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.
Some of Charles Schulz’s fans blame the cartoon dog for ruining Peanuts. Here’s why they’re wrong.
It really was a dark and stormy night. On February 12, 2000, Charles Schulz—who had single-handedly drawn some 18,000 Peanuts comic strips, who refused to use assistants to ink or letter his comics, who vowed that after he quit, no new Peanuts strips would be made—died, taking to the grave, it seemed, any further adventures of the gang.
Hours later, his last Sunday strip came out with a farewell: “Charlie Brown, Snoopy, Linus, Lucy … How can I ever forget them.” By then, Peanuts was carried by more than 2,600 newspapers in 75 countries and read by some 300 million people. It had been going for five decades. Robert Thompson, a scholar of popular culture, called it “arguably the longest story told by a single artist in human history.”
Kids who are adopted have richer, more involved parents. They also have more behavior and attention problems. Why?
Being adopted can be one of the best things to happen to a kid. People who adopt tend to be wealthier than other parents, both because of self-selection and because of the adoption screening process. Adoptive parents tend to be better-educated and put more effort into raising their kids, as measured by things like eating family meals together, providing the child with books, and getting involved in their schools.
And yet, as rated by their teachers and tests, adopted children tend to have worse behavioral and academic outcomes in kindergarten and first grade than birth children do, according to a new research brief from the Institute for Family Studies written by psychologist Nicholas Zill.
A new tally of the those killed last month makes it the deadliest-ever disaster at the annual pilgrimage.
The death toll in last month’s Hajj stampede in Saudi Arabia is roughly double the number that the country first reported, the Associated Press is reporting.
The Saudi estimate of the disaster was 769, but the new estimate, based on an AP count, suggests that 1,453 people died in the stampede. This new number would make it the deadliest catastrophe in the history of the event.
The Hajj draws roughly 2 million pilgrims to Mecca each year, an observance that lends its host, Saudi Arabia, unrivaled prestige across the Muslim world. It also saddles the kingdom with billions of dollars of costs and logistical considerations. Over the course of the past 40 years, several of the pilgrimages have been marred by deaths caused from stampedes, the collapse of infrastructure, violence, and fires.
In a new book, the former Middle East peace negotiator Dennis Ross explores just how close Israel came to attacking Iran, and why Susan Rice accused Benjamin Netanyahu of throwing “everything but the n-word” at Barack Obama.
Updated on October 9, 2015 at 12:40 p.m.
When Israeli Prime Minister Benjamin Netanyahu arrives in Washington early next month for a meeting with President Obama, he should at least know that he is more popular in the White House than Vladimir Putin. But not by much.
This meeting will not reset the relationship between the two men in any significant way, and not only because Netanyahu has decided to troll Obama by accepting the Irving Kristol Award from the American Enterprise Institute on this same short trip. The meeting between the two leaders will most likely be businesslike and correct, but the gap between the two is essentially unbridgeable. From Netanyahu’s perspective, the hopelessly naive Obama broke a solemn promise to never allow Iran to cross the nuclear threshold. From Obama’s perspective, Netanyahu violated crucial norms of U.S.-Israel relations by publicly and bitterly criticizing an Iran deal that—from Obama’s perspective—protects Israel, and then by taking the nearly unprecedented step of organizing a partisan (and, by the way, losing and self-destructive) lobbying campaign against the deal on Capitol Hill.
The leaderless GOP begins its search for a speaker anew, starting with a campaign to draft Paul Ryan.
First Eric Cantor. Then John Boehner. Now Kevin McCarthy.
Conservatives in and out of Congress have, within a span of 15 months, tossed aside three of the four men most instrumental in the 2010 victory that gave Republicans their majority in the House. When the leaderless and divided party gathers on Friday to begin anew its search for a speaker, the biggest question will be whether that fourth man, Paul Ryan, will take a job that for the moment, only he can win.
Ryan, the 2012 vice presidential nominee and chairman of the powerful Ways and Means Committee, has for years resisted entreaties to run for speaker, citing the demands of the job on his young family and his desire to run the tax-writing panel, which he has called his “dream job.” And he did so again on Thursday, within minutes of McCarthy’s abrupt decision to abandon a race he had been favored to win. “I will not be a candidate for speaker,” Ryan tweeted. Yet the pressure kept coming. Lawmakers brought up his name throughout the day, and there were reports that Boehner himself had personally implored him to change his mind.
