CLACTON-ON-SEA — Voters seeking to re-elect Nigel Farage Thursday will have to scan past an array of comedy characters and oddballs on the longest ballot paper in British history.

The man who hopes to be the U.K.’s next prime minister is all but certain to retain his seaside fiefdom of Clacton — but his self-styled “people versus the establishment” electoral gambit is sowing some seeds of discontent even among loyal supporters.

Fear of Clacton becoming a “laughing stock” is a common refrain during a pair of focus groups POLITICO attended in the run-up to this week’s election.

The feeling that the town has been made to look daft was apparent even among those preparing to vote once again to return the Reform UK leader to parliament. And it’s not the rival candidate wearing a trash can on his head that they’re holding responsible for the “farce.”

Thursday may not be the end of the matter, either. A parliamentary investigation into Farage’s alleged failure to declare millions of pounds of donations in the run-up to his 2024 election could mean yet another by-election — and a tougher battle for the right-wing populist next time around.

Bid for absolution

This self-inflicted campaign is taking place because of Farage’s decision to resign his parliamentary seat and put his fate in the hands of Clacton’s residents.

Ordinary punters, he argued, should be the ones to have their say as he faced mounting questions over undeclared donations. The gamble was that such a vote would absolve him of wrongdoing in the eyes of the public, regardless of the findings in two parliamentary probes — one over a £5 million donation from a crypto-entrepreneur, and the other into support from a convicted fraudster. Farage has denied wrongdoing in both instances, arguing that help was given in a personal capacity.

But Britain’s main political parties took one look at this ploy and opted out. That’s how Count Binface, one of the most enthusiastic inheritors of a rich British tradition of standing as a satirical candidate in elections, ended up as Farage’s most high-profile rival. 

Others risking their £500 deposit to get their names on the 90-cm-long ballot paper include rival jokesters with names ranging from Howling Laud Hope, Nick the Incredible Flying Brick and Baron Von Thunderclap. Broadcast rules mean the 34-strong candidate list needs to be read in full at every mention of Farage’s by-election on TV.

A seaside town back on the map — in ways unwanted

The first focus group arranged by the More in Common think tank that POLITICO observed was made up of nine constituents who all voted for Farage in the 2024 general election, and are minded to do so again in the by-election. (Their names were withheld so they could speak candidly).

It was a retiree who was first to volunteer regret at Farage’s decision, blaming him for provoking an “influx of idiots” into the constituency. “Unfortunately, the action of causing a by-election has,” the former shopkeeper offered, “really made Clacton, in my opinion, a bit of a laughing stock.”

Two others repeated that same phrase, with one dog groomer-by-trade adding: “I think it was all a bit of a farce. I think he should have admitted that he was given this £5 million.”

“I guess it makes it very hard to trust him,” a delivery driver chimed in. “Most of my friends have gone towards Count Binface as opposed to Farage.”

Farage has since given varying explanations for some of the money he’s received, including as a “reward” for Brexit, or to cover lifelong security in the perilous world of modern politics. The veteran campaigner has been tetchy about the “unconditional gift” during media appearances, telling a radio interviewer he could spend it on Ferraris or bet on the horses, adding: “What’s it got to do with you?”

The dog groomer was among those lamenting the cost of running the by-election too. Reform had offered to pay for it, but in reality there is no mechanism to do this. The sheer number of candidates running has some extraordinary consequences.

Tendring Council, which is presiding over the vote, said even the cost of printing the ballot papers is four times that of a typical election because of their sheer length. Additional planning has had to go into every stage, from how the ballot is printed, folded and actually cast at polling stations — and counting will go on through the night and possibly past breakfast.

Then there are the Reform voters who have now been forced to choose whether to cast a vote for a comedy candidate or for Farage.

“From what I can tell about Binface, he seems like an okay guy from the research I’ve done,” said one local businessman. “And I do think there would be some tourism involved because of the absurdity of having that candidate as the MP of Clacton.”

That influx could already be observed, to some extent, on Tuesday this week. Even though it’s a school holiday, the pier and the amusement arcades in town weren’t exactly heaving with holiday-makers. 

