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How to Revive a Dying Main Street? One U.K. Landlord Offered Free Rent.

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How to Revive a Dying Main Street? One U.K. Landlord Offered Free Rent.

For two decades, Steven Wyatt was in a cycle of drug addiction and rehab. In 2006, during a stint at a recovery center, he learned how to restore furniture, a skill that led him to an unexpected place: running his own store in Poole, a coastal town in southwest England.

Mr. Wyatt, 46, is among a handful of beneficiaries of an unusual experiment in real estate and urban renewal. His store, Restored Retro, is one of 10 businesses that were given two years of free rent for an empty storefront on a small shopping street in Poole called Kingland Crescent.

The offer came from the property’s owner, Legal & General Investment Management, Britain’s largest asset manager, which had been struggling to revive a near-derelict shopping street next to a mall, in an uneasy economy still reeling from the pandemic.

“It’s been a massive learning curve for them and for us,” Mr. Wyatt said. “I’ve never had this much responsibility.”

The rent-free period, which ended in April, not only has changed the lives of Mr. Wyatt and several other small-business owners, but it has also transformed the street, which now has a constant flow of foot traffic in an area that many locals used to avoid. Even the adjacent shopping mall is bucking the national trend, with more visitors now than in 2019.

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Half of the original 10 businesses offered space on Kingland Crescent are still there, and those that left were quickly replaced by new local businesses ready to pay rent. There is a sense that momentum is building in Poole’s transformation.

“Poole is becoming a destination again,” Mr. Wyatt said.

Poole is just a couple of miles away from some of the most expensive coastal real estate in the country, but its town center was stuck in a rut. The mall had swaths of dark, empty spaces, and a stretch of the town’s larger shopping district was trapped in the past, with old brands long forgotten in more vibrant places.

The shake-up of Kingland Crescent began during pandemic lockdowns as Britons bemoaned the death of their beloved high streets, which are comparable to American main streets. Their survival was a priority for the government, which announced billions in grants to revitalize them.

But lately, the government has been consumed by other crises, including the highest inflation rates in four decades, rapidly rising food prices and soaring mortgage payments, which are amounting to a deep cost-of-living crisis.

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“Retail in England has been in trouble for a long time,” said Anthony Breach, a senior analyst at Centre for Cities, a think tank. Even before the pandemic, “there was an oversupply of retail space, particularly in a places with less successful economies.”

Many high streets needed major transformation if they hoped to survive the shift away from in-store shopping at big national retail chains that dominated them, he added.

There are encouraging signs of progress. Fewer stores closed in Britain last year than the year before, and some empty department stores have found new life as leisure centers with go-karting or planned residences. Foot traffic on high streets across the country was about 5 percent higher in June compared with last year, though it’s still below prepandemic levels.

“There are high streets that are decimated,” said Mark Robinson, chair of the High Streets Task Force, a body set up by the government. “Likewise, there are places that are still going to get worse. But on balance, we can really look to having been through the worst, and I genuinely don’t think people are talking about the death of the high street anymore.”

High streets across the country are facing diverging fortunes. Poole has improved after the risk taken by Legal & General Investment Management, which owns about 36 billion pounds (about $43 billion) in homes, retail, offices and other real estate. Other small high streets have benefited from residents staying closer to home to work and socialize.

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But many others, especially in larger towns or cities, are still blighted by empty department stores and shuttered outposts of national brands.

The differences are apparent in Bournemouth, a larger town a few miles east of Poole with a big student population. Economic prosperity varies widely across the region, but the median income in Bournemouth, Poole and their surrounding towns was about 7 percent below the national average, according to official statistics from 2022.

Three department stores in Bournemouth closed, and the exit of big retail chains has left several streets with empty storefronts. Two years ago, the town had ambitious plans to fill the vacant space, but they have been slow to materialize. The main success has been the reopening of a former Debenhams department store as Bobby’s, which has a beauty hall, a cafe and stalls for local businesses.

