Three years ago, China was set for a green auto revolution. But the country's electricity-powered car industry is in stasis.
When Warren Buffett in 2008 bought 10% of Chinese car and battery maker BYD (acronym stands for Build Your Dreams), many thought it was the dawning of the Chinese electric vehicles (EVs) age. That "golden era" may yet arrive. Eventually. But in the interim, that dream has mutated into something of a nightmare ensnared in interest group politics and lack of clear strategies.
Take BYD, whose current fate--because it is considered a private sector leader in the EV game--reflects conditions of the embryonic industry at large. A string of negative press has not helped its prospects. For example, Bloomberg reported in September that the Shenzhen-based company is planning to issue nearly $1 billion of bonds as it comes under pressure to pay back debt and as sales of its sedans dwindle. Then in late October, BusinessWeek followed with a piece that said BYD America has not only delayed opening its operations, it has also under-delivered in the number of jobs it claimed it will create in Los Angeles. (The subtext here: "see, Chinese investment in the US does not create 'green-collar' jobs!") Of course, BYD's troubles in the U.S. are linked to its sub-optimal performance in the domestic Chinese market.
Indeed, BYD has likely sold more of its fully electric and hybrid vehicles to government entities than to actual Chinese consumers. Even with limited consumer subsidies, the E6 all-electric model will still cost around 250,000 yuan, or nearly $40,000--sticker shock for the average Chinese consumer in the market for a car that gets you from point A to B. And that's all on top of percolating questions over the soundness of its battery technology.
Beyond BYD, the rest of the industry appears to remain more or less in stasis, with more talk than action. In the department of exaggerated/misleading headlines, this China Dailypiece trumpets "Electric taxis to triple in Beijing next year". But what does that actually mean?
Beijing will increase the number of its fleet of electric taxis from 50 to 150 by May 2012, said an official from Yanqing, a county in northwestern Beijing where an electric car pilot operation is underway.
The program in Yanqing is the biggest of its kind in North China, said Wu Shijiang, vice director of the transportation bureau of the county. The 50 electric taxis in operation were developed by Beiqi Foton Motor Co Ltd, the biggest commercial vehicle manufacturer in China in terms of production and sales.
So that's 150 taxis among how many tens of thousands in Beijing? And reading between the lines, this "county official" is clearly promoting local business interests to garner the attention of higher-level officials. In the absence of an official nod from the Beijing government, it is not entirely clear whether these taxis will even be used at all.
The state of EV development in China is hardly solely the fault of industry or technology. The central government shares a large part of the blame, as it has sent confusing and vacillating signals that confound industry and confuse the market. Despite what initially appeared to be fervent support for EVs, the top leadership has poured some cold water on the sector with recent comments. Premier Wen Jiabao, speaking at a national science and technology association conference in May, all but admitted that the leadership itself is unsure about the future direction of the EV industry and that issues ranging from strategy to core technology still need to be resolved.
Wen's comments explain why the ten-year plan on alternative energy vehicles development, which was intended to be released this year, has remained under wraps. That plan was supposed to be one major pillar of China's 21st century industrial policy through 2020 and considered a "strategic emerging industry". It appears that major disagreements at the top are driven by a generous helping of bureaucratic interest conflicts. According to the Economic Observer, the Ministry of Industry and Information Technology is pushing for the simultaneous development of fuel efficient cars and EVs; the Ministry of Science and Technology is obsessed with promoting EVs from a narrow technological standpoint; and the National Development and Reform Commission seems to support hybrids as a transitional phase toward singular focus on EVs.
Industry is complicit in complicating an already complex situation. Given Beijing's incessant touting of the trillions of investment that will flow to new strategic sectors over the next five years, including EVs, automakers and even major state-owned enterprises (SOEs) do not want to be denied a piece of the money pie. The auto industry already formed its own EV association, only to be followed by the formation of an SOE-dominated EV group that includes the likes of State Grid and the national oil companies. Why the oil companies? Because the "big two"--CNPC and Sinopec--control the vast majority of downstream gas stations, they believe there is profit to be made in retrofitting gas stations to EV charging stations. No one wants to cede ground in case the money spigot starts flowing RMBs.
The government, in essence, is stuck. Walking back on the entire EV program is impossible. But full-throttle ahead at this point seems unrealistic given that no one can decide on a clear path forward. Moreover, the government is most likely correct in assessing that blind pursuit of this program with little foresight can lead to irrational exuberance like what happened with the wind industry.
