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Critics of the Obama administration's so-called "light footprint strategy" for the Middle East say it is more about keeping distance from problems in that region. This is a reaction to the extensive involvement of the U.S. in two wars in that region and intuitively makes sense, as well as being in line with American public opinion to focus on problems at home. The shift or pivot to Asia of president Obama also comes in that context. The problem with this approach is that this ignores the fact that most of the momentum and effort for the freedom struggles throughout the Middle East from Tunisia first, then Libya, Egypt, and now Syria, comes from within. The lead role is now being taken by France and Britain, with German public opinion also lined up in support. The U.S. in forfeiting its role as a facilitator with strategies such as "no-fly-zones" is losing the opportunity to gain the goodwill in the Middle East with cost that is negligible in comparison to the cost of Iraq and Afghanistan, and comes after the huge U.S. effort to remove one dictator in Iraq. A minor followup effort is all that is required from an administration that pushed for the "surge" in Afghanistan. When history is written the investment of the Obama administration in Afghanistan may show little results, if what is considered by the media and experts as an unpopular and undemocratic government of Karzai falls in the aftermath of the U.S. withdrawal. There is little doubt in public opinion in the U.S. and worldwide that the movement for freedom and democracy in the Middle East and democratically elected governments will become a lasting facet of the new Middle East. It also provides huge opportunties for trade and investment as is shown by the gains made by Turkey in just 2 years. This is why the Obama adminstration policies in the Middle East show a lack of grasp of the facts showing the Middle East as opportunity more than threat for the next decade, especially in its overreaction to the Bush era policies. This happens as there is a demographic explosion of young people in the Middle East. An administration that was keen to sense the demographic changes in North America, has failed to grasp this fact and why the struggle in the Middle East flashes daily on television screens young people carrying on the struggle. A pivot to Asia means a pivot to the Far East more than Asia because India is part of the South Asian-Middle Eastern region, which presents another paradox because as China is slowing the entire South Asian-Middle Eastern region of Asia is where future growth is expected to accelerate in the next decade. ...

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How the formation of Special Economic Zones like the one at Shenzen in China is now moving forward in India with the help of the central and state governments. The SEZ's like the one near Chennai are attracting a lot of foreign investment to India and take care of the roads, power, water, access to ports, and make it easier for investment capital to come to India. Companies from Germany, S. Korea, Taiwan and Japan, Finland and the USA are investing in these SEZ's. India needs manufacturing investment to create large numbers of jobs for a large and younger demographic.

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Saab is laying off one fifth of its workforce and Volvo is scaling back production. The European Investment Bank is giving 3 billion euros of aid to the European auto industry, with another 2.8 billion euros planned for April, 2009. 400 million euros each go to Volvo AB maker of trucks, and Scania AB, and 200 million euros to Volvo Cars. Peugeot Citroen, Renault, Fiat, BMW and Daimler each receive 400 million euros. Most of this goes to projects aiming at increasing fuel efficiency and cutting carbon- dioxide emissions.

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The German car market has shrunk 19% vs 1992. Its at 3.148 million new car registrations in 2007, a drop of 9.2% from 2006. The new car market is declining in both Germany and Japan which is why we should see more emphasis on Eastern Europe and Russian market in the European area, and on emerging country markets especially in Asia in the years ahead, a process already underway. Foreign car makers from Europe and the USA will face competition from the likes of Cherry in China and Tata in India with aggressive price competition. The most effiicent and innovative producers will survive because even though these are emerging markets the buyers will be looking for the best design, quality and technology, and will have good knowledge of prices and what is offered by competitors.

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Axel Friedrich, a top German Environmental Agency regulator who advocates using modifications of existing vehicles as a more effective solution to the auto emissions problem. He recently reconfigured the VW Golf to show that by making changes- such as lighter seating and weight saving hood other steps to reduce the car's weight, low resistance tires, and engines that turn off when stopped and start when accelerator is pressed, more efficient gear ratios, removing the mirrors and substituting tiny cameras, and improving the aerodynamics- emissions can be cut 25% even with horsepower intact. Working with the Institute of Automotive Engineering at RWTH University in Aachen, Germany, Axel redesigned the Golf in this way to achieve a CO2 emissions reduction from 172 grams per kilometer to 131 grams and is working to bring it to 120 grams. 120 grams per kilometer is the EU's tentative target for emissions for cars sold in the region by 2012. Automakers have for years complained that this would be difficult to do in this manner because customers were concerned about safety and comfort. Its not clear that this would affect safety. However with global warming a big issue in Europe, most automakers are making changes now to prepare for a shift to 120 grams per kilometer in emissions. VW has announced a diesel version of the gasoline version that incorporates some of the redesign changes that Axel Friedrich made on his Golf, such as low resistance tires, and more efficient gear ratios, lower chassis for improved aerodynamics etc. This diesel version costs a base price of euros 20,615, and is only euros 315 mor than a standard diesel Golf. BMW has a new diesel version of its 1-Series with low resistance tiresand a gearshift indicator, which emits 16% less CO2 and costs nearly same as its predecessor. At Frankfurt Auto Show Mercedes Mercedes is expected to announce more cars with stop start systems. All this will help automakers in Germany achieve the EU 2008 target of 140 grams of CO2 emissions by 2008 on the way to the 2012 EU target of 120 grams. ...

