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25 years in the making at a cost of 10 billion euros, the new speed train between Berlin and Munich cuts the travel time to under four hours. This cuts it down from six to four hours.

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After years of decline in Germany's rail system Deutsche Bahn this infrastructure suffering from old technology, broken bridges, lack of drivers, and train delays for 1 in 4 trains, is now up for revitalization. In 2017 about 2 million passengers claimed compensation for delays and were given average of 19 euros. 

ICE 4 is the new generation of high speed trains holding 830 people and 350 metres long. speed is 250 kilometres an hour and costs 22% less for energy.

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The newest high speed Vande and Amrit Bharat trains in India are the bridge to the kind of high speed trains seen in France TGV and Germany ICE that are envisioned for Indian Railways by 2030.

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Climate protection goals require rail to get its standards up and modernize quickly in Germany. Deutsche Bahn, the German Rail Network accepts that it needs radical changes. It is important to attract more people to urban transit and rail to promote climate change initiatives and to reduce gas consumption in Germany.  The head of the Deutsche Bahn Richard Lutz says the German Rail has been neglected for years and pushed to its "absolute limit."  Many rail points and signal boxes are obsolete and highly prone to failure.  About 51,000 passenger and goods trains travel through Germany every day going up to 59,000 in 2030.  Lutz says it cannot stay this way- "Increasing demand, combined with aging infrastructure and construction work, is leading to traffic jams and delays with a massive impact on all customers." More than this there is the the question how do you attract more people to not drive but take the train to save gas consumption and reduce the impact on the environment when things are so bad in the rail network? The dilemma says Lutz is "how to grow and modernize at the same time?" Under Lutz and Transport ministry plans high performance corridors are to receive a first class quality standard. More customer friendly construction should be used. And planned construction done in such a way that some sections are construction free sites for several years. Heavily used sections make up 10% of the network or 3500 kilometres and operate at 125% of capacity. By 2030 these sections will be 9000 kilometres or triple that now. Climate protection goals require getting rail up to speed.  ...

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The merger of Siemens Mobility and Alstoma who produce long distance ICE and TGV trains in Germany and France was blocked by the European Commission, because "it seriously reduced competition." The merger would have created a rival to China's CRRC in high speed trains. The European Commission stated the rail signalling systems market as a principal reason as the two companies could raise prices because of their size in that market.

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As the trade problems with the U.S. escalate in tit for tat tariffs, China looks back at its history for parallels. The period of the "unequal treaties" imposed by the Western powers on China in the period 1850-1900, the Korean War of the 1950's, and other analogies that come up to people. Yet China's planners and leaders are looking at another situation the Plaza Accord of 1985 in which the western nations pressured Japan into accepting a significantly higher exchange rate to reduce its trade surplus and the Japanese yen appreciated by 50%. Japan cut interest rates from 5% to 2.5%, and introduced huge fiscal stimulus, banks opened up to lend vigorously. The result was a boom by 1990's followed by a bust that led to another decade of lending to loss making firms called "zombie" businesses, that led to a stagnant economy. This has persisted for three decades. This China sees as an unacceptable situation when China has still not achieved developed economy status in terms of per capita incomes. It fears getting into a middle income trap as the economic growth slows and the aging population makes a recovery more difficult.  The difference with Japan in the 1985-1990 period is that Mr. Trump lacks the kind of five nation economic coordination that put pressure on Japan. Today there are differing views on China in Europe and the U.S. and different policies. Mr. Trump is known for his style of deal making and could settle early, as feared by some Republican leaders in Congress who see in China a challenge to America's technological dominance. There are no calls to appreciate China's currency. Only calls for China to change its state subsidies model and put in writing and through laws that change the way of doing business that does not require American companies to hand over advanced technology. This is also a concern for Japan and the European Union countries such as Germany, and is something all nations try to protect in global competition. Japan is still facing the consequences in creating a new competitor in high speed train technology after building the first high speed trains in China and transfer of the high speed train technology by Kawasaki. The Household Survey by the Federal Reserve showing the financial fragility of 40% of American families shown on this page today shows how this situation is likely to evolve as working class families in the U.S. support a trade stance that protects American jobs and technology. Job losses over three decades and a $891 billion trade deficit in 2018 are seen as unacceptable to the U.S. in 2019. A stronger U.S. dollar helped increase the U.S. trade deficit by 10% in 2018, nullifying some benefits of Mr. Trump's trade actions. Mr. Robert Lighthizer was a negotiator in the trade dispute with Japan in 1985, and runs the negotiations with China with support from president Trump. This alone has kept the Japanese situation in 1985 uppermost in the minds of China's leaders as they try to come up with a way to settle the trade dispute with Mr. Trump.     ...

