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Huffington Post…

DETROIT — Judging from the hype at the North American International Auto Show in Detroit this week, one might think electric cars and hybrid cars are about to take over the world. Nearly a dozen cars at the show, which runs until Jan. 22, come with advanced battery power instead of just gas-fueled engines. But speak to industry veterans and it’s clear that gasoline will be king for many years. Consumers’ enthusiasm is mild for the alternative fuel cars. Few auto executives think there will be mass acceptance of electric and hybrid cars until at least 2025, when the country’s Corporate Average Fuel Economy, or CAFE, regulations kick in, forcing automakers to make cars that attain 54.5 miles per gallon on average. Until then, relatively low gas prices and cheaper technology will keep motorists humming along in regular gasoline-powered internal combustion engines. “Internal combustion engines are not going away anytime soon,” said Gary Silberg, head of KPMG’s automotive unit and a partner at the firm. Silberg released a report last week that demonstrated the skepticism that global auto executives have for electrifying cars: About 65 percent of those surveyed say electric vehicles and hybrid cars will account for just 6 percent to 10 percent of global annual sales worldwide through 2025. Even though hybrid and electric car sales have been on the rise in recent years, consumer demand could start waning. A tax credit aimed at making it more economical for Americans to plug in an electric car expired on Jan. 1. Consumers can no longer obtain $1,000 to install at home a 220-volt electric car-charging device. A $7,500 federal tax break given to those who purchase electric vehicles could also be on the chopping block as legislators seek more ways to balance the budget. Hybrids are more expensive than regular engines for one primary reason: They use two different systems to drive the car; one gas powered and the other electric, adding about $3,000 to the vehicle’s price. And the technology for electric cars is brand-new and highly expensive –- although automakers won’t say how much the new battery systems cost. “I think the level of skepticism is well justified,” Sergio Marchionne, CEO of Chrysler and Fiat told reporters on Monday. “But if an American auto executive thinks he can get to the CAFE standards of 2025 on combustion engines alone, he’s probably smoking an illegal substance.” Chrysler has just one electric car coming to market in the near future, with an electric version of the Fiat 500 going on sale at the end of this year. But other automakers are making a bigger push into electric vehicles, despite the uncertainty. Ford will have five such cars by the end the year, including the 2013 Ford Fusion hybrid and 2013 Ford Fusion Energi plug-in electric shown at the Detroit auto show Monday. The automaker is betting that gas prices will keep rising, making hybrids and electric vehicles more appealing. Ford expects that by the end of this decade, 10 percent to 25 percent of its overall sales will have some sort of battery or hybrid technology. Other electric or hybrid vehicles shown in Detroit include the 2013 Volkswagen Jetta hybrid, the Volkswagen E-Bugster concept car, the Smart for-us pint-sized electric pickup, the BMW Active Hybrid 3 compact sport sedan, the BMW Active Hybrid 5 and the Nissan e-NV200 concept minivan. Flexible manufacturing facilities will be key for Ford, said Mark Fields, the company’s executive vice president. Ford will make hybrid, battery and regular internal combustion systems interchangeable, so if demand for one kind of engine slackens, it can start producing another kind within the same plant. “It’s dependent on what happens with gas prices,” Fields said. “So our strategy is to give people a choice and have the manufacturing processes in place that allow us to be flexible. Then whatever the market does, we’re in position to deal with that.” And with five hybrids or electrics on the market, Ford is able to capture the marketing cachet that comes with a green lineup. Even if consumers choose not to buy a hybrid or plug-in, they like them. That’s a lesson General Motors learned since rolling out its electric and gas vehicle, the Chevy Volt, in late 2010. “Volt has cause a lot of people to consider Chevrolet” who hadn’t looked at the brand before, said Mary Barra, GM’s global product development chief. Even when sold in small volumes, electric cars lend a buzz that automakers can’t resist. Chevy sold just 7,600 Volts last year, out of GM’s total of 2.4 million cars and trucks sold in the U.S. in 2011. The automaker showed off at the Detroit show the two-seater electric Chevy EN-V, which goes about 25 miles before losing power. Fuel economy is the way to grab consumers: Even Bentley, which sells its Continental GT for about $189,000, is promising better gas mileage. Its new Continental has an engine downsized from a whopping V10 to a V8 and achieves a fuel economy that’s 40 percent better. By contrast, many of Ford’s vehicles are equipped with V4 engines, which are lighter and more fuel efficient. Ultimately, there is not much car companies can do right now to try to reaach the stringent new fuel economy standards unless they embrace some sort of alternative fuel solution. That could mean hybrid cars, pure electric cars, natural gas vehicles or hydrogen-powered cars. “Part of this is looking at the fundamental drivers long term, not over the next five years,” said Oliver Hazimeh, a partner at accounting firm PricewaterhouseCoopers’ PRTM e-mobility division. “If you were looking at this in 2018 or 2019, the answers will be quite different.”

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Despite Detroit Auto Show Buzz, Demand For Hybrids Lags Gas Guzzlers’

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Huffington Post…

OTTAWA – The Bank of Montreal says Canada’s economy was the second best in the Group of Seven big industrial nations this year. The bank says in its annual report card that only Germany, with a lower unemployment rate and a current account surplus, did better than Canada. Italy, which is facing a major sovereign debt crisis, fared worst in the group. The scorecard suggests that the Harper government’s contention that Canada leads the G7 in economic performance is a bit of an exaggeration. While Canada is performing better than the G7 average, Germany scores higher in four of five major categories — jobless rate, inflation, government fiscal health and the current account balance with the rest of the world. In the fifth category — credit rating — the two countries are tied with the top AAA rating. In a separate report, the Canadian Chamber of Commerce says Canada’s economy is likely to continue to experience growth, if moderate, in 2012. It predicts Canada’s gross domestic product will rise by two per cent next year, followed by a 2.6 per cent expansion in 2013 — both numbers similar to the consensus reading of economists.

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Best And Worst G7 Economies Of 2011 (Hint: Canada Isn’t Number 1)

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EXPLICIT PHOTOS: On Fur-Free Friday, A Look Back At Celebs Who’ve Stripped Down For Animal Rights

November 25, 2011

Black Friday may be American retail’s biggest shopping day of the year, but the day after Thanksgiving also marks Fur-Free Friday. With hundreds of fur-free PETA protests scheduled around the world this year , animals rights activists will tout the message that wearing fur fuels a deadly and inhumane industry that is far from glamorous. **Scroll down for EXPLICIT photos of past anti-fur PETA ads** In 2010 the U.S. retail fur sales hit $1.3 billion, a 3.1% increase from 2009, according to the Fur Information Council Of America . The Humane Society writes, ” On fur factory farms around the world , millions of raccoon dogs, rabbits, foxes, mink, chinchillas, and other animals spend their lives in wire cages, only to be killed by anal electrocution, by neck-breaking, or in gas chambers.” PETA writes on its website: When people learn that millions of innocent animals are beaten, boiled, hanged, and electrocuted for their fur every year; that each fur coat, each piece of fur lining or fur trim, and each fur cat toy represents the intense suffering of dozens of animals; and that furriers intentionally mislabel the fur of cats and dogs as fur from other species or as faux fur — then every decent human being will want to go fur-free. To raise the profile of the anti-fur message, PETA’s iconic campaign, “I’d Rather Go Naked Than Wear Fur” has attracted a number of high profile celebrities to strip down in support of animal rights. Elisabetta Canalis is one of the most recent and memorable celebrities to bare it all for the animal rights organization. With her billboards posted in Milan since September, Canalis explained to PETA her reason for posing nude: “That is what is required to keep people’s attention on such a brutal practice,” she said. “These poor animals are electrocuted, skinned alive, drowned, and bludgeoned just for the sake of fashion.” Other eyebrow-raising images of celebrities posing for PETA include Khloe Kardashian’s “I’d Rather Go Naked” ad, Chad Ochocinco’s “Ink Not Mink” ad and Laura Vandervoort’s “What Skin Are You In?” ad. If you’re heading to the malls this Black Friday, many would suggest skipping the animal skinned fashion in exchange for some cruelty-free clothing instead. In celebration of Fur-Free Friday, see some of PETA’s most memorable anti-fur ads below (WARNING: Some images may be considered explicit and NSFW):

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Todd Hartley: I’m With Stupid: Wear These Clothes While You Kiss the Pope

November 19, 2011

I don’t know a whole lot about advertising. That may seem kind of pathetic considering I made all the ads for a real estate company for a few years, but that was pretty basic stuff: slap a picture of a house on the page, make up some nonsense about granite countertops and an open floor plan, and ship the ad off to whichever publication was running it. As far as real advertising goes, though, I don’t have much of a clue. I’ve always assumed the point of an advertising campaign was to project the image you wanted people to associate with your company or product. For example, in Gatorade ads thirsty people drink Gatorade, and in Nike ads people do athletic things while wearing Nike sneakers. I can understand that. Those ads make sense to me. I find myself more than a bit confused, however, when it comes to a recent ad campaign for the Italian clothing company Benetton. I’m sure the ads were probably conceived by some high-priced agency, and I imagine they’re considered very cutting-edge, but for the life of me I’m not sure what Benetton’s point is. The ads, in case you haven’t seen or heard of them, feature manipulated images of world leaders kissing. One of the ads shows President Obama locking lips with Chinese President Hu Jintao. Another has French President Nicolas Sarkozy sharing a smooch with German Chancellor Angela Merkel. There was another ad featuring Pope Benedict XVI kissing an Egyptian imam, but that one, to no one’s surprise, managed to tick a lot of people off and since has been pulled. Benetton, in its questionable wisdom, ran a huge banner of the pope-imam image near the Vatican last week but took it down after Vatican officials protested, rightfully pointing out that the ad demonstrated how “publicity can violate the basic rules of respect for people by attracting attention with provocation.” I don’t normally agree with the Vatican on most things, but in this case they’re absolutely right: It seems very obvious to me that Benetton just came up with the ad to try to get a rise out of people and garner some unwarranted publicity for itself. If you believe Benetton’s representatives, however, that was not at all what they were shooting for. According to them, the point of the ad campaign “was solely to battle the culture of hate in all its forms.” Seriously? Does Benetton really believe that showing the pope kissing an imam is going to battle hate? How, exactly? Benetton is an Italian company. Surely they must have known that showing an unflattering image of the pope was going to make Catholics around the world despise Benetton. I would consider that part of “hate in all its forms.” The dumbest part of this whole fiasco is that whoever came up with the ads didn’t even put much thought into the kissing pairs. If the Obama ad is supposed to speak to Americans, it doesn’t. Virtually no one in America has any idea who Hu Jintao is. If Benetton wanted to make a statement, they should have had Obama kissing Rush Limbaugh or John Boehner. And why was the pope kissing an imam? Shouldn’t an imam have been kissing a rabbi? If they really wanted to put the pope with his opposite number, he should have been pictured kissing Sinead O’Connor. Regardless, one thing that the ads definitely do not do is make anyone want to go out and buy Benetton clothing. I would have thought that would be the first priority of an ad campaign, but like I said, I don’t know much about advertising. No, what this really amounts to is a pathetic ploy by a fading company to thrust itself back into the public conversation. In that regard, one can hardly blame Benetton. Since 2000, the clothing manufacturer has seen its market capitalization dwindle from $5.8 billion to less than $1.2 billion. Desperate times call for desperate measures; hence Benetton’s stupid kissing ads. I guess, in one sense, I have to give Benetton some credit. The ads did, after all, manage to get people talking about the company, even if everything being said is negative. And the ads were somewhat successful at increasing brand awareness, at least as far as I’m concerned. I had no idea Benetton was still a company before this whole controversy flared up. I have no plans to buy any Benetton items, mind you, but at least now I know they still exist. Todd Hartley created the “North Dakota and Then Some!” ad campaign for Manitoba. It didn’t do very well. To read more or leave a comment, please visit zerobudget.net .

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Ira Neimark: Telephone Manners

October 22, 2011

Have you noticed that as dress codes eroded over the past few years, telephone manners have deteriorated as well? One of the telltale signs of rudeness is made by someone who does not respond after a reasonable length of time to a phone message awaiting a reply. This usually indicates how important or unimportant the recipient feels about the caller. This would rarely happen in a person-to-person meeting, which would be considered a snub. Bad form. Another bad habit has developed. A secretary or a receptionist, when asking you,” Who is calling?” and you respond with your name, replies, “One moment, please,” using your first name. When that occurs, I ask the receptionist or the secretary, “Do I know you?” the usual reply is a hesitant “Sorry,” or some other weak excuse, as he or she likely has not been trained properly or doesn’t know any better. As progress moves far ahead, Alexander Graham Bell would never have dreamed of cell phones or the misuse of them when he made that first, famous phone call to Mr. Watson. There is no question cell phones are as necessary for communication as cars are to transportation. However, it is bad form, and in some cities, illegal, to blow the car horn, annoying other drivers, pedestrians, and neighborhoods. Again, using a cell phone in an area disturbing to others telegraphs a lack of manners, possibly reflecting a poor upbringing, and displaying indifference to the immediate surroundings. No one wants to be thought of as having a poor upbringing. However, there are those who show that lack loud and clear (no pun intended) by displaying little or no consideration for the people within their hearing range. Possibly not considered bad telephone manners, but just as irritating, is hearing the answering machine at the other end requiring the caller to “Press one, two, three,” and so on to reach the designated party. It would seem that successful businesspeople of yore understood the importance of their customers by employing telephone operators making connections to people or departments in that business. Today, unfortunately, too many financial people wield their influence by cutting costs and salaries by having computer programs and computer-generated voices do the work. Thus, the disconnect to customers many times over. In the process, not only did the professional salespeople disappear but courteous telephone operators also became a vanished breed as well. It is puzzling that successful businesses spend millions and millions of advertising dollars to develop favorable and identifiable images. They then throw much of that away, frustrating and angering their customers by forcing them to run through an endless loop of pushing buttons to discourage them from speaking with a person and the company harboring the added “expense” that entails. Customers who are valued assets should be greeted by a person at the other end who reflects the company’s desired image. Lessons Learned: To greet customers by their (proper) name has many advantages. In the past and today, most people in our society attempt to show considerations in social situations. However, there are those among us who unfortunately have not been taught at home or at school that certain social situations require good manners. The same applies to businesses that have forgotten the importance of the human touch. To read more from Ira Neimark, check out The Rise of Fashion and Lessons Learned at Bergdorf Goodman (Fairchild Books).

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Why Do We Have Such A Shortage Of Drugs?

October 14, 2011

Two years into an escalating shortage of life-saving cancer drugs, regulators and lawmakers are still unable to identify why it is happening, let alone how to solve the problem. Hospitals and doctors across the country are postponing care or using second-best or more costly alternatives. The shortages have also forced delays in clinical trials for cancer, which use these drugs as a baseline to test the effectiveness of novel therapies. While work-arounds can help for a while, what is perhaps most worrying is that the officials in charge of addressing the problem are no closer to identifying the underlying causes. In the balance are hundreds of thousands of patients, and potentially millions, who may not get the full care they need. “Anybody who is sure they know the answer to this question is probably kidding themselves,” said Peter Lurie, a senior adviser in the Food and Drug Administration (FDA) Office of the Commissioner, who works on public health issues, including drug shortages. “There appear to be multiple factors that are playing in it and it’s very difficult to identify which one is most important,” Lurie told Reuters. Drug shortages have been around for years in the United States, but they were previously intermittent and largely temporary, pharmacists and doctors say. They have shot up in a very short time, with a record of over 200 scarce medicines this year alone, up from 56 in 2006, according to FDA data. Health providers say the companies who make these drugs, long sold in generic form, have a diminishing interest in ensuring a strong supply. After a wave of consolidation, only five to seven companies produce 80 percent of these medicines, and stricter reimbursement policies have cut into the profits. But a group representing companies such as Watson Pharmaceuticals Inc and Sandoz, a division of Novartis AG, blames the FDA for introducing unnecessarily strict inspections and shutting down manufacturing facilities for minor issues. The finger pointing and lack of answers is leaving health providers and patients exasperated. “Something has to be done soon in order to try to alleviate this problem,” said Dr. Michael Link, the current president of the American Society of Clinical Oncology (ASCO), a non-profit group of cancer doctors and other providers.. “Right now we’re already seeing patient care suffering… I think you’re seeing a groundswell of concern.” In the meantime, distributors in the so-called “gray market” are exploiting the situation to peddle the drugs at hundred-fold mark-ups, according to lawmakers investigating the situation. Senator Chuck Schumer, a Democrat from New York, has called for an investigation by the Federal Trade Commission. And last week, Representative Elijah Cummings, the top Democrat in the House Committee on Oversight and Government Reform, asked five companies in the gray market to provide information on their sales and how they obtain the drugs. PATIENTS IN THE BALANCE In a July survey of 820 hospitals by the American Hospital Association, more than four-fifths of hospitals said they had to delay treatment and more than half could not provide patients with the recommended drug for their disease. Sixty-nine percent of patients had to settle for a less effective drug. The non-profit Institute for Safe Medication Practices (ISMP) has reports of at least 15 patients dying from drug shortages since last September. In the most high-profile case, nine patients died from contaminated IV fluid in Alabama this past March, when the typical supply was unavailable. Of the 140,000 patients diagnosed with colorectal cancer each year, about 80,000 are expected to rely on typical treatments such as fluorouracil or leucovorin, both currently in short supply, said Nancy Roach, a board member at the patient group Fight Colorectal Cancer. The government is trying to create a better notification system for shortages, which could address some of the most immediate issues for patients. Senator Amy Klobuchar, a Democrat from Minnesota, along with Robert Casey, a Democrat from Pennsylvania, introduced a bill in February that would force drug companies to inform the FDA about looming shortages. The FDA said early notification helped it prevent 99 shortages so far this year. But the bill does little to prevent shortages in the long-term. “People aren’t in agreement on how to solve it in the long term, and not a lot of bills are going through Congress,” Klobuchar told Reuters. MARKET PERFECT STORM The FDA began tracking drug shortages closely in 1999. Over a decade later, they have only gotten worse. Sterile injectables such as the cancer drugs, make up the lion’s share and accounted for 132 out of 178 shortages in 2010. Most are generic and have been around for years, meaning profit margins are lower. The FDA can explain the immediate causes of the shortages — in 2010, over half of them came from product quality and “significant” manufacturing problems such as metal shavings found in vials or fungal contamination, said Sandra Kweder, deputy director of the FDA’s Office of New Drugs. But these reasons fail to address why these problems have gotten so much worse, officials and industry analysts said. Industry consolidation and lower inventory levels could exacerbate the problem, leaving less slack in the system to deal with shortages when they arise, the FDA said. The agency has also blamed an increasing number of production issues on older facilities that need to be renovated as manufacturers in the low-margin generic market avoid investments in maintenance. Makers of sterile injectables Teva, Hospira and Bedford Laboratories, part of privately-held Boehringer Ingelheim, have all had manufacturing issues in the past few years, shuttering production on multiple drug lines. The FDA also acknowledges some manufacturers may have less financial incentive to make older, cheaper generic drugs. In 2010, 11 percent of shortages were due to companies that stopped making a certain drug, usually for business reasons. Manufacturers are loathe to make a connection between the financial incentives and producing older medicines. Several, including Teva Pharmaceuticals and Hospira, say they are building new facilities as a back-up for future shortages. The industry lays part of the blame with the FDA. The Generic Pharmaceutical Association (GPhA) said the agency has become more focused on enforcement in the past three years, shutting down factories for smaller problems that would have been dealt with less drastically in the past. STALLED PROPOSALS Various proposals to address the long-term problem have stalled, not least because of the disagreement over the cause. They include creating a national stockpile for emergency injectables — just like for vaccines — or offering tax incentives for manufacturers of low-cost but life-saving products. But those are unlikely to gain favor as the U.S. government is scrambling to cut costs and reduce the national debt, lawmakers and industry players said. The International Monetary Fund and the U.S. Department of Health and Human Services are both investigating the issue, and a Government Accountability Office report is due to come out in November, according to a congressional staffer. In the meantime, doctors like Steven Abrams, at Texas Children’s Hospital in Houston, work to make sure newborn infants with intestinal damage have enough calcium and phosphates. These essential minerals – manufactured by APP Pharmaceuticals, a company in the Fresenius Kabi Group, and Hospira – have been in short supply since April, Dr. Abrams said, forcing him to ration treatment to those most in need. “Our task is to continue to advocate for long-term solutions,” he said. “And the second is to manage this problem day to day. That’s just what we have to do, … to make sure the babies get the medicine they need.” Copyright 2011 Thomson Reuters. Click for Restrictions .

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Analysis: Nike, Adidas trounce China sportswear players

September 21, 2011

By Charlie Zhu and Donny Kwok SHENZHEN/HONG KONG (Reuters) – Drawn by a handwritten notice, a handful of customers sift through stacks of sports shoes and rows of clothes at a Li Ning discount outlet in China’s boom town of Shenzhen on a Sunday afternoon. “Last day! Enjoy 50-55 percent discount on all goods. Buy three, get another 10 percent off,” the note read. A few yards away, on the same floor of the giant shopping complex, another Li Ning retail store looks empty. The brightly lit Nike and Adidas outlets are busier, with youngsters and teenagers trying on sneakers and garments. “Nike and Adidas products are very good,” grumbles a Li Ning store employee, declining to be identified. “The materials they use, the soles and the designs are much better than ours.” After years of breakneck expansion, local brands such as Li Ning and China Dongxiang (Group) Co Ltd are grappling with shrinking margins, slowing sales growth and mounting inventories of outdated products, threatening the sector. While the Chinese brands struggle, Nike Inc and Adidas, armed with heavy investment in research and development plus marketing expertise, are gaining market share in the world’s second-largest economy. In the sportswear industry’s battle for China’s booming consumer market, the situation is bad and getting worse for the home grown retailers. China’s fashion apparel market, dominated by sportswear brands and local casual clothing brands, is expected to triple in size to more than 1.3 trillion yuan ($201.3 billion) in the next 10 years, Boston Consulting Group said in a report. Raising the stakes further, foreign companies are accelerating their expansion into the country’s smaller cities, the traditional stronghold of local brands, with products specifically tailored to target consumers in those cities. Adding to pressure on the Chinese companies, industry experts say it’s too early for any of the local retailers to be saved by a takeover or a private equity purchase. “There needs to be more pain before we see a shake-up in the sector,” said George Lin, head of Asia-Pacific consumer, retail and healthcare investment banking for Credit Suisse. Struggling with rising costs for labor, raw materials, rent, and advertising and promotion, Li Ning and Dong Xiang posted 50 percent and 71 percent falls in first-half earnings, respectively. Shares of the two companies have plunged more than 60 percent in the past year, while shares of local rivals ANTA Sports Products Ltd, Peak Sport Products Co Ltd, Xtep International Holdings Ltd and 361 Degrees International Ltd are down 30-50 percent. These listed sportswear companies, together with Nike and Adidas, account for 80 percent of the domestic market. Li Ning, whose founder and chairman won three gold medals as a gymnast at the 1984 Los Angeles Olympic Games, has been attempting to cut the number of distributors and shut inefficient retail outlets, while opening more self-operated stores — a move that may improve branding but also means increased costs. Adidas aims to unseat Li Ning — the country’s No.2 sportswear maker with a one-third share of the market after Nike — this year, targeting double-digit growth in China over the next five years and planning to expand coverage to 1,400 cities from 550. “Local brands will lose more market share to imported brands over the next 12 months as the former struggle with inventory issues, while the latter benefit from consumers trading up,” HSBC said in a research report this month. In June, Nike raised its global sales forecast, betting that strong demand in China and Brazil, and price rises would help it outpace rising costs. In Greater China, Nike topped $2 billion in annual revenue, double 2007′s level. EARNINGS DAMAGE Capitalizing on annual sportswear demand growth of about 30 percent, more Chinese sportswear companies, including leading indoor sportswear company Hosa International Ltd, are lining up to sell shares in Hong Kong. But pricing competition is set to intensify as domestic players scramble to dump inventories, sharpen their branding focus and scale back distribution networks. Domestic sportswear sellers are getting further squeezed by global brands expanding aggressively in both the high-end and low-end segments. Discounts from global brands are a boon to China’s Belle International Holdings Ltd, a strategic partner of Nike and Adidas, which accounts for more than 80 percent of its sportswear sales. Belle, the country’s largest shoe retailer with more than 10,000 outlets, also distributes Converse, Kappa, Puma, Reebok, Li-Ning and Mizuno branded sport shoes. Those discounts will only add to the challenges of local players. “With Nike and Adidas introducing lower priced products, it remains to be seen whether fans of domestic brands will maintain their loyalty,” the HSBC report said. “This could well become a case of ‘survival of the fittest’, with some getting hurt if not disappearing along the way.” (Editing by Chris Lewis, Anshuman Daga and Michael Flaherty)

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Don Tapscott: Business Models for Five Industries in Crisis

July 12, 2011

In our 2006 book Wikinomics , Anthony D. Williams and I looked at dozens of companies that have used the Internet to transform their business models and achieve tremendous success. However, in the five years since the book’s publication, we’ve noticed something striking: the rate of business model innovation has not accelerated. Yes, some individual companies have achieved competitive advantage by exploiting the web and networked business models. But overall the gains have been modest. We’re beginning to understand the reason. Increasingly it’s becoming difficult or even impossible for companies to achieve breakthrough success without changing their entire industry’s modus operandi. From the many examples, let’s look at five: 1. Pharmaceuticals Can’t Fix What Ails Them One by One Pharmaceutical companies are about to drop off what’s called “the patent cliff”. They will lose 25-40 percent of their revenue in the next two years as the patents for many blockbuster drugs expire. There is little individual companies can do to recover from this crisis and instead need an industry wide solution. The global biomedical community is generating about 25 new medicines per year, but only a handful of these are “pioneer drugs” rather than “follow-on drugs”-variants, formulations or combinations of existing therapies. Despite increased research spending the impact on the number of new medicines approved is negligible. Pioneer drugs address societal needs but also their discovery will allow pharmaceutical companies to grow because consumers are willing to pay for such innovation. It is in everyone’s interest that those involved in the quest for pioneer drugs share rather than hoard information. Unfortunately, the current structure of drug research encourages the industry to protect its ideas and material with intellectual property rights or restrictive collaboration agreements. The public sector too has been encouraged to secure intellectual property on early-stage discoveries. Nor is the clinical trial process as open as it could be. The outcomes of these trials, particularly if they fail, are not published until several years after the termination of the projects, if at all. A corollary is that the pharmaceutical industry is downsizing research and focusing on less risky activities. Instead, the industry should share some of its clinical trial data, such as results from failed trials or from control groups. “This will not undermine the competitive advantage of companies,” says former Merck executive Stephen Friend, now a champion of the open source biology movement: “It will enable it, by changing the basis on which companies compete and setting a platform for a sustainable industry.” 2. Rethinking the Music Recording Industry Used properly, the Internet could deepen the bond between musicians and their fans. Instead, the music recording industry has become the poster child of failed digital opportunities. Instead of clinging to late-20th-century distribution technologies, like the digital disk and the downloaded file, the music business should move into the 21st century with a revamped business model that converts music from a product to a service. All music labels and performers should put their music into a commons in the cloud. Instead of purchasing tunes, listeners would pay a small fee-say $4 per month-for access to all the songs in the world. Recordings would be streamed to them via the Internet to any appliance of their choosing — such as their laptop, mobile device, car, or home stereo. Artists would be compensated based on how many times their music had been streamed. The system would immediately eliminate “illegal downloading” because the problem of copyright protection would vanish. There are companies like Spotify that are attempting to provide such a service, but the record labels have resisted putting all their music in an exchange whereby they and artists get compensated each time a song is streamed. With a restructured music industry, companies would have an incentive to nurture new artists. Tapscott’s discussion of Banking, Sustainable Manufacturing and Transforming Healthcare is continued at Wall Street Journal’s The Source . Don Tapscott is the author of14 books, including (with Anthony D.Williams) MacroWikinomics: Rebooting Business and the World. He is an Adjunct Professor at the Rotman School of Management, University of Toronto. Twitter: @dtapscott. Join Tapscott for a live Q and A at 11 am ET Tuesday.

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Ian Fletcher: Why Libertarians Are Wrong on Free Trade

June 18, 2011

I recently gave a podcast interview to Vox Day, a prominent Christian libertarian, explaining why free trade is bad for America. He followed it up with an article making many of the same points. Finally, a libertarian gets it. This did not go over well with some of his followers. I’m not qualified to speak to the “Christian” aspects of free trade — whatever those are — beyond observing that globalism, of which free trade is a part, certainly looks like the Tower of Babel. But as one prominent libertarian has now seen through the free trade delusion that generally grips his fellow libertarians, this is probably a good time to explain what he got and they didn’t. The libertarian defense of free trade can get as complicated as anything in technical economics, but at bottom it comes down to ideas like this, which one can read all over the place in the comments posted after my articles — and now Vox Day’s: “What right do you have to tell me who I may and may not buy things from?” At first blush, that’s quite a challenge. Many libertarians certainly seem to think it’s decisive. It’s certainly a snappy quote. But it’s wrong. Let’s start by noting that I am not claiming any right at all. Protectionism, if implemented, wouldn’t be implemented by me. It would be implemented by the U.S. Government, and would be legitimate — if it is legitimate — for the same reasons all our other legitimate laws are legitimate: We have Constitution and a democratic process, and that’s where laws come from. Some libertarians prefer to call themselves constitutionalists, so it is worth pointing out that Article I, Section 8 of the Constitution explicitly gives Congress the right “to regulate commerce with foreign nations.” The second point in answer to the libertarian challenge stated above is this: This isn’t just about you. Like it or not, even a capitalist economy is a system in which your actions affect other people. Your freedom to swing your fist ends, famously, at the tip of my nose, and what you buy and don’t buy affects other people. Even more importantly, your own economic actions don’t mean anything except in the context of a system that you didn’t create. You don’t enjoy the income you enjoy — which is what gives you the very ability to buy things disputed above — solely because of your own efforts. You enjoy that income because, among other things, you were born into a society which had a per-capita GDP of $47,000 during your working lifetime. If you’d been born in medieval Afghanistan, it would be a very different matter. And not because of anything you personally can claim credit (or deserve blame) for. So you can’t claim that what you’ve got derives solely from your own efforts and that you are therefore entitled to do what you like with it. Robinson Crusoe can claim absolute economic freedom; you can’t. None of this is to deny that a reasonable amount of economic freedom is a good thing. But you get into trouble when you elevate it, like any other good, into an absolute. Try absolutizing national security, traditional values, law enforcement, self expression, religious piety, intellectual sophistication, social order… get my point? Here the plot thickens, because the nature of this economic system we are all a part of is the real key to why free trade doesn’t work even within libertarian assumptions. The libertarian economic model is a model based on free markets. That is, it is based on the idea that free market economics describes both the way the economy is (insofar as it works well) and the way it should be. The key idea of this free market economics is equilibrium. That is to say, free market economics holds that if market forces are allowed free play, then the prices and production of things will reach natural equilibria that are the most efficient outcome that could exist. To a huge (but not total) extent, this is true. (I studied economics at the University of Chicago; trust me, I know this story.) But there’s a catch. Equilibria only balance properly if nobody puts a “thumb on the scale” anywhere in the economic system and distorts it. If that happens, then all bets are off about the outcome being efficient at the level of the system as a whole. All bets are also off — this is the key — about any individual “free” market decision being valid. Why? Because the market isn’t free anymore. You can’t play by free market rules when you’re not in a free market. Try playing fair when the game is rigged. That’s not fairness, it’s suicide. Unfortunately, there are a million “thumbs on the scale” in international trade right now. All of these distort market forces, so even if pure-free-market economics is right (it isn’t, but that’s another story), libertarian economic conclusions don’t follow. How are markets distorted in trade? Don’t get me started. To name just a few ways: China manipulates its currency. So does Japan, Germany, and a few others. China keeps American goods out of its markets. So does Japan, yadda yadda yadda, albeit more politely. China subsidizes (contravening its own WTO treaties) its industries in ways ranging from cheap credit to free land. China steals American intellectual property. (Germany and Japan mostly quit doing this long ago, largely because they now have a lot of intellectual property of their own to protect.) China uses slave labor. Even its non-slave labor is regimented in ways unimaginable in the U.S. As a result, someone who buys cheap foreign goods isn’t exercising a free choice, they’re just taking advantage of someone else’s utterly coercive subsidy. The price system can’t tell the difference — cheap is cheap — and that’s why people make this choice thinking they’re practicing freedom. But the slaves keep on sweating. And the money changers keep cheating. And all the rest of it. Whenever libertarians buy foreign goods that are cheaper because of all these practices, they encourage them. And that actually diminishes, rather than increases, freedom. So even from a libertarian point of view, free trade is a losing move.