But there was a steady stream of journalists — so many that they even tried to vox pop each other at times. Then there was an obscure mobile phone network that set up an ice cream van selling “99s for 99p” — in a publicity stunt echoing one of Binface’s manifesto pledges. A vintage Jaguar painted all over with the Union Jack (and used in the Austin Powers franchise) is touring the streets all day in support of Binface.

Farage’s social media has done a good job of showing how much support he still commands from the diehards — at times at messiah-like levels. And it’s not hard to find his “I’m with Nigel” placards outside homes, a picture of the candidate ringed with a halo-like ferris wheel.

But supporters in the first focus group suggested that the sheen could be coming off a man who has, just this year, been enough of a campaigning force to send the governing Labour Party searching for a new leader.

Old-school Tories’ views harden

The second focus group, held in a community garden overlooking the town, featured right-wing voters, and comprised largely of former Conservative supporters who, though discontented with their old party, aren’t eager to back Farage any time soon.

They roundly agreed with the “farce” analysis of the by-election. “People see this by-election as a total joke. If you talk to anyone, then that is their view,” said a retired printer.

They all lamented having no proper choice, though they generally backed the decision by Farage’s mainstream rivals not to contest the vote.

One bridge player with a firm grasp on politics described playing “eeny, meeny, miny, moe” with her postal vote to randomly pick a candidate who wasn’t Farage. Another spoke of spoiling her postal ballot and writing that the whole affair is a waste of time and money.

These were all the kind of right-wingers who Farage would want to win over to elevate himself from an insurgent outsider to true contender for high office — but their stances only seemed to have hardened in response to the by-election.

Anything but a crushing Farage victory would be a major upset. Constituency polling has him on course to win 73 percent of the vote to Binface’s 20 percent. Turnout in this bizarre by-election will also be closely looked at, as will spoiled ballots.

Reform aides have already been planning a victory speech to take place after the votes have finally been counted on Friday. But first their candidate will have to undergo that British ritual of standing next to an array of comedy characters on a stage in a leisure center to hear the results.

Should Farage make it back to parliament as expected, then the standards commissioner’s investigation into the donations resumes. That means yet more scrutiny at a time when Labour is riding a polling bounce after Andy Burnham took over as prime minister.

For the first time since March last year, Labour has topped POLITICO’s poll of polls ahead of Reform. The government’s apparent rehabilitation — combined with Reform being squeezed on the right by the splinter Restore Britain party — is adding to a worsening picture for Farage.

If the Reform UK leader is found to have committed wrongdoing and ends up being suspended from parliament, the next by-election — should he choose to fight it — could pose a far greater challenge. Not only would he come up against real opposition, but voters will have read yet more headlines about mega-bucks donations as they’re forced to the polls once again.

“It’ll be bad for us and it’ll make us look even more stupid,” said a Reform-minded instrument salesman when asked about the prospect of another by-election. “But then he [Farage] was the one that called it.”

CORRECTION: This article was updated to amend the number of constituents taking part in the first focus group.

For Europe’s maritime sector—and beyond—the European Commission’s proposal to revise the EU Emissions Trading System (ETS) goes in the right direction and reflects much of what Cruise Lines International Association (CLIA) has consistently called for: a framework in which carbon pricing supports, rather than holds back, the maritime transition, strengthens Europe’s industrial competitiveness and preserves connectivity, including for outermost regions. The starting point is an encouraging one.

The proposal matters because it is about far more than carbon pricing. Not that the sector shies away from that: cruise lines already comply with the ETS, in addition to port dues, passenger charges, tonnage-based taxes and value-added tax (VAT). Unlike traditional taxation, the ETS is designed to drive decarbonization. Its revision matters because, by reinvesting a greater share of maritime ETS revenues in infrastructure—ports, shore-side electricity, alternative fuels, bunkering and other facilities—Europe can help the maritime industry maintain its global leadership while accelerating the energy transition. That leadership is not a matter of prestige. It is a matter of European prosperity, jobs, skills, competitiveness and industrial capacity across the continent.

