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Aman says it will take ‘all available measures’ to stop Russian authorities from recruiting its citizens to fight in war.

Jordan has demanded that Russian authorities stop illegally recruiting its citizens after two Jordanians were killed fighting in the Russian military.

Jordan’s Ministry of Foreign Affairs issued the warning on Thursday against Moscow and external “entities” working online to recruit people on Moscow’s behalf.

The ministry did not mention Russia’s almost four-year-long war on Ukraine, where thousands of paid foreign fighters have joined Moscow’s side.

In a statement shared on X, the Jordanian Foreign Ministry said it would “take all available measures” to end the further recruitment of Jordanians and called for Moscow to terminate the contracts of its currently enlisted citizens.

The recruitment is a violation of both Jordanian domestic and international law, the ministry said, and “endangers the lives of [its] citizens”.

The statement did not provide any further identifying information or say where or when the two citizens were killed, though Russia has a track record of recruiting foreigners to fight in Ukraine.

Ukraine says Moscow has recruited at least 18,000 foreign fighters from 128 countries, according to figures shared by Brigadier General Dmytro Usov. In a post on the Telegram messaging app, he said another 3,388 foreigners have died fighting for Russia.

Usov did not provide a breakdown of the foreign soldiers fighting in Ukraine for Russia, but the vast majority were likely from North Korea.

The New York-based Council on Foreign Relations said Pyongyang sent between 14,000 and 15,000 soldiers to fight for Russia in 2024, citing Western officials.

Moscow has also recruited at least 1,400 Africans from more than 30 countries, using methods ranging from deception to duress, according to Ukrainian Minister of Foreign Affairs Andrii Sybiha.

Sybiha said previously that signing a contract with the Russian military was “equivalent to signing a death sentence” for foreign recruits.

“Foreign citizens in the Russian army have a sad fate. Most of them are immediately sent to the so-called ‘meat assaults,’ where they are quickly killed,” Sybiha said in a November 9 post on X.

“The Russian command understands that there will be no accountability for the killed foreigner, so they are treated as second-rate, expendable human material,” he said.

Ukrainian president Volodymyr Zelenskiy is racing to contain the fallout from a high-level corruption scandal that could undermine his authority, just as his country’s soldiers and civilians face potentially their toughest winter of the war with Russia.

A week after anti-corruption investigators said they had smashed an alleged $100 million (€86 million) kickback scheme centered on state nuclear power firm Energoatom, the furor is still swirling around Zelenskiy—even as Ukraine’s troops are under severe pressure on the battlefield with Russia, and its ailing energy grid suffers nightly attacks.

Justice Minister Herman Halushchenko and Energy Minister Svitlana Hrynchuk have resigned over the scandal, but more damaging for the Ukrainian president is what appears to be significant involvement of businessman Timur Mindich, a protégé of Zelenskiy and co-owner of the media company that Zelenskiy founded before entering politics in 2019. Apparently having been tipped off, Mindich reportedly fled Ukraine shortly before last Monday’s raids and arrests.

The Ukrainian parliament has also voted to dismiss Energy Minister Svetlana Grinchuk, marking the second high-level ouster in a single day as the government struggles to contain a growing corruption scandal linked to a close ally of Vladimir Zelenskyy.

It is reported by the Kiev Post that Zelenskiy could fire his influential chief of staff, Andrey Yermak, this week. A full-scale “riot” has unfolded within parliament over the vast corruption scandal that allegedly links Yermak with the multimillion-dollar kickback scheme in the country’s energy sector. The scandal has also reminded Ukrainians of how the president curbed the independence of the nation’s top EU-initiated anti-corruption agencies in July—before being forced to backtrack by street protests and international criticism—in what critics called a brazen attempt to shield associates from scrutiny.

It threatens to become the biggest political crisis of the war for Zelenskiy and comes at a time when Ukrainian troops are under severe pressure from Russia in parts of four regions—Donetsk, Kharkiv, Zaporizhzhia, and Dnipropetrovsk.

