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Samuelson says the bill in the U.S. Senate is symbolic because it allows companies to cite the undervalued renminbi as an illegal subsidy and have the Commerce Department impose duties on Chinese products. This would have to be done on a case by case basis, making it largely ineffective in dealing with the large trade deficit with China. He also cites the differences among economists that show a range between 1 million and 2.8 million jobs lost. The 2.8 million jobs estimate is from the Economic Policy Institute for the period 2001-2010. The 1 million is an estimate for 1990-2007, which estimates a loss of quarter of all manufacturing jobs. By WTO rules subsidies that are not targeted at specific industries or firms are allowed, according to lawyers. Which means China could appeal to the WTO, and impose retaliatory duties. In the meantime the trade deficit with China, with imports of $364 billion in 2010, and $86 billion in exports, would remain largely unaffected. This is the reason some Senators, including Republican Orrin Hatch (Utah), see this move as political posturing by President Obama and the Democrats, because the administration has no new proposals to address the trade deficit and the gradual erosion of America's manufacturing base. Samuelson cites Arvind Subramanium of the Peterson Institute, and his book "Eclipse: Living in the Shadow of China's Economic Dominance." Subramanium says what is at stake is not a temporary imbalance in world trade a happened with Japan in the 1980's, but a gradual shift to a system of trade in which China has preferential access to raw materials (oil, grain, minerals), subsidizes exports in new industries as it moves upscale from shoes and textiles to automobiles, aircraft and alternative energy, and changes the very nature of the global trading system as it becomes the dominant trading nation in the world. By Subramanium's estimate China's share of global trade increased from 1.6% to 9.8% in the 2 decades from 1990 to 2010. In two more decades he estimates China could increase this to 15% of global trade, significantly larger than the U.S. In a response to Congressmen, businessmen and policymakers wary of starting a trade war, Samuelson says there already is a trade war as a "fixed" system of trade undermines America's manufacturing and industrial base. The only difference being that today only one side is fighting that war, and America is slow to grasp the implications or its policymakers are clueless how to respond....

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Declining U.S. birthrate with 63.2 births per 1000 women of childbearing age in 2011, according to the Pew Research Center. The rate declines by 23% for Mexican immigrants to the U.S. from 2007-2010 as a result of the severe economic effects of the financial crisis of 2008 on Hispanic immigrants.

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Susan Carey interviews the new CEO of United Continental Holdings Inc, Jeff Smisek. Mr Smisek is a lawyer for the law firm Vinson & Elkins LLP. He brings to this job, which involves negotiating labor contracts and bringing together reservation systems of the two merged airlines, prior experience in the 1995 turnaround of Continental. Smisek was part of the management team that helped turn the airline around. The important things for Smisek is getting the people in the merged airline embrace a positive culture, and this he says begins with honest communications. He is heavily focussed on this part, as he says this is a service business, and employees won't give the best service unless they really want to. Next he is focussed on execution of the integration aspects. And third, what he calls the day to day tackling and blocking of operating the airline. His management style is to get a lot done by walking around and using an informal style, by being direct. He would like to see the airline make money in the tough times and do even better in good times, and invest in people, product and technology....

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June sales are coming in at 12.5 million vehicles. And part of this drop is that there is a short supply of hot seeling small cars like th Honda Fit, Ford Focus, Toyota Prius, aand the Honda Civic.Honda's new plant in Indiana will increase its output of Civic by 200,000 per year. Honda sold 53,000 Civics in May 2008. According to JD Power Prius sell within 4 days of reaching the dealer. Ford has a 20 day supply of Focus cars, and it takes a month after putting a deposit on Honda Fit to have it available. While Honda has flexible production lines Ford cannot produce anything but SUV's at its Wayne SUV plant in Michigan so Ford has a lot of changes to make. About 20% of cars are small cars up from 12.5% and moving up quickly as supplies increase with the demand.