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As car sales drop and Chrysler drops some models from its production line, it is running many plants on one shift, leaving the factories idle the rest of the time. This means higher costs per car, as the fixed costs do't change by that much with lower production. Chrysler may also have steeper sales decline than the other carmakers, because it has fewer small cars in its lineup. All this means losses that won't be disclosed as it is privately owned, through 2009, as the economy goes through what looks like a prolonged recession of at least a couple of years. As losses are not disclosed management does not have to worry about the effect on stock price, but the longer this situation lasts, the harder its going to get for Chrysler, for a long time the weakest player in the American car market compared to the others from the US, Germany and Japan.

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As the U.S. population ages and grows at a slower pace the demand for automobiles is likely to peak in 2013-2014, and moderate in subsequent years. Automakers need to be vigilant about adding manufacturing capacity to avoid the problems faced in the last decade when sales and profits declined.

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According to a 2011 study from the University of Michigan, less than one third of 16 year old teenagers in the U.S. had a drivers license in 2008. This is a sharp decline from about half in 1983. For 18 year old teenagers about 80% had a drivers license in 1983, only about 66% have a license today. Many of today's teenagers live at home and are moving to large cities where they prefer to use mass transit. Economic difficulties are also larger in today's environment.

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VW sales including Audi were up 34% in 2012. BMW sales were up 14%, and Daimler sales were up 15%. The growth rates for the German automakers surpassed growth in China. By manufacturing in the U.S. German automakers are better able to compete with the Detroit and Japanese carmakers in pricing. A third of BMW vehicles and a fourth of VW and Mercedes vehicles are now made in the U.S., according to LMC Automotive. VW has invested about $4 billion in the U.S. since 2008, including investment at a plant in Chattanooga, Tennessee. The German carmakers are now going for mass appeal with the VW Passat. Lower priced Mercedes models now sell for under $30,000. German exports to the U.S. increased by 24% in October 2012, compared to 18% for the eurozone overall. About 40% of German exports to the U.S are autos. Eurozone exports to the U.S. were up 18% in Oct 2012, and Britain's exports increased by 11%. British exports in Oct 2012 of 4 billion euros were second only to Germany at 8 billion euros....

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Its clear from the task force's rejection of the plan GM submitted in March 2009, that the restructuring at GM was moving too slowly, too many brands, too many dealerships, no clear idea of what the new GM should look like. And a wistful look back to the past that clouded every decision. Wagoner and his team could not leave the old GM behind and clung onto too many brands, plants, dealerships, and sales numbers that were too optimistic at every turn of the economy, even as they were lowered. The task force said GM was "far too slow" to adapt and that "a substantially mmore aggressive restructuring plan" was required. That GM was just a year ago 2008 about this time still thinking in terms of sales numbers that would match Toyota's, as the largest carmaker in the world, shows how this wistful looking back at the past may have blinded GM to all the potentially dangerous bets that it was making, wihtout realizing it. Bets that the huge gap between the US carmakers and the Japanese and the Europeans in fuel efficiency and the technologies that went with it, would not someday come to hurt GM. Bets that the numbers game could be played without huge risks, that incentives related sales couild simply be inflating the market now with bigger risks ahead. That simply relying on sales revenue to support unsustainable retiree and union costs would be another dangerous bet on unsustainable sales numbers of a16 million market. The other large industrialized societies were seeing shrinking car sales, Japan, Germany, are prime examples, where sales are nowhere what they were at the peak in the postwar recovery of these industrialized countries. See the links/groups to these two countries car markets. Had GM considered the prospect of similiar declines in the US? Even if the car sales had remained at levels much lower than 16 million without the consumer buying spree and incentives, the market would be shrinking, the sales inflation simply made the sales fall that much steeper, hitting the 40% range. ...