Bags of cash and a golden toilet

The West’s “dis-ease” with Ukraine and its president is no longer speculation. It’s happening in plain sight, slowly but ineluctably. The Financial Times, hardly a Kremlin mouthpiece, has published a piece titled “Bags of cash and a gold toilet: the corruption crisis engulfing Zelenskiy’s government.” Its reporters now openly state that Ukrainian elites expect even more explosive revelations from NABU investigations. And once outlets like FT put something like this in print, it usually means the groundwork has been laid behind the scenes.

That Western Europe and the United States are still approving new aid says little about confidence in Kiev. But it speaks volumes about bureaucratic inertia and the reluctance of those who profit from this war to let the tap close suddenly. Even so, you can now hear cautious whispers in Brussels asking whether it makes sense to send billions to a government whose officials seem determined to conjure up a scheme to steal the money before it arrives. These are not new revelations; rather, the surprise is that anyone actually pretends to be surprised.

The truth is easy to discern: the West knew exactly who it was dealing with from the inception. Nobody in Brussels, London, or Washington was under any delusion that Ukraine was somehow to be confused with, say, Switzerland. They knowingly entered into a political partnership with what is, and has long been, one of the most corrupt and internally unstable political systems in Europe. To pretend otherwise is to feign ignorance—pure theater.

For more than thirty years, Ukrainian statehood has rested on the same shaky foundations: competing clans, oligarchic rule, privatized security services, and a political class willing to plunder their own population. Changing leadership never went so far as to alter the underlying structure; it never happened because each leader owed his position to the same network of cash, patronage, and power.

Consider Leonid Kravchuk: under his auspices, Ukraine began its slow “Banderization,” while state assets were siphoned away and local power brokers entrenched themselves. Leonid Kuchma then perfected this system. Under his presidency, Ukraine saw questionable arms deals, the murders of journalists and opposition figures, and audiotapes revealing orders to eliminate critics. Economic sectors with predictable profits were carved up among regional clans who ruled their fiefdoms in exchange for loyalty. And a steady stream of kickbacks to Kiev.

Viktor Yushchenko’s years brought more of the same: corruption schemes around energy, political assassinations, and the continued exploitation of ordinary Ukrainians. Viktor Yanukovych and Petro Poroshenko added their own layers to this hierarchy of detritus. Zelenskiy inherited it but then accelerated it, surrounding himself with loyalists whose main qualification was their willingness to feed at the same trough as previous leaders and look the other way.

Resistance to federalism

All of these leaders shared one common denominator: resisting federalization. Ukraine is a country with a large landmass; yet, it operates through a centralized, unitary form of governance in which a legislative body or a single individual is given supreme authority and thus ultimate power over regional and local needs of the country. There are distinct disadvantages inherent in such a structure:

·        It tends to subordinate local and regional needs to that of those in power.

·        It can encourage an abuse of power, which is one reason why the United States and a dozen other nations created a federated state instead. Instead of having one form of centralized power, there is a system of checks and balances designed to provide more equality and give greater voice to those being governed.

· Greater opportunities for manipulation exist. Those in power can pursue more wealth or governing opportunities for themselves, because few ways exist to stop such activity.

·        The governing structure will protect the central body first.

·        Sub-national regions are not allowed to decide their own laws, rights, and freedoms; there is no sharing of power.

·        The few control the many. If there is a shift in policy that takes rights away from select groups or individuals, there is little, if anything, the general population can do to stop it.

·        The central authority can artificially shape the discussions of society; it can decide that their political opponents are a threat, then pass laws that allow them to be silenced or imprisoned for what they have allegedly done.

The current scandal in Ukraine is testament to the issues noted above relating to its form of governance.

A federal Ukraine would devolve power and financial control to the regions, and that is the nightmare scenario for Kiev’s elites. It would loosen their grip on revenue streams, limit their political leverage, and allow regional identities to express themselves without fear of punishment from the center. So instead of reform, those with power offered forced Ukrainization and nationalist slogans about one people, one language, and one state. It was a political survival strategy, not a nation-building project.

This is why changing presidents will solve nothing. Remove Zelenskyy, and you likely get another figure produced by the same system. Perhaps Zaluzhnyi, perhaps a recycled face from a previous era. The choreography will be identical; only the masks of the actors will change. The deeper problem is the structure of Ukrainian statehood itself. As long as Ukraine remains in its current unitary form of central authority, it will continue producing conflict, corruption, and internal instability. War is not an aberration in such a system. It is an outcome.

