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Insomnia Costs America $63 Billion A Year: Study

by Simon McCormack on September 1, 2011

Huffington Post…

A new study finds that nearly a quarter of American workers experience some form of insomnia, and the disorder is costing the country billions of dollars in lost productivity. Health.com notes that the study , conducted by researchers at Harvard Medical School, surveyed 7,428 employed workers across the country. They discovered that 23 percent had insomnia-related problems, including difficulty falling asleep or nighttime waking, at least three times a week during the previous month. The study also found that insomniacs were so tired during work that they cost their employers about eight days of work per year. That translates to about $2,280 per person. If you expand those results to the entire country, the study found that insomnia costs the U.S. economy about $63 billion annually. Given these results, the study’s researchers say employers may want to implement screening policies for insomnia, similar to the ones already in place for other medical conditions, according to All Headlines. “Now that we know how much insomnia costs the American workplace, the question for employers is whether the price of intervention is worthwhile,” study author Dr. Ronald C. Kessler told CBS. “Can U.S. employers afford not to address insomnia in the workplace?” RELATED VIDEO:

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Insomnia Costs America $63 Billion A Year: Study

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Huffington Post…

The United States may have to grapple with the highest overall costs for natural disasters, but other emerging nations face other social and economic risks, according to a new report. Released Wednesday by British risk analysis firm Maplecroft , the 2011 Natural Hazards Risk Atlas ranks 196 countries based on economic exposure to disasters including earthquakes, tsunamis and floods. As the AFP is reporting , both the U.S. and Japan were deemed at “extreme risk” with regard to overall costs from a natural disaster, but emerging economies pose a greater risk to investors simply due to lack of capacity to combat environmental and social impacts. “The emerging economies, although buoyant with growth, lack the socio-economic conditions to limit their disaster risk. This lack of resilience could threaten their economic growth and the extent to which businesses with operations there hope to flourish,” Maplecroft CEO Alyson Warhurst said in a press release. So far, 2011′s natural hazards — from Japan’s devastating tsunami to the deadly tornadoes throughout much of the U.S. — have been more costly to the world economy than any other year on record, contributing to a massive $265 billion total for the first six months of the year, according to Maplecroft officials. View more information about the report, including additional rankings, here . View a selection of countries and see how their economic exposure ranks below:

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PHOTOS: Nations Most Exposed To Natural Disasters

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iPhone Customers Gear Up For Class Action Suit Against Apple

July 16, 2011

SEOUL, South Korea — A South Korean lawyer who is an avid user of the iPhone is waging a privacy battle against Apple Inc. over the device’s tracking capabilities. Kim Hyeong-seok said Friday he has gotten at least 16,000 people in South Korea to join him in a class-action lawsuit he plans to file against the company in a Seoul court in early August. The 36-year-old international trade and business attorney has already gotten Apple’s Korean unit to pay him 1 million won ($945) over a lawsuit he took to a regional South Korean court in April. His complaint was that the iPhone’s tracking of users’ locations violated South Korea’s constitutional right to privacy and also caused him “mental stress.” That hasn’t stopped him from continuing to use his iPhone 4 as well as an iPad. “I like Apple,” Kim said in a phone interview from his office in the city of Changwon, located about 240 miles (380 kilometers) southeast of Seoul. In fact, Kim says he is afflicted with “Apple mania.” But he adds his legal fight is about “right or wrong.” Apple spokesman Steve Park in Seoul could not immediately be reached for comment. Kim said that he plans to file the class-action lawsuit in Seoul sometime during the first three days of August and that the targets will be both Apple Korea as well as Cupertino, California-based Apple Inc. The suit will seek 1 million won in damages for each participant, he said. Kim’s fight comes as the iPhone has shaken up the South Korean mobile phone market since it went on sale in November 2009. The phone has unleashed a smartphone war and prompted local companies Samsung Electronics Co. and LG Electronics Inc. to raise their games. Samsung has challenged the iPhone with its Galaxy line of Android-based smartphones while LG has been pushing its Optimus line. Kim began his legal fight in April after reading that iPhones could store data which could potentially be used to track the movements of users. He filed a lawsuit in the local Changwon District Court seeking damages. Kim said the court ruled in his favor in May and awarded him the monetary damage he sought. The company did not contest the ruling and Apple Korea paid the money on June 27, Kim said. A Changwon District Court spokesman confirmed the ruling and payment. Kim said he believes the payment was the first Apple has made anywhere in the world regarding the tracking issue, which surfaced in April. South Korea’s Yonhap news agency reported it was the first in South Korea. Apple admitted that iPhones were storing the locations of nearby cellphone towers and Wi-Fi hot spots for up to a year. Such data can be used to create a rough map of the device owner’s movements. Apple also faces another legal challenge in South Korea. A total of 29 iPhone users filed a class-action lawsuit over the tracking issue in late April, Yonhap news agency reported. __ Associated Press writer May Cho contributed to this report.

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Efforts To Lower Health Costs, Improve Care

July 15, 2011

At Utah-based Intermountain Healthcare, comparative research made physicians realize that inducing early childbirth in healthy women created unnecessary and costly risks for newborns. Artificially induced deliveries had become an accepted way to make childbirth fit busy personal schedules. The practice has health risks, but the average doctor saw only one or two cases a year wind up in a neonatal intensive care unit. “It was such a low number,” said Greg Poulsen, a senior vice president with the nonprofit system. “In the physician’s own practice, it would be impossible to identify a trend.” About four years ago, Intermountain started comparing data on births induced after a full 39-week pregnancy to births induced one to two weeks early. The results showed the need for intensive care in babies with respiratory problems were twice as high at 38 weeks and five times as high at 37 weeks. “Suddenly, the data was just very clear that we were putting people at risk by doing an induction prior to 39 weeks,” Poulsen said. “And once the docs saw that data, they said: Whoa! We had no idea!” The findings prompted Intermountain to limit induced births for healthy women before 39 weeks in the 18 hospitals with maternity wards within its system. Intermountain has 23 hospitals overall. As a result, about 500 newborns avoided breathing problems and the ICU over the following year, sparing parents the grueling sight of their infant on a ventilator and saving at least $1 million a year in unnecessary medical costs for families and insurers. Fewer inductions also led to fewer caesarean sections. That reduced risk and brought even more savings because C-sections, the most common surgery in the United States, can cost twice as much as vaginal deliveries and lead to medical complications for children. Intermountain, which has 360 doctors delivering babies, said the reduced C-section rate delivered about $46 million in savings compared with the national average in 2008. Poulsen’s story is just one example of the individual efforts to contain costs within the $2.3 trillion U.S. healthcare system. Employers, insurance companies and doctors nationwide are trying to find savings on medical services. But the effort is largely piecemeal so far. Policy experts say a systemic approach is needed to prevent these costs from sinking the economy. While a new U.S. healthcare law includes provisions that might lead to lower spending — such as a focus on preventive medicine and research grants to study the most effective forms of treatment — it’s main goal is to extend access to millions of Americans. Analysts say the country’s leaders are still years away from taking the job of reining in underlying health costs seriously, even as Republicans and Democrats argue over ways to cut government spending on healthcare in deficit talks. BEST HOPE FOR CHANGE “Everybody agrees, from right to left, that something has to be done. If the federal government doesn’t do something, the entire economy will be at risk,” said Susan Tanaka of the nonpartisan New York-based Peter G. Peterson Foundation. Neither lawmakers nor the White House are likely to undertake a new concerted effort to find a solution until after the 2012 presidential election. They are wary of the setbacks that Democrats saw in crafting President Barack Obama’s healthcare law and that Republicans faced after proposing changes to the Medicare program for the elderly. In the interim, the best hope for change might be strategies such as those employed at Intermountain, which seeks to coordinate care through medical teams whose job is to find the best practices for keeping patients healthy and curbing costs. Similar innovations have taken root elsewhere. An example is Group Health Cooperative, a Seattle-based nonprofit system that provides both health insurance and medical care. Its vertical integration — linking doctors, hospitals and insurance coverage in a single system — eliminates the fee-for-service incentives many blame for sky-high healthcare costs elsewhere. The cost of a C-section at a Group Health hospital can average between $7,100 and $9,400, compared with an average statewide range of $15,200 to $21,600, according to data compiled by the Washington State Hospital Association. Health insurance companies such as UnitedHealth Group Inc and Aetna Inc are building incentives for primary and preventive care and acquiring clinics and small networks of physicians to have full control over how healthcare services are delivered. “If we don’t change, it’s a bleak picture. There’s no question. But there are some glimmers of hope,” said Dr. Elliott Fisher of Dartmouth Medical School, a leading voice in healthcare reform. “A year or two from now, we will have a firm foundation to come back to Congress and say there are things you could do now to move further in this direction.” 2013 Healthcare costs make up 16.5 percent of U.S. GDP and are projected to equal more than one-quarter of the economy by 2035, according to the nonpartisan Congressional Budget Office. By contrast, healthcare costs were only 4.8 percent of GDP in 1960 and 9.8 percent in 1985. The CBO’s 2011 report, which notes it is difficult to make accurate long-term cost projections, warns that spiraling health costs would probably slow only as a result of higher costs, less access for most households and tighter state Medicaid eligibility for poor families, unless U.S. law is changed. Analysts say any deal to close the U.S. government’s $1.4 trillion annual budget deficit would also suffer repercussions if the government took no action to control rising healthcare costs that are driving growth in Medicare and Medicaid. “Failure to address healthcare will make the solution inevitably more painful,” said Paul Ginsburg of the nonpartisan Washington-based Center for Studying Health System Change. “It will mean more spending cuts in other areas. It will eventually, despite what Republicans say, lead to higher tax rates. Because the alternative is a bankrupt country.” The difficulty lies in attacking healthcare costs broadly without hurting individual patients’ access and quality of care. It also raises the prospect of a new showdown between Republicans, who see deregulation and market competition as the best lever for curbing costs, and Democrats who favor government intervention. When might those battles begin? “2013,” said Joseph Antos of the conservative American Enterprise Institute. “There’s going to be a hue and cry for somebody to do something. Even Republicans, who used to shy away from health, they’re going to be on this whether they’re the minority or not.” Copyright 2011 Thomson Reuters. Click for Restrictions .

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Partners, Not Adversaries: The Federal Reserve’s Role In The Financial Collapse

May 24, 2011

This is an adaptation from “Reckless Endangerment”, an exploration of the origins of the recent financial crisis, by Gretchen Morgenson and Joshua Rosner. The book will be published today by Times Books. This excerpt examines the cozy relationship between Alan Greenspan’s Federal Reserve and the banks the Fed was charged with regulating. This is the second of three excerpts . To regulators at the Federal Reserve Board , the financial crisis of 1998 and the collapse of the giant hedge fund Long-Term Capital Management had been an undeniably terrifying event. Officials at the prestigious New York Fed knew how extraordinary it had been for them to help the hedge fund; they were sensitive to the fact that they had aided in a speculator’s rescue and worked hard to downplay their role. In the months and years after the rescue, many Fed officials spoke publicly of the lessons to be learned from the disaster. Chief among them were the dangers of increasingly interconnected world markets and economies and the threats of institutions that had grown so large that their failures could imperil the entire financial system. “It was a humbling and enlightening experience for us all,” said Roger Ferguson , a member of the Board of Governors of the Federal Reserve, in a 1998 speech touching on the Long-Term Capital rescue. “It should cause all of us to reassess our practices and our views about the underlying nature of market risks.” But this advice appears to have been for public consumption only because it went unheeded, especially within Ferguson’s own organization. Indeed, the Fed seemed to have conducted precious little soul-searching as the 1998 crisis receded into the mists of investors’ memories. One big reason everyone felt they could move on from the LTCM mess was the stupendous performance of the stock market, especially the technology sector. It is an investing truth that rising markets create complacency and in late 1998, with the Dow Jones Industrial Average marching inexorably to the never-before-scaled 10,000 level, investors were especially unfazed. The index of 30 industrial stocks had started off the 1990s at 2,753, but in March 1999 it closed above 10,000 for the first time. It was a bubble that would create tens of billions in losses and considerable angst when it popped in 2000. But while the good times were rolling, top financial regulators like Alan Greenspan exulted over the wonders of technological advancements. Although it was obvious to many that the technology stock mania would end badly, Greenspan and his colleagues at the Fed refused to tamp down the euphoria. They could have raised margin requirements, for example, increasing the amount of their own money investors had to put up to buy stock using borrowed funds. Even as they ignored the stock market bubble, these very regulators were laying the groundwork for a subsequent, far more virulent mania in the credit markets — which helped finance, among other things, mortgages and home ownership. Regulators did this by siding with the banks that wanted to loosen the capital strings that bound them, too tightly they thought, in this brave new world. Unfettered capitalism coupled with the ownership society— where individuals were invited to participate in the wealth creation engine of the financial markets— had become a potent combination. It had produced riches for corporate executives and considerable wealth for individuals, and had replaced federal deficits with an unheard-of government surplus, generated largely from taxes paid by investors on their market gains. The belief that the free market could police itself better than any government regulator had already taken hold. So, even as Ferguson and other Federal Reserve officials paid lip service to the important lessons of the 1998 crisis, their actions showed that they ignored those lessons. Instead of heightening the scrutiny of risky practices among the big banks they oversaw, the Fed backed these institutions’ desires to reduce capital requirements and increase their leverage and profits. Instead of reining in financial institutions in areas that could result in losses, Fed officials loosened them. In other words, the Fed was busy becoming a pushover, not a policeman. “It was explicit in those years, if you worked inside the Fed, that you were partners with the banks,” said a former Fed official. “You were not adversaries.” One of the banks’ crucial partners at the Fed, albeit behind the scenes, was Ferguson, the vice chairman. From 1997, when he joined the Federal Reserve as a governor, until he resigned to return to the private sector in 2006, Ferguson was a strong advocate for the banks among global financial regulators. President Clinton appointed Ferguson vice chairman of the Fed in 1999. He began his career as a lawyer at Davis, Polk & Wardwell, advising some of the nation’s largest banks on mergers and acquisitions, initial public offerings, and syndicated loans. Davis, Polk was closely linked to the Fed; years later, during the financial maelstrom of 2008, the firm would advise the New York Fed on its various bailouts. Ferguson was also the Fed’s point man on the Basel Committee, the group of central bankers and international financial regulators that met regularly to discuss and hammer out international banking standards. And according to those who interacted with Ferguson in this capacity, he consistently pushed for rule changes requested by the nation’s largest banks and that were beneficial to them. In 1998, when the Fed governors voted 5-0 to approve the mega-merger of Citibank and Travelers , Ferguson abstained. His wife, Annette Nazareth , was a managing director at Smith Barney, a Travelers unit, when the application was being considered. In a speech in October 1999 to the Bond Market Association in New York City, Ferguson outlined his preference for less, not more, regulation. “Heavier supervision and regulation of banks and other financial firms is not a solution, despite the size of some institutions today and their potential for contributing to systemic risk,” he said. “Increased oversight can undermine market discipline and contribute to moral hazard. Less reliance on governments and more on market forces is the key to preparing the financial system for the next millennium.” A belief had arisen during the late 1990s that bankers had so improved their risk-management and loss-prediction techniques that regulators could rely on the banks to decide how much extra funding they needed to keep in their coffers in case of a financial downturn — a surplus guided by regulatory measurements known as “capital standards.” Not everyone agreed that it was prudent to rely on the banks themselves for guidance — certainly the FDIC rejected the notion. But the Fed was among those regulators who were more than willing to put the bankers in the driver’s seat. Others were the Office of Thrift Supervision , which oversaw savings banks, and the Comptroller of the Currency , which scrutinized large national banks. Executives at the big banks knew that their profits would be bolstered if they could reduce the amount of money regulators required them to set aside for problem loans. Smaller set-asides meant more money to be deployed in lending or purchases of income- producing securities. Banks also recognized that higher profits meant loftier executive pay. But reducing capital requirements would also leave the banks in a more perilous position if their loans and investments went bad. And thanks to the elimination of Glass-Steagall , banks were now allowed to extend and expand their operations almost without limit. Such expansion increased the likelihood of losses in the years ahead. The Fed bought into the banks’ argument that because losses and bank failures had been rare during the mid-to-late ’90s, this was evidence that these institutions had become better at managing their risk taking. Top Fed officials ignored one of the most basic lessons in economics — that even though the sun may be shining today, you should set aside money for the inevitable rainstorm. Others, such as Chairman Greenspan, seemed to have consciously decided that because it rained so infrequently, it wasn’t worth discussing such an outcome. In a 2000 speech, he said: “We have chosen capital standards that by any stretch of the imagination cannot protect against all potential adverse loss outcomes. There is implicit in this exercise the admission that, in certain episodes, problems at commercial banks and other financial institutions, when their risk-management systems prove inadequate, will be handled by central banks.” In a May 2002 speech in Lexington, Va., Ferguson weighed in: “Any regulatory capital standard must, of course, require banks to hold an amount of capital sufficient to get them through, not the worst imaginable, but nevertheless rough times. Competition within the industry and among banking systems of different countries often presses for less. Such pressures must be resisted.” But internally, at meetings in which the new standards were discussed among regulators and market participants, granting the banks’ wishes seemed to be the Fed’s priority, according to a regular attendee. The Fed concluded that regulators could use banks’ own risk metrics to devise capital requirements because the regulator started from the position that these institutions had learned to estimate losses more reliably than they had in the past. To some outside the Fed, relying on banks’ figures represented, at best, a delegation of an important oversight task and, at worst, a dereliction of duty. “They were going to the industry to get a lot of the data,” the fellow regulator said. “They were calibrating their formulas off the banks’ data. The Fed would have been hard-pressed to even come up with the estimates because only the banks really had the data.” Some regulators argued that instead of relying on banks’ estimates of future losses, a better approach would be to determine capital requirements using actual losses that the banks had experienced in the 1980s and 1990s. Applying those real and painful losses to the equation, officials at the FDIC concluded that the new capital requirements left little room for error if banks experienced losses outside their own estimates. “The Fed’s worldview was dominated by the big banks,” the fellow regulator said. “If you look back at all the things that were done, all the rulemaking was in the same direction — that the banks knew what they were doing and we needed to rely more on their internal systems.” This view came through loud and clear in meetings at the New York Fed’s wood-paneled boardroom where regulators and the big banks discussed the new capital requirements. According to a regulatory official who attended these meetings, the message transmitted to the banks was to fear not, the Fed was on their side. “At one of the first meetings I went to,” this official said, “there were people from the highest levels of all the regulatory agencies, both policy and staff, along with chief risk officers at the top 10 banks. The banks were told point-blank the changes were going to be attractive from a capital standpoint.” Although after the financial crisis occurred Ferguson denied that he and others at the Fed had transmitted a dual message, its existence could not have been clearer to participants in these meetings. In public speeches, at congressional hearings, Fed officials insisted it had no interest in reducing capital requirements. But behind the scenes, the message to the banks was an emphatic “we understand where you are coming from” and “we’re on your side,” one participant said. The Fed also angered its fellow regulators by maintaining a disturbing secrecy about the figures and formulas it was using to come up with the new capital requirements. According to people involved in the discussions, the Fed repeatedly pushed back against the FDIC’s desire to publish tables showing the range of effects that capital changes would have on different institutions. These tables showed how the big banks benefited from the proposed rule changes far more than small banks did. “When you publish a bunch of formulas with a lot of Greek letters it’s hard to understand what that means,” said one regulator involved in the battle. “They did not want to risk having the small banks get wind of the differences and raising a stink on Capitol Hill.” The FDIC prevailed, however, and the tables were included. As it happened, the credit crisis hit before many of the changes suggested by the Basel Committee and backed by the Fed could be implemented. But as banks wrote down hundreds of billions in bad loans and sought on-the-fly ways to press for accounting changes that would protect them from writing down hundreds of billions more, it was evident that relying on the banks’ loss estimates to reduce capital requirements would have been a disastrous decision. It would have made the crisis even more devastating than it was. The Fed’s determinedly bank-centric approach in the years leading up to the 2008 financial crisis meant banks were dangerously undercapitalized just when they most needed large cash cushions to protect against losses. But even after it had become clear that the Fed had been wrong to push for relaxed capital standards, the regulator continued to take a pro-bank worldview in its various rescues of big banks hobbled by bad credit decisions.

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David Paul: Oil Price Swings as a Dollar Hedge Pose a New Threat to Our Fiscal Future

May 19, 2011

The announcer on the radio gave the news: Oil prices fell back below $100, as the dollar strengthened…. That the price of oil would be a newsworthy event was not new. Since the OPEC oil embargo and gas lines of the 1970s, periodic high oil prices have made news, as they crimped the American pocketbook, and caused cascading political consequences. Last week, faced with the economic and political consequences of high gas prices, President Obama sidled up to the Drill, Baby, Drill camp and offered his support to measures to support domestic oil production. Increased domestic oil exploration and production is probably a good idea. After all, the U.S. is the largest consumer of oil, and both our national security and economic security would be enhanced by reduced dependency on oil imports. This, of course, has been the bi-partisan stance of presidential administrations dating back at least to the Nixon administration. And in terms of environmental impact, opposing oil production in the United States is not necessarily a laudable stance–if one’s concern is about global environmental impact–as production in Nigeria, for example, is certainly subject to lower environmental standards than would apply in South Dakota or Alaska. But the President’s call for increased domestic production and exploration did not reflect new insights on U.S. energy policy or how oil dependency affects our foreign policy and military engagement. The President, of course, was responding to the price of gasoline at the pump. This is a cyclical political script dating back forty years, which is pulled out of the can when gas prices rise. We need more production. We need more conservation. We need alternative sources of supply. Wind. Solar. Tar sands. Horizontal drilling. Hydraulic fracturing. The stuff we learn in those moments of pump price political pandering. The issue reached an extreme during the 2007-08 presidential primary season when oil prices surged upward. The candidates and political parties fulminated in high lather about cause and effect, supply and demand, and ultimately who was to blame for our pain. As Goldman Sachs predicted $200 oil, candidates vacillated between calls to eliminate the gas tax, to tax the speculators driving up the price or to drill, baby, drill. Then the price collapsed. Months before the economy came unglued in the fall of 2008, crude oil prices came back to earth. After peaking over $130 around July 4th, the price was back below $100 by Labor Day, and continued down. All the talk of drilling and T. Boone Pickens wind farms died away. This time, the storm abated before any legislation could be passed, so there was no new ethanol fiasco. No new oil shale tax credits. No new market distorting initiatives put in place by lobbyists for one industry or another seeking an opportunity to benefit from the public’s fleeting attention. Months later, the Commodity Futures Trading Commission settled the question of whether the price spike was driven by real or speculative demand. Outside of the public view, and far from the political limelight, the CFTC concluded that speculation was indeed the major factor in the price spike, as distinct from “natural” forces of supply and demand driven by economic growth and declining reserves. That is to say, demand for the consumption of oil was not the driver, but instead it was demand for oil contracts as a financial instrument. This conclusion is a salient one for our nation’s energy policy, and our monetary policy as well. It may seem to be a peculiar feature of the modern economy that commodity price speculation drives the welfare of families and individuals. But whether it is the American family planning a summer vacation or a fruit vendor far away in Tunisia, the prices of commodities traded in Chicago and other financial capitals do indeed touch daily life in the real world. This is not news. And it is not a modern day phenomenon, as commodity price speculation and hoarding have afflicted daily life throughout history, and Tunisia’s was not the first government to fall due to high food prices. Just ask Marie Antoinette. What is notably today is the direct linkage between currency trading and commodity markets. Oil prices fell back below $100, as the dollar strengthened…. As illustrated in the graph below, oil today has become the new asset class for hedging against dollar risk in global trading. Today, the U.S. dollar stands alone as the reserve currency of the world economy–the currency that nations use for investing their own reserves and for denominating commodity and other transactions. Despite efforts–such as the creation of the euro–to supplant the dominance of the dollar, no alternative has emerged. The structural flaws of the euro were exposed in the 2008 collapse, as the U.S. Federal Reserve emerged as the sole backstop for the global financial system. Japan’s economy remains weak and threatened by an aging population. The renminbi will not be a real currency for global trading purposes until China is willing to relinquish its managed peg and expose its economy to real market forces. As shown here, oil has become a nearly perfect hedge against fluctuations in the dollar. The peak price of oil–the red dashed line–in the summer of 2008 came just after the low point of the dollar that same year. The ensuing collapse in oil prices mirrored the rise in the dollar through the early months of the financial collapse. Then the price of oil moved upward–mirroring the rally in gold–as the dollar value declined once again in the wake of Federal Reserve policy driving liquidity into the banking system and the dollar downward through early this year. Then finally, as announced on the radio, the dollar is now rallying in anticipation of the end of QE2, and the oil price rise has abated. The linkage between monetary policy and oil prices raises questions for how a consistent domestic energy policy can be implemented if critical energy market price signals are distorted by linkages with monetary policy. Federal energy policies are presumably designed to spur investment into energy development–oil, gas and alternatives–but the such investments rely on the reliability of market pricing as an indicator of supply and demand equilibrium. If oil pricing increasingly reflects non-supply and demand factors, and is in part influenced by Federal Reserve policies and actions, there are significant ramifications for our energy policies. In simple terms, if the role of oil as an asset class can be expected to significantly affect the price of oil and add to price volatility over time, investors in energy industries will have to consider that volatility and those characteristics as much as actual supply and demand for energy as they consider investment decisions. The impact of the evolution of oil from a physical to a financial commodity is far reaching, as the decline in the value of the dollar and the correlated rise in oil pricing has most adversely impacted those nations whose currency is tied to the dollar. China is grappling with that challenge now. By adhering to a dollar peg and declining to float the renminbi, China has been forced to accept the inflationary consequences of growing energy costs. As illustrated here, cost escalation in the price of oil has been most significant for those whose currency is tied closest to the dollar. Accordingly, India and China saw major spikes in oil prices in their respective local currencies, both in 2008 and this year, as compared the modest impacts in the Euro, and negligible impacts in the Australian dollar. It may be that with the end of QE2, the dollar will stabilize, and with it the rhetorical drumbeat for new energy policies will subside. But the lesson should be internalized into our national debate over debt and deficits, as this same oil price shock that emerged from deliberate Fed policy to depress the value of the dollar will be visited upon us with greater ferocity should global bond markets finally give up on our ability to put our fiscal house in order, and leave us with a decline in the value of the currency–and accelerating energy costs– that is out of our control.

