March 10, 2018

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Remembering The Impact Of Bush's Short-Lived Steel Tariffs

President Trump isn’t the first to impose steel tariffs in the U.S. NPR’s Michel Martin talks to Trans-Matic Manufacturing President PJ Thompson about how his company adapted to steel tariffs in 2002.

MICHEL MARTIN, HOST:

We’re going to start the program today looking at a couple of the president’s moves this week that upended past policies and shocked even allies and supporters. On Thursday, he signed orders to impose steep new tariffs on imported steel and aluminum, that against the objection of many members of his own party. And in the same day, the president said he had accepted an invitation to meet face-to-face with North Korean leader Kim Jong Un. We’ll look at both of these in turn. And we’re going to start with the tariffs.

Now, this was something President Trump promoted during his campaign, but the steel came as a shock to some allies, the financial markets and even some supporters. Normally a decision like this comes after a long period of negotiation and consultation. So in the absence of that, we’ve been canvassing people who are directly connected to those industries to get their perspectives. We were reminded that President George W. Bush imposed tariffs on steel in 2002, which he then rolled back a year later. We were looking for people who remember the impact of that decision, and we found P.J. Thompson. He is the president and second-generation owner of Trans-Matic Manufacturing. That’s a metal stamping company out of Holland, Mich. We reached him at the Precision Metalforming Association’s annual conference in Tucson, Ariz.

P.J. Thompson, thanks so much for stepping out of the conference to talk to us for a couple minutes.

P.J. THOMPSON: Thanks for having me.

MARTIN: So I have to ask you, speaking from this conference where there are steel manufacturers represented, there are people who buy steel represented, what’s the mood there?

THOMPSON: Well, there’s a lot of uncertainty, really, across the industry right now. My company and many like kind companies, we’re consumers of steel. We purchase steel. We use steel as a raw material in our component parts that we produce, and then we, in turn, we sell those into markets like automotive, other durable goods products and so on. So there’s a lot of concern right now that our primary input to our production process, that being steel, is suddenly going to spike up. I would say that our concerns are not just the increase in price but also the uncertainty about availability of supply.

MARTIN: For people who are unfamiliar with what your company does with metal stamp, would you just describe what your company produces…

THOMPSON: Sure.

MARTIN: …And how the price affects your bottom line?

THOMPSON: Yeah. Yeah, we make component parts that are custom to our customers’ end needs. So, like, if a company is making an automotive system product like an anti-lock brake, we can make the steel sleeves that might go into the control unit. Or if they’re making oxygen sensors, we can make the sensor housings. Anything that requires an engineered form component part is what we make.

MARTIN: So as we mentioned earlier, there was a recent experience with steel tariffs, which was in 2002. Do you remember that time? What happened then?

THOMPSON: That was really one of the first times that many of us experienced something, like, you know, tariffs put on a product like steel that explicitly. And back then many companies like Trans-Matic did in fact experience fairly dramatic increases in the cost of material. That went, you know, both ways – some good, some bad. It also enabled us to present price increases to our customers for a very explicit reason, and we were in an environment where price increases were unheard of. But the negative part is the fact that many of the consumers, a company like Trans-Matic, there’s kind of an asymmetrical relationship between us, the companies that we buy steel from and the companies we sell our parts to. You know, we’re a small, mid-market-sized company. Oftentimes, we don’t have the negotiating power on either end to protect ourselves.

MARTIN: Do you remember any of the details during the course of that year when those tariffs were imposed?

THOMPSON: Sure. Like, our company, we were fortunate in that we were able to capture a large amount of these sudden price increases through increases in prices to our customers. Some companies were not so lucky, either because they didn’t have the leverage with their customer, meaning their customer could simply say, no, I will not accept that price increase and or I’ll just get my part from another supplier. There were also companies who, unfortunately, thought that they could just absorb these cost increases and somehow everything would work out OK. It doesn’t work out OK. When a manufacturer has one of their input costs increase like that, it has to be borne eventually by whoever’s going to be consuming the product, and that would be the customer. And what we foresee, you know, a very real possibility, is that the consumers in the United States will bear a lot of the price of these tariffs.

