Given a paragraph, generate a claim that is supported by the given paragraph. 1) The claim must contain information from within the paragraph. 2) A sentence within the paragraph can be used as a claim. 3) The claim should not have contradictions within the paragraph. 4) The claim should be at most one sentence long.

Example Input: Britain’s step, which follows France, amounts to a victory for electric cars that if copied globally could hit the wealth of oil producers, as well as transform car industry jobs and one of the icons of 20th Century capitalism: the automobile itself. The mayors of Paris, Madrid, Mexico City and Athens have said they plan to ban diesel vehicles from city centers by 2025, while the French government also aims to end the sale of new gasoline and diesel vehicles by 2040. The British government has been under pressure to take steps to reduce air pollution after losing legal cases brought by campaign groups. Prime Minister Theresa May’s Conservatives had pledged to make “almost every car and van” zero-emission by 2050. “There should be no new diesel or petrol vehicles by 2040,” environment minister Michael Gove told BBC Radio. The ban would only apply to conventional rather than hybrid vehicles that have both an electric and combustion engine, Gove’s ministry said. There is a mountain to climb, however. Electric cars currently account for less than 5 percent of new car registrations in Britain, with drivers concerned about the cost and limited availability of charging points and manufacturers worried about making expensive investments before the demand is there. “We could undermine the UK’s successful automotive sector if we don’t allow enough time for the industry to adjust,” warned    Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders. Hawes said there were only 12,000 public charging points in Britain and new power infrastructure would be needed, as well as steps to ensure the power network could cope with large numbers of people seeking to charge vehicles at the same time. While many automakers may find it hard to countenance the end of the combustion engine, some have embraced a future where electric vehicles, or perhaps even driverless ones, prevail. This month, Volvo became the first major traditional automaker to set a date for phasing out vehicles powered solely by the internal combustion engine by saying all its car models launched after 2019 would be electric or hybrids. Renault-Nissan in 2009 announced plans to spend 4 billion euros on electric car development. But until Volkswagen (VW) admitted in 2015 to cheating on U.S. diesel emissions tests, most mainstream auto manufacturers had been slow to sink serious investment into battery cars. The backlash against diesel, without which carmakers would struggle to meet CO2 targets, has since refocused minds and produced a flurry of new commitments. VW itself unveiled ambitious plans last year to roll out 30 new battery-powered models that it expects to account for 2-3 million annual sales by 2025 - or as much as 25 percent of its vehicle production. “Even though modern combustion engines will be relevant for at least another 20 years, it is clear that the future will be ruled by electric drives,” VW chief executive Matthias Mueller said earlier this year. PSA Group boss Carlos Tavares, in the past a vocal defender of diesel technologies, said on Wednesday the French company was ready to embrace mass electrification, provided the required consumer demand and government support were there. “The rise of the electric vehicle is very much dependent on the subsidies and the support governments will be able to give to this technology,” Tavares told analysts during the company’s first-half results presentation. PSA is planning to roll out new pure-electric and plug-in hybrid models from 2019. Toyota, which pioneered hybrids but long resisted battery-only cars, changed tack last year and has since unveiled plans for a new range of pure-electric models. In Europe, so called ‘green cars’ benefit from subsidies, tax breaks and other perks, while combustion engines face mounting penalties including driving and parking restrictions. China, struggling with catastrophic pollution levels in major cities, is pushing plug-in vehicles, though in the United States there is much less appetite so far. Germany, the home of major carmakers such as VW, Daimler and BMW, should soon start phasing out petrol and diesel too, said Oliver Wittke, a transport expert in Chancellor Angela Merkel’s Christian Democrats. But there is likely to be resistance in Europe’s biggest car market. More than 600,000 jobs could be at risk in Germany from a potential ban on combustion engine cars by 2030, the Ifo economic institute said this month in a study commissioned by Germany’s VDA car industry lobby. Germany’s major carmakers have invested heavily in diesel technology, which offers more efficient fuel burn and lower carbon dioxide emissions than gasoline-powered cars. In response to the British decision, a German government spokeswoman said on Wednesday Merkel had repeatedly warned against “demonizing” diesel vehicles. A spokesman for VW’s Audi brand, two thirds of whose European sales are diesel cars, said it could make diesel “fit for a future with even more stringent emission standards”. Yet Britain’s move will accelerate the decline of diesel cars, whose nitrogen oxide emissions have been blamed for causing respiratory diseases, in Europe’s second biggest market. The government will provide more than 250 million pounds to local authorities for schemes to restrict diesel vehicles’ access to polluted roads but said other options should be exhausted before charging users of polluting vehicles. Any restrictions or charges for polluting vehicles to use affected roads should be time-limited and lifted as soon as air pollution is within legal limits, it added. Gove said he favored road-by-road restrictions for diesel vehicles rather than outright bans from town centers or costly vehicle scrappage schemes, but did not rule them out entirely if they were local authorities’ preferred options. The government also said it would consult later this year on other possible measures including a targeted scrappage scheme. London mayor Sadiq Khan, of the opposition Labour Party, said the government’s commitment was half-hearted and steps needed to be taken before 2040 to tackle air pollution. “We need a fully-funded diesel scrappage fund now to get polluting vehicles off our streets immediately, as well as new powers so that cities across the UK can take the action needed to clean up our air,” Khan said in a statement. Turning away from oil will add to discussions about whether the world is reaching peak oil demand and how additional electric power can be generated. Some companies, including Royal Dutch Shell, expect demand to peak as early as by the end of the next decade. Demand for diesel cars fell 10 percent in the first half of the year in Britain while sales of petrol vehicles rose 5 percent, according to industry data. Sales of electric and hybrid models rose by nearly 30 percent, the fastest growing section of the market albeit from a low base.
Example Output: Electric cars win? Britain to ban new petrol and diesel cars from 2040.

