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Better balance sheets, higher resale values, the trend away from subprime financing, and a lineup of vehicles that give better mileage (even with trucks acounting for 50% of sales) with the shift to lighter crossover vehicles, will help Detroit automakers face higher gas prices. These factors should help prevent a replay of the very serious problems of 2008, when gas prices exceeded $4.00 a gallon and the U.S. faced a financial crisis. At that time in 2008 vehicle sales declined by 18% and truck sales were down by 25%, according to Credit Suisse.

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This issue of the Economist magazine looks at Saudi oil price cuts and the future for shale oil in the world's energy mix. In the short run overleveraged companies in the shale oil business in the U.S. will be affected by oil prices below $50 a barrel. The Economist points out that shale oil deposits are extensive in the U.S. and other parts of the world. The upfront costs are as little as $1.5 million for drilling a well. As a result the economics of shale will depend on new advances in technology and efficiency to bring costs down below existing costs averaging of about $57 a barrel, with some producers at costs of $35 a barrel. Because of technology advances anticipated in the field it points to shale oil as a reliable source of low cost oil supplies in the future, keeping oil prices lower than in the past and much less subject to manipulation by cartel pricing or oil price shocks. The lower volatility and lower level of oil prices will be good for the rapidly growing economies in Asia and the developed economies of Europe and the U.S., and for countries in Latin America such as Argentina with large shale deposits....

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Recently Abbott has expanded in international markets with the acquisition of Belgium's Solvay Pharmaceuticals, and collaboration with India's Cadila Healthcare Ltd. for generic drugs. Abbott CEO says he is comfortable with the price of the Piramal acquisition in India because he lost out in a bid for another company in an emerging market a few years ago. Piramal Healthcare will receive from Abbott an upfront $2.12 billion, and $400 million to be paid every year for 4 years beginning in 2011. Advantages Abbott's CEO White sees in this acquisition of Piramal, is that 70% of the Indian market is self-pay. And therefore not subject to government cuts in payment for drugs.

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Keith Bradsher's NYT interview with Raghuram Rajan, Governor of the Reserve Bank of India, comes when Rajan has come under criticism from the business sector and the small business support base of prime minister Modi's party. The criticism centers on the drop in oil prices since Nov. 2014, and Rajan's failure to drop interest rates at the Dec. 2, 2014 central bank meeting. Rajan says it was not clear whether oil prices would remain low for an extended period at the Dec. 2, 2014 meeting. Since then new inventory data, EIA estimates and OPEC policy guidance have confirmed low prices will remain for an extended period. Rajan lowered interest rates on Jan. 14, 2015, by one quarter of a percentage point. Under India's setup the central bank chief makes decisions on interest rates, compared to the decisions made by the Federal Open Market Committee at the U.S. Federal Reserve. Rajan says there is full understanding between the central bank and the Modi government economic team led by finance minister Arun Jaitley, Jayan Sinha, deputy minister of state for finance, and chief economic advisor Arvind Subramanium. Modi and Jaitley prefer to rely on the advice and policy direction of economic policymakers with long experience in the U.S. and international circles. Both Subramanium and Rajan bring this level of experience and expertise. Subramanium brings experience from his years at the GATT which preceded the WTO, the IMF, and the Peterson Institute of International Economics, and Rajan brings experience at the University of Chicago, and as chief economist of the IMF. Modi is a dilgent listener and policymaker giving careful attention to the best advice, making it unlikely that Rajan would be seen as a holdover from the administration of Manmohan Singh. Other criticism that the business sector has made of Rajan are as financial regulator in asking state banks to increase collateral required from large business firms for large bank loans. Rajan points out the need for business to bear the costs as well as the benefits of taking risks. Under previous governments the state banks allowed large firms to keep their holdings at companies even when the risk taking resulted in losses. Rajan has also not tried to reverse the sharp decline in the rupee, which hurts business firms which took on dollar denominated loans. Rajan has instead followed policy of building up the reserves by buying dollars. The reserves were depleted in 2013 by a policy of currency interventions to reverse that decline. Inflation in India reached 9.9% in Dec. 2013, with policy of the central bank under Rajan set to bring it down to 8% in 2014, and below 6% in 2015, so that India could get out of the trap of persistently high inflation with slow growth. This is critical for a new Indian success story. A goal set by Rajan in Oct. 2012 when he was appointed as central bank chief, was to increase foreign investment and encourage new business so that India was no longer dependent on large companies for growth. This is also critical for a new Indian success story, as the Modi administration and the central bank are both keenly aware. Just as Bernanke and now Yellen at the U.S. Fed face criticism for quantitative easing monetary policy, focus on the high long term unemployed, and not focussing on inflation- with their focus on the long term economic recovery in an environment of low inflation below 2% in the U.S.- India's Reserve Bank faces a different kind of criticism for careful and prudent policies to ensure long term growth....