If the elites refuse to reform and the population has no means to compel them, then the discussion must move beyond personalities. The uncomfortable truth is that the only lasting solution may be to abandon the current model of Ukrainian statehood altogether. No cosmetic change will save a system, the very design of which fosters autocracy and corruption.

Paul Goldsack has issued a warning to travellers after he arrived at an airport to see trays filled full of confiscated powerbanks that airport staff had judged to be non-code-compliant

Travellers risk losing their battery packs when visiting the world’s most populous country.

Paul Goldsack was surprised to arrive at two of China’s biggest airports, Shanghai Pudong and Beijing Capital, and see trays filled with confiscated power banks.

“At security, all power banks were being inspected, and it was the CCC marks they were looking for. In Shanghai, the security officer looking at my power bank pointed to the CCC mark and gave me a thumbs up,” Paul told the Mirror.

“Nobody checked at Gatwick when we took our first Air China flight, but in China, we made four other flights, plus the one back to London, and a battery pack was checked every time. All Chinese airports now check all power banks for a CCC-approved label. If the power pack doesn’t have one, they CONFISCATE it, no arguments.

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“I personally saw multiple chargers being taken off other passengers. There were trays and trays full of power banks they had taken off travellers at each security point. I was lucky a Chinese friend warned me, or my expensive power banks would be gone.”

China has a power bank restriction on domestic flights, requiring a 3C certification label for all power banks. The three Cs stand for China Compulsory Certification. This rule, which took effect in June 2025, means most power banks sold internationally will be confiscated upon departure, as they do not have the required Chinese certification. Power banks should also not exceed 160 Wh and must be carried in carry-on luggage with the wattage and capacity clearly visible.

Currently, buying a power bank in the UK with a CCC label is hard. Amazon has a couple,” Paul noted. “It’s much easier to buy in China after arrival.”

It’s also important to note that power banks under 100 Wh are generally allowed, while those between 101-160 Wh require airline approval. Power banks over 160 Wh are prohibited. Power banks are never allowed in checked baggage when flying into China. They must be carried in your hand luggage. It’s wise to ensure the capacity (in Wh or mAh) and the 3C certification mark are clearly visible on the device. If not, security may confiscate it.

Over the last few years, several airlines have banned passengers from taking power banks on flights due to concerns that they could catch fire. Vietnam Airlines, Vietjet Air, and, now, Emirates have all banned the use of power banks on flights, while Cathay Pacific issued a similar ban effective from April 7, 2025.

Now, some airlines have started cracking down on another popular electronic item due to similar concerns about flammability. Taiwanese airlines EVA Air, UNI Air and Tigerair no longer allow Bluetooth earbuds, including Apple AirPods, to be placed in checked luggage.

Such audio tech contains lithium batteries, as power banks do. As the earbuds are constantly being charged when they’re in their case, the risk of them suddenly bursting into flames is increased.

The New Zealand Aviation Authority has also set out rules strictly prohibiting the packing of AirPods and other wireless earbuds in checked luggage on flights under its jurisdiction.

“Yes, you can take wireless earbuds and AirPods in your carry-on luggage. They must not go in check-in luggage under any circumstances,” the Kiwi aviation organisation explains.

“Each person is allowed a total of 20 spare batteries or power banks in their carry-on, unless an airline has approved the carriage of more batteries. The wireless earbuds/AirPods charger is considered one of the 20 spare batteries or power banks allowed in passengers’ carry-on.

“Some airlines, including Air New Zealand, specify in their conditions of carriage that you can only travel with your wireless earbuds / AirPods chargers in carry-on and not check-in luggage.”

The U.S. Border Patrol is monitoring millions of American drivers nationwide in a secretive program to identify and detain people whose travel patterns it deems suspicious, the Associated Press has found.

The predictive intelligence program has resulted in people being stopped, searched and in some cases arrested. A network of cameras scans and records vehicle license plate information, and an algorithm flags vehicles deemed suspicious based on where they came from, where they were going and which route they took. Federal agents in turn may then flag local law enforcement.

