Ahead of a major crackdown on illegal cryptocurrency mines in Russia next year, a power provider in Siberia has been fined for illegally leasing state land that's supposed to be used only for public utilities to an illegal mining operation.
In a social media post translated by Ars, the Irkutsk Region Prosecutor-Generalβs Office explained that the power provider was fined more than 330,000 rubles (about $3,000) for the improper land use. Local prosecutors will also pursue an administrative case against the power provider, the office said.
Crypto mining is popular in Siberia because of low operating costs, Crypto News noted, due to the cool temperatures and cheap power supply. But many in Siberia have blamed crypto miners for power outages and grid instability that can cause significant harms during winter months.
The jet's extra-long-haul capabilities mean Aer Lingus can now operate flights deeper into the US. Two new routes are already scheduled: Flights between Dublin and Nashville will begin in April, and flights between Dublin and Indianapolis will launch in May.
Iberia and Aer Lingus are just the beginning for Airbus's new plane, which has tallied up more than 550 global orders.
American Airlines, Australian flag carrier Qantas, and Hungarian budget carrier Wizz Air all expect to receive the jet next year, followed by United Airlines in early 2026.
And all are expected to launch never-before-flown narrow-body routes across oceans and continents.
Airbus' new A321XLR jet is set to open new route options
That's about 800 miles farther than its Airbus A321LR predecessor. That opens new routes to places previously unreachable with older narrowbodies β or that were unprofitable with a widebody.
Iberia plans to begin a new service using the A321XLR between Madrid and Washington Dulles on January 15. Wizz Air also plans to launch A321XLR routes between London and Saudi Arabia and Milan and Abu Dhabi in 2025.
In March, American Airlines' managing director of global network planning, Jason Reisinger, said the A321XLR was desirable because it would let the airline serve "routes that cannot support a 787 but where we still have a nice onboard product."
American has since said it plans to launch the A321XLRs on transcontinental routes now served by its A321T.
And the airline's senior vice president of network planning, Brian Znotins, told The Points Guy in November that it plans to also fly its A321XLR fleet to Europe and possibly South America.
Qantas plans to use the A321XLR to fly farther into Asia and the Pacific.
United Airlines previously told Business Insider that the A321XLR would replace its aging Boeing 757s and open new routes to places like Northern Italy and West Africa.
Aer Lingus will also have lie-flat business class seats similar to what it already flies on its A321LRs, but some rows won't have direct aisle access.
American plans to install its new Flagship suites on its A321XLRs, while United is also planning a lie-flat business cabin. Qantas will have large reclining loungers in business class.
Wizz will have the least posh cabin. Its no-frills A321XLRs will have cramped seats, no in-flight entertainment, and no freebies like snacks and water.
Why did some species, including ancient humans, cross the Bering Land Bridge between modern-day Siberia and Alaska during the last Ice Age? The picture has only gotten more complex.
Airlines can now more easily fly to lower-demand markets previously unprofitable with a widebody or to far-away places previously unreachable with other single-aisle planes.
With 550 orders, the plane has garnered interest from both mainline and budget carriers β but not all experiences will be equal.
European budget carrier Wizz Air is not far behind Iberia, with its first A321XLR expected to trek seven hours from London to Jeddah, Saudi Arabia, starting in March β but it won't be close to high-end.
The two carrier's plans for their new planes showcase the model's versatility.
Iberia will offer business class.
Iberia wanted to provide luxury onboard its long-haul A321XLR with business class. It's similar to JetBlue Airways' Mint cabin but without popular sliding doors.
The high-dollar cabin, which can cost $5,000 or more roundtrip, comes with a large Bluetooth-capable television, linens, hot meals, alcohol, and a lie-flat recliner.
Other A321XLR buyers, including United Airlines and American Airlines, also plan to offer lie-flat business class to target premium travelers. American's will have a door.
Economy will offer decent space and amenities.
Iberia's economy cabin has comforts like an adjustable headrest, deep recline, a Bluetooth-capable screen, charging ports, extra storage slots in the seatback pocket, and 30-31 inches of seat pitch.
The legroom is on par with other mainline carriers, but taller travelers can choose a bulkhead or exit row with 40 inches of pitch.