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Stephen Herrington: Retiring the National Debt by Not Destroying the Economy

May 9, 2011

The GOP proposes social spending cuts in order to fund tax cuts as a solution for our national debt. They, and the Beltway press, are undeterred by the OMB finding that their Paul Ryan-authored plan will do nothing of the sort. They are also undeterred by economists’ warnings that social spending cuts are the worst possible cuts in terms of economic impact, that they will shrink the economy and thus actually shrink revenues and make the deficit worse rather than better. Retiring the national debt shouldn’t even be an issue. The national debt as a percent of GDP has been higher in the the past and we survived. The key to that survival was to grow the economy. What we should be talking about instead of debt is how to grow the economy and create jobs. In a growing economy, the extraordinary debt of two wars and corporate banking disasters will essentially take care of itself over time. As Simon Johnson ably points out in his recent New York Times article , the U.S. has always been in debt and the only real issue, now or ever, is which political perspective on debt works, conservative or progressive. For the last thirty years, U.S. levels of spending, taxation and borrowing have been unusual, but a consistent theme has emerged. The Republicans run up the debt while they are in charge and blame the Democrats for it when the Democrats are in charge. Reagan exploded the debt with tax cuts and doubling of defense spending. Then, when Clinton took office, the GOP howled about the debt being too high. Bush took the Clinton surplus and blew it on more tax cuts and another doubling of defense spending. Now Obama is getting the same treatment that Clinton got from the GOP, being blamed for GOP’s own fiscal and regulatory irresponsibility. The pattern is obvious and obviously political. There is no analytical basis for the debt hysteria that has infected both Capitol Hill and the press reporting on it. We have had huge amounts of debt before. By the end of WWII the national debt was 120% of GDP compared to an estimated 90% now, and if intergovernmental debt, the money owed to the Social Security Trust fund, is discounted, the current debt to GDP ratio is about 60%. In the fifteen years following WWII, the debt was reduced back to 40% of GDP, where it had been before the war. Some of the debt was paid down, but mostly the ratio of debt to GDP was reduced by economic growth. GDP grew so the debt became smaller as a percent of GDP. While the dollar amount of it didn’t change a great deal, the scariness of it was reduced dramatically. This may seem like accounting gimmickry, but in practical terms it’s equivalent to going from owing more than you make to owing less than half of what you make. You are much more comfortable with carrying the debt. WWII was, by anyone’s criterion, a national emergency. Few argued that indebtedness should not be undertaken to win the war. So, too, an emergency is the Great Recession. In recession, the enemy is economic stagnation and unemployment. If government spending is effective to improve economic conditions, then spend we should. We put an additional $750 billion on the credit card and pulled out of the economic crash landing. We spent, but the spending we did was not enough to grow the economy, just to stop the tailspin. Achieving real economic growth will change the ratio of debt to GDP and effectively retire the debt both in perception and in dollars as economy sourced tax revenues grow. Now it’s possible that we need not borrow and spend more in order to grow the economy and retire the debt. We just need to be smarter about eliminating some of the things that are dragging the economy down and spending that is not doing the economy any good. The Wealth Gap is an issue of more than just seeming fairness. The richest 5% of Americans hold 65% of the nation’s wealth. In old school economic theory, that just means that there is more capital available to invest than ever before. In practical terms though, it’s not being invested. Bureau of Economic Analysis data shows that Gross Private Domestic Investment, money that is actually invested in the real economy, dropped 32% between 2006-09. With a significant reversal in 2010, it is still down 22% from 2006 while the amount of capital available for investment is up 30%. We do not need tax cuts to build more capital. We need taxes to force that accumulated capital back into the economy through either tax collections or direct business investments structured to defer taxes. Inducing just the historic level of real Gross Private Domestic Investment ratio to GDP into the real economy will grow the economy by 15%. Trade imbalance is wiping out American jobs and lowering the wages paid for jobs that we still have. With a huge consumer product trade imbalance, stimulus money finds its way into offshore profits and not our own economy. These factors make the economy smaller and so tax revenues smaller. Wage differentials are the driver of our trade imbalance. When we don’t protect American-based industry, we lose American jobs and tax revenue. Education and training are only a temporary answer. What ever an American can be trained or become educated enough to do, so can a foreign worker who will work for less. Cutting business incentives to outsource through taxation and tariffs could grow the economy by 5%. Health care cost increases are distorting the economy. 17% of GDP is now dedicated to health care whereas the amount could reasonably be 9%, more comparable to every other industrialized nation. Showing where that extra 8% of GDP we spend on health care ends up in the economy is an enormously complex undertaking. Profits after taxes and expenses of for-profit insurers and hospitals, and even non-profits, are meaningless statistics. Excessive margins, markup for health care services and equipment, outright fraud, monopolistic practices and profiteering business models likely account for the 8% of GDP seemingly wasted on health care. Those excess costs are single-handedly driving the argument that government spending is out of control, when it’s actually health care product profit margins that are out of control. Diverting the excess profit of the health care industry into lower profit margin industries could boost the economy by as much as 5% given distributed income multipliers of lower margin industries. Defense industry profit margins, like those of health care, are largely undocumented. The Middle East wars, excessive margins, fraud, unnecessary procurements and duplicate programs could account for half of the $685 billion defense budget. Defense is 5% of GDP. Cutting it to 2.5% of GDP and diverting those funds to lower margin industries could boost the economy by 1.5%, again considering economic multipliers. Taken together, correcting these fiscal and economic ills could put the debt on a path to resolution by boosting the economy as much as 26%. We would have an $18 trillion economy instead of $14 trillion economy. That would make the debt-to-GDP ratio 70% instead of 90% and grow tax revenues to $2.5 trillion (with repeal of Bush tax cuts) instead $1.4 trillion (without repeal of tax cuts). The budget would be balanced. These are, admittedly, highly rose-colored numbers for a short term solution. Growth compounds though, and in the longer term it could do to our current debt what growth did for the WWII war debt: make it go away. A solid economic shot in the arm would speed up the process. Speeding up real economic growth would create jobs. The business community, the “job creators,” are uncertain. They are not hiring. They are not hiring because taxes are too low and profits can be taken with historically low tax rates, the lowest rates on the highest incomes since the Gilded Age. Removing that uncertainty is important, but in the opposite sense of what Republicans imply. Business is not hiring because they think taxes will remain the same, rather than going up. Raise taxes and business will hire in order to defer realized profits. The political will to clean the fiscal house with anything like stringency doesn’t exist on Capitol Hill, even though all the measures mentioned above get resounding support in public polling. This while the Republican austerity proposals go down in public opinion flames. Seems like the public intuitively knows what needs doing and the GOP and Blue Dogs are just hell bent to ignore them. It also seems that the administration and Democrats are just going along playing at compromise, but why compromise with the GOP when it accomplishes less than nothing?

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At The New York Auto Show: Star Power And Cross Promotions

April 22, 2011

The New York Auto Show has been rolling out this week at New York City’s Javits Center, and despite steadily rising gas prices, modesty is not its style. Lavish parties have sprung up around the city from the likes of Bentley and Mercedes-Benz, while other car companies have reeled in a variety of celebrity endorsements. Over at the Audi booth, longtime Audi-endorser Stephen Colbert talked up the 2011 Charleston Bermuda sailboat race, where he’ll serve as chief “morale officer” of a 65-foot boat, appropriately called The Audi. “Audi’s support in this race is the next best thing to putting a sail on my own Audi and sailing to victory,” Colbert joked with the crowd, adding that the boat was christened with a bottle of Jägermeister, appropriate to its German roots. Mini also rolled out the red carpet, as three out of the four members of KISS introduced Mini Countryman vehicles complete with custom KISS design. Anyone can request “custom KISS wraps” for their Mini vehicle, but four specific cars will be signed by the band and auctioned off at the end of May, with proceeds going to UNICEF. The band Train played a few songs to introduce the 2013 Ford Taurus. Volkswagen, not to be outdone, rented out a warehouse and featured a concert set from the Black Eyed Peas. “The shows are pretty awesome,” said Brian Reese, of Montclair, N.J. He also appreciated the show’s de rigueur Bravo-celebrity appearance. “On Tuesday a friend of mine saw one of the guys from ‘Iron Chef’.” A few blocks down from the Javits Center, at Pier 83, Acura had set up a tent to promote its partnership with the upcoming comic-book film “Thor,” in which all S.H.I.E.L.D. agents (the fictional Marvel intelligence agency) drive sleek Acura vehicles. Multiple lines spread around the block on 42nd Street, but it turned out the flurry was aimed at the nearby U.S consulate for the People’s Republic of China. “We’re not here for Acura,” said one man waiting in line to renew his passport. “I don’t know what that is.” Over at the Acura tent, passersby could strap on a pair of aviator sunglasses and sign up for an original “S.H.I.E.L.D. Agent ID badge” of their own. Actor Clark Gregg, who portrays Agent Phil Coulson in four of Marvel’s recent films and drives an Acura in “Thor,” was on hand for the festivities. “These are really nice cars,” Gregg said, admiring the ZDX model from the driver’s seat. “I wouldn’t mind having one of these for myself.” Just then, a group of protestors on the pier began a chant of “Free Tibet now.” “We can’t all become Chinese citizens, but we can become agents of S.H.I.E.L.D,” Gregg said. The black S.H.I.E.L.D. Acura ZDX will be traveling around Manhattan with an “@Acura_Insider” decal. Prospective S.H.I.E.L.D Agents can submit images of car sightings via Twitter .

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Richard (RJ) Eskow: Bachmann/Ryan Overdrive: A High-Speed Escape From Economic Reality

April 14, 2011

Remember all those mini-movies that summarized a broad topic in two minutes? Whether the subject was the Civil War, the magical things that happen when you multiply by ten, or the complete history of Western Civilization, these little films covered it all in one rapid-fire shot after another, giving you a whole lot of information — and a splitting headache — in a very short period of time. The first couple minutes of this Michelle Bachmann Today show interview are like that. She runs through the entire litany of conservatism’s disproven economic cliches in 100 seconds or less. without even getting short of breath. If someone ever wants to make one of those two-minute movies and call it The Ideas That Crushed the American Dream , Rep. Bachmann’s already written the script. Fire it up and watch her go! We’ll sound the bell every time she floats a discredited idea. Ready? Raising taxes for the wealthy shouldn’t be “on the table,” says Bachmann, because “tax rates are high enough (ding!), and history shows (ding!) that when we raise taxes, particularly on job creators (ding!) we actually bring in less revenue (ding! ding! ding!) rather than more.” Forget what I said about two-minute movies. Michelle Bachmann could cover Western Civilization in ten seconds . I was on a talk radio show from St. Louis yesterday with a guy from the Heritage Foundation who used the same “history shows us” line. What history actually shows us is that we lost jobs after the Bush tax cuts, even before deregulation brought down the economy. History also shows us that our periods of greatest economic prosperity occurred when taxes were higher than they are now. The history of the Great Depression shows that it took a lot of government investment to get people working and the economy growing — and that this investment paid off handsomely. FDR listened to the Bachmannites of his time in the late 1930′s, and that’s when everything started falling apart again. So history shows us that we need government investment to reduce persistent unemployment. And “job creators”? Oh, please. Wall Street financiers have regained their pre-crash parasitical economic stranglehold, seizing nearly 40% of corporate profits. They’re getting rich by not creating jobs, and sometimes by destroying them through destructive hedging. Corporate profits are at historic highs and taxes for the wealthy are at historic lows, yet people in the real world are still taking the world’s longest unemployment gut-punch. Which raises the question: If these guys are “job creators,” where are the jobs ? “Do we want more revenue or more taxes?” Bachmann asks rhetorically. Because the two don’t go together.” As the young people say (picture a finger snap here): Oh no she didn’t! Did she cite the Laffer Curve ? Yes, she did. Michelle Bachmann just brought out the most discredited theory in modern economic history: the notion that people will stop making money if taxes are too high, so overall government income will fall and not rise. There’s only one thing that contradicts that theory: The economic history of every single nation on the planet. The Laffer curve argument goes like this: if you taxed everybody 100% of everything they earned, nobody would ever bother to make money. So it must be bad to increase taxes. That sort of reasoning cuts both ways: If you paid everybody zero for their work, nobody would bother working. But they never use that logic to fight for a higher minimum wage. Economists like the name “Laffer curve” because this theory is always good for a laugh. “You could actually confiscate (ding!) all the wealth that people make at $200,000 or more,” says Bachmann, “and that would only yield about six or seven months of revenue to run the government.” Hey, that’s half the whole cost of government! She’s selling the idea pretty well! Conservatives love that word “confiscate.” They’re the same ones who say they’d lay down their lives for their country. But pay four pennies on the dollar on six-figure income? Forget it. That’s dictatorship! Think of it: Our highest tax bracket under Dwight D. Eisenhower was 91% percent. He must be the greatest dictator of all time! This is the type of person who loves to sing along when they play that song about sacrificing everything for this country — you know the one . All the Democrats are proposing is a four-and-a-half percent increase on income over $250,000. “There ain’t no doubt I love this land” — but not enough to chip in for it. Here’s the song they should really be singing. Know what’s funny? Bachmann and her colleagues are the same people people who think we can’t afford to pay thirty million dollars per year to predict coastal storms and floods and plan for disasters. These floods create an average of $11 billion in damage every year , along with loss of life — and they think we can’t spare a few million to lower that cost and save some lives. Yet they’ll give away hundreds of billions in tax expenditures like it was peanut butter in a smoke-filled college dorm. For the Representative from Minnesota it’s “confiscate” this and “take 100 percent” of that… on and on and on… until all of the ridiculous rhetorical tricks that got us into this mess begin to flicker stroboscopically and the rational listener is in danger of having a seizure, like those cartoon-watching kids from a few years back. Bachmann goes on in this vein for what seems like forever, but which in reality is only four minutes or so. This alteration in subjective temporal experience is produced by something physicists call the “Mind Dilation Effect,” in which time appears to be moving more slowly as the flow of bullsh*t approaches the speed of light. We see every single conservative cliche simultaneously, as if … Well, almost all. She left out one of their favorites, the one that says “If you could go back in time one day for every dollar the government spends, you’d be face to face with Jesus.” Just as well. With all their cuts to life-saving health care and law enforcement programs, it looks like a lot of other people are gonna wind up face-to-face with Jesus too. “Already again,” she says later, “the top 1% of income earners pay about 40% of all taxes.” (That’s not the right number, because it leaves out other forms of taxes, but whatever.) Why do the top 1% pay a large share of taxes? Because the top 400 families in America are richer than the bottom fifty percent of the entire country! So of course they pay a big chunk of income tax, even after they’re coddled with tax breaks galore. Rep. Bachmann sure has a lot of talking points, but here’s an odd thing: When Matt Lauer asked about the CBO’s report on, which documents the devastating financial impact their Medicare cuts would have on seniors, suddenly she tells us she “hasn’t had a chance to look at the study.” “But it’s important for us to understand,” Bachmann continues, “that individualism (ding!) and personal responsibility (ding!) have always been a bedrock of this country.” When it comes to the whole “devastating financial impact” question, I’ll take that as a “yes.” There’s more, but you get the gist. Some people think she’s a little nuts, and they’ll even get a little personal by mentioning that Children of the Damned-ish glint in her eyes. Actually she’s very polished and effective here. Somebody’s been coaching her, both on presentation and on talking points. Still, her ideas are as radical and as detached from reality as ever. But as Dave Johnson points out, Rep. Paul Ryan’s proposed budget is too extreme even for her. And that’s how it is on the Right these days. You can always tell that a movement’s degenerating into extremism when the radicals start attacking each other. Think Stalin vs. Trotsky, or that big squabble among birthers a couple of years back. And don’t forget the Judean People’s Front vs. the People’s Front of Judaea. (“Splitters!”) Now we’re in Bachmann/Ryan Overdrive time. These Representatives and other members of the Right are in a high-speed race to see who can outbid the other to win the extreme vote. I’m not against radicalism — it’s can be a laboratory for new ideas — but they’ve seen that responsible members of the far Right like Ron Paul are suddenly at risk of being thrown over by the Tea Party. That means that the Ryans and Bachmanns are going to keep upping the ante as long as they can. It’s like the game of chicken in Rebel Without a Cause where neither driver will take his foot off the accelerator until somebody goes over the cliff. Hope it’s not us. Cross-posted at Crooks and Liars . __________________________________________ Richard (RJ) Eskow, a consultant and writer (and former insurance/finance executive), is a Senior Fellow with the Campaign for America’s Future. This post was produced as part of the Curbing Wall Street project and the Strengthen Social Security campaign. Richard also blogs at A Night Light . He can be reached at “rjeskow@ourfuture.org.” Website: Eskow and Associates

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GM Recalling 100,000 Crossover Vehicles Over Seat Belt Issue

December 17, 2010

WASHINGTON — General Motors Co. is recalling about 100,000 crossover vehicles to fix seat belts that could fail in a crash. GM said Friday in a posting with the National Highway Traffic Safety Administration that the recall involves 2011 model year versions of the Cadillac SRX, Chevrolet Equinox and GMC Terrain. The automaker said the seat belt buckle anchor for the driver and front passenger seats could break apart in a crash. GM spokesman Alan Adler said there have been no crashes or injuries reported. GM said it discovered the problem during testing in September. Dealers will modify the seat belt buckles free of charge. The recall is expected to begin in mid-January. Owners can contact Cadillac at (866) 982-2339, Chevrolet at (800) 630-2438 and GMC at (866) 996-9463. They can also consult the GM owner center website at . http://www.gmownercenter.com

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Angela Haines: The Next Best Thing

December 14, 2010

Early dreams for a new business took root during the agonizing ten months Army Captain Dawn Halfaker spent recovering from over 20 operations she endured when she was severely injured in Iraq. She had spent five months in Baquba, in the volatile province of Diyalah as a Platoon Leader, charged with training an Iraqi police force. Shortly after midnight in June, 2004, Dawn rolled out in a convoy of 4 humvees on a reconnaissance patrol when her vehicle was hit by a barrage of small arms fire and rocket-propelled grenades. One grenade pierced the engine of Dawn’s vehicle before it burst immediately next to her, leaving her right arm hanging by a piece of skin and a few tendons. Dazed and covered with blood, Dawn still managed to order the driver to flee before lapsing into a coma that lasted twelve days. She awoke as a patient in Walter Reed Army Medical Center in terrible shape: besides burns and lacerations, Dawn suffered 5 broken ribs, a shattered shoulder blade and a deadly infection that almost took her life, and eventually led to the amputation of her right arm. For her heroism, she was awarded a Purple Heart and a Bronze Star. During her recovery, as Dawn began to realize the military career she had desperately wanted since the first day she entered the United States Military Academy at West Point was over, she worried about “losing a sense of purpose.”: I really loved what I was doing. To me the military was a dream job with so much of my life and my identity wrapped up in it. So I was fiercely determined to stay connected to the fellow soldiers I had left behind on the battlefield. Like a good soldier, she switched into survival mode and began to plan the outlines of a consulting business to help the military to seek out new technologies that could save lives or at least lessen injuries, a career path she calls “the next best thing.” After working out of her basement for a year, Dawn landed a contract with the Department of Defense, specifically the Defense Advanced Projects Research Agency, where she led projects researching various technologies ranging from nanotechnology that could make lighter weight body armor to advanced medical devices, such as creating miniature ventilators for use directly in the battlefield to help prevent brain damage from serious injuries. When she began to see the growth potential for her consulting business, Dawn headed back to school to acquire an M.A. in Security Studies from Georgetown University. Her company, Halfaker and Associates, was officially launched in 2006. Located in Arlington, Va, the company provides help with security policy, physical security management services for military bases, administrative and technical support and training. Currently Halfaker and Associates has over 120 employees. For 2010, it expects to post revenues of more than $15 million from services provided to over 20 major clients, mostly governmental agencies. Her biggest client remains the Department of Defense for which her team is currently analyzing how the intelligence data gathered from a variety of sources affects the army and its decision makers as they develop policies and strategies. Another major client is the Department of Homeland Security for which the Halfaker and Associates team offers solutions in the areas of force protection, antiterrorism, emergency management and chemical, biological, radiological, nuclear, and high yield explosive (CBRN) defense. Soon after Dawn launched her business, the economy began to slide. One consequence was that “we got a whole new slew of competitors who began to chase lucrative government contracts for the first time since their former clients were slashing budgets because of the recession.” Her solution was “to continue to seek out exceptional talent so we can offer our clients the best services possible.” As part of her plans for long term growth, 31-year old Dawn Halfaker plans to adopt her company services to the needs of commercial clients for whom she sees rising demand in all areas of security; she also offers in depth capabilities in information technology solutions to help clients with a variety of business problems from website designs to software integration to data management. Currently she spends most of her time on strategic planning and maintaining essential relationships by planning quarterly visits to the sites of her twenty most active programs. She also attends industry events because “you can’t get new business if you don’t put yourself out there.” Recently, Dawn was selected as one of the winners in the 2010 Winning Women program, sponsored by Ernst and Young . Her reward was participation in a 5-day strategic growth forum that brought together 1700 business leaders in Palm Spring in early November. The experience, she said, “made me realized I was pigeon-holed; the blinders were removed as I began to see that there are opportunities everywhere. I developed a much better understanding of how to access the resources I need; it also gave me the ability to understand how to navigate the obstacles we face as I look at my strategic plan for growth.” She also loved the networking with the other winning women which “became the kind of sorority I never had at West Point.” Since the growth forum coincided with Veteran’s Day, Dawn was unexpectedly invited to the stage by the forum leaders to share her combat story. The audience responded with a standing ovation in honor of her courage and determination to accomplish her “next best thing”: running a successful company.

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FOREX: Dollar may have Lost its Euro Driver, A Recovery now Rests with Risk Trends

December 4, 2010

FOREX: Dollar may have Lost its Euro Driver, A Recovery now Rests with Risk Trends

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Steve Parker: It’s Official: "Red Light Cameras" Don’t Work

October 18, 2010

Ever wonder why, with all those “red light cameras” installed across the nation, no city involved in using them has reported any big decrease in accidents at the affected intersections or even any significant income gain? In fact, in Los Angeles yesterday, it was revealed, after a city-wide audit, that the 32 red light cameras installed throughout Los Angeles have actually cost the taxpayers some $2.6 million just the past two years. You’d think that with the tickets in the LA program costing around $500 a pop, there’d be at least a little spiff for some city program… like for the city’s desperate school system or the libraries which Mayor Antonio Villaragosa has shut down. Incidentally, San Diego has also decided to take action against the installers and maintainers of their red light camera system, having experienced some of the same problems Los Angeles has just revealed. In one fell swoop, Los Angeles found out yesterday that almost 1/2 of all red light tickets go unpaid with the driver not needing to fear any reprisals, that the placement of LA’s red light cameras was purely decided on a political, not a safety, basis and that the city gets only about $150 from the $500 tickets (those that are paid) with the rest going to the state and the majority going to the company which installed and maintains the red light camera systems. According to Rich Connell in the’s Los Angeles Times : Some 45% of Los Angeles’ red-light camera tickets are currently unpaid, partly because holds are not placed on driver’s licenses and vehicle registrations for unsettled photo enforcement infractions, Los Angeles officials said Wednesday. The disclosure came as City Controller Wendy Greuel issued an audit finding the photo enforcement program bypassed some of the city’s most dangerous intersections and is costing the city more than $1 million a year to operate, despite fines and fees that can exceed $500. This scandal came to light several months ago, when that LAPD report showing no improvement in accident rates at many of the intersections was released to the public. Several local news reporters, print and electronic, went over the internal audit and found it appeared that not only were accident rates not declining at these intersections, but both the city and the public seemed to be paying for a service which was providing no benefit for them. Soon after the story hit the papers and the airwaves, City Controller Wendy Greuel, who no doubt saw a great story on which to grandstand, also made clear she has the power to order the changes discussed in the Times ‘ story, as she controls many of the city’s purse strings. So for those who have red light cameras in their city and have been wondering if they are at all effective, the third-biggest city in the nation has the answer: No. Deployed correctly, could they do a better job? Or have these highly-expensive and difficult-to-maintain systems been a boondoggle since the beginning; are they old technology which companies are trying to sell as 21st century capable? Finally, and perhaps most important, if nearly 50% of the tickets issued in Los Angeles have gone unpaid because the “accused” never signs a “promise to appear” and it’s impossible for a citizen to cross-examine a camera in court should they challenge the ticket, is it at all possible (or necessary) for the law to regress to the point where some Kodak Brownie mounted on a light pole determines the innocence or very expensive guilt of a Los Angeles driver?

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Honda Recalls Brazil Compact Cars For Faulty Pedals

October 15, 2010

TOKYO — Honda is recalling nearly 127,000 City and Fit compact cars in Brazil over a gas pedal defect that could cause unwanted acceleration, the Japanese automaker said Friday. One accident has been reported related to the defect, but no one was injured, Honda Motor Co. said. The problem cars were made in Brazil from May 2008 to October 2010 and sold only in Brazil. A total of 126,774 are being recalled. Dust particles may get inside the accelerator pedal’s sensor, causing the pedal to get stuck in some cases. Christina Ra, a Honda spokeswoman, said the driver would notice a higher than normal engine RPM but could maintain control of the vehicle and stop the vehicle by applying the brake. She said the recall does not apply to cars in markets outside of Brazil.

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Robert Scheer: ‘The Great American Stickup’: Is Bush Really To Blame For The Economy?

September 15, 2010

“The Great American Stickup!” Chapter 1 “It Was the Economy, Stupid” Part II: The first half of this chapter was excerpted on the Huffington Post yesterday, here . Since the collapse happened on the watch of President George W. Bush at the end of two full terms in office, many in the Democratic Party were only too eager to blame his administration. Yet while Bush did nothing to remedy the problem, and his response was to simply reward the culprits, the roots of this disaster go back much further, to the free-market propaganda of the Reagan years and, most damagingly, to the bipartisan deregulation of the banking industry undertaken with the full support of “liberal” President Clinton. Yes, Clinton. And if this debacle needs a name, it should most properly be called “the Clinton bubble,” as difficult as it may be to accept for those of us who voted for him. Clinton, being a smart person and an astute politician, did not use old ideological arguments to do away with New Deal restrictions on the banking system, which had been in place ever since the Great Depression threatened the survival of capitalism. His were the words of technocrats, arguing that modern technology, globalization, and the increased sophistication of traders meant the old concerns and restrictions were outdated. By “modernizing” the economy, so the promise went, we would free powerful creative energies and create new wealth for a broad spectrum of Americans — not to mention boosting the Democratic Party enormously, both politically and financially. And it worked: Traditional banks freed by the dissolution of New Deal regulations became much more aggressive in investing deposits, snapping up financial services companies in a binge of acquisitions. These giant conglomerates then bet long on a broad and limitless expansion of the economy, making credit easy and driving up the stock and real estate markets to unseen heights. Increasingly complicated yet wildly profitable securities–especially so-called over-the-counter derivatives (OTC), which, as their name suggests, are financial instruments derived from other assets or products — proved irresistible to global investors, even though few really understood what they were buying. Those transactions in suspect derivatives were negotiated in markets that had been freed from the obligations of government regulation and would grow in the year 2009 to more than $600 trillion. Beginning in the early ’90s, this innovative system for buying and selling debt grew from a boutique, almost experimental, Wall Street business model to something so large that, when it collapsed a little more than a decade later, it would cause a global recession. Along the way, only a few people possessed enough knowledge and integrity to point out that the growth and profits it was generating were, in fact, too good to be true. Until it all fell apart in such grand fashion, turning some of the most prestigious companies in the history of capitalism into bankrupt beggars, all the key players in the derivatives markets were happy as pigs in excrement. At the bottom, a plethora of aggressive lenders was only too happy to sign up folks for mortgages and other loans they could not afford because those loans could be bundled and sold in the market as collateralized debt obligations (CDOs). The investment banks were thrilled to have those new CDOs to sell, their clients liked the absurdly high returns being paid — even if they really had no clear idea what they were buying — and the “swap” sellers figured they were taking no risk at all, since the economy seemed to have entered a phase in which it had only one direction: up. Of course, this was ridiculous on the face of it. Could it really be so easy? What was the catch? Never mind that, you spoiler! Not only were those making the millions and billions off the OTC derivatives market ecstatic, so were the politicians, bought off by Wall Street, who were sitting in the driver’s seat while the bubble was inflating. With credit so easy, consumers went on a binge, buying everything in sight, which in turn was a boon to the bricks-and-mortar economy. Blown upward by all this “irrational exuberance,” as then Federal Reserve Bank chair Alan Greenspan noted in one of his more honest moments, the stock market soared, creating the era of e-trade and a middle-class that eagerly awaited each quarterly 401(k) report. Later, in the rubble, consumer borrowers would be scapegoated for the crash. This is the same logic as blaming passengers of a discount airline for their deaths if it turned out the plane had been flown by a monkey. Shouldn’t they have known they should pay more? In reality, the gushing profits of the collateralized debt markets meant the original lenders had no motive to actually vet the recipients–they wouldn’t be trying to collect the debt themselves anyway. Instead, they would do almost anything to entreat consumers to borrow far beyond their means, reassuring them in a booming economy they’d be suckers not to buy, buy, buy. That this madness was allowed to develop without significant government supervision or critical media interest, despite the inherent instability and predictable future damage of a system of growth predicated on its own inevitability, is a tribute to the almost limitless power of Wall Street lobbyists and the corruption of political leaders who did their bidding while sacrificing the public’s interest. While much has been made of the baffling complexity of the new market structures at the heart of the banking meltdown, there were informed and prescient observers who in real time saw through these gimmicks. The potential for damage was thus known inside the halls of power to those who cared to know, if only because of heroines like gutsy regulator Brooksley Born, chair of the Commodity Futures Trading Commission from 1996 to 1999. When they attempted to sound the alarm, however, they were ignored, or worse. Simply put, the rewards in both financial remuneration and advanced careers were such that those in a position to profit went along with great enthusiasm. Those who objected, like Born, were summarily crushed. Of the leaders responsible, five names come prominently to mind: Alan Greenspan, the longtime head of the Federal Reserve; Robert Rubin, who served as Treasury secretary in the Clinton administration; Lawrence Summers, who succeeded him in that capacity; and the two top Republicans in Congress back in the 1990s dealing with finance, Phil Gramm and James Leach. Arrayed most prominently against them, far, far down the DC power ladder, were two female regulators, Born and Sheila Bair (an appointee of Bush I and II and retained as FDIC chair by Obama). They never had a chance, though; they were facing a juggernaut: The combined power of the Wall Street lobbyists allied with popular President Clinton, who staked his legacy on reassuring the titans of finance a Democrat could serve their interests better than any Republican. Clinton’s role was decisive in turning Ronald Reagan’s obsession with an unfettered free market into law. Reagan, that fading actor recast so effectively as great propagandist for the unregulated market — “get government off our backs” was his patented rallying cry — was far more successful at deregulating smokestack industries than the financial markets. It would take a new breed of “triangulating” technocrat Democrats to really dismantle the carefully built net designed, after the last Great Depression, to restrain Wall Street from its pattern of periodic self-immolations. Clinton betrayed the wisdom of Franklin Delano Roosevelt’s New Deal reforms that capitalism needed to be saved from its own excess in order to survive, that the free market would remain free only if it was properly regulated in the public interest. The great and terrible irony of capitalism is that if left unfettered, it inexorably engineers its own demise, through either revolution or economic collapse. The guardians of capitalism’s survival are thus not the self-proclaimed free-marketers, who, in defiance of the pragmatic Adam Smith himself, want to chop away at all government restraints on corporate actions, but rather liberals, at least those in the mode of FDR, who seek to harness its awesome power while keeping its workings palatable to a civilized and progressive society. Government regulation of the market economy arose during the New Deal out of a desire to save capitalism rather than destroy it. Whether it was child labor in dark coal mines, the exploitation of racially segregated human beings to pick cotton, or the unfathomable devastation of the Great Depression, the brutal creativity of the pure profit motive has always posed a stark challenge to our belief that we are moral creatures. The modern bureaucratic governments of the developed world were built, unconsciously, as a bulwark, something big enough to occasionally stand up to the power of uncontrolled market forces, much as a referee must show the yellow card to a young headstrong athlete.