Suddenly, drivers find themselves pulled over — often for reasons cited such as speeding, failure to signal, the wrong window tint or even a dangling air freshener blocking the view. They are then aggressively questioned and searched, with no inkling that the roads they drove put them on law enforcement’s radar.

Once limited to policing the nation’s boundaries, the Border Patrol has built a surveillance system stretching into the country’s interior that can monitor ordinary Americans’ daily actions and connections for anomalies instead of simply targeting wanted suspects. Started about a decade ago to fight illegal border-related activities and the trafficking of drugs and people, it has expanded over the last five years.

The Border Patrol has recently grown even more powerful through collaborations with other agencies, drawing information from license plate readers nationwide run by the Drug Enforcement Administration, private companies and, increasingly, local law enforcement programs funded through federal grants. Texas law enforcement agencies have asked Border Patrol to use facial recognition to identify drivers, documents show.

This active role beyond the borders is part of the quiet transformation of its parent agency, U.S. Customs and Border Protection, into something more akin to a domestic intelligence operation. Under the Trump administration’s heightened immigration enforcement efforts, CBP is now poised to get more than $2.7 billion to build out border surveillance systems such as the license plate reader program by layering in artificial intelligence and other emerging technologies.

The result is a mass surveillance network with a particularly American focus: cars.

This investigation, the first to reveal details of how the program works on America’s roads, is based on interviews with eight former government officials with direct knowledge of the program who spoke on the condition of anonymity because they weren’t authorized to speak to the media, as well as dozens of federal, state and local officials, attorneys and privacy experts. The AP also reviewed thousands of pages of court and government documents, state grant and law enforcement data, and arrest reports.

The Border Patrol has for years hidden details of its license plate reader program, trying to keep any mention of the program out of court documents and police reports, former officials say, even going so far as to propose dropping charges rather than risk revealing any details about the placement and use of their covert license plate readers. Readers are often disguised along highways in traffic safety equipment like drums and barrels.

The Border Patrol has defined its own criteria for which drivers’ behavior should be deemed suspicious or tied to drug or human trafficking, stopping people for anything from driving on backcountry roads, being in a rental car or making short trips to the border region. The agency’s network of cameras now extends along the southern border in Texas, Arizona and California, and also monitors drivers traveling near the U.S.-Canada border.

And it reaches far into the interior, affecting residents of big metropolitan areas and people driving to and from large cities such as Chicago and Detroit, as well as from Los Angeles, San Antonio and Houston to and from the Mexican border region. In one example, AP found the agency has placed at least four cameras in the greater Phoenix area over the years, one of which was more than 120 miles from the Mexican frontier, beyond the agency’s usual jurisdiction of 100 miles from a land or sea border. The AP also identified several camera locations in metropolitan Detroit, as well as one placed near the Michigan-Indiana border to capture traffic headed toward Chicago or Gary, Ind., or other nearby destinations.

Border Patrol’s parent agency, U.S. Customs and Border Protection, said it uses license plate readers to help identify threats and disrupt criminal networks and are “governed by a stringent, multi-layered policy framework, as well as federal law and constitutional protections, to ensure the technology is applied responsibly and for clearly defined security purposes.”

“For national security reasons, we do not detail the specific operational applications,” the agency said. While the U.S. Border Patrol primarily operates within 100 miles of the border, it is legally allowed “to operate anywhere in the United States,” the agency added.

While collecting license plates from cars on public roads has generally been upheld by courts, some legal scholars see the growth of large digital surveillance networks such as Border Patrol’s as raising constitutional questions. Courts have started to recognize that “large-scale surveillance technology that’s capturing everyone and everywhere at every time” might be unconstitutional under the 4th Amendment, which protects people from unreasonable searches, said Andrew Ferguson, a law professor at George Washington University.

Today, predictive surveillance is embedded into America’s roadways. Mass surveillance techniques are also used in other countries, including authoritarian governments such as China and, increasingly, democracies in the United Kingdom and Europe in the name of national security and public safety.

“They are collecting mass amounts of information about who people are, where they go, what they do, and who they know … engaging in dragnet surveillance of Americans on the streets, on the highways, in their cities, in their communities,” Nicole Ozer, the executive director of the Center for Constitutional Democracy at UC Law San Francisco, said in response to the AP’s findings. “These surveillance systems do not make communities safer.”