"Fifteen, 20 years ago, I thought three hours would test passenger tolerance, and then we pushed it to six hours, and we are still fine," Wizz CEO JΓ³zsef VΓ‘radi said during a September press conference in London. "You kind of suffer the pain, if you wish, for the economic benefits that you are deriving from the transaction."
Iberia's A321XLR has 182 seats. Wizz's will cram in 239.
The plane doesn't come with business class seats or Iberia's amenity-heavy economy cabin. Instead, travelers can expect slim, cramped coach seats with no headrest, no television, and a tiny tray table.
The seat pitch is only 28 inches, and there is no recline. It'd be like flying on Spirit or Frontier, but for seven hours.
"When you take a legacy carrier and you get a coffee for free, that is probably the most expensive cappuccino in your life," Varadi said. "We don't want to do that."
According to Wizz's online menus, food bundles start at Β£11.50, or about $12, and include a sandwich, drink, and snack. Soups start at Β£3.70, while a water bottle costs Β£3.20. Alcohol, chips, and coffee, among other items, are also on sale.
Don't expect any internet or entertainment.
Wizz keeps its fares low because it does not carry the extra weight many mainline carriers do, like seatback screens or WiFi. Flyers can pre-download content to a phone or tablet to watch during the flight.
"If you want to have more fun, you have to create the fun for yourself," VΓ‘radi told Bloomberg in September. "It's not going to be us who create it."
Some Wizz planes have a messaging platform, but it doesn't connect to the internet. It's uncertain if this will be on the A321XLRs.
Bags cost extra and unprepared flyers risk other fees.
Wizz flyers who want a carry-on or checked bag must pay extra. For the London to Jeddah flight in April, a 10-kilogram checked bag costs Β£95, or $120, and a carry-on costs Β£66, or $83, roundtrip at the time of booking.
The bags must also meet specific size and weight requirements or flyers risk even more fees at the airport.
Another fee is for assigned seats, which cost between Β£18 and Β£42 on the same flight. Flyers also need to check in online at least three hours before the flight or pay Β£40 at the airport per ticket.
Wizz customers willing to 'suffer' can save hundreds of dollars.
Major airlines British Airways and Saudia are the only other carriers that fly nonstop between London and Jeddah.
The Arctic is rapidly changing from the climate crisis, with no "new normal," scientists warn.
Wildfires and permafrost thaw are making the tundra emit more carbon than it absorbs.
From beaver invasions to giant holes, drastic changes in the Arctic are affecting the entire planet.
From Alaska to Siberia, the Arctic is changing so rapidly that there is no "normal" there now, scientists warn. The consequences reach across the globe.
The Arctic tundra now releases more carbon than it naturally draws down from the sky, as wildfires burn down its trees and permafrost thaw releases potent gases from its soil.
Once-brown regions are turning green with vegetation, while green areas are turning brown and barren. Sea ice and herds of caribou are disappearing.
This summer was the wettest on record for the Arctic overall, as rain is becoming more common than snow in some areas. Region by region, though, rainfall and the snow season are knocking down both high and low records.
Decades of data on "vital signs" suggest that "the Arctic exists now within a new regime, in which conditions year after year are substantially different than just a couple of decades ago," Twila Moon, a scientist at the National Snow and Ice Data Center, said in a briefing on Tuesday.
"Climate change is not bringing about a new normal," she added. "Instead, climate change is bringing ongoing and rapid change."
That's because the Arctic is warming about four times faster than the rest of the planet, according to previous research.
The increase in average temperatures is changing weather and landscapes in the Arctic, speeding up the climate crisis worldwide.
Giant holes, beaver invasions, and polar wildfires
For example, beavers are moving into Alaska's tundra and transforming its waterways with their dams, as warmer conditions have brought more wooded, comfortable riverbanks for them.
In Siberia, a giant hole in the ground is rapidly growing because the permafrost β a layer of soil that used to be permanently frozen β is thawing.
That's an extreme example, but melt and thaw is happening all over the planet's northernmost regions. Combined with drastic swings in weather year-to-year, these changes are wreaking havoc on Arctic landscapes, ecosystems, and people.
