Posts Tagged ‘ Siemens ’

Myths and Realities of Regulatory Uncertainty

Thursday, August 12th, 2010
Scott Thomasson



Scott Thomasson is the economic and domestic policy director for the Progressive Policy Institute. Follow @st_ppi

by Scott Thomasson

Ezra Klein joined others this week in mocking the “uncertainty” rhetoric that Republicans and some business leaders have been parroting to argue for lower taxes and lighter regulation.  As Stan Collander, Brad DeLong, and Ezra himself have all done an excellent job of arguing, there is plenty of reason for ridicule.  Most of the talk about businesses being paralyzed by uncertainty over taxes and regulations is little more than politically-driven spin.

The problem I have with Ezra’s post this week is that he chose the wrong example to pick on.  He points to Derek Thompson’s  interview with Eric Spiegel, CEO of Siemens USA, who complains about the uncertainty his company faces in the wake of the failure to pass an energy bill in Congress.  Thompson and Klein both equate this position with the less policy-specific confusion and outrage Republicans are attributing to the business community at large.   Thompson sums it up with this broad conclusion:

It’s another piece of evidence that “government should remove uncertainty” is a euphemism for “government should enact the laws that make me profitable.” For some companies, “make me profitable” might mean simply slashing taxes on income and capital gains, cutting public spending and getting out of the way. For other companies like Siemens, it means government getting in the way. It means putting a new tax on carbon, giving tax money to companies building wind blades, and adding new regulations for renewables.

In this case, there is more to it than that.  The kind of uncertainty problems that Spiegel describes are actually legitimate, at least in part.  The energy industry has been holding its breath for years waiting for the EPA and Congress to decide what they are going to do about regulating carbon emissions.  With the energy bill now faded into legislative limbo, it looks like the industry will not get the resolution it needs anytime soon, which means billions of dollars worth of investment will be trapped in limbo as well.  The uncertainty is so real that several people in the industry have privately told me that they almost don’t care what Congress chooses to do with carbon pricing, as long as it does something, so they can stop waiting and start building.   Or as another energy CEO put it recently, “There’s a lot of capital sitting on the sidelines just waiting for more regulatory clarity.”

It’s worth differentiating the energy industry’s need for long-term clarity in climate policy from the standard fear and loathing Republicans are promoting.  Here’s why.  A lot of the decisions energy companies need to make are binary choices that change dramatically depending on the policy assumptions: whether a new plant should be coal or natural gas, whether a new wind farm is viable without tax incentives, whether a new nuclear plant could be approved and running within ten years.  It’s hard to make economically rational decisions when the outcomes are so dependent on unresolved political questions.  This is fundamentally different from arguments that companies are afraid to hire new workers this quarter due to taxes or health care regulations.

There is no shortage of unsupportable statements about uncertainty that belong to the realm of political fiction.  Rep. Boehner’s latest call for a moratorium on new regulations certainly qualifies, blaming the “uncertainty that’s being created by the Democrats’ agenda” for leaving every employer and investor in America “frozen” with fear.   That kind of rhetoric is obviously exaggerated, and it should either be refuted or ignored altogether.

However, we should not allow Republicans crying wolf to drown out the voices that have legitimate gripes about regulatory uncertainties that Congress needs to address.  And we should be careful not to confuse the two for each other when we hear them pleading their case.

China’s Switch from Importer to Exporter of Fast Trains Holds Lessons for U.S.

Friday, July 16th, 2010
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

In the world of high-speed rail, imitation can be an appealing form of flattery. While the Obama administration is literally tying the railway supply industry in knots by insisting on trainsets built solely of U.S. content, China opened its arms to foreign train manufacturers during the early stages of its high-speed rail program.

Now within the space of six years, China has become the fastest-growing exporter of rail equipment in the world. On Wednesday, Argentina signed a $12 billion deal to purchase locomotives, cars and infrastructure from state-owned Chinese railways. This triumph follows the country’s success in exporting its technology to Saudi Arabia, Turkey and Venezuela.

China’s ability to create a booming rail sector is a case study of how to leapfrog over established builders and stimulate domestic employment at the same time.

In 2004, China sealed a contract with a consortium led by Kawasaki Heavy Industries to build “bullet trains.” Local equipment makers soon mastered the know-how for their manufacture and licensed other design features from companies in Canada, France, Germany and Sweden.

Today, China operates the world’s fastest trains, with about 15 percent of the parts coming from overseas.

Cutting a Deal in California

On the global stage, China was a non-factor in high-speed-rail (HSR) manufacturing until about 20 months ago when it started bidding on projects overseas. With its cheap cost basis, China quickly made inroads against Siemens of Germany and Alstom of France – together with its former partner, Kawasaki, which reportedly could not imagine that the catch-up would be so fast.

The Chinese government recently signed a preliminary agreement to cooperate with California to help finance and build a HSR line between San Diego and Sacramento. China’s rail ministry has a framework agreement to license its technology to General Electric.