MARTIN: That’s P.J. Thompson. He’s the president and second-generation owner of Trans-Matic Manufacturing. That’s a company based in Holland, Mich. And, as we mentioned, he was nice enough to step out from the Precision Metalforming Association’s annual conference in Tucson, Ariz.

Mr. Thompson, thanks so much for talking to us.

THOMPSON: Thank you for having me.

Copyright © 2018 NPR. All rights reserved. Visit our website terms of use and permissions pages at www.npr.org for further information.

NPR transcripts are created on a rush deadline by Verb8tm, Inc., an NPR contractor, and produced using a proprietary transcription process developed with NPR. This text may not be in its final form and may be updated or revised in the future. Accuracy and availability may vary. The authoritative record of NPR’s programming is the audio record.

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Medical Cargo Could Be The Gateway For Routine Drone Deliveries

The HQ-40 drone, made by Tuscon, Ariz.-based Latitude Engineering, can carry samples for medical testing in a refrigerated container.

Johns Hopkins School of Medicine

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Johns Hopkins School of Medicine

One shred of solace that surfaced as hurricanes and tropical storms pummeled Texas, Florida and Puerto Rico last fall was the opportunity to see drones realize some of their life-saving potential.

During those disasters unmanned aircraft surveyed wrecked roads, bridges and rail lines. They spotted oil and gas leaks. They inspected damaged cell towers that had left thousands unable to call for help. “Drones became a literal lifeline,” former Federal Aviation Administration chief Michael Huerta told the agency’s drone advisory committee in November.

The drones used needed a special exemption from a set of FAA rules, known as Part 107, that normally require small drones to fly below 400 feet, stay within the operator’s visual line of sight and avoid populated areas.

These regulations make it hard for commercial drones to operate in the United States. But last October the Department of Transportation took a big step: It invited state and local governments to partner with universities and companies on tests to speed the integration of drones into the national airspace. The FAA is reviewing 149 proposals and plans to choose five to 10 by mid-May.

The proposals cover a wide range of applications. Many of them are health-related. “I am confident that one-half or more of all the applicants have put some element of medical support in their proposal,” says John Walker, a Lancaster, Penn.-based aerospace consultant who spent 32 years at the FAA before co-founding the Padina Group, Inc in 2006.

Walker believes early public acceptance of drone delivery networks in urban areas will revolve around hospitals. And once drones can safely and reliably carry blood and medical supplies, that will pave the way to other kinds of drone deliveries. “That linear network where drones can operate between hospitals … would also have Amazon and anyone else that could meet the requirements to operate,” Walker says.

Several companies have approached governments in developing countries about performing medical deliveries in areas with great need, poor roads and less crowded skies.

In late 2016 Zipline, a San Francisco Bay Area-based robotics startup, set up distribution centers in Rwanda, where its drones had made more than 1400 flights carrying on-demand blood and emergency supplies over 62,000 miles as of last fall. This year the company will expand its medical delivery operations by launching a second base in Rwanda and new service in a larger neighboring country, Tanzania.

Last October Swiss Post launched a medical transport network in Lugano, Switzerland, using drones made by another Bay Area company, Matternet. So far the drones have made 350 deliveries, about 5 to 15 per day. Other groups have also brought aircraft abroad to attempt health-related deliveries, but those demo flights have not become sustained operations.

Such efforts face tougher hurdles here in the U.S. where regulations focus on safely integrating drones into already congested national airspace. “We haven’t seen [the FAA] be interested in a one-off approach,” says Susan Roberts, co-founder of AiRXOS, a General Electric subsidiary focused on drone infrastructure technologies. “It doesn’t do anybody any good for a delivery company to be able to fly from two specific points if they can’t then scale that over and over again.”