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GM Will Become World’s Biggest Automaker This Year

April 22, 2011

DETROIT — General Motors is almost certain to claim the title of world’s biggest automaker this year, retaking the top spot from Toyota, which has been hurt by production problems since the Japanese earthquake and still can’t escape the shadow of major safety recalls. The No. 1 title, a morale booster for the winner’s employees and managers, would cap GM’s remarkable comeback from bankruptcy. GM’s sales are up, mainly in China and the U.S, the world’s top two markets. Its cars are better than in the past, especially small ones. But even though GM came within 30,000 sales of Toyota last year and began strong in 2011, any sales victory this year has more to do with Toyota’s problems. First, a series of big recalls has ballooned to 14 million vehicles worldwide and damaged Toyota’s reputation for reliability. That has spurred loyal buyers to look at other brands. Second, a March 11 earthquake and tsunami in Japan curbed Toyota’s car production. On Friday, Toyota Motor Corp. said its factories worldwide won’t return to full production until November or December. That means buyers across the globe may not be able to get the models they want. Already the crisis has cost the company production of 260,000 vehicles. Last year, Toyota sold 8.42 million cars and trucks, barely ahead of a resurgent GM, which sold 8.39 million. GM held the No. 1 spot from 1932 until 2008. Here’s why GM is almost a lock to retake the lead this year: A BETTER GM: General Motors Co. was dysfunctional three years ago, hobbled by enormous debt and a giant bureaucracy. Its quality was suspect, it lost billions, and it had few products other than pickups that buyers found appealing. After a government bailout, a leaner GM emerged from a 2009 bankruptcy with new vehicles and a focus on Chevrolet, Buick, GMC and Cadillac. Since then, GM has come up with hits including the Chevrolet Equinox small SUV, the Buick LaCrosse luxury car, and the Chevrolet Cruze compact. Its quality is better. Sales so far this year are up 25 percent in the U.S. and 10 percent in China. The efficient Cruze compact and Chevrolet Volt car both hit the market as U.S. gasoline prices started rising. TOYOTA TROUBLES: Bad publicity from the recalls, mainly for cars that can accelerate without warning, was hurting Toyota long before the earthquake. The recalls began late in 2009, and came just as GM, Ford, Hyundai, and others introduced more competitive cars and trucks. With a bunch of nice alternatives and doubts about quality, customers who once dutifully returned to Toyota started considering other brands. Many Toyota models look old and need upgrades. Despite rebates and low-interest financing, Toyota was the only major automaker with lower U.S. sales last year. Sales are up 12.5 percent so far in 2011, but only at half the growth of GM. Toyota is scrambling to keep factories open after the earthquake, and U.S. dealers expect to run out of some models. Already dealers are reporting shortages of the Prius gas-electric hybrid, a high-demand model because of gas prices. Merle Gothard, general manager of North Park Toyota in San Antonio, says he’s not worried about GM retaking the title because it still has a tarnished image from bankruptcy. “It’s important from a marketing standpoint,” he says. “But Toyota has other things going for it.” He notes that Toyota is still profitable and never took a dime of stimulus money from the government. THE CHINA FACTOR: Toyota has nowhere near GM’s presence in China, now the world’s largest auto market. Through March, Toyota sold 208,000 vehicles there, but GM and its joint ventures sold more than three times that number. Growth in China by itself probably would have moved GM ahead of Toyota in worldwide sales. Toyota’s lead was only about one day’s worth of sales for GM. CAVEATS: Toyota still has a loyal customer base that believes the cars are safe and will last forever. Many Toyotas run for hundreds of thousands of miles with little more than routine maintenance. It also has a reputation for fuel efficiency, led by the Prius. GM would have to run into major problems to let No. 1 slip away this year. So far it has not been seriously hurt by parts shortages, but if some key electronic components from Japan can’t be made elsewhere, the company could run short of models. A new management team also is pushing to speed up introduction of new models, and that could hurt quality. If GM takes No. 1 this year, it won’t crow much, says Jesse Toprak, vice president of industry trends and insights for TrueCar.com, an auto price tracking website. “It’s because of (factory) capacity restrictions, and that’s not something they want to brag about,” he says.

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Don Tapscott: The World’s Unemployed Youth: Revolution in the Air?

April 6, 2011

A common thread to the revolutions in Tunisia and Egypt and protests elsewhere in the Middle East and north Africa is the soul-crushing high rate of youth unemployment. Twenty-four percent of young people in the region cannot find jobs. To be sure, protesters were also agitating for democracy, wanting the full rights of citizenship and not to be treated as subjects. But nonexistent employment opportunities were the powerful catalyst. Youth unemployment is similarly dire in other parts of the world. In the UK, young people aged 16 to 24 account for about 40% of all unemployed, which means almost 1 million young adults are jobless. In Spain more than 40% of young people are unemployed. In France the rate is more than 20%, and in the US it’s 21%. In country after country, many young people have given up looking for work. A recent survey in the UK revealed that more than half of the 18- to 25-year-olds questioned said they were thinking of emigrating because of the lack of job prospects. Unemployed young people comprised a large portion of the crowd that marched in London on March 26 to protest against the economic policies of the government. Fortunately, the protest was largely peaceful. But youth unemployment will continue to stay high, and the UK government’s austerity measures are not going to help. We’re deluding ourselves if we believe the young will simply continue to be stoical and deferential to authority. Today’s society is failing to deliver on its promise to young people. We said that if they worked hard, stayed out of trouble, and attended school, they would have a prosperous and fulfilling life. It turns out we were inaccurate, if not dishonest. And then we rub salt in the wound by saying we’re in a “jobless recovery” — an oxymoron to tens of millions of young people who are having their hopes dashed. Widespread youth unemployment is one facet of a deeper failure. The society we are passing to today’s young people is seriously damaged. Most of the institutions that have served us well for decades — even centuries — seem frozen and unable to move forward. The global economy, our financial services industry, governments, health care, the media and our institutions for solving global problems like the UN are all struggling. I’m convinced that the industrial age and its institutions are finally running out of gas. It is young people who are bearing the brunt of our failures. Full of zeal and relatively free of responsibilities, youth are traditionally the generation most inclined to question the status quo and authority. Fifty years ago, baby-boomers had access to information through the new marvel of television, and as they became university-age and delayed having families, many had time to challenge government policies and social norms. Youth radicalization swept the world, culminating in explosive protests, violence and government crackdowns across Europe, Asia and North America. In Paris in May 1968, protests that began as student sit-ins challenging the Charles de Gaulle government and the capitalist system culminated in a two-week general strike involving more than 11 million workers. Youth played a key role in the so-called Prague Spring in Czechoslovakia that same year. In West Germany, the student movement gained momentum in the late 60s. In the US, youth radicalization began with the civil rights movement and extended into movements for women’s rights and other issues, and culminated in the Vietnam war protests. Young people today have a demographic clout similar to that of their once-rebellious parents. In North America, the baby boom echo is larger than the boom itself. In South America the demographic bulge is huge and even bigger in Africa, the Middle East and Asia. A majority of people in the world are under the age of 30 and a whopping 27% under the age of 15. The 60s baby boomer radicalization was based on youthful hope and ideology. Protesters championed the opposition to war, a celebration of youth culture, and the possibilities for a new kind of social order. Today’s simmering youth radicalization is much different. It is rooted not only in unemployment, but personal broken hopes, mistreatment, and injustice. Young people are alienated; witness the dropping young voter turnout for elections. They are turning their backs on the system. Most worryingly, today’s youth have at their fingertips the internet, the most powerful tool ever for finding out what’s going on, informing others and organizing collective responses. Internet-based digital tools such as Twitter, Facebook and YouTube were instrumental to the Tunisian and Egyptian revolutions. We need to make the creation of new jobs a top priority. We need to reinvent our institutions, everything from the financial industry to our models of education and science to kick-start a new global economy. We need to engage today’s young people, not jack up tuition fees and cut back on retraining. We need to nurture their drive, passion and expertise. We need to help them take advantage of new web-based tools and become involved in making the world more prosperous, just and sustainable. If we don’t take such measures, we run the risk of a generational conflict that could make the radicalization of youth in Europe and North America in the 1960s pale in comparison. A shorter version of this was originally posted by The Guardian.

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Sara Ackerman: State Banks: A New, Old Idea To Increase Growth In Your Community

February 17, 2011

Every year billions of state tax dollars are taken from their respective states and deposited into the Wall Street “Too Big To Fail” banks. These same banks use municipal deposits to give loans to out-of-state big businesses, often shifting wealth from local communities; a huge loss of potential that could be better used encouraging local businesses and creating more jobs. With increased attention to where and how municipalities deposit their operating funds due in large part to the Move Your Money project, many are beginning to wonder: why can’t that money stay local? If community banks could accept public deposits, we could keep local money in the communities where it originated. Unfortunately, community banks are often unable or unwilling to accept large public deposits due to high collateral limits, making the venture unprofitable. That is where the idea of a public state bank–or partnership bank–comes into play. The movement to create a publicly owned state bank has been on the rise this year as multiple states including Washington, Hawaii, and Oregon have already introduced bills in their respective states, with more expected to follow. The idea of a state bank is not new, but rather models after the Bank of North Dakota created in 1919 which today runs at a profit and allows for the state of North Dakota to make significant investments in agriculture, economic development, and student loans- all at no cost to the state. So what has caused a resurgence of an idea nearly one hundred years old? It is in large part due to the remarkable success experienced by North Dakota as the rest of the nation suffers through the global financial crisis. After the economic downturn sent shockwaves felt throughout the world, North Dakota ran counter-cyclical, leaving many to wonder what insulated the state from all the turmoil. While most municipal governments found record deficits, North Dakota found record surpluses and while most communities grappled with high unemployment, foreclosures, and bank failures, North Dakota remarkably survived the brunt of the attack unscathed. Undoubtedly, the fact that North Dakota’s economy which is primarily based on agriculture and oil was a major contributor, but many are also pointing to North Dakota’s state-owned bank as a major impetus to their success. The Bank of North Dakota was created by a non-partisan populist movement in 1919 after farmers were fed up with out of state bankers limiting their access to credit. Farmers, whose livelihood primarily rests on factors outside of their control, revolted against their dire situation in creating the Bank of North Dakota. While the Bank of North Dakota was not an immediate success, over time the bank would serve as a tool to increase capital for local businesses and farms. A common misconception of state banks is that they compete with private banks. This however, is not the case. While the Bank of North Dakota has the legal right to accept private deposits, in practice only 1 percent of their total deposits come from individuals and businesses (many of the current proposals will potentially go one step further and outright ban the ability for state banks to accept private deposits). Rather, a public bank mainly serves as a “bankers’ bank,” allowing a small, community bank to make larger loans by sharing the risk and buying down the interest rate or buying loans from community banks which increases lending for small businesses and agriculture. Small businesses, which account for 70 percent of the nation’s workforce, have been particularly hurt by the credit crunch. In a recent survey of small business owners in Oregon, 67 percent reported problems with accessing capital to expand and 75 percent supported the creation of a state bank. Easing community banks ability to supply loans will not only increase profits for the bank but also help small businesses grow and create jobs. Additionally, a state bank could provide additional services to banks including currency exchange, check clearing, and providing liquidity. Thus, the relationship is more akin to a partnership, encouraging and strengthening community banks and allowing them to compete against the Wall Street behemoths. The benefits of state banks however, go further than just community banks. Since public banks have no shareholders to please, they have more freedom in choosing where they allocate their capital. Start-ups and small businesses that may provide long-term economic growth to a community are often passed over by Wall Street for investments that are more profitable to their immediate bottom-line. Yet a state bank would be able to leverage earned income through more lucrative activities to help subsidize economic growth in local communities. An additional plus of the state bank movement is that it could be a potential source of revenue for the state. The Bank of North Dakota was able to return over $350 million to the state’s General Fund in the last decade, which came in handy when the state faced a $40 million budget shortfall at the turn of the century. A state bank may or may not be the solution for your state, but it is an interesting experiment that some state legislators feel is worth a try. During this legislative session, it will be exciting to see which bills are successful and which fall short. Nevertheless, the creation of a state bank is a new, old idea that is worth a strong consideration.

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Gorilla Glass, 1962 Invention, Poised To Be Big Seller For Corning

August 2, 2010

CORNING, N.Y. — An ultra-strong glass that has been looking for a purpose since its invention in 1962 is poised to become a multibillion-dollar bonanza for Corning Inc. The 159-year-old glass pioneer is ramping up production of what it calls Gorilla glass, expecting it to be the hot new face of touch-screen tablets and high-end TVs. Gorilla showed early promise in the ’60s, but failed to find a commercial use, so it’s been biding its time in a hilltop research lab for almost a half-century. It picked up its first customer in 2008 and has quickly become a $170 million a year business as a protective layer over the screens of 40 million-plus cell phones and other mobile devices. Now, the latest trend in TVs could catapult it to a billion-dollar business: Frameless flat-screens that could be mistaken for chic glass artwork on a living-room wall. Because Gorilla is very hard to break, dent or scratch, Corning is betting it will be the glass of choice as TV-set manufacturers dispense with protective rims or bezels for their sets, in search of an elegant look. Gorilla is two to three times stronger than chemically strengthened versions of ordinary soda-lime glass, even when just half as thick, company scientists say. Its strength also means Gorilla can be thinner than a dime, saving on weight and shipping costs. Corning is in talks with Asian manufacturers to bring Gorilla to the TV market in early 2011 and expects to land its first deal this fall. With production going full-tilt in Harrodsburg, Ky., it is converting part of a second factory in Shizuoka, Japan, to fill a potential burst of orders by year-end. “That’ll tell you something about our confidence in this,” said Corning President Peter Volanakis. Investors are taking notice. In June, Sanford C. Bernstein & Co. in New York raised Corning’s projected share price, predicting Gorilla would be its second biggest business by 2015. “There’s a wide range of views on how successful this product will be,” said Deutsche Bank analyst Carter Shoop. “But I think it’s safe to say that, in aggregate, people are becoming much more bullish. It’s a tremendous opportunity. We’ll have to see how consumers react.” DisplaySearch market analyst Paul Gagnon said alternatives “obviously scratch easier, they’re thicker and heavier, but they’re also cheaper.” He estimates that a sheet of Gorilla would add $30 to $60 to the cost of a set. It remains to be seen “whether this becomes a hit trend that propagates to other models and sizes or remains in the confines of a premium step-up series of products,” Gagnon said. “This is a fashion trend, not a functional trend, and that’s what makes (the growth rate) very hard to predict,” said Volanakis. “But because the market is so large in terms of number of TVs – and the amount of glass per TV is so large – that’s what can move the needle pretty quickly.” Based in western New York, Corning is the world’s largest maker of glass for liquid-crystal-display computers and TVs. High-margin LCD glass generated the bulk of Corning’s $5.4 billion in 2009 sales. By ramping up volume production quickly in a budding market, Corning is pursuing a well-worn strategy designed to keep rivals from gaining ground. Its patience is also well practiced. Executives know too well the gulf between inspiration and application is sometimes decades-wide. Corning set out in the late 1950s to find a glass as strong as steel. Dubbed Project Muscle, the effort combined heating and layering experiments and produced a robust yet bendable material called Chemcor. Then in 1964, Corning devised an ingenious method called “fusion draw” to make super-thin, unvaryingly flat glass. It pumped hot glass into a suspended trough and allowed it to overflow and run down either side. The glass flows then meet under the trough and fuse seamlessly into a smooth, hanging sheet of glass. To make Chemcor, Corning ran the sheets through a “tempering” process that set up internal stresses in the material. The same principle is behind the toughness of Pyrex glass, but Chemcor was tempered in a chemical bath, not by heat treatment. Corning thought Chemcor sheets created this way would be the material of choice in car windshields, but British rival Pilkington Bros. intervened with a far cheaper mass-production approach. And another Chemcor adaptation in photochromic sunglasses also fizzled in the retail market. Fusion draw finally proved its commercial value when Japanese electronics companies, looking for slim sheets free of alkalis that contaminate liquid crystals, turned to Corning’s soda-lime LCD glass in the 1980s. Corning rapidly turned into the world’s biggest supplier of LCD glass for laptops and that business blossomed around 2003 when LCD technology migrated to TVs. In 2006, when demand surfaced for a cell phone cover glass, Corning dug out Chemcor from its database, tweaked it for manufacturing in LCD tanks, and renamed it Gorilla. “Initially, we were telling ourselves a $10 million business,” said researcher Ron Stewart. With relatively low startup costs, Gorilla should generate its first profit this year. And now that production is back on, designers are again exploring using it in unexpected places, like refrigerator doors, car sunroofs and touch-screen hotel advertising. Among the 100-plus devices with Gorilla are Motorola Inc.’s Droid smart phone and LG Electronics’ X300 notebook. Whether Apple Inc. uses the glass in its iPod is a much-discussed mystery since “not all our customers allow us to say,” said Jim Steiner, general manager of Corning’s specialty materials division. Since the Civil War, Corning has turned out a glittering array of innovations from railroad signals to Pyrex and auto-pollution filters to optical fiber. Allotting 10 percent of revenue to research keeps promising projects brewing at its Sullivan Park research hub on Corning’s hilly outskirts. Optical fiber is another example of an invention that took a long time to come into its own. In 1934, chemist Frank Hyde came up with a practical method of making fused silica – an exceptionally pure glass – in bulk, yet it wasn’t put to use as optical fiber until the 1970s. Once there, it helped create the Internet revolution. In his office lobby, Steiner showed off a 400-foot-long spool of flexible, 16-inch-wide glass that’s as thin as a sheet of paper. “Kind of like Chemcor was back in the ’60s,” he said. “We’re not sure what we’re going to do with it, but it’s cool, isn’t it?”

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Dr. Vladimir A. Masch: Balanced Capitalism

July 26, 2010

In 1991, the Soviet Union disintegrated. Once and for all, that demonstrated that capitalism is better than a “command economy,” at least in two aspects that mostly matter – productivity (effective use of resources) and ability to satisfy the needs and wants of consumers. Well, that conclusion was evident much earlier. Not many 20th century systems could be worse than the Soviet economy. (I know it first-hand. Prior to becoming a scientist, I worked for 10 years in the Soviet industry.) But does such a conclusion let one to rest one on his laurels? To maintain that you are the best, because you are better than Soviets? That was common consent of the “mainstream” American economists. As it turned out, a little premature. Superficial and short-witted. Capitalism is not a monolith. William Baumol and his co-authors in their 2007 book Good Capitalism, Bad Capitalism, and the Economics of Growth and Prosperity , define four types of capitalism: state-guided, oligarchic, big-firm, and entrepreneurial. The authors argue that the most productive is a mix of the last two types, that is, the combination characteristic for the American economy. That judgment may generally be true, but it seems far from universal. In today’s mixed economy, with dynamic relations between state and private sector, separating lines between them are often eroded. We see superb results of some state-guided industries and enterprises, too. South Korea has risen from nothing to a formidable economy because, in the 1960s and 1970s, it has undertaken exactly the same type of central-modeling-guided development (performed by the state together with a brilliant UN team of mostly American economists) that I recommend on this blog. Besides, productivity is not everything. One can pursue a wrong goal very productively. What should be the goal of that creative productive activity? Adam Smith viewed his individualistic approach just as a means, the end being the benefit of society. Like every living organism, a society has a goal – long-term sustainable survival in an acceptable state. From the societal point of view, all four defined above types of capitalism suffer from one common crucial drawback. If you don’t poke the nose of a capitalist enterprise into a negative “externality” (that is, an anti-societal side effect of its activities) and firmly hold it there, it will deny both the very existence and importance of that externality. Any enterprise wishes to get for free as much of limited societal resources as it can. (Here goes both the “invisible hand” of the market and the “visible hand” of the state.) The current state of capitalism is far from the best for society. Even in equilibrium, if the market prices do not reflect externalities and long-term goals of society, it does not provide a social optimum. “Optimum” could be declared as a rough approximation to reality two hundred years ago, when natural externalities were small in scale, gold standard prevented serious man-made externalities, and Great Britain and Europe were able to ship their unemployed to America and Australia. In this century, both Adam Smith and Milton Friedman are dead, wrong. Now we have chemical industry, zillion tons of carbon and sulfur emissions, and trillion-dollar deficits. To maintain the current-price market superiority under new conditions is a cruel hoax. An economic felony, shown as such in recent years. * * * Were we able to find the way to keep capitalists deeply aware of externalities, and block them from doing any societal harm, we could build a better capitalism – and perhaps prevent, mitigate, or postpone the catastrophes threatening us in this century. How then to do that blocking? Of course, there is criminalization of obviously harmful activities. There are also two other obvious routes: either to forbid or limit the volume of the harmful activities (regulation), or to change prices in such a way that the activity becomes disadvantageous and unprofitable. All three can also be combined. And how to find the proper levels of activity limits and price changes? Again, there are different ways to do that. The simplest way is to do what we are doing now — simply calculate some plausible numbers for quotas or taxes that would presumably counteract the first-order impacts of harmful activities. To influence natural externalities, like the effect of carbon emissions on the climate, we design “carbon tax” and climate bills. But externalities can also be man-made, such as trade deficits. “Compensated Free Trade” (CFT), described in my July 16 blog, is an attempt to influence a gross man-made externality, the trade deficit of the USA. For the latest 12 months (till April), this trade deficit equals $550 billion, or around 4 percent of GNP; that level is abnormally low because of the recession, when Americans have largely stopped “buying things they do not need with money they do not have to impress people they do not like.” At better times, the deficit did exceed $800 billion. But not to worry, there already was a deficit surge in recent months. Let me return to the crash of the Soviet Union. It turned out that it was triggered by exactly that deficit externality. We have to be eternally grateful to Ronald Reagan. He not only involved the Soviets in an arms race — he also persuaded Saudi Arabia to lower the oil price to 10 dollars per barrel. (Saudis did not lose: as a by-product, they destroyed the budding American artificial fuel industry. We need a similar Saudi action to deal with Iran, and I expect it will come soon. But beware sheikhs bearing gifts; let us not repeat past mistakes. Let us determine if we need such a clean-fuel industry and, if it is necessary, build it with government subsidies.) Before that, the foreign trade inflows and outflows of the USSR were approximately equal. The drop of oil price halved the inflows, so that the country started to borrow. In 2006, Yegor Gaydar, the deputy prime minister of Russia in the beginning of the 1990s, published a book Death of an Empire ; at the time, it was making tsunami waves in Moscow. He said that the Soviet Union disintegrated primarily because it had to borrow from its enemies. Caveat America! That was the second inference that could be made from the USSR crash. It was less evident but certainly much more valid than “our system is the best possible.” Also, it was more important. This conclusion was, however, very inconvenient for economists and politicians, therefore they didn’t do it. * * * I will not repeat here the arguments of my July 16 blog about the need for CFT. But in many decisions, in addition to the question “Why?” a second question arises: “Why now?” Because it is better to start from a low total USA deficit limit, which is possible only during a recession, thus discouraging hopes of the rest of the world for dipping again, after a recovery, in the fat wallets of those stupid Americans. Because we are starting a huge new stimulus, and, like the old one, it will end to a substantial degree in the deep offshore pockets (true, in deep Wall Street pockets, too). Ever tried to take out water out of a boat by a sieve? Because the total unemployment is 29.7 million Americans, or 18.5 percent of total workers ( Leo Hindery ). By another count, one out of four Americans is unemployed or underemployed ( Robert Reich ). We have to stop destroying our middle class. Because China, India, and Brazil will not enact any significant environmentalist measures (in spite of China now consuming more energy than the USA), and that will further increase their cost advantage over American enterprises. Because “Chimerica” is dead. What we see now are its death convulsions. American people say so. Congress feels it; the White House feels it. CFT is just a means to make the departure less painful — more gradual and comfortable for both parties. Because it is high time to restore the industrial might of this country, to return home our factories, and to make them competitive again, in spite of all unholy combinations of dirty tricks used by some of our trading partners. Because it is the very height of stupidity to behave like a sheep in a forest full of mercantilist wolves. (Even Paul Samuelson said so decades ago; Paul Krugman and, after him, Larry Summers just discovered that revelation and repeated it recently in their media articles. Sure, these poor babies did not know it before.) The sooner we stop coddling — just for sake of political correctness! — the unbalanced and dysfunctional global economic order, the better will be our chances of surviving the crisis. There are many more reasons, but I think that these seven are more than sufficient. * * * I think that everybody in their right mind understands that a global order based on persistent huge deficits of the USA is unsustainable. (Even if he does say the opposite. Tongue is given to man to conceal his thoughts. When one eminent diplomat died, another diplomat asked, “I wonder what he means by that?”) What we need is the fifth type of capitalism – a “balanced capitalism.” (Other possible names are “stabilized capitalism” and “stabilizing capitalism.” Please help to select the best term.) The simplest way to move toward it is as described above – by implementing measures that prevent or mitigate the first-order effects of negative externalities. But that is insufficient. As a rule, those measures underestimate the potential impact and the overall level of these externalities, when they are aggregated over the country or globally. (We need to “internalize” all countrywide externalities, natural and man-made, both short-term and long-term, as well as the global externalities that are related to the protection of global environment.) Besides, for the sake of generality, I will define as externality of social or economic decision not only its effect (“spillover”) on any party directly involved in that decision, as it is done usually. I will also include in this category any unforeseen consequence of that decision, even if it doesn’t impact a directly involved party. With sharply rising uncertainty, reaching now a radical, “uninsurable” level even for short-term, such “unforeseen” externalities become critically important. Moreover, it turns out that not one but rather two “invisible hands” are needed: one for the current production and one for developing new production capacity to satisfy the future demand. An enterprise demand includes covering the needs of the adjacent sectors of industry, so a producer has to have data about the future of not only his industry, but also all related industry sectors. (Since the market knows nothing about the future, the actual results are bad. This might have been acceptable in earlier, more tolerable times, but not in time of sharply reduced domestic investment and economic crises, when “animal spirits” are close to a zero level.) We have to go beyond the first-order effects, too. All economy sectors are ultimately interconnected, and we actually need the so-called “input-output analysis” table, describing the whole economy in terms of coefficients of intersector relations, possibly with some geographical aspects included. The past values of these coefficients are available at many universities and government organizations. But we need their future values, the values after the future innovations, which may or may not occur. We also need to take into consideration the long-term survival goal of the society, represented by its approximate proxies. As such proxies, short-term objectives and constraints include: sufficient growth, low unemployment, stable prices, sufficient satisfaction of needs and wants of population, and a healthy balance of payments. Main long-term ones are: preservation of the industrial base, preservation of the middle class, and attainment of social and geopolitical goals of the country. Of course, all these data would be very rough approximations: we know almost nothing about the future. At best, we can get no more that “guesstimates.” We can make some plausible predictions about the technological trends, but almost nothing is known about connections of the above proxies to the ultimate goal of long-term survival of society. To get all these data would take years of superhuman and costly efforts of a substantial group of scientists. But suppose that we obtained the data. What do we do with it? What results could justify such a Herculean endeavor? A multi-scenario optimization model under radical uncertainty naturally suggests itself. I will not talk in this blog about such a model and methods of its solution. (My system of Risk-Constrained Optimizationâ, or RCO, specially designed for solving such models, will be outlined in the next blog.) Here I will say only that if we could formulate, fill with data, and solve such a model, we could obtain from it the so-called “dual prices,” which would replace the today’s deceptively good prices. The new prices will “nudge” the decisions in desirable direction. If we want to preserve cherry orchards, we should include that request in the model, and it will tell us the required price of cherries. Then we can decide – is our wish affordable, should we abandon it or subsidize it via non-market channels? A capitalism using such prices (mind you – not commands, just different prices) would probably be as close to societal perfection as humanly possible, while not losing any of its positive traits. Moreover, it will be more productive, too, because the information about the future, to be generated by the model, would help private enterprises. Of course, this information will be very far from perfect, but it still should be much better than what they have now. Most important, it will contain data about potential scenarios, their risks and opportunities, and the technologies and strategies best suited to each scenario. There undoubtedly exists a pressing need for society-wide modeling. It can be done, too – the experience of South Korea, cited in the beginning of this blog, as well as my own experience (both are outlined in the next section) confirm that. Of course, the economy of the USA is not the economy of South Korea or the USSR, and planning under radical uncertainty is in some respects a couple of orders of magnitude more difficult than deterministic planning (it reduces though the requirements to quality of data), but the scientific and computational resources of this country are incomparably better, too. The work can be started on small scale, with a very aggregated model, and gradually expanded and detailed. Although the collection of sensitive technological data can probably be trusted only to a government organization, a university or other scientific organization can initiate preliminary methodological work. In time, that will bring substantial benefits to the entity, too. Tennis, anyone? * * * This section is intended primarily for economists. Of course, it contains some interesting non-technical information, too, and non-economists are welcome to browse through it. I’d be happy to provide additional explanations. In South Korea, great attention was given to the technological changes due to new investment. Industry teams of specialists were formed to estimate the changes to be expected from new capacity coming on line, for each year of the planning period. In that way, dynamic (year-by-year) input-output coefficients were generated for all sectors of the economy. In addition, overall constraints were imposed on balance-of-payment deficit, unemployment, minimal school attendance, and several society-wide externalities. South Korea didn’t even have computers yet. The computational work of the input-output analysis (inversion of the matrix by an inferior pivot method, necessary because of that absence) was performed by thousands of people, for months using abacuses or turning the handles of primitive mechanical calculators. Amazingly, these efforts were so well coordinated and executed that they provided highly precise results. Interestingly, post-mortem calculations performed after the planning period had shown that the model forecasts would have come closer to actual outcomes, if static (one-period), rather than dynamic model were used. (See below about the use of a static version in my 1965 model.) The team members received orders of honor, specially established by the Korean government to celebrate exceeding the targets of the Second Five-Year Plan developed by the state on the UN team recommendations. Irma Adelman, a prominent American economist, one of the leaders of the team, proudly told me the details of that project. It was an undeservedly forgotten tour de force, perhaps one of the highest practical achievements of the “dismal science.” In my opinion, if anything in economics ever deserved a Nobel, that was it. Not Utopian concoctions with mathematical fig leaves. As to my own experience, it was as follows. Today, in 2010, I am terribly worried about the current market prices that can easily lead to various global and American catastrophes. In 1964, I was similarly worried about prices of Soviet command economy. They were ridiculous: for obvious political reasons, bread (for instance) was made super-cheap, and all trains from Moscow were full of peasants, each of them bringing home dozens of bread loaves bought in the city, to feed to their cattle and pigs. I had just been appointed to head the laboratory of long-range planning of sectors of industry at CEMI, a Moscow think tank (see more details in my bio). But I could not in good conscience optimize anything under such made-up prices. Therefore I had to go out of my sector-of-industry box and to do something about the whole economy. Very reluctantly, because society-wide modeling is incomparably more complex and difficult than modeling an industry sector. So in 1964-1965, I developed a model for long-range planning of the Soviet economy by industries and regions. (Thankfully, I was guided mostly not by economic “science” but by common sense.) By the way, I also (similar to the South Korean team) had imposed in that model the constraints on the balance-of-payments deficit. Saves from a crisis, you know. Pity it is not done in this country now. (My 1965 and 1967 articles about that model, in Russian and English, respectively, are available at my website .) For several years, the model was a banner project of CEMI. By a government decree, 400 planning and research organizations provided the information for the model. These organizations forecasted technological change, defined trends in consumption and interregional migration, quantified externalities, and so on. Two CEMI laboratories with staff of about 70 people were set up to process that information. I had developed not only the model, but also the algorithm for solving the enormous non-linear programming problem arising from that model. Several techniques were combined to simplify the original model, reduce its dimensions, decompose it into a number of small subproblems, and replace some parts of non-linear programming by matrix inversion methods. One of those techniques was transformation of a dynamic year-by-year model for a ten-year planning period into a static model. As found in South Korea, that might in some cases even improve the results. My laboratory implemented those model and algorithm. The original problem had millions constraints and scores of millions of variables. After all transformations, it was successfully solved by 1972 on computers able to handle much simpler linear programming models with only up to 400 constraints. As far as I know, the results were not implemented. By that time, I had already applied for emigration and was “persona non grata.” * * * The last week exchange of comments to my July 16 blog “Compensated Free Trade” brought up an important point that might be of interest to the present readers. One commentator has suggested that the system of balancing foreign trade, proposed in 2003 by Warren Buffett, is better than CFT. In that system each American exporter receives certificates in the amount equal to the value of his exports. He can auction those certificates to the would-be exporters to the USA, who thus acquire rights of exporting to America of goods that would bring them the same amount of money. Of course, the WB system would very soon achieve a trade balance. But, because the WB system does not set deficit limits for individual countries, as CFT does, is has one vital flaw. A trading partner that has substantial dollar reserves can overbid his competitors and buy all existing certificates. He can use those of them that he needs for his own exports, obtaining (in addition to his presumable cost advantage) another advantage, and becoming as close to an export monopolist as he wishes. (In that process, he can easily destroy his competitors.) He can then sell the rest of certificates to other exporters at somewhat reduced prices, possibly using the certificates as tools of political or economic blackmail. But, even without knowing about that flaw (which I discovered later), Paul Samuelson wrote to me in his letter of October 14, 2004: “I think that Buffett goal would have strong consequences, probably more bad than good.” After a paragraph describing his simulation of the WB system in his models, he continues: “By 2020, the post-Buffet U.S. would have fallen behind the EU and the Pacific Rim. If you disagree, you may well turn out to be right. In economics, 2 + 2 = 4 arguments can rarely settle practical problems. Good luck, Paul Samuelson” Understandably, I was very happy that Samuelson did not find any flaws in my CFT proposals; that he seemingly preferred CFT to the WB system; and that (as told by his assistant) he kept my letter and my article on his desk for unusually long time. Copyright © 2010