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American manufacturers are importing more of the parts that go into each product. According to Susan Houseman, a senior economist at the W.E. Upjohn Institute in Kalamazoo, Michigan, the imported portion for these parts is up to 25% from 17%. Even the Bureau of Economic Analysis figure of the share of GDP coming from manufacturing is overstated, says Houseman. That figure was 11.2% for 2009, but is closer to 10.5% if all the imported components are included instead of being counted as domestically made. This is down from 14.2% ten years ago, and about 30% in the 1950's. There is deep concern that the manufacturing decline has weakened America. Houseman says that one cannot separate manufacturing from innovation, and she asks if America can continue to be strong in R&D with a shrunken manufacturing base. James Jordan of the Interstate Maglev project, says Maglev- which uses special magnets to levitate and propel high-speed trains- was invented in the United States. Today equipment for that technology is manufactured and used in Japan, and innovation in high speed trains is taking place in Japan and Germany. The decline in manufacturing is shockingly large. From 1979 employment in manufacturing went down by 8.1 million to 11.6 million, with the largest drop occurring in the last ten years. With it America is losing something significant- all the knowhow and skills that go into making things. Today the airplane wings for several Boeing airliners are made in Japan and shipped here. In a not too distant past these wings would have been built here, and workers with the knowhow and skills for these critical components were part of Boeing's workforce....

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The mood in the UK is becoming less receptive to foreigners as job losses mount and the economy declines. For a long period under Labor administrations openness to foreign investment served Britain well. From 2004 to 2007 foreign investment accounted for 7.4% of UK's GDP compared with 1.4% in the USA and 1.6% in Germany. Immigration tripled under Labor governments. Now the mood is shifting as job losses mount. Unemployment which was 4.7% in 2005, was 6.3% in the 4th quarter of 2008. Estimates by IHS Global Insight, a forecasting firm, shows that unemployment could reach 10.5% by early 2011. Government figures indicate that the number of British workers in the country went down by 234,000 to 27 million in the last quarter of 2008. The number of foreign workers went up by 175,000 to 2.4 million. About 104,000 jobs were lost in the 4th quarter of 2008. During the period from 1995 to today manufacturing accounts for a smaller portion of the British economy, going from 21% to 14%. In this new climate French owner Total SA faced strikes at it Immingham oil refinery for not hiring British workers for an expansion at the refinery. It offered to set aside 102 of 200 temporary construction jobs for British workers. And public anger is evident about things that earlier would have aroused passing interest. One example was for a plan to sell part of the British postal service with the Dutch or the Danish as buyers. Another an award by the government to the Japanese of acontract to build and operate a fleet of high speed trains. And immigration is emerging as the third biggest ocncern of in the country, according to a survey by Ipsos MORI, after the economy and crime, the fourth being unemployment. Actually immigration and unemployment are strongly related, and both are related to the economy, all issues related to the steep downturn, especially to the collapse of the financial industry in London....

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The U.S. government has spent $18 billion on training and job-search programs, with 47 programs offering training for the year ending Sept. 2009, according to the Government Accountability Office. President Obama proposed spending $8 billion more over 3 years to train 2 million people for new jobs. In addition there are state and local programs which get federal funding. Lawrence Katz, a Harvard labor professor says the money is given out on a haphazard basis and does not have a good track record of matching the training to the job openings. Part of the problem is that the government leaves it to state unemployment offices to evaluate labor markets and help trainees decide on professions to prepare for. A better approach is now being take by getting employers to offer on-the-job training. This approach is being adopted by community colleges and the Labor Department to improve matching of skills training to job openings.