"These dramatic differences are making it difficult for communities to plan and they create safety issues for people who are used to more stable ice, snow, and temperature," Moon said.
She was presenting the Arctic Report Card, an update that the National Oceanic and Atmospheric Administration publishes each year, at the fall meeting of the American Geophysical Union.
This year's report revealed a crucial shift in northern landscapes: The Arctic tundra is no longer a net carbon sink, with its boreal forests pulling carbon dioxide from the sky. Now it's a net source of carbon emissions.
"This transition from a carbon sink to a source is of global concern," Brendan Rogers, a scientist studying the tundra at the Woodwell Climate Research Center, said in the briefing.
He added that the tundra's carbon emissions are relatively small for now, "but it's that transition that we're concerned about."
This shift is partly due to giant polar wildfires burning down tundra vegetation and all the carbon it's stored. It's also because of permafrost thaw, which releases large amounts of methane β a heat-trapping gas more potent than carbon dioxide β as bacteria in the soil digest thawing plant matter.
Meanwhile,rising Arctic temperatures are driving ice melt, including on the Greenland Ice Sheet, which is a major contributor to sea-level rise worldwide. Rising oceans are already increasing flooding in coastal cities across the planet.
For example, US coastal cities from Boston to San Diego have seen more and more flood days per year every decade since 1950, according to the Environmental Protection Agency.
Arctic science is more important than ever
Reporters asked the NOAA scientists about the incoming Trump administration and whether they were concerned about losing funding for their Arctic research.
"The need, the requirement, the demand signal if you will, is higher than ever before," Richard Spinrad, the NOAA Administrator, said in the briefing.
Changes in extreme weather and sea level across the globe show that "there's a need for these investments to increase right now," he said, adding that studies have shown "the return on those investments is extraordinary, in many cases 10 to 1 in terms of protection of lives and property."
JetBlue will launch new international flights from Boston to Edinburgh and Madrid in May 2025.
The new routes are part of a major network restructuring to boost revenue.
JetBlue will compete with Iberia on the Madrid route, with both using A321neo family jets.
JetBlue Airways is redrawing its route network β and there is some good news for Europe-bound flyers.
JetBlue announced plans to launch two new transatlantic flights from Boston to Edinburgh and Madrid in May 2025. It will be the airline's first flight to Spain β bringing its total European destinations to five.
The new routes are part of a larger restructuring plan to bolster revenue. JetBlue has not turned a profit since 2019, largely due to high costs and failed deals with American Airlines and Spirit Airlines that hampered its expansion.
The airline announced over 50 route cuts in 2024 and ended service to 15 underperforming airports. It's now refocusing on the Northeast US and Florida, with additional flights to Europe and the Caribbean.
It's also deploying high-dollar Mint-business-class equipped planes to more high-demand markets, including the new Spain route.
JetBlue has more premium seating on its Airbus A321neos.
JetBlue flies its A321neo and A321LR variants across the Atlantic, the latter is a lower-ranged predecessor to Iberia's A321XLR and is more premium-heavy. They host 160 and 114 seats, respectively.
Each is equipped with lie-flat Mint seats, front-row Studios, and extra-legroom economy seats β the remaining are regular coach seats. Half of the A321LR cabin is premium seating.
Iberia's smaller business class doesn't have doors.
JetBlue and Iberia chose the same seatmaker for their A321neo business class cabins, but Iberia did not install a sliding door. Mint has doors.
This goes against an industry-wide trend, with many global carriers, such as Korean Air, Air India, and Turkish Airlines, adding the popular feature.
Business Insider toured Iberia's A321XLR business class in November and found the angled seats and large wings offered more than enough privacy. Iberia likely wanted to save on costly weight and best optimize the cabin's already limited space.
The Spanish carrier also lacks a designated 'Studio.'
To cater to more business travelers, JetBlue installed a front-row "Mint Studio" on its A321neos, complete with a companion seat and extra storage. The seat is an upcharge.
Iberia did not include the extra-revenue option, meaning travelers have less choice in business class.
You'll otherwise get the usual business-class perks on both.
Because the seats are otherwise exactly the same design, travelers can expect similar comforts. This includes a lie-flat recliner, storage, and an inflight television. Both also include meals, linens, and an amenity kit.
