with actress Anne Hathaway. We’ll be sending you those shows right here on Saturday and Sunday. I hope you’ll give them a listen.

Today’s episode was produced by Nina Feldman, Rikki Novetsky, and Carlos Prieto. It was edited by MJ Davis Lin and Liz O. Baylen, contains original music by Dan Powell and Elisheba Ittoop, and was engineered by Chris Wood. Our theme music is by Jim Brunberg and Ben Landsverk of Wonderly.

That’s it for “The Daily.” I’m Katrin Bennhold. See you Monday.

• May 1, 2024   •   35:16 The New Abortion Fight Before the Supreme Court
• April 30, 2024   •   27:40 The Secret Push That Could Ban TikTok
• April 29, 2024   •   47:53 Trump 2.0: What a Second Trump Presidency Would Bring
• April 26, 2024   •   21:50 Harvey Weinstein Conviction Thrown Out
• April 25, 2024   •   40:33 The Crackdown on Student Protesters
• April 24, 2024   •   32:18 Is $60 Billion Enough to Save Ukraine?
• April 23, 2024   •   30:30 A Salacious Conspiracy or Just 34 Pieces of Paper?
• April 22, 2024   •   24:30 The Evolving Danger of the New Bird Flu
• April 19, 2024   •   30:42 The Supreme Court Takes Up Homelessness
• April 18, 2024   •   30:07 The Opening Days of Trump’s First Criminal Trial
• April 17, 2024   •   24:52 Are ‘Forever Chemicals’ a Forever Problem?
• April 16, 2024   •   29:29 A.I.’s Original Sin

Hosted by Katrin Bennhold

Featuring Jodi Kantor

Produced by Nina Feldman ,  Rikki Novetsky and Carlos Prieto

Edited by M.J. Davis Lin and Liz O. Baylen

Original music by Dan Powell and Elisheba Ittoop

Engineered by Chris Wood

Listen and follow The Daily Apple Podcasts | Spotify | Amazon Music

When the Hollywood producer Harvey Weinstein was convicted of sex crimes four years ago, it was celebrated as a watershed moment for the #MeToo movement. Yesterday, New York’s highest court of appeals overturned that conviction.

Jodi Kantor, one of the reporters who broke the story of the abuse allegations against Mr. Weinstein in 2017, explains what this ruling means for him and for #MeToo.

On today’s episode

Jodi Kantor , an investigative reporter for The New York Times.

Background reading

The verdict against Harvey Weinstein was overturned by the New York Court of Appeals.

Here’s why the conviction was fragile from the start .

There are a lot of ways to listen to The Daily. Here’s how.

We aim to make transcripts available the next workday after an episode’s publication. You can find them at the top of the page.

The Daily is made by Rachel Quester, Lynsea Garrison, Clare Toeniskoetter, Paige Cowett, Michael Simon Johnson, Brad Fisher, Chris Wood, Jessica Cheung, Stella Tan, Alexandra Leigh Young, Lisa Chow, Eric Krupke, Marc Georges, Luke Vander Ploeg, M.J. Davis Lin, Dan Powell, Sydney Harper, Mike Benoist, Liz O. Baylen, Asthaa Chaturvedi, Rachelle Bonja, Diana Nguyen, Marion Lozano, Corey Schreppel, Rob Szypko, Elisheba Ittoop, Mooj Zadie, Patricia Willens, Rowan Niemisto, Jody Becker, Rikki Novetsky, John Ketchum, Nina Feldman, Will Reid, Carlos Prieto, Ben Calhoun, Susan Lee, Lexie Diao, Mary Wilson, Alex Stern, Dan Farrell, Sophia Lanman, Shannon Lin, Diane Wong, Devon Taylor, Alyssa Moxley, Summer Thomad, Olivia Natt, Daniel Ramirez and Brendan Klinkenberg.

Our theme music is by Jim Brunberg and Ben Landsverk of Wonderly. Special thanks to Sam Dolnick, Paula Szuchman, Lisa Tobin, Larissa Anderson, Julia Simon, Sofia Milan, Mahima Chablani, Elizabeth Davis-Moorer, Jeffrey Miranda, Renan Borelli, Maddy Masiello, Isabella Anderson and Nina Lassam.

Katrin Bennhold is the Berlin bureau chief. A former Nieman fellow at Harvard University, she previously reported from London and Paris, covering a range of topics from the rise of populism to gender. More about Katrin Bennhold

Jodi Kantor is a Pulitzer Prize-winning investigative reporter and co-author of “She Said,” which recounts how she and Megan Twohey broke the story of sexual abuse allegations against Harvey Weinstein, helping to ignite the #MeToo movement.    Instagram • More about Jodi Kantor

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