Beyond blood and medical supply deliveries, drones could transform another key component of healthcare — lab tests. Timely test results help doctors diagnose infections and reduce guesswork in prescribing medications. Some of those decisions have life-or-death implications. For example, newborn babies turn yellow from jaundice as their bodies make bilirubin, a byproduct formed during normal breakdown of red blood cells. But “very high bilirubin can be toxic to babies,” says Dr. Geoff Baird, a clinical pathologist at the University of Washington in Seattle.

Of the millions of blood samples, urine specimens and swabs his team processes each year, most reach central lab facilities by car. “We have cars going seven days a week, many times a day, up and down the state of Washington on freeways, across the passes, in the mountains,” Baird says. The university also does testing for out-of-state hospitals and several clinics in rural communities on the San Juan Islands off the northwest coast of Washington. Getting lab samples from the islands down to Seattle hospitals for testing requires multiple stops by car, plane and ferry — a journey of about 100 miles that often takes more than 24 hours, even longer on weekends.

But samples carried over the Puget Sound on a drone from the San Juan Islands could reach the main lab in Seattle in 90 minutes, Baird says. That’s why the university was eager to put in a bid for the FAA program.

A temperature-controlled container was designed by Johns Hopkins researchers to transport specimens, like these test tubes containing blood samples.

Johns Hopkins School of Medicine

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Johns Hopkins School of Medicine

The proposed medical deliveries are part of a larger application submitted by Washington’s Department of Transportation, which includes other companies such as Amazon and T-Mobile. If selected, Baird says the San Juan efforts will use drones developed at Tuscon, Ariz.-based Latitude Engineering. Latitude makes the military-grade aircraft that Johns Hopkins researchers used to set a distance record carrying refrigerated blood samples ~160 miles in a 3-hour flight across the desert.

North Carolina’s Department of Transportation also applied to the FAA program wanting to use drones for medical deliveries. Zipline and Matternet are on that application as well as several other undisclosed proposals. Matternet is also partnering with the city of Palo Alto on a proposal to shuttle blood to Stanford hospitals. Flirtey, a drone manufacturer in Reno, Nev., is focusing on using its aircraft for last-mile delivery of defibrillators — devices the company thinks could save hundreds of thousands of lives in America each year, by increasing the chance of survival from out-of-hospital cardiac arrest.

Ultimately, though, what makes or breaks a proposal isn’t likely the whiz-bang drones but rather the underlying infrastructure that ensures they can fly safely alongside commercial jets, helicopters, balloons and everything else in the sky.

Toward that end, at a drone symposium held earlier this week in Baltimore, the FAA stressed its interest in “sense and avoid” technologies to prevent drone crashes, and systems that allow drones to be identified and tracked remotely. GE’s projects cover both areas. “No one company is going to solve everything. We’re taking a holistic approach,” Roberts says. “We need to help the medical deliveries, we need to help the inspectors, we need to help people who are just taking pictures of houses.”

The United Nations Children’s Fund is working to foster this all-inclusive spirit at the global level. Last summer, UNICEF worked with local governments in the African country of Malawi to launch a drone corridor for companies, universities and nonprofits to fly test missions there.

More recently, UNICEF invited groups to transport vaccines in Vanuatu, the South Pacific nation made up of roughly 80 islands east of Australia. The drone corridors run on a barter system, says Chris Fabian, who leads UNICEF’s venture capital arm. “If you come and use our time, create something that’s open-source and useful for everyone else.”


Esther Landhuis is a freelance science journalist in the San Francisco Bay Area. Follow her on Twitter @elandhuis.

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Saturday Sports: Paralympics, Tiger Woods, March Madness

We have an update on the Paralympics now underway in South Korea, plus Tiger Woods and college basketball.

DON GONYEA, HOST:

And it’s time now for sports.

(SOUNDBITE OF MUSIC)

GONYEA: Tiger Woods is building another comeback, and the Paralympics are intersecting with global politics. NPR sports correspondent Tom Goldman joins me now. Good morning, Tom.

TOM GOLDMAN, BYLINE: Great to be with you, Don.