Iberia's 18.5-inch screen is bigger than JetBlue's 17-inch one in regular Mint, though the Mint Studio hosts the largest overall at 22 inches.
However, JetBlue does not offer Bluetooth connectivity. Customers on Iberia can connect their own wireless headphones to the business-class screens β and that goes for the economy cabin, too.
Both have nice economy cabins.
The 3Γ3 economy cabins offer adjustable headrests, an inflight screen, extra storage slots in the seatback pocket, and linens.
JetBlue's 10.1-inch screen is smaller than Iberia's 12-inch Bluetooth one, but JetBlue travelers can connect their phone as a remote. JetBlue also offers free WiFi, while Iberia's is only free for messaging.
Iberia's seats recline up to four inches, while JetBlue's recline three inches. Thanks to Airbus' wider narrowbody cabin design, both coach options offer 18 inches of width.
Iberia has less legroom and fewer extra space seats in coach.
JetBlue has several rows of "Even More Space" seats to target flyers willing to pay extra for more legroom. The US carrier also offers an industry-leading 32 inches of legroom β beating out rivals like Delta and United.
Iberia's 40-inch-pitch extra legroom seats are only in the bulkhead and exit rows, meaning taller travelers have limited options for more space. The legroom is 30-31 inches, putting Iberia on par with US mainlines.
Avoid certain rows if you want a window.
Iberia does not have a window in row 39. The windows in rows 22 and 23 on JetBlue's A321LR and rows 23 and 24 on its A321neos are missing or misaligned.
If you pay extra for a window seat with hopes of a view, it's best to avoid these rows.
JetBlue doesn't offer hot meals in economy anymore.
In October, JetBlue stopped serving hot meals in economy on transatlantic flights in an effort to cut costs. Cold meals are now served, like a crepe for breakfast, a chicken grain bowl for lunch, or a pesto pasta salad for dinner.
Iberia customers can expect hot meals in coach, which is in line with what mainline carriers offer across the Atlantic.
Don't miss the hidden lavatory on Iberia.
Coach travelers on Iberia share three lavatories in the aft cabin, but the high-capacity cabin means the queue can get long and crowded β especially if the third one is overlooked, as can be the case.
It's located behind the flight attendant jump seat.
The A321neo narrowbodies offer convenience that widebodies don't.
Airbus' new long-ranged jets are changing the way people fly to Europe. Some people may worry about the smaller plane, but it has its benefits.
The tinier cabin may be cozier, plus deplaning and boarding are much quicker thanks to fewer people β and may be a saving grace during tight layovers.
This evolution has been largely propelled by the Airbus A321neo family, smaller planes that can flyer further than previous single-aisle aircraft. Its longest-ranged variant, the newly launched A321XLR, can fly up to 11 hours nonstop and carry up to 240 people.
These planes are popular with airlines because they can connect profitable cities that previously required a high-capacity wide-body plane like the Boeing 767 or Airbus A330. Flexible cabins mean airlines can offer different cabin configurations, like all-economy or a mix of business and coach.
Airlines can also earn extended-range allowances that govern how passenger jets can safely fly over the open ocean.
In 2024, 39,000 flights between North America and Europe are scheduled on single-aisle planes made by Boeing and Airbus, according to data from Cirium, an aviation analytics company. That's a 14% increase from the previous year and 40% more than in 2019.
Airbus is pioneering this narrow-body shift
Such a focus on single-aisle planes that can tackle long flights has been a boon for Airbus.
JetBlue, for example, started flying between New York and Europe in 2021 with about 400 total flights on its A321neoLRs. In 2024, that figure is set to hit 7,200 in 2024.
The launch of Iberia's A321XLR has added at least another 1,400 flights for 2025, per Cirium, with more to come as the jet is delivered to more airlines.
Such growth has come at the expense of Boeing's 757. The jet has been a transatlantic workhorse since the 1980s but now only represents 23% of flights to and from Europe, down from 82% in 2019.
With no replacement available, airlines are turning to the A321XLR β paving the way for Airbus to continue dominating the growing market.