GE describes the agreement as requiring at least 80 percent of the components to come from American suppliers and final assembly in the U.S. GE itself would supply 200-mph electric locomotives using technology licensed from China.

Gov. Arnold Schwarzenegger is scheduled to lead a trade mission to Beijing in September to discuss China’s offer.

Insisting on All-American Content

The example of China provides an alternative model to the “do-it-yourself” approach of the Obama administration. Propelled by a desire to create jobs quickly, the administration says it will only fund rail projects where all manufactured parts – plus the underlining iron and steel – are produced in the U.S.

The 100-percent American rule was contained in Congressional legislation that authorized the spending of $8 billion in stimulus funds for HSR. The administration has told suppliers that it does not plan to use the law’s waiver to exempt some components, even though subway and light-rail trainsets funded with federal money may use up to 30 percent non-U.S. content.

America’s supremacy in railway carbuilding has long past. The last builder, Pullman-Standard Co., went out of business 25 years ago. A century before, George Pullman built the largest passenger railcar business in the world through his innovative Pullman sleeping car.

Without any current base to produce such equipment domestically, attempts to build a homegrown business are fraught with problems, according to many experts.

Last month, the Government Accountability Office (GAO) noted that it could take as many as nine years to build high-speed trainsets domestically. This included up to 21 months for testing the equipment and 42 months for production.

Easing Safety Rules

Complicating the situation are rules established by the Federal Railroad Administration that bar foreign trainsets on American rails because they do not meet the agency’s safety standards.

FRA requires massive amounts of steel in passenger cars so they can withstand a crash with a freight train on shared track. Foreign standards focus more on crash avoidance rather than crash survival, the GAO pointed out, making for lighter trains that nevertheless have stellar safety records.

The agency has shown some relaxation of its heavy-metal mindset by allowing California to operate European-style trains on a dedicated passenger line being planned between San Francisco and San Jose.

Opening the door to foreign suppliers of cars and locomotives, at least until American companies can digest the technology required for their manufacture, could speed up rail service and potentially re-position the U.S. in markets once ruled by George Pullman.

Photo credit: jiadoldol

China’s Great Leap Forward on High-Speed Rail

Friday, April 9th, 2010
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

If we are going to create a new mode of intercity transportation that gets Americans out of their cars — that reduces our dependence on oil from unstable or hostile countries and cuts greenhouse gas emissions -– we have to start thinking creatively.

Like the Chinese. Ten years ago, China still operated steam locomotives on a second-rate rail network. After years of highway building, the government realized that its fast-growing economy and isolated interior provinces could be better served by improved train service.

Before embarking on a rail-building program in 2000, however, China’s leaders made a crucial decision. They mandated state-of-the-art standards for constructing, equipping and operating the new lines. In other words, they would accept only the best technology the world had to offer.

The Ministry of Railways called upon international firms, such as Netherlands’ Arcadis Infra, France’s Alstom and Germany’s Siemens, to enter into joint ventures with Chinese companies to build the bridges, tunnels, track, signaling, cars and locomotives needed for the new railways.

Within a short time span, China developed leapfrog technology. This was vividly demonstrated four months ago when the country opened the world’s fastest rail line. The new service between Wuhan and Guangzhou operates at a 245-mph maximum and a 204-mph average. The trains have cut the 600-mile journey between central China and the southeast coast from 10 hours to three.

The country is on schedule to open in 2012 the centerpiece of its national system, a line between Beijing and Shanghai that will reduce the trip time to four hours from 10 hours today.

New York to Chicago is a similar distance. What would it be like to leave Manhattan on a smooth, comfortable bullet train in the morning and get to the Loop in time for lunch? That journey now takes 18 hours on Amtrak, the antithesis of high speed.

And talk about a project that generates jobs — more than 100,000 people are working on the Beijing-Shanghai line.

The U.S. desperately needs a similar success, the sooner, the better. Once Americans experience the convenience and safety of fast trains, they will demand more and, importantly, will be willing to make the large investments needed to create an efficient intercity network.

For months now, critics have assailed plans in California to link Los Angeles and San Francisco with 220-mph trains as too grandiose and pricey. But guess what? The Chinese government has just signed a cooperation agreement with the California High Speed Rail Authority. Gov. Arnold Schwarzenegger is expected to travel Beijing for talks with rail ministry officials to hammer out a deal.

The Chinese have expressed interest not only in selling equipment for the new railway, but to help finance the line’s construction by diverting some of China’s vast reserves of U.S. dollars into direct infrastructure investment.

This comes on the heels of a reported Chinese offer to invest $7 billion in a bid by a private group to build a 185-mile high-speed railway along Interstate-15 from Las Vegas, Nevada, to Victorville, Calif.

By insisting on the highest standards, China overcame years of inertia and pivoted itself to the forefront of a 21st-century transportation revolution.

Maybe the Chinese model — backed by Chinese capital — will help America overcome the technological timidity that now leaves us with Amtrak and the still-unfulfilled dreams of something better.

Photo credit: http://www.flickr.com/photos/henrie