Latest news with #electricvans
CTV News
12 hours ago
- Automotive
- CTV News
Canada's EV market was already in trouble. Tariffs made it worse, workers say
Employee's cars sit in the parking lot at GM's Cami Assembly plant in Ingersoll, Ont., Friday, April 11, 2025. THE CANADIAN PRESS/Geoff Robins INGERSOLL — Bob Pulham recalls the optimism in the air when General Motors began producing electric vans in Ingersoll, Ont., in late 2022. As the first BrightDrop commercial van rolled off the line at the CAMI Assembly plant, GM executives, union leaders and former prime minister Justin Trudeau touted it as a major milestone for electric vehicle production in Canada. Pulham, a Unifor representative at the plant, remembers talk of increasing shifts and hiring more people to produce 50,000 such delivery vans annually by 2025. But the sales never picked up, the plant kept slowing down the production line amid sluggish demand and the optimism slowly faded. This April, GM announced it would idle the plant for several months and resume production in October with just one shift. Union members say about half of 1,200 workers at the plant will be gone as a result. 'I feel bad for all 600 that are being laid off. It's a horrible position to be put in,' Pulham said in an interview. 'It's a crazy amount of uncertainty and I think that hurts people.' The announcement came shortly after U.S. President Donald Trump imposed tariffs on Canadian-made vehicles, but a GM Canada spokesperson said the halt was directly related to lower-than-expected demand for the BrightDrop vans. Pulham, who began working at the CAMI plant more than three decades ago, said his wife has also been laid off and is now pondering whether to go back to school or search for a new job. Several other companies, including Honda, Stellantis, Umicore and Ford have also delayed or scrapped their EV projects amid the slow sales growth and the ongoing trade war. GM Canada said reducing production in Ingersoll was necessary to adjust to market demand and balance inventory. But workers at the CAMI plant say Trump's tariffs made things even worse. They've experienced the industry's ups and downs over the decades, but say this challenge is especially difficult at a time of great economic uncertainty. 'There's a push to build (vehicles) in the U.S., and that has caused a lot of issues over here,' Pulham said. 'So, it's not a good situation.' Mike Van Boekel, the Unifor Local 88 CAMI plant chairperson, said even though workers knew layoffs were on the horizon, the news was still shocking for many. 'It was terrible,' he said. 'I thought we were going to lose a shift. I was worried in the back of my mind … and now it has come true.' GM's ambitious plan to be at the 'forefront of a big wave' of electric delivery van production didn't materialize because the timing was not right, Boekel said. He felt the company was gaining some momentum before the imposition of 25 per cent tariffs on Canadian-made vehicles. GM had just received an order of a thousand delivery vans from the U.S. grocery chain giant Kroger, he said. 'So, it looked like we were just getting to go and all of a sudden, the tariffs came on,' he said, adding that CAMI workers will still produce Kroger's vans when they return to the factory this fall. Workers aren't the only ones feeling the pain. The ripple effects of layoffs are a source of concern for Ingersoll Mayor Brian Petrie. The CAMI plant, which spans two million square feet, is the largest employer in the southwestern Ontario town of about 14,000 people. Petrie said Ingersoll expects to receive $1.8 million in municipal taxes from the company this year, which is around 10 per cent of the total levies the town is expected to collect. 'It is devastating because we're not talking about new employees here, either, these are long serving employees and ... they've had a tough road going up to that point,' Petrie said in a recent interview at his office. The federal government under Trudeau set a target of 100 per cent zero-emission sales of light duty vehicles by 2035. Environment Minister Julie Dabrusin indicated this week that mandate won't be changing. But that goal seems hard to achieve, Petrie said. 'It's honest to say that I think everybody may have misunderstood the scale of the problem that we're facing to do the EV switch,' he said. 