Long-haul narrowbodies are cheaper to fly
Before long-haul single-aisle operations became popular, airlines struggled to fly lower-demand city pairs with widebodies because the bigger planes weren't always full β meaning they weren't making money.
This effectively eliminated direct routes to smaller leisure markets, forcing flyers to make one or more stops to reach smaller cities.
New narrowbodies solve this problem thanks to their powerful engines, fuel efficiency, and lighter weight.
United Airlines, for example, uses single-aisle jets between unique city pairs that other carriers don't fly, such as those from Newark Liberty to Malaga, Spain, and Chicago to Shannon, Ireland.
United's SVP of global network planning and alliances, Patrick Quayle, told BI in August that a Boeing 787 or Boeing 767 widebody wouldn't economic make sense in these smaller markets. The carrier plans to expand its long-haul operations with the cost-effective A321XLR.
Cirium data shows Iberia plans to fly two A321XLRs daily between Madrid and Boston in the summer of 2025, with each carrying up to 182 people.
This allows Iberia to capture the demand without oversizing the route with two 288-passenger A330s or losing out on potential business with just one widebody.
Flying two single-aisle planes across the Atlantic instead of one widebody, for example, could up daily frequencies from one to two and give travelers more flexible options.
Airlines like Tap Air Portugal and Ireland's Aer Lingus switch between A321neo and A330 planes throughout the year, flying the bigger jet during the summer and holiday months, per Cirium.
Single-aisle planes don't always fly long haul. Their versatility, especially the previous generation A321neos and the Boeing 757, allows airlines to efficiently deploy them on short or medium-haul routes.
Delta Air Lines has decreased its 757 transatlantic flying over the years in favor of more domestic routes, per Cirium.
Narrow-body planes can accommodate more flexible cabins
One of the draws of these small but powerful aircraft is their versatility because they can fit into both mainline and low-cost fleets with varying cabin layouts.
Some flyers may be hesitant to fly on a narrow-body long-haul, but flying on these planes across the Atlantic is not much different from riding in a one cross-country.
Boston to Madrid lasts about seven hours, while New York to Los Angeles is about six and a half hours β though most flyers will get more perks on flights to Europe, like hot meals and linens.
Plus, single-aisle flying allows for quicker boarding and deplaning, which may be welcome time-savings for some customers β especially during tight layovers.
Airlines are increasingly using Airbus A321neo family planes for transatlantic flights.
These single-aisle aircraft offer efficient long-haul economics for routes to Europe.
JetBlue, La Compagnie, and Iberia offer lie-flat business class on these narrow-body planes.
More airlines are flying single-aisle Airbus A321neo family planes across the Atlantic.
The aircraft are a popular choice because of their favorable long-haul economics. They can efficiently fly routes that may not have the demand to fill a widebody and still be profitable for airlines.
Because the planes can cross oceans β with the longest-range variant, the A321XLR, flying up to 11 hours nonstop β many airlines have equipped them with lie-flat business class to optimize comfort (and revenue).
I've seen three examples of these transatlantic premium Airbus cabins: JetBlue Airways, French boutique airline La Compagnie, and Spanish flag carrier Iberia.
La Compagnie is a small, all-business-class airline that serves Paris, Nice, and Milan from the US with A321neoLRs. It offers many cost-friendly fares, with roundtrip tickets starting at $2,500,
Iberia's new A321XLR will cost customers up to $5,000 or more roundtrip, depending on the season.
JetBlue's A321neoLR offers some discounted Mint fares to London, but other destinations are typically at least $3,000-$4,000.
The French carrier's 2Γ2 layout would make one impossible to fit, while Iberia carefully designed its 1Γ1 cabin to be private without one. It has angled seats, high walls, and large wings.
Forget about privacy on La Compagnie.
La Compagnie has the most awkward layout of the three. The 2Γ2 layout optimizes the space, but it means flyers could be sleeping right next to a stranger on a full flight β and the window seat can't freely access the aisle.
There is a small divider between seats, but it doesn't do much to block travelers from one another. The airline is largely meant for families and couples, so you may not have an unknown neighbor.
Iberia lacks extra-space seats at the front.
Two of JetBlue's 24-person Mint business class seats are designated as the extra-large "Studio" with a companion seat to dine or meet with another traveler.