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Ford does not have a good idea why customers buy the F-150 truck even though its a big seller for years. Automakers believe personal -use buyers of the F-150 truck are one fourth to one third of the truck market. Its surprising that Ford does not have a detailed idea of who buys its truck and why for every 25,000 customers breaking it down into smalll segments so it can see it by demographics and other ways so that it can find out where its losing sales, when trucks are down by 41% in June for Ford how much have each of these segments lost in sales volume. Personal use buyers Ford analysts think are buying cars and these customers will be lost forever.

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Only Honda is withstanding the the sales shock as numbers tumble from June of a year earlier. Toyota auto sales down 21%, Ford 28% and Chrysler 36%. GM 18% because of special incentives and discounts. Honda a modest 1.1 % increase in sales. The US manufacturers have their plants skewed towards making trucks and SUV's so turning out Chevy Cobalts and Focus cars is a big problem as there are huge drops in truck and SUV sales and customers are shifting to cars. Sales of Ford SUV's fell 55% and its formerly top selling truck line dropped 38%. Toyota sold about two thirds fewer light trucks than in 2007 June. Market share of domestic makers in the USA market dropped to 46% from 50%. To get some idea of capacity constraints. According to Global Insight GM can build only 250,000 Chevy Cobalts, while Honda has the capacity to build 400,000 Honda Civic small cars annually.

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Taylor on the Bernanke Federal Reserve's quandary over its exit strategy from a loose monetary policy. He points to the consensus among leading economists, Rajan, Meltzer, Feldstein, who share his view that the costs of a loose monetary policy outweigh its benefits, that the Fed's policies are not working, and the need for a more rules based monetary policy.

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A strong U.S. jobs report in July with 255,000 new jobs, unemployment at 4.9%, provides positive sentiment going forward. The Federal Reserve is likely to be wary of raising rates because businesses are hiring but are not making the investments needed to spur economic growth, which remains at about 1%. The labor force participation rate is now at 62.8%. The measure of unemployment and underemployment shows a better picture of how different age groups are faring including the 25-54 years age group- this is at 9.7% in July 2016, it was 9.6% in June 2016. This measure shows those working part time because they cannot find a full time job. The market today is stronger for those with the right job skills, but not across the spectrum for all Americans, only setting the stage for further progress and increasing investment as confidence improves.

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Reilly points out that removing the government and "putting private capital back at the center of a healthier" housing-finance system, as recommended in a policy paper from the Treasury Department, is only possible if the government gives up the idea of a 30 year mortgage. Thirty year loans as currently structured are not attractive to investors without a government guarantee. The revival of securities markets for mortgages not backed by the government is not possible with the 30 year mortgage. There are benefits from the government getting out of the mortgage markets. A significant benefit is that there would be less incentive to invest in housing, so that more capital is available to other productive areas of the economy leading to higher economic growth. In fact the diversion of economic resources from more productive uses to housing was a major problem in the last decade.