Example Input: Even before the new figures, the official British death toll was the fifth-highest globally and a senior scientific adviser to the government has said the country risks becoming the worst-hit in Europe. The Office for National Statistics (ONS) said 5,979 people in England had died by April 3 with COVID-19, the respiratory disease caused by the virus, mentioned on their death certificates - 15% more than numbers published by the health service. “I am not remotely surprised there would be an undercounting,” Bill Hanage, associate professor of epidemiology at Harvard’s T.H. Chan School of Public Health, told Reuters. “The UK hospital death toll that you are seeing - the one on the news each night - is a composite of things that have been trickling in over a period of time. It is not an exact number and does not include the numbers dying in places such as nursing homes.”   The new numbers, which reflect both deaths caused primarily by COVID-19 and where it is mentioned as a factor, show how limited official data has been so far. Daily figures published by the health ministry record only COVID-19 deaths in hospitals. Public Health England Medical Director Yvonne Doyle said the government was working with the ONS to speed up the information. “We just need to be absolutely clear that the cause of death that is attributed is correct and that is what takes time on the death certificate to get right,” she said, adding the government hoped to produce more rapid data, preferably on a daily basis. Compared with the ONS figures, the daily hospital counts had understated the true death toll for England and Wales by 52% as of April 3, although this had narrowed from 70% a week earlier. Still, it raises the likelihood that the latest death toll for the UK as a whole - 12,107 as of April 13 - is in reality thousands higher when deaths outside hospitals are included. “These new figures ... clearly show the impact of COVID-19 for the first time,” said Martin Hibberd, professor of emerging infectious disease at the London School of Hygiene and Tropical Medicine. London was hit particularly hard in the week to April 3, when the ONS said nearly half (46.6%) of deaths in the capital involved COVID-19. Prime Minister Boris Johnson, who is now recuperating from COVID-19 complications that almost cost him his life, initially refrained from imposing the same stringent controls as other European leaders to counter the outbreak. But as projections showed 250,000 Britons could be lost to the virus, Johnson moved to shutter the world’s fifth-largest economy and told people to stay at home. “The UK response was fractured and it was too late, and allowed a large number of people to become infected who didn’t need to become infected,” said Hanage at Harvard. “This is the start of the pandemic, not the end, and people need to understand that.”  Hanage suggested a focus on testing, using new digital technologies to give targeted advice to the population, or even detecting the virus in sewage. Government scientists have said the United Kingdom will do well if it manages to keep the coronavirus death toll below 20,000. Italy has reported a death toll of more than 20,000. Including Wales, some 6,235 people had died by April 3, the ONS said. Separate data from Scotland last week showed 354 deaths involved COVID-19 as of April 5. In Northern Ireland, the toll stood at 79 as of April 3. Across England and Wales, deaths mentioning COVID-19 accounted for 21.2% of all deaths, compared with 4.8% in the previous week. The broader reading of total deaths showed that 16,387 people died in the week ending April 3 — the highest total since weekly death data started to be compiled in 2005.
Example Output: UK coronavirus death toll could be far higher than previously shown.

Example Input: "More than a month after Prince died at the age of 57, toxicology tests determined the visionary musician’s cause of death: fentanyl, a synthetic opiate up to 50 times more potent than heroin. On June 6, 2016, Wisconsin Attorney General Brad Schimel penned a guest column in the Wisconsin State Journal connecting Prince’s overdose to the state’s opiate epidemic. He sought to end to the stigma around drug addiction — and urged people to lock up prescription painkillers in their homes. Painkillers are often the starting point for people who develop opiate addictions. ""We must alter our view of opiates,"" Schimel wrote. ""More people now die in Wisconsin from drug overdoses than car crashes."" Is Schimel right that drug overdoses have not always outnumbered car accident fatalities in Wisconsin but do now? If accurate, it would strengthen his case that drug addiction has become an increasingly urgent issue. We decided to look at the numbers. Checking the figures In support of Schimel’s statement, state Department of Justice spokesman Johnny Koremenos provided a report issued in September 2015 by the Wisconsin Department of Health Services. ""Deaths from drug poisoning, also called ‘overdose,’ have doubled since 2004 and surpassed motor vehicle traffic deaths in 2008,"" the report said. The sentence doesn’t refer to the total number of deaths, but to age-adjusted death rates. That approach is used to better make comparisons across years, when the age structure of a population changes. An accompanying age-adjusted chart showed that 4 out of every 100,000 people died from a drug overdose in 1999 while 16 out of 100,000 did by 2013. The death rate from car crashes moderately declined during the same period, from around 13 out of 100,000 people to 9. Beginning in 2008, the death rate from drug overdoses surpassed the death rate from car crashes in the chart. We asked the Department of Health Services what the unadjusted numbers show. According to Jennifer Miller, spokeswoman for the Department of Health Services, 2009 was the first time that deaths from drug overdoses outnumbered deaths from car crashes in Wisconsin. And overdose deaths have outnumbered car crash deaths every year since. In 2014, the most recent year available, 843 people in Wisconsin died of drug overdoses while 558 died in car crashes. So both age-adjusted and raw numbers show that beginning in 2008 or 2009 (depending on which numbers you use) more people in Wisconsin died from drug use than from car crashes. Nationally, the total number of drug-related deaths surpassed the number of motor vehicle deaths in 2008 -- about the same time the numbers flipped in Wisconsin. Our rating Schimel said more people now die in Wisconsin from drug overdoses than car crashes. The most recent data available from 2014 supports his statement -- 2009 was the first year when more people died from drug overdoses than in car crashes."
Example Output:
More people now die in Wisconsin from drug overdoses than car crashes.