La Compagnie offers more legroom in its exit rows and bulkhead. This provides more ease for the window passenger if climbing over an aisle seatmate.
Iberia's smaller 14-person business class does not have any extra-large seats available.
Iberia has a Bluetooth television.
Iberia's 18.5-inch television has Bluetooth built-in, allowing travelers to connect their own wireless headphones to the screen.
La Compagnie's 15.6-inch screen also didn't have Bluetooth. All three did have a remote, with JetBlue's Studio having the largest screen at 22 inches. Its regular suites boast a 17-inch television.
Storage on La Compagnie is minimal.
La Compagnie had barely any storage space aside from the overhead bin that was big enough to fit bigger items, like a laptop or a small backpack.
Iberia's storage under the television and behind the screen provides more ample storage, as does JetBlue's design. And both have more tabletop space β something La Compagnie customers have the share.
JetBlue has a 'do not disturb' sign.
JetBlue's "do not disturb" sign tells flight attendants not to wake up passengers, even during a meal service.
It's likely a welcome perk for overnight flights. Iberia and La Compagnie don't have the same feature.
All three offer the usual business-class perks.
All three airlines offer the same standard business-class perks, including an amenity kit, hot meals, a tray table, linens, WiFi, and power.
For power, the airlines each have a USB-A port and a universal outlet. JetBlue and Iberia both also offer a USB-C port, and the former includes a wireless charging pad that the other two don't.
JetBlue does not yet have a dedicated lounge.
Iberia has its own branded business-class lounges in Madrid. In the US, flyers can use Oneworld partner lounges. La Compagnie offers their travelers lounge access via partnerships.
JetBlue, however, does not have a dedicated lounge. However, JetBlue plans to build airport lounges to expand its premium offerings.
Despite JetBlue's lack of a lounge, the cabin seat is the most amenity-heavy with its door and do-not-disturb sign. Plus, its Studio offers more choice.
Iberia is a close second with good privacy and comfort, but I'd personally prefer JetBlue when flying transatlantic for price and amenities.
La Compagnie is awkward but worth splurging on.
La Compagnie has the most awkward design, but there isn't a logical other way to configure its planes because it needs to optimize space.
Still, the prices are among the cheapest ways to cross the Atlantic in business class. I think it's a good option for leisure travelers willing to splurge but don't want to pay for more expensive airlines.
JetBlue has more routes to Europe.
JetBlue offers the most A321neoLR routes across the Atlantic with service to London, Amsterdam, Paris, Dublin, and Edinburgh, Scotland, from New York or Boston.
La Compagnie indirectly competes with JetBlue in Paris. Instead of flying from New York-JFK to Charles de Gaulle like JetBlue, it flies from nearby Newark to Paris-Orly.
The A321XLR will add narrow-body routes to Europe with lie-flat beds.
There are a few other narrow-body, lie-flat business classes that I haven't yet seen, like Aer Lingus 'A321neoLR. Starting in 2025, the airline will also fly bed-equipped A321XLRs on routes like Nashville to Dublin.
American and United are among the other carriers planning A321XLR flights with beds in business class β with United replacing its lie-flat Boeing 757s with the A321XLR in 2026 and adding new routes.
The new Airbus narrow-body looks like its A321neoLR predecessor but can fly about 800 miles further thanks to an extra fuel tank in the belly, extending the aircraft's range 11 hours nonstop.
This plane is poised to open new routes for airlines they couldn't previously reach β or couldn't profitably fly with a wide-body.
Because the A321XLR will likely fly long-haul, many airlines plan to fit them with lie-flat business class to optimize comfort and choice.
Business Insider toured Iberia's A321XLR in Boston after its inaugural flight to see the industry's first example of these new premium narrow-body cabins.
It almost mirrors JetBlue Airways' Mint business class, minus two key features some passengers may miss β but I don't think Iberia needs either of them.
Iberia's A321XLR has 14 business-class seats.
The Thompson Aero Vantage Solo seats are configured in a 1Γ1 layout, meaning all passengers have direct aisle access. Flyers will get the standard business-class perks, like priority boarding and hot meals.