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The Guardian provides this first account of what happened in the Galwan Valley border between India and China at the Line of Actual Control. It is described as the worst fighting in 60 years. On the high steep ridge lines above the rapidly moving Galwan River a patrol of Indian soldiers encountered Chinese troops in a steep section of a high mountainous region. They believed the PLA Chinese Army had withdrawn from the ridge in line with a June 6 disengagement agreement. The Indian government says that what happened afterwards was pre-meditated ambush by the PLA forces. In the fighting that ensued the Indian commanding officer was pushed from the narrow ridge falling to the gorge below. Reinforcements from the Indian side were called from a post 2 miles away and about 600 men were fighting in near total darkness in high mountain ridge with stones iron rods for upto 6 hours. Following a decades long tradition to avoid escalation of hostilities because of nuclear weapons of both countries the two sides have not used other weapons. Most deaths on both sides were from soldiers falling or being knocked from mountain ridges. The main problem in the conflict is the Line of Actual Control exists but since China's takeover of Tibet in 1950 there is no agreement that has set the official border. The British Simla agreement in 1912 set the border with Tibet in an agreement between Tibet and the British Empire in India, when Tibet was an independent country. China claims that historically going back to Ming and Qing dynasty Tibet was part of its region. For most of its history Tibet was an autonomous region with closer contacts with India because it is close to Nepal and Nepal is very near the Indian Bihar state border.  A new rail link from Raxaul, Bihar in India to Kathmandu is only 137 kilometres, and from Kathmandu to the Tibet border is only 205 kilometres. Fast rail or road links would put Tibet within a few hours by rail or road to Tibet from India. For the entire period the US exists as a nation about 250 years and from the first landing of the colonists on American shores about 1607 Tibet was a mountainous region that was so remote that few people even knew about the country's existence. Beijing and Shanghai are four thousand kilometres away, India much closer to Tibet through Kathmandu, Nepal and India sharing a common culture, and no one thought much about the mountainous borders at 15000- 20,000 feet in the western Himalayas, till China's takeover of Tibet in 1950. India had no clear idea what this meant in 1950- no clear border except for what was agreed between the Tibetan independent government  and the British in 1912 which was set under the British Empire- resulting in a fluid border. And China had no clear idea that this would put in a place it would not want to be thousands of miles from the Yangtse valley region home to most of China's population, in a remote mountain region at heights of 15,000 -20,000 feet, with little to gain. Throughout history since 1000 and earlier Tibet remained a region that acted as a buffer between China's western provinces and India, the high mountains at 15,000- 20,000 feet making it inaccessible. Which is why the Ganges plains and the Yangtse river valley plains contact was made more through the oceans than by land, and the areas developing distinctly different language and cultures. All this changed after 1954 when the Qinghai Tibet highway was built, the closest city on the Chinese side is Xining. Xining to Tibet is a distance of about 2000 kilometres at an average height of 4500 metres or about 14,000 feet.  ...

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The really small cars like the HOnda FIt and the Toyota Yaris and the GM Aveo are piling up on dealer lots as the price of gasoline drops to $2 a gallon from last summer's $4 a gallon. At February end 2009 Honda had 22191 Fits on dealer lots enough to last 125 days at the current sales rate, and Toyota had enough Yaris subcompacts to last 175 days at the current sales rate, according to Autodata Corp. Chrysler has a 205 day supply of the Dodge Caliber, and GM 427 days of Aveo cars. Honda Civics are also piling up. Price shifts and shifts in consumer attention and buying behaviour makes it difficult to plan ahead. The American carmakers have shifted plants to smaller and midsize cars after seeing the disastrous drop in the sales of larger vehicles in the third and fourth quarters of 2008. Now government policy is to mandate fuel efficiency standards, there is talk of agasoline tax, and even the current numbers shows ashift away from the SUV's and larger vehicles of the past. Ford's sales analyst Pipas says that over the 5 months ending February 2009 sales of small cars totaled 718,000. This was down 28% over the same period in 2008, but small cars grew to 18.4% of the total market, up 2.1 points from the year earlier period. Part of this is that overall the market has declined much more than 28%. This also shows that policy in an industry-government partnership will have to show the way that is best for the US, to ensure that oil prices don't go up the way they did, when consumption at the pump was excesssive and fuel standards lax. This should also be done in a partnership with other countries like China and India to ensure that technologies are available worldwide to reduce fuel consumption and promote fuel efficiency, as keeping consumption per passenger for each mile travelled as low as possible will take pressure off the oil price. It would make automobile transportation feasible for a rapidly urbanizing Asia, and by reducing the pressure on price that urbanization and motorization in Asia would bring, help moderate oil prices for western countries. ...