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Richard Herman: Time to Think Like an Immigrant

September 9, 2010

Carmen Castillo once fit the popular image of the daring entrepreneur. She arrived from Spain young, single and ambitious. Knowing nothing about computers, Castillo launched her high-tech consulting agency from a one-bedroom apartment, with little more than a phone book and chutzpah. Her humble start-up, Superior Design International, grew into a global consulting agency with more than $200 million in annual revenues. While young dreamers like Castillo helped to launch the New Economy, a new generation is taking the driver’s seat. Today’s entrepreneurs are more likely to bring maturity and experience to a start-up, twinning hard-earned skills with bravado. Research by Vivek Wadhwa, one of the leading chroniclers of the New Economy, found that the majority of entrepreneurs today are middle-class, middle-aged and married. It’s the mini-van set who are taking career leaps and chasing dreams, especially in high-growth industries. Wadhwa’s research team surveyed 549 company founders in a broad range of industries and found that they launched their companies at an average age of 40. Most came to entrepreneurship from the middle to lower middle class, married (70 percent), and with children (60 percent). Nearly half had worked for a company for at least 10 years, but sometimes more than 20, before striking out on their own. The findings “contradict some prevailing stereotypes,” the researchers concluded. “Entrepreneurs typically are well-educated and experienced…they largely come from the existing workforce and not from college.” This new generation of entrepreneurs listed a keen idea and a desire to get rich among their leading motivations. No doubt the Great Recession will encourage others to follow their path. Of the 8 million-plus jobs lost to the recession — in fields like manufacturing, real estate and financial services — many are not coming back, economists warn. Suddenly, joining the likes of Bill Gates or Sergey Brin takes on a new allure. There may never have been a more tempting time to plunge into America’s start-up culture. All the more important, then, to look before you leap. Entrepreneurship is fraught with anxiety and challenges, many of them unforeseen. Add the extra burden of family responsibilities, and the new entrepreneurs face new pressures. Where can they look for guidance, for an example to follow? How can they succeed at a quest that requires not only the right idea but the right attitude? They can start by studying the New Economy pioneers. They can start by thinking like an immigrant. In researching our book, “Immigrant, Inc.,” we met dozens of people who shaped a dream into a business success, despite having to cross a cultural gulf to do it. They were part of the wave of high skill immigrants who fell into the New Economy like seeds into the good earth. As Wadhawa and others have documented, immigrant founders were behind more than half the high technology companies to rise in Silicon Valley and about a quarter of the high-tech companies nationwide. In learning their stories, we found that the high-achievers typically parlayed immigrant skills into entrepreneurship skills. To succeed in business, they tapped personality traits that propelled them to immigrate, starting with dreaming big. “First of all, you believe in the American dream thing,” said Ric Fulop, one of the founders of Boston battery-maker A123 Systems. “You get here and you say, ‘OK, I have to make some happen.” Immigrant entrepreneurs know well the kinds of pressure that middle-aged entrepreneurs will face. Castillo held an expiring visitor’s visa when she launched her company in the early 1990s. To obtain an immigrant visa, she needed a job. Her start-up had to succeed. She became a highly-motivated, one-woman sales force. “The time was crushing for me,” she explained. “I wanted to stay in America.” She and others say they were often aided by an advantage unique to outsiders. Looking at the landscape with fresh eyes, they could spy opportunity the natives missed. To grow Transtar Industries into the largest transmission parts supplier in the world, Monte Ahuja introduced just-in-time delivery to neighborhood repair shops. Before him, “Everyone just kept doing things the same old way, waiting four days for parts.” Immigrants also benefit from cultural cohesion, what an experienced professional might call a contacts list. They use family to staff the business. Cultural kin become mentors, customers and suppliers. And they reach out to strangers. Time and again, the immigrant entrepreneurs expressed surprise at how often people helped them to keep going with an encouraging word, a key contact–until success became almost inevitable. But beware. Now closer to the age of a typical entrepreneur, Castillo has not escaped the pace she set at 21. “When you run your own business, it’s 24 hours a day, non stop,” she said. “At the top of Mt. Ranier, I’m thinking of my business. Once you start, there’s no way out.” Herman and Smith are co-authors of “Immigrant, Inc.: Why Immigrant Entrepreneurs are Driving the New Economy,” published by John Wiley & Sons, 2009. www.ImmigrantInc.com

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Fred Hassan: President Obama’s Opportunity

September 8, 2010

As President Obama presents his “economic rejuvenation package” to the American people, he must use this great opportunity to send a message. He should signal that he wants to encourage private-sector capital formation, so jobs can be created, and set the course of our country toward long-term strength. Earlier this year, I prepared and delivered to the Beltway, a position paper on the subject of encouraging economic growth via encouraging long-term behavior in our country. The following is an edited version of this paper. The “Short-Termism” Problem A creeping problem I call “short-termism” is a looming American weakness on the global stage. None of our most celebrated industries are exempt these days. From autos to computers to many other science-based enterprises – it is now common thinking to conclude that an Asian or even European competitor with a long-term attitude will have an edge over American competitors in the long run. What is driving this? The American competitor is usually a captive of “short-term” thinking and goals imposed by its institutional investors. These investors now constitute up to 60% – 90% ownership in most public companies. As an example, just look at the spectacular success story in American biotechnology – Genentech. Genentech, as a young and vulnerable biotech, sold 60% of its shares to the Swiss company Roche in September 1990. This was also a particularly stressed time for the US economy, for individual companies and for Genentech. The transaction provided cover to Genentech management to invest in R&D for the long term. Roche saw losses on its investments for the first eight years before its profit situation turned positive. But the prize for Roche’s long-term thinking was historic. A strong and unprecedented flow of biotech innovations came out of Genentech. For example, drugs such as Herceptin and Avastin have revolutionized the treatment of breast cancer. And Roche’s original investment of $2.1 billion has multiplied many fold in terms of long-term return. Could such a long-term attitude have worked for US institutional investors? Unfortunately, this scenario probably would have proved too long of a wait for them – then and today – even if the rewards would be huge in the end. Just look at how things have evolved for a typical large US public company. About two decades ago, I remember the average publicly held stock turned over about 50% in a year. Now, it’s over 100%! Here’s another way to look at this. For the 12 months ending March 2009, the Dow Jones Industrials’ total trading volume was 35 times higher than the volume in the 12 months ending March 1989, or 70.9 billion shares compared with 2 billion shares respectively. In this environment, the year end annual bonus for the fund manager managing the stock portfolio has often become the driver of shareholder pressure on public company management in the US. This can supersede the vital need to invest for the long term in important areas such as innovation, jobs, equipment, training and infrastructure. Board members, in order to get re-elected every year by the same investors, are forced to make compromises in favor of the short term; CEO’s face similar pressures. It is no wonder then that some of the best ideas originating in America have seen their value being captured in Asia or Europe. A Proposal I think the tax system can be a powerful incentive to change this. One idea to encourage long-term thinking and vision – is to extend the 15% capital gains rate beyond 2010 (when Bush era tax cuts are set to expire). However, this rate would only apply on the condition that the asset be held for a minimum of five years, on a prospective basis starting January 1, 2011. With this legislation, there may be more tax revenues in 2011 as some investor’s cash out their existing holdings to invest in this opportunity. The amount of overall tax leakage over the next ten years should be relatively small with this scenario; one could hope the JCT score to be modest. However, an important statement would have been made. There will be encouragement for those who invest in the future of America for the long term – and cause a rethink among those who are caught in short-termism. On a personal note, I focused intensely on the long term when, in 2003, I took over the difficult job of stabilizing, repairing and turning around Schering-Plough. I even led the way among our peer companies by dropping financial guidance, not only for the quarterly number, but also for annual financial guidance. This action, though not popular with many in the financial community at that time, helped us get the Company focused on doing what was right for the long term. The R&D pipeline and the strong global operations that Schering-Plough ultimately built from that made it the envy of many in the pharmaceutical industry. I share this position paper with all as a concerned citizen who believes that there should be an attitude shift for the long term. This is how we can lead the way to jobs and growth. The President of the United States has a great opportunity to show the way.

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Linda Tarr-Whelan: Women Call for Obama to Act on Women’s Leadership

August 27, 2010

Yesterday marked Women’s Equality Day, the commemoration of women’s suffrage achieved in 1920. What better time to take stock of what’s left to do? We need a national conversation led by the White House to explore how women decision-makers can help achieve better economic performance and a more prosperous future for all. The administration of Barack Obama has already taken the first step by appointing talented women — including Mary Schapiro, who holds the top job at the Securities and Exchange Commission; Elizabeth Warren, who chairs the Congressional Oversight Panel; and Sheila Bair, who heads the Federal Deposit Insurance Corp. — to help dig us out of the financial mess. Having a few females at the top is wonderful, but until we have at least 30 percent of senior women in leadership, we will be ignoring a strong dynamic that is working well elsewhere. Today, a growing body of research that shows positive outcomes from having balanced leadership has been ignored. Other countries are addressing the fundamental issue of leadership in ways that have yet to gain much traction in the U.S. We can certainly do better. Tapping the full range of talent that includes the skills, experience and leadership of women as well as men is hardly a radical idea. As the Economist magazine famously wrote in 2006, “Forget China, India and the Internet: Economic growth is driven by women.” An increasing number of reports show that having at least 30 percent of women in corporate and governmental leadership roles improves decision-making, opens up institutions and removes barriers to full participation. Performance Driver The U.S. has much to gain from a new leadership model. Economic growth and stock prices can only benefit. New York-based consulting firm McKinsey & Co. has released a series of reports since 2007 making the case that gender diversity at the top is a corporate performance driver. Yet, they note that three-quarters of 1,500 biggest companies have no women on their management boards. Further, there are only 28 female chief executive officers in 1,000 largest companies. Goldman Sachs, the most profitable securities firm on Wall Street, recommends investing in countries where the gender gap is closing and where the “laws and social norms that have discriminated against women are shifting.” Its studies show gross-domestic-product growth accelerates when women hold positions of power. Goldman has created the 10,000 Women Initiative, a $100 million, five-year program to provide an advanced business education for women. Costly Failures Failing to address challenges that keep women out of leadership is costly. New York-based research group Catalyst Inc. has shown that firms with three or more women on management boards boosted their return on equity by 112 percent, compared with those with fewer women. Recently, French President Nicolas Sarkozy joined a fast- moving trend in Europe to achieve 30 percent to 40 percent women on corporate boards. The French are following the lead of Norway, Spain and the Netherlands, which have already moved to accomplish these goals. The World Bank and the United Nations’ Global Compact policy initiative have also recognized women’s advancement as essential to economic growth. Michel Ferrary, a professor of management at the Skema Business School in Sophia Antipolis, France, studied the effects of balanced leadership in France during the financial crisis of 2007-08. “The more women there were in a company’s management, the less the share price fell in 2008,” he said . Investment Concept Similar results have been published by Pepperdine University in Malibu, California, and in the U.K., India and Australia. Gender equality, as an investment concept, has been taken up by mutual funds such as Pax World Investments, which recently started a Global Women’s Equality Fund betting that companies with more diverse leadership will perform better than others. A recent study by the National Council for Research on Women, based on data from Hedge Fund Research Inc., showed women hedge-fund managers outperformed their male counterparts. Our country has nothing to lose and much to gain by addressing the lack of women in top leadership. But it won’t just happen. The U.S., a country that aspires to be a world leader, ranks a pathetic 31st out of 134 countries in eliminating the disparities between women and men in the World Economic Forum’s Global Gender Gap Report. On the 90th anniversary of women’s suffrage, President Obama should consider convening a White House Roundtable to find ways to increase the number of women decision-makers in the economy. Then we can celebrate women’s equality in America. This piece was originally

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Steve Parker: Is NHTSA Working for Toyota or To Find the Truth?

August 12, 2010

Last week we asked, based on conclusions drawn by a Wall Street Journal auto industry reporter, if Toyota had been right along with their contention that “driver error,” and not electronic gremlins, was the main culprit behind thousands of owner claims of “unintended acceleration.” Not to mention the hundreds of injuries and even several deaths which are claimed to be the result of known problems in Toyota-built vehicles, cars and trucks both. Readers responded with their own thoughts on what could now be called “the Toyota scandal.” It appears that, among this blog’s readers, at least, the majority of people responding felt there was something wrong with these Toyotas and that owners were possibly being left out in the cold with Toyota’s claims of driver error. A report in Tuesday’s Automotive News , the world’s daily publication of record for the auto industry, would seem to bolster the company’s claims … especially so, considering Toyota says their source for this information is from NHTSA, the US agency of record when it comes to automotive safety. Here’s what Automotive News said: “Brakes weren’t applied by drivers of Toyota vehicles in at least 35 of 58 crashes blamed on unintended acceleration, U.S. auto-safety regulators said after studying data recorders.” The National Highway Traffic Safety Administration also saw no evidence of electronics-related causes for the accidents in reviewing the vehicle recorders, known as black boxes, the agency said today in a report to lawmakers. The preliminary findings bolster Toyota’s contentions that there’s no evidence of flaws in electronic controls on its vehicles and that motorists in some cases confused the accelerator and brake pedals. Toyota, the world’s largest automaker, has recalled more than 8 million vehicles worldwide in the past year for defects such as pedals that stuck or snagged on floor mats. “At this early point in its investigation, NHTSA officials have drawn no conclusions about additional causes of unintended acceleration in Toyotas beyond the two defects already known — pedal entrapment and sticking gas pedals,” the agency said in the report provided for a briefing to lawmakers in Washington. In addition to the 60 percent of cases where brakes weren’t used, NHTSA cited accidents in which the brakes were applied partially or the data recorder failed. Toyota has conducted more than 4,000 on-site vehicle inspections, and said today it has not found electronic throttle controls to be a cause of unintended acceleration. “Toyota’s own vehicle evaluations have confirmed that the remedies it developed for sticking accelerator pedal and potential accelerator pedal entrapment by an unsecured or incompatible floor mat are effective,” the company said. “We have also confirmed several different causes for unintended acceleration reports, including pedal entrapment by floor mats, pedal misapplication and vehicle functions where a slight increase in engine speed is normal, such as engine idle up from a cold start or air conditioning loads.” In all of the cases studied by federal regulators, the driver made an allegation of unintended acceleration. Of the 58 recording devices analyzed, 35 showed that at the moment of the crash impact, the driver hadn’t depressed the brake pedal at all, safety officials said. Fourteen more cases showed partial braking. In another nine cases, the brake had been depressed at the “last second” before impact. The government’s preliminary examination also said there were a handful of other crashes where the brake was pressed early and released, or in which the brake and gas pedals were pressed at the same time. There was one case of pedal entrapment by a floor mat. In five cases, NHTSA said, the electronic recording device failed to work. The agency is continuing its review of Toyota defects and is working with NASA, the U.S. space agency, and the National Academy of Sciences to probe the cause of the crashes.” So how WILL this all turn out? No one wants to jump to conclusions, especially considering that both Toyota and US government agencies are terribly litigious. And no one wants to get caught-up in what I think will be a long and international court battle between the entities involved. But there still is freedom of the press, at least last time I checked. Given that, what’s the next move by either Toyota and/or NHTSA? We all knew this would be solved (or made more involved) in the courts. I know people from Toyota and NHTSA (and more) read this blog and this is kind of a back-door way of giving your opinion directly to the participants; as if we’re Switzerland or Finland — that usually and officially secret third party in negotiations about, for instance, the Middle East — and we’re shuttling messages between the two main parties. So now’s your chance! What happens next? And why? And are you happy with it? And how should we treat NHTSA’s report which seems to take Toyota’s claims of “no electrical problems” with even less than a grain of salt? Listen and join-in with Steve Parker every weekend on www.TalkRadioOne.com … Visit that site to find out local showtimes in your area!

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Steve Parker: Exclusive First Drive! Nissan’s 2011 Leaf EV

July 16, 2010

We have driven the future, and you can, too, sometime after the beginning of the new year. We took some short road test drives recently and one of the cars we flogged was Nissan’s 2011 Leaf EV. And while Toyota’s Prius gas/electric hybrid has been the Official State Car of Santa Monica for some years now, Leaf is definitely worthy of taking a shot at the title and could well prove successful in its efforts. In fact, the latest Leaf press preview was hosted at the Sheraton Miramar Hotel, smack in the center of the beach town. The challenge to Toyota has been made, and it might get ugly. Turns out all the excitement isn’t so much about the car’s performance, technology, styling or even interior design. It’s the car itself — the fact that it comes to life at a time so many other EVs, hybrids, extended-range hybrids and alternative fuel vehicles are hitting the marketplace. Customers will have a lot of info, maybe too much, to sort through when making their next vehicle choice. It’s bound to be shunned by some of the “holier than thou” who think cars should be banned entirely. But Leaf will be embraced by others, especially the so-called “hyper-milers,” who spend their days coming up with ways to suck even more energy out of every last atom in their batteries. Leaf is, without doubt, a history-making car. In terms of performance Leaf is about what we expected but it’s still, by default, a revolutionary and historic vehicle, the first EV to be mass-produced by a major car company in the “modern era” (post-WWII) and sold worldwide. Weighing in at a hefty 3,500 pounds (the battery pack alone is 600), Leaf will begin its U.S. sales sometime around the end of this year. Nissan announced this past week that Leaf’s on-board battery will be warranted for 8 years or 100,000 miles, whichever comes first. Nissan, along with Japanese battery-maker NEC, has formed a new corporation specifically to make Leaf’s batteries in Japan. For model year 2013, Nissan has plans to officially open its own dedicated battery-making facility in Tennessee for cars built in the U.S. Using laminated Lithium Ion batteries (Li-Ons for short), these batteries have been highly-developed by Nissan engineers to keep Leaf going for 100 miles after a charge, with a top speed of about 94 miles per hour. Now sit down, listen and learn something. Sorry, just wanted to see if you were still paying attention. There are three different charging methods for Leaf including “portable” charging, which uses a standard 110-volt wall plug-in charger which comes with the car. The portable method takes about 18 to 20 hours to make Leaf’s battery go from 0 to 100 per cent filled. “Installed charging” is the second method. When buying the Leaf, customers can also order an installed home charging unit. This method, using a 220-volt receptacle, takes around 8 hours to fully recharge Leaf. The home unit costs about $2,200, installed, but there are rebates and tax credits which can pay up to $2,000 of the total cost to encourage this option. Now, just as in auto racing, how fast you want to go depends on how much you want to spend, and this next option will be expensive, especially for Nissan and Aerovironment, the company working with Nissan on charger development and installation. “Quick charging” plans call for Leaf’s battery to be charged up to 80 per cent of capacity in only 30 minutes. Nissan engineers envision these quick chargers installed in busy shopping mall and office building parking lots, on major routes between cities ala truck stops and wherever else there might be a burgeoning population of EVs and plug-in hybrids needing a little love from the electric gods. We’ve gone over some of these specs before so let’s get down to it: How is Leaf on the streets? The Leaf we drove delivered about what we expected. The car is very intuitive; Nissan knows what we’re thinking when we get into the driver’s seat. All controls are in familiar places and operate accordingly, though, as on almost all the hybrids we’ve driven so far, there are some gimmicky eco-gauges and -controls that don’t seem altogether necessary (one allows the driver to “build a tree” as their eco-friendly driving style continues and improves for a period of time). The battery is under the car, as near the center as possible to help locate the center of gravity and help with handling. Nissan was smart to do this because they are going to catch a lot of hell for the car’s heft; perhaps Valerie Bertinelli and Jason Alexander can take fellow Jenny Craig clients to meetings and help Leaf lose a little bulk, too. Nissan Leaf interior Our test Leaf was, Nissan told us, about 90 per cent of what the final production version will look, feel and sound like. And the news is good in those areas: the car has an extreme style and much of that comes from use of a wind tunnel to design the car and cut down on that nemesis of EVs, wind noise. For instance, the highly-stylized headlamps with curves and lines that appear to go every which way are functionally manipulating oncoming air so it goes above and below the side mirrors, not right smack into it as on most cars and trucks. Even the radio antennae is specially shaped to cut noise and add to the vortex pushing the car along from the rear. These little things pay off as Leaf is very, very quiet; it’s like the local library. It’s so quiet, Nissan engineers tell us, that they had to engineer-in a certain amount of noise so pedestrians know there’s a car coming their way. We’re not kidding. The interior has a surprising amount of head room and that makes the entire car seem taller and wider than it really is from a passenger’s point of view. It’s a nice visual trick. Both front and rear seats do not offer what we would call “generous” legroom, but by no means would you think you’d be calling the chiropractor after a trip to Las Vegas in any seat on Leaf. You’ll have to go to a dealer to see the instrument panel up close and personal. Words simply can not do it justice. It’s colorful, animated and I understand the next-generation Leaf will come with 3D glasses. Well, it isn’t really that involved, so let’s just say the dash is, uh, “busy”. A single center tunnel mounted joystick-like appendage keeps Leaf in or out of its single forward gear. Leaf uses Nissan’s start system which allows engine start/stop by touching the brake and pushing a dash-mounted button with the key still in your pocket (or pocket book). Fit-and-finish inside and out was better than in most prototypes we’ve seen through the years. And with our test car not being a complete, sale-able Leaf, that bodes well for the car’s quality when it does go into production. As another Nissan engineer told us, “We’re still not through with it yet.” Steering is electrically boosted and was a little light for my tastes. I like to feel more connected to the road. Brakes are four-wheel anti-lock discs and seem up to the job, at least on the streets of Santa Monica. It is a bit surprising, though, the first time in the car, that due to the car’s heavyweight stance, drivers have to hit the brakes harder than they might in their previous compact car to slow or stop Leaf. That ABS braking system also creates battery-charging power through regenerative braking. Leaf gets off the line well as do all EVs and gas/electric hybrids. That’s because electric motors exhibit all their torque instantly, while a gas engine has a “torque curve” which brings the torque up gradually as the revs get higher. So Leaf drivers, like Prius owners before them, know that at the daily “Stop Light Grand Prix” they can take-on and beat just about any other car on the road. For the first 200 feet, at least. The audio system is superior for a car of this size and price (after tax credits and etc.) and allows plugging-in your iPod and all the other latest gizmos. Leaf has everything from 3D nav (not kidding this time) to Bluetooth. Let’s talk price. There are two Leaf models, a base (SV) and a step-up model called SL. Because SL is only $940 more than the SV, it seems the best bargain of the two. The SV is $25,280 while the SL rings the bell at $26,220. For both cars, there is a one-time $7,500 federal tax credit available (do the math yourself; I’m terrible at it), and, in California, the State Air Resources Board makes available another $5,000 tax credit. Your state may also offer similar credits, so check with your local Department of Motor Vehicles before buying an EV or hybrid to see what’s available. And $2,000 of the $2,200 cost of the installed home charger can be deferred; your dealer will fill you in. Similar to what Toyota did when their Prius first went on-sale, Nissan is using the Web to take “reservations” (a $99 “down payment” holds one for you) and let you stay in-touch with Leaf enthusiasts, get the latest news on technical highlights and Leaf availability, etc. Check-out www.NissanUSA.com and cruise around until you find “Leaf”. Finally, there’s an anomaly which not only Nissan but all companies making any kind of plug-in EV or hybrid need to think about: after a car-maker sells 200,000 units of whatever plug-in they’re making, that federal tax credit goes away. It’s almost a given that the new Prius plug-in hybrid and certainly the Leaf plug-in EV will fall victim to this rule. Nissan assures us their top execs are brainstorming to come up with a solution, so the woman who buys a Leaf one day and gets the $7,500 credit finds that her friend who bought one the next day does not get that credit. Nissan’s Leaf, GM’s Volt, Toyota’s plug-in gas/electric hybrid Prius and several other zero- or ultra-low-emission cars are about to go on-sale, all within about a year of each other. It’s an exciting time for those who are fascinated by the technology of these cars as well as their future possibilities, and Leaf will not be the butt of jokes using the words “glorified golf cart,” Leaf is a real car which will generate intense interest among the public worldwide.