The section takes up about one-third of the cabin, while the rest of the plane hosts 168 economy seats in a 3Γ3 layout. There is no premium economy.
Each seat is equipped with a lie-flat bed.
The lie-flat beds are likely a welcome feature for flyers during the seven-hour trek between the US and Spain. Iberia provides plush linens for sleeping.
I thought the beds were long enough for my five-foot, three-inch tall self, but they were too narrow to comfortably sleep on my stomach. Customers should have enough room to sleep on their side or back.
I would prefer to connect my AirPods, but customers without Bluetooth headphones can use the headset provided by Iberia.
There is surprisingly plentiful storage space.
With minimal cabin real estate for business class, Iberia got creative with storage. Beyond the tabletop space and overhead bins, flyers have nooks beside the seat and below the television.
A larger backpack likely won't fit, but chargers, books, electronics, and other small items needed during the flight can be at arm's length.
There are no privacy doors as many airlines have added in recent years.
Iberia has not equipped its A321XLR with doors, instead relying on the seat's angle and high wings for privacy. I think the design easily does the job, and the swing-out television helps further cacoon passengers.
A fully private space is preferred among many travelers, but I think adding a door would take up unnecessary space and add costly weight that Iberia likely didn't want to take on.
There is no extra-large front row, either.
Another popular trend among new business-class cabins is larger front-row seats, which typically have extra space for a bigger bed or a companion seat but come at an extra fee.
JetBlue, for example, has its "Studio," while Virgin Atlantic Airways has the "Retreat Suite." Iberia's entire A321XLR business cabin is equipped with standard seats, which was likely the best way to optimize the cabin.
Designating an extra-large front row would also likely decrease the number of Iberia's regular high-dollar seats available to sell.
Business class won't have to fight for a lavatory.
The A321XLR is a smaller long-haul plane, so its likely more passengers will be visiting the lavatory during the flight.
The front of the cabin has one lavatory for up to 14 people, which will be fine so long as the flight attendants keep it clean and stocked.
Business class passengers will likely be happy to have their own bathroom as the 168 economy flyers have to share the three at the back β and there's very little room to queue.
American and United are planning A321XLRs with lie-flat business class.
Airlines like JetBlue and Ireland's Aer Lingus have flown narrow-body planes with lie-flat business class for years, and American has a lie-flat cabin on its transcontinental fleet.
American is bringing that strategy to its future A321XLR with a new and improved business class β and this time with sliding doors and direct-aisle access for all travelers.
United is also planning a lie-flat cabin, though details are limited.
Not every airline plans to have an A321XLR premium cabin.
The A321XLR is a versatile plane that can fit into both mainline and low-cost fleets β meaning some examples of the jet will not have business class.
Wizz Air CEO JΓ³zsef VΓ‘radi said in September that the no-frills cabin will keep prices cheap, but customers will "have to create the fun for yourself."
Parts of Siberia's landscape are a ticking time bomb.
Giant craters started mysteriously appearing 10 years ago.
A team of scientists think they finally know why.
Tucked away in the frigid northern corner of Siberia are giant craters, some deep enough to fit a 15-story building. Scientists observed the first crater in 2014 and have found about20 more in the years since.
It's been fairly clear from the beginning that the craters are caused by some type of explosion deep underground. What's triggering the explosions is a topic of debate β one that Ana Morgado, a chemical engineer at the University of Cambridge, thinks she and her colleagues have settled.
If their theory is correct, it would mean these types of exploding craters are rare and only form under specific geologic conditions, so there's no risk of something similar showing up in, say, downtown Manhattan.
Their theory also ties these massive eruptions to climate change. As the planet continues to warm, more craters will likely erupt. When this happens, it releases a highly potent greenhouse gas into the atmosphere, which in turn contributes to climate change.
The mysterious case of Siberia's exploding craters
The colder nooks of the world, in places like Siberia and northern Canada, have a subsurface layer of soil called permafrost that's been permanently frozen for millennia. As global temperatures climb, pockets of permafrost are thawing worldwide.
This has led to some spectacular discoveries like a perfectly preserved 30,000-year-old squirrel in Canada and a 46,000 year-old worm in Siberia. It's not just ancient squirrels and worms hiding in permafrost.