What’s the balance between preparing students for college and ensuring they aren’t killing themselves in the process?
Kids who go to elite private high schools enjoy lots of advantages. They have access to the most challenging academic classes at reputable institutions, with staffs that are well-equipped to help them prepare for college. Parents pay an average of $10,000 per year to ensure their kids this privilege.
And yet the rigor that these opportunities demand can come with an extra cost for the students themselves. A recent study surveyed and interviewed students at a handful of these high schools and found that about half of them are chronically stressed. The results aren’t surprising—between the homework required for Advanced Placement classes, sports practices, extracurricular activities like music and student government, and SAT prep, the fortunate kids who have access to these opportunities don’t have much downtime these days. These experiences can cause kids to burn out by the time they get to college, or to feel the psychological and physical effects of stress for much of their adult lives, says Marya Gwadz, a senior research scientist at the New York University College of Nursing.
Forget the Common Core, Finland’s youngsters are in charge of determining what happens in the classroom.
“The changes to kindergarten make me sick,” a veteran teacher in Arkansas recently admitted to me. “Think about what you did in first grade—that’s what my 5-year-old babies are expected to do.”
The difference between first grade and kindergarten may not seem like much, but what I remember about my first-grade experience in the mid-90s doesn’t match the kindergarten she described in her email: three and a half hours of daily literacy instruction, an hour and a half of daily math instruction, 20 minutes of daily “physical activity time” (officially banned from being called “recess”) and two 56-question standardized tests in literacy and math—on the fourth week of school.
That American friend—who teaches 20 students without an aide—has fought to integrate 30 minutes of “station time” into the literacy block, which includes “blocks, science, magnetic letters, play dough with letter stamps to practice words, books, and storytelling.” But the most controversial area of her classroom isn’t the blocks nor the stamps: Rather, it’s the “house station with dolls and toy food”—items her district tried to remove last year. The implication was clear: There’s no time for play in kindergarten anymore.
A new report details a black market in nuclear materials.
On Wednesday, the Associated Press published a horrifying report about criminal networks in the former Soviet Union trying to sell “radioactive material to Middle Eastern extremists.” At the center of these cases, of which the AP learned of four in the past five years, was a “thriving black market in nuclear materials” in a “tiny and impoverished Eastern European country”: Moldova.
It’s a new iteration of an old problem with a familiar geography. The breakup of the Soviet Union left a superpower’s worth of nuclear weapons scattered across several countries without a superpower’s capacity to keep track of them. When Harvard’s Graham Allison flagged this problem in 1996, he wrote that the collapse of Russia’s “command-and-control society” left nothing secure. To wit:
It leaves people bed-bound and drives some to suicide, but there's little research money devoted to the disease. Now, change is coming, thanks to the patients themselves.
This past July, Brian Vastag, a former science reporter, placed an op-ed with his former employer, the Washington Post. It was an open letter to the National Institutes of Health director Francis Collins, a man Vastag had formerly used as a source on his beat.
“I’ve been felled by the most forlorn of orphan illnesses,” Vastag wrote. “At 43, my productive life may well be over.”
There was no cure for his disease, known by some as chronic fatigue syndrome, Vastag wrote, and little NIH funding available to search for one. Would Collins step up and change that?
“As the leader of our nation’s medical research enterprise, you have a decision to make,” he wrote. “Do you want the NIH to be part of these solutions, or will the nation’s medical research agency continue to be part of the problem?”
American politicians are now eager to disown a failed criminal-justice system that’s left the U.S. with the largest incarcerated population in the world. But they've failed to reckon with history. Fifty years after Daniel Patrick Moynihan’s report “The Negro Family” tragically helped create this system, it's time to reclaim his original intent.
By his own lights, Daniel Patrick Moynihan, ambassador, senator, sociologist, and itinerant American intellectual, was the product of a broken home and a pathological family. He was born in 1927 in Tulsa, Oklahoma, but raised mostly in New York City. When Moynihan was 10 years old, his father, John, left the family, plunging it into poverty. Moynihan’s mother, Margaret, remarried, had another child, divorced, moved to Indiana to stay with relatives, then returned to New York, where she worked as a nurse. Moynihan’s childhood—a tangle of poverty, remarriage, relocation, and single motherhood—contrasted starkly with the idyllic American family life he would later extol.