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Damien Hoffman: Two Main Reasons the Economy Will Survive

July 8, 2010

The main stream media is overflowing with hyperventilating bears preaching about a Depression . All fear-mongering aside, we see two very positive developments in the US economy: retail and corporate spending. 1. Retail Spending Today, the International Council of Shopping Centers announced that retail sales expanded at the highest pace since September 2006. Luxury retailers posted an eye-popping 8% rise in sales. Seems like consumption is our culture . Some people think the US consumer has changed. Personally, I would never bet against the DNA of a tribe… and ours is shopping. As my brother Derek said, ” In the Great Depression we had bread lines. Now, there are Apple (Nasdaq: AAPL) iPhone 4 lines. ” That is a mind-blowing distinction. 2. Corporate Spending Last year, corporations were forced into a spending freeze. Now they are upgrading software and hardware . In 2009, global tech spending dropped 4.2%. This year corporations are expected to increase their spend 3.8% to $1.5 trillion. Companies such as Microsoft (Nasdaq: MSFT), Dell (Nasdaq: DELL), Oracle (Nasdaq: ORCL), Cisco (Nasdaq: CSCO), SAP (NYSE: SAP), and Adobe (Nasdaq: ADBE) have all issued strong earnings and positive sales guidance for the remainder of 2010. Here are some notable stats for our models: Microsoft has sold 150 million copies of Windows 7 — the fastest-selling operating system in MSFT history; Global personal computer shipments are on pace to increase 22% year-over-year; Dell said revenues will rise up to 19% versus a 13.4% decline in 2009; SAP sales are expected to rise 7% versus a 8% decline in 2009; and, Emerging market sales to China, India, Brazil, Russia, and others have helped diversify dependency away from the US and Europe. These aren’t exactly signs the world is ending. Back Peddling Bears There is a reason bears such as Nouriel Roubini, David Rosenberg, and now Doug Kass are offering a more tame outlook. The data doesn’t support an all-out economic collapse. For the record, we are not bulls. We see a lot of major problems in the global economy. However, we see a much more mixed picture than the apocalyptic bears who seem to have blinders on when it comes to anything disproving their case. A recovery starts slowly. First companies cut costs. Then they spend. Then they hire. Then the economy heals. Seems like the first two phases are taking root. Do you think the economy is about to fall off the cliff? Do you think we are amidst a textbook recovery? Is it more complicated than that? Let us know in the comments below…

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Ferrari Designer Jason Castriota Hired by Saab Auto to Speed Turnaround

June 18, 2010

By Ola Kinnander June 18 (Bloomberg) — Jason Castriota, the U.S. designer known for creating the Ferrari P4/5 and Maserati GranTurismo, will head Saab Automobile’s design team to help the Swedish carmaker take on Bayerische Motoren Werke AG and Audi AG. The first assignment for Castriota’s design firm is to create an upscale version of Saab’s current 9-3 model, scheduled for release in 2012, the 36-year-old said in an interview. Aerodynamics will be a focus of the new design, he said. “It’s absolutely vital we get this car right,” Castriota said from New York late yesterday. “This is Saab returning to its roots, not having to worry about being part of a much larger machine that they were before in the GM organization.” Saab, sold by General Motors Co. to Dutch supercar maker Spyker Cars NV in February, aims to become profitable by 2012. The turnaround strategy includes releasing premium models more distinct and sporty in their design than when Saab was under GM, according to Spyker Chief Executive officer Victor Muller . Castriota will play a major role in fashioning the new 9-3 and other models, said Eric Geers , a spokesman for the Trollhaettan, Sweden-based Saab. “The 9-3 design as made by him is basically done, and I can tell you it is spectacular,” Muller said by telephone, adding that the design will be completed within weeks. “It is truly aircraft-inspired and Swedish-clean.” Benchmark Cars The 9-3 was first released in 1998. The second generation, still produced today, hit the streets in 2002. The new version intends to challenge BMW’s 3-series and Volkswagen AG ’s Audi A4, Castriota said. “Those are the benchmark cars,” he said by telephone. “They’re true premium vehicles and the 9-3 also needs to be a true premium vehicle.” Castriota started his career in 2001 at luxury-car designer Pininfarina SpA in Turin, Italy, where he stayed until 2008. He then worked for Stile Bertone in Italy until September 2009. Last December, he started his own firm, Jason Castriota Designs. The design house has five designers and is based in New York City and Turin. “I literally started sketching Ferraris when I was about five years old,” he said. “For whatever reason, some kids might kick around a soccer ball, I picked up a pencil and started sketching cars.” BMW Talks Castriota will become part of the leadership at Saab and will help “define the strategy for the new models,” he said. Saab is also planning to introduce a smaller car with a tear-drop shape inspired by the 92 model that was in production between 1949 and 1956. Saab is in talks with BMW about using its Mini platform, as well as engines and gearboxes, for that model, two people familiar with the situation said last week. “A small premium car from Saab is a very important vehicle and is something that could truly help the overall production volume of Saab in a great way,” Castriota said. To contact the reporters on this story: Ola Kinnander in Stockholm at okinnander@bloomberg.net ; Andreas Cremer in Berlin at acremer@bloomberg.net

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Nike Mocks Butt-Toning Shoes That Drive Market-Share Loss

June 3, 2010

By Matt Townsend June 3 (Bloomberg) — Nike Inc.’s Eric Sprunk , vice president of global product and merchandising, ended a speech to investors on innovation with a jab at the “toning shoes” driving sales increases for competitors. “Wouldn’t it be great if we could make a pair of shoes that made your butt smaller, made my gut look smaller, make your muscles look a little bit bigger, just by putting them on and wearing them around and stuff, walking in them?” Sprunk asked his audience at Chelsea Piers in New York on May 5. “Nobody can do that. I was just teasing.” Toning shoes are driving market share gains for Adidas AG’s Reebok unit and Skechers U.S.A. Inc. as Nike’s lead in U.S. women’s athletic footwear shrinks, Bloomberg Businessweek reports in its June 7 issue. The Beaverton, Oregon-based company held on to its top spot in the market as its share slipped 7.2 percentage points, to 31 percent, or $412 million, in the first quarter from a year ago, according to researcher SportsOneSource. Reebok’s share more than doubled, to 6.7 percent, or $90.3 million, and Skechers’ share tripled to 17 percent, or $225.7 million, according to SportsOneSource. “Nike spent months watching this thing develop and did nothing about it and now they are paying the price of a missed opportunity,” said Matt Powell, a sports retail analyst at SportsOneSource. ‘Not Convinced’ Toning shoes are designed to simulate the feeling of walking on sand and make wearers stabilize their steps, leading to stronger leg, buttock, back, and abdominal muscles, according to Manhattan Beach, California-based Skechers, maker of the Shape-ups toning shoe. Reebok says its EasyTones generate 28 percent more gluteus maximus muscle activation than a typical walking shoe, and 11 percent more in the hamstring and calves. Both companies cite research and testing they commissioned to back up the claims. John Pagliano, a podiatrist in Long Beach, California, said he gets asked about toning shoes several times a day. While he said the instability in the shoes causes muscles to work harder, he hasn’t seen enough evidence that it can firm wearers’ backsides. “I say I’m not really sure, and I haven’t been convinced by the studies,” said Pagliano, who specializes in athletic injuries. Women’s toners with their $100-plus prices have become a lucrative market in the U.S. A year ago, the top 10 highest- grossing athletic shoes didn’t include any toning shoes or women’s footwear. In a May 16 survey by SportsOneSource, six of the top 10 athletic shoes were toning products: four Shape-ups and two EasyTones. Nike had the four remaining shoes, including a pair of Air Jordans that sell for $150. Eight-fold Increase Toning-shoe sales in the U.S., which totaled $17 million in 2008, increased more than eight-fold, to $145 million, last year when both Reebok and Skechers introduced their models, according to NPD Group. In the first four months of this year, toning-footwear sales skyrocketed to $252 million, 75 percent more than the total for all of 2009. “The explosion of growth in this space in such a short period of time eclipses everything I have witnessed in the industry over the last 25 years,” said Herbert Hainer , chief executive officer of Herzogenaurach, Germany-based Adidas. Reebok may sell 5 million pairs of toning shoes in the U.S. this year, he said. After Reebok ramped up its ads last fall, retailer Foot Locker Inc. said it couldn’t keep up with toning-shoe demand. “The American consumer is always looking for an easy way to lose weight, and this proves it,” Foot Locker Chief Executive Officer Ken Hicks said. ‘Get Our Share’ Nike, the world’s largest athletic shoemaker, wants to lure women thinking of buying toning shoes to its five-year-old Free brand, which sells for $85 a pair and the company says simulates barefoot running to strengthen feet and muscles. It plans new versions this fall. “We’re excited that women are spending money on athletic footwear, and we think we can get our share,” said Charlie Denson , president of the Nike brand. Free can “supply the same kind of benefit to the athlete that maybe some of the others are claiming,” he said. In the quarter ended Feb. 28, footwear was the only segment of Nike’s North American business to post a sales decline, dropping 1 percent, to $1.2 billion, while overall revenue rallied 6.6 percent to $4.73 billion. “They realize it’s definitely a category and they can’t ignore it,” said Chris Svezia , a sporting-goods analyst at Susquehanna Financial Group. “There’s probably pressure from retailers saying, ‘Why not do it?’” To contact the reporter on this story: Matt Townsend in New York at mtownsend9@bloomberg.net .

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Traders Rev Up Aston Martins, Maseratis Again as Supercar Taboos Recede

May 25, 2010

By Sara Gay Forden and Doron Levin May 25 (Bloomberg) — Trader Craig Poler couldn’t hold out any longer. Browsing at the Miller Motorcars dealership in Greenwich, Connecticut, he spotted the $130,000 Aston Martin Vantage Coupe he had been dreaming about for months. “The second I saw it I knew I was going to buy it,” said Poler, 48, who trades oil and petroleum products. “I’ve wanted one for a long time, since I started seeing them in London when I went on business.” Super-luxury cars, whose sales plunged after Lehman Brothers Inc.’s collapse and the ensuing financial crisis, are making a comeback. Fiat SpA’s Maserati and Ferrari brands, Bayerische Motoren Werke AG’s Rolls-Royce and Daimler AG ’s Maybach are moving out of the lots again as taboos over conspicuous consumption fade with the recovering economy. U.S. sales this year of cars priced at more than $100,000 may jump 42 percent after falling 30 percent in 2009, according to automotive industry researcher IHS Global Insight . U.S. gross domestic product has expanded on average an annualized 3.7 percent a quarter since the middle of last year after the biggest economic slump since the Great Depression. Demand for the most expensive car models plummeted in the fall of 2008 after the bankruptcy of Lehman Brothers and the arrest of Bernard Madoff for a $50 billion pyramid scheme, the largest investment fraud in history, set in motion a financial crisis that prompted wealthy consumers to rein in spending. ‘Poor Taste’ “It was poor taste to be flashing greenbacks around,” said Rebecca Lindland , an IHS Global Insight analyst in Lexington, Massachusetts. “You don’t think of this segment as having pent-up demand, but there is. These buyers are people that need to be the first ones on the block to have the latest model.” The U.S. is the largest market for the most expensive luxury cars, often referred to as supercars. A rebound in stocks and bonuses has revived demand for such vehicles. The U.S. stock market posted its biggest gains last year since the 1930s and bank earnings soared, including record profits at Goldman Sachs Group Inc., leading to bigger bonuses. Average compensation and benefits at Goldman Sachs last year was $498,246 per person compared with $316,928 a year earlier. Five-Hour Polish Lindland estimates Rolls-Royce will increase U.S. sales almost 20 percent this year on demand for the new Ghost, which is 17 inches shorter and nearly 600 pounds lighter than the Phantom. The “baby” Rolls sports a 12-cylinder, 563-horsepower engine, is hand-polished for five hours before delivery and has leather from bulls raised in barbed-wire-free pastures. Other models in demand are Maserati’s GranCabrio convertible and Aston Martin’s $198,000 Rapide, analysts said. “These are very emotional vehicles,” said Jeremy Anwyl , who runs the automotive Web site Edmunds.com. “The people who were holding back had money, but needed a good reason to buy.” Waiting lists for Ferrari Californias and 458s are growing again, said Richard Koppelman from the Miller Motorcars dealership, explaining he’s sold out of the 458 and has a waiting list of 180 people. “People who still have jobs are saying that things didn’t get as bad as they could have been,” Koppelman said. “Earnings are good on Wall Street. People are getting tired of doing without and are saying, ‘Why not?’ Demand is definitely strengthening a lot.” Swarovski Seats Daimler AG , which makes the Maybach, the 1930s-era ultra- luxury brand reintroduced by the German carmaker in 2002, expects premium demand to improve faster than the rest of the auto market, Chief Executive Officer Dieter Zetsche said. The Maybach was updated this year with a new grille and a more-powerful 12-cylinder engine. The updated version also includes seats that can be adorned with Swarovski crystal and an optional perfume atomizer in the rear compartment. Maybach models, whose owners include Donald Trump and Madonna, start at $358,000. The brand delivered 200 vehicles last year. “During the crisis, premium declined because the mood wasn’t there, while mass-market demand declined because money wasn’t there,” Zetsche said in an interview. “Mood is something that can change faster, and this has certainly proven to be the case.” The new Mercedes-Benz SLS AMG, which starts at 177,310 euros ($218,960) went on sale in the U.S. on May 10 and orders have been better than expected, said spokeswoman Silke Mockert. “We’ve seen very strong demand” for the 571-horsepower, gull- wing sports car, she said. U.S. sales of the top-of-the-line S- Class sedan have risen 11 percent to 3,771 vehicles in the first four months of the year, Mockert said. Tuxedo or Business Suit? Still, the revival in luxury-vehicle demand is spotty, Edmunds’ Anwyl said. Buyers are enticed by the newest models, while older ones, such as the Continental from Volkswagen AG’s Bentley brand, which starts at $177,600, are being sold with the help of incentives of as much as $30,000, he said. “The U.S. market is still very challenging,” said Annette Koch, a spokeswoman at Bentley Motors Ltd. “We would expect to see some growth this year, yet a modest growth.” Rolls-Royce sales are up 50 percent in the U.S. so far this year thanks to the new Ghost, which was introduced at the Frankfurt auto show in September, said Paul Ferraiolo, Rolls- Royce chief for North America. Priced at $245,000, it’s about 55 percent cheaper than Rolls-Royce’s most expensive model, the Phantom Drophead. “It’s all about the product,” Ferraiolo said. “The Phantom is like the tuxedo you put on for special occasions. The Ghost is like the business suit you can wear to work.” ‘A Little Guilty’ Others are still reluctant to splash out. Tim Leuliette , Executive Chairman of Dura Automotive Systems Inc. in Rochester Hills, Michigan, already owns an Audi R8 coupe and is “considering the new R10,” which sells for $175,000. “I feel a little guilty, so I’m not sure yet,” he said, adding that he’s heard of at least one super-luxury car, a Bentley Flying Spur, that was scratched along its sides by someone with car keys while the car was parked in Birmingham, a suburb of Detroit. “There is a revival of interest in exotics, as well as classics and muscle cars, but this has nothing to do with the underlying car market,” said Marino Marin, an investment banker specialized in consumer and luxury goods at Laidlaw & Co. Ltd. in New York. “These cars are true luxury goods, somewhat better-compared with the collectible or art market.” Poler, who chose a “deep, dark gray” 2010 Aston Martin Vantage Coupe, said although consumption isn’t back to where it was three years ago, people are becoming less reluctant to splash out on expensive cars and other luxury merchandise. “Some people were affected by the recession and others weren’t going to buck the trends in their social circles,” he said of the cutbacks. “Up until about six months ago you were an a-hole if you bought fancy toys.” To contact the reporters on this story: Sara Gay Forden in Milan via sforden@bloomberg.net ; Doron Levin in Southfield, Michigan, at dlevin5@bloomberg.net .

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China, U.S. Sidestep Yuan Confrontation as Europe Dominates Beijing Talks

May 24, 2010

By Bloomberg News May 25 (Bloomberg) — China and the U.S. focused their first day of talks in Beijing on joint efforts to prop up the world’s economy in the face of a European sovereign-debt crisis that pushed off a showdown on the yuan’s value. Officials “spent quite a bit of time discussing the European debt crisis,” Chinese central bank Governor Zhou Xiaochuan said at a press briefing. The nation’s currency policy is being “touched upon” at the talks, he said. President Hu Jintao said China will move gradually and independently in altering exchange-rate policy after keeping the yuan pegged to the U.S. dollar for 22 months. Treasury Secretary Timothy F. Geithner , who has delayed a report to the U.S. Congress that could name the nation a currency manipulator, said he welcomed China’s commitment to yuan changes. “Behind the scenes, U.S. officials will be concerned that Europe’s debt crisis provides a convenient justification for Beijing to delay for a few more months” in ending the peg, said Brian Jackson , an emerging markets strategist at Royal Bank of Canada in Hong Kong who previously worked at the Federal Reserve and Bank of England. Jackson sees the yuan rising 5 percent to 6.5 per dollar by year’s end. In contrast, non-deliverable yuan forwards indicate a 1.6 percent gain in the next 12 months, after the contracts strengthened 0.2 percent as of 9:30 a.m. in New York yesterday. Investors last week pared back expectations for appreciation on concern the debt crisis centered on Greece will undermine the global recovery. Stocks Jump The Shanghai Composite Index closed 3.5 percent higher yesterday, the biggest gain since October, on speculation that the government may delay economic tightening measures. China will continue to “steadily advance” currency reform “under the principles of independent decision-making, controllability and gradual progress,” said Hu, 67, echoing language in a May 10 central bank outlook for policy making. Geithner, 48, said that a more market-driven currency would help Chinese officials to sustain growth, keep inflation low and adjust the nation’s growth model. The Treasury secretary has “done quite a lot to build up expectations that a move is pretty imminent,” said Mark Williams , a London-based economist at Capital Economics Ltd. who worked at the U.K. Treasury as an adviser on China from 2005 to 2007. “That’s going to come back and bite him if China hasn’t moved by the end of June.” Zhang Xiaoqiang , vice chairman of China’s National Development and Reform Commission, said the exchange rate wasn’t mentioned in talks yesterday morning between officials including central bank governors Zhou and Fed Chairman Ben S. Bernanke . Stimulus Exits Both nations’ representatives agreed that caution is needed in exiting from crisis policies because the foundation of the world recovery isn’t solid and Europe’s sovereign-debt crisis has added to uncertainties, Zhang said. Still, Zhou told reporters that “the general analysis is the pace of the global economic recovery will be maintained.” Li Daokui , an academic adviser to the Chinese central bank, said yesterday that some progress in the nation’s currency reform “in the near future” would make political sense. He advocated widening the yuan’s trading band and a “slight” gain against the dollar. Li said the comments to Bloomberg Television in Beijing were a personal view. As the two-day Strategic and Economic Dialogue began, Geithner said that the U.S. and China shared the goals of a more balanced world economy and stronger economic ties. Wang on Europe Chinese Vice Premier Wang Qishan said that the European crisis had “impacted market confidence.” “It has brought many uncertainties to the slowly recovering world economy, and added to the difficulties of countries concerned in implementing their macro policies,” Wang said. In contrast, Geithner said the U.S. and China are well placed to withstand the European crisis, with both countries experiencing stronger-than-expected economic recoveries. “Economic growth in the U.S. and China is broader and stronger than many had anticipated, even a few months ago,” Geithner said. Even as European nations face challenges, the U.S. and China, along with India, Brazil and other emerging economies, are “in a much stronger position today to overcome the challenges ahead,” he said. China needs to reinforce its shift to relying more on domestic demand as exceptional stimulus measures are withdrawn, the Treasury secretary said. Countries need to compete on a “level playing field” and share in the “benefits and responsibilities” of global trade, he added. Growth Models “As we reform the U.S. economy to promote savings and investment, China is reforming its growth model to promote domestic demand and consumption,” he said. “Our common interests lie in building a more stable global financial system less prone to crisis.” Secretary of State Hillary Clinton is also in China for the talks. Geithner next visits London, Frankfurt and Berlin to reinforce his call for coordinated efforts to fight the region’s crisis and rein in government spending. The Treasury secretary also addressed Chinese efforts to promote technology development, which U.S. companies say may discriminate against foreign-owned businesses. “We welcome a more open China today,” Geithner said. “Innovation flourishes best when markets are open, competition is fair, and strong protections exist for ideas and inventions.” — Kevin Hamlin , Rebecca Christie , Peter Cook , Oliver Biggadike , Susan Li , Michael Forsythe , Yanping Li , Stephen Engle , Nicole Gaouette. Editors: Paul Panckhurst , Brendan Murray To contact the reporters on this story: Rebecca Christie in Beijing at rchristie4@bloomberg.net ; Nicole Gaouette in Beijing at ngaouette@bloomberg.net

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Ford Said to Add About 40 Jobs at Michigan Factory for Electric Vehicles

May 22, 2010

By Keith Naughton May 22 (Bloomberg) — Ford Motor Co. , working to electrify a quarter of its lineup, is adding about 40 jobs to a factory in Michigan as part of a plan to introduce four such models by 2012, two people familiar with the plan said yesterday. Mark Fields , the automaker’s president of the Americas, plans to announce the jobs and the next stage of Ford’s electric-vehicle strategy in a ceremony May 24 at an engine factory in Ypsilanti, Michigan, said the people, who asked to not be identified disclosing details prior to the announcement. Ford has cut almost half of its North American jobs since 2006. Ford will begin selling two electric vehicles and two new hybrids by 2012 and expects such models to be 10 percent to 25 percent of its worldwide fleet in a decade, the Dearborn, Michigan-based automaker has said. Automakers are developing models powered all or in part by electricity to meet U.S. government fuel-economy standards. “Ford has a good pedigree in electric vehicles,” Michael Robinet , an auto-industry analyst with CSM Worldwide in Northville, Michigan, said in a telephone interview. “Ford’s been at the forefront of layering in this new technology. It bodes well for their future.” Also at the ceremony will be Michigan Governor Jennifer Granholm , a Democrat, and Bob King , nominated as the next president of the United Auto Workers union, Ford said in a media advisory. “All I know is it’s another good-news event,” Liz Boyd , a spokeswoman for Granholm, said in an e-mail. John Stoll, a Ford spokesman, declined to comment. Hybrid Models Ford now sells four hybrid models and plans to introduce a gasoline-electric version of its Lincoln MKZ sedan, the brand’s best-selling model, this year. It also is rolling out in the U.S. electric versions of the Transit Connect van this year and Focus small car in 2011. The electric models will come out 6 to 12 months later in Europe, Ford said. U.S. rules require an average companywide fuel economy rating of 35.5 miles per gallon in 2016, up from 25 mpg now. Ford has eliminated 47 percent of its North American workforce since 2006, bringing the total to 70,000 by the end of the first quarter. It has cut costs and overhauled its model lineup to become less dependent on sport-utility vehicles and pickups. The automaker ended three years of losses to post a $2.7 billion net profit last year as the U.S. auto market fell to its lowest level in 27 years. Its U.S. sales are up 33 percent this year on models such as the Fusion hybrid. Ford rose 46 cents, or 4.3 percent, to $11.26 yesterday in New York Stock Exchange composite trading. The shares have risen 12.6 percent this year. To contact the reporter on this story: Keith Naughton in Southfield, Michigan, at Knaughton3@bloomberg.net .

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Ford Said to Add About 40 Jobs at Michigan Factory for Electric Vehicles

May 22, 2010

By Keith Naughton May 22 (Bloomberg) — Ford Motor Co. , working to electrify a quarter of its lineup, is adding about 40 jobs to a factory in Michigan as part of a plan to introduce four such models by 2012, two people familiar with the plan said yesterday. Mark Fields , the automaker’s president of the Americas, plans to announce the jobs and the next stage of Ford’s electric-vehicle strategy in a ceremony May 24 at an engine factory in Ypsilanti, Michigan, said the people, who asked to not be identified disclosing details prior to the announcement. Ford has cut almost half of its North American jobs since 2006. Ford will begin selling two electric vehicles and two new hybrids by 2012 and expects such models to be 10 percent to 25 percent of its worldwide fleet in a decade, the Dearborn, Michigan-based automaker has said. Automakers are developing models powered all or in part by electricity to meet U.S. government fuel-economy standards. “Ford has a good pedigree in electric vehicles,” Michael Robinet , an auto-industry analyst with CSM Worldwide in Northville, Michigan, said in a telephone interview. “Ford’s been at the forefront of layering in this new technology. It bodes well for their future.” Also at the ceremony will be Michigan Governor Jennifer Granholm , a Democrat, and Bob King , nominated as the next president of the United Auto Workers union, Ford said in a media advisory. “All I know is it’s another good-news event,” Liz Boyd , a spokeswoman for Granholm, said in an e-mail. John Stoll, a Ford spokesman, declined to comment. Hybrid Models Ford now sells four hybrid models and plans to introduce a gasoline-electric version of its Lincoln MKZ sedan, the brand’s best-selling model, this year. It also is rolling out in the U.S. electric versions of the Transit Connect van this year and Focus small car in 2011. The electric models will come out 6 to 12 months later in Europe, Ford said. U.S. rules require an average companywide fuel economy rating of 35.5 miles per gallon in 2016, up from 25 mpg now. Ford has eliminated 47 percent of its North American workforce since 2006, bringing the total to 70,000 by the end of the first quarter. It has cut costs and overhauled its model lineup to become less dependent on sport-utility vehicles and pickups. The automaker ended three years of losses to post a $2.7 billion net profit last year as the U.S. auto market fell to its lowest level in 27 years. Its U.S. sales are up 33 percent this year on models such as the Fusion hybrid. Ford rose 46 cents, or 4.3 percent, to $11.26 yesterday in New York Stock Exchange composite trading. The shares have risen 12.6 percent this year. To contact the reporter on this story: Keith Naughton in Southfield, Michigan, at Knaughton3@bloomberg.net .