I have not been particularly bullish on the Chinese EV sector's near-term prospects, and it's unclear to me whether developing an auto industry on par with Japan, Germany, or the US even makes sense from China's macro development standpoint. (In this respect, I agree with Zhu Rongji's harsh assessment of creating a domestic auto industry.) Introducing EVs into the Beijing taxi fleet may help mitigate horrendous and unpredictable air pollution, but they won't alleviate the worsening traffic bottlenecks that now regularly choke the city. Even if EVs reduce air pollution, charging them could mean more coal usage--since China is primarily a coal-powered economy--that offset whatever carbon reduction benefits derived from less gasoline consumption in the transport sector. But wait, there's also "indigenous innovation", and wouldn't leading battery technology go a long way toward that goal? Paradoxical objectives, pulled along by powerful interests in different directions, explain much of China's story these days.
Whatever the outcome of this uncertainty, one thing is clear: what was once hailed as a potential EV revolution in China is turning out to be more akin to an incremental evolution.
Damien Ma is a fellow at the Paulson Institute, where he focuses on investment and policy programs, and on the Institute's research and think-tank activities. Previously, he was a lead China analyst at Eurasia Group, a political risk research and advisory firm.
No one will ever find a closer exoplanet—now the race is on to see if there is life on its surface.
One hundred and one years ago this October, a Scottish astronomer named Robert Innes pointed a camera at a grouping of stars near the Southern Cross, the defining feature of the night skies above his adopted Johannesburg. He was looking for a small companion to Alpha Centauri, our closest neighboring star system.
Hunched over glass photographic plates, Innes teased out a signal. Across five years of images, a small, faint star moved, wiggling on the sky. It shifted just as much as Alpha Centauri, suggesting its fate was intertwined with that binary system. But this small star was closer to the sun than Alpha. Innes suggested calling it Proxima Centauri, using the Latin word for “nearest.”
The dim red star soon entered the collective imagination, inspiring dreams of interstellar travel. Gravity has linked the star to the Alpha Centauri system, but our culture of science and storytelling has linked it to the solar system. Today, that link will grow stronger, when an international team of astronomers announces that this nearest of stars also hosts the closest exoplanet, one that might look a whole lot like Earth.
A new anatomical understanding of how movement controls the body’s stress response system
Elite tennis players have an uncanny ability to clear their heads after making errors. They constantly move on and start fresh for the next point. They can’t afford to dwell on mistakes.
Peter Strick is not a professional tennis player. He’s a distinguished professor and chair of the department of neurobiology at the University of Pittsburgh Brain Institute. He’s the sort of person to dwell on mistakes, however small.
“My kids would tell me, dad, you ought to take up pilates. Do some yoga,” he said. “But I’d say, as far as I’m concerned, there's no scientific evidence that this is going to help me.”
Still, the meticulous skeptic espoused more of a tennis approach to dealing with stressful situations: Just teach yourself to move on. Of course there is evidence that ties practicing yoga to good health, but not the sort that convinced Strick. Studies show correlations between the two, but he needed a physiological mechanism to explain the relationship. Vague conjecture that yoga “decreases stress” wasn’t sufficient. How? Simply by distracting the mind?
Do mission-driven organizations with tight budgets have any choice but to demand long, unpaid hours of their staffs?
Earlier this year, at the encouragement of President Obama, the Department of Labor finalized the most significant update to the federal rules on overtime in decades. The new rules will more than double the salary threshold for guaranteed overtime pay, from about $23,000 to $47,476. Once the rules go into effect this December, millions of employees who make less than that will be guaranteed overtime pay under the law when they work more than 40 hours a week.
Unsurprisingly, some business lobbies and conservatives disparaged the rule as unduly burdensome. But pushback also came from what might have been an unexpected source: a progressive nonprofit called the U.S. Public Interest Research Group (PIRG). “Doubling the minimum salary to $47,476 is especially unrealistic for non-profit, cause-oriented organizations,” U.S. PIRG said in a statement. “[T]o cover higher staffing costs forced upon us under the rule, we will be forced to hire fewer staff and limit the hours those staff can work—all while the well-funded special interests that we're up against will simply spend more.”
City dwellers spend nearly every moment of every day awash in wi-fi signals. Homes, streets, businesses, and office buildings are constantly blasting wireless signals every which way for the benefit of nearby phones, tablets, laptops, wearables, and other connected paraphernalia.
When those devices connect to a router, they send requests for information—a weather forecast, the latest sports scores, a news article—and, in turn, receive that data, all over the air. As it communicates with the devices, the router is also gathering information about how its signals are traveling through the air, and whether they’re being disrupted by obstacles or interference. With that data, the router can make small adjustments to communicate more reliably with the devices it’s connected to.