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Saudi Arabia's strategic moves at the OPE pricing meeting in Nov. 2014. Saudis push for keeping the production levels as they are, not making any cuts. Analysts say the Saudis are aware other OPEC countries and other producers outside OPEC such as Russia, are not likely to make cuts in production as they face severe budget constraints- especially Venezuela, Iran, Russia. In this situation they have decided to take a wait and see approach to see where prices are headed in coming months. A price of $60 for Brent crude is likely to lead to cuts, according to some analysts.

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CERA estimates that while prices of crude went up 100% from 2000 to2007 the capital costs for oil exploration went up by 80%, and there are shortages of engineering and other resources.

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After test driving a Tesla Roadster in California in April 2010, Akio Toyoda, Toyota CEO, asked a senior executive Ihara to test-drive Tesla's Model S prototype car. This has led to a deal between the two companies, Tesla Motors and Toyota. Under this deal Tesla will use the NUMMI manufacturing facilities in Fremont, California, to build the Model S electric car. Model S is Tesla version of an electric car that would fit high end customer's budget for an electric car. The Model S price is starts at $50,000. Before this Tesla build 1000 Roadster electric cars which cost $100,000 each. Tesla was given $465 million by the US governmet to make a car that would be closer to what car buyers pay for premium cars. As part of this deal Toyota will buy $50 million of Tesla stock after its IPO. Toyota will cooperate with Tesla in the development of electric car parts and production systems and engineering. Separately Toyota plans to bring its own electric car to the market by 2012.

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This objective look at the situation of Black Americans comes from a American -Jamaican. Educated in the West Indies and in Britain, Patterson is able to bring another perspective to look what has happened and what is the way forward. Here he is interviewed by the Harvard Gazette. Patterson is a professor of sociology at Harvard. A separate Saturday Essay by Orlando Patterson appears in the Wall Street Journal on June 6, 2020. Patterson points out that the big problem is de-ghettoization is not happening. Progress is not about integration first, it is about successful de-ghettoization taking place first, says Patterson.  And here he faults white liberals for not putting their money where their mouth is. For this to happen black families have to be able to move into suburbs. Strict zoning laws and limits to building moderately priced housing in some of the most liberal parts of the country keep out families wanting to move to the suburbs.  It is the social contact even side by side in suburbs with a leap in quality of housing and neighborhoods, schools, that can change people's own perceptions of themselves and their interactions with the communities around them. A lot of whites Patterson says have liberal views but when it comes down to making the concessions needed to make black lives better they are not willing to do that.   Patterson offers his own experience in Britain walking down a street in Cambridge. He lived on Trowbridge Street. He enjoyed walking through the Cambridge Rindge and Latin School. And while walking he observed the easy interaction of black kids and white kids, and realized how different this was from the 1960's and 1970's. Having this sort of interaction comes from a more integrated setting, so that people grow up not having that awkwardness or lacking social contact.      ...