Concentrated amounts of the highly explosive greenhouse gas methane are trapped deep underground in the permafrost in ice-like solids called methane hydrates.
Researchers widely agreed that when these hydrates are damaged, they release methane gas, which is what's triggering the explosions in Siberia.
How the hydrates are damaged in the first place, though, is less clear.
Existing theories suggest that warming permafrost, as a result of the warming Arctic, could ultimately destabilize the hydrate layer, releasing explosive methane gas.
"That was the initial idea, and we didn't question it at all at the beginning," Morgado told Business Insider. "What we questioned was that: Okay, you're saying that that is the case, but you don't present a physical model that can explain that. So no math."
When the team tried matching the math with the observations, they found that it would take centuries for the process to trigger an explosion. The Arctic had only been significantly warming over decades.
"So either something else was happening or magnifying this effect," Morgado said in an email.
The team found the missing piece to their puzzle when they learned of past geological surveys that had identified pools of liquid water, called cryopegs, just above the methane hydrates in Siberia.
What's causing the ground to erupt in Siberia
Normally, the cryopegs are stable. Morgado and the team realized that the summer would threaten this stability.
In summer, frozen soil at the surface melts. That meltwater is then pulled down toward the cryopegs via a process called osmosis β the same process that helps water climb against gravity through tall plants.
Osomis was the magnifying effect the researchers were looking for.
With longer, warmer summers in recent years, enough meltwater is available for long enough periods that it's being driven down to the cryopegs on timescales that matched the observations, Morgado said.
Once the meltwater reaches the cryopegs, it's over.
The meltwater increases the pressure inside the cryopegs, just like adding more water to a water balloon. That pressure cracks the soil leading to the surface, which triggers a drastic reverse in pressure. And that pressure change is what damages the methane hydrates, triggering an explosion.
More exploding craters to come
Siberia will likely have more explosive craters in the coming years as global temperatures continue to warm. That's a problem because the methane these explosions release is a highly potent greenhouse gas, which helps drive global temperatures up even more.
It's unclear exactly how much methane these explosions release, but in the grand scheme of climate change, they're a small matter. Thawing permafrost is a larger concern because it contains concentrations of not only methane but also carbon dioxide that is released into the atmosphere when it melts.
Siberia isn't the only place in the world with permafrost.
If the team's theory is correct, it's possible, but unlikely, that other places with permafrost will start erupting the way Siberia has, Morgado said.
"It would need to be very specific that you would have this in another place," Morgado said, adding, "Luckily we are not seeing the entire world, or the entire Arctic, bursting into craters."
Officials in two Russian regions have said public bodies won't be holding New Year's parties this year.
The regions said that they're planning to redirect funds to the war in Ukraine instead, per reports.
This would be the third year of Russia scaling back celebrations in part to fund its war efforts.
The governments of several Russian regions have decided not to hold New Year's parties, with many proposing to allocate savings to funding the war in Ukraine, according to multiple reports.
The heads of the regions of Buryatia and Sakha, both in the east of the country, announced the move this week, according to The Moscow Times.
The Buryatia region's Telegram account proposed using the saved funds for those participating in the war, and encouraged others to do the same.
"It's wrong for public administrators and local governments to hold such events when the country is conducting a special military operation," the region's government said, per The Moscow Times' translation.
There will also be no fireworks as part of public celebrations to mark the season in the region's capital, Ulan-Ude, local outlet Arigus reported.
In addition to Buryatia and Sakha, several other regions have also said they'll be scaling back this year and sending funds to the military, according to Russian outlet Vedomosti.
Leningrad's governor announced plans to limit concerts and celebrations in favor of supporting the war efforts.
New Year is Russia's main festive celebration in December, as the country celebrates Christmas on January 7, in accordance with the practices of the Russian Orthodox Church.
Russian children traditionally receive gifts for New Year. The governments in both Buryatia and Sakha said that children's festivities wouldn't be affected.
It would also allow more people to enter Russia's labor market, which is experiencing a widespread shortage of workers amid the ongoing war in Ukraine.
Many holiday celebrations have been affected by Russia's invasion of Ukraine in the last years, not least Ukraine's own.