The cruise industry alone generates an annual economic impact of €64.1 billion in Europe and supports 445,000 jobs. It is also one of Europe’s industrial success stories, combining world-leading shipbuilding, advanced engineering and maritime innovation with high-value tourism. Behind those figures lies a shipbuilding story that few industries can match: 98 percent of the global cruise orderbook is built in European shipyards, from Fincantieri in Italy to Chantiers de l’Atlantique in France and the Meyer yards in Germany and Finland. There is €62.2 billion committed to ships on order through 2037. This investment sustains a vast ecosystem of engineering firms, technology providers and thousands of suppliers, keeping in Europe the skills and industrial capacity that other regions of the world are actively trying to attract.

By reinvesting a greater share of maritime ETS revenues in infrastructure—ports, shore-side electricity, alternative fuels, bunkering and other facilities—Europe can help the maritime industry maintain its global leadership while accelerating the energy transition.

That is why it is important to be clear about cruise’s role in Europe. Cruise is a key part of the maritime industry: we build ships, move people between ports and across seas, and help drive innovation and investment through one of the most advanced supply chains in Europe. Cruise should therefore be understood first and foremost as part of Europe’s maritime industrial ecosystem, combining maritime transport, advanced manufacturing and tourism in a way few sectors do. It is governed by an extensive regulatory framework alongside the rest of international shipping while supporting one of Europe’s most innovative maritime value chains.

Cruise represents just a small fraction of the global fleet—less than one percent of commercial vessels—but it is consistently at the forefront of maritime’s transformation in ways that benefit the broader maritime sector. Decarbonization is our north star, and our experience shows that it advances fastest when it travels hand in hand with innovation. Done well, decarbonization is not only an environmental objective but also a driver of industrial modernization and European competitiveness. This is why cruise matters to Europe’s maritime future: the industry is helping to turn decarbonization ambition into industrial progress—investing more than €44 billion since 2022 in new ships designed to meet or exceed Europe’s environmental regulations to improve performance and advance the maritime transition.

The cruise industry alone generates an annual economic impact of €64.1 billion in Europe and supports 445,000 jobs. It is also one of Europe’s industrial success stories, combining world-leading shipbuilding, advanced engineering and maritime innovation with high-value tourism.

More than half of the capacity on order today is capable of using liquefied natural gas (LNG), which can reduce CO2 emissions by up to 20 percent compared with conventional fuels. And while LNG is not the end-game solution, it does serve as an important bridge to lower-emissions fuels like renewable and synthetic methane as these types of fuels become available at scale. Today, 57 percent of cruise ships on order are designed with multi-fuel capability, meaning their engines will be able to run on low and zero greenhouse gas fuels, when available at scale. In addition, more than 60 percent of the global cruise fleet can already connect to shore-side electricity where ports are equipped, allowing ships to switch engines off at berth and reduce emissions by up to 98 percent. By 2028, close to 75 percent of capacity will be shore-power-ready.

The environmental transition is broader than carbon reduction alone. Across the global fleet, 225 ships—80 percent of the fleet and 84 percent of passenger capacity—are outfitted with advanced wastewater treatment systems, with more than a third capable of meeting stricter Baltic Sea Special Area discharge standards. More than 94 percent of the reporting fleet produces freshwater onboard, and approximately 60 percent can meet their full onboard consumption needs. Together, the cruise sector’s advancements in environmental technologies and practices help reduce emissions, support responsible operations and lessen pressure on local infrastructure in the destinations cruise ships visit.

Europe leads the world in cruise shipbuilding, maritime innovation and the deployment of technologies that can help decarbonize shipping.

None of this happens in isolation from the places we serve. Cruise itineraries are planned up to three years in advance, which makes cruise one of the most predictable forms of tourism and allows ports, destinations and operators to manage visitor flows together. The economic footprint is tangible and local: when a ship provisions in port, a single day’s order of fresh produce alone can be worth some €150,000 to local suppliers, before counting fuel, services, excursions and the wider activity a call generates. And because cruise ships connect islands, outermost regions and remote coastal communities—often where alternative transport links are limited—cruise can extend the tourism season and spread benefits well beyond the traditional hotspots.

The road ahead, through the European Parliament, Council and trilogues, will be long, and we will walk it constructively together with our members and institutions at every stage. But the compass is set. Europe leads the world in cruise shipbuilding, maritime innovation and the deployment of technologies that can help decarbonize shipping. By preserving that leadership and reinvesting the sector’s ETS contribution into maritime infrastructure, fuels and facilities, the ETS will not merely price emissions—it will help build the ports, fuels and ships of the future, preserving the competitiveness and global leadership of Europe’s maritime industry for decades to come.