'I think all of them will admit that it's been a bigger problem than they once thought.' Still, he thinks the more than $50 billion in investments that Canada has pledged since 2020 to incentivize the EV supply chain will pay off in the long term. Some provinces, including Manitoba and Quebec, are offering rebates for electric vehicle purchases. B.C.'s rebate program, which was the longest running in the country, was paused last month. Ontario scrapped its rebate program after Premier Doug Ford's Progressive Conservatives won the election in 2018. The federal government also halted in January its Incentives for Zero-Emission Vehicles program, which offered up to $5,000 off the cost of a new electric vehicle. Dabrusin said Ottawa intends to bring back consumer rebates for EVs, but doesn't yet know what they'll look like. Zero-emissions vehicles represented only 8.7 per cent of all new vehicle sales in Canada in the first quarter of 2025 — a drop from 16.5 per cent in the fourth quarter of 2024, according to data from Statistics Canada. The sales of EVs and plug-in hybrids had steadily increased from below one per cent in 2017 to 14.6 in 2024, but experts say the growth hasn't been nearly as fast as many expected. Dan Park, CEO of online used car retailer Clutch, said EV adoption has been slower in Canada because people normally drive long distances in colder temperatures, which reduces battery life by 20 to 40 per cent and slows down the charging speed. 'Canada is just a fundamentally harder market to have,' he said. 'Until technology and battery life is improved to be able to handle colder conditions, I think Canadians will just shy away from it.' Park said EVs make up only five per cent of Clutch's inventory, which is tied to consumer demand. He said consumer rebates and production subsidies 'artificially propped up the market,' and provincial and federal governments should instead invest in a stronger charging infrastructure to encourage more Canadians to adopt EVs. A recent survey by consumer insights firm J.D. Power shows that only 28 per cent of nearly 4,000 respondents said they were 'very likely' or 'somewhat likely' to consider an EV for their next vehicle purchase, down from 29 per cent last year and 34 per cent in 2023. The survey also found that 75 per cent of new vehicle purchasers aren't confident Canada can reach its 2035 zero-emission vehicle sales goal. Manufacturers took note of the lacklustre interest. Honda Canada announced in May that it's postponing a $15-billion EV project in Ontario, citing the 'unexpected slowdown' in the market. Stellantis is postponing the production of an EV model of 2026 Dodge Charger Daytona R/T at its Windsor, Ont., plant as it assesses the effects of U.S. tariffs. And Ford Motor Co. said it will assemble F-Series Super Duty pickup trucks at its Oakville, Ont., plant beginning in 2026 instead of planned electric vehicle production at the site. Despite the setbacks, Environment and Climate Change Canada said it will continue to support investments and innovations in the EV supply chain. Canada's zero-emissions vehicle sales mandates ensure 'Canadians have access to electric vehicles, which offer long-term savings for consumers,' department spokesperson Hermine Landry said in a statement. 'Transportation emissions have declined to levels not seen in decades, demonstrating that we can grow our economy while also fighting climate change,' Landry said. 'It is important to remain focused on the fact that the real threat to the Canadian auto industry right now are the unjustified tariffs from the United States.' Overall, Canadians buy around two million new vehicles annually and the country produces approximately 1.5 million of them, according to Unifor. Autoworkers say the federal government should push for more vehicle production in Canada from manufacturers such as Kia, Hyundai, Mitsubishi and others that don't have any production footprint in the country, to offset the impact of U.S. tariffs. 'It'd be nice, (if) the government stands up for us and you know says to these big companies, 'If you want to sell here, then you need to build here as well,'' said Paul Harvey, who works as a framing team leader at CAMI. Harvey said that although he and his wife will keep their jobs at the CAMI plant in Ingersoll, they will both have to work the same hours when production resumes on one shift. With four children at home, that means the couple will need a new child-care plan and increased costs will come with it. Harvey, who has been an autoworker for 20 years, said it would be 'kind of silly' to think that the transition to electric vehicles would happen at the flick of a switch. He said he and his wife remain optimistic about the EV market and that's why they purchased a Chevy Blazer EV just a few weeks ago. 'We're committed to moving into the future with the electrified vehicles,' he said. 'I do believe it will get there eventually.' Article by Sharif Hassan.