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The 4.7 billion euro loss at German steelmaker ThyssenKrupp for the fiscal year ending in Sept. 2012. The loss stems mainly from management's bet on a large project to make steel slabs in Brazil and ship it to a plant in the U.S. state of Alabama for finished product of high-grade sheets. The project suffered delays and by the time the Brazilian plant was running in 2010, the strength of the real Brazil's currency and higher wage costs had affected the economics of the plan. Steel demand also slowed in the U.S. The plants which required an investment of 12 billion euros now have a book value of 3.9 billion euros. Thyssen bet too much on one project and it failed. Three management board members who had oversight over the compliance, steel and building technology areas had their contracts terminated, and a new CEO was appointed in 2011. Heinrich Hiesinger, a manager from Siemens AG is the new CEO. ThyssenKrupp's image has been sullied by reports of price fixing of rail tracks and scandals involving the communications head for foreign railroad contracts. Hiesinger says "until recently there has been an understanding of leadership in which old-boy networks and blind loyalty were often more important than the success of the company." He faces a difficult challenge of changing the corporate culture and developing a new strategy. His plans are to turn ThyssenKrupp into a high-tech engineering business by selling the steel mills in Brazil and Alabama, and the stainless steel division to Finiish company Outokumpu Oyj. This will shrink steel from 41% of sales to 30%. To implement this strategy Hiesinger needs a capital increase. This runs into problems as the Krupps Foundation headed by Berthold Beitz, which controls 25% of the stock, does not want to see its influence diluted. Other problems include the role of Gerhard Cromme, head of the supervisory board, which failed in oversight over the failed project. Cromme is also the head of the supervisory board at Siemens AG. At Siemens he helped a company cleanup after a bribery scandal and brought in new management. He also headed the Cromme Commission on corporate governance code for German business, which makes the current corruption allegations embarrassing for Cromme....

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Michael Barnier leads the negotiating team for the EU as it begins negotiations with Britain on Brexit. He is a former foreign minister of France and former EU commissioner, giving him the necessary skills and experience. Yet as he meets with the Affairs of the European Committee in the German parliament, even Barnier is not clear how the negotiations will be conducted. Only that the issues relating to disentangling the closely interwoven economies of the EU and Britain relate to nationals of the EU and Britain in each others region, the common 20,000 legally binding regulations, and the price tag for Britain to pay of 60 billion euros. The leading German in the negotiating team is Gunther Oettinger, a former EU budget commissioner, and he tells Der Spiegel that the bill may be even higher than that number. The figure will be arrived at by taking into account the obligations of Britain and applying this to assets. The obligations include the money owed to the EU budget, share of medium term budget planning to 2020, share of pension payments to EU civil servants. The British take a different view and do not understand why they have to pay this amount when they are exiting. The British want to see their future relationship on trade and access to the EU markets discussed early, but the EU position is just the opposite, first exit negotiations to be completed by September 2018, then other discussions on trade. March 29, 2019 is the date set for Britain to be no longer a member of the EU. Yet even the sequence of issues has not been set and the sides could not be further apart than they are now. Each side looking at its situation domestically with elections in the EU in 2017, and May facing the added challenge of Scotland threatening to leave the UK. ...

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How electric utilities and the oil industry are backing California's fight with the EPA to regulate auto emissions, cutting them by 30% by 2016 for new cars and trucks in the state. Its a fight endorsed by 14 states in the Northeast and Northwest. California sued the EPA, and in effect the Bush Administration which controls the EPA, in federal district court and federal appeals court. THe EPA has taken two years to respond to California's request for a waiver so that it can regulate auto emissions in its state. California's auto emissions rules are part of a broad effort to reduce all emissions in the state by 25% by 2020, including by manufacturing, electric utilities and the oil industry. Utilities and the oil industry share the opinion that all sectors of the economy should be required to take on this responsibility, including the transportation sector. In the past oil companies and the auto industry have been at loggerheads about who is responsible for the worsening dependence of the USA on foreign oil and the worsening impact of the oil consumption on the environment and their advertising campaign have often shifted the blame on each other. Is this part of the continuing debate about oil as oil prices rise and consciousness about global warming rises as it has already done so in Europe. See the links to the Frankfurt Auto Show. BMW known for gas guzzling machines has done an aboutface in the face of public opinion in Germany and is advertising its image as environment friendly and investing in new technologies to curb emissions and increase fuel economy. ...