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Steve Parker: Exclusive First Drive! Nissan’s 2011 Leaf EV

July 16, 2010

We have driven the future, and you can, too, sometime after the beginning of the new year. We took some short road test drives recently and one of the cars we flogged was Nissan’s 2011 Leaf EV. And while Toyota’s Prius gas/electric hybrid has been the Official State Car of Santa Monica for some years now, Leaf is definitely worthy of taking a shot at the title and could well prove successful in its efforts. In fact, the latest Leaf press preview was hosted at the Sheraton Miramar Hotel, smack in the center of the beach town. The challenge to Toyota has been made, and it might get ugly. Turns out all the excitement isn’t so much about the car’s performance, technology, styling or even interior design. It’s the car itself — the fact that it comes to life at a time so many other EVs, hybrids, extended-range hybrids and alternative fuel vehicles are hitting the marketplace. Customers will have a lot of info, maybe too much, to sort through when making their next vehicle choice. It’s bound to be shunned by some of the “holier than thou” who think cars should be banned entirely. But Leaf will be embraced by others, especially the so-called “hyper-milers,” who spend their days coming up with ways to suck even more energy out of every last atom in their batteries. Leaf is, without doubt, a history-making car. In terms of performance Leaf is about what we expected but it’s still, by default, a revolutionary and historic vehicle, the first EV to be mass-produced by a major car company in the “modern era” (post-WWII) and sold worldwide. Weighing in at a hefty 3,500 pounds (the battery pack alone is 600), Leaf will begin its U.S. sales sometime around the end of this year. Nissan announced this past week that Leaf’s on-board battery will be warranted for 8 years or 100,000 miles, whichever comes first. Nissan, along with Japanese battery-maker NEC, has formed a new corporation specifically to make Leaf’s batteries in Japan. For model year 2013, Nissan has plans to officially open its own dedicated battery-making facility in Tennessee for cars built in the U.S. Using laminated Lithium Ion batteries (Li-Ons for short), these batteries have been highly-developed by Nissan engineers to keep Leaf going for 100 miles after a charge, with a top speed of about 94 miles per hour. Now sit down, listen and learn something. Sorry, just wanted to see if you were still paying attention. There are three different charging methods for Leaf including “portable” charging, which uses a standard 110-volt wall plug-in charger which comes with the car. The portable method takes about 18 to 20 hours to make Leaf’s battery go from 0 to 100 per cent filled. “Installed charging” is the second method. When buying the Leaf, customers can also order an installed home charging unit. This method, using a 220-volt receptacle, takes around 8 hours to fully recharge Leaf. The home unit costs about $2,200, installed, but there are rebates and tax credits which can pay up to $2,000 of the total cost to encourage this option. Now, just as in auto racing, how fast you want to go depends on how much you want to spend, and this next option will be expensive, especially for Nissan and Aerovironment, the company working with Nissan on charger development and installation. “Quick charging” plans call for Leaf’s battery to be charged up to 80 per cent of capacity in only 30 minutes. Nissan engineers envision these quick chargers installed in busy shopping mall and office building parking lots, on major routes between cities ala truck stops and wherever else there might be a burgeoning population of EVs and plug-in hybrids needing a little love from the electric gods. We’ve gone over some of these specs before so let’s get down to it: How is Leaf on the streets? The Leaf we drove delivered about what we expected. The car is very intuitive; Nissan knows what we’re thinking when we get into the driver’s seat. All controls are in familiar places and operate accordingly, though, as on almost all the hybrids we’ve driven so far, there are some gimmicky eco-gauges and -controls that don’t seem altogether necessary (one allows the driver to “build a tree” as their eco-friendly driving style continues and improves for a period of time). The battery is under the car, as near the center as possible to help locate the center of gravity and help with handling. Nissan was smart to do this because they are going to catch a lot of hell for the car’s heft; perhaps Valerie Bertinelli and Jason Alexander can take fellow Jenny Craig clients to meetings and help Leaf lose a little bulk, too. Nissan Leaf interior Our test Leaf was, Nissan told us, about 90 per cent of what the final production version will look, feel and sound like. And the news is good in those areas: the car has an extreme style and much of that comes from use of a wind tunnel to design the car and cut down on that nemesis of EVs, wind noise. For instance, the highly-stylized headlamps with curves and lines that appear to go every which way are functionally manipulating oncoming air so it goes above and below the side mirrors, not right smack into it as on most cars and trucks. Even the radio antennae is specially shaped to cut noise and add to the vortex pushing the car along from the rear. These little things pay off as Leaf is very, very quiet; it’s like the local library. It’s so quiet, Nissan engineers tell us, that they had to engineer-in a certain amount of noise so pedestrians know there’s a car coming their way. We’re not kidding. The interior has a surprising amount of head room and that makes the entire car seem taller and wider than it really is from a passenger’s point of view. It’s a nice visual trick. Both front and rear seats do not offer what we would call “generous” legroom, but by no means would you think you’d be calling the chiropractor after a trip to Las Vegas in any seat on Leaf. You’ll have to go to a dealer to see the instrument panel up close and personal. Words simply can not do it justice. It’s colorful, animated and I understand the next-generation Leaf will come with 3D glasses. Well, it isn’t really that involved, so let’s just say the dash is, uh, “busy”. A single center tunnel mounted joystick-like appendage keeps Leaf in or out of its single forward gear. Leaf uses Nissan’s start system which allows engine start/stop by touching the brake and pushing a dash-mounted button with the key still in your pocket (or pocket book). Fit-and-finish inside and out was better than in most prototypes we’ve seen through the years. And with our test car not being a complete, sale-able Leaf, that bodes well for the car’s quality when it does go into production. As another Nissan engineer told us, “We’re still not through with it yet.” Steering is electrically boosted and was a little light for my tastes. I like to feel more connected to the road. Brakes are four-wheel anti-lock discs and seem up to the job, at least on the streets of Santa Monica. It is a bit surprising, though, the first time in the car, that due to the car’s heavyweight stance, drivers have to hit the brakes harder than they might in their previous compact car to slow or stop Leaf. That ABS braking system also creates battery-charging power through regenerative braking. Leaf gets off the line well as do all EVs and gas/electric hybrids. That’s because electric motors exhibit all their torque instantly, while a gas engine has a “torque curve” which brings the torque up gradually as the revs get higher. So Leaf drivers, like Prius owners before them, know that at the daily “Stop Light Grand Prix” they can take-on and beat just about any other car on the road. For the first 200 feet, at least. The audio system is superior for a car of this size and price (after tax credits and etc.) and allows plugging-in your iPod and all the other latest gizmos. Leaf has everything from 3D nav (not kidding this time) to Bluetooth. Let’s talk price. There are two Leaf models, a base (SV) and a step-up model called SL. Because SL is only $940 more than the SV, it seems the best bargain of the two. The SV is $25,280 while the SL rings the bell at $26,220. For both cars, there is a one-time $7,500 federal tax credit available (do the math yourself; I’m terrible at it), and, in California, the State Air Resources Board makes available another $5,000 tax credit. Your state may also offer similar credits, so check with your local Department of Motor Vehicles before buying an EV or hybrid to see what’s available. And $2,000 of the $2,200 cost of the installed home charger can be deferred; your dealer will fill you in. Similar to what Toyota did when their Prius first went on-sale, Nissan is using the Web to take “reservations” (a $99 “down payment” holds one for you) and let you stay in-touch with Leaf enthusiasts, get the latest news on technical highlights and Leaf availability, etc. Check-out www.NissanUSA.com and cruise around until you find “Leaf”. Finally, there’s an anomaly which not only Nissan but all companies making any kind of plug-in EV or hybrid need to think about: after a car-maker sells 200,000 units of whatever plug-in they’re making, that federal tax credit goes away. It’s almost a given that the new Prius plug-in hybrid and certainly the Leaf plug-in EV will fall victim to this rule. Nissan assures us their top execs are brainstorming to come up with a solution, so the woman who buys a Leaf one day and gets the $7,500 credit finds that her friend who bought one the next day does not get that credit. Nissan’s Leaf, GM’s Volt, Toyota’s plug-in gas/electric hybrid Prius and several other zero- or ultra-low-emission cars are about to go on-sale, all within about a year of each other. It’s an exciting time for those who are fascinated by the technology of these cars as well as their future possibilities, and Leaf will not be the butt of jokes using the words “glorified golf cart,” Leaf is a real car which will generate intense interest among the public worldwide.

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Steve Parker: Exclusive First Drive! Nissan’s 2011 Leaf EV

July 16, 2010

We have driven the future, and you can, too, sometime after the beginning of the new year. We took some short road test drives recently and one of the cars we flogged was Nissan’s 2011 Leaf EV. And while Toyota’s Prius gas/electric hybrid has been the Official State Car of Santa Monica for some years now, Leaf is definitely worthy of taking a shot at the title and could well prove successful in its efforts. In fact, the latest Leaf press preview was hosted at the Sheraton Miramar Hotel, smack in the center of the beach town. The challenge to Toyota has been made, and it might get ugly. Turns out all the excitement isn’t so much about the car’s performance, technology, styling or even interior design. It’s the car itself — the fact that it comes to life at a time so many other EVs, hybrids, extended-range hybrids and alternative fuel vehicles are hitting the marketplace. Customers will have a lot of info, maybe too much, to sort through when making their next vehicle choice. It’s bound to be shunned by some of the “holier than thou” who think cars should be banned entirely. But Leaf will be embraced by others, especially the so-called “hyper-milers,” who spend their days coming up with ways to suck even more energy out of every last atom in their batteries. Leaf is, without doubt, a history-making car. In terms of performance Leaf is about what we expected but it’s still, by default, a revolutionary and historic vehicle, the first EV to be mass-produced by a major car company in the “modern era” (post-WWII) and sold worldwide. Weighing in at a hefty 3,500 pounds (the battery pack alone is 600), Leaf will begin its U.S. sales sometime around the end of this year. Nissan announced this past week that Leaf’s on-board battery will be warranted for 8 years or 100,000 miles, whichever comes first. Nissan, along with Japanese battery-maker NEC, has formed a new corporation specifically to make Leaf’s batteries in Japan. For model year 2013, Nissan has plans to officially open its own dedicated battery-making facility in Tennessee for cars built in the U.S. Using laminated Lithium Ion batteries (Li-Ons for short), these batteries have been highly-developed by Nissan engineers to keep Leaf going for 100 miles after a charge, with a top speed of about 94 miles per hour. Now sit down, listen and learn something. Sorry, just wanted to see if you were still paying attention. There are three different charging methods for Leaf including “portable” charging, which uses a standard 110-volt wall plug-in charger which comes with the car. The portable method takes about 18 to 20 hours to make Leaf’s battery go from 0 to 100 per cent filled. “Installed charging” is the second method. When buying the Leaf, customers can also order an installed home charging unit. This method, using a 220-volt receptacle, takes around 8 hours to fully recharge Leaf. The home unit costs about $2,200, installed, but there are rebates and tax credits which can pay up to $2,000 of the total cost to encourage this option. Now, just as in auto racing, how fast you want to go depends on how much you want to spend, and this next option will be expensive, especially for Nissan and Aerovironment, the company working with Nissan on charger development and installation. “Quick charging” plans call for Leaf’s battery to be charged up to 80 per cent of capacity in only 30 minutes. Nissan engineers envision these quick chargers installed in busy shopping mall and office building parking lots, on major routes between cities ala truck stops and wherever else there might be a burgeoning population of EVs and plug-in hybrids needing a little love from the electric gods. We’ve gone over some of these specs before so let’s get down to it: How is Leaf on the streets? The Leaf we drove delivered about what we expected. The car is very intuitive; Nissan knows what we’re thinking when we get into the driver’s seat. All controls are in familiar places and operate accordingly, though, as on almost all the hybrids we’ve driven so far, there are some gimmicky eco-gauges and -controls that don’t seem altogether necessary (one allows the driver to “build a tree” as their eco-friendly driving style continues and improves for a period of time). The battery is under the car, as near the center as possible to help locate the center of gravity and help with handling. Nissan was smart to do this because they are going to catch a lot of hell for the car’s heft; perhaps Valerie Bertinelli and Jason Alexander can take fellow Jenny Craig clients to meetings and help Leaf lose a little bulk, too. Nissan Leaf interior Our test Leaf was, Nissan told us, about 90 per cent of what the final production version will look, feel and sound like. And the news is good in those areas: the car has an extreme style and much of that comes from use of a wind tunnel to design the car and cut down on that nemesis of EVs, wind noise. For instance, the highly-stylized headlamps with curves and lines that appear to go every which way are functionally manipulating oncoming air so it goes above and below the side mirrors, not right smack into it as on most cars and trucks. Even the radio antennae is specially shaped to cut noise and add to the vortex pushing the car along from the rear. These little things pay off as Leaf is very, very quiet; it’s like the local library. It’s so quiet, Nissan engineers tell us, that they had to engineer-in a certain amount of noise so pedestrians know there’s a car coming their way. We’re not kidding. The interior has a surprising amount of head room and that makes the entire car seem taller and wider than it really is from a passenger’s point of view. It’s a nice visual trick. Both front and rear seats do not offer what we would call “generous” legroom, but by no means would you think you’d be calling the chiropractor after a trip to Las Vegas in any seat on Leaf. You’ll have to go to a dealer to see the instrument panel up close and personal. Words simply can not do it justice. It’s colorful, animated and I understand the next-generation Leaf will come with 3D glasses. Well, it isn’t really that involved, so let’s just say the dash is, uh, “busy”. A single center tunnel mounted joystick-like appendage keeps Leaf in or out of its single forward gear. Leaf uses Nissan’s start system which allows engine start/stop by touching the brake and pushing a dash-mounted button with the key still in your pocket (or pocket book). Fit-and-finish inside and out was better than in most prototypes we’ve seen through the years. And with our test car not being a complete, sale-able Leaf, that bodes well for the car’s quality when it does go into production. As another Nissan engineer told us, “We’re still not through with it yet.” Steering is electrically boosted and was a little light for my tastes. I like to feel more connected to the road. Brakes are four-wheel anti-lock discs and seem up to the job, at least on the streets of Santa Monica. It is a bit surprising, though, the first time in the car, that due to the car’s heavyweight stance, drivers have to hit the brakes harder than they might in their previous compact car to slow or stop Leaf. That ABS braking system also creates battery-charging power through regenerative braking. Leaf gets off the line well as do all EVs and gas/electric hybrids. That’s because electric motors exhibit all their torque instantly, while a gas engine has a “torque curve” which brings the torque up gradually as the revs get higher. So Leaf drivers, like Prius owners before them, know that at the daily “Stop Light Grand Prix” they can take-on and beat just about any other car on the road. For the first 200 feet, at least. The audio system is superior for a car of this size and price (after tax credits and etc.) and allows plugging-in your iPod and all the other latest gizmos. Leaf has everything from 3D nav (not kidding this time) to Bluetooth. Let’s talk price. There are two Leaf models, a base (SV) and a step-up model called SL. Because SL is only $940 more than the SV, it seems the best bargain of the two. The SV is $25,280 while the SL rings the bell at $26,220. For both cars, there is a one-time $7,500 federal tax credit available (do the math yourself; I’m terrible at it), and, in California, the State Air Resources Board makes available another $5,000 tax credit. Your state may also offer similar credits, so check with your local Department of Motor Vehicles before buying an EV or hybrid to see what’s available. And $2,000 of the $2,200 cost of the installed home charger can be deferred; your dealer will fill you in. Similar to what Toyota did when their Prius first went on-sale, Nissan is using the Web to take “reservations” (a $99 “down payment” holds one for you) and let you stay in-touch with Leaf enthusiasts, get the latest news on technical highlights and Leaf availability, etc. Check-out www.NissanUSA.com and cruise around until you find “Leaf”. Finally, there’s an anomaly which not only Nissan but all companies making any kind of plug-in EV or hybrid need to think about: after a car-maker sells 200,000 units of whatever plug-in they’re making, that federal tax credit goes away. It’s almost a given that the new Prius plug-in hybrid and certainly the Leaf plug-in EV will fall victim to this rule. Nissan assures us their top execs are brainstorming to come up with a solution, so the woman who buys a Leaf one day and gets the $7,500 credit finds that her friend who bought one the next day does not get that credit. Nissan’s Leaf, GM’s Volt, Toyota’s plug-in gas/electric hybrid Prius and several other zero- or ultra-low-emission cars are about to go on-sale, all within about a year of each other. It’s an exciting time for those who are fascinated by the technology of these cars as well as their future possibilities, and Leaf will not be the butt of jokes using the words “glorified golf cart,” Leaf is a real car which will generate intense interest among the public worldwide.

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U.S. Economy Trade Deficit Widens as Exports Fall

June 10, 2010

By Courtney Schlisserman June 10 (Bloomberg) — The trade deficit in the U.S. widened in April to the highest in more than a year as exports and imports both declined. The gap grew 0.6 percent to $40.3 billion, the most since December 2008, Commerce Department figures showed today in Washington. A separate report showed more Americans than anticipated filed claims for jobless benefits last week. Overseas shipments remained at the second-highest level since October 2008 even after a decline that reflected lower sales of pharmaceuticals, soybeans and generators. Economic growth in Asia may fuel sales at companies including 3M Co., helping cushion the blow from the European debt crisis and a stronger dollar. The declines in imports and exports follow “big growth in both those categories in March so it could just be some payback,” said Michael Feroli , chief U.S. economist at JPMorgan Chase & Co. in New York. Trade’s contributions to growth will diminish, he said, “particularly now that you have the added factor that the dollar is strengthening and foreign growth might be slowing, particularly in Europe.” Stocks in the U.S. rose as reports from Asia spurred optimism for global economic prospects. China’s customs bureau said the nation’s exports climbed 48.5 percent in May from a year earlier. Japan’s economy grew more than earlier estimated in the first quarter and Australian employers added workers for a third straight month. Shares Rally The Standard & Poor’s 500 Index climbed 3 percent to close at 1,086.84. Treasuries fell, pushing the yield on the 10-year note up to 3.32 percent from 3.18 percent yesterday at 4:25 p.m. in New York. Other reports today showed the government posted a smaller budget deficit in May than forecast and household net worth climbed last quarter. The Treasury Department said the excess of spending over revenue fell to $135.9 billion last month from a shortfall of $189.7 billion in May 2009. For the fiscal year to date, the budget deficit totaled $935.6 billion compared with $992 billion during the prior year to date. Net worth for households and non-profit groups rose by $1.06 trillion in the first quarter, a fourth consecutive gain, to $54.6 trillion, according to the Federal Reserve. The gain may be reversed this quarter as the European debt crisis hurts stocks. Projected Widening The U.S. trade gap was projected to widen to $41 billion, according to the median forecast in a Bloomberg News survey of 75 economists. The Commerce Department revised the March deficit to $40 billion from a previously estimated $40.4 billion. Jobless claims dropped by 3,000 to 456,000 in the week ended June 5, a Labor Department report showed. Economists surveyed by Bloomberg News projected 450,000 claims, according to the median forecast. While payrolls rose for a fifth month in May, hiring by companies was less than forecast, underscoring Federal Reserve Chairman Ben S. Bernanke ’s comments yesterday that there will be “only a slow reduction” in the unemployment rate. Job gains are needed to spur consumer spending, which accounts for 70 percent of the economy, and ensure a sustained expansion. Exports Decline Exports from the U.S. decreased 0.7 percent to $148.8 billion. Imports slipped 0.4 percent in April to $189.1 billion, led by a decrease in demand for pharmaceuticals, crude oil and televisions from abroad. Imports of capital goods, including computers, semiconductors and telecommunications equipment, climbed in April to the highest level since October 2008, signaling business investment continues to grow. Exports of such products also increased. The trade deficit with the European Union narrowed to $5.73 billion in April from $7.06 billion in May. The dollar’s 12 percent gain against the euro since April 14 may dim the outlook for exports because it makes American-made goods more expensive in Europe. St. Paul, Minnesota-based 3M, maker of 55,000 products ranging from Post-it Notes to dental implants, is among companies saying it has yet to feel the effects of the European debt crisis. Growth Driver The company “hasn’t really seen a change” in business in Europe and it started the year projecting that region “would be a very slow, low-growth market,” Chief Financial Officer Patrick Campbell said at an investor conference June 8. “Emerging markets remain a critical growth driver for us,” he said. April sales for Midland, Michigan-based Dow Chemical Co., the world’s second-largest chemical maker, topped the monthly average in the first quarter and May was probably stronger, Chief Executive Officer Andrew Liveris said in a June 2 webcast from New York. Liveris told investors to “stop panicking” over the European debt crisis or Chinese efforts to cool growth. “Demand is good,” he said. The U.S. trade gap with China grew to $19.3 billion in April from $16.9 billion the prior month. The U.S. has been trying to pressure China to allow the currency to strengthen. Since July 2008, the yuan has been held by officials around 6.83 per dollar. “The broad strength of U.S. exports to China and the world is one reason why we are seeing strong growth in manufacturing,” Treasury Secretary Timothy F. Geithner told the Senate Finance Committee today. Imported Petroleum The quantity of imported petroleum dropped, swamping an increase in the price per barrel to $77.13, the highest since October 2008, according to today’s report. Excluding petroleum, the trade gap widened to $16.3 billion from $15.5 billion in March. A rebound in U.S. consumer spending and business investment, combined with the need to replenish depleted inventories, means a retreat in demand for goods made abroad will not persist. Household purchases climbed last quarter at the fastest pace in two years, while business spending on equipment and software in the six months to March increased by the most in a decade, according to figures from the Commerce Department. The trade balance adjusted for inflation , which is the figure used to calculate gross domestic product, increased to $44.3 billion in April. The gap was larger than the average $42.3 billion a month in the first quarter, putting trade on track to subtract from growth from April through June. To contact the reporter on this story: Courtney Schlisserman in Washington at cschlisserma@bloomberg.net

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Kan Promises Grassroots Approach to Extricating Japan From Fiscal Plight

June 8, 2010

By Sachiko Sakamaki and Takashi Hirokawa June 9 (Bloomberg) — Naoto Kan , Japan’s first leader in 15 years with no family connection to politics, pledged to draw from his common upbringing to help revive an economy hamstrung by persistent deflation and the world’s biggest public debt . “I’m the son of an ordinary salaried worker and people from ordinary families should be able to perform well for society.” Kan, 63, said yesterday in his first press conference as prime minister. “I want to drastically rebuild Japan.” Kan is the fifth premier in four years and second since his Democratic Party of Japan overturned five decades of mostly one- party rule last August. He retained 11 Cabinet members from predecessor Yukio Hatoyama ’s administration as he sought to demonstrate stability before mid-term elections in July that are a referendum on the DPJ’s nine months in power. “Kan is a realist; Hatoyama was an idealist who sometimes mixed that up with realism,” said Eisuke Sakakibara , a former Ministry of Finance official and now a professor at Aoyama Gakuin University in Tokyo. “Kan is the right person for a time like this.” Kan told party officials the election date will be July 11, the Yomiuri newspaper reported today, without citing anyone. Japan’s public debt will rise even if new government bond sales remain at the current fiscal year’s cap of 44 trillion yen ($481 billion), Kan said. His government will compile a plan to address fiscal constraints by the end of the month as Japan bids to avoid comparisons with Greece and the European Union. “This is the biggest issue the country must tackle and must be discussed beyond our party’s boundaries,” Kan said. Yen Comment He also said a weak yen “is generally said to be positive for exports, which have a big weighting in our economy,” adding that it was best for him to avoid specific comments on currencies. The yen was little changed at 91.43 to the dollar. Japanese stocks yesterday rose for the first day in three, with the Nikkei 225 Stock Average gaining 0.2 percent before Kan spoke. The index is down 9.6 percent this year. Polls show Kan has given the party a boost since Hatoyama, 63, stepped down on June 2 following campaign-finance scandals and a broken promise to move a U.S. base out of Okinawa. Kan served as Hatoyama’s finance minister and deputy premier. Yoshito Sengoku , 64, was named chief cabinet secretary, while Yoshihiko Noda , 53, replaced Kan as finance minister. Noda becomes the ninth person to hold that position in four years. Policy Continuity Kan said his administration will maintain Hatoyama’s policy priorities, which include improving social welfare and closer ties with Asia. The government this month began paying families a monthly allowance of 13,000 yen ($141) per child, and is making public high schools tuition-free. Noda opposed Hatoyama’s plans to double the childcare handouts after one year. “The first challenge will be to restore some sense of stability and continuity in Japanese politics,” said Paul Sheard , New York-based chief global economist at Nomura Securities International Inc. “One glimmer of hope here is that Mr. Kan has been, as finance minister, one of the people very much in the driver’s seat of economic policy.” The government is unlikely to double the childcare payments next year because of fiscal constraints, the Nikkei newspaper said, citing Welfare Minister Akira Nagatsuma . Honor U.S. Accord Public confidence in Hatoyama dropped after he upheld an accord to keep American forces on Okinawa, breaking a campaign promise. Kan told U.S. President Barack Obama in a phone call three days ago that he would honor the agreement after Hatoyama’s eight months of wavering over the issue frayed ties with Japan’s biggest ally. “We must maintain the principle of honoring the Japan-U.S. agreement,” Kan said. “However, I’m aware the Okinawa people don’t support the plan, so we must continue to make efforts to win their understanding.” Kan also said he will improve ties with China and the rest of Asia, bringing praise from the region’s fastest-growing economy. “We highly appreciate the importance Prime Minister Kan attaches to China-Japan relations,” Foreign Ministry spokesman Qin Gang said at a press briefing yesterday in Beijing. Kan, whose father was an executive at a glass manufacturer, is the first Japanese leader since Tomiichi Murayama in the mid- 1990s not to hail from a political family. The past four prime ministers all had fathers or grandfathers who previously held the post. Former Civic Activist A licensed patent attorney and former civic organizer, Kan entered parliament as a lawmaker for the now-defunct Social Democratic Party in 1980, and co-founded the DPJ in 1998. He rose to prominence as health minister in the 1990s when he exposed the government’s role in allowing up to 5,000 Japanese to contract HIV through contaminated blood products. Cabinet members who kept their posts included Foreign Minister Katsuya Okada , trade minister Masayuki Naoshima , Defense Minister Toshimi Kitazawa and Transportation Minister Seiji Maehara . Shizuka Kamei , leader of minority coalition member People’s New Party , stayed on as financial services minister. Kan named Yukio Edano , 46, as his party’s No. 2 official, replacing Ichiro Ozawa , the architect of last year’s DPJ election victory for the lower house of parliament. Next month’s ballot is for half of the 242 seats in the less-powerful House of Councillors . Ozawa had previously refused to step down after three of his aides were indicted for violating campaign funding laws in February. The DPJ’s approval ratings have jumped since Kan was chosen last week by parliament to replace Hatoyama. The Asahi newspaper said 82 percent of voters approved of how Kan has dealt with Ozawa. The paper surveyed 1,074 voters on June 4-5 and didn’t provide a margin of error. The DPJ received a 36.1 percent support rate in a Kyodo News poll published four days ago, an increase of 15.6 percentage points from the end of May. “Our party’s lawmakers come from a wide range of backgrounds,” Kan said. “I’d like them to fight with the same common aspirations as an army.” To contact the reporter on this story: Sachiko Sakamaki in Tokyo at Ssakamaki1@bloomberg.net ; Takashi Hirokawa in Tokyo at thirokawa@bloomberg.net

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Kan Takes Office as Japan Premier, Seeking to Revive Support Before Polls