Four other large sites (two former department stores and two cinemas) are in the early stages of redevelopment, said Paul Kinvig, who manages the town’s business improvement district.

“I’m encouraged by the fact that there are plans for all of them, but there’s a pace issue,” he said.

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Progress is slow in Bournemouth, but in Poole, Kingland Crescent has become a nexus for independent businesses. The overhaul provided a dose of modernization with the arrival of an Instagram-friendly plant store, a coffee shop with a roastery in the back and a gin bar, among others. And the free rent allowed them to grow quickly.

For the landlord, the program was a bet on the long term. Providing free rent to entrepreneurs, even those with no formal business experience, has been part of its strategy to make its properties more resilient to an ever-changing economy and less reliant on big national retailers, said Matt Soffair, who leads retail research at Legal & General Investment Management.

“We’re not just doing this to do a nice thing for the people of Poole,” he added. “We are also doing this because we do believe that in the long term, all these initiatives will create cash flow.”

Before moving to Kingland Crescent, Mr. Wyatt’s furniture restoration business was a shoestring operation. At times, he painted furniture in his garden and sold the pieces on eBay.

Since opening his shop, he has sold more than a thousand pieces. He specializes in restoring midcentury items, such as a sideboard by the Danish designer Ib Kofod-Larsen and a dressing table by the British design company Archie Shine. In March, around the time rent payments began, Mr. Wyatt doubled the store’s footprint, taking over a vacant space next door in collaboration with Jay Blades, star of the BBC series “The Repair Shop.”

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Three doors down from Mr. Wyatt is Wild Roots, a plant store owned by Hope Dean, 29, who was laid off from her events management job early in the pandemic. A few months later, she secured a space on Kingland Crescent, which is now a calming haven of greenery. She employs six people, and her company has three branches: the retail store, a plant design service for businesses and plant care services.

“It feels like a proper business now,” Ms. Dean said.

A sleek record store that hosts live music nights, a jeweler with pieces delicately carved from titanium and a clothing shop that previously had only an online presence have recently joined the lineup. They each have to pay rent, but several said they were still getting a good deal.

Changes on Kingland Crescent have flowed into the neighboring shopping center that Legal & General also owns. On the desolate upper floors of the mall, the landlord put in a diagnostics center run by the National Health Service, an adult education center and a co-working space. Market stalls are open several days a week on the ground floor, along with a space for free events and services, such as day care, craft fairs and historical exhibits.

But the tenants of Kingland Crescent still face challenges. Their leases are up for renewal in about a year, meaning their futures are uncertain. Foot traffic can be unpredictable, tenants say, and there is little other nightlife, a problem for the bar.

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“Poole was our pilot,” said Denizer Ibrahim, who leads the retail strategy at Legal & General. After two years of gathering data, the landlord is thinking about what worked and can be replicated elsewhere. But it does not expect to offer free rent again.

The strategy, Mr. Ibrahim said, is to end the “cookie cutter” high streets that were the norm a few years ago, and instead curate a space with a diverse mix of global and local companies in retail and other services.

That range of use for retail spaces “would have never been even spoken about if it wasn’t for Kingland,” he said.

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Craft supplies retailer Joann declares bankruptcy for the second time in a year

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Craft supplies retailer Joann declares bankruptcy for the second time in a year

The craft supplies and fabric retailer Joann filed for bankruptcy for the second time in less than a year, as the chain wrestles with declining sales and inventory shortages, the company said Wednesday.

The retailer emerged from a previous Chapter 11 bankruptcy process last April after eliminating $505 million in debt. Now, with $615 million in liabilities, the company will begin a court-supervised sale of its assets to repay creditors. The company owes an additional $133 million to its suppliers.

“We hope that this process enables us to find a path that would allow Joann to continue operating,” said interim Chief Executive Michael Prendergast in a statement. “The last several years have presented significant and lasting challenges in the retail environment, which, coupled with our current financial position and constrained inventory levels, forced us to take this step.”