Yahoo
16 hours ago
- Automotive
- Yahoo
Canada's EV market was already in trouble. Tariffs made it worse, Ontario workers say
INGERSOLL — Bob Pulham recalls the optimism in the air when General Motors began producing electric vans in Ingersoll, Ont., in late 2022. As the first BrightDrop commercial van rolled off the line at the CAMI Assembly plant, GM executives, union leaders and former prime minister Justin Trudeau touted it as a major milestone for electric vehicle production in Canada. Pulham, a Unifor representative at the plant, remembers talk of increasing shifts and hiring more people to produce 50,000 such delivery vans annually by 2025. But the sales never picked up, the plant kept slowing down the production line amid sluggish demand and the optimism slowly faded. This April, GM announced it would idle the plant for several months and resume production in October with just one shift. Union members say about half of 1,200 workers at the plant will be gone as a result. "I feel bad for all 600 that are being laid off. It's a horrible position to be put in," Pulham said in an interview. "It's a crazy amount of uncertainty and I think that hurts people." The announcement came shortly after U.S. President Donald Trump imposed tariffs on Canadian-made vehicles, but a GM Canada spokesperson said the halt was directly related to lower-than-expected demand for the BrightDrop vans. Pulham, who began working at the CAMI plant more than three decades ago, said his wife has also been laid off and is now pondering whether to go back to school or search for a new job. Several other companies, including Honda, Stellantis, Umicore and Ford have also delayed or scrapped their EV projects amid the slow sales growth and the ongoing trade war. GM Canada said reducing production in Ingersoll was necessary to adjust to market demand and balance inventory. But workers at the CAMI plant say Trump's tariffs made things even worse. They've experienced the industry's ups and downs over the decades, but say this challenge is especially difficult at a time of great economic uncertainty. "There's a push to build (vehicles) in the U.S., and that has caused a lot of issues over here," Pulham said. "So, it's not a good situation." Mike Van Boekel, the Unifor Local 88 CAMI plant chairperson, said even though workers knew layoffs were on the horizon, the news was still shocking for many. "It was terrible," he said. "I thought we were going to lose a shift. I was worried in the back of my mind … and now it has come true." GM's ambitious plan to be at the "forefront of a big wave" of electric delivery van production didn't materialize because the timing was not right, Boekel said. He felt the company was gaining some momentum before the imposition of 25 per cent tariffs on Canadian-made vehicles. GM had just received an order of a thousand delivery vans from the U.S. grocery chain giant Kroger, he said. "So, it looked like we were just getting to go and all of a sudden, the tariffs came on," he said, adding that CAMI workers will still produce Kroger's vans when they return to the factory this fall. Workers aren't the only ones feeling the pain. The ripple effects of layoffs are a source of concern for Ingersoll Mayor Brian Petrie. The CAMI plant, which spans two million square feet, is the largest employer in the southwestern Ontario town of about 14,000 people. Petrie said Ingersoll expects to receive $1.8 million in municipal taxes from the company this year, which is around 10 per cent of the total levies the town is expected to collect. "It is devastating because we're not talking about new employees here, either, these are long serving employees and ... they've had a tough road going up to that point," Petrie said in a recent interview at his office. The federal government under Trudeau set a target of 100 per cent zero-emission sales of light duty vehicles by 2035. Environment Minister Julie Dabrusin indicated this week that mandate won't be changing. But that goal seems hard to achieve, Petrie said. "It's honest to say that I think everybody may have misunderstood the scale of the problem that we're facing to do the EV switch," he said. "I think all of them will admit that it's been a bigger problem than they once thought." Still, he thinks the more than $50 billion in investments that Canada has pledged since 2020 to incentivize the EV supply chain will pay off in the long term. Some provinces, including Manitoba and Quebec, are offering rebates for electric vehicle purchases. B.C.'s rebate program, which was the longest running in the country, was paused last month. Ontario scrapped its rebate program after Premier Doug Ford's Progressive Conservatives won the election in 2018. The federal government also halted in January its Incentives for Zero-Emission Vehicles program, which offered up to $5,000 off the cost of a new electric vehicle. Dabrusin said Ottawa intends to bring back consumer rebates for EVs, but doesn't yet know what they'll look like. Zero-emissions vehicles represented only 8.7 per cent of all new vehicle sales in Canada in the first quarter of 2025 — a drop from 16.5 per cent in the fourth quarter of 2024, according to data from Statistics Canada. The sales of EVs and plug-in hybrids had steadily increased from below one per cent in 2017 to 14.6 in 2024, but experts say the growth hasn't been nearly as fast as many expected. Dan Park, CEO of online used car retailer Clutch, said EV adoption has been slower in Canada because people normally drive long distances in colder temperatures, which reduces battery life by 20 to 40 per cent and slows down the charging speed. "Canada is just a fundamentally harder market to have," he