June 7, 2010

By Sachiko Sakamaki and Takashi Hirokawa June 8 (Bloomberg) — Naoto Kan will take office today as Japan’s prime minister and give his first public address in an effort to shore up support before upper-house elections in July that will be a referendum on his party’s nine months in power. Kan, 63, is Japan’s fifth leader in four years and second since the Democratic Party of Japan overturned five decades of mostly one-party rule last August. He inherits an economy deflated by falling consumer prices , weak domestic demand, rising debt , and an aging and dwindling population. Polls show Kan has given the party a boost since predecessor Yukio Hatoyama stepped down on June 2 after money scandals and a broken promise to relocate U.S. troops stationed in Okinawa. Kan, finance minister in Hatoyama’s cabinet, has distanced himself from a DPJ powerbroker who also quit last week. “The first challenge will be to restore some sense of stability and continuity in Japanese politics,” said Paul Sheard , New York-based chief global economist at Nomura Securities International Inc. “One glimmer of hope here is that Mr. Kan has been, as finance minister, one of the people very much in the driver’s seat of economic policy.” Kan is set to announce his Cabinet this afternoon, with Japanese media reports predicting that most ministers will retain their posts. Yoshihiko Noda , 53, may replace Kan as finance minister, becoming the ninth person to hold that position in four years, as policy makers compile a plan to rein in the world’s biggest public debt . Cabinet Line-Up National Strategy Minister Yoshito Sengoku , 64, will replace Hirofumi Hirano as chief cabinet secretary, Kan told reporters at the weekend. Foreign Minister Katsuya Okada , trade minister Masayuki Naoshima and Defense Minister Toshimi Kitazawa will keep their posts, Kyodo News said, citing unidentified party sources. After Kan appoints his ministers the new government will be officially sworn in by Emperor Akihito . The prime minister is scheduled to hold his first press conference at 5 p.m. Kan yesterday named Yukio Edano , 46, as his party’s No. 2 official, replacing Ichiro Ozawa , the architect of last year’s DPJ election victory for the lower house of parliament. Next month’s ballot is for half of the 242 seats in the less-powerful House of Councillors . Ozawa had previously refused to step down after three of his aides were indicted for violating campaign funding laws in February. The DPJ’s approval ratings have jumped since Kan was chosen last week by parliament to replace Hatoyama. The Asahi newspaper said 82 percent of voters approved of how Kan has dealt with Ozawa. The paper surveyed 1,074 voters on June 4-5 and didn’t provide a margin of error. The DPJ received a 36.1 percent support rate in a Kyodo News poll published three days ago, an increase of 15.6 percentage points from the end of May. To contact the reporter on this story: Sachiko Sakamaki in Tokyo at Ssakamaki1@bloomberg.net ; Takashi Hirokawa in Tokyo at thirokawa@bloomberg.net

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James Zogby: Business Confidence Up in Gulf States

May 17, 2010

Dubai — Ed Koch, the colorful and often controversial former Mayor of New York City, made it a practice as he walked the streets of his city to stop and ask average citizens “How am I doing?” in an effort to learn how they viewed the performance of his administration and its delivery of services. Asking and listening are always useful exercises. Sometimes the results can be surprising. More often then not the results of such an effort affirm what we have assumed to be true, providing data to validate our assumptions as well as additional valuable insights. A recent survey of business executives in the Arab Gulf countries is a case in point. Conducted by Zogby International (ZI), the survey found that optimism has returned to the business community in the Gulf, a sign that the region may have turned a corner following the global economic downturn of 2008-2009. Overall six in ten executives now say that business conditions have improved in their countries, with over eight in ten expressing confidence that conditions will improve even further in the next two years. These are but a few of the findings from the survey of “C-Suite” executives in Saudi Arabia, UAE and Qatar, which ZI carried out for Oliver Wyman (an international management consulting firm with a strong presence throughout the Middle East). It is the second in a continuing series of semi-annual measurements of business confidence in the Gulf region. The mood was positive in all three countries covered in the survey, with the most notable changes occurring in the UAE. Business leaders in that country were especially hard hit by what one prominent Emirati businessman referred to as the “bursting of Dubai’s utopic bubble.” It is significant, therefore, that while in our October 2009 survey 57% of respondents in the UAE reported that their economy was in decline, today that figure has dropped to just 39%; and while in October only 45% of business leaders in the UAE anticipated an improvement in business conditions in the country during the next two years, now 74% are optimistic. Overall, the executives expressed some satisfaction with their governments’ response to the 2008-2009 crisis with those in Saudi Arabia, Qatar and Abu Dhabi indicating strong confidence in their governments’ performance. Only in Dubai was there a somewhat negative mood with over 50% reporting that their attitude toward government had been undermined by its handling of the crisis. When asked to identify the areas that provided the greatest opportunities for the Gulf Cooperation Council countries to improve competitiveness, almost one-half of the surveyed business leaders pointed to the region’s need to diversify its economy. And four times as many executives saw greater opportunity in deepening ties with the emerging economies of China and India than with their traditional partners in the developed West. Some indicated that they saw China’s dramatic growth and the relative ease of doing business in that country as obvious attractions, especially in the face of the uncertainties now facing Europe. In the April survey, as in our earlier October effort, labor and education reform were once again identified as both the most immediate and long-term challenges to the region’s competitiveness. Other problem areas the business executives pointed to as requiring government attention included: improving transparency (especially noted in Dubai and Saudi Arabia’s Eastern Province) and reducing bureaucracy (a major concern in Abu Dhabi). Another major concern noted in all three countries was the difficulty associated with starting new businesses – pointing to excessive regulations and problems obtaining loans at reasonable rates. The utility of surveys of this type is that they provide business leaders with an unofficial sounding board from which they can identify concerns. The results also provide governments with indices by which they can measure the mood and needs of a critical sector of the society that will be the driver of future growth and development. And so getting back to answering the New York Mayor’s question, in the Gulf it would be “quite good”. The bottom line here is that business confidence is up, and significantly so when compared to many other regions of the world, including the U.S. And no wonder. The region weathered a difficult world-wide downturn with governments wisely using reserves both to insure stability and promote growth. Nevertheless, concerns remain in important areas. Singled out for attention were: the region’s dependence on foreign labor; the challenge of modernizing the educational system (especially in the areas of primary education, basic math and science skills and technical training); and easing the way for entrepreneurs to start new businesses – a key to needed job creation. These are issues that the business leaders say must be addressed to insure both future competitiveness and continued prosperity.‬

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Apollo, Centerbridge Said to Bid for Stuyvesant Town Servicer CW Financial

May 13, 2010

By Jonathan Keehner and Dan Levy May 13 (Bloomberg) — Buyout firms Apollo Global Management LP and Centerbridge Capital Partners LLC made competing bids for CW Financial Services, parent of the second-largest manager of delinquent U.S. commercial real estate loans, according to two people with knowledge of the offers. Berkadia Commercial Mortgage LLC, a partnership between Warren Buffett’s Berkshire Hathaway Inc. and Leucadia National Corp. , was also weighing a bid for the New York-based company, said a third person familiar with the matter. The people asked not to be identified because the auction is private. CWCapital Asset Management, a unit of CW Financial , is the special servicer of $143 billion of securitized real estate loans, including more than $18 billion that are delinquent, according to data compiled by Bloomberg. It has access to valuable pricing and payment information, said Ben Thypin , an analyst at researcher Real Capital Analytics Inc. in New York. The new owner would be “in the driver’s seat on a lot of troubled loans,” Thypin said. CW Financial may fetch more than $200 million in the auction, which is being run by Beekman Advisors, said one of the people. Officials at Apollo and Centerbridge, both based in New York, declined to comment, as did representatives for CW Financial, Horsham, Pennsylvania-based Berkadia and Beekman in McLean, Virginia. CW Financial, a commercial real estate finance and investment company, is majority owned by a unit of Montreal- based Caisse de Depot et Placement du Quebec, Canada’s largest pension fund manager. Optimism Rises “The sale is in process and we have no announcement at this time,” Francois Gaboury, a spokesman for the Caisse’s Otera Capital subsidiary, said in a telephone interview. Commercial Mortgage Alert reported in March that Beekman had been hired to find a buyer. Private-equity real estate funds, which have $80 billion to invest, are increasingly optimistic that deals will pick up, London-based researcher Preqin Ltd. said April 30. The outlook is “improved” after U.S. commercial values rose 5 percent last month from March, according to Green Street Advisors Inc., a real estate research firm in Newport Beach, California. When commercial mortgages are packaged into securities, a special servicer is assigned to manage the assets and help direct a restructuring if the loans become troubled. LNR Partners Inc. of Miami Beach, Florida, the largest special servicer, has been assigned about $181 billion of securitized debt, including almost $24 billion of delinquent assets, according to Bloomberg data. LNR Property Corp., the unit’s parent owned by Cerberus Capital Management LP, hired Lazard Ltd. to help restructure as much as $1 billion of debt, people familiar with the matter said on Jan. 14. Stuyvesant Town CWCapital would be the third special servicer to change hands since December. Berkadia bought Capmark Financial Group Inc.’s loan-servicing and mortgage-lending business for $468 million in December. Island Capital Group LLC, the New York- based firm run by real estate investor Andrew Farkas , agreed in March to buy the special-servicing and debt-fund unit of Centerline Holding Co. for about $50 million in cash and $60 million in assumed debt. CWCapital’s largest troubled loan is $3 billion of debt on Stuyvesant Town-Peter Cooper Village, Manhattan’s biggest apartment complex, according to Bloomberg data. The 80-acre property, which is facing foreclosure, was purchased for $5.4 billion by Tishman Speyer Properties LP and BlackRock Inc. near the top of the market in 2006. The firm also handles about a combined $940 million of troubled debt on Manhattan office towers at 1775 Broadway, 620 Avenue of the Americas, 575 Lexington Ave. and 119 West 40th St., and a $425 million loan on the Four Seasons Resort on the Hawaiian Island of Maui, according to Bloomberg data. ‘Short-Term Opportunity’ “CW may be the last major, independent special servicer to go on the market,” said Mohsin Meghji , a principal at New York- based restructuring firm Loughlin Meghji & Co. and chief restructuring officer of Capmark Financial. “There’s a short- term opportunity in servicing fees and gaining a window into so many commercial real estate restructurings has a lot of long- term value.” Leon Black , the former head of mergers for Michael Milken’s Drexel Burnham Lambert Inc., co-founded Apollo in 1990. The firm managed $53.6 billion of assets as of Dec. 31, according to a regulatory filing. The firm’s Apollo Commercial Real Estate Finance Inc., a real estate investment trust, raised about $200 million in an initial public offering last year. Centerbridge, Extended Stay Apollo in March agreed to buy Citigroup Inc.’s real estate investment unit, adding 65 investments in 26 countries with a net asset value of $3.5 billion, a person with knowledge of the deal said at the time. Centerbridge, with hedge-fund manager Paulson & Co. of New York, is leading a group that is bidding for hotel chain Extended Stay Inc. The Centerbridge-Paulson team, which also includes Blackstone Group LP , has committed to invest as much as $905.4 million in Extended Stay, which filed the largest bankruptcy case by a U.S. hotel owner in June. To contact the reporters on this story: Jonathan Keehner in New York at jkeehner@bloomberg.net ; Dan Levy in San Francisco at dlevy13@bloomberg.net

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Anadarko May Take Biggest Hit From Gulf Oil Spill as BP’s Silent Partner

May 12, 2010

By Edward Klump May 13 (Bloomberg) — BP Plc is battling a Gulf of Mexico oil spill, is a defendant in more than 100 lawsuits and is testifying before Congress about what caused an April 20 rig explosion and fire. Anadarko Petroleum Corp. may be taking the bigger financial hit. Anadarko owns a 25 percent stake in London-based BP’s Macondo well, where the April 20 rig disaster killed 11 people and set off leaks spewing an estimated 5,000 barrels of oil a day into the sea. Anadarko , based near Houston, had no say in how the well was drilled. “They were basically the passenger and somebody else was doing the driving, so the car crashed,” said Fadel Gheit , an analyst at Oppenheimer & Co. in New York. “What we see here is that Anadarko got hurt more than the driver.” Pound for pound , Anadarko may have to pay more than BP. ING Bank NV estimated that costs of the spill may reach $7.8 billion. Anadarko may have to pay as much as 25 percent of those expenses, which would be almost $2 billion, if ING’s forecast proves accurate. BP , which owns 65 percent of Macondo and is project operator, is 29 times the size of Anadarko by revenue and almost eight times as big based on reserves available for future production. Anadarko has dropped 23 percent in New York trading since the April 20 blast aboard the Deepwater Horizon rig, tumbling from first to third among independent U.S. oil companies by market value. BP has fallen 17 percent. Japan’s Mitsui & Co. , which has a 10 percent stake in Macondo and is five times Anadarko’s size by revenue, is down 11 percent. Insurance Coverage Anadarko , which bought its stake in the well last year, said last week that it has insurance coverage of about $177.5 million on Macondo and deductibles of about $15 million. BP said May 10 that it had spent $350 million on the clean-up. Insurance may cover Anadarko for two or three months, said John Lutz, an analyst who helps oversee about $6.8 billion in assets, including 140,000 Anadarko shares, at Frost Investment Advisors in San Antonio. “Above and beyond that, they’re on the hook, and I think it’s safe to assume it’s going to be considerably higher than that,” Lutz said. Anadarko may not be responsible for a 25 percent share of all costs if it’s found that negligence by other companies caused the blast, said Lutz, who added that it would take five or 10 years for the impact to be known. ‘All Together Responsible’     “The position by the injured parties will be that the owners are all together responsible,” said James Garner, a New Orleans lawyer whose firm represents Louisiana businesses that are being affected by the spill. “We’ll let the courts sort out in what portion.” Independent U.S. oil producers typically focus on onshore and shallow-water projects with relatively little risk. Oklahoma City-based Devon Energy Corp. , the nation’s second-biggest independent oil and natural-gas producer, reported a success rate of “almost 100 percent” on the 454 wells it drilled in the first quarter. Anadarko , which incurred $780 million in so-called dry-hole costs last year, is funding deep-water discoveries from Africa to Brazil. The company plans capital spending this year of $5.3 billion to $5.6 billion. Chief Executive Officer Jim Hackett said the oil spill won’t change his strategy. Staying the Course “We will remain focused on managing through this event, and based on what we know today, we are not currently making any major changes or interruptions to our capital-spending programs or strategic objectives,” Hackett told investors on a May 4 conference call. Anadarko ended the first quarter with about $3.7 billion in cash , according to a company filing. The full amount of the company’s $1.3 billion revolving credit agreement was available for borrowing. If necessary, Anadarko could reduce its spending or sell assets, Chief Financial Officer Robert Gwin said on the call. “They will clearly have less capital available for their programs,” said Philip Dodge , an analyst at Tuohy Brothers in New York. “It’s possibly going to be something that they can accommodate, or if this goes on for a long period of time, it’s going to hold them back.” Costs to Climb Anadarko said insurance premiums may increase. Lutz said regulatory changes resulting from the spill may push exploration costs higher. There’s also lost production. At 5,000 barrels a day, the leaks are dumping almost $400,000 a day worth of crude into the Gulf. BP spokesman Jon Pack said it’s still possible there will be oil produced in the area. The reservoir may have held about 50 million barrels of crude, he said. For now, Anadarko is assisting BP until the leaks are stopped and questions are answered. “We want answers as much as anyone,” company spokesman John Christiansen said. Oppenheimer’s Gheit, who cut his rating of Anadarko shares to “market perform,” said he still considers the company a “premier” oil explorer. “The company lost almost one quarter of its market value in 20 days,” he said. “That’s real punishment.” To contact the reporter on this story: Edward Klump in Houston at eklump@bloomberg.net .

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Labour Talks With Clegg Said to End as Cameron Seeks Liberal Democrat Pact

May 11, 2010

By Gonzalo Vina and Kitty Donaldson May 11 (Bloomberg) — Talks between the Liberal Democrats and Prime Minister Gordon Brown ’s Labour Party on forming a U.K. coalition collapsed, the British Broadcasting Corp. reported, without citing sources. The pound rose on the report. Liberal Democrat leader Nick Clegg said earlier today that talks to form a government were entering their endgame after his Conservative counterpart, David Cameron , pressed for a decision on a coalition offer. Cameron and Clegg spoke at midday before negotiators for their parties met. Liberal Democrat lawmakers were due to convene at 7:30 p.m. “The discussions between the political parties have now reached a critical and final phase,” Clegg told reporters in London today. “I am as impatient as anyone else to get on with this, to resolve matters one way or another.” The haggling to form a government is unprecedented in post- World War II British politics and threatens to unnerve investors as it drags on. The pound has weakened since Brown’s announcement as analysts and lawmakers suggested the U.K. faced another election by the end of 2011. Talks between Clegg and Cameron’s Conservatives, who won the most seats in an inconclusive May 6 vote, were thrown into disarray yesterday when Brown said he would quit as Labour leader if Clegg allied with his party. Coalition Risks All the possibilities carry risks: a Cameron-Clegg partnership would pair parties that disagree on tax cuts, immigration and policy toward Europe. A deal between Labour and the Liberal Democrats would exclude the top vote-getter and require support from more parties to reach a majority. “If Clegg goes with the Conservatives he alienates his activists, if he goes with Labour he alienates voters,” said Stephen Driver , lecturer in politics at Roehampton University in London. “A rainbow coalition between Labour, the Liberal Democrats and others would be a recipe for disaster, like the 1970s every vote would be on a knife-edge.” The pound, which fell as much as 0.9 percent against the dollar today, was up 0.4 percent at $1.4911 as of 4:22 p.m. in London. William Hague , the Conservative foreign-affairs spokesman who’s leading his party’s negotiating team, said the Conservatives were proposing “a strong and secure government with an elected prime minister.” Labour Meeting The Labour Party’s governing National Executive Committee will also meet this afternoon to discuss the logistics for the leadership election and discuss unease among some members of the party over doing a deal with the Liberal Democrats. Brown’s intervention shook Conservative hopes of a deal and trust in Clegg after the Liberal Democrats said they would explore an alliance with Labour. Cameron said it was “decision time” for Clegg as Liberal Democrats opened negotiations with Labour. “Brown has completely destabilized the basis of the Lib Dem-Conservative negotiations,” said Steven Fielding , director of the Centre for British Politics at Nottingham University. “Everyone’s thinking about the next election, which is probably less than 18 months away.” Brown, 59, said he’ll step down as prime minister after leading his party to its worst election result since 1983 following a 27-year career in national politics. Clegg had resisted allying with a politician who was rejected by voters. Election Result In the election, the first since 1974 to produce a so- called hung Parliament, Labour lost its House of Commons majority after 13 years, dropping 91 seats to 258. The Conservatives won 306 districts, a net gain of 97 from the previous election. The Liberal Democrats lost five seats and now have 57 members. Clegg, 43, said last week Cameron was entitled to the first chance to form a government since he won the most votes and Parliament seats. A proposed deal was rejected by Liberal Democrat lawmakers yesterday, leading Clegg to phone Cameron, 43, and demand a full coalition and a referendum on an overhaul of the voting system to favor smaller parties. Brown’s surprise announcement came while Cameron was mulling those demands, pushing the Conservatives to respond by making what William Hague , the party’s foreign-affairs spokesman, called an offer that goes “the extra mile” of a referendum on the alternative-vote system. Under the alternative vote system, voters number candidates in order of preference. Those choices are taken into account to ensure that the winner has the backing of at least half the electorate. Britain’s first-past-the-post voting method gave the Liberal Democrats 9 percent of the seats in the House of Commons for 23 percent of the popular vote. The party favors proportional representation and the alternative-vote proposal may not go far enough to satisfy it. To contact the reporter on this story: Gonzalo Vina in London at gvina@bloomberg.net ; Kitty Donaldson in London at Kdonaldson1@bloomberg.net .

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Toyota Delayed Steering Recall By Almost A Year In U.S.

May 10, 2010

MIAMI — Toyota waited nearly a year in 2005 to recall trucks and SUVs in the United States with defective steering rods, despite issuing a similar recall in Japan and receiving dozens of reports from American motorists about rods that snapped without warning, an Associated Press investigation has found. The lengthy gap between the Japanese and U.S. recalls – strikingly similar to Toyota’s handling of the recent recall for sudden acceleration problems – triggered a new investigation Monday by the National Highway Traffic Safety Administration, which could fine the automaker up to $16.4 million. That was also the amount Toyota paid last month in the acceleration case. “Our team is working to obtain documents and information from Toyota to find out whether the manufacturer notified NHTSA within five business days of discovering a safety defect in U.S. vehicles,” NHTSA Administrator David Strickland said in a statement. Federal regulators “are taking this seriously and reviewing the facts to determine whether a timeliness investigation is warranted,” NHTSA spokeswoman Karen Aldana told the AP in response to questions about the 2005 recall. An automaker is required to notify NHTSA about a defect within five days of determining one exists. NHTSA has now linked 16 crashes, three deaths and seven injuries to the steering rod defect. When a steering rod snaps, the driver cannot control the vehicle because the front wheels will not turn. The AP reviewed hundred of pages of court documents, including many of Toyota’s internal communications from the period when the steering problems first emerged. The AP also analyzed government files and complaints from drivers who experienced trouble behind the wheel. After the 2004 Japanese recall, Toyota claimed initially that it had scant evidence of a steering rod problem among U.S. trucks and SUVs. But the AP found that the automaker had received at least 52 reports from U.S. drivers about the defect before vehicles were recalled in Japan. Toyota told the AP that it has now confirmed seven total cases in the U.S. of steering problems in the T100 small pickup and no reports of accidents or injuries. Company spokesman Brian Lyons said Monday that the automaker received an information request from NHTSA and intended to cooperate with the agency’s inquiry. Toyota claimed in a 2004 letter to NHTSA obtained by the AP that driving conditions in Japan were so different from those on U.S. roads that a recall was not necessary for 4Runner SUVs and T100 pickup trucks, known in Japan as the Hilux and Hilux Surf. That was despite the vehicles having nearly identical steering components, according to company documents filed with NHTSA. In the October 2004 letter, the company told the agency there were differences between left- and right-hand drive vehicles and that Toyota “believes that the unique operating conditions in Japan, such as frequent standing full lock turns, such as for narrow parking spaces and close quarters maneuvering, greatly affects the occurrence of this problem.” In addition, Toyota insisted to U.S. regulators the company had only scattered reports by 2004 from U.S. drivers about the steering problems. However, company documents that surfaced in a 2009 lawsuit show Toyota received 35 complaints through its customer service department – four formal complaints to its legal department and 13 warranty claims through dealers before the 2004 recall. The company later acknowledged in court documents that it received at least some letters from U.S. customers whose steering rods had broken. Yet it was not until September 2005 – 11 months after the Japanese recall began – that Toyota issued a recall in the U.S. for nearly 1 million 4Runners and Toyota trucks from model years 1989 to 1995, and T100s from model years 1993 to 1998, to repair steering rods. Last month, Toyota agreed to pay a $16.4 million fine for delaying its recalls of millions of vehicles to replace floor mats that can trap accelerator pedals and accelerator pedals that can stick. The attorney for an Idaho family suing Toyota over the steering issue now says there are strong parallels between the 2005 steering recall and the accelerator situation. On Monday, California attorney John Kristensen said Toyota failed to meet its obligation to promptly notify the agency about a vehicle defect. Kristensen represents the family of 18-year-old Michael “Levi” Stewart, who was killed in a 2007 accident. “They clearly had evidence. They clearly had problems in the U.S.,” Kristensen said. “They’ve got to be held responsible for misleading the U.S. government about why they weren’t doing a recall in the United States.” NHTSA is also reviewing whether Toyota improperly delayed for six weeks the January recall of the 2009-2010 Venza in the United States to address floor mats that could trap accelerator pedals. The company had made a similar recall in Canada six weeks earlier. Earlier Monday, Transportation Secretary Ray LaHood met with top Toyota executives in Japan and said the company could face additional fines for safety-related issues. LaHood said investigators are going through some 500,000 Toyota documents. A determination on new fines probably will not be made for months. In Stewart’s death, Toyota acknowledged in a 2009 filing that the company was contacted by two U.S. drivers complaining of broken steering rods in 2002 and 2003 but emphasized “the fact that a steering rod broke is not in and of itself evidence of the recall condition.” The reports uncovered in the Stewart lawsuit tell a different story. One motorist who wrote in 2002 to Toyota urged the company to do something after the steering rod broke on his 1997 T100 pickup. “I bring this evidence to your attention because of the obvious safety hazard,” wrote Yigal Schacht of Flushing, N.Y. “Had this fracture in the center link occurred even 10 minutes later, I would have been traveling on the Long Island Expressway, and without steering, surely a horrific tragedy would have ensued.” The Toyota steering recall in Japan began after a highly publicized accident in which five people were injured after a steering rod snapped, leading to a criminal investigation there of Toyota executives involving the timing of the recall. Ultimately, Japanese prosecutors decided not to file professional negligence charges against the executives. The Stewart case is one of four lawsuits that were filed in state courts after the U.S. steering recall and the only one drawing close to trial, which is set for November in Los Angeles. In addition to the defective vehicle, the Stewart family is claiming Toyota’s 2005 recall was faulty because it repaired only about a third of the vehicles – far below the 70 percent level that is the typical goal under NHTSA guidelines. NHTSA officials cautioned, however, that repair levels for older vehicles are often lower because many of them are not in use any more. Stewart was killed Sept. 15, 2007, while driving friends home in his 1991 Toyota pickup near Fairfield, Idaho. Toyota has said in court documents that the steering rod may have broken on impact rather than before the crash and has suggested the crash may have been alcohol related. Stewart’s blood-alcohol level was 0.03, within Idaho’s legal limits. “Stewart was under the influence and speeding” before the accident, Toyota said in one filing. Kristensen said Stewart drank “half a beer” that night and was the group’s designated driver. If the recall had been performed sooner and more efficiently, “it could have saved Levi Stewart’s life,” the attorney said. Similar claims are being made today in hundreds of lawsuits against Toyota over the sudden unwanted acceleration problem, which NHTSA has linked to 52 deaths in the U.S. ___ Associated Press Writer Ken Thomas in Washington contributed to this report.

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Clegg’s Liberal Democrats Debate Cameron Offer of Alliance to Eject Brown

May 8, 2010

By Robert Hutton and Kitty Donaldson May 8 (Bloomberg) — Nick Clegg ’s Liberal Democrats meet today to consider Conservative David Cameron ’s bid for an alliance to oust Prime Minister Gordon Brown after the U.K. election failed to deliver a majority to any party. While Brown said he was willing to discuss a coalition with any party, Clegg said Cameron should have the first crack at forming a government because he won the most seats and had the most popular support in the May 6 vote. Cameron proposed a panel to study the central Liberal Democrat demand of overhauling the electoral system. Brown offered an immediate referendum. “The big sticking point is what’s in it for the Liberal Democrats,” said Andrew Russell , a politics lecturer at Manchester University and the author of “Neither Left Nor Right?”, a study of the Liberal Democrats. A deal “is not inconceivable. The chances are it wouldn’t work.” The pound and gilts fell on concern the political jockeying and subsequent recriminations would undermine efforts to reduce a record budget deficit. Sterling weakened 0.2 percent yesterday to $1.4804. Government bonds declined, pushing the 10-year gilt up by 3 basis points to 3.84 percent. Negotiations began late yesterday after the first election since 1974 that yielded a so-called hung Parliament. Clegg and Cameron spoke by telephone and leaders of Brown’s Labour Party, which has governed since 1997, made public appeals to Liberal Democrats. Brown’s Bid Brown would need an unprecedented four-way alliance including Scottish and Welsh nationalists to stay in power. A failure by Brown and Cameron to come to terms with potential allies would probably result in Cameron seeking to establish a minority government. The Conservatives won 306 districts, a net gain of 97 from the previous election in 2005. Labour had a net loss of 91 seats to end with 258. The Liberal Democrats lost five seats and now have 57 members of the 650-seat House of Commons. “There is a case for going further than an arrangement that simply keeps a minority Conservative government in office,” Cameron said in London before holding a first round of talks with Clegg. “I want us to work together in tackling our country’s problems.” Liberal Democrat energy spokesman Simon Hughes told BBC television this morning that a first round of discussions between negotiating teams from the two parties last night was “a process meeting rather than a substance meeting.” ‘Getting Things Right’ “Everybody understands there needs to be a balance between speed and getting things right,” Hughes said. “We can’t and won’t give a running commentary.” He highlighted the economy as a central area of the discussions, saying the new government would need to put “processes in place to deal with the deficit urgently.” Brown, 59, remains as prime minister until he advises Queen Elizabeth II , as head of state, that he is resigning. As Britain has no written constitution, the 84-year-old monarch is guided by conventions built up over hundreds of years. The main requirement for the queen is to find a political leader who can command the confidence of the House of Commons . Speaking yesterday in front of the prime minister’s residence at 10 Downing Street, Brown proposed a referendum on introducing proportional representation in voting, something that would help the Liberal Democrats gain more seats in Parliament. He also pointed out that they share Labour’s opposition to cutting spending this year, in contrast to Cameron. Conservative Offer For his part, Cameron offered to establish a committee to discuss the voting system and insisted he would want to cut spending immediately. The 43-year-old Conservative, who led his party to its biggest gain in seats since 1931, also listed all the areas where he wasn’t prepared to compromise. These include his party’s opposition to looser immigration controls and scrapping the submarine-based Trident nuclear deterrent. Both are favored by the Liberal Democrats. Clegg, 43, can’t agree to a deal on his own. Party rules require the assent of Liberal Democrat lawmakers and members. The party’s Parliamentary committee meets at midday in London. “It will be difficult for the Conservatives and the Lib Dems to come to any formal agreement,” said Stephen Driver , who teaches politics at Roehampton University in London. “What Clegg would get out of any Conservative deal would be very small indeed.” To contact the reporters on this story: Kitty Donaldson in London at kdonadlson@bloomberg.net ; Robert Hutton in London at rhutton1@bloomberg.net .