GONYEA: OK. You spent nearly a month in Pyeongchang covering the 2018 Winter Olympics. Now the Paralympics are on the move, and we just heard about the U.S. Paralympic curling team. So given all the geopolitical news out of the region, I suppose we shouldn’t be surprised that politics played a role in yesterday’s opening ceremony. What happened?

GOLDMAN: So you remember in the Olympics, South and North Koreans marched in as one team with the unification flag – the flag had the image of the Korean peninsula plus a few offshore islands.

Turns out the islands are a center of dispute between Korea and Japan over who owns them. South Korea wanted to avoid politicizing the flag. They agreed to remove the image of the little island chain. North Korea wanted the islands left on. They haggled. They couldn’t agree, so North Korea marched in separately in its first-ever appearance at the Winter Olympics.

But, Don, just to ensure the spat wouldn’t ruin relations in one evening, a North Korean and South Korean athlete held the Paralympic flame together during the opening ceremony.

GONYEA: So all is well – sort of.

GOLDMAN: Sort of.

GONYEA: OK. So for the rest of the weekend, we have ice hockey, and we have wheelchair curling. Every athlete competing in South Korea has a story about overcoming adversity, but are any of these Paralympic events likely to break through and really kind of grab ahold of an American audience?

GOLDMAN: You know, I think the key to captivating an audience is not comparing to the Olympics and saying, well, you know, these athletes aren’t Mikaela Shiffrin or Marit Bjorgen or Chloe Kim, so I’m not going to watch. If you judge these events on their own, they can be really exciting.

I mean, I watched some alpine skiing last night. They’re moving fast. They’re carving turns. I’m fascinated by the vision-impaired downhillers. Now, imagine going 70 miles an hour essentially blindfolded.

GONYEA: Stop it.

GOLDMAN: And you have to – yeah. And you have to trust your guide, who’s skiing that fast right in front of you. It is terrifying, but these athletes love the speed. They love the adrenaline. It’s impressive stuff.

GONYEA: OK. I hope people will watch.

GOLDMAN: Yeah.

GONYEA: Here is something that is sure to excite kind of the casual sports fan. Tiger Woods is in a PGA Tour event, and he’s tied for second place. Golf fans – they want to believe – right? – that Tiger can get back to his dominant ways. But how real is this comeback?

GOLDMAN: You know, it’s more real than anything we’ve seen in recent years, where he’d play a little, and then his back would betray him. This time, less than a year after back fusion surgery, it appears it’s working. And as a result, his golf’s coming around. In events he’s played this year, his finishes include a 23rd place, 12th place and now this. So he’s moving in the right direction.

GONYEA: People want, want, want so much to see the old Tiger. They have to be going crazy over this – golf fans, at least.

GOLDMAN: You know, when he moved into first place yesterday for a bit by himself, here’s an example of the tweet storm that followed. Tiger Woods on top of the leaderboard. You may officially start freaking out now.

A lot of people want him to bring back the magic of the decade when he dominated golf and sports, really. Now remember, there are still two days to go with this tournament. A lot can happen, good and bad.

Don, his physical game is coming around, but you wonder about the all-important mental game. It’s been nearly five years since his last win. How dormant are those skills that allowed him to perform so well at the end of tournaments when the pressure is really on? If he’s in that position this weekend, can he, you know, kind of reanimate those skills? I think it’s going to be fascinating to watch.

GONYEA: I’ll watch it. I’ll stay calm. NPR’s Tom Goldman, thank you very much.

GOLDMAN: You always do. You’re welcome.

GONYEA: (Laughter) All right.

Copyright © 2018 NPR. All rights reserved. Visit our website terms of use and permissions pages at www.npr.org for further information.

NPR transcripts are created on a rush deadline by Verb8tm, Inc., an NPR contractor, and produced using a proprietary transcription process developed with NPR. This text may not be in its final form and may be updated or revised in the future. Accuracy and availability may vary. The authoritative record of NPR’s programming is the audio record.

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