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The Logan lower cost model produced by Renault's Romanian affiliate Automobile Dacia SA is setting a pattern that is being looked at as a model for the future throughout Renault. It is combining the advantages of Japanese manufacturing methods with their attention to detail and good practices evident at Nissan, Renault's partner company, with the cost conscious methods evident in operations in a Renault joint venture with Mahindra and Mahindra of India. Dacia Automobile was a Soviet era plant, and Renault has modernized it but keeps a more labor intensive attitude with good basics operation here, in contrast to the trend to automate everything and use robots extensively that became popular at other plants in Europe, U.S., and Japan. As Renault managers in France and its overseas operations look at both the expanding markets for lower cost cars and the profitability of the Dacia plant in Romania, it is becoming a model to be imitated. Other plants built earlier now look overautomated and costly for manufacturing cars in a cost conscious pricing sensitive competitive market that automakers face. Logan is contributing to Renault's bottom line, and may help it in reaching the 6% in operating margins that is a new goal for Renault for 2009. Dacia Automobile S.A. initally owned 55% by Renault is now 99% owned by Renault. It has sales of 2 billion euros ,in 2007 with revenue increase of 30% over 2006. The profit was 100 million euros in 2007. It employs 14,000 workers and Renault's investment has reached 1 billion euros upto this point. The plant turns out 60 cars per hour. Compare this with a similiar investment by VW in a Soviet era Skoda automobile plant in the Czech Republic, where VW started with an inital investment in part ownership and ended up in full ownership of Skoda with large investments in modernizing Skoda, and the success in selling Skoda cars known for their good quality. The Skoda is expected to sell at the million dollar sales level in 2010 and is the fastest growing brand in Europe. It ties with Honda in quality surveys. ...

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The average of vehicles on the road reached a record of 11.1 years in 2011, according to R.L. Polk research company. Using the average of 15,000 miles driven a year used by the EPA for cost calculation on fuel economy labels, shows that car are being driven for much longer nowadays, over 150,000 miles. In the 1960's and 1970's the average was closer to 100,000 miles. Because of the EPA mandated fuel emissions standards and technological advances the newer cars in 2012 have better life than the older cars in the 1970's. Toyota's, Honda's and Volvo's frequently get 150,000 or 200,000 miles and still have some usage left for example. In addition the tighter fuel efficiency standards of the Obama administration and technological advances now underway are likely to bring a new generation of cars that provide another level of improved performance.

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Related to Mervy King's stand as Governor of the Bank of England about moral hazard, that if you let them off easy then these crises will recur and no penalty for excesses. But we can see that when this happens people who committed wrongdoing will be investigated, their reputations destroyed and the prospect of jail time.

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Problems with the rural development and agriculture projects conducted by USAID in Afghanistan include overspending in 2009, followed by sharp cutbacks in 2010 and 2011 as budget cuts were made. In 2009 USAID made a grant of $300 million to Arlington based International Relief and Development (IRD) to help farmers in Kandahar and Helmand improve productivity over just one year, at the insistence of Richard Holbrooke. The focus was on paying for day labor jobs to clean canals, offer subsidized seeds to encourage switching from opium poppies, distributing tractors, and building gravel roads. Because many districts of the two provinces were considered unsafe for work, much of the money was concentrated on a few districts and in one year. As a result farmers in Kandahar got more seed than they needed and they in turn sold tons of seed and tractors in Pakistan for cash. A senior program official at IRD says it wasn't realistic to pour so much money in one year. But USAID officials say overspending and poor oversight made the program seriously flawed. There was also a difference in the views of the military and USAID on the value of day jobs. The U.S. military sees this as away of protecting its efforts, of literally protecting its flanks, as this keeps unemployed youth from joining the Taliban. At the same time senior USAID officials wanted to see multiple companies bid for the next $350 millon on a follow-on project. When the USAID team of specialists again awarded it to IRD, senior offficials at USAID decided to cancel the program. The program was then redesigned in the expectation that other companies would bid for it. In the meantime USAID gave IRD 3 quarterly extensions, the last expiring June 30, 2011. The US military sees the day labor program as crucial for its military efforts, so there is kind of an impasse with USAID reluctantly giving in. IRD meantime is shutting down activites in Helmand and will do this also in Kandahar probably by the end of May, as its contract has not been renewed because of problems with the program. USAID has a high staff turnover rate of 85% a year in Kabul which complicates things with the shifting priorities of different officials. Some programs are being scaled back- a job retraining program seen as requiring $125 million over 18 months is being scaled back to $40 million. Others such as a USAID project for coordinating disparate rural rehabilitation projects for $140 million is held back because of lack of agreement with the Afghan government about how it should proceed. In parts of Kandahar USAID had found several contractors doing the same work. See the groups on Dexter Filkins, and on Commander Adams, which touch on serious development issues and the war....