said. "Until technology and battery life is improved to be able to handle colder conditions, I think Canadians will just shy away from it." Park said EVs make up only five per cent of Clutch's inventory, which is tied to consumer demand. He said consumer rebates and production subsidies "artificially propped up the market," and provincial and federal governments should instead invest in a stronger charging infrastructure to encourage more Canadians to adopt EVs. A recent survey by consumer insights firm J.D. Power shows that only 28 per cent of nearly 4,000 respondents said they were "very likely" or "somewhat likely" to consider an EV for their next vehicle purchase, down from 29 per cent last year and 34 per cent in 2023. The survey also found that 75 per cent of new vehicle purchasers aren't confident Canada can reach its 2035 zero-emission vehicle sales goal. Manufacturers took note of the lacklustre interest. Honda Canada announced in May that it's postponing a $15-billion EV project in Ontario, citing the "unexpected slowdown" in the market. Stellantis is postponing the production of an EV model of 2026 Dodge Charger Daytona R/T at its Windsor, Ont., plant as it assesses the effects of U.S. tariffs. And Ford Motor Co. said it will assemble F-Series Super Duty pickup trucks at its Oakville, Ont., plant beginning in 2026 instead of planned electric vehicle production at the site. Despite the setbacks, Environment and Climate Change Canada said it will continue to support investments and innovations in the EV supply chain. Canada's zero-emissions vehicle sales mandates ensure "Canadians have access to electric vehicles, which offer long-term savings for consumers," department spokesperson Hermine Landry said in a statement. "Transportation emissions have declined to levels not seen in decades, demonstrating that we can grow our economy while also fighting climate change," Landry said. "It is important to remain focused on the fact that the real threat to the Canadian auto industry right now are the unjustified tariffs from the United States." Overall, Canadians buy around two million new vehicles annually and the country produces approximately 1.5 million of them, according to Unifor. Autoworkers say the federal government should push for more vehicle production in Canada from manufacturers such as Kia, Hyundai, Mitsubishi and others that don't have any production footprint in the country, to offset the impact of U.S. tariffs. "It'd be nice, (if) the government stands up for us and you know says to these big companies, 'If you want to sell here, then you need to build here as well,'" said Paul Harvey, who works as a framing team leader at CAMI. Harvey said that although he and his wife will keep their jobs at the CAMI plant in Ingersoll, they will both have to work the same hours when production resumes on one shift. With four children at home, that means the couple will need a new child-care plan and increased costs will come with it. Harvey, who has been an autoworker for 20 years, said it would be "kind of silly" to think that the transition to electric vehicles would happen at the flick of a switch. He said he and his wife remain optimistic about the EV market and that's why they purchased a Chevy Blazer EV just a few weeks ago. "We're committed to moving into the future with the electrified vehicles," he said. "I do believe it will get there eventually." This report by The Canadian Press was first published June 19, 2025. Sharif Hassan, The Canadian Press Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Yahoo
a day ago
- Automotive
- Yahoo
Miraco Motor plans to launch electric vans in Europe
Miraco Motor plans to launch electric vans in the European market, challenging established players, reported South China Morning Post. Miraco Motor CEO Xiao Ning announced plans to launch its first model in Europe next year, targeting a 10% share of the market, which is over 1.7 million such vehicles sold annually. Ning said: 'Electric commercial vehicles have an overwhelming advantage over petrol rivals because of electricity's lower cost than gasoline. Our van will compete against six to seven rivals there, and we think it's reasonable to target a 10% share.' Miraco Motor, a commercial vehicle subsidiary of GAC Group, was established in late 2023 in Guangzhou, China. The company's battery-powered vans come with a claimed range of up to 350km on a single charge and are designed with a modular approach, which splits the drivetrain parts from the cabin and cargo areas, to facilitate the production of new models. Xiao Ning also revealed ambitions to delve into the robotaxi industry with autonomous driving systems. The company's strategy includes a partnership with European electric-van developer Flynt, which will handle sales and after-sales service for Miraco's co-designed products. Unlike passenger EVs from China, which face hefty tariffs in the European Union, Miraco expects its commercial vehicles to not encounter such trade barriers, giving them a competitive edge. Ning added: 'With Flynt's ability to serve the European market, our tie-up could make our vans more competitive in the market. We want to serve as the vanguard for GAC as the group revs up its internationalisation pace.' The group aims to expand its global reach to over 100 countries and regions, leveraging its existing factories in Malaysia, Thailand, and Indonesia. GAC Group, with partnerships including Toyota and Honda, has set an export target of 500,000 vehicles by 2027, almost quadruple the volume in 2024, stated its general manager Feng Xingya. "Miraco Motor plans to launch electric vans in Europe" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site.