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Lufthansa Fills Seats on First A380 Superjumbos, Boosting Profit From Asia

May 19, 2010

By Cornelius Rahn May 19 (Bloomberg) — Deutsche Lufthansa AG said the extra seats on the Airbus SAS A380 superjumbo aircraft that join its fleet from today have been sold for coming months, boosting profitability on high-density routes to Japan and China. The level of demand means Lufthansa will maintain load factors, or occupancy levels, even as the amount of seating jumps 60 percent, spokesman Boris Ogursky said. That will allow the German company to boost revenue while improving margins. Using the 526-seat A380 on flights to Tokyo and Beijing will reduce Lufthansa’s fixed costs and deliver a 17 percent reduction in kerosene consumption per head versus Boeing Co. 747-400s that currently fly the routes. The carrier is the fifth to receive the superjumbo, with Singapore Airlines Ltd., Emirates, Qantas Airways Ltd. and Air France saying the model’s cachet as the world’s largest passenger plane has buoyed demand. “Margins are going to get significantly better on these routes because the increase in fuel and crew costs isn’t going to be anywhere near as high as the hike in passenger numbers,” said Hans-Peter Wodniok , an analyst at Fairesearch GmbH & Co. in Bad Soden, Germany. “In terms of occupancy, the big question is how soon the novelty effect will wear off.” World Cup Flight Lufthansa , Europe’s second-largest carrier after Air France-KLM Group, will use the first A380 on its Tokyo route after the aircraft is handed over at Airbus’s plant in Hamburg today. Before then, it will carry the German soccer team to South Africa for the World Cup on June 6. Flight frequencies will be maintained at current levels and the plane will accommodate 196 more people than a 747, Ogursky said. Tokyo will be served with three A380 flights at first, then get daily A380 flights when the second plane enters service on Aug. 4. Lufthansa’s A380s will be fitted with 420 seats in coach class and 98 in business, together with eight of the Cologne- based carrier’s new first-class berths, which debut on the model. The revamped flat-bed seats will be adopted on more than 80 long-haul flights over three years, with the airline spending as much as 400 million euros ($487 million) on the entire overhaul, spokesman Jan Baerwalde said today in an interview. Three further planes scheduled for delivery this year will add routes to Beijing and to Johannesburg. Asian Growth Lufthansa’s load factor on Asia-Pacific flights rose 3.8 percentage points in the first four months to 83.1 percent, compared with a 0.5 percentage-point decline to 65.1 percent in Europe. The company doesn’t provide figures for specific routes. The 747-400 jumbos displaced by the A380s will be used to fly to other cities and some will eventually be retired, Ogursky said by telephone from Frankfurt yesterday. A third superjumbo will fly to Beijing three times a week from Aug. 25, with the fourth allowing the route to switch to daily service there from Oct. 25, as well as providing three weekly flights to Johannesburg. Lufthansa is the only carrier to order both the Airbus double-decker and Boeing’s new 747-8 , a 467-seater that enters service at the end of this year. The carrier is scheduled to receive four more A380s in 2011 and will eventually operate 15. More airports in Asia and some in North America are on a shortlist of destinations for the planes delivered next year, Ogursky said. Cities were chosen based on demand, ability to accommodate the plane, traffic rights and slot availability. The A380 handed over to Lufthansa today is the 28th to enter service and the carrier is the second to serve Tokyo with the model after Singapore Airlines , which took delivery of the first superjumbo in 2007 and has 25 on order. Japan Impetus Air France will also bring the A380 to Japan from October, a development Airbus says may encourage local carriers there to consider buying the plane. The superjumbo has helped Singapore win market share to Tokyo from carriers using other models, Airbus marketing director Richard Carcaillet said on May 10. Dubai-based Emirates, which will be the biggest operator of the A380 with 58 of the planes, said today it will restore superjumbo services from its Dubai base to New York from Oct. 31. The biggest Arab carrier dropped the superjumbo from the route in March last year following a slump in demand. To contact the reporter on this story: Cornelius Rahn in Frankfurt at crahn2@bloomberg.net

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JPMorgan’s 64% Note Tied to Tivo Stock Shows Risks of Reverse Convertibles

May 17, 2010

By Zeke Faux May 17 (Bloomberg) — A JPMorgan Chase & Co. reverse- convertible note paying 64 percent annualized interest plunged in value on May 14, three days after being sold, showing the risks of these products usually bought by individual investors. The structured notes offered 10.7 percent in interest payments over their two-month term and a return of principal, as long as shares of TiVo Inc. didn’t fall more than 25 percent, according to a prospectus. TiVo dropped 42 percent on May 14 after an adverse court ruling, triggering a provision that will leave investors holding the possibly depressed stock at maturity. Banks including JPMorgan, Morgan Stanley and Barclays Plc sold $656 million of reverse convertibles in the U.S. last month, according to data compiled by Bloomberg. The securities, which combine features of bonds and stock options, are often sold to individuals who don’t understand the risks, said Jake Zamansky , a New York-based attorney who represents investors. “It’s being sold as a bond, an income-generating product, and I don’t think it’s being explained to people that you can get stuck with the stock,” the securities lawyer at Zamansky & Associates said in a telephone interview on May 14. He has represented investors in lawsuits related to the products. Justin Perras , a JPMorgan spokesman, declined to comment. The prospectus’s listing of risk considerations includes the statements “your investment in the notes may result in a loss” and “your protection may terminate on any day.” “Protection” refers to the feature where the principal is returned unless, on any day, the stock closes 25 percent below its initial price. Receiving Stock Because that level was breached, noteholders will receive at maturity as many shares of the stock as their investment would have bought at the initial price, hence the name “reverse convertible.” “Individuals should be buying reverse convertibles on stocks that they otherwise would consider owning outright,” said Keith Styrcula , chairman of the New York-based Structured Products Association, in a telephone interview today. Investors in JPMorgan’s notes could make money if TiVo’s share price recovers. The stock was up 5.8 percent , to $10.75, at 1:09 p.m. today in trading on the Nasdaq Stock Exchange, compared with $16.88 when the notes were issued. JPMorgan sold $800,000 of the TiVo-linked products, it said in the prospectus. The 64 percent interest rate was the highest offered on any reverse convertible in months, according to Craig McCann , a Fairfax, Virginia-based litigation consultant who’s preparing a study of the market. ‘Ridiculous’ Commission The price of the securities included a 1.75 percent sales commission, of which JPMorgan received 0.75 percentage point, according to the prospectus. That’s 10.5 percent on an annualized basis, which is much higher than the commission charged on comparable investments, according to Seth Lipner , a Garden City, New York-based attorney. “A 10.5 percent commission is ridiculous,” Lipner said in a telephone interview on May 14. “The cost would be much lower” for investors to make the same kind of market bet using various options rather than reverse convertibles, he said. Structured notes generally include other costs, such as to offset risks related to the security, as well as a profit for the issuer. The built-in costs of the TiVo-linked note were limited to the 1.75 percent commission, according to the prospectus. Each $1,000 TiVo note was worth $945 on the day it was offered, according to Bloomberg’s reverse-convertible pricing model. McCann said his model came up with an initial value of $960. Prices generated by the models vary based on the source of market data and assumptions about liquidity and volatility. Court Case TiVo’s decline came after an appeals court said on May 14 it would reconsider the company’s victory over Dish Network Corp. and EchoStar Corp. in a digital-video recording patent case. Dish and EchoStar had asked on April 5 for the full panel of the appeals court to rehear the case. “I don’t think something with a major development about to take place, positive or negative, should be put into a reverse convertible,” Zamansky said. “There’s just too much volatility.” JPMorgan’s prospectus states that TiVo’s stock “has experienced significant fluctuations.” It doesn’t mention the pending patent case. Many investors who lost money on reverse convertibles have filed arbitration claims against their brokers, according to Zamansky. The Financial Industry Regulatory Authority, a trade group, said in a February letter to its members that reverse convertibles can be “difficult for retail investors and registered representatives to evaluate.” Brokers’ sales pitches must be “fair and balanced,” it said. Brokers often market reverse convertibles as a way for individuals to take advantage of the sophisticated derivatives trading that banks use, according to Chris Vernon, a Naples, Florida-based attorney who represents structured-note investors. “The pitch with these complex structured products is that this is what the big boys are doing and now you can do it too,” Vernon said in a telephone interview on May 14. “But the big boys aren’t paying 10 percent-plus commission per year.” To contact the reporter on this story: Zeke Faux in New York at zfaux@bloomberg.net .

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Ratings Board for Asset-Backed Securities Is Approved in U.S. Senate Vote

May 13, 2010

By Jesse Westbrook and Alison Vekshin May 13 (Bloomberg) — The U.S. Senate approved a proposal to let regulators decide who rates asset-backed securities after investors said Standard & Poor’s and Moody’s Investors Service assigned inflated assessments to mortgage bonds because the companies were paid by Wall Street firms selling the debt. The Senate in a 64-35 vote today approved an amendment to the financial overhaul legislation that would create a ratings board overseen by the Securities and Exchange Commission. The panel would assign a credit-rating company to rank an offering. “There is a staggering conflict of interest affecting the credit-rating industry,” said Senator Al Franken , a Minnesota Democrat who offered the amendment. “Issuers of securities are paying for the credit ratings. They shop around for their ratings.” Public pension funds blame S&P, Moody’s and Fitch Ratings for helping cause the global financial crisis by giving top rankings to mortgage-linked securities that blew up when the housing market collapsed in 2007. Lawmakers and regulators have been debating for three years how to reduce conflicts at the companies. Shares of Moody’s and McGraw-Hill Cos., the parent company of Standard & Poor’s, fell initially on the news, though they have since rebounded. Moody’s fell as much as 6.8 percent to $20.77, a decline of $1.52, while McGraw-Hill dropped as much as 4 percent to $28.75, in New York Stock Exchange composite trading. Investors on Board Moody’s shares were down 3 cents to $22.26 as of 2:21 p.m. McGraw-Hill fell 58 cents to $29.38. Shares of Financiere Marc de Lacharriere SA , the Paris-based owner of Fitch Ratings, were unchanged in after-market trading in Paris. Under Franken’s amendment, the SEC would determine the size of the board. The majority of members would be investors, at least one member would be from a credit-rating company and at least one member would be from an investment bank. The board would conduct an annual assessment of each credit-rating company to scrutinize the firm’s accuracy in grading debt compared with competitors, according to the amendment. While credit-rating companies would set fees, the SEC would have authority to make sure payments are “reasonable.” For the proposal to form a credit-rating board to become binding, lawmakers would have to approve the broader financial reform measure and President Barack Obama would have to sign the legislation. The Senate also approved an amendment offered by Senator George LeMieux that would remove references to credit ratings in some federal rules. LeMieux said removing ratings from government regulations would reduce a “dangerous over- reliance” on the assessments by investors. Consequences S&P said the Franken amendment would have unintended consequences. “Credit-rating firms would have less incentive to compete with one another, pursue innovation and improve their models,” said Chris Atkins , a spokesman for S&P. “This could lead to a more homogenized rating opinion and, ultimately, deprive investors of valuable, differentiated opinions on credit risk.” Spokesmen for Moody’s and Fitch didn’t immediately return phone calls seeking comment. To contact the reporters on this story: Jesse Westbrook in Washington at jwestbrook1@bloomberg.net ; Alison Vekshin in Washington at avekshin@bloomberg.net .

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Volcanic Ash Cloud Clears, Sparing Europeans as Holiday Travel Rush Begins

May 13, 2010

By Omar Valdimarsson and Steve Rothwell May 13 (Bloomberg) — Volcanic ash that’s disrupted air travel in Europe for almost a month is clearing as the eruption in Iceland loses power and winds change course, keeping airports open at the start of one the region’s busiest travel periods. Particles spewed from the Eyjafjallajökull volcano earlier this week have dispersed and fresh ash is being carried east and north, away from European airspace, according to Helga Ivarsdottir, a meteorologist at the Icelandic Met Office . “Europe should be able to relax over the weekend, with the exception of the Faroe Islands and Scotland, which have to be on guard,” Ivarsdottir said by telephone yesterday. “Ash released in the past few days is now far south of Iceland and could have an impact on air traffic, but as time passes the cloud gets thinner and is therefore of less concern for airlines.” Global positioning system data indicates that the eruption is also “slowing a little,” said Rikke Pedersen, manager of the Nordic Volcanological Center at the University of Iceland. Normal traffic levels are expected in Europe today, flight-path coordinator Eurocontrol said, with ash having dissipated at high altitudes and well clear of major routes at lower elevations. Almost 30 flights were canceled in Spain yesterday, mostly in the Balearic Islands, Madrid-based air traffic controller Aena said, while EasyJet Plc also suffered disruption on flights to the Canary Islands, Madeira and North Africa. Extra Services Carriers are operating extra services today to help clear a backlog of passengers. Ryanair Holdings Plc , which cancelled dozens of flights this week, will add a total of 13 trips to the Canaries from London, Dublin, Brussels and Edinburgh. EasyJet is operating an additional return flight from London to Madeira. Much of continental Europe, including Germany, France, Austria, Sweden and Switzerland, celebrates the Ascension Day holiday today, with many people also taking tomorrow off to engineer a four-day break, boosting demand for air travel. Britons and Italians will still be at work. Volcanic dust is a threat to planes because the abrasive, silica-based material may clog engines and scar windscreens. Speed sensors, critical in flight, can also be disabled. A shutdown of European airspace last month grounded 100,000 flights and cost carriers $1.7 billion in lost sales, according to the International Air Transport Association . Pedersen at the Nordic Volcanological Center said that while readings indicate there is now “less pressure in the volcano,” that doesn’t indicate that the major outburst that began on April 14 is finished. Ash to Lava “The change is minor and there are absolutely no signs of the eruption coming to an end,” he said. “The eruption seems to be interchangeable, going from ash to lava and then back again. On May 11, the plume reached heights of as much as 6 kilometers (3.7 miles). These are all aspects people should keep in mind when putting together their travel plans.” John Hammond , a meteorologist at the U.K. Met Office, also said it’s difficult to be sure how wind patterns will develop beyond the next couple of days. “Once you get toward the weekend you’re pushing the boundaries of prediction,” he said in a phone interview, adding that forecasts “imply at the moment that western parts of Europe are more likely to see ash coming over their skies.” The latest map produced by Eurocontrol, based on forecasts for midday, shows the ash plume drifting southeast from the volcano as far as the Faeroes and then swirling a thousand miles due north, beyond the Arctic Circle. Trans-Atlantic flights are on schedule and should continue to do so, it said. New Guidelines The European Aviation Safety Agency may recommend that the region adopts guidelines used by the U.S. Federal Aviation Authority in regulating flights through contaminated airspace. “The change still has to be approved, but the idea is to significantly reduce the airspace closure,” EASA spokesman Dominique Fouda said by telephone yesterday. Eurocontrol bases no-fly zones on models from the London Met Office’s Volcanic Ash Advisory Center that estimate dust concentrations based on weather forecasts, whereas the FAA imposes a 120 mile-buffer zone around areas of visible ash. The proposed changes, which would have to be approved by the European Commission, was detailed on a conference call with airlines, aircraft manufacturers and national aviation authorities on May 11, Fouda said from Cologne, Germany. “We’re leading talks with the all the experts to look at the volcanic guidance,” Helen Kearns , a transport spokeswoman at the European Commission in Brussels, said by telephone. “It’s too early to say what the outcome will be.” Aer Lingus Group Plc Chief Executive Officer Christoph Mueller said this week that airspace closures have been excessive and based on inaccurate theoretical projections. In response, Eurocontrol said the models used to locate areas of ash above engine-tolerance levels were effective and would allow it to scrap a 60-mile buffer area that had previously added to no-fly zones. To contact the reporters on this story: Omar R. Valdimarsson in Reykjavik valdimarsson@bloomberg.net ; Steve Rothwell in London at srothwell@bloomberg.net

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Volcanic Ash Cloud Clears, Sparing Europeans as Holiday Travel Rush Begins

May 13, 2010

By Omar Valdimarsson and Steve Rothwell May 13 (Bloomberg) — Volcanic ash that’s disrupted air travel in Europe for almost a month is clearing as the eruption in Iceland loses power and winds change course, keeping airports open at the start of one the region’s busiest travel periods. Particles spewed from the Eyjafjallajökull volcano earlier this week have dispersed and fresh ash is being carried east and north, away from European airspace, according to Helga Ivarsdottir, a meteorologist at the Icelandic Met Office . “Europe should be able to relax over the weekend, with the exception of the Faroe Islands and Scotland, which have to be on guard,” Ivarsdottir said by telephone yesterday. “Ash released in the past few days is now far south of Iceland and could have an impact on air traffic, but as time passes the cloud gets thinner and is therefore of less concern for airlines.” Global positioning system data indicates that the eruption is also “slowing a little,” said Rikke Pedersen, manager of the Nordic Volcanological Center at the University of Iceland. Normal traffic levels are expected in Europe today, flight-path coordinator Eurocontrol said, with ash having dissipated at high altitudes and well clear of major routes at lower elevations. Almost 30 flights were canceled in Spain yesterday, mostly in the Balearic Islands, Madrid-based air traffic controller Aena said, while EasyJet Plc also suffered disruption on flights to the Canary Islands, Madeira and North Africa. Extra Services Carriers are operating extra services today to help clear a backlog of passengers. Ryanair Holdings Plc , which cancelled dozens of flights this week, will add a total of 13 trips to the Canaries from London, Dublin, Brussels and Edinburgh. EasyJet is operating an additional return flight from London to Madeira. Much of continental Europe, including Germany, France, Austria, Sweden and Switzerland, celebrates the Ascension Day holiday today, with many people also taking tomorrow off to engineer a four-day break, boosting demand for air travel. Britons and Italians will still be at work. Volcanic dust is a threat to planes because the abrasive, silica-based material may clog engines and scar windscreens. Speed sensors, critical in flight, can also be disabled. A shutdown of European airspace last month grounded 100,000 flights and cost carriers $1.7 billion in lost sales, according to the International Air Transport Association . Pedersen at the Nordic Volcanological Center said that while readings indicate there is now “less pressure in the volcano,” that doesn’t indicate that the major outburst that began on April 14 is finished. Ash to Lava “The change is minor and there are absolutely no signs of the eruption coming to an end,” he said. “The eruption seems to be interchangeable, going from ash to lava and then back again. On May 11, the plume reached heights of as much as 6 kilometers (3.7 miles). These are all aspects people should keep in mind when putting together their travel plans.” John Hammond , a meteorologist at the U.K. Met Office, also said it’s difficult to be sure how wind patterns will develop beyond the next couple of days. “Once you get toward the weekend you’re pushing the boundaries of prediction,” he said in a phone interview, adding that forecasts “imply at the moment that western parts of Europe are more likely to see ash coming over their skies.” The latest map produced by Eurocontrol, based on forecasts for midday, shows the ash plume drifting southeast from the volcano as far as the Faeroes and then swirling a thousand miles due north, beyond the Arctic Circle. Trans-Atlantic flights are on schedule and should continue to do so, it said. New Guidelines The European Aviation Safety Agency may recommend that the region adopts guidelines used by the U.S. Federal Aviation Authority in regulating flights through contaminated airspace. “The change still has to be approved, but the idea is to significantly reduce the airspace closure,” EASA spokesman Dominique Fouda said by telephone yesterday. Eurocontrol bases no-fly zones on models from the London Met Office’s Volcanic Ash Advisory Center that estimate dust concentrations based on weather forecasts, whereas the FAA imposes a 120 mile-buffer zone around areas of visible ash. The proposed changes, which would have to be approved by the European Commission, was detailed on a conference call with airlines, aircraft manufacturers and national aviation authorities on May 11, Fouda said from Cologne, Germany. “We’re leading talks with the all the experts to look at the volcanic guidance,” Helen Kearns , a transport spokeswoman at the European Commission in Brussels, said by telephone. “It’s too early to say what the outcome will be.” Aer Lingus Group Plc Chief Executive Officer Christoph Mueller said this week that airspace closures have been excessive and based on inaccurate theoretical projections. In response, Eurocontrol said the models used to locate areas of ash above engine-tolerance levels were effective and would allow it to scrap a 60-mile buffer area that had previously added to no-fly zones. To contact the reporters on this story: Omar R. Valdimarsson in Reykjavik valdimarsson@bloomberg.net ; Steve Rothwell in London at srothwell@bloomberg.net

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Lufthansa Favors New Engines on Airbus, Boeing Jets as American Has Doubts

May 7, 2010

By Andrea Rothman and Cornelius Rahn May 7 (Bloomberg) — Deutsche Lufthansa AG , operator of the biggest aircraft fleet in Europe, said it’s in favor of Airbus SAS and Boeing Co. putting new engines on their existing narrow- body models to help reduce operating costs by about 15 percent. Lufthansa’s status as launch customer for Bombardier Inc. ’s CSeries plane, a new model in the 100- to 150-seat segment of the single-aisle market, has been instrumental in driving the top two manufacturers to consider improvements, fleet manager Nico Buchholz said in an interview yesterday. “Re-engining is a welcome addition to the fleet,” Buchholz said in Frankfurt, where Lufthansa has its main hub. “The current products are very good, but we’d really like to see an improvement in noise emissions and fuel consumption.” Airbus and Boeing will decide this year whether to spend at least $1 billion installing new engines to boost efficiency until new short-haul models are introduced around 2024. While Lufthansa has a fleet of 727 aircraft and influence over decisions on jetliner development, carriers including American Airlines Inc. say the case for re-engining isn’t clear. Lufthansa operates 89 Boeing 737s and 82 Airbus A320-series jets, plus 35 on order. The 57-year-old carrier entered the jet age in 1960 with Boeing’s 707 and was launch customer for the 737, the world’s most widely flown plane. It will get the first 747-8 Intercontinental once the biggest passenger version of Boeing’s jumbo is certified for service at the end of next year. CSeries Side Effect The German company also has a 30-plane order and 30 options for the Bombardier CSeries, which will use a more efficient geared-fan engine that’s being developed by Pratt & Whitney, a unit of United Technologies Corp. It signed a firm contract in 2009, helping the plane to build credibility. “Our expectation was it would create awareness in the market that we can do better than currently,” Buchholz said. “I think the re-engining discussion and some other discussions show that part has worked. That’s not why we bought the aircraft, but it was a nice side effect.” New models and upgrades of older planes may hurt the value of existing fleets and make operations more complex. A lack of information on engine performance also hurts the case for re- engining, Peter Warlick , managing director for corporate finance at American Airlines, said in New York on April 26. Jim Proulx , a spokesman at Boeing’s commercial plane division, and Justin Dubon , an Airbus spokesman, said their companies intend to make a decision on their single-aisle plans by the end of this year. Size of Market Boeing sees demand for 19,460 aircraft worth $1.42 trillion from 2009 through 2028, according to its website. Redesigning a plane to accommodate a new engine typically requires modifications to the pylon that connects it to the wing, as well as to air ducts, fuel lines, cabling, landing gear and hydraulics. Boeing may find it tougher as the 737’s wings sit closer to the ground than those of the A320. It’s unlikely that a new turbine could be retrofitted to existing aircraft. In addition to the Pratt & Whitney geared fan, CFM International, a venture of General Electric Co. and Paris-based Safran SA, has said its Leap-X engine will also boost fuel efficiency about 15 percent. A380 Routes Lufthansa has no immediate plans to purchase more Airbus A380 wide-body planes, with the 15 ordered so far sufficient to cover current flight plans, Buchholz said. The airline receives its first superjumbo on May 19 and will use it on the Frankfurt- Tokyo route from June 11. Subsequent aircraft will be deployed to Beijing in late August and Johannesburg from October. “We can use the planes on routes which are high density and slot-limited so that we get much more efficiency and lower our costs,” the executive said. Lufthansa also has an order for 20 Boeing 747-8 planes, and Buchholz said the models are complementary, with the Boeing jumbo intended to carry 400 passengers and the Airbus about 500. The Cologne-based carrier, Europe’s second-biggest after Air France-KLM Group , so far hasn’t ordered the Boeing 787 Dreamliner, set for service entry late this year, or the Airbus A350, intended for commercial operations in 2013. “We’ve run a thorough analysis on various models of both types to see which could fit best and we’re pretty well advanced in those studies,” Buchholz said. “But at the moment we’re still in a comfortable situation in that we have a young fleet, so there’s no urgent requirement to actually order those.” While there are signs of a recovery in traffic, the rebound is not dramatic and Lufthansa will stick with a conservative approach to fleet planning based on sustainable growth, he said. To contact the reporters on this story: Andrea Rothman in Paris at aerothman@bloomberg.net ; Cornelius Rahn in Frankfurt at crahn2@bloomberg.net .

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Francine McKenna: Key Indicator for Repurchase Risk Losses? Audited By KPMG

April 30, 2010

“It’s Like Déjà Vu All Over Again!” January 30, 2010, Wall Street Journal : Fannie, Freddie Chase Bad Mortgages Lenders Like BofA, J.P. Morgan Repurchase Billions in Faulty Loans; Just a Drop in the Default Pool Stuck with about $300 billion in loans to borrowers at least 90 days behind on payments, Fannie and Freddie have unleashed armies of auditors and other employees to sift through mortgage files for proof of underwriting flaws. The two mortgage-finance companies are flexing their muscles to force banks to repurchase loans found to contain improper documentation about a borrower’s income or outright lies. April 14, 2010, FT Alphaville: “…these repurchases are something to watch out for as JP Morgan reports Q1 earnings on Wednesday. The bank said in its last (2009) 10-k filing that: In 2009, the costs of repurchasing mortgage loans that had been sold to government agencies such as Freddie Mac and Fannie Mae increased substantially for JPM, and could continue to increase substantially further. Accordingly, Equity Research 15 repurchase and/or indemnity obligations to government-sponsored enterprises or to private third-party purchasers could materially and adversely affect its results of operations and earnings in the future. It anticipates that its 2010 revenue could be negatively affected by elevated levels of repurchases of mortgages previously sold to GSEs.” If you are a regular reader of this site, you may remember the first time I warned you about the poor disclosure practices surrounding repurchase risk. It was all the way back in March of 2007 and I was referring to the lack of disclosures surrounding New Century Financial. In a filing with the Securities and Exchange Commission on Monday, New Century said lenders including Bank of America, Barclays, Citigroup, Credit Suisse, Goldman Sachs and Morgan Stanley had issued letters saying the company was in default. New Century also said its bankers had demanded that it accelerate its obligation to buy back outstanding mortgage loans financed under the lending arrangements. New Century said if its bankers demanded accelerated repurchase of all outstanding mortgages, it would cost the company $8.4bn, which it does not have… I looked quickly at the 2005 Annual Report for New Century to find out who their auditors are and to see how “rapid” this decline really was. Interestingly, besides noticing that KPMG now has another worry at its doorstep, I didn’t see too much in the way of discussion in the “Risks” section of the risk that is now causing this worldwide financial crisis. There are 17 pages of discussion of general and REIT specific risk associated with this company, but no mention of the specific risk of the potential for their banks to accelerate the repurchase of mortgage loans financed under their significant number of lending arrangements. Although there is a detailed discussion of these lending arrangements later in the report, it does not seem that reserves or capital/liquidity requirements were sufficient to cover the possibility that one of or more lenders could for some reason decide to call the loans…Didn’t someone think that this would be a very big number (US 8.4 billion) if that happened? New Century failed. There was a very detailed, well-done bankruptcy examiner’s report on that one, too. Mr. Missal pointed the finger at KPMG for not heeding the advice of their own experts, a la Andersen/Enron. Instead of the KPMG partner telling the client that their models for estimating potential losses were flawed, the partner told the staff to shut up and move on. KPMG is now being sued for $1 billion for its sins at New Century. Donna Kardos in the WSJ: The lawsuits filed Wednesday said that specialists at KPMG tried to point out errors in New Century’s financial statements but were silenced by the KPMG partner in charge of the audits “to protect KPMG’s business relationship with, and fees from, New Century.” The claims are among the first to attempt to blame auditors for the subprime-mortgage crisis, which spread beyond lenders such as New Century and engulfed the global financial system. If the New Century trustee is successful, “it may embolden others to look more closely at the possibility of bringing [accounting] firms to some level of culpability for the things that happened,” that led to the credit crisis, Francine McKenna, president of McKenna Partners LLC, a corporate-governance consultancy, said in an interview. I warned you again seven months ago that another KPMG client, Wachovia/Wells Fargo, has the same poor disclosure of repurchase risk. Did Wells Fargo’s Auditors Miss Repurchase Risk? How does the New Century situation and KPMG’s role in it remind me of Wells Fargo now? Well, in both cases, there’s no disclosure of the quantity and quality of the repurchase risk to the organization…The lack of disclosure of this issue here mirrors the lack of disclosure in New Century and perhaps in other KPMG clients such at Citigroup, Countrywide (now inside Bank of America) and others. How do I know there could be a pattern? Because the inspections of KPMG by the PCAOB , their regulator, tell us they have been cited for auditing deficiencies just like this. Do we have to wait for another post-failure lawsuit to bring some sense, and some sunshine, to the system? The latest announcements of potentially material losses due to forced repurchases of mortgages from Fannie Mae (Deloitte) and Freddie Mac (PwC) were made JP Morgan and Bank of America – both audited by PwC. The biggest losers are likely to be Bank of America Corp., J.P. Morgan Chase & Co. and other mortgage lenders when the housing bubble burst… Bank of America repurchased nearly $4.5 billion of loans during the first nine months of 2009, according to data compiled by Barclays. That was triple the $1.5 billion repurchased in all of 2008. Some of the bad mortgages were made by Countrywide Financial Corp., which was acquired by the Charlotte, N.C., bank in 2008. A bank spokeswoman declined to comment. At J.P. Morgan, total buyback demands surged to $5.3 billion in 2009 from $4 billion in 2008, according to Barclays. The New York company, which bought the failed banking operations of Washington Mutual Inc.(Deloitte) in 2008, reported higher reserves for loan repurchases in the fourth quarter… J.P. Morgan and Bank of America don’t disclose how many loans they repurchased from Fannie and Freddie. Countrywide , now owned by Bank of America, was a KPMG client. Maybe y’all should kick the tires a little more on Citibank’s big comeback . Citi is the only big money center bank left that is audited by KPMG. Recent testimony before the Financial Crisis Inquiry Commission says their underwriting standards fell apart between 2005-2007.