Joann’s more than 800 stores and websites will remain open throughout the bankruptcy process, the company said, and employees will continue to receive pay and benefits. The Hudson, Ohio-based company was founded in 1943 and has stores in 49 states, including several in Southern California.

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According to court documents, Joann began receiving unpredictable and inconsistent deliveries of yarn and sewing items from its suppliers, making it difficult to keep its shelves stocked. Joann’s suppliers also discontinued certain items the retailer relied on.

Along with the “unanticipated inventory challenges,” Joann and other retailers face pressure from inflation-wary consumers and interest rates that were for a time the highest in decades. The crafts supplier has also been hindered by competition from others in the space, including Michael’s, Etsy and Hobby Lobby, said Retail Wire Chief Executive Dominick Miserandino.

“It did not necessarily learn to evolve like its nearby competitors,” Miserandino said of Joann. “Not many people have heard of Joann in the way they’ve heard of Michael’s.”

Joann is not the first retailer to continue to struggle after going through bankruptcy. The party supply chain Party City announced last month it would be shutting down operations, after filing for and emerging from Chapter 11 bankruptcy in 2023.

Over the last two years, more than 60 companies have filed for bankruptcy for a second or third time, Bloomberg reported, based on information from BankruptcyData. That’s the most over a comparable period since 2020, when the COVID-19 pandemic kept shoppers home.

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Discount chain Big Lots filed for bankruptcy last September, and the Container Store, a retailer offering storage and organization products, declared bankruptcy last month. Companies that rely heavily on brick-and-mortar locations are scrambling to keep up with online retailers and big-box chains. Fast-casual restaurants such as Red Lobster and Rubio’s Coastal Grill have also struggled.

High prices have prompted consumers to pull back on discretionary spending, while rising operating and labor costs put additional pressure on businesses, experts said. The U.S. annual inflation rate for 2024 was 2.9%, down from 3.4% in 2023. But inflation has been on the rise since September and remains above the Federal Reserve’s goal of 2%.

If a sale process for Joann is approved, Gordon Brothers Retail Partners would serve as the stalking-horse bidder and set the floor for the auction.

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U.S. Sues Southwest Airlines Over Chronic Delays

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U.S. Sues Southwest Airlines Over Chronic Delays

The federal government sued Southwest Airlines on Wednesday, accusing the airline of harming passengers who flew on two routes that were plagued by consistent delays in 2022.

In a lawsuit, the Transportation Department said it was seeking more than $2.1 million in civil penalties over the flights between airports in Chicago and Oakland, Calif., as well as Baltimore and Cleveland, that were chronically delayed over five months that year.

“Airlines have a legal obligation to ensure that their flight schedules provide travelers with realistic departure and arrival times,” the transportation secretary, Pete Buttigieg, said in a statement. “Today’s action sends a message to all airlines that the department is prepared to go to court in order to enforce passenger protections.”

Carriers are barred from operating unrealistic flight schedules, which the Transportation Department considers an unfair, deceptive and anticompetitive practice. A “chronically delayed” flight is defined as one that operates at least 10 times a month and is late by at least 30 minutes more than half the time.

In a statement, Southwest said it was “disappointed” that the department chose to sue over the flights that took place more than two years ago. The airline said it had operated 20 million flights since the Transportation Department enacted its policy against chronically delayed flights more than a decade ago, with no other violations.

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“Any claim that these two flights represent an unrealistic schedule is simply not credible when compared with our performance over the past 15 years,” Southwest said.

Last year, Southwest canceled fewer than 1 percent of its flights, but more than 22 percent arrived at least 15 minutes later than scheduled, according to Cirium, an aviation data provider. Delta Air Lines, United Airlines, Alaska Airlines and American Airlines all had fewer such delays.