‘We did everything right and had nothing to hide’

In February, Lorenzo Gutierrez Lugo, a driver for a small trucking company that specializes in transporting furniture, clothing and other belongings to families in Mexico, was driving south to the border city of Brownsville, Texas, carrying packages from immigrant communities in South Carolina’s low country.

Gutierrez Lugo was pulled over by a local police officer in Kingsville, a small Texas city near Corpus Christi that lies about 100 miles from the Mexico border. The officer, Richard Beltran, cited the truck’s speed of 50 mph in a 45 mph zone as the reason for the stop.

But speeding was a pretext: Border Patrol had requested the stop and said the black Dodge pickup with a white trailer could contain contraband, according to police and court records. U.S. Route 77 passes through Kingsville, a route that state and federal authorities scrutinize for trafficking of drugs, money and people.

Gutierrez Lugo, who through a lawyer declined to comment, was interrogated about the route he drove, based on license plate reader data, per the police report and court records. He consented to a search of his car by Beltran and Border Patrol agents, who eventually arrived to assist.

They unearthed no contraband. But Beltran arrested Gutierrez Lugo on suspicion of money laundering and engaging in organized criminal activity because he was carrying thousands of dollars in cash — money his supervisor said came directly from customers in local Latino communities, who are accustomed to paying in cash. No criminal charges were brought against Gutierrez Lugo and an effort by prosecutors to seize the cash, vehicle and trailer as contraband was eventually dropped.

Luis Barrios owns the trucking company, Paquetería El Guero, that employed the driver. He told AP he hires people with work authorization in the United States and was taken aback by the treatment of his employee and his trailer.

“We did everything right and had nothing to hide, and that was ultimately what they found,” said Barrios, who estimates he spent $20,000 in legal fees to clear his driver’s name and get the trailer out of impound.

Border Patrol agents and local police have many names for these kinds of stops: “whisper,” “intel” or “wall” stops. Those stops are meant to conceal — or wall off — that the true reason for the stop is a tip from federal agents sitting miles away, watching data feeds showing who’s traveling on America’s roads and predicting who is “suspicious,” according to documents and people interviewed by the AP.

In 2022, a man from Houston had his car searched from top to bottom by Texas sheriff’s deputies outside San Antonio after they got a similar tipoff from Border Patrol agents about the driver, Alek Schott.

Federal agents observed that Schott had made an overnight trip from Houston to Carrizo Springs, Texas, and back, court records show. They knew he stayed overnight in a hotel about 80 miles from the U.S.-Mexico border.

At Border Patrol’s request, Schott was pulled over by Bexar County sheriff’s deputies. The deputies held Schott by the side of the road for more than an hour, searched his car and found nothing.

“The beautiful thing about the Texas Traffic Code is there’s thousands of things you can stop a vehicle for,” said Joel Babb, the sheriff’s deputy who stopped Schott’s car, in a deposition in a lawsuit Schott has filed alleging violations of his constitutional rights.

According to testimony and documents released as part of Schott’s lawsuit, Babb was on a group chat with federal agents called Northwest Highway. Babb deleted the WhatsApp chat off his phone but Schott’s lawyers were able to recover some of the text messages.

Through a public records act request, the AP also obtained more than 70 pages of the Northwest Highway group chats from June and July of this year from a Texas county that had at least one sheriff’s deputy active in the chat.

The chat logs show Border Patrol agents and Texas sheriff’s deputies trading tips about vehicles’ travel patterns — based on suspicions about little more than someone taking a quick trip to the border region and back.

In Schott’s case, Babb testified that federal agents “actually watch travel patterns on the highway” through license plate scans and other surveillance technologies. He added: “I just know that they have a lot of toys over there on the federal side.”

After finding nothing in Schott’s car, Babb said: “Nine times out of 10, this is what happens” — a phrase Schott’s lawyers claimed in court filings shows the sheriff’s department finds nothing suspicious in most of its searches.

Babb did not respond to multiple requests for comment. The Bexar County sheriff’s office referred questions about the case to the county’s district attorney, who did not respond to a request for comment.