This much is obvious: Young people don’t buy homes like they used to.
In the aftermath of the recession and weak recovery, the share of 18- to- 34 year olds—a.k.a.: Millennials—who own a home has fallen to a 30-year low. For the first time on record going back more than a century, young people are now more likely to live with their parents than with a spouse.
It’s become en vogue to argue that young people’s turn against homeownership might be a good thing. After all, houses are not always dependable investment vehicles, a lesson the country learned all too painfully after the Great Recession. Without being anchored to any one city from their mid-20s and into their 30s, young people who don’t own are free to roam about the country in search of the best jobs. What’s more, given the copious advantages of a college degree in this economy, perhaps many young people could be commended for investing in their intelligence, professional networks, and abilities rather than devote that same income to a roof, floor, and furniture.
If his administration gets its way, it would be even easier for future commanders in chief to take military action without approval from Congress.
President Obama has been emphatically warning Americans about the dangers of a Trump presidency. But these warnings divert attention from a much darker reality. His Justice Department is in fact pushing the law in a direction that will enable the next president to declare war against any “terrorist” group or nation without the consent of Congress.
This reality is clear from the Department’s response to a lawsuit challenging the legality of Obama’s war against the Islamic State.
In 1973, Congress passed the War Powers Resolution over President Richard Nixon’s veto. It represented the culmination of a national effort to prevent future presidents from repeating Nixon’s unilateral escalations in Vietnam. The Resolution provides that, when a president commits American forces to a new military engagement, he has 60 days to gain the explicit authorization of Congress for the war. If Congress refuses its consent, the Resolution requires the commander in chief to withdraw his forces from the battlefield within the next 30 days.
A new survey suggests the logistics of going to services can be the biggest barrier to participation—and Americans’ faith in religious institutions is declining.
The standard narrative of American religious decline goes something like this: A few hundred years ago, European and American intellectuals began doubting the validity of God as an explanatory mechanism for natural life. As science became a more widely accepted method for investigating and understanding the physical world, religion became a less viable way of thinking—not just about medicine and mechanics, but also culture and politics and economics and every other sphere of public life. As the United States became more secular, people slowly began drifting away from faith.
Of course, this tale is not just reductive—it’s arguably inaccurate, in that it seems to capture neither the reasons nor the reality behind contemporary American belief. For one thing, the U.S. is still overwhelmingly religious, despite years of predictions about religion’s demise. A significant number of people who don’t identify with any particular faith group still say they believe in God, and roughly 40 percent pray daily or weekly. While there have been changes in this kind of private belief and practice, the most significant shift has been in the way people publicly practice their faith: Americans, and particularly young Americans, are less likely to attend services or identify with a religious group than they have at any time in recent memory.
In his 1945 article “The Economic Organisation of a P.O.W. Camp,” the British economist R.A. Radford recounted his experiences within the informal system of barter among prisoners at Stalag VII-A, a German camp on the outskirts of Munich during the Second World War. Using supplies delivered by the Red Cross, some prisoners moved between different nationalities’ encampments, buying tea for cheap from the French (who tended to prefer coffee) and then selling it to the British (whose affection for tea is a matter of centuries-old lore). Meanwhile, imprisoned Gurkha soldiers from South Asia sought out tins of vegetables and bartered them for corned beef.
Radford’s account, which was compellingly retold by Ray Fisman and Tim Sullivan in their recent book The Inner Lives of Markets, explains that, in the absence of paper money, prisoners had to pick another currency to enable their transactions: cigarettes. “A ration of margarine might be bought for seven cigarettes, the equivalent, for instance, of one and a half chocolate bars, and so on,” Fisman and Sullivan write. “For the most part, prices were well known and consistent among the camp’s many huts that acted as local markets.”
Donald Trump’s campaign manager says he’s actually winning, thanks to “undercover” supporters. Plenty of past presidential hopefuls have mistakenly believed the same.
A candidate or operative on a campaign that's losing has three options: despair; accept what’s happening and try to fix it; or deny. Right now, the Donald Trump campaign is exhibiting all three.
For despair, there are the staffers who are reportedly “suicidal” inside Trump Tower, and those who have simply quit. For acceptance, Trump himself has admitted he’s in trouble. But newly promoted campaign manager Kellyanne Conway is taking the denial route.
“Donald Trump performs consistently better in online polling where a human being is not talking to another human being about what he or she may do in the election,” she told the British outlet Channel 4. “It’s because it’s become socially desirable, if you’re a college educated person in the United States of America, to say that you’re against Donald Trump.”