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London Airports Open, Prompting `Mad Rush’ by Thousands of Stranded Fliers

April 21, 2010

By Steve Rothwell, Chan Sue Ling and Patrick Donahue April 21 (Bloomberg) — Thousands of travelers stranded by the Icelandic ash cloud began returning to Europe as London’s Heathrow airport became the last major terminal to open after the end of a six-day flight ban that cost airlines $1.7 billion. British Airways Plc and Virgin Atlantic Airways Ltd., the top long-haul carriers at Heathrow, Europe’s busiest airport, aim to operate all inter-continental services today after the U.K. joined other nations in permitting flights through the ash . “We came in a mad rush,” said Diana Tucker, 60, as she queued for a British Airways service from Sydney to London in a bid to get home to the Channel Islands after yesterday’s flight was scrapped. “We don’t know if we’ll get on. We’re very tired.” Airlines have lost an estimated $1.7 billion in revenue following the April 14 eruption of Iceland’s Eyjafjallajökull volcano, the International Air Transport Association said. Flights within Europe still face cancellation as planes are out of position and discount carriers Ryanair Holdings Plc and EasyJet Plc said timetables will be limited for days to come. Ash represents a threat to jetliners because it could stop their engines by melting and congealing in turbines. More than 100,000 flights have been canceled since the eruption began, including 7,000 today, according to Eurocontrol, which coordinates routes in the region. Restrictions remain in place in northwest Scotland where “a dense concentration” of ash persists, Britain’s National Air Traffic Services Ltd. said. Heathrow , which attracted 66 million passengers in 2009, ranking it second in the world after Atlanta, opened last night after the U.K. and planemakers agreed new rules for plane inspections and flights through thinner parts of the ash plume. Stricter Regime British Airways, losing 20 million pounds ($30 million) a day in revenue, had criticized Gordon Brown ’s government for applying a stricter safety regime and keeping airports closed as hubs in Paris, Frankfurt and Amsterdam opened for business. Chief Executive Officer Willie Walsh , himself a former pilot, said in a briefing that the imposition of a “blanket ban” on U.K. flights was unnecessary. Short-haul cancelations to and from London airports will continue until at least 1 p.m. local time, the carrier said. IATA Chief Executive Officer Giovanni Bisignani said governments had generally been “late in taking decisions” in the face of a crisis “much worse in dimension and in length” than that following the Sept. 11 terror attacks in 2001. ‘Embarrassment’ “The situation continues to be an embarrassment,” he told reporters today in Berlin. “Airspace was being closed based on theoretical models, not on figures and facts. Test flights showed the models were wrong.” At the height of the flight ban almost 29 percent of the international schedule was affected, or 1.2 million passengers a day, said Bisignani, who called for the acceleration of steps toward a “single European sky” for air-traffic control. Services from Paris’s Charles de Gaulle and Orly terminals resumed yesterday morning, enabling Air France-KLM Group, Europe’s biggest airline, to restore schedules. Deutsche Lufthansa AG plans to operate about 500 flights today, spokesman Thomas Jachnow said by telephone. Frankfurt airport has officially opened, said Axel Raab , a spokesman for Germany’s DFS air traffic control agency. The terminal had previously permitted operations under “visual-flight rules.” Airlines must conduct their own risk-assessment tests, undertake damage inspections before and after each flight and report any ash-related incidents, according to the U.K.’s Civil Aviation Authority. “Manufacturers have now agreed increased tolerance levels in low ash density areas,” the CAA said, adding that these will allow for “a phased reintroduction” of flights. The safety body will also run ash tests from the air and on the ground. Asian Return Asian airlines are resuming flights to northern Europe. Cathay Pacific Airways Ltd., with about 15,600 delayed travelers, has two planes stranded in London and Frankfurt, which it will use for extra services today. Europe-bound flights are fully booked for the rest of the month and the Hong Kong- based carrier isn’t accepting reservations before May 10. Singapore Airlines Ltd. has some 3,000 passengers stranded in Sydney and about 5,000 in Singapore, spokeswoman Susan Bredow said from Australia. The carrier is making three London flights today, one more than it planned earlier. Qantas Airways Ltd. said it may take three weeks to clear a backlog of 15,500 passengers. Australia’s biggest airline said yesterday the shutdown was costing A$1.5 million ($1.4 million) a day and that no seats to Europe were available before mid-May. Repatriation Plans “The government will continue to work with all of the relevant agencies to ensure that people can return home to the U.K. quickly and safely, and that those booked on flights out of the U.K. can travel as soon as possible,” a spokesman for Prime Minister Brown said in a statement. “We will of course continue to monitor the situation closely.” As of 6 a.m., the ash plume covered a swath of Europe cutting across Ireland, southern England and parts of France, Belgium, the Netherlands, Sweden and Germany, spreading south and north across much of eastern Europe and reaching down into Italy, according to the London-based Met Office. Later today, the cloud is predicted to disperse, affecting only Ireland, the U.K., Finland and Russia by midnight. Britain’s relative proximity to the eruption has been a consideration in decisions taken about airport openings, Transport Secretary Andrew Adonis said in an interview. “Britain is closer to Iceland than other parts of Europe and we’ve been more severely affected, so judgments we make here may not be the same judgments made in Europe,” he said. Aid Plea European airlines have asked governments and the European Union for aid, British Airways’ Walsh said. Payments were made after the Sept. 11 terror attacks on the U.S. in 2001, “and clearly the impact of the current situation is more considerable,” he said. EU Competition Commissioner Joaquin Almunia said restrictions on assistance may be eased as the impact of the disruption is discussed by ministers. The Eyjafjallajökull eruption began on March 20 with a lava flow on the eastern flank of the volcano, according to the Institute of Earth Sciences at the University of Iceland. After a lull, it resumed early on April 14 directly under the glacier that covers most of the mountain. The previous eruption of the 1,666-meter peak in December 1821 continued until January 1823. To contact the reporters on this story: Steve Rothwell in London at srothwell@bloomberg.net ; Chan Sue Ling in Singapore slchan@bloomberg.net ; Patrick Donahue in Berlin at pdonahue1@bloomberg.net

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London Airports Open After Six Days, Prompting Rush From Stranded Flyers

April 21, 2010

By Steve Rothwell, Chan Sue Ling and Patrick Donahue April 21 (Bloomberg) — Thousands of travelers stranded by the Icelandic ash cloud began returning to Europe as London’s Heathrow airport became the last major terminal to open after the end of a six-day flight ban that cost airlines $1.7 billion. British Airways Plc and Virgin Atlantic Airways Ltd., the top long-haul carriers at Heathrow, Europe’s busiest airport, aim to operate all inter-continental services today after the U.K. joined other nations in permitting flights through the ash . “We came in a mad rush,” said Diana Tucker, 60, as she queued for a British Airways service from Sydney to London in a bid to get home to the Channel Islands after yesterday’s flight was scrapped. “We don’t know if we’ll get on. We’re very tired.” Airlines have lost an estimated $1.7 billion in revenue following the April 14 eruption of Iceland’s Eyjafjallajökull volcano, the International Air Transport Association said. Flights within Europe still face cancellation as planes are out of position and discount carriers Ryanair Holdings Plc and EasyJet Plc said timetables will be limited for days to come. Ash represents a threat to jetliners because it could stop their engines by melting and congealing in turbines. More than 100,000 flights have been canceled since the eruption began, including 7,000 today, according to Eurocontrol, which coordinates routes in the region. Restrictions remain in place in northwest Scotland where “a dense concentration” of ash persists, Britain’s National Air Traffic Services Ltd. said. Heathrow , which attracted 66 million passengers in 2009, ranking it second in the world after Atlanta, opened last night after the U.K. and planemakers agreed new rules for plane inspections and flights through thinner parts of the ash plume. Stricter Regime British Airways, losing 20 million pounds ($30 million) a day in revenue, had criticized Gordon Brown ’s government for applying a stricter safety regime and keeping airports closed as hubs in Paris, Frankfurt and Amsterdam opened for business. Chief Executive Officer Willie Walsh , himself a former pilot, said in a briefing that the imposition of a “blanket ban” on U.K. flights was unnecessary. Short-haul cancelations to and from London airports will continue until at least 1 p.m. local time, the carrier said. IATA Chief Executive Officer Giovanni Bisignani said governments had generally been “late in taking decisions” in the face of a crisis “much worse in dimension and in length” than that following the Sept. 11 terror attacks in 2001. ‘Embarrassment’ “The situation continues to be an embarrassment,” he told reporters today in Berlin. “Airspace was being closed based on theoretical models, not on figures and facts. Test flights showed the models were wrong.” At the height of the flight ban almost 29 percent of the international schedule was affected, or 1.2 million passengers a day, said Bisignani, who called for the acceleration of steps toward a “single European sky” for air-traffic control. Services from Paris’s Charles de Gaulle and Orly terminals resumed yesterday morning, enabling Air France-KLM Group, Europe’s biggest airline, to restore schedules. Deutsche Lufthansa AG plans to operate about 500 flights today, spokesman Thomas Jachnow said by telephone. Frankfurt airport has officially opened, said Axel Raab , a spokesman for Germany’s DFS air traffic control agency. The terminal had previously permitted operations under “visual-flight rules.” Airlines must conduct their own risk-assessment tests, undertake damage inspections before and after each flight and report any ash-related incidents, according to the U.K.’s Civil Aviation Authority. “Manufacturers have now agreed increased tolerance levels in low ash density areas,” the CAA said, adding that these will allow for “a phased reintroduction” of flights. The safety body will also run ash tests from the air and on the ground. Asian Return Asian airlines are resuming flights to northern Europe. Cathay Pacific Airways Ltd., with about 15,600 delayed travelers, has two planes stranded in London and Frankfurt, which it will use for extra services today. Europe-bound flights are fully booked for the rest of the month and the Hong Kong- based carrier isn’t accepting reservations before May 10. Singapore Airlines Ltd. has some 3,000 passengers stranded in Sydney and about 5,000 in Singapore, spokeswoman Susan Bredow said from Australia. The carrier is making three London flights today, one more than it planned earlier. Qantas Airways Ltd. said it may take three weeks to clear a backlog of 15,500 passengers. Australia’s biggest airline said yesterday the shutdown was costing A$1.5 million ($1.4 million) a day and that no seats to Europe were available before mid-May. Repatriation Plans “The government will continue to work with all of the relevant agencies to ensure that people can return home to the U.K. quickly and safely, and that those booked on flights out of the U.K. can travel as soon as possible,” a spokesman for Prime Minister Brown said in a statement. “We will of course continue to monitor the situation closely.” As of 6 a.m., the ash plume covered a swath of Europe cutting across Ireland, southern England and parts of France, Belgium, the Netherlands, Sweden and Germany, spreading south and north across much of eastern Europe and reaching down into Italy, according to the London-based Met Office. Later today, the cloud is predicted to disperse, affecting only Ireland, the U.K., Finland and Russia by midnight. Britain’s relative proximity to the eruption has been a consideration in decisions taken about airport openings, Transport Secretary Andrew Adonis said in an interview. “Britain is closer to Iceland than other parts of Europe and we’ve been more severely affected, so judgments we make here may not be the same judgments made in Europe,” he said. Aid Plea European airlines have asked governments and the European Union for aid, British Airways’ Walsh said. Payments were made after the Sept. 11 terror attacks on the U.S. in 2001, “and clearly the impact of the current situation is more considerable,” he said. EU Competition Commissioner Joaquin Almunia said restrictions on assistance may be eased as the impact of the disruption is discussed by ministers. The Eyjafjallajökull eruption began on March 20 with a lava flow on the eastern flank of the volcano, according to the Institute of Earth Sciences at the University of Iceland. After a lull, it resumed early on April 14 directly under the glacier that covers most of the mountain. The previous eruption of the 1,666-meter peak in December 1821 continued until January 1823. To contact the reporters on this story: Steve Rothwell in London at srothwell@bloomberg.net ; Chan Sue Ling in Singapore slchan@bloomberg.net ; Patrick Donahue in Berlin at pdonahue1@bloomberg.net

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Goldman’s Clients-First Pledge Undercut by SEC

April 18, 2010

By Christine Harper April 17 (Bloomberg) — Goldman Sachs Group Inc. ’s efforts to burnish its reputation just got a lot tougher. Chairman and Chief Executive Officer Lloyd Blankfein , 55, spent the last year defending the firm against criticism from politicians and pundits, who decried Goldman Sachs’s profit in the aftermath of the financial crisis and its sale of mortgage securities that went sour. Now the U.S. Securities and Exchange Commission is charging the company with fraud. On Goldman Sachs’s list of business principles, “clients’ interests always come first” ranks highest. The SEC paints a different picture. The firm failed to tell investors when selling them a so-called collateralized debt obligation tied to mortgages that the package had been designed to fail by hedge fund Paulson & Co., which profited from the losses, the agency alleged. Goldman Sachs said it will contest the case, calling it “completely unfounded in law and fact.” Shareholders weren’t comforted: The stock plunged the most in more than a year. “The risk is long-term reputational,” said Benjamin Wallace , an analyst at Grimes & Co. in Westborough, Massachusetts, which manages $900 million and doesn’t own Goldman Sachs stock. “People are going to be more inclined to look at Goldman Sachs and think, ‘Who’s on the other side of this trade?’” Goldman Sachs sank 13 percent to $160.70 in New York Stock Exchange composite trading, the biggest one-day percentage decline since January 2009. The cost to buy insurance against a default on Goldman Sachs debt jumped 35 basis points, or 0.35 percentage point, to 130.5 basis points in the biggest increase in a year. ‘Worst-Case Liability’ The suit’s financial cost to Goldman Sachs, whose $13.4 billion profit last year set a record for a Wall Street securities firm, is likely to be manageable and a settlement is unlikely before 2011, according to Brad Hintz , an analyst at Sanford C. Bernstein & Co. in New York. The “worst-case liability” if the SEC case succeeds would be $706.5 million hit to net income, or $1.20 in earnings per share, Hintz estimated in a note to investors yesterday. Follow- on claims from investors will “face a challenging hurdle” because the securities were sold in a private placement only available to sophisticated investors, Hintz said. Some analysts said that a more important problem is that the SEC’s focus on Goldman Sachs shows the firm is under a harsher political and regulatory spotlight than competitors. Goldman Agenda Although the SEC warned Goldman Sachs last year that it was investigating this transaction and might eventually file charges, the regulator didn’t notify the firm that it planned to file the suit yesterday, according to a person close to the firm. People within the company interpreted it as a sign the SEC has become unusually adversarial, the person said. “At the moment, it looks as if the SEC is pursuing an agenda aimed specifically at Goldman,” Chris Kotowski , a managing director at Oppenheimer & Co. in New York, wrote in a note to clients. “We believe that GS is probably vulnerable to more charges and outsized fines, and we are for now downgrading the stock to perform from outperform.” Reactions to the SEC suit on Capitol Hill underscored Goldman Sachs’s role as a lightning rod for political outrage. Senate Banking Committee Chairman Christopher Dodd , a Connecticut Democrat, said the case demonstrates the need for Wall Street reform. House Minority Leader John Boehner , an Ohio Republican, said the SEC suit provides further reason to oppose the Democrats’ legislation. Blankfein’s Prospects “These are very serious charges against a key supporter of President Obama’s bill to create a permanent Wall Street bailout fund,” Boehner said in a statement after the SEC case was announced. The bill “gives Goldman Sachs and other big Wall Street banks a perpetual, taxpayer-funded safety net by designating them ‘too big to fail.’” Corporate customers and institutional investors will continue to rely on Goldman Sachs and the company’s business is likely to survive and thrive, said Richard Bove , an analyst at Rochdale Securities in Lutz, Florida. Still, he said Blankfein and Chief Financial Officer David Viniar , 54, may need to step down “for the devastating decline in this company’s persona.” “These men are brilliant and capable but this situation is now out of hand,” Bove, who recommends buying Goldman Sachs shares, said in a note to investors. “There is a deep bench at Goldman and these executives, despite their capabilities, can be replaced.” Lucas van Praag , a spokesman for Goldman Sachs in New York, declined to comment. Questions for Viniar Blankfein, who has worked at Goldman Sachs since joining its commodities division, J. Aron & Co., in 1982, succeeded Henry Paulson as chairman and CEO in 2006 when Paulson left to become Treasury Secretary in the Bush administration. The next year, Goldman Sachs set a Wall Street profit record helped by bearish bets on subprime mortgage investments. Blankfein received a $67.9 million bonus, an all-time high for the CEO of a securities firm. Viniar, the firm’s chief financial officer since 1999, is one of the most public faces of Goldman Sachs. He fields questions from analysts and investors on the firm’s results every quarter. He’s slated to face their questions again next week, when Goldman reports first-quarter figures. In their annual letter to shareholders last week, Blankfein and Goldman Sachs President Gary Cohn said most of the firm’s business is aimed at serving sophisticated clients capable of making their own decisions. Tourre and Paulson “The investors who transacted with Goldman Sachs in CDOs in 2007, as in prior years, were primarily large, global financial institutions, insurance companies and hedge funds,” the letter said. The firm “did not know whether the value of the instruments we sold would increase or decrease.” That contrasts with the SEC’s allegations. The suit says Fabrice Tourre , a 31-year-old vice president at Goldman Sachs, knew that the Paulson hedge fund firm had helped select the assets backing a collateralized debt obligation called Abacus 2007-AC1, even as Paulson planned to bet on it failing. The SEC says Tourre misled a collateral manager, ACA Management LLC, and an investor, IKB Deutsche Industriebank AG , about Paulson’s role. “Marketing materials for Abacus 2007-AC1 were false and misleading because they represented that ACA selected the reference portfolio while omitting any mention that Paulson, a party with economic interests adverse to CDO investors, played a significant role in the selection of the reference portfolio,” the SEC argues. ‘Cynical, Savage’ Tourre, reached yesterday at his office in London, where he is now an executive director, declined to comment. Annette Littmann , a spokeswoman for Duesseldorf-based IKB, said “IKB is aware of the SEC’s lawsuit and supported the SEC upon request.” The SEC’s accusations may fuel critics’ claims that the firm put its own interests ahead of clients’ and profited from practices that led to the financial crisis. “Goldman Sachs said they sold only to sophisticated investors, but the damage they did was so pervasive that unsophisticated investors got snared in their web too,” said Janet Tavakoli , president of Tavakoli Structured Finance Inc. in Chicago. Christopher Whalen , a bank analyst at Torrance, California- based Institutional Risk Analytics, told investors yesterday that “this litigation exposes the cynical, savage culture of Wall Street that allows a dealer to commit fraud on one customer to benefit another.” ‘Out of Character’ William Cohan , a former investment banker who is writing a book about Goldman Sachs, said the accusations are surprising because the firm generally is diligent when it comes to legal disclosures. That the suit names none of Tourre’s superiors may signal that senior management can escape blame, he said. “It just strikes me as being entirely out of the firm’s character, as much as people like to hate them, because they are much too careful on the whole legal front and disclosure front,” Cohan said in an interview. The SEC has “only named a VP, it’s not going up the chain here at the moment, so I think that’s an important distinction to make,” Cohan said. “There are bad apples in any firm.” In a statement, Goldman Sachs made what it called “four critical points” in its defense against the SEC’s accusations. The first was that Goldman Sachs itself lost more than $90 million because it had an investment in the deal that overwhelmed the $15 million it made in fees. Paulson Statement The firm said it provided “extensive disclosure” to IKB and ACA about the risk of the underlying mortgage securities. It said that ACA, whose $951 million investment made it the most exposed to risk, selected the portfolio. And the firm disputed the SEC’s accusation that Goldman Sachs told ACA that Paulson & Co. was going to be an investor in the CDO. Paulson’s firm, which hasn’t been charged with any wrongdoing, said in a statement that “ACA as collateral manager had sole authority over the selection of all collateral in the CDO” and that Paulson didn’t “sponsor or initiate” Goldman’s Abacus program. The fund says that while it did purchase credit protection from Goldman Sachs on some Abacus securities, it wasn’t involved in the marketing. Goldman Sachs’s loyalty to clients has been questioned before. E-mails released by congressional investigators earlier this week show that Washington Mutual Inc.’s former CEO, Kerry Killinger , didn’t want to hire a Goldman Sachs banker in 2007 to help with the bank’s credit problems before it collapsed. Best Models, Brightest Minds “They are smart, but this is swimming with sharks,” Killinger wrote in an Oct. 12, 2007, e-mail to a deputy. “They were shorting mortgages big time while they were giving CfC advice,” he added, referring to Countrywide Financial Corp., the home lender that ran short of cash the same year. One investor said that perception hasn’t prevented Goldman Sachs from winning client business before and he doesn’t think it will now. “There’s that cachet that they’ve had that not only are they the smartest guys in the room, but they might be playing you,” said Peter Sorrentino , a senior portfolio manager at Huntington Asset Advisors in Cincinnati, which manages about $13 billion, including Goldman Sachs stock. Still, “the people at Goldman really do have the best models, they do have the brightest minds” and they will keep winning clients. He said the market reaction to the SEC’s suit probably reflects fear that wider criminal charges could follow, and represents a good opportunity to buy the stock. “I’m just happy that it wasn’t the FBI kicking in the door,” Sorrentino said. To contact the reporter on this story: Christine Harper in New York at charper@bloomberg.net

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Goldman Sachs Clients-First Pledge Undercut by SEC

April 17, 2010

By Christine Harper April 17 (Bloomberg) — Goldman Sachs Group Inc. ’s efforts to burnish its reputation just got a lot tougher. Chairman and Chief Executive Officer Lloyd Blankfein , 55, spent the last year defending the firm against criticism from politicians and pundits, who decried Goldman Sachs’s profit in the aftermath of the financial crisis and its sale of mortgage securities that went sour. Now the U.S. Securities and Exchange Commission is charging the company with fraud. On Goldman Sachs’s list of business principles, “clients’ interests always come first” ranks highest. The SEC paints a different picture. The firm failed to tell investors when selling them a so-called collateralized debt obligation tied to mortgages that the package had been designed to fail by hedge fund Paulson & Co., which profited from the losses, the agency alleged. Goldman Sachs said it will contest the case, calling it “completely unfounded in law and fact.” Shareholders weren’t comforted: The stock plunged the most in more than a year. “The risk is long-term reputational,” said Benjamin Wallace , an analyst at Grimes & Co. in Westborough, Massachusetts, which manages $900 million and doesn’t own Goldman Sachs stock. “People are going to be more inclined to look at Goldman Sachs and think, ‘Who’s on the other side of this trade?’” Goldman Sachs sank 13 percent to $160.70 in New York Stock Exchange composite trading, the biggest one-day percentage decline since January 2009. The cost to buy insurance against a default on Goldman Sachs debt jumped 35 basis points, or 0.35 percentage point, to 130.5 basis points in the biggest increase in a year. ‘Worst-Case Liability’ The suit’s financial cost to Goldman Sachs, whose $13.4 billion profit last year set a record for a Wall Street securities firm, is likely to be manageable and a settlement is unlikely before 2011, according to Brad Hintz , an analyst at Sanford C. Bernstein & Co. in New York. The “worst-case liability” if the SEC case succeeds would be $706.5 million hit to net income, or $1.20 in earnings per share, Hintz estimated in a note to investors yesterday. Follow- on claims from investors will “face a challenging hurdle” because the securities were sold in a private placement only available to sophisticated investors, Hintz said. Some analysts said that a more important problem is that the SEC’s focus on Goldman Sachs shows the firm is under a harsher political and regulatory spotlight than competitors. Goldman Agenda Although the SEC warned Goldman Sachs last year that it was investigating this transaction and might eventually file charges, the regulator didn’t notify the firm that it planned to file the suit yesterday, according to a person close to the firm. People within the company interpreted it as a sign the SEC has become unusually adversarial, the person said. “At the moment, it looks as if the SEC is pursuing an agenda aimed specifically at Goldman,” Chris Kotowski , a managing director at Oppenheimer & Co. in New York, wrote in a note to clients. “We believe that GS is probably vulnerable to more charges and outsized fines, and we are for now downgrading the stock to perform from outperform.” Reactions to the SEC suit on Capitol Hill underscored Goldman Sachs’s role as a lightning rod for political outrage. Senate Banking Committee Chairman Christopher Dodd , a Connecticut Democrat, said the case demonstrates the need for Wall Street reform. House Minority Leader John Boehner , an Ohio Republican, said the SEC suit provides further reason to oppose the Democrats’ legislation. Blankfein’s Prospects “These are very serious charges against a key supporter of President Obama’s bill to create a permanent Wall Street bailout fund,” Boehner said in a statement after the SEC case was announced. The bill “gives Goldman Sachs and other big Wall Street banks a perpetual, taxpayer-funded safety net by designating them ‘too big to fail.’” Corporate customers and institutional investors will continue to rely on Goldman Sachs and the company’s business is likely to survive and thrive, said Richard Bove , an analyst at Rochdale Securities in Lutz, Florida. Still, he said Blankfein and Chief Financial Officer David Viniar , 54, may need to step down “for the devastating decline in this company’s persona.” “These men are brilliant and capable but this situation is now out of hand,” Bove, who recommends buying Goldman Sachs shares, said in a note to investors. “There is a deep bench at Goldman and these executives, despite their capabilities, can be replaced.” Lucas van Praag , a spokesman for Goldman Sachs in New York, declined to comment. Questions for Viniar Blankfein, who has worked at Goldman Sachs since joining its commodities division, J. Aron & Co., in 1982, succeeded Henry Paulson as chairman and CEO in 2006 when Paulson left to become Treasury Secretary in the Bush administration. The next year, Goldman Sachs set a Wall Street profit record helped by bearish bets on subprime mortgage investments. Blankfein received a $67.9 million bonus, an all-time high for the CEO of a securities firm. Viniar, the firm’s chief financial officer since 1999, is one of the most public faces of Goldman Sachs. He fields questions from analysts and investors on the firm’s results every quarter. He’s slated to face their questions again next week, when Goldman reports first-quarter figures. In their annual letter to shareholders last week, Blankfein and Goldman Sachs President Gary Cohn said most of the firm’s business is aimed at serving sophisticated clients capable of making their own decisions. Tourre and Paulson “The investors who transacted with Goldman Sachs in CDOs in 2007, as in prior years, were primarily large, global financial institutions, insurance companies and hedge funds,” the letter said. The firm “did not know whether the value of the instruments we sold would increase or decrease.” That contrasts with the SEC’s allegations. The suit says Fabrice Tourre , a 31-year-old vice president at Goldman Sachs, knew that the Paulson hedge fund firm had helped select the assets backing a collateralized debt obligation called Abacus 2007-AC1, even as Paulson planned to bet on it failing. The SEC says Tourre misled a collateral manager, ACA Management LLC, and an investor, IKB Deutsche Industriebank AG , about Paulson’s role. “Marketing materials for Abacus 2007-AC1 were false and misleading because they represented that ACA selected the reference portfolio while omitting any mention that Paulson, a party with economic interests adverse to CDO investors, played a significant role in the selection of the reference portfolio,” the SEC argues. ‘Cynical, Savage’ Tourre, reached yesterday at his office in London, where he is now an executive director, declined to comment. Annette Littmann , a spokeswoman for Duesseldorf-based IKB, said “IKB is aware of the SEC’s lawsuit and supported the SEC upon request.” The SEC’s accusations may fuel critics’ claims that the firm put its own interests ahead of clients’ and profited from practices that led to the financial crisis. “Goldman Sachs said they sold only to sophisticated investors, but the damage they did was so pervasive that unsophisticated investors got snared in their web too,” said Janet Tavakoli , president of Tavakoli Structured Finance Inc. in Chicago. Christopher Whalen , a bank analyst at Torrance, California- based Institutional Risk Analytics, told investors yesterday that “this litigation exposes the cynical, savage culture of Wall Street that allows a dealer to commit fraud on one customer to benefit another.” ‘Out of Character’ William Cohan , a former investment banker who is writing a book about Goldman Sachs, said the accusations are surprising because the firm generally is diligent when it comes to legal disclosures. That the suit names none of Tourre’s superiors may signal that senior management can escape blame, he said. “It just strikes me as being entirely out of the firm’s character, as much as people like to hate them, because they are much too careful on the whole legal front and disclosure front,” Cohan said in an interview. The SEC has “only named a VP, it’s not going up the chain here at the moment, so I think that’s an important distinction to make,” Cohan said. “There are bad apples in any firm.” In a statement, Goldman Sachs made what it called “four critical points” in its defense against the SEC’s accusations. The first was that Goldman Sachs itself lost more than $90 million because it had an investment in the deal that overwhelmed the $15 million it made in fees. Paulson Statement The firm said it provided “extensive disclosure” to IKB and ACA about the risk of the underlying mortgage securities. It said that ACA, whose $951 million investment made it the most exposed to risk, selected the portfolio. And the firm disputed the SEC’s accusation that Goldman Sachs told ACA that Paulson & Co. was going to be an investor in the CDO. Paulson’s firm, which hasn’t been charged with any wrongdoing, said in a statement that “ACA as collateral manager had sole authority over the selection of all collateral in the CDO” and that Paulson didn’t “sponsor or initiate” Goldman’s Abacus program. The fund says that while it did purchase credit protection from Goldman Sachs on some Abacus securities, it wasn’t involved in the marketing. Goldman Sachs’s loyalty to clients has been questioned before. E-mails released by congressional investigators earlier this week show that Washington Mutual Inc.’s former CEO, Kerry Killinger , didn’t want to hire a Goldman Sachs banker in 2007 to help with the bank’s credit problems before it collapsed. Best Models, Brightest Minds “They are smart, but this is swimming with sharks,” Killinger wrote in an Oct. 12, 2007, e-mail to a deputy. “They were shorting mortgages big time while they were giving CfC advice,” he added, referring to Countrywide Financial Corp., the home lender that ran short of cash the same year. One investor said that perception hasn’t prevented Goldman Sachs from winning client business before and he doesn’t think it will now. “There’s that cachet that they’ve had that not only are they the smartest guys in the room, but they might be playing you,” said Peter Sorrentino , a senior portfolio manager at Huntington Asset Advisors in Cincinnati, which manages about $13 billion, including Goldman Sachs stock. Still, “the people at Goldman really do have the best models, they do have the brightest minds” and they will keep winning clients. He said the market reaction to the SEC’s suit probably reflects fear that wider criminal charges could follow, and represents a good opportunity to buy the stock. “I’m just happy that it wasn’t the FBI kicking in the door,” Sorrentino said. To contact the reporter on this story: Christine Harper in New York at charper@bloomberg.net

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Goldman’s Clients-First Mantra Undercut by SEC Suit