The lawsuit was filed in the United States District Court for the Northern District of California. In it, the government said that a Southwest flight from Chicago to Oakland arrived late 19 out of 25 trips in April 2022, with delays averaging more than an hour. The consistent delays continued through August of that year, averaging an hour or more. On another flight, between Baltimore and Cleveland, average delay times reached as high as 96 minutes per month during the same period. In a statement, the department said that Southwest, rather than poor weather or air traffic control, was responsible for more than 90 percent of the delays.

“Holding out these chronically delayed flights disregarded consumers’ need to have reliable information about the real arrival time of a flight and harmed thousands of passengers traveling on these Southwest flights by causing disruptions to travel plans or other plans,” the department said in the lawsuit.

The government said Southwest had violated federal rules 58 times in August 2022 after four months of consistent delays. Each violation faces a civil penalty of up to $37,377, or more than $2.1 million in total, according to the lawsuit.

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The Transportation Department on Wednesday also said that it had penalized Frontier Airlines for chronically delayed flights, fining the airline $650,000. Half that amount was paid to the Treasury and the rest is slated to be forgiven if the airline has no more chronically delayed flights over the next three years.

This month, the department ordered JetBlue Airways to pay a $2 million fine for failing to address similarly delayed flights over a span of more than a year ending in November 2023, with half the money going to passengers affected by the delays.

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California drops zero-emission truck rules after inaction by Biden's EPA

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California drops zero-emission truck rules after inaction by Biden's EPA

California government’s plan to phase out heavy-duty diesel trucks and diesel locomotives has been derailed.

The ambitious plan aimed at reducing local pollution and global greenhouse gases required special waivers from the federal government. The Biden administration hadn’t granted the waivers as of this week, and rather than face almost certain denial by the incoming Trump administration, the state withdrew its waiver request.

That means the far-reaching regulations issued by the California Air Resources Board in 2022 to ban new diesel truck sales by 2036 and force fleet owners to take them off the road by 2042 won’t be enforced. Known as the Advanced Clean Fleets rule, the idea was to replace those trucks with electric and hydrogen-powered versions, which dramatically reduce emissions but are currently two to three times more expensive.

“While we are disappointed that U.S. EPA was unable to act on all the requests in time, the withdrawal is an important step given the uncertainty presented by the incoming administration that previously attacked California’s programs to protect public health and the climate and has said will continue to oppose those programs,” CARB Chair Liane Randolph said in a prepared statement.

Environmentalists reacted with deep disappointment.

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“To meet basic standards for healthy air, California has to shift to zero-emissions trucks and trains in the coming years. Diesel is one of the most dangerous kinds of air pollution for human health,” Paul Cort, director of Earthjustice’s Right to Zero campaign, said in a prepared statement. “We’ll be working tirelessly in the coming years — and calling on Gov. [Gavin] Newsom, state legislators, and our air quality regulators to join us — to clean up our freight system and fix the mess [U.S.] EPA’s inaction has created.”

The trucking industry is pleased at the result, but hopes to continue working with California on environmental issues.

“This rule was flawed, and was not reflective of reality,” said Matt Schrap, chief executive at the Harbor Trucking Assn. “Ideally this is an opportunity to take a step back and look at a program that would be more sustainable.”

Trucking representatives had filed a lawsuit to block the rules, arguing they would cause irreparable harm to the industry and the wider economy. Train operators said no zero-emission locomotives exist on the commercial market.

Schrap said “the most important thing is the EPA could have issued the waiver and they didn’t.”

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The EPA said it acknowledges California’s withdrawal of the waiver requests “and as a result is taking no further action on CARB’s prior requests and considers these matters closed.”

President-elect Donald Trump is a champion of the fossil fuel industry, making it unlikely that his administration would have approved the California waivers. The state could, however, pursue waivers at some point in the future.

Under the federal Clean Air Act, California is allowed to set its own air standards, and other states are allowed to follow California’s lead. But federal government waivers are required. Most of California’s waivers have been granted, including approval in December of a California ban on new sales of gas-powered cars and light trucks by 2035.

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