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PARIS — French President Emmanuel Macron’s office is courting Saudi cash to turn what was once the country’s biggest theme park into a manga-themed attraction.

According to half a dozen diplomatic, government and industry officials — all of whom were granted anonymity to speak candidly about a project one person characterized as “highly confidential” — the Elysée Palace has for several months held discussions with potential Saudi Arabian investors about the revival of Mirapolis, which closed in 1991 due to financial issues and has remained abandoned since.

A subsidiary of the Saudi Public Investment Fund called the Qiddiya Investment Company is at the center of the negotiations. The Saudi sovereign wealth fund recently opened an office in Paris.

According to one diplomat with contacts in the Gulf, the project would involve Saudi investors acquiring the former Mirapolis site, located some 30 kilometers northwest of Paris, with an eye to turning it into a theme park based on the popular manga series Dragon Ball.

Manga’s explosion in popularity has been felt keenly in France, where comic books and graphic novels are particularly popular.

The expected investment amount is not yet known, but several parties involved in the discussions suggest the deal could exceed €1 billion.

Saudi spinoff

The enterprise is part of Saudi Arabia Crown Prince Mohammed bin Salman’s Vision 2030 plan, which aims to diversify the kingdom’s oil-dependent economy with massive investments in tourism and leisure.

The Qiddiya Investment Company is overseeing the construction of the city of Qiddiya — a huge entertainment complex situated some 50 kilometers from Riyadh. The site is set to feature a Formula 1 circuit, a large tennis complex designed to host international tournaments, an amusement park operated by the American chain Six Flags and another theme park based on Dragon Ball.

According to three people familiar with the negotiations, the current plan is to build a smaller-scale Dragon Ball park where Mirapolis once stood.

The Elysée did not respond to questions about the project’s details, and Qiddiya Investment Company did not respond to a request for comment.

Qiddiya Managing Director Abdullah Aldawood met with Macron at the last two Choose France summits, which are events organized to attract foreign investment in the country. At the event, the summit’s press kit referred to, in cryptic terms, the signing of a memorandum of understanding aimed at “exploring a major tourism and entertainment project in France.”

A few weeks before Choose France this year, Aldawood met with Valérie Pécresse, president of the Île-de-France region, where the abandoned Mirapolis site is located. Aldawood also met with teams from Business France and Choose Paris Region — the region’s economic development agency — said a person who attended the meeting.

In a sign that the project is progressing well, late last month officials representing Île-de-France, which includes Paris, met with representatives from 10 key ministries, electricity grid operator RTE and public transport operator Île-de-France Mobilités to discuss the park’s possible revival.

The agenda for this meeting, which POLITICO saw, included discussions about the governance of the future project, transportation infrastructure, energy requirements and land acquisition issues. The gathering was chaired by Macron’s former Chief of Staff Georges-François Leclerc, who is now the prefect of the Île-de-France region.

“We had no information before receiving the invitation to the meeting, but we understand that the Elysée wants to step up the pressure on this issue,” said a ministerial adviser who took part in the discussions.

A fallen icon of the 1980s

Opened in 1987 by then-Prime Minister Jacques Chirac and with funding from Saudi billionaire Ghaith Pharaon, Mirapolis was intended to be France’s attempt at subverting U.S. dominance in the theme park industry.

But financial difficulties quickly mounted. Visitor numbers came in below expectations, and competition from EuroDisney further undermined the park’s business model a few years later. Mirapolis closed its doors for good four years later.

Discussions about Mirapolis’ manga successor have remained very limited. No one at the town hall in Courdimanche, the commune where Mirapolis is located, responded to requests for comment.

Rachid Temal, the Socialist Party senator who represents Mirapolis’ constituency, said he was not involved in the discussions and preferred not to comment at this stage.

Aurélien Taché, a member of Parliament from the far-left France Unbowed party who represents the area, said he was not kept in the loop either, and that he will be paying particular attention to “the environmental and social aspects of the project.”