April 16, 2010

By Christine Harper April 17 (Bloomberg) — Goldman Sachs Group Inc. ’s efforts to burnish its reputation just got a lot tougher. Chairman and Chief Executive Officer Lloyd Blankfein , 55, spent the last year defending the firm against criticism from politicians and pundits, who decried Goldman Sachs’s profit in the aftermath of the financial crisis and its sale of mortgage securities that went sour. Now the U.S. Securities and Exchange Commission is charging the company with fraud. On Goldman Sachs’s list of business principals, “clients’ interests always come first” ranks highest. The SEC paints a different picture. The firm failed to tell investors when selling them a so-called collateralized debt obligation tied to mortgages that the package had been designed to fail by hedge fund Paulson & Co., which profited from the losses, the agency alleged. Goldman Sachs said it will contest the case, calling it “completely unfounded in law and fact.” Shareholders weren’t comforted: The stock plunged the most in more than a year. “The risk is long-term reputational,” said Benjamin Wallace , an analyst at Grimes & Co. in Westborough, Massachusetts, which manages $900 million and doesn’t own Goldman Sachs stock. “People are going to be more inclined to look at Goldman Sachs and think, ‘Who’s on the other side of this trade?’” Goldman Sachs sank 13 percent to $160.70 in New York Stock Exchange composite trading, the biggest one-day percentage decline since January 2009. The cost to buy insurance against a default on Goldman Sachs debt jumped 35 basis points, or 0.35 percentage point, to 130.5 basis points in the biggest increase in a year. ‘Worst-Case Liability’ The suit’s financial cost to Goldman Sachs, whose $13.4 billion profit last year set a record for a Wall Street securities firm, is likely to be manageable and a settlement is unlikely before 2011, according to Brad Hintz , an analyst at Sanford C. Bernstein & Co. in New York. The “worst-case liability” if the SEC case succeeds would be $706.5 million hit to net income, or $1.20 in earnings per share, Hintz estimated in a note to investors yesterday. Follow- on claims from investors will “face a challenging hurdle” because the securities were sold in a private placement only available to sophisticated investors, Hintz said. Some analysts said the SEC’s focus on Goldman Sachs shows the firm is under a harsher political and regulatory spotlight than competitors. The SEC didn’t give Goldman Sachs advance notice that it planned to file the suit against the firm yesterday, according to a person close to the firm, an omission people within the company interpreted as a sign the regulator has become unusually adversarial. Goldman Agenda “At the moment, it looks as if the SEC is pursuing an agenda aimed specifically at Goldman,” Chris Kotowski , a managing director at Oppenheimer & Co. in New York, wrote in a note to clients. “We believe that GS is probably vulnerable to more charges and outsized fines, and we are for now downgrading the stock to perform from outperform.” Reactions to the SEC suit on Capitol Hill underscored Goldman Sachs’s role as a lightning rod for political outrage. Senate Banking Committee Chairman Christopher Dodd , a Connecticut Democrat, said the case demonstrates the need for Wall Street reform. House Minority Leader John Boehner , an Ohio Republican, said the SEC suit provides further reason to oppose the Democrats’ legislation. Blankfein’s Prospects “These are very serious charges against a key supporter of President Obama’s bill to create a permanent Wall Street bailout fund,” Boehner said in a statement after the SEC case was announced. The bill “gives Goldman Sachs and other big Wall Street banks a perpetual, taxpayer-funded safety net by designating them ‘too big to fail.’” Corporate customers and institutional investors will continue to rely on Goldman Sachs and the company’s business is likely to survive and thrive, said Richard Bove , an analyst at Rochdale Securities in Lutz, Florida. Still, he said Blankfein and Chief Financial Officer David Viniar , 54, may need to step down “for the devastating decline in this company’s persona.” “These men are brilliant and capable but this situation is now out of hand,” Bove, who recommends buying Goldman Sachs shares, said in a note to investors. “There is a deep bench at Goldman and these executives, despite their capabilities, can be replaced.” Lucas van Praag , a spokesman for Goldman Sachs in New York, declined to comment. Questions for Viniar Blankfein, who has worked at Goldman Sachs since joining its commodities division, J. Aron & Co., in 1982, succeeded Henry Paulson as chairman and CEO in 2006 when Paulson left to become Treasury Secretary in the Bush administration. The next year, Goldman Sachs set a Wall Street profit record helped by bearish bets on subprime mortgage investments. Blankfein received a $67.9 million bonus, an all-time high for the CEO of a securities firm. Viniar, the firm’s chief financial officer since 1999, is one of the most public faces of Goldman Sachs. He fields questions from analysts and investors on the firm’s results every quarter. He’s slated to face their questions again next week, when Goldman reports first-quarter figures. In their annual letter to shareholders last week, Blankfein and Goldman Sachs President Gary Cohn said most of the firm’s business is aimed at serving sophisticated clients capable of making their own decisions. Tourre and Paulson “The investors who transacted with Goldman Sachs in CDOs in 2007, as in prior years, were primarily large, global financial institutions, insurance companies and hedge funds,” the letter said. The firm “did not know whether the value of the instruments we sold would increase or decrease.” That contrasts with the SEC’s allegations. The suit says Fabrice Tourre , a 31-year-old vice president at Goldman Sachs, knew that the Paulson hedge fund firm had helped select the assets backing a collateralized debt obligation called Abacus 2007-AC1, even as Paulson planned to bet on it failing. The SEC says Tourre misled a collateral manager, ACA Management LLC, and an investor, IKB Deutsche Industriebank AG , about Paulson’s role. “Marketing materials for Abacus 2007-AC1 were false and misleading because they represented that ACA selected the reference portfolio while omitting any mention that Paulson, a party with economic interests adverse to CDO investors, played a significant role in the selection of the reference portfolio,” the SEC argues. Tourre, reached yeterday at his office in London, where he is now an executive director, declined to comment. ‘Cynical, Savage’ The SEC’s accusations may fuel critics’ claims that the firm put its own interests ahead of clients’ and profited from practices that led to the financial crisis. “Goldman Sachs said they sold only to sophisticated investors, but the damage they did was so pervasive that unsophisticated investors got snared in their web too,” said Janet Tavakoli , president of Tavakoli Structured Finance Inc. in Chicago. Christopher Whalen , a bank analyst at Torrance, California- based Institutional Risk Analytics, told investors yesterday that “this litigation exposes the cynical, savage culture of Wall Street that allows a dealer to commit fraud on one customer to benefit another.” William Cohan , a former investment banker who is writing a book about Goldman Sachs, said the accusations are surprising because the firm generally is diligent when it comes to legal disclosures. That the suit names none of Tourre’s superiors may signal that senior management can escape blame, he said. ‘Out of Character’ “It just strikes me as being entirely out of the firm’s character, as much as people like to hate them, because they are much too careful on the whole legal front and disclosure front,” Cohan said in an interview. The SEC has “only named a VP, it’s not going up the chain here at the moment, so I think that’s an important distinction to make,” Cohan said. “There are bad apples in any firm.” In a statement, Goldman Sachs made what it called “four critical points” in its defense against the SEC’s accusations. The first was that Goldman Sachs itself lost more than $90 million because it had an investment in the deal that overwhelmed the $15 million it made in fees. The firm said it provided “extensive disclosure” to IKB and ACA about the risk of the underlying mortgage securities. It said that ACA, whose $951 million investment made it the most exposed to risk, selected the portfolio. And the firm disputed the SEC’s accusation that Goldman Sachs told ACA that Paulson & Co. was going to be an investor in the CDO. Paulson Statement Paulson’s firm, which hasn’t been charged with any wrongdoing, said in a statement that “ACA as collateral manager had sole authority over the selection of all collateral in the CDO” and that Paulson didn’t “sponsor or initiate” Goldman’s Abacus program. The fund says that while it did purchase credit protection from Goldman Sachs on some Abacus securities, it wasn’t involved in the marketing. Goldman Sachs’s loyalty to clients has been questioned before. E-mails released by congressional investigators earlier this week show that Washington Mutual Inc.’s former CEO, Kerry Killinger , didn’t want to hire a Goldman Sachs banker in 2007 to help with the bank’s credit problems before it collapsed. “They are smart, but this is swimming with sharks,” Killinger wrote in an Oct. 12, 2007, e-mail to a deputy. “They were shorting mortgages big time while they were giving CfC advice,” he added, referring to Countrywide Financial Corp., the home lender that ran short of cash the same year. Best Models, Brightest Minds One investor said that perception hasn’t prevented Goldman Sachs from winning client business before and he doesn’t think it will now. “There’s that cachet that they’ve had that not only are they the smartest guys in the room, but they might be playing you,” said Peter Sorrentino , a senior portfolio manager at Huntington Asset Advisors in Cincinnati, which manages about $13 billion, including Goldman Sachs stock. Still, “the people at Goldman really do have the best models, they do have the brightest minds” and they will keep winning clients. He said the market reaction to the SEC’s suit probably reflects fear that wider criminal charges could follow, and represents a good opportunity to buy the stock. “I’m just happy that it wasn’t the FBI kicking in the door,” Sorrentino said. To contact the reporter on this story: Christine Harper in New York at charper@bloomberg.net

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IPad Weekend Sales Are Anyone’s Guess as Analysts Shy Away From Estimates

March 30, 2010

By Connie Guglielmo March 30 (Bloomberg) — When it comes to predicting how many iPads Apple Inc. will sell this weekend, Piper Jaffray & Co. analyst Gene Munster has little company among Wall Street analysts in making a guess. In the weeks before Apple began selling the iPhone in 2007, analysts and technology pundits prognosticated about how many would be snapped up in the first few days. With the iPad, Munster is estimating first weekend sales of 200,000 — a figure his rivals say is too difficult to predict. The sticking point: It’s unclear how consumers will respond to the iPad, an untested category of computer that’s bigger than a smartphone and less powerful than a laptop. Apple is also offering multiple versions of the device, though only three are available on day one. “This is a big revolutionary device, but it’s a new market,” said Katy Huberty at Morgan Stanley in New York. “A lot of potential consumers are still questioning what it may be used for.” Investors look to new products from Apple Chief Executive Officer Steve Jobs to spur sales and profit, which reached a record last quarter on demand for the iPhone and Macintosh computer. Anticipation for the iPad, which goes on sale April 3, helped drive Apple stock to an all-time high of $233.87 yesterday. Stake Out Munster, who has recommended buying Apple shares since June 2004, expects iPad sales of 2.8 million in 2010. He’s sending analysts to stake out stores in six cities to gauge early demand. “We’ll measure lines and get a pulse of the excitement,” Munster said. “If we go to the New York store and there are four people, that’s not a good sign.” Apple, based in Cupertino, California, started taking early orders for the iPad on March 12, offering consumers the choice of home delivery or collecting them in stores. That will help the company gauge demand and figure out where it needs the most inventory, said Shaw Wu , an analyst at Kaufman Bros. in San Francisco. “We’ve seen focus groups and market studies trying to predict demand, but the reality is you don’t really know until you know,” said Wu, who recommends buying Apple shares. “I’m not taking any guesses.” Apple isn’t disclosing early order numbers and won’t say whether it will disclose opening weekend sales, as it’s done in the past for the iPhone, said spokeswoman Natalie Kerris . Weekend Sales Last weekend, Apple moved back the shipping date for new iPad orders to April 12. Customers who previously placed orders will still get the device on April 3. The move fueled speculation that demand for the iPad is higher than Apple expected, Huberty said. Apple rose $1.49 to $232.39 yesterday in Nasdaq Stock Market trading . The shares have gained 10 percent this year. Jobs unveiled the iPad in January, showing off a tablet computer with a 9.7-inch (25-centimeter) touch screen that can serve up Web pages, e-mail, music, videos, games, electronic books and iPhone applications. While analysts are shying away from predicting initial iPad demand, they are taking a stab at sales for the full year. Even those vary widely. Huberty and David Bailey of Goldman Sachs Group Inc. both estimate sales of as many as 6 million in 2010. Ben Reitzes of Barclays Capital in New York puts the number at 5 million. Wu of Kaufman Bros. estimates 2 million to 2.5 million. Huberty said yesterday that she expects Apple will sell 750,000 iPads in the quarter ending in June. Wi-Fi Models The first three iPad models to go on sale in the U.S. work with Wi-Fi networks, and they start at $499. Three more versions will follow at the end of April. Those work with third- generation wireless phone networks and cost from $629. Most buyers will likely opt for the Wi-Fi versions because they are cheaper and don’t require wireless fees, Wu said. Munster estimates that 80 percent of all iPads sold will be the Wi-Fi models. Still, it’s often difficult to predict what consumers will go for, Wu said. “There’s always the customer who wants it all and who can afford it all, so they may have no problem buying the 3G model,” he said. Andy Hargreaves , an analyst at Pacific Crest Securities in Portland, Oregon, also said he won’t predict iPad demand for the first weekend. Early sales aren’t meaningful because it will take some time for consumers to understand the differences between Apple’s tablet and cheap notebook computers, he said. “The potential audience is anyone who sits on the couch and wants to surf the Internet or anyone who sits on the couch and wants to read a book,” said Hargreaves, who estimates Apple will sell 5.3 million iPads this year. “While the value proposition isn’t immediately clear, the thing is so flexible.” To contact the reporter on this story: Connie Guglielmo in San Francisco at cguglielmo1@bloomberg.net

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Robert F. Brands: Inspiring Corporate Entrepreneurship to Fuel Innovation

March 26, 2010

It’s been said that successful people either are entrepreneurs — or think like entrepreneurs. Look around your company. Are you surrounded by “entrepreneurs?” Is your team comprised of people who take ownership of any project or task that comes across their desk or inbox? Do they embrace challenges, possess the process, and take responsibility — for successes and failures alike? Some may come away thinking that “corporate entrepreneur” and “employee” are contradictory. They believe that “entrepreneurs” take the ultimate risk — ditching the security of the day-job, as it were, and facing the personal, financial, and psychological challenges of business ownership. That’s one definition. Another would be “corporate entrepreneurship.” This realm is inhabited by people who — though they receive a paycheck signed by someone else — see the organization (or at least their small domain within it) as their turf. This is the most valued kind of employee. Innovation and corporate entrepreneurship are inextricably intertwined and fuel well-reasoned risk taking. Especially in large organizations traditionally risk averse, innovation drives leaders and teams to become more corporate enterprising. This process encourages growth from within, which helps set the stage for leadership continuity. As a business leader, you must build an environment that tolerates such entrepreneurial thinking. It’s the leader’s job to encourage such entrepreneurial thinking — to exude and build trust, to embrace the risk to fail, and to inspire people to take well-reasoned chances. In the book, Grow From Within: Mastering Corporate Entrepreneurship , co-author Robert Wolcott discusses how companies can enable and support “internal entrepreneurs” to achieve innovation-led growth. Such entrepreneurial thinking drove IBM to realize some $15 billion in new annual revenues from 22 Emerging Business Opportunities, and Whirlpool to realize $4 billion in revenues from company-wide innovation efforts — “despite global recession and the steep drop in housing markets,” notes one review. The authors reveal four models of corporate entrepreneurship laid out on an axis of Organizational Ownership (on the horizontal) and Resource Authority (on the vertical). Each possesses unique and specific characteristics. The Opportunist (bottom left), takes no deliberate approach to entrepreneurship; the Advocate (bottom right) evangelizes for it; the Enabler (upper left) provides funding and executive attention, and the Producer (upper right) establishes full service groups with mandates for corporate entrepreneurship Applying Robert’s Rules of Innovation , the Advocate, Enabler and Producer can thrive in this environment for each has corporate support. They have executive support, from Inspiration to Net Reward, needed for innovation borne of corporate entrepreneurship to thrive. Yet for corporate entrepreneurship to thrive, it needs more. It requires the structure and culture. Assuming the right people are in place, leadership must provide divisional and business unit autonomy. How can you lead your organization to a climate of corporate entrepreneurship? Like Innovation, define what “entrepreneurship” means. The phrase “Corporate Entrepreneurship” must mean the same thing organization-wide. Moreover, leadership must delineate objectives and point the way as part of its vision and mission. Incubate and nurture. Corporate entrepreneurship doesn’t flourish without guidance. It starts small — and grows through encouragement. Begin with small projects heavily supported by leadership. Those success stories should be heavily communicated as such. They then will become the lead project to pull the rest of the group or other entrepreneurial-minded teams along. Create a reward system. Risk and reward, when properly aligned, can foster accountability. Rewards — whether in the form of praise from immediate managers, attention from leadership, or the chance to lead future projects or task forces — are powerful motivators. They also can help solidify the creation of stronger corporate entrepreneurs. So look around your organization. Are you surrounded by employees or entrepreneurs? The difference may be not only the way they think, but the way they’re being nurtured. © 2010 Robert F. Brands with Jeff Zbar. Robert F. Brands is the author of Robert’s Rules of Innovation: A 10-Step Program for Corporate Survival Author Bio Robert F. Brands, author of Robert’s Rules of Innovation: A 10-Step Program for Corporate Survival, is President and founder of Brands & Company, LLC ( www.innovationcoach.com ). Having gained hands-on experience in bringing innovation to market, creating and improving the necessary product development processes and needed culture, he delivered on his charter to bring “at least one new product per year to market” — resulting in double-digit profitable growth and share-holder value. For more information please visit www.RobertsRulesofInnovation.com , become a fan on Facebook, Facebook.com/RobertsRulesofInnovation , and follow @InnovationRules on Twitter.

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Toyota Prius Keeps Consumer Reports’ Environmental Title Following Recall

February 23, 2010

By Jeff Plungis Feb. 23 (Bloomberg) — Toyota Motor Corp. ’s Prius retained its title as Consumer Reports magazine’s top pick for environmentally friendly vehicles two weeks after the automaker recalled 437,000 hybrids to fix a brake software flaw. The carmaker’s $76,572 Lexus LS460L was named best overall vehicle among more than 280 autos tested, the publication said at a news conference in Washington today. The Prius was ranked best “green” car for the seventh straight year. The Consumer Reports rankings, used by U.S. car buyers, may help Toyota weather recalls now totaling more than 8 million vehicles worldwide and widening probes into its handling of the faults. A federal grand jury has asked for documents related to unintended acceleration and braking in the Prius, and three congressional panels are planning hearings, starting with a House Energy and Commerce subcommittee today. Consumer Reports also named General Motors Co.’s Chevrolet Traverse as the best sport-utility vehicle and GM’s Silverado as the top pickup. Nissan Motor Co. also had two recommended models, the Altima sedan and Infiniti G37 sports car. Other favored vehicles included the Mazda Motor Corp. Mazda5, Fuji Heavy Industries Ltd.’s Subaru Forester, Volkswagen AG’s GTI and Hyundai Motor Co.’s Elantra SE. Suspended Sales Toyota’s Highlander and RAV4 SUVs were dropped from the magazine’s top-pick list because the company has suspended sales of the models as part of the recalls, said David Champion , deputy technical director at the magazine’s automotive test center. The magazine will reevaluate the decision when sales resume, he said. In a separate ranking of best values, Consumer Reports again singled out the Prius and the Honda Motor Co. Ltd.’s Fit small cars as the top two scoring models among more than 280 tested. In response to the Toyota recalls, Consumers Union, the Yonkers, New York-based publisher of Consumer Reports , said today that U.S. regulators should require simpler controls that allow drivers to turn off car engines in an emergency. Technical experts at Consumer Reports found that in panic situations vehicle controls such as ignition shut-offs may not operate the way drivers expect, Champion said in an interview. The push-button ignition found on Toyota models such as the Prius was particularly difficult, Champion said. Drivers have to hold down the button for three seconds to turn the ignition off, he said. The vehicles should be redesigned so that pushing it multiple times turns the car off, Champion said. “Even most of us on the test track didn’t realize you had to hold the button,” Champion said. Policy Recommendations Evaluation of the recalled cars showed some issues that should have standardized fixes, Champion said. Automakers should be required to design accelerator pedals to clear floor mats with expected normal usage, he said. Consumer Reports hasn’t seen any unintended acceleration in its test cars, Champion said. In a set of policy recommendations, Consumer Reports said the government should lift the current $16.4 million cap on civil penalties for failure to recall vehicles as required by law. The relatively low amounts may be considered a “cost of doing business,” and not a deterrent, the magazine said. In addition to the 437,000 hybrids being recalled for brakes flaws, Toyota is recalling about 8 million vehicles on five continents to repair accelerator pedals and pedals that can be trapped by floor mats. Toyota “all but ignored pleas from consumers” to examine complaints of sudden unintended acceleration, Representative Bart Stupak , chairman of the Energy and Commerce Oversight and Investigations Subcommittee, said at today’s hearing. The company “misled the American public” by saying they thoroughly examined electronics as a possible cause, said Stupak, a Michigan Democrat. To contact the reporter on this story: Jeff Plungis in Washington at jplungis@bloomberg.net .

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Toyota Extends Recalls to Hybrids to Repair Brake Defects

February 9, 2010

By Yuki Hagiwara and Makiko Kitamura Feb. 9 (Bloomberg) — Toyota Motor Corp. will recall 437,000 hybrid vehicles globally to fix faulty braking systems on its four models, including the Prius, adding to almost 8 million vehicles the company is repairing for separate defects. The world’s biggest carmaker will halt sales of SAI, HS250h and Prius plug-in hybrids, said President Akio Toyoda , speaking at a Tokyo press conference. The action threatens to further tarnish Toyota’s reputation in its home market , where the Prius was last year’s top-selling vehicle, as the company grapples with its worst recall crisis. Toyota has lost about $31 billion in market value since Jan. 21, when it began recalling millions of vehicles for defects linked to unintended acceleration. “So far Toyota’s recalls have been overseas, but this time it’s in its home market,” said Tatsuya Mizuno , director of Mizuno Credit Advisory in Tokyo. “The Prius has been a rising star for the company, and Toyota won’t be able to avoid a worsening image. Toyota raised its full-year earnings forecast the other day, but it’s far too optimistic.” The vehicles to be repaired include 199,666 2010 Prius hybrids, 10,820 SAIs, 12,423 Lexus HS250h cars and 159 Prius plug-in hybrids, according to the filing to the ministry. U.S. Recall Toyota also intends to recall the 2010 Prius in the U.S., according to a person familiar with the plans, who declined to be identified as the information isn’t yet public. The carmaker will brief the press about measures it will take regarding the Prius in Japan and overseas at 3:30 p.m. in Tokyo, company spokeswoman Ririko Takeuchi said by phone. Toyoda, 53, will meet with Japan’s Transport Minister Seiji Maehara at 5:30 p.m., according to the ministry. Toyota rose 2.9 percent to 3,375 yen at the close of trading in Tokyo. The stock has declined 19 percent since Jan. 21. “Toyota is finally taking measures,” said Mamoru Kato , an analyst at Tokai Tokyo Research Center in Nagoya, Japan. “This is fueling optimism that Toyota is moving in a clear direction to avoid further consumer anxiety.” The U.S. Transportation Department is also investigating reports of Prius brake failures. The department’s National Highway Traffic Safety Administration received 124 reports from consumers, including four saying crashes occurred with two “minor” injuries, according to an investigation document. Europe Toyota plans to recall a total of at least 270,000 Prius cars in Japan and the U.S., according to the person familiar with the plan. Juergen Stolze , a Toyota spokesman in Cologne, Germany, said yesterday the carmaker will decide whether to recall Prius cars in Europe by Feb. 10. The Toyota City, Japan-based carmaker said last week it modified braking software on newly built Priuses in late January. The latest Prius model is built in Japan. The model, driven by U.S. actor Leonardo DiCaprio and Apple Inc. co-founder Steve Wozniak , is the world’s best-selling hybrid car. Toyota has sold 197,000 units of the latest version in Japan and 103,200 in the U.S., according to the company. Toyota has been investigating reports that Prius owners driving at low speeds on bumpy or icy roads may experience moments where the car continues to coast for about a second after the brakes are applied, because of the anti-lock brake system. The carmaker has said it received complaints about Prius brakes through dealers starting in the last few months of 2009. Unintended Acceleration Toyota said today it stopped shipments of the Lexus HS250h and SAI hybrids from a factory in southern Japan to inspect their braking systems. The vehicles included in today’s recall are Prius hybrids built between April 20, 2009 and Jan. 27, plug-in Prius hybrids built between Nov. 25, 2009 and Feb. 5, SAI hybrids built between Oct. 2, 2009 and Feb. 8, and Lexus HS250h hybrids built between June 10, 2009 and Feb. 8. The brake problems aren’t related to incidents of sudden acceleration in the U.S., according Toyota’s Takeuchi. Toyota has recalled almost 8 million vehicles on five continents to repair defects that have been linked to unintended acceleration. Those recalls may cut demand for the company’s vehicles by 100,000 units, Toyota said last week. The company on Feb. 4 predicted a return to profit in the fiscal year ending March 31, even as it said recalls may cost 100 billion yen ($1.1 billion). The full-year net income forecast of 80 billion yen takes into account recalls for flaws linked to unintended acceleration, though it doesn’t include potential Prius recalls, Toyota said at the time. Toyota faces at least 34 lawsuits filed on behalf of customers in the U.S. and Canada seeking a range of damages from loss of car value to a return of profits. It also faces at least 12 lawsuits brought by individuals claiming deaths or injuries caused by uncontrollable acceleration. Sudden acceleration of Toyota vehicles has been linked to 19 deaths in the last decade, according to Henry Waxman , the U.S. House of Representatives’ Energy and Commerce Committee chairman. To contact the reporters on this story: Makiko Kitamura in Tokyo at mkitamura1@bloomberg.net

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Toyota Extends Global Recalls to 437,000 Hybrids to Repair Faulty Brakes

February 9, 2010

By Yuki Hagiwara and Makiko Kitamura Feb. 9 (Bloomberg) — Toyota Motor Corp. will recall 437,000 hybrid vehicles globally to fix faulty braking systems on its four models, including the Prius, adding to almost 8 million vehicles the company is repairing for separate defects. The world’s biggest carmaker will halt sales of SAI, HS250h and Prius plug-in hybrids, said President Akio Toyoda , speaking at a Tokyo press conference. The action threatens to further tarnish Toyota’s reputation in its home market , where the Prius was last year’s top-selling vehicle, as the company grapples with its worst recall crisis. Toyota has lost about $31 billion in market value since Jan. 21, when it began recalling millions of vehicles for defects linked to unintended acceleration. “So far Toyota’s recalls have been overseas, but this time it’s in its home market,” said Tatsuya Mizuno , director of Mizuno Credit Advisory in Tokyo. “The Prius has been a rising star for the company, and Toyota won’t be able to avoid a worsening image. Toyota raised its full-year earnings forecast the other day, but it’s far too optimistic.” The vehicles to be repaired include 199,666 2010 Prius hybrids, 10,820 SAIs, 12,423 Lexus HS250h cars and 159 Prius plug-in hybrids, according to the filing to the ministry. U.S. Recall Toyota also intends to recall the 2010 Prius in the U.S., according to a person familiar with the plans, who declined to be identified as the information isn’t yet public. The carmaker will brief the press about measures it will take regarding the Prius in Japan and overseas at 3:30 p.m. in Tokyo, company spokeswoman Ririko Takeuchi said by phone. Toyoda, 53, will meet with Japan’s Transport Minister Seiji Maehara at 5:30 p.m., according to the ministry. Toyota rose 2.9 percent to 3,375 yen at the close of trading in Tokyo. The stock has declined 19 percent since Jan. 21. “Toyota is finally taking measures,” said Mamoru Kato , an analyst at Tokai Tokyo Research Center in Nagoya, Japan. “This is fueling optimism that Toyota is moving in a clear direction to avoid further consumer anxiety.” The U.S. Transportation Department is also investigating reports of Prius brake failures. The department’s National Highway Traffic Safety Administration received 124 reports from consumers, including four saying crashes occurred with two “minor” injuries, according to an investigation document. Europe Toyota plans to recall a total of at least 270,000 Prius cars in Japan and the U.S., according to the person familiar with the plan. Juergen Stolze , a Toyota spokesman in Cologne, Germany, said yesterday the carmaker will decide whether to recall Prius cars in Europe by Feb. 10. The Toyota City, Japan-based carmaker said last week it modified braking software on newly built Priuses in late January. The latest Prius model is built in Japan. The model, driven by U.S. actor Leonardo DiCaprio and Apple Inc. co-founder Steve Wozniak , is the world’s best-selling hybrid car. Toyota has sold 197,000 units of the latest version in Japan and 103,200 in the U.S., according to the company. Toyota has been investigating reports that Prius owners driving at low speeds on bumpy or icy roads may experience moments where the car continues to coast for about a second after the brakes are applied, because of the anti-lock brake system. The carmaker has said it received complaints about Prius brakes through dealers starting in the last few months of 2009. Unintended Acceleration Toyota said today it stopped shipments of the Lexus HS250h and SAI hybrids from a factory in southern Japan to inspect their braking systems. The vehicles included in today’s recall are Prius hybrids built between April 20, 2009 and Jan. 27, plug-in Prius hybrids built between Nov. 25, 2009 and Feb. 5, SAI hybrids built between Oct. 2, 2009 and Feb. 8, and Lexus HS250h hybrids built between June 10, 2009 and Feb. 8. The brake problems aren’t related to incidents of sudden acceleration in the U.S., according Toyota’s Takeuchi. Toyota has recalled almost 8 million vehicles on five continents to repair defects that have been linked to unintended acceleration. Those recalls may cut demand for the company’s vehicles by 100,000 units, Toyota said last week. The company on Feb. 4 predicted a return to profit in the fiscal year ending March 31, even as it said recalls may cost 100 billion yen ($1.1 billion). The full-year net income forecast of 80 billion yen takes into account recalls for flaws linked to unintended acceleration, though it doesn’t include potential Prius recalls, Toyota said at the time. Toyota faces at least 34 lawsuits filed on behalf of customers in the U.S. and Canada seeking a range of damages from loss of car value to a return of profits. It also faces at least 12 lawsuits brought by individuals claiming deaths or injuries caused by uncontrollable acceleration. Sudden acceleration of Toyota vehicles has been linked to 19 deaths in the last decade, according to Henry Waxman , the U.S. House of Representatives’ Energy and Commerce Committee chairman. To contact the reporters on this story: Makiko Kitamura in Tokyo at mkitamura1@bloomberg.net

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Toyota May Recall New Prius After Japan Orders Probe Into Brake Complaints