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Clegg’s Liberal Democrats to Debate Cameron Bid for Alliance to Oust Brown

May 7, 2010

By Robert Hutton and Kitty Donaldson May 8 (Bloomberg) — Nick Clegg ’s Liberal Democrats meet today to consider Conservative David Cameron ’s bid for an alliance to oust Prime Minister Gordon Brown after the U.K. election failed to deliver a majority to any party. While Brown said he was willing to discuss a coalition with any party, Clegg said Cameron should have the first crack at forming a government because he won the most seats and had the most popular support in the May 6 vote. Cameron proposed a panel to study the central Liberal Democrat demand of overhauling the electoral system. Brown offered an immediate referendum. “The big sticking point is what’s in it for the Liberal Democrats,” said Andrew Russell , a politics lecturer at Manchester University and the author of “Neither Left Nor Right?”, a study of the Liberal Democrats. A deal “is not inconceivable. The chances are it wouldn’t work.” The pound and gilts fell on concern the political jockeying and subsequent recriminations would undermine efforts to reduce a record budget deficit. Sterling weakened 0.3 percent to $1.4792 at 7 p.m. in London. Government bonds declined, pushing the 10-year gilt up by 3 basis points to 3.84 percent. Negotiations began late yesterday after the first election since 1974 that yielded a so-called hung Parliament. Clegg and Cameron spoke by telephone and leaders of Brown’s Labour Party, which has governed since 1997, made public appeals to Liberal Democrats. Brown’s Bid Brown would need an unprecedented four-way alliance including Scottish and Welsh nationalists to stay in power. A failure by Brown and Cameron to come to terms with potential allies would probably result in Cameron seeking to establish a minority government. The Conservatives won 306 districts, a net gain of 97 from the previous election in 2005. Labour had a net loss of 91 seats to end with 258. The Liberal Democrats lost five seats and now have 57 members of the 650-seat House of Commons. “There is a case for going further than an arrangement that simply keeps a minority Conservative government in office,” Cameron said in London before holding a first round of talks with Clegg. “I want us to work together in tackling our country’s problems.” “Nick Clegg and David Cameron had a short telephone discussion this afternoon during which they agreed that they should explore further proposals for a program of economic and political reform,” the Liberal Democrats said in an e-mailed statement, without elaborating. Queen’s Role Brown, 59, remains as prime minister until he advises Queen Elizabeth II , as head of state, that he is resigning. As Britain has no written constitution, the 84-year-old monarch is guided by conventions built up over hundreds of years. The main requirement for the queen is to find a political leader who can command the confidence of the House of Commons . Speaking yesterday in front of the prime minister’s residence at 10 Downing Street, Brown proposed a referendum on introducing proportional representation in voting, something that would help the Liberal Democrats gain more seats in Parliament. He also pointed out that they share Labour’s opposition to cutting spending this year, in contrast to Cameron. For his part, Cameron offered to establish a committee to discuss the voting system and insisted he would want to cut spending immediately. The 43-year-old Conservative, who led his party to its biggest gain in seats since 1931, also listed all the areas where he wasn’t prepared to compromise. Policy Differences These include his party’s opposition to looser immigration controls and scrapping the submarine-based Trident nuclear deterrent. Both are favored by the Liberal Democrats. Clegg, 43, can’t agree to a deal on his own. Party rules require the assent of Liberal Democrat lawmakers and members. The party’s Parliamentary committee meets at midday in London. “It will be difficult for the Conservatives and the Lib Dems to come to any formal agreement,” said Stephen Driver , who teaches politics at Roehampton University in London. “What Clegg would get out of any Conservative deal would be very small indeed.” To contact the reporters on this story: Kitty Donaldson in London at kdonadlson@bloomberg.net ; Robert Hutton in London at rhutton1@bloomberg.net .

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Cameron Appeals for Coalition With U.K.’s Liberal Democrats to Oust Brown

May 7, 2010

By Kitty Donaldson and Robert Hutton May 7 (Bloomberg) — Conservative challenger David Cameron appealed to the Liberal Democrats to form an alliance to oust Prime Minister Gordon Brown after the U.K. general election failed to deliver a majority to any party. While Brown said he was willing to discuss a coalition with any party, Nick Clegg , the Liberal Democrat leader, said Cameron should have the first crack at forming a government because he won the most seats and had the most popular support.     “There is a case for going further than an arrangement that simply keeps a minority Conservative government in office,” Cameron said in London today. “I want us to work together in tackling our country’s problems.” Cameron, while gaining more seats than any Conservative leader in an election since 1931, fell short of his target. Clegg, second in the polls for much of the campaign, fell to third and lost seats. Brown led his party to its worst result since 1983. With 638 of 650 results declared, Cameron’s Conservatives had 301 seats to 255 for Labour and 55 for Clegg. “Imagine a game of poker in which everyone has been dealt a rather poor hand,” said Eric Shaw, lecturer in politics at Stirling University in Scotland. “There is a possibility that the player with the best hand wins, but there is a second possibility that the player who wins is the one who holds their nerve.” Pound, Gilts The pound and gilts fell on concern the political jockeying and subsequent recriminations would deflect efforts from reducing a record budget deficit. Sterling weakened 0.6 percent to $1.4641 at 2:50 p.m. in London. Government bonds declined, pushing the 10-year gilt up by 7 basis points to 3.87 percent. “All the talk today has been about constitutional issues and that’s not what the British government has got to deal with,” said Stephen Driver , who teaches politics at London’s Roehampton University. “The British government has got to deal with the deficit.” Brown remains as prime minister until he advises Queen Elizabeth II , as head of state, that he is resigning. As Britain has no written constitution, the 84-year-old monarch is guided by conventions built up over hundreds of years. The main requirement for the queen is to find a political leader who can command the confidence of the House of Commons. ‘Premature Resignation’ The Conservatives “will try to panic Gordon Brown in to a premature resignation,” said Robert Hazell , the director of the Constitution Unit at University College London. “We are so used to an overall victory it is regarded as a bit poor form for a prime minister to remain in office if he appears to have lost.” Whether an opposition can force Brown from office depends on its “chutzpah,” Hazell said. “Quite a lot does depend on the media and public perception.” Only one election since the queen took the throne in 1952 has failed to produce a majority. That was in February 1974, when Conservative Prime Minister Edward Heath called a snap election after a strike by coal miners seeking higher pay led to power shortages, and the government put the country on a three- day working week. Even though the Conservatives won the largest share of the vote, Harold Wilson ’s Labour Party took most seats. Heath attempted to stay in power and held unsuccessful talks on forming a coalition with the Liberal Party. He resigned four days after the vote, allowing Wilson to form a minority government that lasted until new elections in October. New Rules As the polls tightened this year, Gus O’Donnell , who as cabinet secretary is head of the Civil Service, accelerated plans to codify the conventions that surround elections and avert the uncertainty that would follow a similar result this time. “The key thing is Brown remains in office as prime minister until he chooses to resign,” said Hazell. “He is under a duty to remain in office until it is clear someone will command the support of the new House of Commons.” The queen “must not be left guessing who can command support in Parliament,” Hazell said. That means it must be clear that Cameron, Brown or Clegg has enough support from other parties to pass legislation or avoid defeat in a confidence vote. To contact the reporters on this story: Kitty Donaldson in London at kdonadlson@bloomberg.net ; Robert Hutton in London at rhutton1@bloomberg.net

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Emerging-Market Bonds Extend Lead Over U.S. Corporate Debt: Credit Markets

April 7, 2010

By Kate Haywood, John Detrixhe and Caroline Hyde April 7 (Bloomberg) — Emerging market bonds, with returns four times those of U.S. corporate debt, are extending their lead on signs that developing economies are growing faster. Debt issued by emerging market borrowers returned 11.3 percent this year through yesterday, outpacing U.S. company bonds which have gained 2.79 percent, according to Bank of America Merrill Lynch index data. Petroleos de Venezuela SA , the state oil producer known as PDVSA, has led emerging-market debt’s 0.09 percent gain in April, which compares with a loss of 0.39 percent for U.S. corporate bonds. Developing market debt is soaring as the International Monetary Fund forecasts their economies will expand 6 percent this year, almost three times more rapidly than advanced nations. While the European Union tries to contain Greece’s budget deficit, the largest in the euro region, the U.S. is issuing record amounts of debt to help recover from its worst financial crisis since the 1930s. “The blowout of developed countries’ fiscal deficits has caused people to re-assess emerging markets as an asset class,” said Brett Diment , the head of emerging-market debt in London at Aberdeen Asset Management Plc. “The days when they were seen as a risky bet are gone.” Investor allocations to emerging-market funds have surged, prompting JPMorgan Chase & Co. to boost its inflow forecast to $40 billion to $45 billion this year, from a range of $30 billion to $35 billion, analysts led by Joyce Chang in New York wrote in a March 11 report. The asset class is attracting investors seeking higher yields as the economies in developed nations take longer to recover, encouraging central banks to keep benchmark interest rates at record lows, said Werner Gey Van Pittius , emerging- markets money manager at Investec Asset Management in London. Global Default Rate Elsewhere in credit markets, the 12-month global default rate for high-yield, high-risk debt fell to 9.9 percent in the first quarter, from 13 percent at the end of 2009, according to Moody’s Investors Service. Lorillard Inc. , the third-largest U.S. tobacco company, sold $1 billion of debt. Delinquencies on commercial mortgages bundled and sold as bonds may top 10 percent this year, Deutsche Bank AG said. The 12-month global default rate will drop to 2.8 percent by yearend, then decline to 2.4 percent by April 2011, Moody’s said in a report distributed today. In the U.S., the rate is expected to be higher, ending the year at 3.1 percent. Based on dollar volume, 11.3 percent of U.S. speculative-grade bonds were in default in the first quarter, down from 16.6 percent in the previous quarter, the New York-based ratings company said. U.S. leveraged-loan defaults were 10.3 percent, down from 11.9 percent in the prior three months, according to Moody’s. High-yield debt is rated below Baa3 by Moody’s and lower than BBB- by Standard & Poor’s. Lorillard Offering Lorillard sold $750 million of 10-year notes that yield 300 basis points more than similar-maturity Treasuries and $250 million of 30-year bonds paying a spread of 340 basis points, according to data compiled by Bloomberg. The debt was sold through the company’s Lorillard Tobacco Co. unit. A basis point is 0.01 percentage point. The Greensboro, North Carolina-based maker of Newport cigarettes last sold debt on June 18, issuing $750 million of 8.125 percent, 10-year notes at par, or a spread of 428.9 basis points, Bloomberg data show. The delinquency rate for loans supporting commercial mortgage-backed securities more than tripled to 6.74 percent in March from 1.91 percent a year earlier, Deutsche Bank analysts Richard Parkus and Harris Trifon wrote in a report. With delinquencies rising 0.75 percentage point last month, the rate of increase shows little sign of slowing as loan servicers struggle to resolve a growing pipeline of troubled debt, the New York-based analysts said. Corporate Credit Risk Credit-default swaps linked to Greece sovereign debt rose higher than those tied to Iceland for the first time, helping propel a benchmark indicator of U.S. corporate credit risk to its biggest jump in two weeks. The Markit CDX North America Investment Grade Index Series 14 rose 3.4 basis points to a mid-price of 87.5 basis points as of 4:19 p.m. in New York, according to Markit Group Ltd. In London, the Markit iTraxx Europe Index of credit-default swaps on 125 investment-grade companies climbed 3.3 basis points to a mid-price of 80 basis points, Markit prices show. The indexes typically increase as investor confidence deteriorates and fall as it improves. Greece, Iceland Swaps tied to Greece rose to 415 basis points today while those on Iceland traded at about 400 basis points, according to Markit data. Greece may default on its debt as soon as this year without “extraordinary” financial assistance from the EU and IMF, said Stephen Jen , managing director at the hedge fund BlueGold Capital Management LLP in London. Iceland had to resort to a $4.6 billion bailout led by the IMF after its three biggest banks collapsed in October 2008, leaving creditors wondering how they would recoup about $80 billion in debt. Credit swaps pay the difference between the value of defaulted debt and its face value should the borrower fail to meet its obligations. A basis point equals $1,000 annually on a contract protecting $10 million of debt. Economic Driver Emerging-market bonds are rallying as their economies expand 6 percent this year after growing 2.1 percent in 2009, while advanced nations will rebound to 2.1 percent growth after contracting 3.2 percent last year, according to IMF forecasts. “Most investors now share the view that emerging markets will be the driver of global growth over the medium term,” said Nick Darrant , who runs emerging market syndicate at Credit Agricole CIB in London. “The concept of flight to quality has been fundamentally undermined by the enduring strength of emerging markets. We are witnessing a paradigm shift.” PDVSA, based in Caracas, led Bank of America Merrill Lynch’s emerging-market index of top 50 issuers with a 6.64 percent return this month through April 6, index data show. The company’s 5.5 percent bonds due in 2037 were priced at 51 cents on the dollar to yield 697 basis points more than benchmark rates, index data show. ‘Subpar’ Growth “Investors will continue to search the globe for attractive fixed income assets” as the economic outlook in most developed countries remains “subdued,” Mark Kiesel , global head of corporate bond portfolio management at Pacific Investment Management Co. wrote in a report posted March 24 on the Newport Beach, California-based company’s Web site . “High- quality credit assets are likely to outperform lower-quality alternatives, which will become increasingly vulnerable to subpar economic growth in developed economies.” The challenges facing Greece are similar to those that confronted Argentina, which defaulted on $95 billion of debt in 2001, Jen said in an interview today. Greece’s austerity measures to narrow Greece’s budget deficit may drive the Mediterranean nation into a recession, he said. “A default may be ultimately unavoidable,” Jen said. In the U.S., President Barack Obama has increased U.S. marketable debt to an unprecedented $7.41 trillion to fund a budget deficit the government predicts will swell to a record $1.6 trillion in the fiscal year ending Sept. 30. Developed economies face “headwinds” stemming from a collapsed housing bubble, substantial household debt and sovereign deficits and budgetary concerns that are “much more severe and more serious than in most emerging markets,” said Torsten Slok , senior economist at Deutsche Bank in New York. Emerging market corporate bond defaults may fall “sharply” to 1.8 percent this year, according to the JPMorgan analysts. “Emerging market countries are now on a much stronger footing relative to developed countries and we are very optimistic on returns,” said Investec’s Van Pittius. “The risk of a currency crisis and sovereign default in most emerging markets is pretty low at the moment.” To contact the reporters on this story: Kate Haywood in London at khaywood@bloomberg.net ; John Detrixhe in New York at jdetrixhe1@bloomberg.net ; Caroline Hyde at chyde3@bloomberg.net

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Brown Challenges Cameron for Undecided Suburban Voters in 23% of Districts

April 7, 2010

By Thomas Penny April 7 (Bloomberg) — Michael Paterson is one of the reasons why pollsters say British Prime Minister Gordon Brown still has a chance in the May 6 election. Paterson, who voted for the opposition Conservatives in the last two elections, says he’s undecided about backing David Cameron , the party’s leader. “I have a concern that Cameron is more style over substance,” said Paterson, head of human resources for a unit of German reinsurer Munich Re . “I need to know more about the policies. It’s easy to look impressive in opposition.” The 39-year-old father of three and wavering voters like him will probably be decisive in the most closely contested British election in a generation. The two main parties are targeting about 150 districts — out of a total of 650 — that they’ve identified as swing seats in an election that polls suggest will fail to give either one a governing majority. Residents of London’s commuter belt, where Paterson lives in the suburb of Tooting, were crucial to Labour when then-43- year-old Tony Blair won in 1997. Cameron, 43, who described himself in 2005 as Blair’s heir, needs to sway those voters. Even with a lead that swelled to 28 percentage points over Brown during the longest U.K. recession on record, Cameron, former director of corporate affairs at London-based media firm Carlton Communications Plc , hasn’t been able to close the sale. Thatcher’s Policies Undecided voters are concerned he may go back to policies adopted by Prime Minister Margaret Thatcher in the 1980s and slash services, said Stephen Driver , who teaches politics at Roehamption University in London. The Conservative have promised 6 billion pounds ($9.1 billion) in immediate cuts if they win. “ The Conservative Party still has to convince voters it has learned the lessons of the last decade,” said Driver. “Most people want a combination of a market economy and good public services.” The Conservative lead shrank to 2 percentage points in a YouGov Plc poll on March 24, an outcome that would result in no single party having a majority, a so-called hung parliament. An Ipsos-Mori poll of swing seats at the same time showed the Conservatives outperforming their national result, though not by enough to gain a majority in the House of Commons. The Ipsos-Mori poll , conducted between March 19 and March 22, reported that in marginal districts, 40 percent of Conservative supporters and 37 percent of Labour supporters said they may change their mind before the election. No margin of error was provided. ‘Make the Case’ “We’ve got to go out there and make the case,” said Greg Barker , a Conservative spokesman on climate change and adviser to Cameron. “At the end of three weeks of David Cameron, I think people who are minded to vote for us will have no doubt that he is the change that Britain needs.” Blair, who was succeeded by Brown in 2007, built a coalition across the political spectrum by promising higher spending without raising taxes. That might not be an option for Cameron because of a record budget deficit of about 12 percent of gross domestic product. “It’s much harder for Cameron to pull off a Blair-type campaign of leaving all the old divisions behind,” said Robert Ford, a political scientist at Manchester University. “Blair said we can keep taxes low and we can have better public services. No one can credibly say that in 2010.” Halal Butchers In Tooting, six miles south of Parliament, the Conservatives are trying to defeat Sadiq Khan , a minister in Brown’s government, concentrating their campaign on young parents and voters who live in areas where houses sell for more than 1 million pounds. Activists say they don’t expect to win over traditionally Labour voting areas where streets are lined with Halal butchers and Islamic bookshops. Mark Clarke , 32, the Conservative candidate who has knocked on doors in four elections in the district, said polls are tightening because residents who had said they didn’t plan to vote are now backing Labour or the Liberal Democrats, the number-three party. Clarke said the Conservative vote is solid. “People now want to ask two questions: ‘This David Cameron, is he for real? He seems to be a nice guy but I know it could all be PR and spin.’ The other question is, ‘he seems alright, what about you though, what about the rest of the Conservative Party?’” Clarke said. Playing on those doubts, Brown has said Conservatives’ proposed budget cuts risk a “double-dip” recession. Labour has clawed back support since the economy rebounded with growth of 0.4 percent in the fourth quarter of 2009 and better-than- expected jobless figures . Cameron’s Risk Cameron risks alienating swing voters should he play on the economy and the need for cuts, Ford said. “It’s much harder to make the case about broken Britain and the urgent need for austerity now people feel the situation is stabilizing,” he said. “People are less worried about the economic situation than they were six or seven months ago.” Paterson, who is married to an elementary school teacher and moved to London from Scotland, voted for Blair in 1997, though turned back to the Conservatives when they had little chance of winning in 2001 and 2005 elections. The cricket fan does have some comfort for Cameron. He says there’s no chance he will vote for Brown. He’s concerned about tax increases. “It comes down to perception and gut feeling that they’ll revert to type,” he said. “Labour will err on the side of high taxation and in as much as I’d want my parties to err, I’d want them to lean toward low taxation.” To contact the reporter on this story: Thomas Penny in London at tpenny@bloomberg.net

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Toyota Could Be Fined $16 Million For Slow Action On Recall: Transportation Department

April 5, 2010

WASHINGTON — The government accused Toyota of hiding a “dangerous defect” and proposed a record $16.4 million fine on Monday for failing to quickly alert regulators to safety problems in gas pedals on popular models such as the Camry and Corolla. The proposed fine, announced Monday by Transportation Secretary Ray LaHood, is the most the government could levy for the sticking gas pedals that have led Toyota to recall millions of vehicles. There could be further penalties under continuing federal investigations. The Japanese automaker faces private lawsuits seeking many millions more. Toyota Motor Corp. has recalled more than 6 million vehicles in the U.S., and more than 8 million worldwide, because of acceleration problems in multiple models and braking issues in the Prius hybrid. Documents obtained from the automaker show that Toyota knew of the problem with the sticking gas pedals in late September but did not issue a recall until late January, LaHood said. The sticking pedals involved 2.3 million vehicles. “We now have proof that Toyota failed to live up to its legal obligations,” LaHood said in a statement. “Worse yet, they knowingly hid a dangerous defect for months from U.S. officials and did not take action to protect millions of drivers and their families.” For those reasons, LaHood said, the government is seeking a fine of $16.375 million, the maximum penalty possible. That dwarfs the previous record: In 2004, General Motors paid a $1 million fine for responding too slowly on a recall of nearly 600,000 vehicles over windshield wiper failure. How Toyota decides to respond to the fines could pose a dilemma for the automaker. The company faces 138 potential class-action lawsuits over falling vehicle values and nearly 100 personal injury and wrongful death cases in federal courts nationwide. If Toyota pays the fines, the admission could hurt it in courtrooms. But battling the government over the penalties could undermine the automaker’s attempts to move on from the recalls. “It may be easier to pay it than to let this keep dragging on and drawing more attention to themselves,” said Jessica Caldwell, a senior analyst with auto research site Edmunds.com. Toyota did not say whether it would pay the fine. The automaker has two weeks to accept or contest the penalty. “While we have not yet received their letter, we understand that NHTSA has taken a position on this recall,” the company said in a statement, a reference to the National Highway Transportation Safety Administration. “We have already taken a number of important steps to improve our communications with regulators and customers on safety-related matters as part of our strengthened overall commitment to quality assurance.” The company noted that it has appointed a new chief quality officer for North America and has given its North American office a greater role in making safety-related decisions. Under federal law, automakers must notify NHTSA within five days of determining that a safety defect exists and promptly conduct a recall. The Transportation Department said the fine it is seeking is specifically tied to the sticking pedal defect and Toyota could face additional penalties if warranted by investigations. The government has linked 52 deaths to crashes allegedly caused by accelerator problems in Toyotas. The recalls have led to congressional hearings, a criminal investigation by federal prosecutors, dozens of lawsuits and an intense review by the Transportation Department. Toyota has attributed the problem to sticking gas pedals and accelerators that can become jammed in floor mats. Dealers have fixed 1.7 million vehicles under recall so far. The sticky accelerator pedal recall involves the 2007-2010 Camry, 2009-10 Corolla, 2009-10 Matrix, 2005-10 Avalon, the 2010 Highlander and 2007-10 Tundra. Consumer groups have suggested electronics could be the culprit, and dozens of Toyota owners who had their cars fixed in the recall have complained of more problems with their vehicles surging forward unexpectedly. Toyota says it has found no evidence of an electrical problem. Reviews of some recent high-profile crashes in San Diego and suburban New York have failed to find either mechanical or electronic problems. In the New York case, a police investigation found that the driver, not the car, was to blame. Following the recalls, the Transportation Department demanded in February that Toyota turn over documents detailing when and how it learned of the problems with sticking accelerators and with floor mats trapping gas pedals. NHTSA said documents provided by Toyota showed the automaker had known about the sticky pedal defect since at least Sept. 29, 2009, when it issued repair procedures to distributors in 31 European countries and Canada to address complaints of sticking pedals, sudden increases in engine RPM and sudden vehicle acceleration. The government said the documents also show that Toyota knew that owners in the United States had experienced the same problems. Toyota has provided NHTSA with more than 70,000 pages of documents during the investigation.

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Steve Parker: Road Test – 2010 Buick LaCrosse

April 1, 2010

Let’s kick-off our road test series with the 2010 Buick LaCrosse, an all-new car which is one of the prime examples of how far American-made car quality and attention to detail has come. And I see nothing wrong with sometimes rooting for the home team, especially when it’s well-deserved. Buick has had growing sales (comparing month-by-month to the past year) for six straight months and in March sales were up an impressive 76%. And collaboration between designers in the United States and China, in partnership with the GM’s Pan Asia Technical Automotive Center (PATAC) as well as chassis and body engineers in Europe, has resulted in the first General Motors vehicle to be created on three continents. Buick’s 2010 LaCrosse is a perfect competitor for the Lexus ES 350 and Chrysler 300 (which is pretty long in the tooth), thanks to its looks, a choice of three direct-injected engines, optional Haldex all-wheel drive (on CXL) and a healthy mix of standard and optional interior gadgets, including in-dash nav, rear entertainment system and a rearview camera. Another thing LaCrosse has over the Lexus is its styling. Buick says the car’s styling, a continuation of what started with their Enclave cross-over, is “seductive and uninterrupted”. That may be so to some eyes, but I find LaCrosse’s appearance to be aggressive and powerful, not quite intimidating but certainly muscular for a pretty big four-door sedan. The Chrysler 300? We’ve seen it for a long while now; nothing really new. And Lexus makes a point of not changing styling on an annual basis; they know their buyers don’t like a lot of change in existing models. Two design cues harkening back to Buick back in the day is the large grille with vertical louvers. In years past people would say about Buick’s signature big grille that, “I don’t know whether to drive it or shave with it.” The distinctive Buick portholes are back, too Now they’re found next to the engine compartment on the inside top of the fenders. You have three engine choices: for the first time in a decade, Buick offers a four-cylinder engine standard on the CX. It’s a direct injected Ecotec 2.4L which pumps out 182 horsepower. The CX has a new 3.0L V-6 powerplant which make 255 horsepower. The high-zoot CXL comes with a 3.6L V-6 liter providing 280 horses. All engines are direct injection, which increases power and mileage and can decrease pollutants. Six speed automatics come on all three cars and they have a center console stick with a now-taken-for-granted tap-to-change-gear feature found on so many cars and trucks (no paddle shifters, though). For 2010, only the 3L CXL model will have AWD available; in 2011, the CXS standard with the 3.6 V-6 will have the option. That’ll do away with any nasty understeer (more later). Buick will stop offering the 3L V-6 in North American LaCrosses at the end of the 2010 model year, leaving just the four-cylinder and the 3.6 liter V-6. The reason for killing the 3L engine is that the 2011 model will now be able to offer all-wheel drive paired with the direct-injection 3.6-liter LaCrosse 2011 models start production on June 14th of this year and will be available about six to eight weeks after that. If it were me and I had the kick I’d wait a few months for the CXS AWD. Inside, it’s Buick-level plush and quiet, and that says a lot. It has one of the best dashboards, switchgear, gauges and driver positioning in the industry. It’s all very easy to use and quite instinctive. Most people will feel right at home in the driver’s seat in just a few minutes. Precise detail and fit and finish inside (and out) shows GM is paying attention to details which the old GM would have let slide. “Ship it and let the dealer fix it” was the long-time GM mantra and thankfully those days are gone. Driving LaCrosse on either the 17″ (CX), 18″ or optional 19″ wheels is mostly a pleasure and can be fun. Front-drive cars sometimes have a lot of torque steer, also called understeer, what NASCAR drivers call “push”. You’ve experienced it, too, every time you adjust the steering wheel at moderate or higher speeds and it seems the front wheels simply won’t turn. Engineers worldwide have done a good job of reducing this phenomenon (especially Honda) and LaCrosse, while it has its share of understeer, is fairly predictable and controllable. If you want no understeer, order the AWD option. The HiPer Strut front suspension, standard on the CXL, is a modified MacPherson strut system which allows the car to launch without too much understeer. The HiPer Strut suspension will come standard on all 2010 CSX models produced after May with no price increase. The car, despite its luxury look, feels taut and surprisingly sporty. Fuel mileage, GM says, ranges between 17 and 26 mpg depending on the engine ordered, though I found my mileage quite a bit lower. Around town mileage was between 12 and 15 mpg, and on the open highway was in the 21 to 23 mpg category, but not 26. The 2.4-L is EPA-rated 30 mpg on the highway and 19 mpg in the city. Still all fairly impressive for a 3,929 pound automobile (yep, just a tad short of two tons). Base price for the 4-cylinder is $26,995, for the V-6 CX $27,835, $30,395 for CXL and $33,765 for the top-line CSX with the big 3.6L V-6. Our tester, a CSX with a sunroof, Xenon headlamps, heads-up info display and optional paint, Red Jewel Tintcoat, came in at $36,130. LaCrosse is built at GM’s Fairfax Assembly facility in Kansas City, KS. Buick was always known as the “doctor’s car” because, in the days of yore and house calls, no doctor wanted to pull up to your home in a Cadillac; a Buick was perceived as more conservative, less expensive and more sensible than its big bro Caddy. But they’d take the Cadillac to the country club on Wednesdays (the traditional doctor day off in the old days). LaCrosse signals Buick sedans are headed into a much higher realm. If this is your kind of car, there’s little to complain about, including not much rear seat legroom, the aforementioned torque steer, not the greatest sound system and some other problems. But there’s plenty to enjoy, too, and that’s right for a car which tops out at nearly $40,000. Buick may find itself gone at some point, melded into Cadillac (in the 1920s and ’30s, Caddy offered a less expensive model called La Salle). I’ve said that GM should consist of Chevrolet, Cadillac and nothing more. LaCrosse is a car which could make the quality argument for consumers and the money argument for GM to keep the division right where it is. And as I said, nothing wrong with rooting for the home team. On my scale of one to five, four tires and a spare, LaCrosse rates a 3+ to 4.