Plenty of people who saw the video of a 65-year-old grandfather being tossed in the air like a rag doll by a bison in Yellowstone National Park last weekend assumed that the man must have gotten close enough to the animal to piss it off. At Yellowstone, which has the largest population of the majestic animals, bison attacks are rare relative to the number of park visitors overall. But the animals often called fluffy cows have also racked up the most human-involved injuries of any Yellowstone resident — and last weekend’s attack was the second this summer.

But Carl McDaniel and his 13-year-old grandson, who visit Yellowstone every year, were abiding by the park’s guidance and giving the animal plenty of space, according to Mike MacLeod, a professional wildlife photographer who witnessed the incident. The same bison had charged through the campground minutes before, sending tourists scrambling, and was resting on a patch of ground when the man and his grandson came into view. “They were walking along the road, quite a ways away from the bison, and it started running at them,” MacLeod told Cowboy State Daily, theorizing that a pickup truck driving into the bison’s sightline at the same moment might have agitated it.

McDaniel told CNN that as he lay on the ground after being flipped by the bison, it stood over him. “He could have stomped on me, he could have gored me, he could have done almost anything to take my life, but he did not do so.” Instead, MacLeod and a group of other campers made enough noise to make the bison leave. With one leg broken in 4 places, McDaniel was rushed to the hospital and into surgery. According to MacLeod, McDaniel’s grandson said that his grandfather wanted to see the video to make sure he hadn’t done anything to cause the attack. MacLeod is certain he didn’t. “You can tell in the video it’s not his fault. You can tell from the very beginning.”

Assumptions that the man had breached the bison’s personal space are understandable, given that bison in natural parks are frequently underestimated by visitors attempting to interact with them. A 2024 tweet from the National Parks Service referenced the danger with a message that read, “Believe in yourself like visitors who believe they can pet a bison.”

But despite common-sense warnings to avoid approaching or interacting with animals in the wild, humans continue to press their luck and, in many cases, suffer exactly the consequences you’d expect. In January, a skier in China’s Xinjiang Uygur Autonomous Region was mauled by a snow leopard while trying to take a selfie from an estimated 10 feet away; visitors had been warned the previous day about a leopard sighting.

In February 2025, a Canadian visitor to Turks and Caicos attempted a similar stunt with a shark and suffered so much damage to her hands that both had to be amputated. A few months later, a diver and father of four strapped on a GoPro, jumped into the shark-filled water off the coast of Israel and never returned. Not long after that, a Florida man with no permit for shark fishing posed with a recently caught lemon shark and was way too surprised when the fish whipped around and chomped his leg.

And with each visit to the beach town of Hobart, Tasmania’s unofficial ambassador Neil the Seal draws a bigger audience that includes a handful of people approaching him for selfies. The 5-year-old, 2,000-pound elephant seal should be learning how to play-fight with other juvenile males; instead, in their absence, he fights fences and traffic bollards. The people getting within a few yards of him for action shots have Tasmanian wildlife officials bracing for tragedy every time the seal hauls himself ashore. (Neil flerped back out to sea last weekend, presumably to find a less stressful place to molt).

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“Generally, if an animal is alert to your presence, you’re already too close,” says Shervin Hess, conservation manager at Portland’s Oregon Zoo. And because humans have grown comfortable — perhaps too comfortable — around wild animals in the age of social media and smartphones, more often than not it’s the animals who wind up paying for our heedlessness. Here are a few things to keep in mind when you cross paths in the wild.

They’ve already had enough of us

This week, the president of the United States announced a change in the wording of the Endangered Species Act, which was signed into law in 1973. Its original wording defines the word “harm” as “an act which actually kills or injures wildlife. Such an act may include significant habitat modification or degradation where it actually kills or injures wildlife by significantly impairing essential behavioral patterns, including breeding, feeding or sheltering.”

There have been previous efforts to downgrade “significant habitat modification or degradation,” removing it from the category of “harm” and putting it into more of a “sucks for you” category. But as of July 14, the definition has been altered, and previously protected wildlife habitats are now fair game for developers — which means, among other things, that species and habitat-recovery programs are now in jeopardy. A statement from Bart Melton of the Conservation Association of National Parks noted that the change “defies common sense, science, and paves the way for mining, oil and gas drilling, logging, and development in areas that are crucial to the survival of some of our most vulnerable species. This rule ignores decades of conservation science and could undermine recovery efforts for more than 600 species.”