February 3, 2010

By Makiko Kitamura and Tetsuya Komatsu Feb. 4 (Bloomberg) — Toyota Motor Corp. may recall its new Prius hybrid model in Japan after the government ordered the company to investigate brake-related complaints on the car. “The possibility of a recall is not zero,” spokesman Takanori Yokoi in Tokyo said today by phone. The company is considering measures that may include a recall, he said. A recall of the world’s best-selling hybrid car would bring the crisis to Toyota’s home market and tarnish the reputation of what President Akio Toyoda has called the company’s flagship model. The carmaker is already reeling from recalls approaching 8 million units worldwide due to cases of unintended acceleration. “This could be fatal for Toyota,” said Yasuhiro Matsumoto , a Shinsei Securities Co. analyst in Tokyo. “Toyota’s got a global problem and it’s not a problem of local suppliers.” Toyota is examining 77 reports in Japan and eight in North America, Yokoi said. Driver complaints include brake failure or weaker braking while driving on bumpy roads, according to a list posted on the Web site of Japan’s Transport Ministry. Toyota shares fell as much as 4.7 percent to 3,240 yen in Tokyo, to the lowest level in almost 11 months. U.S. Agency The U.S. National Highway Traffic Safety Administration also has received a number of complaints about a possible defect, the agency said yesterday. “There is a small computer inside the brake and Toyota is making adjustments and improvements,” Economy Minister Masayuki Naoshima said yesterday after meeting with Toyota Executive Vice President Shinichi Sasaki , according to comments broadcast on NHK. “For cars currently being built at the factory, measures have already been taken.” Toyota was ordered by Japan’s government to investigate brake-related problems in August, Shunsuke Miyaoka , an official in the Transportation Ministry’s recall division, said yesterday. The public scrutiny in Japan may undermine the company’s efforts to reassure consumers amid a global recall on other models involving almost 8 million vehicles globally. “Our dealers have received a lot more complaints, but we are pursuing the root cause and we will be considering what improvement measures we will take for our customers,” Sasaki said yesterday in remarks broadcast on the Fuji News Network. Toyota’s third-generation Prius, introduced last year, is made in Japan and was the nation’s top-selling model last year. It is not among vehicles whose sales were halted in the U.S. Sasaki also met with Japan’s Transport Minister Seiji Maehara yesterday, Yokoi said. Outside Japan Outside of Japan, the company is recalling at least 7.8 million vehicles. The carmaker is fixing accelerator pedals on models including the top-selling Camry and Corolla models. That recall covers 2.57 million vehicles in the U.S. and Canada. It also includes 1.71 million in Europe, 80,000 in China, and 180,000 in Latin America, Africa and the Middle East, Toyota’s Sasaki told reporters earlier this week. Separately, Toyota is recalling 5.35 million vehicles in the U.S., because of floor mats that could jam pedals. Covered vehicles include model years 2004-2009 Prius hybrid, 2007-2010 Lexus ES350, 2006-2010 Lexus IS250 and 2006-2010 Lexus IS350. Toyota has said 2.1 million cars are covered by both safety actions. To contact the reporter on this story: Makiko Kitamura in Tokyo at mkitamura1@bloomberg.net ; Tetsuya Komatsu in Tokyo at tekomatsu@bloomberg.net

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Toyota May Recall New Prius After Japan Orders Probe Into Brake Complaints

February 3, 2010

By Makiko Kitamura and Tetsuya Komatsu Feb. 4 (Bloomberg) — Toyota Motor Corp. may recall its new Prius hybrid model in Japan after the government ordered the company to investigate brake-related complaints on the car. “The possibility of a recall is not zero,” spokesman Takanori Yokoi in Tokyo said today by phone. The company is considering measures that may include a recall, he said. A recall of the world’s best-selling hybrid car would bring the crisis to Toyota’s home market and tarnish the reputation of what President Akio Toyoda has called the company’s flagship model. The carmaker is already reeling from recalls approaching 8 million units worldwide due to cases of unintended acceleration. “This could be fatal for Toyota,” said Yasuhiro Matsumoto , a Shinsei Securities Co. analyst in Tokyo. “Toyota’s got a global problem and it’s not a problem of local suppliers.” Toyota is examining 77 reports in Japan and eight in North America, Yokoi said. Driver complaints include brake failure or weaker braking while driving on bumpy roads, according to a list posted on the Web site of Japan’s Transport Ministry. Toyota shares fell as much as 4.7 percent to 3,240 yen in Tokyo, to the lowest level in almost 11 months. U.S. Agency The U.S. National Highway Traffic Safety Administration also has received a number of complaints about a possible defect, the agency said yesterday. “There is a small computer inside the brake and Toyota is making adjustments and improvements,” Economy Minister Masayuki Naoshima said yesterday after meeting with Toyota Executive Vice President Shinichi Sasaki , according to comments broadcast on NHK. “For cars currently being built at the factory, measures have already been taken.” Toyota was ordered by Japan’s government to investigate brake-related problems in August, Shunsuke Miyaoka , an official in the Transportation Ministry’s recall division, said yesterday. The public scrutiny in Japan may undermine the company’s efforts to reassure consumers amid a global recall on other models involving almost 8 million vehicles globally. “Our dealers have received a lot more complaints, but we are pursuing the root cause and we will be considering what improvement measures we will take for our customers,” Sasaki said yesterday in remarks broadcast on the Fuji News Network. Toyota’s third-generation Prius, introduced last year, is made in Japan and was the nation’s top-selling model last year. It is not among vehicles whose sales were halted in the U.S. Sasaki also met with Japan’s Transport Minister Seiji Maehara yesterday, Yokoi said. Outside Japan Outside of Japan, the company is recalling at least 7.8 million vehicles. The carmaker is fixing accelerator pedals on models including the top-selling Camry and Corolla models. That recall covers 2.57 million vehicles in the U.S. and Canada. It also includes 1.71 million in Europe, 80,000 in China, and 180,000 in Latin America, Africa and the Middle East, Toyota’s Sasaki told reporters earlier this week. Separately, Toyota is recalling 5.35 million vehicles in the U.S., because of floor mats that could jam pedals. Covered vehicles include model years 2004-2009 Prius hybrid, 2007-2010 Lexus ES350, 2006-2010 Lexus IS250 and 2006-2010 Lexus IS350. Toyota has said 2.1 million cars are covered by both safety actions. To contact the reporter on this story: Makiko Kitamura in Tokyo at mkitamura1@bloomberg.net ; Tetsuya Komatsu in Tokyo at tekomatsu@bloomberg.net

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Toyota Pressured by U.S. to Fix Recalled Vehicles; LaHood Retracts Remark

February 3, 2010

By Angela Greiling Keane Feb. 3 (Bloomberg) — Owners of recalled Toyota Motor Corp. vehicles should stop driving them until the company fixes a defect that is causing sudden acceleration, U.S. Transportation Secretary Ray LaHood said. “Stop driving it and take it to a Toyota dealer,” LaHood said today at a House Appropriations panel hearing in Washington. The comment deepens the crisis faced by the world’s largest automaker, which has lost 19 percent in market value since the recalls began and seen its reputation for quality damaged. Toyota said this week it would fix the defect by having dealers install shims in accelerators. A Transportation Department official said yesterday the government is investigating to see whether an electronic throttle system is the cause, as at least seven lawsuits allege. “Up until the last couple days that we had all expected the consumer hit wouldn’t be as serious as the media hit they were taking,” said Wes Brown , an analyst with market research firm Iceology in Los Angeles. “Now things may start to shift that image hit to the consumer side that had been steadfastly loyal. They are really starting to run the risk of escalating things tremendously.” Toyota spokesman Brian Lyons declined to comment immediately on LaHood’s statement. Shares Decline Toyota’s American depositary receipts, each representing two ordinary shares, fell $5.50, or 7 percent, to $72.68 at 11:16 a.m. in New York Stock Exchange composite trading. The ADRs tumbled to a 10-month intraday low, touching $71.90. Before his testimony, LaHood told reporters in Washington he will phone Toyota President Akio Toyoda to be certain his agency “pushed them over the line” so that Toyota is doing all it can to resolve defects. Separately, the Toyota City, Japan-based carmaker has been ordered by Japan’s government to investigate brake-related problems with the latest version of its Prius hybrid car, the nation’s transportation ministry said today. The ministry said it has received 14 complaints related to Prius brakes. It has also asked other carmakers to look into similar reports. Such requests are “routine,” said Masaya Ota , an official in the ministry’s recall division. Toyota began shipping steel plates to U.S. dealers on Feb. 1 as a fix for sticky gas pedals that have caused the carmaker to recall about 2.57 million vehicles in the U.S. and Canada. “We know what the problem is,” Jim Lentz , Toyota’s president of U.S. sales, said in an interview on Bloomberg Television on Feb. 1. “We have the fix.” Recalled Models The U.S. recall for pedals that stick applies to model years 2009-2010 RAV4, 2010 Highlander and 2008-2010 Sequoia sport-utility vehicles, 2009-2010 Corolla and 2005-2010 Avalon sedans, some 2007-2010 Camry sedans, 2009-2010 Matrix hatchbacks, and 2007-2010 Tundra pickups, according to Toyota. Toyota also has recalled and plans to fix about 5.6 million Toyota- and Lexus-brand cars and trucks in the U.S. and Canada because of floor mats that might trap gas pedals and cause vehicles to speed out of control. Some Toyota brand vehicles are affected by both types of recalls. The investigation of the Prius in Japan could undermine sales in Toyota’s home market , where it hasn’t recalled any vehicles due to the sudden-acceleration issue. The model was Japan’s best-selling vehicle in 2009. “The Prius is Toyota’s flagship model, it’s key to the future,” said Ashvin Chotai , managing director of London-based Intelligence Automotive Asia Ltd., a consulting company. “If that model gets tainted, that would suggest Toyota’s crisis has moved on to the next level.” Lawsuit Allegations In the U.S., the National Highway Traffic Safety Administration, part of the Transportation Department, hadn’t found evidence as of Feb. 1 that anything other than sticky or trapped accelerators caused unintended acceleration, the Transportation Department official said. At least 15 lawsuits seeking class action status have been filed against Toyota on the acceleration issue, and seven of them claim an electronic throttle system called ETCS-i is at fault instead of the pedals. In cars with the ETCS-i system, the engine’s throttle is controlled by electronic signals, which are sent from a sensor that detects how far the gas pedal is depressed. The signals are transmitted to a computer module that controls how much the throttle opens. Lawyers claiming an electronic defect contend that floor mats or stuck pedals don’t explain the sudden-acceleration incidents that triggered their lawsuits. ‘Sitting Dead Still’ Edgar Heiskell , an attorney from Charleston, West Virginia, who represents the family of a Michigan woman who died when her 2005 Toyota Camry hit a tree at almost 80 miles an hour (129 kilometers per hour), said her car didn’t have a floor mat. She stood on the brake, attempting to stop the car after it accelerated from a speed of 25 miles per hour, he said. The suit was filed in November. Heiskell also has filed a West Virginia suit against Toyota seeking class-action status. In a Texas lawsuit filed on Jan. 29, plaintiff Alfred Pena said his 2008 Toyota Avalon unexpectedly accelerated at a stop sign on Jan. 14, causing a collision. He wasn’t injured, said Robert Hilliard , an attorney representing Pena. Pena’s wife, Sylvia, had a previous episode of unintended acceleration that didn’t result in an accident, Hilliard said. Sylvia Pena “was sitting dead still,” and the car accelerated as she released the brake before she touched the gas pedal, Hilliard, of Corpus Christi, Texas, said in an interview. “My belief is that fixed Toyotas with new pedals will still inadvertently accelerate,” Hilliard said. NHTSA tested throttle electronics last year in response to a petition from a 2007 Lexus ES 350 owner who had experienced sudden acceleration of his vehicle. The agency denied the petition in October after subjecting the same model of car to “multiple electrical signals” and “magnetic fields.” ‘Exhaustive Testing’ Toyota said at the time that the October decision marked the fifth in which the agency had rejected similar requests to investigate company vehicles for defects including electronics related to unintended acceleration. “In terms of electronics of the vehicle, we’ve done exhaustive testing and we’ve found no issues with the electronics,” Toyota’s Lentz said on a conference call with reporters Feb. 1. Toyota, as required by law, stopped selling eight vehicles recalled in the U.S. last week. The company said it will begin fixing accelerator pedals, which were supplied by Elkhart, Indiana-based CTS Corp. , this week, with some dealerships preparing to do repairs around the clock. The Transportation Department and its auto safety agency have been called to testify at two congressional hearings on the handling of the Toyota recalls. “While Toyota is taking responsible action now, it unfortunately took an enormous effort to get to this point,” LaHood said yesterday in an e-mailed statement. The department is “continuing to review possible defects.” House Hearings A House Oversight and Government Reform Committee panel will hold a hearing on the recalls on Feb. 10, followed by the House Energy and Commerce Committee on Feb. 25. Representative Bart Stupak , a Michigan Democrat who serves on both committees scheduled to question Toyota, said in a letter to Lentz that his public statements on Feb. 1 were “different than the representations” Toyota officials made to the Energy and Commerce Committee’s staff last week. Asked whether Toyota “could be certain that floor mat entrapment and sticking accelerator pedals fully explained” the causes of unintended acceleration, company officials said the “causes of unintended acceleration are ‘very, very hard’ to identify,” Stupak said in a letter today to Lentz. Toyota executives at the meeting also said sticking pedals are “unlikely to be responsible” for reports of drivers losing control as cars accelerated past 60 miles per hour, Stupak said in the letter. He asked Lentz to “clarify” the differing accounts. To contact the reporters on this story: Angela Greiling Keane in Washington at agreilingkea@bloomberg.net ; Margaret Cronin Fisk in Southfield, Michigan, at mcfisk@bloomberg.net .

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Quants’ Risk-Free Ideas Sink Market, Cause Ruin: Susan Antilla

February 3, 2010

Commentary by Susan Antilla Feb. 3 (Bloomberg) — To become a potentially market- destroying “it” group on Wall Street, you need some arrogance, enough brains to justify making huge financial bets, utter cluelessness about lessons learned from finance’s booms and busts, and a sincere belief that your unique contributions to Wall Street will mean, ahem, that this time it really is different, so old truths can be ignored. Such is the profile of Wall Street’s nerdy quants, the most recent contingent to reach stardom and then keel over on its pocket protectors when boom turned bust. I learned much about this geek gaggle by reading “ The Quants ,” a new book by Wall Street Journal reporter Scott Patterson. Most of all, I learned that the brainy brigade — they are mostly poker-junkie Ph.D.s with physics, cryptology and game- theory backgrounds — was no different from any of the groups that, from time to time, take their turns as Wall Street luminaries. True, they can do long division in their heads, and the computer models they stuff with can’t-lose trading instructions may even garner a Nobel Prize. But just like investment bankers, junk-bond kings and other finance superstars who came before them, the quants reached a pinnacle where they figured they alone had The Answer (and the profits) and that no one should question their methods. History of Meltdowns Take, for example, a market-meltdown scene Patterson describes, when a quant guru is trying to sell. A trader has to inform the guy that he can’t sell because “the market’s frozen.” It’s a real Say What? Moment, because the quants had promised that a financial collapse was really, really, really unlikely — a 27-standard-deviation event, in quant-speak. Problem is, this little anecdote dates from the stock market crash of 1987, when geek-designed portfolio insurance helped send the market on a roller-coaster ride. A flurry of they-blew-it books were published in the wake of that meltdown, and a Newsweek cover asked, “Is The Party Over? A Jolt for Wall Street’s Whiz Kids.” So the nerds proved to be not too swift at the learning-curve thing — mandatory for true Wall Street heroes — when you consider it happened all over again at Long Term Capital Management in 1998. And yet again at all the quant- run hedge funds in 2007. They were, though, fantastic at understanding their role as newly anointed Wall Street celebrities. The manager of one quant fund got married at the Palace of Versailles, hired acrobats from Cirque du Soleil to perform and dropped $80 million on a Jasper Johns painting. Another trashed plans to live in a 12,500-square-foot mansion in Greenwich, Connecticut, in favor of a larger place. Can’t-Lose Formula They excelled at persuading their bosses, regulators and the media that some of them were market neutral, meaning that they couldn’t lose money because every bet was offset by a counter-bet that would go up if the other went down. Genius-designed or not, somehow, starting Aug. 6, 2007, the models “were operating in reverse,” Patterson writes, depicting a scene at the hedge fund AQR Capital Management LLC with the in-house brainiacs watching in a daze as losses mounted. “You know what’s going on?” one would ask, only to hear the response, “No. You?” At another hedge fund, which had placed bets on small-cap stocks, the reality suddenly hit that selling illiquid stocks in a downturn would be time-consuming and expensive. In the meantime, Patterson writes, the ultimate horror was that the financial regulators didn’t have a clue about what was happening — perhaps the book’s least-surprising revelation. Computer Models Surprised As it turns out, the collapse in the subprime mortgage market set off margin calls on funds heavily invested in subprime, and that triggered the need to sell stocks, which are relatively liquid, to meet the call. Selling pressure that the computer models hadn’t anticipated? Who knew? Proving that they deserved their esteemed positions nonetheless, quants got moving at rationalizing the mess and warding off regulation so they could get back to business. Hedge funds shouldn’t be forced to publicly disclose all their positions, said Citadel Investment Group LLC’s Ken Griffin in testimony to the House Committee on Oversight and Government Reform in November 2008. That would be like “asking Coca-Cola to disclose their secret formula,” Griffin told the committee. A nice try, but I’m stuck on figuring out how Coke’s secret formula has the potential to bring down the global financial system. Some Success Best of all: Patterson says AQR Capital Management founder Cliff Asness wrote a letter to investors on Aug. 10, 2007, noting that his was a “long-term winning strategy” despite the recent bad performance. So what was the glitch that sent the markets into a tailspin? “The very success of the strategy over time has drawn in too many investors.” In other words: We were so darned good at this that everybody tried to copy us, and that messed things up. OK, you say, so quants can finger-point and dodge responsibility like the best of them. Everybody knows, though, that to really be part of Wall Street’s elite, you’ve got to have contempt for the little people. Patterson assures us that the quants make that cut. As the crisis was unfolding in the summer of 2007, a group at Deutsche Bank made a big win by betting against subprime mortgages. To celebrate, the author says, traders at the bank sported gray T- shirts that read, in bold black letters, “I Shorted Your House.” ( Susan Antilla is a Bloomberg News columnist. The opinions expressed are her own.) Click on “Send Comment” in the sidebar display to send a letter to the editor. To contact the writer of this column: Susan Antilla in New York at santilla@bloomberg.net .

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Toyota’s Electronics Said to Be Probed as Cause of Unintended Acceleration

February 3, 2010

By Angela Greiling Keane and Margaret Cronin Fisk Feb. 3 (Bloomberg) — Electronic throttle systems are under review by U.S. safety officials as a possible cause of sudden acceleration in Toyota Motor Corp. vehicles, as alleged in at least seven lawsuits. The government is also considering civil penalties against Toyota, the world’s largest automaker, for its handling of recalls affecting millions of its cars and trucks, according to an official of the Transportation Department, who asked not to be identified while a review of Toyota’s actions continues. The National Highway Traffic Safety Administration is trying to determine if electromagnetic interference may be causing the throttle system to malfunction, said the official of the Transportation Department, which oversees NHTSA. Toyota said it has ruled out electronics as a cause. The company’s credibility would be further damaged if it is proved wrong, said Rebecca Lindland , an analyst at IHS Global Insight. “Consumers would view that very negatively,” Lindland, based in Lexington, Massachusetts, said in a phone interview yesterday. “That group of diehard Toyota loyalists is being chipped away at as each new recall comes out.” Toyota began shipping steel shims to dealers on Feb. 1 as a fix for sticky gas pedals that have caused the Toyota City, Japan-based automaker to recall about 2.57 million vehicles in the U.S. and Canada. “We know what the problem is,” Jim Lentz , Toyota’s president of U.S. sales, said in an interview on Bloomberg Television on Feb. 1. “We have the fix.” Recalled Models The U.S. recall for pedals that stick applies to model years 2009-2010 RAV4, 2010 Highlander and 2008-2010 Sequoia sport-utility vehicles; 2009-2010 Corolla and 2005-2010 Avalon sedans; some 2007-2010 Camry sedans; 2009-2010 Matrix hatchbacks; and 2007-2010 Tundra pickups, according to Toyota. Toyota also has recalled and plans to fix about 5.6 million Toyota and Lexus brand cars and trucks in the U.S. and Canada because of floor mats that might trap gas pedals and cause vehicles to speed out of control. Some vehicles are affected by both types of recalls. The safety agency as of Feb. 1 hadn’t found evidence that anything other than sticky or trapped accelerators caused the unintended acceleration, the Transportation Department official said. Mike Michels , Toyota’s U.S. vice president for corporate communications based in Torrance, California, said in an e- mailed statement yesterday that he had “no information” on a continuing investigation by NHTSA of the automaker’s electronic throttle control system. Civil Penalties NHTSA can impose civil penalties of up to $16.4 million per recall, the Transportation Department official said. The largest civil penalty NHTSA has issued that wasn’t related to emissions violations was $1 million paid by General Motors Corp. to settle charges it failed to conduct a timely recall to correct a windshield-wiper defect, the official said. The defect was in 581,344 Trailblazers, Bravadas, Envoys and Isuzu Ascenders for the 2002 and 2003 model years. Toyota’s American depositary receipts fell $1.76, or 2.2 percent, to $78.18 yesterday in New York Stock Exchange composite trading. The ADRs, each representing two ordinary shares, have fallen 7.1 percent since Jan. 1. At least 15 lawsuits seeking class action status have been filed against Toyota on the acceleration issue, and seven of them claim an electronic throttle system called ETCS-i is at fault instead of the pedals. Electronic Signals In cars with the ETCS-i system, the engine’s throttle is controlled by electronic signals, which are sent from a sensor that detects how far the gas pedal is depressed. The signals are transmitted to a computer module that controls how much the throttle opens. Lawyers claiming an electronic defect contend that floor mats or stuck pedals don’t explain the sudden-acceleration incidents that triggered their lawsuits. Edgar Heiskell, an attorney from Charleston, West Virginia, who represents the family of a Michigan woman who died when her 2005 Toyota Camry hit a tree at almost 80 miles an hour, said her car didn’t have a floor mat. She stood on the brake, attempting to stop the car after it accelerated from a speed of 25 miles per hour (40 kilometers per hour), he said. The suit was filed in November. Heiskell also has filed a West Virginia suit against Toyota seeking class-action status. In a Texas lawsuit filed on Jan. 29, plaintiff Alfred Pena said his 2008 Toyota Avalon unexpectedly accelerated at a stop sign on Jan. 14, causing a collision. He wasn’t injured, said Robert Hilliard , an attorney representing Pena. Pena’s wife, Sylvia, had a previous episode of unintended acceleration that didn’t result in an accident, Hilliard said. ‘Sitting Dead Still’ Sylvia Pena “was sitting dead still,” and the car accelerated as she released the brake before she touched the gas pedal, Hilliard of Corpus Christi, Texas, said in an interview. “My belief is that fixed Toyotas with new pedals will still inadvertently accelerate,” Hilliard said. Petition Denied NHTSA tested throttle electronics last year in response to a petition from a 2007 Lexus ES 350 owner who had experienced sudden acceleration of his vehicle. The agency denied the petition in October after subjecting the same model of car to “multiple electrical signals” and “magnetic fields.” Toyota said at the time that the October decision marked the fifth in which the agency had rejected similar requests to investigate company vehicles for defects including electronics related to unintended acceleration. “In terms of electronics of the vehicle, we’ve done exhaustive testing and we’ve found no issues with the electronics,” Toyota’s Lentz said on a conference call with reporters Feb. 1. Toyota, as required by law, stopped selling eight vehicles recalled in the U.S. last week. The company said it will begin fixing accelerator pedals, which were supplied by Elkhart, Indiana-based CTS Corp. , this week, with some dealerships preparing to do repairs around the clock. The Transportation Department and its auto safety agency have been called to testify at two congressional hearings on the handling of the Toyota recalls. ‘Enormous Effort’ “While Toyota is taking responsible action now, it unfortunately took an enormous effort to get to this point,” Transportation Secretary Ray LaHood said yesterday in an e- mailed statement. The department is “continuing to review possible defects.” A House Oversight and Government Reform Committee panel will hold a hearing on the recalls on Feb. 10, followed by the House Energy and Commerce Committee on Feb. 25. Representative Bart Stupak , a Michigan Democrat who serves on both committees scheduled to question Toyota, said in a letter to Lentz that his public statements on Feb. 1 were “different than the representations” Toyota officials made to the Energy and Commerce Committee’s staff last week. Asked whether Toyota “could be certain that floor mat entrapment and sticking accelerator pedals fully explained” the causes of unintended acceleration, company officials said the “causes of unintended acceleration are ‘very, very hard to identify,” Stupak said in a letter today to Lentz. Toyota executives at the meeting also said sticking pedals are “unlikely to be responsible” for reports of drivers losing control as cars accelerated past 60 miles per hour, Stupak said in the letter. He asked Lentz to “clarify” the differing accounts. To contact the reporter on this story: Angela Greiling Keane in Washington at agreilingkea@bloomberg.net

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Toyota’s Electronics Said to Be Probed as Cause of Unintended Acceleration

February 3, 2010

By Angela Greiling Keane and Margaret Cronin Fisk Feb. 3 (Bloomberg) — Electronic throttle systems are under review by U.S. safety officials as a possible cause of sudden acceleration in Toyota Motor Corp. vehicles, as alleged in at least seven lawsuits. The government is also considering civil penalties against Toyota, the world’s largest automaker, for its handling of recalls affecting millions of its cars and trucks, according to an official of the Transportation Department, who asked not to be identified while a review of Toyota’s actions continues. The National Highway Traffic Safety Administration is trying to determine if electromagnetic interference may be causing the throttle system to malfunction, said the official of the Transportation Department, which oversees NHTSA. Toyota said it has ruled out electronics as a cause. The company’s credibility would be further damaged if it is proved wrong, said Rebecca Lindland , an analyst at IHS Global Insight. “Consumers would view that very negatively,” Lindland, based in Lexington, Massachusetts, said in a phone interview yesterday. “That group of diehard Toyota loyalists is being chipped away at as each new recall comes out.” Toyota began shipping steel shims to dealers on Feb. 1 as a fix for sticky gas pedals that have caused the Toyota City, Japan-based automaker to recall about 2.57 million vehicles in the U.S. and Canada. “We know what the problem is,” Jim Lentz , Toyota’s president of U.S. sales, said in an interview on Bloomberg Television on Feb. 1. “We have the fix.” Recalled Models The U.S. recall for pedals that stick applies to model years 2009-2010 RAV4, 2010 Highlander and 2008-2010 Sequoia sport-utility vehicles; 2009-2010 Corolla and 2005-2010 Avalon sedans; some 2007-2010 Camry sedans; 2009-2010 Matrix hatchbacks; and 2007-2010 Tundra pickups, according to Toyota. Toyota also has recalled and plans to fix about 5.6 million Toyota and Lexus brand cars and trucks in the U.S. and Canada because of floor mats that might trap gas pedals and cause vehicles to speed out of control. Some vehicles are affected by both types of recalls. The safety agency as of Feb. 1 hadn’t found evidence that anything other than sticky or trapped accelerators caused the unintended acceleration, the Transportation Department official said. Mike Michels , Toyota’s U.S. vice president for corporate communications based in Torrance, California, said in an e- mailed statement yesterday that he had “no information” on a continuing investigation by NHTSA of the automaker’s electronic throttle control system. Civil Penalties NHTSA can impose civil penalties of up to $16.4 million per recall, the Transportation Department official said. The largest civil penalty NHTSA has issued that wasn’t related to emissions violations was $1 million paid by General Motors Corp. to settle charges it failed to conduct a timely recall to correct a windshield-wiper defect, the official said. The defect was in 581,344 Trailblazers, Bravadas, Envoys and Isuzu Ascenders for the 2002 and 2003 model years. Toyota’s American depositary receipts fell $1.76, or 2.2 percent, to $78.18 yesterday in New York Stock Exchange composite trading. The ADRs, each representing two ordinary shares, have fallen 7.1 percent since Jan. 1. At least 15 lawsuits seeking class action status have been filed against Toyota on the acceleration issue, and seven of them claim an electronic throttle system called ETCS-i is at fault instead of the pedals. Electronic Signals In cars with the ETCS-i system, the engine’s throttle is controlled by electronic signals, which are sent from a sensor that detects how far the gas pedal is depressed. The signals are transmitted to a computer module that controls how much the throttle opens. Lawyers claiming an electronic defect contend that floor mats or stuck pedals don’t explain the sudden-acceleration incidents that triggered their lawsuits. Edgar Heiskell, an attorney from Charleston, West Virginia, who represents the family of a Michigan woman who died when her 2005 Toyota Camry hit a tree at almost 80 miles an hour, said her car didn’t have a floor mat. She stood on the brake, attempting to stop the car after it accelerated from a speed of 25 miles per hour (40 kilometers per hour), he said. The suit was filed in November. Heiskell also has filed a West Virginia suit against Toyota seeking class-action status. In a Texas lawsuit filed on Jan. 29, plaintiff Alfred Pena said his 2008 Toyota Avalon unexpectedly accelerated at a stop sign on Jan. 14, causing a collision. He wasn’t injured, said Robert Hilliard , an attorney representing Pena. Pena’s wife, Sylvia, had a previous episode of unintended acceleration that didn’t result in an accident, Hilliard said. ‘Sitting Dead Still’ Sylvia Pena “was sitting dead still,” and the car accelerated as she released the brake before she touched the gas pedal, Hilliard of Corpus Christi, Texas, said in an interview. “My belief is that fixed Toyotas with new pedals will still inadvertently accelerate,” Hilliard said. Petition Denied NHTSA tested throttle electronics last year in response to a petition from a 2007 Lexus ES 350 owner who had experienced sudden acceleration of his vehicle. The agency denied the petition in October after subjecting the same model of car to “multiple electrical signals” and “magnetic fields.” Toyota said at the time that the October decision marked the fifth in which the agency had rejected similar requests to investigate company vehicles for defects including electronics related to unintended acceleration. “In terms of electronics of the vehicle, we’ve done exhaustive testing and we’ve found no issues with the electronics,” Toyota’s Lentz said on a conference call with reporters Feb. 1. Toyota, as required by law, stopped selling eight vehicles recalled in the U.S. last week. The company said it will begin fixing accelerator pedals, which were supplied by Elkhart, Indiana-based CTS Corp. , this week, with some dealerships preparing to do repairs around the clock. The Transportation Department and its auto safety agency have been called to testify at two congressional hearings on the handling of the Toyota recalls. ‘Enormous Effort’ “While Toyota is taking responsible action now, it unfortunately took an enormous effort to get to this point,” Transportation Secretary Ray LaHood said yesterday in an e- mailed statement. The department is “continuing to review possible defects.” A House Oversight and Government Reform Committee panel will hold a hearing on the recalls on Feb. 10, followed by the House Energy and Commerce Committee on Feb. 25. Representative Bart Stupak , a Michigan Democrat who serves on both committees scheduled to question Toyota, said in a letter to Lentz that his public statements on Feb. 1 were “different than the representations” Toyota officials made to the Energy and Commerce Committee’s staff last week. Asked whether Toyota “could be certain that floor mat entrapment and sticking accelerator pedals fully explained” the causes of unintended acceleration, company officials said the “causes of unintended acceleration are ‘very, very hard to identify,” Stupak said in a letter today to Lentz. Toyota executives at the meeting also said sticking pedals are “unlikely to be responsible” for reports of drivers losing control as cars accelerated past 60 miles per hour, Stupak said in the letter. He asked Lentz to “clarify” the differing accounts. To contact the reporter on this story: Angela Greiling Keane in Washington at agreilingkea@bloomberg.net