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CEO Norbert Reithofer who became head of BMW in September is pushing BMW in the direction of more collaborative work with other car companies. He has set as a goal collaborations in the areas of components, drive systems and modules. Daimler's new chief Dieter Zetsche s also rethinking how it approaches its business. One way to develop new technologies and purchase parts and components efficiently is to work with other companies who are striving to do the same things. Both CEO's see their companies as midsize manufacturers in a world of auto manufacturing where Toyota and VW, GM and Ford have the advantage of much larger sales over which to spread their research dollars, or to make efficient purchasing by using volume purchasing. Daimler is encourged by its participation in a combined effort in the area of hybrid technologies with BMW, GM and Chrysler, and the progress made in that area through collaborative effort. This is making both companies rethink their intense rivalry since the 1930's, one based in Stuutgart and the other in Munich. Both companies have good profits and as the environment gets harsher with steel prices rising, with demands from the public for tougher new auto emission and fuel efficiency stadards requiring allocating more dollars for R&D, a strong euro and a struggling US economy. The challenge they face is sustaining this profitability as it becomes more costly to operate in this environment. Both companies have appointed some of their talented executives to profitability teams which are working at developing more collaborative efforts....

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In Europe, France, Spain, Germany and other countries are giving cash subsidies to customers to buy cars when they turn in older cars. These refunds range from 1000 to 2500 euros, and reward the purchase of smaller more fuel efficient vehicles. It has boosted sales in Europe where sales are running at an annual rate of more than 13 million because of the subsidies, according to Credit Suisse analyst, which is well above the 11 million level of last year. The average American car says the analyst has been on the road for 9 years similar to that in Germany, so it makes sense for the USA. He says it could increase sales in the USA to 12 million cars, down from the 16 million sold in 2007 or the 13.4 million rate of 2008, but far higher than the 9.5 million rate in the first few months of 2009. In Europe small cars are dominant and it plays to the markets of large carmakers like Peugeot, VW, FIat, and Renault. But in the US Japanese carmakers are dominant in the small car market. Detroit carmakers make too many large cars and pickup trucks so the impact would be less. But the program could be fashioned in the US on a drop down in size and increase in fuel efficency, so that the clear direction is towards smaller cars. Turning in a pickup truck for a family car like a Malibu or a LaCrosse might promote fuel efficiency, and move things in the right direction. Its useful to note that even in Germany more expensive cars or brands have barely benefitted German car sales jumped 21.5% in February, but mass market manufacturers recorded a 37% surge, while sales of premium cars fell 19%. In Italy which started its program Feb. 6, buyers receive 1500 euros for trading in acar at least 10 years old. Fiat Punto sales have shown a strong increase. Fiat's facory in Melfi, southern Italy, is now running at full capacity after running on areduced scale from October 2008 to February 2009. It makes the Punto. In France 30-40% of car sales are coming from the scrapping deal, according to French Auto Manufacturers Association. Overall sales are running at about 6% below last year's rate, but in the absence of the scrapping deal sales might be off 10-15%. One concern for the French is that sales not drop off after the scrapping deal stops.France saw this happen in 1997and 1998 after ascrapping deal in 1994-1996. However considering that the cost to the German government for scrapping deal was $2 billion, the solution to this would be continue this program till the economy recovers and car sales are strong. Considering the benefits for an important industry and the societal benefit in lower pollution, it would be worth the cost....

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The lessons from the British auto industry which ran through $16.5 billion in rescue money in the 70's and 80's before collapsing as German and Japanese automakers took over its markets. One of the problems was the failure of labor relations, the other was shoddy quality just when the Germans and Japanese were improving theirs aggressively. The labor relations are a problem at the Detroit automakers and quality has also been an issue with Detroit playing catchup again and again for three decades. Management's lack of vision and leadership in fuel efficiency may have struck a fatal blow, and the concentration on overseas markets at GM without foresight and vision for the American market may now be called a failed strategy. British auto experts say that Leyland controlled 36% of the British market even in the 70's before gradually going out of business and its start was even before General Motors.

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Philippe Varin faces some tough decisions when he takes over Peugeot-Citroen. Unlike the turnaroungd he achieved at Corus steel group where the booming demand from China for steel helped, this time the auto market in Europe is declining by about 30%. He has to navigate betwen the interests of the Peugeot family which has 45% of the voting rights, employees who are affected by the cost cutting, the French government which has required no closing of factories for as long as the company receives governement aid. Peugeot-Citroen received a low interest loan of 3 billion euros from the French government. Questions he will have to address, as do all auto manufacturers in the USA and Europe relate to overcapacity as demand declines. And for Peugeot this has to be tackled without factory closures. And the other major issue facing auto manufacturers worldwide is how much to focus on the fuel efficient small car segment. Peugeot has key strengths in this segment and Varin may decide on refocussing on this segment....