The Sun
09-06-2025
- Automotive
- The Sun
Driving licence changes launching TOMORROW will impact millions of UK motorists – are you affected?
MILLIONS of UK drivers face new rules tomorrow, changing what standard licences can legally cover. From June 10, drivers across the UK with a standard Category B licence – the regular car licence – will be allowed to drive zero-emission vehicles weighing up to 4,250kg. That's 750kg more than the current limit and means millions of drivers across the UK will now be able to legally drive an electric van or small truck that would previously have required a higher licence category. The rule change is aimed at making it easier for people and businesses to switch to greener vehicles, which often weigh more due to large battery packs or hydrogen fuel systems. A typical medium-sized electric delivery van or passenger minibus can weigh close to 4,250kg, especially when fitted with extra equipment. This marks a significant increase from the current 3,500kg limit and is expected to support the growing shift towards greener transport options. A Category B licence is issued to anyone who has passed a standard car driving test. It typically allows motorists to drive vehicles up to 3,500kg MAM with up to eight passenger seats. Drivers can also tow a trailer weighing up to 3,500kg, depending on their entitlement. Those who passed their test before 1 January 1997 usually have additional permissions, such as driving heavier vehicles and trailers with a combined MAM of up to 8,250kg. They may also be permitted to drive a minibus with a trailer over 750kg. Under the new rules, drivers with a Category B licence will be allowed to operate electric or hydrogen cars and vans up to 4,250kg. Vehicles that have specialist equipment fitted to support disabled passengers may weigh up to 5,000kg, as long as the extra weight is due to that equipment. The changes will also allow motorists to drive electric or hydrogen-powered minibuses under the same weight conditions. While these changes expand the scope of vehicles that can be driven, they will not require any updates to the physical photocard licence. The entitlements will be applied automatically and recognised without a new card being issued. However, motorists are encouraged to check their driving licence information online to understand exactly what they are now allowed to drive. The updated allowances will apply to typical Category B vehicles, including cars, SUVs, small trucks and vans. With the heavier battery technology used in many zero-emission vehicles, the Government hopes these changes will make it easier for individuals and businesses to transition to electric transport. The new rules also provide greater flexibility for towing. Drivers will be allowed to tow a trailer as long as the combined MAM of the vehicle and trailer does not exceed 7,000kg. For instance, if the vehicle weighs 4,250kg, the trailer must be no more than 2,750kg. These adjustments are particularly beneficial for tradespeople and those transporting goods or equipment who are looking to use zero-emission alternatives. Although more people will now be permitted to tow trailers, officials have stressed the importance of road safety. Drivers must ensure they are comfortable with the size and handling of their vehicle and trailer, especially under these new weight limits. Before setting off, checks should be made on the tow ball, electrical connections, wheels, tyres, lights and the load being carried. The DVSA has issued guidance, warning: 'When driving, you should understand how to safely manoeuvre the vehicle and trailer. "If the trailer starts to snake or swerve, ease off the accelerator and reduce your speed gently. "Do not brake harshly on a bend, as it makes the trailer unstable.' The Government offers an online service for checking your driving entitlements and what restrictions may apply. It's especially important for anyone unsure about their rights, particularly if they passed their driving test before licensing rules changed in 1997. Drivers in Northern Ireland should note that licence categories may differ slightly and should check regional guidance. The changes come at a time when the UK is encouraging the adoption of electric vehicles to meet its net zero targets. By removing barriers to operating heavier zero-emission vehicles, officials hope to support both private drivers and businesses in the switch away from petrol and diesel. Although the changes do not affect all vehicle categories, they mark a key step in modernising licence entitlements in line with today's vehicle technology. 2
Yahoo
09-06-2025
- Automotive
- Yahoo
Why is the Mayor turning back the clock on e-vans?