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The U.S. financial sector is facing a future in which there will be lower revenues and a smaller number of jobs. A low interest rate environment does not help the banks. According to analysts surveyed by Bloomberg, net revenue for the six largest U.S. banks will decline by 3.7% in the second quarter of 2011. As a result financial stocks in the U.S. have trailed the broader market in the last 9 of 11 months. The ratio of the price of the S&P 500 financials index to the S&P 500 stock index is less than 0.16. The only time it was less than 0.16 in the last two decades is during the January-April 2009 period when banks were facing a major financial crisis. Bank of America's stock was at a two year low on June 6. Tighter regulation, state and federal investigations, and higher capital requirements from the Fed, will affect revenues and jobs.

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Stress test performed by the consulting firms of Oliver Wyman and Roland Berger used data as of Dec 31, 2011, and a scenario of a 6.5% decline in GDP and a 26.4% fall in housing prices by 2014. An international panel of experts from the Bank of Spain, the Spanish government, the ECB, the IMF, the European Banking Authority and the EC was formed to oversee the consultancies report. A separate more detailed audit of 14 individual banks will be made by Deloitte Touche, Pricewaterhouse Coopers, Ernst & Young, and KPMG International with results by the end of July. The four banks that need capital injections are Bankia, CatalunyaCaixa, NovaCaixaGalicia and Banco de Valencia. The consultancies estimate was for 51-62 billion euros needed according to Oliver Wyman, and 51.8 billion euros needed according to Roland Berger, for recapitalization of Spanish banks by 2014. The issue now is about any remaining questions about additional losses, and whether rescue funds from the EU fund the EFSF should go directly to the banks as favored by the IMF and the government of Spain. This is because of the stress on yields of Spain's 10 year bonds with rescue money going to the Spanish government at the insistence of German chancellor Merkel....

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GM's joint venture with Luizhou Wuling Motors has produced a win-win situation for both companies. Wuling was a small, regional manufacturer when the joint venture started. Now Wuling has more than 1 million in unit sales. And GM has benefitted from the rapidly growing sales. Year over year sales were 29% in 2010, and were slowing to 10% in 2011, with the end of government incentives. Wuling vans can now be sold under the GM brand in India, using lower cost manufacturing in China. Looking back this was good for GM. The future however has some twists and turns and could turn out to be different. Wuling joint venture will produce cars at a lower price point under the Baojun brand. These cars were shown at the Shanghai Auto Show, and will be marketed to customers who are looking for affordable cars in the second and third tier cities in China. The Baojun brand joint venture will have one difference. This brand involves intellectual property being held in common with Wuling Motors. This is part of China's new plan for American and European manufacturers in China- the price of access to the Chinese market is greater technology sharing with Chinese partners. In the long run this should enable Chinese manufacturers to be dominant inside China. This process is already underway. According to J.D. Powers, Chinese brands had 32% of the domestic passenger vehicles market in 2010, up from 18% in 2000. Something similiar happened with Japan, where Nissan was making Britain's Austin A40 series in the mid-1950's. By the 1960's the foreign tieups were replaced by Japanese manufacturers dominant in the home market and exporting their own models. ...

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China's prime minister, Wen Jiabao says he supports policies supporting stimulus and growth along with prudent monetary policy and efforts to dampen real estate prices to increase affordability. Efforts to strike the right balance and keep growth of at least 7.5%.

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The problems that arise when grocery stores merge and consolidate by closing stores can be seen in Portland, Oregon. As the Albertson's and Safeway's are replaced by Kroger's cities can see the effects in supply, price and quality. During a time of cost of living issues for most families and workers, cost of living action by the government is needed to maintain access to grocery store food and supplies.

13% of the US people live in a food desert, low income areas where there is limited access to grocery stores. Many of these people are Latinos in low income occupations. When companies in grocery stores business merge stores close hurting the local population. This is one piece of the cost of living stress faced by ordinary workers and families in 2024 where the government needs to take preventive action to ensure access to food supplies for communities.