The case is pending in federal court in Texas. In an interview, Schott: said: “I didn’t know it was illegal to drive in Texas.”

Tau and Burke write for the Associated Press. Tau reported from Washington, Laredo, San Antonio, Kingsville and Victoria, Texas. Burke reported from San Francisco.

Swedish police say no information the Stockholm bus accident was an attack, without giving numbers of those killed.

Several people have been killed and injured when a bus hit a bus stop in central Stockholm, Swedish police said, adding that they had no information pointing to it being an attack.

There were six casualties in the incident on Friday, a spokesperson for Stockholm’s rescue services said, without giving the numbers of those killed and injured.

The spokesperson said there were no passengers on the bus at the time.

“It is being investigated as involuntary manslaughter. The bus driver has been arrested, but that is routine in such an incident,” a police spokesperson said.

Health authorities spokesperson Michelle Marcher told the AFP news agency that two seriously injured people had been transported to hospital.

Police said that several people were hit, but they were not immediately providing information on their number, gender or ages.

Ambulances, police and rescue services were working at the scene, they added.

A picture on daily Aftonbladet’s website showed emergency services at the site, surrounding a blue double-decker bus, with debris scattered around the vehicle.

The incident occurred near the Royal Institute of Technology university, police said.

‘Unreal’

A woman identified as Michelle Mac Key told the daily newspaper Expressen she stepped off another bus at the scene just after the accident happened.

“I crossed the road and saw the double-decker bus that had mowed down an entire bus stop queue,” she said. People were screaming and trying to help the injured.

She said she saw both injured and dead people lying on the ground. “There must have been more people under the bus,” she said.

A nurse by profession, she and another man who was a doctor, offered their help to police when they arrived.

“They told us to stand next to the dead bodies,” she said. “I thought it was an exercise at first. That maybe they were dolls. It was so unreal. Chaos.”

Swedish Prime Minister Ulf Kristersson said his thoughts were with the victims and their families.

“I have received the tragic news that several people have died and been injured at a bus stop in central Stockholm,” he wrote on X.

“People who might have been on their way home to family, friends, or a quiet evening at home. We do not yet know the cause, but right now my thoughts are primarily with those affected and their loved ones.”

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‘Ripped off’

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Southern California Edison has cut power to hundreds of thousands of its customers this year, more than ever before, as it attempts to stop its electric lines from sparking wildfires.

The utility has told communities in fire-prone areas in recent weeks that they should expect more of the power shutoffs than in prior years and that the outages could last for longer periods of time.

The Rosemead-based company said it had lowered the wind speed that triggers the blackouts, and added tens of thousands of customers to the areas subject to them, after the devastating Jan. 7 Eaton fire. The inferno, which killed 19 people in Altadena, ignited in high winds under an Edison transmission line.

“You should be ready for the power to cut off at any moment,” Ian Anderson, a government relations manager for Edison, told the Moorpark City Council at an October meeting. He urged residents to buy generators and said the utility doesn’t reimburse customers for spoiled food and other losses if it believes the blackouts were required by “an act of God.”

“But PSPS is not an act of God,” responded Moorpark Councilmember Renee Delgado, using the acronym for public safety power shutoffs. “It’s a choice SCE is making.”

For more than a decade, California utilities have used the shutoffs to stop their equipment from sparking fires. The intentional outages have become so established in California’s wildfire prevention plans that Edison now faces lawsuits saying that it failed to shut off some of its lines before the Eaton fire.

Yet in recent months, the utility has heard a chorus of complaints from communities including Moorpark and Malibu that it is blacking out customers even when the winds are calm. And the utility often has failed to warn people of the coming outages, making it impossible for them to prepare, according to filings at the state Public Utilities Commission.

“You guys have put us into a Third World situation,” Scott Dittrich, a resident of Malibu, said at a Sept. 30 meeting that the city had with Edison to address the shutoffs.

Kathleen Dunleavy, an Edison spokeswoman, said the company recognizes that “any power outage is a hardship.”

But the outages are needed because they have prevented fires in dangerous weather, she said. “Our commitment is to keeping our communities safe,” she added.

This year, Edison has cut off 534,000 customers to prevent fires, according to data it filed with state regulators. That’s almost four times the 137,000 customers subject to the blackouts in 2024.