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Toyota Will Send Pedal-Repair Kits to U.S. Dealers This Week After Recall

February 1, 2010

By Alan Ohnsman Feb. 1 (Bloomberg) — Toyota Motor Corp. is making “field remedy” kits to fix flawed accelerator pedals that caused a recall of 2.3 million U.S. vehicles and aims to deliver them to dealerships in the nation starting late this week. The company is making steel plates in Japan that will be used to fill a gap in the pedals and prevent the risk of sticking that triggered the recall, said John Hanson , a spokesman for Toyota’s U.S. unit. CTS Corp. , which made the original pedals, is delivering modified pedals to Toyota’s North American plants to help restart idled assembly lines, he said. “We have very high confidence in the durability of the field remedy, that it’s as good as the factory remedy,” Hanson said. “The kits are being produced in large quantities, and dealers may start getting them as early as Friday.” The automaker on Jan. 21 recalled 2.3 million U.S. vehicles for the pedal flaw, which may cause sudden acceleration. The action, coinciding with other sudden acceleration-related recalls of about 5.4 million vehicles, led to a halt of U.S. sales and North American production of eight models and prompted Congress to schedule hearings on the matter. The company’s U.S. sales and assembly suspension, announced Jan. 26, includes Toyota’s top-selling Camry and Corolla cars; Avalon sedans; Matrix hatchbacks; Highlander, RAV4 and Sequoia sport-utility vehicles; and Tundra pickups. Five assembly lines in the U.S. and Canada that make the models are to be shut this week. ‘Open 24 Hours’ Hanson said he couldn’t confirm whether Toyota arranged for a North American supplier to also produce the steel plates. Since Toyota dealers will get repair kits before customers receive recall notices by mail, they’ll proceed with the fix as owners of recalled models bring their vehicles in, Hanson said. “Some of our dealers have said they’ll stay open 24 hours a day, seven days a week to get this done,” he said. Pedal assemblies in models that were recalled have a gap that the steel plate is designed to fill, Hanson said. The new piece relieves friction that can develop in some pedals as a result of wear and tear and condensation, and allows the pedal to spring back without sticking, he said. Toyota last week said its North American plants were already receiving new accelerator pedals from CTS. In Europe, the carmaker will recall as many as 1.8 million of its autos, and PSA Peugeot Citroen will recall 90,000 vehicles made at a factory managed by Toyota. In China, Toyota will recall 75,600 vehicles. Media Blitz Jim Lentz , president of Toyota Motor Sales USA, was scheduled to make U.S. television appearances today, starting with NBC Universal’s “Today” show. He planned to speak on the morning news and talk program before holding a conference call at 11 a.m. New York time with other media organizations. Lentz may also appear on Bloomberg Television. The planned TV appearances would be the first for a U.S. audience. The automaker ran an informational advertisement in newspapers yesterday, and President Akio Toyoda made an apology last week in Davos, Switzerland. “I am deeply sorry that we’re giving cause for concern to customers,” Toyoda said in an unscheduled interview on Jan. 29 with Japan’s NHK television network in Davos, posted to U.S. broadcaster ABC News’ Web site . “We’re preparing to explain the facts to our customers as soon as we can so that we can remove that anxiety.” Toyota Caused ‘Anxiety’ Toyota has caused “anxiety” among drivers and investors as top management hasn’t been sufficiently forthcoming, Tatsuya Mizuno , director of Mizuno Credit Advisory, said before the U.S. television appearances were announced. “They have wasted too much time without doing anything,” Mizuno said. “Toyota used to be a company with foresight, always ready to take action, but now they have fallen very far behind the curve.” Toyoda’s 75-second remarks contrast with press conferences by Mitsubishi Motors Corp. and Panasonic Corp. where executives bowed deeply to express contrition for recalls. “It’s great that they are doing the ‘Today’ show this week, but last week would have been better,” said Rebecca Lindland , a forecaster at IHS Global Insight Inc. in Lexington, Massachusetts. House Hearings The House Energy and Commerce Committee will hold a hearing Feb. 25, in part to examine the response to reports of sudden acceleration by National Highway Traffic Safety Administration involving the company’s models. The House Committee on Oversight and Government Reform plans its own hearing on Feb. 10. The U.S. government didn’t balk at Toyota’s approach during a meeting last week, according to a Transportation Department official, who declined to be identified. The department’s NHTSA unit, which oversees recalls, doesn’t formally approve specific remedies, the official said. Toyota faces at least seven U.S. lawsuits by individual plaintiffs claiming deaths or injuries caused by sudden acceleration. Since November, consumers have also filed at least eight lawsuits seeking class-action status against the company. To contact the reporter on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net

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Toyota Dealers May Lose $2.47 Billion in Monthly Revenue as Sales Halted

January 29, 2010

By Mike Ramsey and Doron Levin Jan. 29 (Bloomberg) — U.S. dealers who sell Toyota Motor Corp. ’s namesake brand could lose as much as $2.47 billion in combined monthly revenue because of the halt of sales of eight models, including the popular Camry and Corolla sedans. The 1,234 Toyota brand dealers would miss out on $1.75 million to $2 million a month in revenue from new and used versions of the models that aren’t allowed to be sold, said John McEleney, the chairman of the National Automobile Dealers Association and owner of McEleney Toyota in Clinton, Iowa. “We’ve never really dealt with anything like this with any manufacturer,” said McEleney, who also owns a Chevrolet dealership in Clinton. Hyundai Motor Co. yesterday joined Ford Motor Co. and General Motors Co. in offering discounts to lure Toyota owners, while consumer Web site Edmunds.com said fewer shoppers are aiming to buy Toyotas. The company’s U.S. market share may fall to 14.7 percent in January, its lowest since March 2006. At the same time, dealers are preparing to replace accelerator pedals in 2.3 million recalled vehicles that have a part that may be defective. The pedal flaw also triggered recalls of models in Europe and China. Service Work Profit from that service work may blunt the damage from lost new and used car revenue, said dealers. Toyota remained the top-selling brand in the U.S. last year, while the parent company was again the world’s largest automaker. The estimated loss of revenue per dealership assumes the vehicles affected account for 56 percent of the new-car volume and 30 percent of the used-car sales at an average dealer with a transaction price of around $30,000, McEleney said. The loss of revenue from new cars would be $1.25 million to $1.5 million with the rest coming from lost used-car sales. “We’re still selling cars,” said Billy Rinker, general manager of Toyota of Santa Monica in California. Many customers are asking about the recall and focusing on the information in the media, he said. “We’ve been explaining to customers that it’s something happening in a small percent of high-mileage vehicles,” Rinker said. Warranty work can be highly profitable for franchised dealers, which typically bill at least $75 an hour for labor and could realize a gross profit of $100 to $150 for each accelerator that needs to be replaced, said Marc Cannon , spokesman for AutoNation Inc. , the nation’s biggest Toyota dealer with 25 franchises. ‘More Profitable’ “Once the fix gets announced it will be a positive for our business,” said Tony Pordon , a spokesman for Penske Automotive Group Inc., based in Bloomfield Hills, Michigan. “Parts and service work is much more profitable than selling vehicles, comprising almost half of gross profit.” PAG operates 17 Toyota dealerships in the U.S. Toyota has told dealers it will help to offset the interest expense on loans for vehicles in inventory that can’t be sold, McEleny said. As well as the Camry and Corolla, the vehicles that Toyota has prohibited selling include the Avalon, Highlander, Matrix, RAV4, Sequoia and Tundra. The eight models accounted for 106,012 sales in December and about $2.5 billion in revenue to dealers, according to data from vehicle research firm Edmunds.com. Sales Impact “It’s a little premature to guess or estimate the impact on sales at this point,” said Celeste Migliore , a spokeswoman for Toyota’s U.S. sales unit in Torrance, California. The company will discuss sales in detail on Feb. 2, when it releases figures for the entire month of January, she said. Rivals Honda Motor Co. and GM probably are gaining buyers as consumers shy away from Toyota brands, Edmunds.com said. The share of people intending to purchase a Toyota-brand model fell to 10 percent Jan. 27 from 13 percent a day earlier, while GM and Honda each rose 1 percentage point to 15 percent and 12 percent, according to Edmunds.com. The analysis is based on visits to the Edmunds.com Web site. To contact the reporter on this story: Mike Ramsey in Southfield, Michigan, at mramsey6@bloomberg.net ; Doron Levin in Southfield, Michigan, at dlevin5@bloomberg.net

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Toyota Falls as Quality Image May Be `Finished’ on Halt of Sales, Output

January 27, 2010

By Alan Ohnsman and Mike Ramsey Jan. 28 (Bloomberg) — Toyota Motor Corp. fell in Tokyo trading, headed for a fifth day of declines amid concerns that a widening vehicle recall and a U.S. sales halt for its top- selling models may have permanently tarnished its reputation. The shares dropped as much as 4.7 percent to 3,530 yen and traded at 3,555 yen as of 9:19 a.m. local time, bringing their decline to 15 percent since Jan. 21, when Toyota announced a recall of 2.3 million vehicles after finding a pedal flaw linked to unintended acceleration. Toyota’s “reputation for long-term quality is finished,” Maryann Keller , senior adviser at Casesa Shapiro Group LLC in New York, said yesterday in an interview. “People aren’t going to buy Toyotas, period. It doesn’t matter which model. What’s happened is sufficient to keep people out of the stores.” The company said yesterday it would expand a U.S. vehicle recall to Europe, a day after announcing it would suspend the sale and production of models that account for more than half its U.S. deliveries, including Camry and Corolla cars. Losing its reputation for quality would undercut a decades-long campaign to promote reliability and safety that helped Toyota become the world’s largest carmaker and No. 2 in U.S. sales. “We don’t know how long the sales halt will last, which makes the stock unattractive,” said Hiroichi Nishi , an equities manager at Nikko Cordial Securities Inc. in Tokyo. Toyota’s American depositary receipts fell the most in more than a year yesterday, and General Motors Co. added incentives to woo owners of the U.S. autos being recalled to fix the pedal flaw. ‘Severe Ramifications’ U.S. sales of eight models are being suspended after last week’s recall, and five North American plants are being idled, Toyota said Jan. 26. That followed a 4.3 million-unit recall in 2009 for a related problem tied to floor mats. “This is going to have severe ramifications for Toyota,” said John Wolkonowicz , an analyst at IHS Global Insight in Lexington, Massachusetts. “The Teflon seems to have evaporated.” Two Toyota recalls in three months compounded concern that quality may have slipped after a decade of North American expansion. The company’s 1,460 U.S. Toyota and Lexus dealers and hundreds of North American suppliers are awaiting word that engineers have found a solution for the pedal defect. While Toyota City, Japan-based Toyota is aware that its reputation for quality may be endangered, “this is a customer safety issue,” said Irv Miller , U.S. group vice president for corporate communications. Weekly Fallout Miller said he wasn’t aware whether the decision to halt production was made by President Akio Toyoda . “He is certainly aware of the issue,” Miller said. Along with Camry and Corolla, Toyota’s recall covers the Avalon sedan and Matrix hatchback; RAV4, Highlander and Sequoia SUVs; and Tundra pickups. Also included is the Pontiac Vibe, a version of the Matrix built at a joint Toyota-GM plant until last year. Global Insight estimated that Toyota would lose 20,000 vehicle sales a week as long as it ceases selling and producing the eight models. U.S. sales of the affected Toyota vehicles totaled 998,744 in 2009, according to researcher Autodata Corp. of Woodcliff Lake, New Jersey. Wolkonowicz said the models accounted for 70 percent of Toyota brand sales and about 56 percent of overall U.S. sales when Lexus is included. ‘Short-Term’ Sales Stopping sales of some models will cut Toyota’s offerings as U.S. consumers begin returning to dealer lots after last year’s slump. Toyota posted a 32 percent gain in December U.S. deliveries, topping the industry’s 15 percent increase, and will report January totals on Feb. 2. On Feb. 4, Toyota will release earnings for its fiscal third quarter ended Dec. 31. Wolkonowicz, the Global Insight analyst, said the fallout for Toyota may not end soon. The U.S. was Toyota’s largest market through 2007, contributing half or more of global operating income. Toyota trails only GM in U.S. sales and surpassed the Detroit-based automaker’s global total in 2008. “This is the biggest crisis in the auto industry since the bankruptcies of GM and Chrysler,” he said. “Toyota is not going to be able to contain this problem in a short period of time. It’s going to drag on and linger, unlike the bankruptcies of GM and Chrysler last summer.” Toyota Probe The automaker retained the top spot in June in J.D. Power & Associates’ survey of initial quality and topped Consumer Reports magazine’s annual survey of automotive brand perceptions this month. Still, Toyoda already was under pressure to improve quality since he took the helm in June, and the latest setbacks probably will add to the strain as competitors including South Korea’s Hyundai Motor Co. narrow Toyota’s lead. Toyota continues to investigate the pedal-related flaw reported last week and doesn’t yet have figures on any related accidents, injuries or fatalities, said Brian Lyons , a spokesman. The company is aware of at least five deaths related to the floor mat-related recall from November, he said. Last week’s recall involved a potential flaw in pedal parts made by CTS Corp. that could, “in rare instances, mechanically stick in a depressed position or return slowly to the idle position,” according to Toyota. Toyota said in a statement late yesterday that pedals using a revised design “are now in full production at CTS to support Toyota’s needs.” The company is also working with CTS to test modifications to existing pedals that will be available “as quickly as possible.” Consumer Response Toyota accounts for about 3 percent of annual sales at Elkhart, Indiana-based CTS, according to the company. Vehicles with pedal parts from Toyota-affiliated Denso Corp. weren’t included in last week’s recall. “This is a very rare occurrence, incidents of sudden acceleration, but because Toyota’s had made multiple actions related to it, the perceived image is they don’t have a handle on it,” said Jake Fisher , senior auto engineer for Consumer Reports. “They’ve been trying to be proactive, but that’s probably not what consumers will draw from this.” Bill Visnic, senior editor at consumer researcher Edmunds.com, said shoppers may not differentiate between the Toyota autos on the recall list with those still available on showroom floors. “It’s definitely going to put a damper on the entire atmosphere around a dealership,” he said. “This is a real test of the strength of the brand.” ‘Perfect as Possible’ At Santa Monica Toyota in suburban Los Angeles, General Manager Billy Rinker said he received about 15 customer calls early yesterday about the recall. “I don’t think they lost” the reputation for quality, Rinker said of Toyota. “Toyota wants to be as perfect as possible, so they are fixing it.” News of the recalls was “scary,” said Prius owner Caroline Schkolnick, 51, of Beverly Hills, California, who was having her car serviced in Santa Monica. She reported no problems with her hybrid, which was covered by the November floor-mat recall, and said she isn’t worried about the pedals. “There were mistakes and I respect them for fixing them,” Schkolnick said. Toyota may be “overreacting” in suspending sales and production, said Mickey Anderson, president of Performance Auto Group in Omaha, Nebraska, which owns three Toyota stores and two Lexus outlets. “Probably, that’s the right thing to do,” Anderson said. “While this will be a burden for Toyota and the dealers, it is absolutely the most proactive way to take care of the customers.” To contact the reporters on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net ; Mike Ramsey in Southfield, Michigan, at mramsey6@bloomberg.net

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Toyota’s Reputation for Quality Is `Finished’ as Sales, Production Halted

January 27, 2010

By Alan Ohnsman and Mike Ramsey Jan. 27 (Bloomberg) — Toyota Motor Corp. ’s image as the highest-quality automaker may have been permanently tarnished after an accelerator-pedal defect halted sales of the models that account for more than half its U.S. deliveries. Toyota’s “reputation for long-term quality is finished,” Maryann Keller , senior adviser at Casesa Shapiro Group LLC in New York, said today in an interview. “People aren’t going to buy Toyotas, period. It doesn’t matter which model. What’s happened is sufficient to keep people out of the stores.” Losing that aura would undercut a decades-long campaign to promote its vehicles as safe and reliable, an effort that propelled Toyota to No. 2 in U.S. sales behind General Motors Co. and helped the Japanese company wrest the title of the world’s largest automaker from GM in 2008. Toyota’s American depositary receipts fell the most in more than a year, and GM added incentives to woo owners of the 2.3 million U.S. autos including the top-selling Camry and Corolla being recalled to fix a flaw blamed for sudden acceleration. Late today, Toyota extended the recall to Europe. U.S. sales of eight models are being suspended after last week’s recall, and five North American plants are being idled, Toyota said yesterday. That followed a 4.3 million-unit recall in 2009 for a related problem tied to floor mats. Those moves compounded concern that quality may have slipped after a decade of North American expansion. The company’s 1,460 U.S. Toyota and Lexus dealers and hundreds of North American suppliers are awaiting word that engineers have found a solution for the pedal defect. ‘Biggest Crisis’ “This is the biggest crisis in the auto industry since the bankruptcies of GM and Chrysler,” said John Wolkonowicz , an analyst at IHS Global Insight in Lexington, Massachusetts. “Toyota is not going to be able to contain this problem in a short period of time. It’s going to drag on and linger, unlike the bankruptcies of GM and Chrysler last summer.” While Toyota City, Japan-based Toyota is aware that its reputation for quality may be endangered, “this is a customer safety issue,” said Irv Miller , U.S. group vice president for corporate communications. Miller said he wasn’t aware whether the decision to halt production was made by President Akio Toyoda . “He is certainly aware of the issue,” Miller said. ADRs Fall Toyota’s American depositary receipts fell $7.01, or 8.1 percent, to $79.77 at 4:15 p.m. in New York Stock Exchange composite trading for the biggest decline since Nov. 6, 2008. Along with Camry and Corolla, Toyota’s recall covers the Avalon sedan and Matrix hatchback; RAV4, Highlander and Sequoia SUVs; and Tundra pickups. Also included is the Pontiac Vibe, a version of the Matrix built at a joint Toyota-GM plant until last year. Global Insight estimated that Toyota would lose 20,000 vehicle sales a week as long as it ceases selling and producing the eight models. U.S. sales of the affected Toyota vehicles totaled 998,744 in 2009, according to researcher Autodata Corp. of Woodcliff Lake, New Jersey. Global Insight’s Wolkonowicz said the models accounted for 70 percent of Toyota brand sales and about 56 percent of overall U.S. sales when Lexus is included. Quality Heritage The automaker retained the top spot in June in J.D. Power & Associates’ survey of initial quality and topped Consumer Reports’ magazine’s annual survey of automotive brand perceptions this month. Still, Toyoda already was under pressure to improve quality since he took the helm in June, and the latest setbacks probably will add to the strain as competitors including South Korea’s Hyundai Motor Co. narrow Toyota’s lead. Toyota continues to investigate the pedal-related flaw reported last week and doesn’t yet have figures on any related accidents, injuries or fatalities, said Brian Lyons , a spokesman. The company is aware of at least five deaths related to the floor mat-related recall from November, he said. Last week’s recall involved a potential flaw in pedal parts made by CTS Corp. that could, “in rare instances, mechanically stick in a depressed position or return slowly to the idle position,” according to Toyota. “We at CTS have no knowledge of any incidents, accidents or injuries that have resulted from this,” said Mitch Walorski , a spokesman for the Elkhart, Indiana-based company. He said there were eight warranty claims related to sticky pedals among millions of vehicles equipped with the part since 2005. Partsmaker’s View “We are working with their engineers and are actively working to support Toyota,” Walorski said in an interview. Toyota makes up about 3 percent of CTS’s annual sales, he said. Vehicles with pedal parts from Toyota-affiliated Denso Corp. weren’t included in last week’s recall. “This is a very rare occurrence, incidents of sudden acceleration, but because Toyota’s had made multiple actions related to it, the perceived image is they don’t have a handle on it,” said Jake Fisher , senior auto engineer for Consumer Reports. “They’ve been trying to be proactive, but that’s probably not what consumers will draw from this.” Bill Visnic, senior editor at consumer researcher Edmunds.com, said shoppers may not differentiate between the Toyota autos on the recall list with those still available on showroom floors. “It’s definitely going to put a damper on the entire atmosphere around a dealership,” he said. “This is a real test of the strength of the brand.” ‘Perfect as Possible’ At Santa Monica Toyota in suburban Los Angeles, General Manager Billy Rinker said he received about 15 customer calls early today about the recall. “We’re still selling cars,” he said, reporting that the dealership had made one sale by 10:30 a.m., against a usual daily tally of about 10 transactions. “I don’t think they lost” the reputation for quality, Rinker said of Toyota. “Toyota wants to be as perfect as possible so they are fixing it.” Toyota may be “overreacting” in suspending sales and production, said Mickey Anderson, president of Performance Auto Group in Omaha, Nebraska, which owns three Toyota stores and two Lexus outlets. “Probably, that’s the right thing to do,” Anderson said. “While this will be a burden for Toyota and the dealers, it is absolutely the most proactive way to take care of the customers.” To contact the reporters on this story: Alan Ohnsman in Los Angeles at aohnsman@bloomberg.net ; Mike Ramsey in Southfield, Michigan, at mramsey6@bloomberg.net

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BMW’s 7-Series Sedan With Six-Cylinder Engine Points to Mileage Over Macho

January 15, 2010

By Mike Ramsey and Doron Levin Jan. 15 (Bloomberg) — Bayerische Motoren Werke AG will sell a 7-series sedan in the U.S. with a six-cylinder engine for the first time in 18 years as the industry’s push for better fuel economy reaches the top end of the luxury category. Four-cylinder engines also will return in smaller models after a hiatus dating to 1999, Munich-based BMW said this week at the North American International Auto Show in Detroit. The shift is a response to the Obama administration’s 2009 mileage rules. For BMW, the world’s largest maker of luxury autos, the challenge in the 7-Series is convincing buyers that turbocharged six-cylinder engines will be close enough to V-8 performance to justify prices exceeding $70,000. “Downsizing the engines with boosting is what has to happen,” said Aaron Bragman , an analyst at IHS Global Insight Inc. in Troy, Michigan. “This is more about regulation than customers’ desire for fuel efficiency.” General Motors Co. and Hyundai Motor Co. also used the auto show to display new mid-sized cars with only four-cylinder engines to help meet the new mileage standards, which call for having average fuel economy of 35.5 miles per gallon by 2016. Keeping Horsepower Turbochargers, better transmissions and fuel-injection technology will help automakers maintain horsepower, said Chris Meagher, the chief engineer for Detroit-based GM’s Ecotec four- cylinder engines. BMW’s cars and light trucks averaged 27.5 mpg and 23.1 mpg in 2009, according to the National Highway Traffic Safety Administration . “We have heard customers asking for a wider range of options to balance individual demands and concerns for increased efficiency and lower CO2, and if they were going to stay with BMW they want the same performance they always expected,” said Jim O’Donnell , chief executive officer of BMW U.S. Holding Corp., which is based in Woodcliff Lake, New Jersey. Competitors for the 7-Series such as the A8 from Volkswagen AG ’s Audi and the S-Class from Daimler AG’s Mercedes-Benz don’t have gasoline-only six-cylinder options. Daimler sells a six- cylinder S-Class hybrid, according to the Mercedes-Benz Web site. BMW’s new 740i , which will start at $71,025 when it reaches dealers this year, will put out 315 horsepower with the aid of twin turbochargers, according to the company. That’s 44 percent more than the last six-cylinder 7-Series, a 735i sold in 1992. Top of Line The 7-Series is BMW’s top-of-the-line model in the U.S., according to the automaker’s Web site. The car will still be offered with V-8 and V-12 engines, BMW said. While the new 740i hasn’t been rated by the Environmental Protection Agency , its fuel economy will be more than a 10 percent improvement over the V-8 750i, which gets 22 mpg, according to BMW. BMW’s last four-cylinder U.S. car was a 3-Series in 1999. The smaller engine will return in new vehicles debuting in the next three years, Tom Kowaleski , a spokesman, said yesterday, while declining to specify the models. Acceptance of four-cylinder engines is growing. In 2009, 62 percent of all cars built for the U.S. market had such an engine, the highest share on record, according to researcher Paul Zajac at Ward’s Automotive Group in Southfield, Michigan. A new four-cylinder Sonata, Hyundai’s highest-volume U.S. model, went on display this week at the Detroit auto show. In its base configuration, it will turn out 198 horsepower and get 35 mpg on the highway, according to the Seoul-based company. The car arrives in showrooms next month. Hyundai, GM “The best way to cost-effectively improve our industry’s fuel economy right now isn’t through hybridization,” said Chris Hosford , a Hyundai spokesman. “It’s through the rapid introduction of four-cylinder engines.” GM’s Buick Regal , a new sedan due to go on sale this year, will only be offered with four-cylinder engines. A version with a turbocharged 2-liter engine will produce 220 horsepower, topping the 205 horsepower from the 5.7-liter V-8 in GM’s 1984 Chevrolet Corvette sports car, according to the company . “In the mid-sized segment, fuel economy is a key driver of consideration,” said Craig Bierley, product marketing director for Buick. “Being able to deliver a four-cylinder that could give very, very acceptable performance is important for us.” To contact the reporters on this story: Mike Ramsey in Detroit mramsey6@bloomberg.net ; Doron Levin in Detroit at dlevin5@bloomberg.net

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Fiat, VW Accelerate Overseas Push to Combat European Car Glut

January 13, 2010

By Chris Reiter and Andreas Cremer Jan. 13 (Bloomberg) — An auto glut in Europe is forcing Volkswagen AG , Fiat SpA and PSA Peugeot Citroen to accelerate overseas expansion to make up for declining prospects at home. Excess production capacity in the European Union amounts to 6.5 million vehicles, according to Calum MacRae, an analyst at PricewaterhouseCoopers. Western Europe deliveries reached about 15 million last year, so that’s a surplus equal to almost half the market. GM Europe President Nick Reilly says sales may slump this year by at least 1.6 million vehicles. “I don’t think it’s going to be a good year,” Reilly said yesterday at the Detroit auto show. Sales in western Europe probably will remain “below levels of 2008 for three years.” GM’s Opel division is considering expanding beyond Europe, Reilly said. Volkswagen, the European leader, is building its first factory in the U.S. in more than two decades and agreed last month to spend about $2.5 billion for a stake in Japan’s Suzuki Motor Corp. to gain a stronghold in India. Peugeot, Europe’s No. 2, is weighing a tie-up with Toyko-based Mitsubishi Motors Corp., while Fiat is developing cars with Chrysler. “Europe appears to be a fairly saturated market,” Christian Klingler , Volkswagen’s sales chief, said in an interview at the Detroit show. “The more dynamic growth forces are unfolding in other parts of the world, for instance China, Brazil or India.” European Contraction Deliveries in Europe will probably decline by 1.4 million vehicles this year as government sales incentives end, according to IHS Global Insight. That 8.5 percent slump may contrast with 2 percent global growth, the research firm forecasts. “The European sector’s dependence on scrappage schemes during 2009 has preserved an abundance of capacity,” MacRae of PwC said in a research report this week. Countries such as Germany, France and the U.K. offered payments for consumers to turn in old cars and buy new models. Wolfsburg, Germany-based VW’s share of revenue generated in western Europe will likely decline to 41 percent in 2011 from 50 percent in 2007, according to a Jan. 11 research report by Credit Suisse. VW, which wants to overtake Toyota Motor Co. as the world’s biggest carmaker by 2018, needs to address the withdrawal of incentives because the three most-favored cars under the German program were Volkswagen group vehicles, Credit Suisse analysts led by Arndt Ellinghorst said. VW’s earnings before interest and taxes “remains overwhelmingly exposed to EU markets,” he said. Volkswagen Results Volkswagen sold 6.29 million cars and sport-utility vehicles worldwide last year, an increase of 1.1 percent from 2008. Declining European deliveries were offset by a 37 percent surge in China to 1.4 million vehicles. The German carmaker predicts slight expansion in the U.S. this year, with any growth in global automotive sales led by China and Brazil, Klingler said. Europe’s market may shrink by 1 million vehicles or more, he said. In India, VW plans to double the number of workers at a new factory to 2,500 by the end of this year. It also aims to expand the distribution network in Asia’s fourth-largest market to 120 dealers by 2012 from 14 in 2008. “The crisis is the catalyst,” said Mike Tyndall , an automotive analyst at Nomura Securities in London. Daimler AG and Bayerische Motoren Werke AG, the world’s top luxury-car makers, say deliveries in Germany, where each gets about one-fifth of revenue, may slump to the worst level since reunification in 1990. They’re relying on a U.S. recovery and China’s expanding market to drive 2010 sales gains. U.S. Output BMW is investing $1 billion to expand a plant in South Carolina, and Daimler plans to shift some production of the Mercedes-Benz C-Class from Germany to Alabama. Industrywide deliveries in Europe fell 2.8 percent to 13.4 million vehicles through November. The region’s carmakers association will release full-year figures on Jan. 15. The outlook in the U.S. is better, partly because of dramatic changes made in recent years, MacRae said, as GM and Chrysler Group LLC emerged from bankruptcy with government assistance, trimming jobs, closing weak brands and reducing benefits. “Dramatic industry restructuring throughout every level of the value chain has delivered most surviving entities to a leaner and more agile state,” MacRae said. Carmakers are encountering obstacles to trimming the fat in Europe, where loans and government pressure to protect jobs have kept the industry from closing unneeded plants. Job Protection Renault SA’s tentative plan to build a Clio subcompact in Turkey incurred the wrath of the French government, which owns 15 percent of the carmaker and granted it 3 billion euros ($4.4 billion) in loans last year. Industry Minister Christian Estrosi has demanded that Renault ditch the idea. While Fiat CEO Sergio Marchionne was able to announce the closure of a plant in Sicily last month, government acquiescence came at the price of a commitment to increase output in mainland Italy rather than transfer it to low-wage economies. Peugeot, which predicts a decline of close to 8 percent in the European car market in 2010, is in talks with Mitsubishi on cooperation and may take a stake in its Japanese partner. The French company gets more than three-fourths of its revenue from western Europe. Peugeot deliveries fell 2.2 percent in 2009 to 3.19 million vehicles, though Chinese sales surged 52 percent. Domestic rival Renault has revived plans to add production in India, where it intends to introduce a car priced at less than $3,000, followed by other models. “Compared to the crisis year 2009, investments will certainly rise, because carmakers can’t hold such a low level if they want to remain competitive,” said Georg Stuerzer , an analyst at UniCredit Bank AG in Munich. China is the best answer, said Rupert Stadler , CEO of VW’s Audi division. “The real growth in world car markets is being achieved outside Europe.” To contact the reporters on this story: Andreas Cremer in Detroit via acremer@bloomberg.net ; Chris Reiter in Detroit via creiter2@bloomberg.net .

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