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Sales of new vehicles are in even steeper decline in Japan than in Germany. Germany saw a boost with reunification with East Germany. Eastern Europe is next door for sales and manufacturing. Sales declined 7.6% in 2007 over 2006 to reach 3.406 million vehicles, the lowest level since 1972. With 9 new models Toyota's sales declined by 6% in 2007. Something is happening in the developed country markets that shows the markets there are declining relative to the new markets in Asia and other emerging markets. How automakers fare in the future and which survive and grow will depend on how they prepare and execute strategies for these markets focussing on new design, efficient manufacturing and new technologies These markets will bring a different set of customers looking for improvements.

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Ford is offering packages with additional incentives, college tution for entire family, packages of upto $140,000 to sign up workers to take buyouts. Its goal is to get 8000 more workers to take buyouts. This is in addition to the 32,000 workers already given buyouts or early retirement.It is putting up job fairs in its plants and mailing each of its 54,000 hourly workers full length DVD " Connecting With Your Future" that shows the advantages of looking beyond the assembly line jobs in auto plants. This suggests that Ford has done its anlaysis and sees things getting tougher in the US auto market over the next few years. The US auto industry will definitely see a smaller market and shrinking sales from now on. Just look at the shrinking sales in the Japanese and German auto industry. Something like this is likely to happen in the US and the attention to sales is going to shift overseas where most of the new sales are going to occur. Companies like GM and Ford will do what IBM and GE are doing shifting their focus to overseas sales in an expanding global economy with more than 50% of their sales from overseas and the US markets playing a smaller role. All this means fewer workers needed in the USA and new workers and plants to be put up overseas in new international locations over the next 10-15 years. Its not just a down cycle for the auto industry, its a big shift and the kind of change that happens every 50 or 100 years as huge macro changes are underway in the world....

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Cerberus Capital will lose its entire stake under the plan announced by the Obama administration. And Fiat will be limited to a 20% stake in Chrysler, down from an earlier figure of 30%. And Fiat will have to repay the $6 billion loan that the Obama administration is willing to make before in can take astake in Chrysler of above 49%. Obama administration official confirmaed that the Cerberus 80% equity stake no longer holds value and that the firm's ownership would come to an end. Only if Fiat and Chrysler reach an agreement in 30 days will Treasury invest $6 billion in Chrysler. The task force requires Chrysler to eliminate the "vast majority" of roughly $9 billion in outstanding secured debt. Cerberus acquired Chrysler from Daimler AG in august 2007 when US vehicle sales were 16 million a year, and did this by having Chrysler borrow heavilyusing its plants and property as collateral. $10 billion of secured debt was raised, and $2.5 billion was paid down of it. With prices of gasoline hitting $4 things collapsed. Chrysler sales fell 40%, and Chrysler was loaned $4 billion by Treasury. Now Chrysler has 30 days of working capital from Treasury till it reaches an agreement with Fiat, and before the government provides an additional $6 billion if the agreements as required by the Obama task force are reached....

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The global auto industry has capacity for producing 92 million vehicles in 2009, but only 60 million cars will be sold next year, according to CSM Worldwide. And CSM forecasts capacity utilizations will not return to the 2007 rate of 80% till 2014. And because of their better product mix, more new models, and better fuel efficiency, the Japanese, Korean and European carmakers have a better capacity utilization than the Detroit Big Three, even though they are also hurting badly as credit collapses and and an overextended American buyer is wary of new purchases. Robinet, the head of global vehicle forecasting at CSM Worldwide, estimates that the Big Three Detroit automakers will only need half their current production capacity in 2009, something he says is not sustainable for any industry. If these estimates hold true then there is a major earth shaking experience ahead for Detroit automakers that is not reflected in the attitudes and the bargaining about who benefits and who concedes what from unions, management, workers, bondholders, dealers and suppliers, even after the near miss for the bridge loans. It is a situation in which even globally and among the strongest automakers like Toyota and Honda there is going to be a lot of misery in 2009 and beyond. Only some automakers around the world will survive this shakeout. ...

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A look at the views of Michael McFaul, former U.S. ambassador to Russia and Strobe Talbott, a State Department advisor, on how the Obama administration missed signals of a more assertive policy from Russia during the period Medvedev was president. At the time Medvedev offered a softer tone from Russia and the U.S. extended cooperation. With the return of Putin as president for a second term, his more strident views on the role of Russia in the world following the collapse of the Soviet Union have emerged, especially in tems of policies in Syria and Ukraine.