Infrastructure development, deforestation, pollution and urban sprawl have already caused rampant global habitat loss. Research from the Environmental Protection Agency found that in the United States alone, hundreds of species have gone extinct in the last century. Changes to habitats don’t need to be huge or systemic to have disruptive effects on wildlife, Hess says; in 2021 an illegal drone that crashed into a protected seabird nesting ground in Southern California caused panicked adult birds to flee, abandoning an estimated 2,000 eggs.

It’s important to consider our conservation footprint in addition to our carbon footprint, and part of this just requires paying attention to the wildlife around us in the places we live, and the human impact on it.

Remember you’re on their turf

Golfers at an 18-hole course in my neighborhood regularly find themselves teeing off in the company of coyotes who live in the area, and there’s a tacit agreement between the animals and humans to keep a respectful distance so that both can use the space as they do. When I asked one golfer if he’d ever been tempted to take a selfie with a coyote, he said, “No, because that would be really stupid.”

Human-wildlife coexistence is necessary for maintaining biodiversity, but there’s reason to worry that some animals’ ability to tolerate humans makes too many of the latter confuse coexistence with ownership. Earlier this week, birding podcasters Victor and Ruben Stoll posted video taken in Belize’s Mountain Pine Ridge of one of them chasing and petting a jaguar cub. The tiny Central American country, home to a number of protected species, has dealt with an increase in tourist harassment of its wildlife in recent years. Speaking to a news outlet, Belize Zoo executive director Celso Poot noted that even brief handling by humans can cause long-term physiological harm to wild animals. (“It builds up stress hormones. The muscles lock up, and over time that animal can be affected.”)

These incidents aren’t isolated. The black bear cub pulled from a tree next to an apartment complex by residents who wanted a selfie; the freshwater crocodile grabbed by a Canadian influencer who mocked its cries of protest; the baby wombat pulled screaming from its mother by an American influencer all occurred in pursuit of content and social-media clout. And none of the humans involved, at least so far, have faced consequences severe enough to deter others from doing the same.

“Humans have to remember that we are on their turf,” says Hess, who works with global species-recovery and wildlife-restoration organizations in his capacity as a conservation expert. “When there’s a baby seal sitting alone on a beach, it’s not because it’s stranded, but because the mother has parked it there while she goes fishing.” In other words, just because it’s there doesn’t mean you’re entitled to pet it.

Seriously, put your phone away.

It’s alarming that this no longer goes without saying, but here we are. To be clear, it is perfectly understandable that you want to take selfies with wild animals. “Animals are amazing. Seeing one in the wild is like seeing a celebrity,” says Hess. “And that can make people lose their common sense.”

This is an understatement. The number of people who either take or attempt to take selfies with wild animals grew so rapidly on Instagram in the 2010s that World Animal Protection introduced 2017’s Wildlife Selfie Code, which delivers a pop-up message (“You are searching for a topic that may be associated with posts that encourage harmful behavior to animals and the environment”) to anyone searching the app for hashtags like #slothselfie.

The demand for wild-animal selfies fuels illegal operations like the exotic-pet trade and exploitative tourism-focused practices like Thailand’s tiger-selfie industry. These, in turn, make abuse of the animals themselves routine (tigers are often beaten, starved and drugged to make them docile and photo-ready), but also impede broader conservation projects. “It can be really hard when you see so many other people doing it,” says Hess. “But you can be the person who says, ‘Hey guys, let’s back up, let’s put away the phones.’”

Even when human-wildlife interactions don’t result in catastrophe, the desire to own or claim animals to prove that we have done so isn’t the same thing as loving them. And giving animals space, not demanding their attention and not treating them like props isn’t just respectful coexistence — it can save would-be action photographers hurt and embarrassment. The woman whose hands were bitten off in Turks and Caicos wanted a unique snapshot for social media; instead, she will always be known as the woman who tried to take a selfie with a shark, and there’s no coming back from that.

For Hess, simply being in the presence of a polar bear in the Arctic or an orangutan in Borneo means much more than capturing them in photos. “Wild animals are so awe-inspiring,” he says. “Maybe people should take something from that.”

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