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The story of Brazil's sugarcane plantation industry, and also of its ethanol producing region. A detailed account of the people who own these plantations and why they are reluctant to sell. The difficulties of getting into the sugarcane planation industry in brazil with its small owners and fragmented nature, and use of labor that violates Brazilian laws and international standards. These sgar cane plantations are located next to the mills because of the available infrastructure, and family owned sometimes handed down for generations, even hundreds of years, as Brazil was once a portuguese colony and a location for the slave trade which provided labor to the plantations. Note that most of the plantations use poorly paid labor and most of the work is done by hand, with the owners living in large ranchlike fazendas. Its probably another world for international investors not used to such a landscape. There are labor and environmental liabilities in owning some of these mills. Then most of these mills do not keep reliable accounting books and have tax and debt issues which cannot be easily resolved in Brazil's slow legal system. There are about 210 companies running 368 sugar and ethanol mills. The five largest companies generate only 17% os sales gives some idea of the fragmentation in the industry. There is also the perception that if large foreign companies like the ADM, Australia's CSR, Germany's Sudzucker AG, or even India's Bajaj Hindusthan, or others gain control over Brazil's ethanol industry Brazil's sugar producing regions would benefit less than if they get loans from large Brazilian or international banks and consolidate and modernize themselves, leading to political pressures in this direction. One such example is given here, one valuable sugar mill Vale de Rosario has been pursued by Bunge with an offer of $640 million for outright ownership, but Vale de rosario's board rejected the offer. Cargill looked at the possiblilty of owning 30% but was also turned away. Attempts at consolidation by Cosan, Brazil's largest sugar manufacturer, which made agreements with relatives owning 50.2 % of the shares in the company which has about a 100 relative clan with shares in the company over generations, also failed. The Biagi and Franco families which run the company made use of a defense under the cooperative's bylaws which allows the smallest shareholder to have 30 days to equal any takeover offer. The Biagis offered their own Santa Elisa mill to secure a $675 million credit line from Brazil's largest private bank Bradesco which was then used to buy out relatives who wanted the money. Now the Vale de Rosario and Santa Elisa mills have merged and are looking for international financing for the new company Santelisa Vale, which becomes the second largest after Cosan. Goldman Sachs plans to invest 200 million in Santelisa Vale.What this shows is the extraordinary lengths these family owned mills would go to to preserve their independent ways of operating and hand over to the next generation. Another difficulty is that industry experts are hard to recruit from these family owned companies as they have spent alifetime working there and remain loyal. With allthese obstacles the logic that the foreign companies can use Brazil to supply the world with ethanol from sugarcane does not take hold. Some of the attraction of sugarcane is that it contributes less to global warming than corn as a source for ethanol because sugarcane absorbs some of the CO2 when it is replanted. With a 51 cent per gallon tax credit subsidy on USA corn based ethanol and a 50 cent tariff on Brazilian ethanol imported into the USA, corn based ethanol can sustain in the US especially with the current high price of gasoline. Brazillian ethanol is more efficient to make from sugarcane and can be made to compete with gasoline even if gasoline prices drop. Instead there may be more years of unstable supply of ethanol from Brazil ahead which is what the Japanese in their negotiations for a supply of ethanol from Brazil have discovered since seeking such an agreeement since 2001. In the 1980's Brazilian sugar producers chasing high sugar prices lowered production of ethanol and left drivers without ethanol at the pumps. One company that is looking at another solution is Brenco, Brazilian Renewable Energy Company, a startup company backed by Ron Burkle and Vinod Khosla. It plans to put up its own green field sugar cane fields away from Sao Paulo state where the Brazilian sugar cane industry is presently concentrated. But this will take six year before the fields are ready for ethanol production. Henri Reichstul, a former head of Petroleo brasileiro, Brazil's national oil company, now leads Brenco. ...