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Steve Parker: Road Test – 2010 Buick LaCrosse

April 1, 2010

Let’s kick-off our road test series with the 2010 Buick LaCrosse, an all-new car which is one of the prime examples of how far American-made car quality and attention to detail has come. And I see nothing wrong with sometimes rooting for the home team, especially when it’s well-deserved. Buick has had growing sales (comparing month-by-month to the past year) for six straight months and in March sales were up an impressive 76%. And collaboration between designers in the United States and China, in partnership with the GM’s Pan Asia Technical Automotive Center (PATAC) as well as chassis and body engineers in Europe, has resulted in the first General Motors vehicle to be created on three continents. Buick’s 2010 LaCrosse is a perfect competitor for the Lexus ES 350 and Chrysler 300 (which is pretty long in the tooth), thanks to its looks, a choice of three direct-injected engines, optional Haldex all-wheel drive (on CXL) and a healthy mix of standard and optional interior gadgets, including in-dash nav, rear entertainment system and a rearview camera. Another thing LaCrosse has over the Lexus is its styling. Buick says the car’s styling, a continuation of what started with their Enclave cross-over, is “seductive and uninterrupted”. That may be so to some eyes, but I find LaCrosse’s appearance to be aggressive and powerful, not quite intimidating but certainly muscular for a pretty big four-door sedan. The Chrysler 300? We’ve seen it for a long while now; nothing really new. And Lexus makes a point of not changing styling on an annual basis; they know their buyers don’t like a lot of change in existing models. Two design cues harkening back to Buick back in the day is the large grille with vertical louvers. In years past people would say about Buick’s signature big grille that, “I don’t know whether to drive it or shave with it.” The distinctive Buick portholes are back, too Now they’re found next to the engine compartment on the inside top of the fenders. You have three engine choices: for the first time in a decade, Buick offers a four-cylinder engine standard on the CX. It’s a direct injected Ecotec 2.4L which pumps out 182 horsepower. The CX has a new 3.0L V-6 powerplant which make 255 horsepower. The high-zoot CXL comes with a 3.6L V-6 liter providing 280 horses. All engines are direct injection, which increases power and mileage and can decrease pollutants. Six speed automatics come on all three cars and they have a center console stick with a now-taken-for-granted tap-to-change-gear feature found on so many cars and trucks (no paddle shifters, though). For 2010, only the 3L CXL model will have AWD available; in 2011, the CXS standard with the 3.6 V-6 will have the option. That’ll do away with any nasty understeer (more later). Buick will stop offering the 3L V-6 in North American LaCrosses at the end of the 2010 model year, leaving just the four-cylinder and the 3.6 liter V-6. The reason for killing the 3L engine is that the 2011 model will now be able to offer all-wheel drive paired with the direct-injection 3.6-liter LaCrosse 2011 models start production on June 14th of this year and will be available about six to eight weeks after that. If it were me and I had the kick I’d wait a few months for the CXS AWD. Inside, it’s Buick-level plush and quiet, and that says a lot. It has one of the best dashboards, switchgear, gauges and driver positioning in the industry. It’s all very easy to use and quite instinctive. Most people will feel right at home in the driver’s seat in just a few minutes. Precise detail and fit and finish inside (and out) shows GM is paying attention to details which the old GM would have let slide. “Ship it and let the dealer fix it” was the long-time GM mantra and thankfully those days are gone. Driving LaCrosse on either the 17″ (CX), 18″ or optional 19″ wheels is mostly a pleasure and can be fun. Front-drive cars sometimes have a lot of torque steer, also called understeer, what NASCAR drivers call “push”. You’ve experienced it, too, every time you adjust the steering wheel at moderate or higher speeds and it seems the front wheels simply won’t turn. Engineers worldwide have done a good job of reducing this phenomenon (especially Honda) and LaCrosse, while it has its share of understeer, is fairly predictable and controllable. If you want no understeer, order the AWD option. The HiPer Strut front suspension, standard on the CXL, is a modified MacPherson strut system which allows the car to launch without too much understeer. The HiPer Strut suspension will come standard on all 2010 CSX models produced after May with no price increase. The car, despite its luxury look, feels taut and surprisingly sporty. Fuel mileage, GM says, ranges between 17 and 26 mpg depending on the engine ordered, though I found my mileage quite a bit lower. Around town mileage was between 12 and 15 mpg, and on the open highway was in the 21 to 23 mpg category, but not 26. The 2.4-L is EPA-rated 30 mpg on the highway and 19 mpg in the city. Still all fairly impressive for a 3,929 pound automobile (yep, just a tad short of two tons). Base price for the 4-cylinder is $26,995, for the V-6 CX $27,835, $30,395 for CXL and $33,765 for the top-line CSX with the big 3.6L V-6. Our tester, a CSX with a sunroof, Xenon headlamps, heads-up info display and optional paint, Red Jewel Tintcoat, came in at $36,130. LaCrosse is built at GM’s Fairfax Assembly facility in Kansas City, KS. Buick was always known as the “doctor’s car” because, in the days of yore and house calls, no doctor wanted to pull up to your home in a Cadillac; a Buick was perceived as more conservative, less expensive and more sensible than its big bro Caddy. But they’d take the Cadillac to the country club on Wednesdays (the traditional doctor day off in the old days). LaCrosse signals Buick sedans are headed into a much higher realm. If this is your kind of car, there’s little to complain about, including not much rear seat legroom, the aforementioned torque steer, not the greatest sound system and some other problems. But there’s plenty to enjoy, too, and that’s right for a car which tops out at nearly $40,000. Buick may find itself gone at some point, melded into Cadillac (in the 1920s and ’30s, Caddy offered a less expensive model called La Salle). I’ve said that GM should consist of Chevrolet, Cadillac and nothing more. LaCrosse is a car which could make the quality argument for consumers and the money argument for GM to keep the division right where it is. And as I said, nothing wrong with rooting for the home team. On my scale of one to five, four tires and a spare, LaCrosse rates a 3+ to 4.

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Toyota Recall: NASA To Investigate Acceleration Problems

March 29, 2010

WASHINGTON — NASA and the National Academy of Sciences are joining the government’s effort to figure out what caused the sudden acceleration problems that led to Toyota’s massive recalls. NASA scientists with expertise in electronics will help the National Highway Traffic Safety Administration study potential electronic ties to unintended acceleration in Toyotas. NASA’s knowledge of electronics, computer hardware and software and hazard analysis will ensure a comprehensive review, Transportation Secretary Ray LaHood said Monday. In a separate study, the National Academy of Sciences will examine unwanted acceleration and electronic vehicle controls in cars from around the auto industry, LaHood said. The National Academy is an independent organization chartered by Congress. The academy study, expected to take 15 months, will review acceleration problems and recommend how the government can ensure the safety of vehicle electronic control systems. “We believe their outside expertise, fresh eyes and fresh research perhaps can tell us if electronics have played a role in these accelerations,” LaHood said. Toyota has recalled more than 8 million vehicles worldwide, including 6 million in the United States. Toyota said in a statement it was “confident in our vehicles and in our electronics” and would cooperate with the government review. “These studies are just the kind of science-based examination we have been calling for. Bringing some sunshine to this subject is bound to separate fact from fiction, which will be good for Toyota, the industry and the motoring public,” the company said. LaHood has told Congress the department will dig deeply into what has caused hundreds of complaints of unwanted acceleration in Toyotas. LaHood said he has asked the Transportation Department inspector general to review whether NHTSA’s Office of Defects Investigation has what it needs to identify and address safety defects. Some lawmakers have criticized NHTSA for failing to investigate Toyota complaints earlier and more thoroughly. “Carmakers have entered the electronics era, but NHTSA seems stuck in a mechanical mindset,” House Energy and Commerce Committee Chairman Henry Waxman, D-Calif., said last month. “We need to make sure the federal safety agency has the tools and resources it needs to ensure the safety of the electronic controls and on-board computers that run today’s automobiles.” Toyota has attributed the problem to sticking gas pedals and accelerators that can become jammed in floor mats, and has cited no evidence of an electrical problem. The company has noted that other manufacturers also have had reports of cars surging forward. Consumer groups contend electronics could be the culprit, and dozens of Toyota owners who had their cars fixed in the recall have complained of more problems with their vehicles surging forward unexpectedly. Regulators have linked 52 deaths in Toyotas to crashes allegedly caused by accelerator problems. Reviews of some recent high-profile crashes have failed to find a mechanical or electronic problem. A police investigation of a March 9 accident in suburban New York involving a 2005 Prius found that the driver, not the car, was to blame. Tests following a March 8 incident in San Diego in which a driver reported the gas pedal on his 2008 Prius got stuck, leading to a 94 mph ride on a freeway, found that the hybrid’s gas pedal, backup safety system and electronics were working fine. NHTSA’s review of Toyota’s electronic throttle control systems is expected to be completed by late summer. The safety agency, with NASA’s help, is looking at electronic systems used in Toyotas and whether they have flaws that would warrant a defect investigation. The National Academy of Sciences’ National Research Council will review industry and government efforts to identify possible sources of unintended acceleration, including electronic vehicle controls, human error, mechanical failure and interference with accelerator systems. The experts will look at software, computer hardware design, electromagnetic compatibility and electromagnetic interference. They will make recommendations to NHTSA in mid-2011 on how the government agency’s rulemaking, research and defect investigations could help ensure the safety of vehicle electronic control systems. The two studies together will cost about $3 million, including the expense of buying cars that have allegedly had unintended acceleration. Both studies will be peer reviewed by scientific experts, the Transportation Department said. ____ National Highway Traffic Safety Administration: http://www.nhtsa.dot.gov/ National Academy of Sciences: http://www.nas.edu/

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Obama Dares Republicans to Attempt Repeal of Landmark Health-Overhaul Bill

March 25, 2010

By Edwin Chen and Roger Runningen March 25 (Bloomberg) — President Barack Obama returned to the Midwestern city where he first outlined his health-care proposal and dared Republicans to attempt a repeal of the measure he signed into law two days ago. “They’re actually going to run on a platform of repeal in November,” Obama said in the text of a speech he’s delivering to a crowd at the University of Iowa Field House. “Well I say go for it,” Obama said in Iowa City, Iowa. “If these congressmen in Washington want to come here to Iowa and tell small business owners that they plan to take away their tax credits and essentially raise their taxes, be my guest.” Having gained a victory for the most sweeping change in the U.S. health-care system in four decades, Obama is campaigning to promote the benefits of the law to a public that remains split on the issue. Republicans have vowed to make passage of the law on a strictly party-line vote an issue in the elections later this year that will determine control of Congress. While Obama signed the legislation March 23, the Senate and House are still working on adjustments to the law that were required to win passage after a year of debate and negotiations. Shortly after Obama began speaking, the Senate passed the changes 56-43 with no Republican support. The final step, a vote in the House, may come later today. Health-Care Overhaul The almost $1 trillion health-care overhaul will require Americans to have proof of health insurance, expand coverage to an estimated 32 million uninsured people and impose new regulations on insurers that boost consumer clout. Obama accused Republicans of seeking to pull back benefits such as preventative care for millions of Americans. “If they want to have that fight, I welcome that fight,” Obama said in the text. Voters won’t “put the insurance industry back in the driver’s seat. We’ve been there already and we’re not going back. This country is ready to move forward.” Senate Republican leader Mitch McConnell of Kentucky, two hours after Obama signed the law, said Republicans would fight “fight until this bill is repealed and replaced with common- sense ideas that solve our problems without dismantling the health-care system we have.” It was in Iowa City on May 29, 2007, that Obama laid out his proposal for revamping the U.S. health insurance market during his nascent presidential campaign. Iowa’s Importance Iowa’s precinct caucuses in January 2008 gave Obama a critical first victory that propelled him to the Democratic nomination later that year. He won the state in the November general election with 54 percent of the vote. The president’s approval ratings in the state have tracked a national decline. A Jan. 31 to Feb. 3 poll for the Des Moines Register found 46 percent of Iowa residents approved of how Obama is handling his job. The administration is counting on a rebound with passage of the health-care legislation. According to Robert Gibbs , the White House press secretary, 16,500 people had signed up on-line as of yesterday for tickets to today’s event at an arena with a capacity for 3,000. In his 2007 speech, Obama vowed to cut overall costs, seek universal coverage, and abolish insurance industry practices that discriminate against people with pre-existing conditions. Then a first-term Illinois senator, Obama said the health- care system had become “a disease care system” that was too expensive and too inaccessible for millions of Americans. Campaigning for Support Even though Obama signed the health-care bill into law on Tuesday, Gibbs said, the president believes “it’s important to continue talking about the many aspects of the law.” The health-care overhaul is coming under criticism from one of Iowa’s largest manufacturing employers. Farm machinery maker Deere & Co ., with headquarters across the Mississippi River in Moline, Illinois, said in a statement today that the law will increase its expenses by $150 million this fiscal year. Peoria, Illinois-based Caterpillar Inc ., the world’s largest maker of construction equipment, said yesterday it expects to record a charge of about $100 million as a result of the law. Both companies were signatories of a December letter to Senate Majority Leader Harry Reid and House Speaker Nancy Pelosi warning that a change in the subsidy for retiree drug benefits under Medicare Part D in the legislation would cause reductions in their earnings statements. Gibbs told reporters traveling with Obama that the changes close a loophole in the Medicare drug benefit that provided a 28 percent subsidy for businesses that offer retiree drug coverage. Under the law, the subsidy is subject to tax as part of the plan to pay for the health-care overhaul. As Air Force One was taking off for Iowa, the state’s Republican Party chairman said Iowans are concerned about the costs of Obama’s health-care plan. The party chief, Matt Strawn, cited the Deere statement. “Iowans know that we can’t afford this health care bill,” Strawn said on a conference call with reporters. “This is not the change that Iowans voted for.” To contact the reporters on this story: Edwin Chen in Iowa City, Iowa at EChen32@bloomberg.net ; Roger Runningen in Washington at rrunningen@bloomberg.net

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Prius Recall: Runaway Prius Story Of Owner James Sikes’ Questioned In New Report

March 13, 2010

SAN DIEGO — Investigators with Toyota Motor Corp. and the federal government were unable to make a Toyota Prius speed out of control as its owner said it did on a California freeway, according to a memorandum obtained Saturday by The Associated Press that a congressional spokesman says casts doubt on the driver’s story. James Sikes, 61, called 911 on Monday to report losing control of his Prius as the hybrid reached speeds of 94 mph. A California Highway Patrol officer helped Sikes bring the vehicle to a safe stop on Interstate 8 near San Diego. Federal and Toyota investigators who examined and test drove the car could not replicate the problems Sikes said he encountered, the memo said. The findings raise questions about “the credibility of Mr. Sikes’ reporting of events,” said Kurt Bardella, a spokesman for California Rep. Darrell Issa, the top Republican on the House Oversight Committee that is looking into the incident. Sikes could not be reached to comment. However, his wife, Patty Sikes, said he stands by his story. “Everyone can just leave us alone,” she said. “Jim didn’t get hurt. There’s no intent at all to sue Toyota. If any good can come out of this, maybe they can find out what happened so other people don’t get killed.” Mrs. Sikes said the couple’s lives have been turned upside down since Monday and they are getting death threats. “We’re just fed up with all of it,” she said. “Our careers are ruined and life is just not good anymore.” Monday’s incident appeared to be another blow to Toyota, which has had to fend off intense public backlash over safety after recalls of some 8.5 million vehicles worldwide – more than 6 million in the United States – because of acceleration and floor mat problems in multiple models and braking issues in the Prius. Regulators have linked 52 deaths to crashes allegedly caused by accelerator problems. During two hours of test drives Thursday, technicians with Toyota and the National Highway Traffic Safety Administration failed to duplicate the same experience that Sikes described, according to the memo prepared for the Oversight Committee. “It does not appear to be feasibly possible, both electronically and mechanically that his gas pedal was stuck to the floor and he was slamming on the brake at the same time,” the memo stated. The brakes on the Prius also did not show wear consistent with having been applied at full force at high speeds for a long period, the Wall Street Journal reported Saturday, citing three people familiar with the probe, whom it did not name. The newspaper said the brakes may have been applied intermittently. Toyota Corp. spokesman Mike Michels declined to confirm the Journal’s report. He said the investigation was continuing and the company planned to release technical findings soon. Michels said the hybrid braking system in the Prius would make the engine lose power if the brakes and accelerator were pressed at the same time. Transportation Department spokeswoman Jill Zuckman said investigators “are still reviewing data and have not reached any conclusions.” Sikes called 911 from the freeway on Monday and reported that his gas pedal was stuck and he could not slow down. In two calls that spanned 23 minutes, a dispatcher repeatedly told him to throw the car into neutral and turn it off. Sikes later said he had put down the phone to keep both hands on the wheel and was afraid the car would flip if he put it in neutral at such high speed. The officer – who eventually pulled alongside the car and told Sikes over a loudspeaker to push the brake pedal to the floor and apply the emergency brake – said Sikes braking coincided with a steep incline on the freeway. Once the car slowed to 50 mph, Sikes shut off the engine, the officer said. The memorandum obtained by The AP said when investigators placed the Prius up on a lift, they found the driver side front wheel well was dislodged and the brake pads were worn down. “Visually checking the brake pads and rotor it was clearly visible that there was nothing left,” the memo said. Drivers of two other Toyota vehicles that crashed last week said those incidents also resulted from the vehicles accelerating suddenly. NHTSA is sending experts to a New York City suburb where the driver of a 2005 Prius said she crashed into a stone wall Monday after the car accelerated on its own. And in Fort Wayne, Indiana, the driver of a 2007 Lexus said it careened through a parking lot and crashed into a light pole Thursday after its accelerator suddenly dropped to the floor. That car was the subject of a floor mat recall. Driver Myrna Cook of Paulding, Ohio, said it had been repaired. ___ Thomas reported from Washington, D.C.

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Video: Schumacher Steals Limelight at F-1 Opener in Bahrain

March 12, 2010

March 12 (Bloomberg) — Bloomberg’s Ryan Chilcote reports from Bahrain ahead of the first race of the new Formula One season, which will mark the the return of seven-time world champion Michael Schumacher after three years out of the driver’s seat.

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Toyota Owners Filing Complaints After Recall Fixes Being Contacted by U.S.

March 3, 2010

By Angela Greiling Keane March 3 (Bloomberg) — U.S. regulators are contacting Toyota Motor Corp. vehicle owners who reported unintended acceleration after their cars were repaired under the automaker’s recalls. The National Highway Traffic Safety Administration is seeking to “get to the bottom of the problem” in complaints posted yesterday on the agency’s Web site, NHTSA Administrator David Strickland said today in an e-mailed statement. “If Toyota owners are still experiencing sudden acceleration incidents after taking their cars to the dealership, we want to know about it,” Strickland said in the statement. Toyota has recalled more than 8 million vehicles globally to modify floor mats and accelerator pedals blamed for incidents of unintended acceleration. The reports posted yesterday involved a 2007 and 2010 Camry, 2009 Matrix and a 2008 Avalon that owners said had been repaired at dealerships. A Transportation Department spokeswoman, Olivia Alair , said the agency hasn’t confirmed the complaints’ validity. It started contacting customers yesterday and has already interviewed “a couple” people, she said today in an e-mail. NHTSA is part of the Transportation Department. NHTSA is investigating whether electronic systems contributed to the incidents, while Toyota has said there is no evidence of a connection. “We will continue to thoroughly investigate any complaints involving unintended acceleration,” Brian Lyons , a Toyota spokesman said yesterday. NHTSA said yesterday that Toyota crashes linked to reports of unintended acceleration have caused 43 fatal crashes with 52 deaths and 38 injuries. About two-thirds of the incidents have been reported since Toyota started recalling vehicles last year for unintended acceleration. Reported Complaints The owner of the 2010 Camry wrote in the complaint that the car was repaired Feb. 12 and accelerated unexpectedly for five to six seconds as the driver entered a parking lot on Feb. 17. The owners of the Avalon and 2007 Camry said their vehicles were at the dealership for review after having repeat accelerations incidents that were supposed to have been repaired earlier. The Matrix owner said the recall work was completed Feb. 10 and on Feb. 26 the car moved forward with the driver’s foot on the brake in a parking lot. “I put my other foot on the brake as well,” the unidentified woman wrote in the complaint. “My son said ‘It’s doing it again Mom!’ I put it in neutral, and we both heard the engine wind out like I had pushed the gas pedal to the floor. This obviously means the recall ‘fix’ isn’t working!” Toyota’s American depositary receipts, each equal to two ordinary shares, rose $2.60, or 3.5 percent, to $77.02 in New York Stock Exchange composite trading. The shares have lost about $30 billion in value since Toyota announced a recall on Jan. 21. To contact the reporters on this story: Angela Greiling Keane in Washington at agreilingkea@bloomberg.net ;

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Consumer Spending in U.S. Rises for Fourth Straight Month in Recovery Sign

March 1, 2010

By Timothy R. Homan March 1 (Bloomberg) — Spending by U.S. consumers increased in January for a fourth consecutive month, a sign that the biggest part of the economy may contribute more to growth in coming months. The 0.5 percent increase in purchases was more than anticipated and followed a 0.3 percent gain in December that was larger than previously estimated, Commerce Department figures showed today in Washington. Incomes climbed 0.1 percent, short of expectations and reflecting declines in dividends and interest. Retailers such as Home Depot Inc. and Macy’s Inc. are forecasting rising sales this year, even as they don’t foresee a robust economic recovery. An unemployment rate that’s projected to average 9.8 percent this year may restrain household purchases, which account for about 70 percent of the economy. “It’s a good start” for the year, said Brian Bethune , chief financial economist at IHS Global Insight in Lexington, Massachusetts, who correctly forecast the increase in purchases. Still, he said, “consumption is not going to be the driver” of economic growth. Stock-index futures maintained earlier gains following the report. The contract on the Standard & Poor’s 500 Index rose 0.4 percent to 1,107.7 at 9:05 a.m. in New York. Treasury securities were little changed. Exceeds Forecast The median estimate of 61 economists surveyed called for a 0.4 percent increase in spending, after an originally reported gain of 0.2 percent the prior month. Projections ranged from gains of 0.2 percent to 0.6 percent. The increase in incomes followed a 0.3 percent advance in December. The median forecast of economists surveyed anticipated a 0.4 percent gain. Wages and salaries climbed 0.4 percent in January, the most since April, after increasing 0.1 percent the prior month. Interest payments fell 0.3 percent while dividends declined 3 percent. Disposable income , or the money left over after taxes, dropped 0.4 percent, the largest decrease since July, reflecting an increase in federal non-withheld income taxes. Today’s report showed stable prices. The inflation gauge tied to spending patterns rose 2.1 percent from January 2009, less than the 2.2 percent survey median forecast. The Federal Reserve’s preferred price measure, which excludes food and fuel, was unchanged in January from the previous month and was up 1.4 percent from a year earlier. Adjusted for inflation, spending climbed 0.3 percent following a 0.1 percent rise the prior month. Because the increase in spending was larger than the gain in incomes, the savings rate fell to 3.3 percent, the lowest level since October 2008, from 4.2 percent the prior month. Broad-Based Gains Inflation-adjusted spending on durable goods, such as autos, furniture, and other long-lasting items, climbed 0.7 percent in January after rising 0.6 percent the prior month. Purchases of non-durable goods increased 0.8 percent, and spending on services, which account for almost 60 percent of all outlays, increased 0.1 percent. The economy grew at a 5.9 percent annual rate in the fourth quarter, the fastest pace in six years, figures from the Commerce Department showed last week. Consumer spending slowed to a 1.7 percent pace, from 2.8 percent the previous three months. Home Depot is among companies projecting stronger sales. “We recognize that we have more work to do as a company and that the economy is not out of the woods yet, particularly in our market, so we’re not projecting robust growth,” Home Depot Chairman and Chief Executive Officer Frank Blake said on a Feb. 23 conference call with analysts. To contact the reporter on this story: Timothy R. Homan in Washington at thoman1@bloomberg.net

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Bradford Kane: A 10-Point Program for Job Creation and Economic Transformation