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For passengers air travel nowadays is travelling on planes that are often totally booked. This is because airlines are cutting flights. And with fewer passengers after the economic crisis hit, airlines are having a difficult time cutting flights enough to meet the continuing drop in the number of passengers. Before the crisis business and international travel was a good source of revenue, now this is fading as there is more competition on transatlantic routes with about 50 airlines offering flights between US cities and European cities. The liberalization of air travel between the two continents with the 2007 "open skies" agreement is keeping downward pressure on prices. The International Air Transport Association says the number of passengers travelling on business and first class tickets between N. America and Europe was down 18.4% in April 2009, compared with same month in 2008. Traffic between N. America and Asia was down 26%, for the same period. This is hitting Lufthansa ansd KLM-Air France hard, but is helping Easyjet, Ryanair, and Air Berlin. As demand drops airlines will continue to cut capacity, and this will be done by cutting the number of flights on a route and using smaller planes. After all this capacity cutting takes place by September, OAG Aviation estimates that the seats on domestic flights will drop to 66.5 million from a peak of 84 million in 2001, a drop of 21%. Some airlines which rely less on corporate travellers will not see as steep a drop. These airlines are Southwest, JetBlue and AirTran. Airlines that may not survive the effects of the economic crisis, with tight credit and drop in air travel, and volatile oil prices, are United Airlines and US Airways. United relied heavily on corporate and trans-Pacific fliers before the economic crisis. Fitrch Ratings cites this in reducing the credit rating for United to junk status, as well as the heavy debt maturities in 2009 and 2010. In June 2009 United raised $175 million by issuing new debt, but at an interest rate of 17%. At US Airways the combined airline with America West after a$1.5 billion merger is struggling. It has the thinnest cash position of any airline according to a Morningstar research analyst, and may need further borrowing to meet debt payments. With all assets already mortgaged US Airways may have little borrowing capability left....

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The IMF's latest economic report says there is a very real risk that Greece's debt crisis could spread. "Contagion to the euro area, and then onwards to emerging Europe, remains a tangible downside risk," the report says. Sentiment in the financial markets is for Greece restructuring its debt, possibly as soon as late 2011. Increasingly the concern focusses on Greece never being able to pay back the $464 billion in debt, as a result pushing losses onto bondholders and banks in Europe. The IMF's director for Western hemisphere, Nicolas Eyzaguirre, said Latin America is in danger of going into a full blown economic crisis if the situation is not managed correctly with overheating in their economies. Speaking at a conference of central bankers in Rio de Janeiro, he said the Latin American region could see major weakness in currencies with an external shock such as drop in commodities prices or increase in U.S. interest rates. He said Brazil "should rein in the economy through an array of measures to avoid excessive exuberance, or it could end in tears."...

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A look at Department of Transportation data shows a downward trend in airline ticket prices. Average domestic fares in the U.S. declined 16%, adjusted for inflation, compared to 1995. A comparison shows a round trip ticket price of $410 in 2010 dollars in 1995, the same ticket is priced $338 in 2011, including $22 for bags and reservation charges that were added in recent years. Not including the $22 would give a 21% decline in prices in 2010 compared to 1995. Higher labor costs for American which could not shed legacy costs because it did not go into bankruptcy like some of its competitors, combined with higher fuel prices have posed a serious threat to American Airlines. American Airlines (AMR) experienced a 33% drop in share price on Sept. 3, 2011, with a recovery gaining 21% the following day to close at $2.39. UnitedContinental had a 2nd quarter 2011 average fare- revenue divided by number of passengers- excluding taxes, of $273. Southwest had an average one way fare of $143 for the 2nd quarter 2011. According to DOT figures, passenger tickets provide only 71% of total passenger revenues to airlines, compared to 88% in 1990. The remaining 29% comes from reservations charges, standby service, checked luggage, in-flight food service, transporting pets and other charges. ...