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There is over $150 billion of additonal spending on education in the Obama stimulus plan being worked on in January 2009. There are several important aspects of this plan. One action will prevent literally hundreds of thousands of layoffs of teachers, according to Education Secretary Arne Duncan, as revenues of local districts drop. In a response to requests from Democratic party governors Congress has allocated $79 billion to help states facing large fiscal budget gaps to maintain government services, and especially to prevent cuts to education services fro kindergarden to college. Another aspect is the effort to reinforce Title 1, a program of specialized classroom efforts to help educate poor children, by increasing 2009 fiscal year spending from $14.5 billion to $20 billion, and raise spending for disabled children from $11 billion to $17 billion. This helps meet the unmet needs of the No Child Left Behind program. Another effort on the stimulus side which would create jobs for construction activity and do this with spending that will bring benefits in future years for along number of years in the future, is the federal government now taking abig role in the building and renovation of schools. The federal government will now spend $14 billion for the renovation and modernization of elementary and secondary schools, and $6 billion for the same for higher education. The stimulus also has tax provisions under which the federal government will pay the interest on construction bonds issued by school districts. The Education Secretary says that the $20 billion for this will create a huge number of construction jobs because so much of the school system building infrastructure needs repairs. In the area of higher education the allocation for Pell Grants used for student aid is increased to $27 billion from $19 billion. These aspects of the stimulus program are ones that will pay off over a number of years into the future. ...

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What is the educational system Toyota is relying on as it faces a huge problem stemming from its high growth rate of new employees overseas who have little knowledge of the Toyota Way and the Toyota Production System. Another part of the same problemis that as it ages many of the last generation of Toyota executives who were there from the inception of Toyota's early days in the USA and the early days of the extraordinary growth in the 80's and 90's will now be retiring or in their seventies and eighties. All this is happening as the American Big Three and the German manufacturers are getting new blood and going through a process of renewal, and the Americans especially are seeing themselves as the underdogs coming from behind. So Toyota's concerns can be seen in a new light, any complacency on its part is going to be costly in the long run. Toyota is using the Toyoa Institute in rural Mikkabi, Japan for training its senior executives like Randy Pflughaupt, chief of US marketing for the Toyota brand. Watanabe, presidetn, Fujio Cho chairman, and Akio Toyoda of the Toyota family personally teach there and share their personal experiences. Toyota asks executives there to come up with a problem Toyota faces and come up with a proposed solution all on one 11 by 17 sheet of paper. Hands on on the ground on site fact finding and exploration are stressed. A management school Globis in Japan instructs Toyota's middle management inthe Toyota philosophy including quality control philosophy methods such as asking the 5 Why's, why a problem is ocurring until one reaches 5 or 6 levels of answers. Global centers in USA Europe and Asia have been opened by Toyota to train roving experts who can help increase the numbers of roving experts from todays 2000 mostly at this time from Japan. These roving experts teach older employees as well as coach younger ones. Then there are the Toyota Technical Training Institutes. The one in Bangalore for example offers an intensive program for new hires to teach Toyota's basic principles. The one in Bangalore has 21 teachers. And appicants selection is tight in India just 64 out of 5000. Before working on the assembly line the applicants will spend 2 years in classes in technical training, including discipline and personal grooming. Its interesting that the applicant mentioned here was from a village where his family and friends were especially proud of his Toyota uniform and training. The idea may be to avoid the problems of trade unionism, worker feeling of entitlement and worker rights which has led to the problems in the US and in India of workers not willing to learn new things being open to new ideas. One way would be to avoid entirely areas where there has been trade union influence, history and activity such as rural Kentucky or rural Karnataka. The student Harish Hanumantayappa is 17 years old and sees this as an opportunity that was not even in his imagination, which makes for a highly enthusiastic trainee, just the kind Toyota may be looking for away from India's trade union and worker indiscipline environments in some states and regions. Reflecting on this one can note that its natural for Toyota to respond in this fashion and it may extend the period in which the Toyota Production System and the Toyota Way functions effectively. But companies like HP also had what they called the HP Way but eventually this suffered a decline as new managers and leadership came into the picture. Only now is HP recovering and getting back its step under a manager who spent his training years at NCR not a training ground for managers, but may have been chosen for his good management instincts and performance and personal characteristics. Also many of the tenets such as asking 5 Why's and the Toyota Production System except for the Just In Time Innovation are basic quality control philsophy that is practiced all over Japanese industry and is practiced worldwide and originated in quality control philosophy in the United States in the 1920's and 1930's before declining and then coming back in the 1980's with Deming and Juran two American quality control advocates. So there is a pattern of decline as new managers forget old ideas and its not clear if Toyota can overcome this tendency completely, except to sustain the memory of what Toyota is and how they got here for as long as possible for a new generation of managers. And the risks to Toyota may also come from another direction to which Toyota may not pay as much attention which is the innovation that Americans are known for, and the innovative thinking mode is a bit different from the rigorous training of the total quality mode. ction ...