February 17, 2010

Job growth is a top priority right now for most government officials, regardless of party. But recent job-growth proposals have mainly offered measures to avoid layoffs, assist those already unemployed, and induce only incremental hiring, mostly in well-established industries. Although last week’s proposal by Sens. Chuck Grassley (R-Iowa) and Max Baucus (D-Mont.) was encouraging for its bipartisan process, its job-related provisions suffered from these limitations. We have reached the point when the USA must rapidly stimulate major, broad-based job growth over a sustained period of time. The focus should be on transformative economic development in key industries that hold the promise of becoming the drivers of economic prosperity for years — and even decades — to come. Rather than merely keeping workers and the economy afloat, we must invest in industries that will create the need for workers, both today and over the long-term, on a massive scale. When spending tax dollars on job growth, the emphasis should be on emerging industries, to invigorate the demand for workers in companies with global high-growth potential. As President Obama stated on February 16th, “Whether it’s nuclear energy, or solar or wind energy, if we fail to invest in the technologies of tomorrow, then we’re going to be importing those technologies instead of exporting them. We will fall behind. Jobs will be produced overseas, instead of here in the United States of America. And that’s not a future that I accept.” Starting Points for the “Jobs Bill” The “Jobs Bill” that will emerge from Congress should include support for job retention and incremental hiring, as well as for the unemployed, both to stop our economic bleeding and to capture the “low hanging fruit.” These steps include aid to state and local governments, a payroll tax credit for small businesses that hire unemployed workers, assistance to homeowners who are in jeopardy of foreclosure, and extension of unemployment insurance and COBRA benefits. The bill should also accelerate the Obama Administration’s initiatives for highway and bridge construction, energy-efficiency retrofits of homes and buildings, and a seamless national broadband infrastructure. Long-Term Job Growth and Transformation via the “Jobs Bill” Yet, to maximize its impact in the near-term and lay the groundwork for future prosperity, the “Jobs Bill” must fully embrace President Obama’s vision for economic transformation fueled by investment in innovation-intensive industries which will propel exports and economic primacy of the US economy for decades to come. The US must aggressively grab the advantage and secure the leadership role in these fast-evolving global industries. The key technologies and industries that should be designated as top national priorities include: renewable energy / clean energy, mobile telephony, broadband computing, biotech and health care, water desalinization and clean water production, transportation safety, homeland security, recycling and waste management, and environmental protection and remediation. Although there is already considerable activity in the US in these industries, the progress is far short of positioning the US as the dominant world leader in them. The “Jobs Bill” provides a prime opportunity to galvanize our aim, commit our resources, and accelerate our activity in these transformative industries. The level of commitment and support should be akin to that given to the “Manhattan Project” in the 1940s and space exploration in the 1960s. President Obama reiterated the case for such a commitment, and the high stakes involved, during his State of the Union address last month, in the context of clean energy and energy efficiency: “I know there have been questions about whether we can afford such changes in a tough economy… But here’s the thing — even if you doubt the evidence, providing incentives for energy-efficiency and clean energy are the right thing to do for our future — because the nation that leads the clean energy economy will be the nation that leads the global economy. And America must be that nation.” The importance of the “Jobs Bill” in advancing US long-term leadership and economic prosperity can be illustrated by envisioning the WTO trade negotiations of 2025 and 2035. The US will seek to secure fair trade and competitive advantages in industries with maximal worldwide growth opportunities in those eras and beyond. The question will be whether the US is trying to wrest a foothold from others, or be in the driver’s seat. We must work TODAY to build the competencies, technologies, infrastructure, and supportive services that enable the US to lead in the high-growth industries of the future. 10-Point Program for Job Growth Now and in the Future A program could be included in the “Jobs Bill” to propel near-term and long-term US job growth, exports, innovation, and economic leadership in the global economy. To be eligible for government assistance and benefits under this program, a company would have to be involved in one or more of the national priority industries identified above, and need to be engaged (or seek to be engaged) in at least one of the following activities: (a) research and development of a new technology or service for which there is a high growth potential; (b) manufacturing of a product utilizing a high-growth potential technology in connection with a patent or patent pending; (c) implementation of a marketing and sales plan that would reach, or significantly expand penetration into, export markets with a demonstrable high-growth potential; (d) execution of a business model that would bundle products and/or services relating to one of the targeted industries, by partnering with at least one other US-based company, for enhanced reach, scope, and impact in high-growth export markets; and/or (e) fulfillment, order processing, inventory management, transportation, and/or delivery services for companies engaged in one or more of the targeted industries. For qualifying companies – including start-ups, micro-enterprises, and existing companies – government assistance and benefits under this program would include: (1) a Research and Development Tax Credit, for companies described in paragraph “a”, above; (2) an Expedited Review and Processing of Patent Applications, in the case of companies described in paragraphs “a” and “b”, above. (3) a Payroll Tax Credit for two years for each unemployed person hired by a company of any size, if the hire is directly and predominantly for the above activities; (4) a Loan, for companies described in “c” and “d”, above (re: exports) to pay the salary of new hires for one year, with such loans being repaid over the ensuing four years (which could include a requirement to retain the employee for at least one more year); (5) Job Skills Training assistance for employees who are directly and predominantly engaged in the above activities; (6) Technical Assistance to start-up companies and micro-enterprises for help in formation, incorporation, and otherwise establishing their company; (7) expedited Processing Assistance with documents and procedures to enable exports; (8) Technical Assistance with fulfillment, transportation, and delivery of exports; and (9) an Online Partnership Development Match-Making Directory for companies that seek to access / provide value-added services from / to other companies in their industry, and for other companies to identify market opportunities that could justify additional hires; (10) development of a Network of Business Parks throughout the US that are dedicated to accelerating the key national priority industries by co-locating many companies engaged in the same emerging industry so that participants can leverage each other’s research, resources, and manufacturing and deployment capabilities, resulting in synergistic benefits for all participants (extended discussion of this proposal is contained in blog post entitled Job Creation as Job One , Huffington Post, December 2, 2009).

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Currency Trading Is Place to Make Your Fortune: Matthew Lynn

February 16, 2010

Commentary by Matthew Lynn Feb. 16 (Bloomberg) — This columnist is usually reluctant to respond to requests for career advice that occasionally find their way into my e-mail box. Yet from time to time, there is a move so obvious for anyone finishing college or university this year, or contemplating their next step up the career ladder, that it is worth pointing out. And right now it is this: Forget hedge funds, walk away from private equity and tell the derivatives boys they can dump their baffling mathematical formulas in the dustbin under the desk. Instead, become a currency trader. They are set to become the new kings of the financial markets. The sovereign-debt crisis, the demise of the dollar and the creation of new reserve currencies all mean that the great financial reputations and fortunes will be made in foreign exchange in the coming few years. In any decade, one sector of the financial markets is usually dominant. There is one corner of the financial universe where so much new stuff is happening, and it is of such importance to the rest of the world, that it is far easier for a young, ambitious person to make their mark than anywhere else. In the 1980s, it was mergers-and-acquisitions deals. In the 1990s, it was the venture capitalist who backed technology companies, and the bankers who arranged initial public offerings for dot-com companies on the stock market. New Masters In the 2000s, it was hedge funds, along with the derivatives traders that supplied them with products. But in the 2010s, it will be currency trading. There are already plenty of signs that the foreign-exchange markets are hotter than a sunny day on Venus. Deutsche Bank AG reported last month that its currency- trading platform for retail investors had a 40 percent increase in customer numbers in 2009. Ordinary investors clearly see exchange trading as an area of the market they want to be in. In London, which is the global currency-trading hub, strong growth is also evident. According to a Bank of England study, daily trading volumes rose 13 percent to $1.43 trillion in October compared with April last year. In the U.S., foreign- exchange trading volumes rose 28 percent to $675 billion a day in the six months ended in October, according to a Federal Reserve-affiliated study. Those are impressive numbers. The volume of London trading isn’t quite back to pre-credit crunch levels, but it is getting close. Debt Crisis There are several good reasons for expecting currency trading to be the focus for financial markets this decade. First, the sovereign-debt crisis. Governments took on huge debt to combat the financial meltdown. That didn’t really fix the problem. It just shifted it from one place to another. Now there are doubts about whether nations can service their obligations. The only way the markets can discipline governments, or pass a verdict on their performance, is via the currency markets. However the crisis eventually works out, it is the foreign-exchange markets that will be in the driver’s seat. Second, the dollar is in long-term decline. Regardless of how well the U.S. recovers, the rise of new economies such as China, Brazil and India means America won’t be the dominant force in the world that it once was. The result? The dollar’s special status is coming to an end. That may be a good thing after some intense volatility as the world adjusts. Again, it is currency traders who will be in control of that transition. Store of Value Third, the advent of new reserve currencies. With the dollar on the way down, the world will need something as a reliable store of value. There are plenty of candidates: It might be gold, an International Monetary Fund-sponsored basket of currencies, or a new world currency. Who knows, it could be something nobody has thought of yet. Ultimately it will be foreign-exchange traders who decide what works and what doesn’t. You can add into the mix some low-probability, yet high- impact, events. Perhaps Germany will get fed up bailing out Greece and Portugal and leave the euro. Maybe the Chinese will decide to make the yuan the world’s dominant currency. Neither scenario is especially likely, but they would create shockwaves through the markets for years. There are usually two conditions for one sector of the financial markets to be dominant: There must be lots of innovation, and lots of volatility. Right now, currency trading ticks both boxes. That’s why if you work in the markets, figuring out clever ways of swapping euros into yen, and dollars into pounds would be the best thing you could do. It will be the fastest way to make your fortune. ( Matthew Lynn is a Bloomberg News columnist. The opinions expressed are his own.) Click on “Send Comment” in the sidebar display to send a letter to the editor. To contact the writer of this column: Matthew Lynn in London at matthewlynn@bloomberg.net

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Flying Tomato White Earns $9 Million From Endorsements as Vonn Skis Uphill

February 11, 2010

By Michael Buteau Feb. 11 (Bloomberg) — Shaun White , the snowboarder known as much for his mop of red hair as his ability to soar above a halfpipe, was flying over New York a month before the Olympics and with advertisers long before that. White is on Target Corp . billboards in Times Square that started Jan. 13, a sign that once-fringe “action sports” such as snowboarding have become mainstream enough to have their own endorsement hero. The 22-year-old from Carlsbad, California, nicknamed the Flying Tomato, is pulling in $9 million a year as a salesman, according to Forbes magazine, outstripping stars of traditional Winter Olympics sports such as Alpine skiing and figure skating. The skateboard set is growing up and companies trying to reach it with advertising have noticed, said Brad Adgate , director of research at Horizon Media Inc., a New York advertising firm. “These sports are becoming more and more mainstream and companies will be able to build on that,” Adgate said. “These kids resonate, they’re photogenic, they’re laid back — they’re just cool. For sponsors, there’s a tremendous amount of upside.” The growing sponsorship focus on sports such as snowboarding and freestyle skiing may mean less money for athletes in traditional winter sports, such as Alpine skier Bode Miller , who lost his deal with Parma, Italy-based Barilla pasta after failing to win a medal in the 2006 Winter Games, advertisers and marketing executives said. Vonn’s Third Lindsey Vonn , a two-time overall Alpine World Cup champion from the U.S. who is on the cover of the Feb. 8 issue of Sports Illustrated magazine, probably makes about one-third what White does in annual endorsements, said Bob Dorfman , executive creative director at Baker Street Partners advertising agency in San Francisco. Vonn, 25, has agreements with companies including Cincinnati-based Procter & Gamble Co . and Baltimore-based Under Armour Inc .; White has his own line of clothes and a top-selling video game. Vonn said yesterday a bruised shin might prevent her from competing in the Olympics. Mark Ervin, the Los Angeles-based agent who represents both White and Vonn, declined to be interviewed. Snowboarding was added to the Olympic lineup in 1998. By 2008 it had 5.9 million participants, up 16 percent from 2007, according to the Mount Prospect, Illinois-based National Sporting Goods Association . Canada increased funding for its Olympic snowboard program more than fivefold, to $6.9 million, leading up to the Vancouver Winter Games, from $1.3 million four years ago. Hawk Followers Many of today’s parents grew up skateboarding as teenagers in the 1980s when now-41-year-old Tony Hawk was pioneering that sport’s growth. Their own teenaged children are fans of White. “What once really spoke to a very niche market of 18-24 year-olds, action sports have now come to encompass ages 8-40,” Danny Ruiz, director of marketing at Ubisoft, said in an interview. “And it’s just going to get even bigger.” White’s billboard collage, a centerpiece of Target’s campaign to promote him and the Minneapolis-based retailer throughout the Winter Games, is part of his endorsement portfolio. The 2006 gold medalist in men’s snowboard halfpipe already has agreements ranging from Austria-based Red Bull GmbH energy drinks and closely held Burton Snowboards to French video-games maker Ubisoft Entertainment SA . Another gold-medal performance could boost his endorsements even more, advertising executives said. “He’ll be in the driver’s seat,” Adgate said. “He could come out as the most charismatic American athlete of these Games.” Younger Viewers The International Olympic Committee’s goal in adding snowboard events was to attract younger viewers, many of whom had tuned out from the Winter Olympics . And without a dominant U.S. figure skater to hype this year, U.S. broadcaster NBC Universal Inc. has been pushing personalities like White. He is one of a handful of athletes the General Electric Co. unit has been promoting leading up to the Feb. 12 Opening Ceremony. White competes five days later. This year, the Olympics add skicross to the freestyle lineup. The sport features skiers in a mass start racing down a course filled with turns and jumps. The first skier across the line wins. White’s Family In the NBC promos, White, who had three heart operations before his first birthday, talks about the importance of his family. Snowboarding and skateboarding, where White also competes, aren’t the types of mainstream activities that appeal to typical U.S. sports fans, Dorfman said. However, White, the son of a waitress and a water-utility worker, is likeable enough that parents don’t mind having their children idolize him, Dorfman said. “It’s a very desirable demographic and he does seem to transcend the extreme sports kids,” Dorfman said in an interview. “Older people seem to like him.” Perhaps more importantly, Dorfman said, White’s image goes against what many snowboard non-followers tend to think about those who compete in the sport, which has battled with traditional skiing for space on the world’s best mountains. “He seems to be wholesome and doesn’t seem to be a whacked out, pot-smoking, extreme-sports athlete that only appeals to those kinds of kids,” Dorfman said. “He was crying on the medal stand in Turin, so he seems to be very authentic.” To contact the reporter on this story: Michael Buteau in Atlanta at mbuteau@bloomberg.net .

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Honda Recall 2010: Airbag Problems Add Another 437,000 Vehicles To Recall

February 9, 2010

TOKYO — Honda Motor Co. is adding 437,000 vehicles to its 15-month old global recall for faulty airbags in the latest quality problem to hit a Japanese automaker. The company will replace the driver’s side air bag inflator on the cars because they can deploy with too much pressure, causing the inflator to rupture and injure or kill the driver. Japan’s No. 2 automaker originally announced the recall to the U.S. National Highway Traffic Safety Administration in November 2008 and the total of number vehicles recalled since then is approaching 1 million. The latest expansion of the airbag recall includes 378,000 cars in the U.S., some 41,000 cars in Canada and 17,000 cars in Japan, Australia and elsewhere in Asia. The North American recall was announced Tuesday and followed Wednesday by the recall in Asia. Honda’s announcement comes at a time of increased attention on automotive recalls. Though the problems are unrelated, rival Toyota Motor Corp. is in the process of recalling more than 8 million cars and trucks due to faulty gas pedals. On Tuesday, Toyota said it would recall more than 440,000 of its flagship 2010 Prius and other hybrids due to a braking glitch. “There is a heightened sensitivity right now to anything to do with recalls,” said John Mendel, executive vice president of sales for American Honda. Honda’s latest U.S. recall airbag affects certain 2001 and 2002 Accord sedans, Civic compacts, Odyssey minivans, CR-V small sport utility vehicles and some 2002 Acura TL sedans. The recall now affects 952,118 vehicles, including certain 2001 and 2002 Accord sedans, Civic compacts, Odyssey minivans, CR-V small sport utility vehicles and some 2002 Acura TL sedans. In Japan, the recall covers three models, including the 2001 sedan Inspire. Honda said it is aware of 12 incidents linked to the problem – one death in May 2009 and 11 injuries. The company said it is not aware of any problems happening after July 2009. The automaker’s original announcement to NHTSA in November 2008 involved fewer than 4,000 2001 Accords and Civics. The recall was expanded in July of 2009 to 440,000 vehicles including the 2001 and 2002 Accord and Civic, as well as certain 2002 Acura TL sedans. Company officials said the airbag produces too much pressure that can cause the inflator to rupture, sending metal fragments toward the driver. Honda says owners should take their vehicles to dealerships as soon as they are notified by the company in writing. Notification will begin during the month of February. Last month Honda recalled 646,000 Fit hatchbacks worldwide because of a glitch that could cause water to enter the power window mechanism, causing components to overheat. The Fit recall affects 2007-2008 models. The Fit is sold in other countries as the Jazz and City. The recall affects Asia, Latin America, Europe, South Africa and North America. About 140,000 vehicles are affected in the U.S.

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James Meigs: Target Toyota: Why The Recall Backlash Is Overblown

February 9, 2010

To judge by press accounts and statements from government officials, those innocuous looking Toyota sedans and SUVs in millions of American driveways are somehow kin to the homicidal ’58 Plymouth Fury in the Stephen King novel “Christine”–haunted by technological poltergeists and prone to fits of mechanical mayhem. In the midst of three major recalls, Toyota has been hammered by daily newspaper and TV pieces suggesting it has been slow to address safety problems. US transportation secretary Ray LaHood announced that anyone who owns one of the recalled vehicles should “stop driving it.” (He quickly backpedaled on that pronouncement, but warned, “We’re not finished with Toyota.”) Displaying a previously undisclosed concern for the safety of American owners of foreign-badged automobiles, the UAW quickly piled on. And now, Toyota’s North American president Yoshi Inaba must submit to ritual humiliation at the hands of the US Congress in a hearing on Wednesday. Does Toyota–or any car company–deserve this? Well, if they are knowingly selling an unsafe car, yes. But is that what’s going on here? Not so fast. There’s no question that unintended acceleration is a serious problem that needs to be fixed. But a little perspective is in order. As Popular Mechanics automotive editor Larry Webster has pointed out, every major carmaker receives occasional reports of sudden unintended acceleration (SUA). In the last decade, the National Highway Transportation Safety Agency logged some 24,000 SUA complaints. Less than 50 of these red flags were investigated. Why so few? The main reason is the nebulous nature of SUA. Often the problem occurs once, never to happen again. It’s tough to fix a defect that can’t be replicated. And then there’s the driver variable. As awful as this is to think about, it’s been shown that sometimes drivers simply mix up which pedal they’re pushing. In the late 1980s, the Audi 500 was the target of a barrage of SUA allegations, lawsuits and press reports (including a notorious “60 Minutes” episode that was later discredited). Then, as now, there were accusations that mysterious electronic gremlins somehow took over the car. In the end, NHTSA concluded that driver error was the only likely explanation for the incidents. But many safety concerns do have validity, and every carmaker has conducted numerous recalls involving critical safety features of their vehicles–brakes, steering, airbags, seat belts, and more. Still, the fact that some safety problems don’t emerge until cars have been on the road for months or years is not a sign that automakers are criminally cavalier about safety. Quite the opposite. The safety issues that lead to recalls generally occur in very small numbers, often barely rising above statistical noise. Toyota’s unintended acceleration problem, for instance, involved a handful of cases in literally billions of miles of driving. As those cases come to light, it is necessary for carmakers to take action, and it is natural for consumers to be concerned. But the intensity of the backlash against Toyota is almost unprecedented. Here’s what is being missed in most of the coverage of the issue: All cars are inherently dangerous. They propel their fragile human cargo at high speeds over unpredictable terrain. They combine thousands of parts that need to interact flawlessly–in environments ranging from Death Valley heat to Fairbanks cold–in order to maintain safe operation. Their radiators contain scalding fluids; their batteries are full of toxic acid; and their gas tanks hold explosive power equivalent to more than 100 sticks of TNT. And, by all accounts, Americans drive those cars faster than ever, on increasingly congested roadways. Nonetheless, driving gets safer every year. Fatalities per mile driven have fallen more than 25 percent since 1994, in part because cars themselves are safer. Compared to those of 20 years ago, the typical vehicle today has better brakes, better steering and more (not to mention smarter) airbags. Electronic stability-control systems have helped prevent countless accidents. Still, even the best cars are far from perfect. And much of the outrage over Toyota’s troubles seems based on the unrealistic expectation that cars should be infallible. That’s an unattainable goal; even well-designed components can wear out and fail in unexpected ways. Recalls are not a sign that carmakers are indifferent to the safety of their customers. On the contrary, recalls are part of the process by which automakers address safety or reliability issues that are often fairly subtle. So why did Toyota’s safety issues become front-page news when similar recalls by other automakers barely made the business pages? One is the scary nature of unintended acceleration itself, which taps into our almost instinctual fear that our machines will suddenly turn on us (HAL, anyone?). Another was the horrific 911 call from the passenger of a Lexus that crashed in Santee, Calif., in August of last year. And then there was timing. Toyota responded first to the problem of shifting floor mats (the likely culprit in the Santee crash), and only later to the much more subtle issue of accelerator pedals that are slow to return to idle . Those are two unrelated problems that needed to be addressed separately. Perhaps in a different climate, Toyota could have convinced the public that the accelerator pedal recall was an example of extreme diligence in pursuit of safety. Instead, the second recall struck the public as an admission of culpability–just another shoe dropping in a much larger scandal. By the time conversation got around to disconcerting glitches in the antilock brake system on Toyota’s high-tech Prius hybrid, there was no containing the outrage. (The fact is, most hybrids exhibit slightly twitchy braking as they try to manage the switchover from the electrical braking that recharges the batteries to the hydraulic braking needed for more aggressive stops. Conditions that engage the antilock braking system only complicate that challenge.) Without the previous incidents, news that Toyota was making a small change in its Prius braking software would have been a non-story. Instead, it completed the trifecta of bad news that has made this Toyota’s annus horribilis. Crisis managers will no doubt study Toyota’s handling of this issue, looking for lessons in avoiding that company’s predicament. After all, it took years for Audi’s sales to rebound after that company’s trip through the SUA gauntlet. Still, some good did come of Audi’s experience: Today all cars have interlock systems that make it impossible for drivers to move the shift lever out of park unless their foot is on the brake (thus preventing them from shifting into gear while accidentally flooring the accelerator). One likely outcome of the Toyota episode will be a requirement for a similar interlock that automatically disengages the throttle whenever the driver steps on the brake. And that would help make all cars just one, tiny increment safer than before. RELATED STORIES • PLUS: Toyota Halts Production to Tackle Sticky Gas Pedals • DRIVE SAFE: How to Stop Sudden Unintended Acceleration • COMPARISON TEST: 2010 Toyota Prius vs. 2010 Honda Insight • EARLIER: 2010 Toyota Prius Hybrid Electric Tech Exposed • TEST DRIVE: VW Jetta Diesel vs. Prius Fuel-Economy Marathon

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Toyota Recall: 300,000 Prius Hybrids Recalled, SEE The Latest Details

February 8, 2010

(TOKYO KELLY OLSEN, AP) – Toyota plans to recall about 300,000 Prius hybrids worldwide over a brake problem and will notify the U.S. and Japanese governments Tuesday, a news report said. The recall of the gas-electric Prius will cover cars that went on sale since May last year through January, Kyodo news agency reported late Monday. Kyodo, which did not identify its sources for the information, said the automaker will notify authorities in Japan and the U.S. of its plan, which will cover more than 270,000 of the hybrids sold in the two countries. Toyota spokeswoman Ririko Takeuchi said no decision on a Prius recall has been made. Kenji Sugai, an official in Japan’s Transport Ministry section in charge of recalls, said it had not been informed of any such plan by Toyota. The Kyodo report follows others in Japanese media recently that the world’s largest automaker has decided to announce a recall early this week. The company has only said it will soon announce plans to deal with the braking problem. At least 100 drivers of Prius cars in the U.S. have complained to the government that their antilock brakes seemed to fail momentarily while driving on bumpy roads. The Japanese government has also received dozens of complaints. Toyota plans to fix a software glitch to correct the problem. The government says the problem is suspected in four crashes that caused two minor injuries. Toyota says the brakes will work if the driver keeps pushing the pedal. Toyota has already recalled more than 7 million other cars for repairs in the U.S. and other countries over a sticky accelerator and floor mats that can get caught in the gas pedal. The Prius is the world’s top-selling gas-electric hybrid and its fuel efficiency has drawn intense interest amid concerns about global warming and dependence on fossil fuels. Toyota has sold 300,000 of the vehicles in about 60 countries. Kyodo reported recalls in other countries will follow those in Japan and the U.S. The company says it has already fixed vehicles that went on sale since last month. Though there have been reports that Toyota will recall the cars, the company has an option of a “service campaign,” in which the company would simply notify owners to bring their cars in for repairs. Separately, the company has told dealers in the United States it is preparing to repair the brakes on thousands of Prius vehicles there, according to an e-mail sent by a company executive. It was unclear whether Toyota planned a formal U.S. recall. “We will make an announcement soon on the action we plan to take,” spokeswoman Ririko Takeuchi said, commenting on media reports Sunday that the company has decided to issue a Japan recall. Takeuchi did not confirm those reports. The Prius is the world’s top-selling gas-electric hybrid and its fuel efficiency has drawn intense interest amid concerns about global warming and dependence on fossil fuels. Toyota decided Saturday on a recall in Japan covering its latest Prius model and has notified domestic dealers, Japan’s largest newspaper, the Yomiuri, reported without naming sources. It said Toyota would announce the move early in the coming week after consulting with the Japanese government. Japan’s Kyodo News agency and TV Asahi carried similar reports. Kyodo said Toyota had started notifying dealers and that at least 170,000 vehicles in Japan would be subject to the recall. Phone calls to the section at Japan’s transport ministry dealing with recalls went unanswered Sunday. None of about 10 Toyota dealers in Tokyo and the western Japanese city of Osaka said they had received any notification. Three dealers in the U.S. said the same thing on Sunday. Prius drivers in Japan and the U.S. have complained of a short delay before the antilock brakes kick in – a flaw Toyota says can be fixed with a software programming change. The brakes will work if the driver keeps pushing the pedal. The brake problem affects about 270,000 Priuses that were sold in the U.S. and Japan starting last May. The company says it has already fixed vehicles that went on sale since last month. Bob Carter, a Toyota group vice president, sent an e-mail message Friday night to U.S. dealers saying the automaker is working on a Prius repair plan and will disclose more details early this week. At least 100 drivers of Prius cars in the U.S. have complained to the government that their brakes seemed to fail momentarily when they were driving on bumpy roads. The government says the problem is suspected in four crashes and two minor injuries. Public awareness of the problem “has prompted considerable customer concern, speculation, and media attention due to the significance of the Prius image,” Carter said in the e-mail. “We want to assure our dealers that we are moving rapidly to provide a solution for your existing customers.” Toyota on Sunday morning began airing spots on U.S. television saying that the company is “working around the clock” to build the highest-quality vehicles and to restore the faith of its customers. “In recent days, our company hasn’t been living up to the standards that you’ve come to expect from us,” an unidentified announcer said in a voiceover. Carter wrote that the ads tell viewers of Toyota’s 50-plus years of building safe, reliable vehicles in the U.S. They were airing in prime time and on local, national and cable news shows, but will not appear during the Super Bowl, he wrote. Toyota’s response to the safety issues has drawn the attention of U.S. politicians. Toyota Motor North America Chairman and CEO Yoshi Inaba will appear before the House Committee on Oversight and Government Reform on Wednesday, as will Transportation Secretary Ray LaHood and National Highway Traffic Safety Administration Administrator David Strickland, the committee chairman announced Sunday. “There appears to be growing public concern regarding which Toyota vehicles may be problematic and how people should respond,” Chairman Edolphus Towns(D-NY)said in a statement. “Consumers want to know whether their cars are safe to drive and, if not, they need to know what to do about it.” A key committee member has asked that transportation officials who served under former President George W. Bush also appear. Besides a full-fledged safety recall, the company could simply ask owners to bring in their vehicles for repairs, since the brakes are not failing completely. The Yomiuri newspaper, however, said that Toyota decided on the more serious step of a recall for the Prius to give priority to restoring consumer trust. Toyota has acknowledged receiving dozens of complaints about the Prius in Japan, where there is high-level government concern about Toyota’s quality problems. Cabinet ministers have expressed alarm and urged the company to move more quickly to ease consumer worries. Media criticism of Toyota has intensified since a news conference on Friday by Toyota President Akio Toyoda in which he offered an apology for the defects, but few details about what the automaker would do about the Prius. The reports said the new Prius model was released in May, and more than 300,000 have been sold in about 60 countries and territories. Toyota plans to resume production Monday at U.S. factories that make the eight models recalled for sticky gas pedal systems, spokesman Brian Lyons said in an e-mail Sunday. The production halt involved the RAV4 crossover, Corolla, Matrix hatchback, Avalon, Camry, Highlander crossover, Tundra pickup and the 2008-10 Sequoia SUV. ___ Associated Press writers Yuri Kageyama and Jay Alabaster in Tokyo, Ken Thomas in Washington, and AP Auto writers Dee-Ann Durbin and Tom Krisher in Detroit contributed to this report.

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