London has made huge strides in cleaning up its air since Oxford Street was named the world's most polluted road as recently as 2013. Notorious pollution hotspots such as Putney High Street once breached annual legal limits for diesel-related emissions just a few days into January but now stay compliant all year round. For that the Mayor can rightly take some credit, for greening London's bus fleet and for encouraging and supporting black cab drivers to swap diesel for electric taxis. But in one area there has been much more painful progress — delivery vans. The UK lags behind other western European countries in the uptake of electric vans. According to Oliver Lord, who leads the Clean Cities Campaign in the UK, diesel freight vehicles — especially vans — are now the biggest road transport contributor to harmful NOx emissions in central London. Progress in persuading the legions of small and medium-sized enterprises that are the backbone of London's economy to convert to green alternatives has been slow. That some have begun to do so is in no small measure down to the exemption from the congestion charge that electric vehicles have enjoyed since 2019. For companies operating vans zipping in and out of central London daily the savings can run to thousands of pounds a year. So at a time when they are being crushed by the burden of a multitude of extra costs — rents, rates, energy bills, the rising minimum wage and many more — the 100 per cent discount on the congestion charge is a welcome relief. But in just over six months it will be gone — and with it the biggest single fiscal incentive to switching to electric. Transport for London last week launched a consultation on plans to end the exemption for electric vehicles, known as the Cleaner Vehicle Discount, from the New Year. Under its proposals owners of electric vans and other commercial vehicles will instead get only a 50 per cent discount from the new headline daily rate of £18, in itself a 20 per cent rise. That will result in the daily charge for vans shooting up from zero to £9. Small business owners contacted by the Standard have expressed their dismay at this extra cost at a time of tiny wafer-thin margins. At best it will slow up the conversion of van fleets from diesel to electric even further. At worst, some SME bosses who have gone green are considering reverting back to diesel when their lease deals expire. Matt Jaffa, the London spokesman for the Federation of Small Business, said: 'We urge the Mayor to maintain a zero charge for small businesses that use electric vans. The higher upfront costs for new electric vehicles and the uncertain residual values for second-hand electric cars and vans already put them out of the financial reach of many small businesses. Still, the lower charges they are subject to in congestion zones act as a strong argument in their favour. Significantly reducing this benefit will de-incentivise small business fleets which would otherwise have given serious consideration to swapping over to a greener vehicle.' Cleaner Cities' Lord said: 'We have a very clear message to the Mayor. He needs to keep the 100 per cent EV discount and maximise the help to those who need it the most. And that is the smaller companies.' Anoma Radkevitch, owner of florists Bloomsbury Flowers, fears the changes proposed by TfL could cost her as much as £6,500 a year. She currently operates three diesel vans, one electric van and an electric car. Her vehicles buzz in and out of central London every day as she and her staff deliver bouquets and refresh blooms. She said: 'Now that incentive has gone I don't think I can afford to change over to electric. The congestion charge exemption was the big draw before. 'Because electricity prices are so high I wasn't making a big saving on the diesel. I am considering going back to diesel.' Other small business bosses made the same plea in a video released by Cleaner Cities. Matthew Connolly, founder and CEO of laundry delivery service Ihatelaundry, said: 'My message for the mayor on this issue is please please do the right thing. We can't afford to pay their congestion charge.' Paul Arrigo, CEO of seed importer Seeds of Italy, said: 'We like our electric van because it's convenient, it's environmentally friendly, it reduces costs for us as well. We need this little gesture to be able to continue.' TfL's consultation began on May 27 and runs through to August 4 with a final decision expected in the early autumn. TfL has been adamant its proposed new regime will continue to keep a lid on congestion in central London while providing 'ongoing support to those who need to drive in the zone to make the switch to an electric vehicle'. But for thousands of small businesses that did the right thing by converting to electric vans and now face paying an extra £9 a day to make unavoidable road journeys into central London it is just another unwelcome burden. Leading The Charge is supported by commercial partners, which share the project's aims, but our journalism remains editorially independent Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