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Modernizing India's construction industry may be one of the keys to keeping global growth from slowing down significantly. Here's why. If China slows down significantly after almost two decades of breakneck growth since the 1990's, as nothing like that goes on forever and China is facing significant environmental challenges, skilled workers and managerial talent constraints, and demands for fair treatment and compensation for workers, that stem from this uncontrolled and haphazard growth and export drive. This would leave India as a potentially large engine for world growth if properly managed, a role China has played alongside the USA for so long. India's infrastructure is one of the critical hurdles to achieving this potential. And neither India or the world can afford not to overhaul India's construction industry which is a roadblock to accomplishing what needs to be done in infrastructure. As described here more than 80% of the people in the construction industry are unskilled workers, usually working as day laborers or migrant workers in tiny crews. The other 20% - the carpenters, welders, painters, tile layers, pipe fitters, brick layers, and other skilled trade workers, are becoming harder to recruit and those unskilled workers that receive basic training by companies like Reliance are keen on looking for better opportunities in the Gulf region. The unskilled workers work at construction sites with little training are mainly workers coming from agricultural areas and villages for better wages and living conditions. One of the striking things about Indian construction sites is the use of few machines with most of the unskilled workers, men and women, carrying loads of bricks on their heads, digging holes with shovels and cutting steel bars with mallets and moving sand with spades. There is a huge opportunity for foreign and Indian manufacturers of construction equipment and rapidly increasing production within India of all types of construction equipment should be one of the first things to be tackled. Special incentives by the government and efforts should be made to bring new foreign and domestic investment and plants for construction equipment. Big construction firms that handle large projects, construction equipment manufacturers worldwide and domestic firms interested in investing, and firms involved in large construction projects throughout the country should be brought together in executing the plans for modernization of the construction industry. Training of unskilled workers chosen and recruited for aptitude, discipline and interest in learning new skills from villages as opposed to just working with "nakas" should be initiated in large numbers. A new vocational training system should be initiated borrowing from ideas of systems in countries that have excelled in this in Europe such as Germany so that workers can go straight from villages or urban areas to vocational schools for training in a craft or trade in the construction industry or in the manufacturing industry. And living conditions have to be improved for workers so that skilled workers see advantages in remaining in India rather than leave their families behind for work in the Gulf, and unskilled workers have the basic but good living conditions, access to clean water, basic but decent housing, and clean toilets and showers, and kitchen facilities. One thing is clear one cannot reach organized and well though out development goals on the back of such a haphazard and ineffective sytem of using the human and machine resources in the best possible manner, and free markets and capitalism may not be the best guide in this matter. China's example may not be a good guide in this matter either. There has to be a better way where treating people right and using the most intelligent use of resources brings better results than haphazard approach as with week by week recruiting through "nakas" and minimal use of machines, and recycling of agricultural labor through free markets in labor. The haphazard approach rejects the idea that the training, the discipline and the well thought out approach on recruiting training and best use of human resources without losing sight of costs can lead to superior and continually improving results. The continual improvement and better methods in the construction industry would free up the infrastructure bottleneck and hurdle to growth. Then it would be best to take an original path to development which would be true to the Indian character and spirit and emphasis on education and thoughtful way of doing things, which means that India should make an efficient use of its human and machine resources, and take advantage of all its human resources and intelligent approaches to develop industry and agriculture and avoid the waste in human resources. ...

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Joseph Stiglitz writes that keeping the dollar as the reserve currency is no longer the option. He tells us that it comes with some hidden costs such as a weaker global economy. Having developing countries keep hundreds of billions of dollars in the US in low interest earning reserves makes no sense considering the needs of developing countries, and the improved prospects for the USA and Europe in exports to a growing developing country economies. He points out that a new global reserve currency, with an orderly transition, may be the most important reform to ensure the longterm health of the world's economy. Its bad for the USA to keep exporting T-bills, says Stiglitz, as it does not create jobs. And its bad for all concerned as it lowers global economic growth. Especially he says when it is so unseemly for developing countries not to use the money to improve living standards in their own countries, with the help of exports from developed countries, that in the end improves global growth and the global future....

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The economic relationship between Texas and Mexico and the presidential elections in Mexico. The effects on immigration of policies pursued by the presidential candidates.