Under state rules, utilities can use the outages only as a measure of last resort — when the risk of electrical equipment igniting a fire is greater than the dangerous hazards the blackouts cause.

Disconnecting a neighborhood or city can cause far more than just inconvenience.

Traffic lights no longer work, causing perilous intersections. During a Dec. 10 outage in Moorpark, a utility truck failed to stop at a nonworking light on State Route 118, crashing into a sedan. The driver was injured and had to be extracted from the truck by emergency responders, according to the city’s report to state regulators.

The shutoffs also leave residents who have medical problems without the use of needed devices and refrigerators to store medications.

And they can cut off communication, stopping residents from getting evacuation warnings and other emergency messages.

During the Eaton and Palisades fires, the power shutoffs, as well as outages caused by wind and fire damage, “significantly disrupted the effectiveness of evacuation messaging,” according to a recent review of Los Angeles County’s emergency performance.

In the last three months of last year, Edison received 230 reports of traffic accidents, people failing to get needed medical care and other safety problems tied to the shutoffs, according to the company’s reports.

Dunleavy said Edison turned off the power only when staff believed the risk of fire exceeded the outages’ consequences.

Nonetheless, Alice Reynolds, president of the Public Utilities Commission, told Edison last month that she had “serious concern” about how the utility was leaving more customers in the dark.

Reynolds wrote in a letter to Steve Powell, the utility’s chief executive, that records showed that the company de-energized not just a record number of residential customers in January, but also more than 10,000 crucial facilities such as hospitals. The longest blackout lasted for 15 days, she said.

“There is no question that power outages — particularly those that are large scale and extended over many days — can cause significant hardship to customers, jeopardizing the safety of customers with medical needs who rely on electricity and disrupting businesses, critical facilities, and schools,” she wrote.

Reynolds said she would require Edison executives to hold biweekly meetings with state regulators where they must show how they planned to limit the scope and duration of the blackouts and improve their notifications to customers of coming shutoffs.

Powell wrote back to her, acknowledging “that our execution of PSPS events has not always met expectations.”

“SCE remains committed to improving its PSPS program to help customers prepare for potential de-energizations and reduce the impacts,” he wrote.

Since 2019, Edison has charged billions of dollars to customers for wildfire prevention work, including increased equipment inspections and the installation of insulated wires, which it said would reduce the need for the shutoffs.

Just four months before the Eaton fire, at an annual safety meeting, Edison executives told state regulators that the utility’s fire mitigation work had been so successful that it had sharply reduced the number of shutoffs, while also decreasing the risk of a catastrophic wildfire by as much as 90%.

A year later, at this year’s annual safety meeting in August, those risk reduction estimates were gone from the company’s presentation. Instead, Edison executives said they expected the number of shutoffs to increase this year by 20% to 40%. They added that the average size of the areas subject to the outages could be twice as large as last year.

The executives blamed “below average rainfall and extended periods of high winds” for increasing the risk that the company’s equipment could start a fire.

“The weather is getting more difficult for us,” Jill Anderson, Edison’s chief operating officer, said at the meeting.

Some customers have questioned whether the utility’s increasingly unreliable electricity lines should be solely blamed on the weather. They say the shutoffs have seemed more and more random.

The Acton Town Council told the utilities commission in January that Edison was blacking out residents when dangerous conditions “do not exist.”

At the same time, the council wrote, Edison had cut power to neighborhoods served by wires that had been undergrounded, an expensive upgrade that Edison has said would prevent the need for the shutoffs.

Edison’s Dunleavy said that although the Acton homes in those neighborhoods were served by underground lines, they were connected to a circuit that had overhead lines, requiring them to be turned off.

“We try to reroute as much as possible to minimize disruptions,” she said.

At the Moorpark City Council meeting, residents spoke of how the repeated outages, some lasting for days, had caused children to miss school and businesses to close their doors and lose revenue.

The residents also spoke of how their electric bills continued to rise as they had spent more days in the dark.

Joanne Carnes, a Moorpark resident, told Anderson, Edison’s government relations manager, that her last monthly bill was $421.

“Why are we paying more than a car payment,” she asked, “for a service that is not able to provide power?”