We have benefited enormously from the many people who took time to share their thoughts with us about Americas future. Byron Auguste, Michael Barber, Curtis Carlson, Susan Engel, Hal Harvey, Craig Mundie, Joe Romm, and last but certainly not least, Dov Seidman, all deserve our special thanks for not only contributing their ideas but also reading portions of the manuscript for us.
In addition, we want to thank, for sharing their time and insights, Peter Ackerman, Lo Apotheker, Don Baer, Evan Bayh, Robert Bennett, Mike Biddle, Joel Cawley, Alan Cohen, Martin Dempsey, Larry Diamond, John Doerr, Arne Duncan, Russ Feingold, Joel Finkelstein, Jeff Garten, Bill Gates, Lindsey Graham, Jennifer Granholm, Jeffrey Immelt, Bob Inglis, Michael Johnston, PV Kannan, Andy Karsner, David Kennedy, Wendy Kopp, Alan Kotz, Ellen Kullman, Ray Lane, Jeffrey Lesk, Michael Maniates, Jack Markell, Stan McChrystal, Ernie Moniz, Mike Murphy, Paul Otellini, Sam Palmisano, Raghuram Rajan, Kasim Reed, Ken Rogoff, Diane Rosenberg, David Rothkopf, Michael Sandel, Dan Simpkins, Alan Simpson, Brad Smith, K. R. Sridhar, Robert Stevenson, Joe Stiglitz, David Stockman, Subra Suresh, Jerry Tarde, Marc Tucker, Chuck Vest, James R. Vivian, Tony Wagner, David Walker, and Randi Weingarten.
Tom also wants to thank his bosses, Arthur Sulzberger Jr., the chairman of the Board of the New York Times Company, and Andy Rosenthal, the editorial page editor, for making possible the leave he needed to work on this book. That leave coincided with the Arab Spring, and, thanks to Arthur and Andy, Tom was able to move back and forth from book-writing to column-writing as events dictated.
Our literary agent, Esther Newberg, as always, contributed her ideas as well as her business prowess and we benefited from both.
Our assistants, Gwenn Gorman of The New York Times and Kelley J. Kornell of The Johns Hopkins University School of Advanced International Studies, were invaluable in keeping the trains running on time as we each maintained our day jobs while writing this book.
This is Toms sixth book with Farrar, Straus and Giroux and Michaels first, and it would not have been possible without the vision of FSGs best-in-the-business president and publisher, Jonathan Galassi, and his team: Jeff Seroy, Sarita Varma, Debra Helfand, Susan Goldfarb, Jonathan Lippincott, and Jill Priluck.
A special mention, though, goes to this books FSG editor, Paul Elie. His devotion to our project and contribution to every page is deeply appreciated by us both. He has been a real partner.
Finally, as we note in the dedication, this book benefited enormously from two other people closer to home: Toms wife, Ann Friedman, who, besides teaching school, edited the manuscript, and Michaels wife, Anne Mandelbaum, who not only gave us her wise counsel and support, but also asked during one of our phone conversations the most important question of all: Why dont you two write a book about all this?
ALSO BY THOMAS L. FRIEDMAN
From Beirut to Jerusalem (1989)
The Lexus and the Olive Tree (1999)
Longitudes and Attitudes (2002)
The World Is Flat (2005)
Hot, Flat, and Crowded (2008)
ALSO BY MICHAEL MANDELBAUM
The Nuclear Question (1979)
The Nuclear Revolution (1981)
The Nuclear Future (1983)
Reagan and Gorbachev (co-author, 1987)
The Fate of Nations (1988)
The Global Rivals (co-author, 1988)
The Dawn of Peace in Europe (1996)
The Ideas That Conquered the World (2002)
The Meaning of Sports (2004)
The Case for Goliath (2006)
Democracys Good Name (2007)
The Frugal Superpower (2010)
If You See Something, Say Something
T his is a book about America that begins in China.
In September 2010, Tom attended the World Economic Forums summer conference in Tianjin, China. Five years earlier, getting to Tianjin had involved a three-and-a-half-hour car ride from Beijing to a polluted, crowded Chinese version of Detroit, but things had changed. Now, to get to Tianjin, you head to the Beijing South Railway Stationan ultramodern flying saucer of a building with glass walls and an oval roof covered with 3,246 solar panelsbuy a ticket from an electronic kiosk offering choices in Chinese and English, and board a world-class high-speed train that goes right to another roomy, modern train station in downtown Tianjin. Said to be the fastest in the world when it began operating in 2008, the Chinese bullet train covers 115 kilometers, or 72 miles, in a mere twenty-nine minutes.
The conference itself took place at the Tianjin Meijiang Convention and Exhibition Centera massive, beautifully appointed structure, the like of which exists in few American cities. As if the convention center wasnt impressive enough, the conferences co-sponsors in Tianjin gave some facts and figures about it ( www.tj-summerdavos.cn ). They noted that it contained a total floor area of 230,000 square meters (almost 2.5 million square feet) and that construction of the Meijiang Convention Center started on September 15, 2009, and was completed in May, 2010. Reading that line, Tom started counting on his fingers: Lets seeSeptember, October, November, December, January
Eight months.
Returning home to Maryland from that trip, Tom was describingthe Tianjin complex and how quickly it was built to Michael and his wife, Anne. At one point Anne asked: Excuse me, Tom. Have you been to our subway stop lately? We all live in Bethesda and often use the Washington Metrorail subway to get to work in downtown Washington, D.C. Tom had just been at the Bethesda station and knew exactly what Anne was talking about: The two short escalators had been under repair for nearly six months. While the one being fixed was closed, the other had to be shut off and converted into a two-way staircase. At rush hour, this was creating a huge mess. Everyone trying to get on or off the platform had to squeeze single file up and down one frozen escalator. It sometimes took ten minutes just to get out of the station. A sign on the closed escalator said that its repairs were part of a massive escalator modernization project.
What was taking this modernization project so long? We investigated. Cathy Asato, a spokeswoman for the Washington Metropolitan Transit Authority, had told the Maryland Community News (October 20, 2010) that the repairs were scheduled to take about six months and are on schedule. Mechanics need 10 to 12 weeks to fix each escalator.
A simple comparison made a startling point: It took Chinas Teda Construction Group thirty-two weeks to build a world-class convention center from the ground upincluding giant escalators in every cornerand it was taking the Washington Metro crew twenty-four weeks to repair two tiny escalators of twenty-one steps each. We searched a little further and found that WTOP, a local news radio station, had interviewed the Metro interim general manager, Richard Sarles, on July 20, 2010. Sure, these escalators are old, he said, but they have not been kept in a state of good repair. Were behind the curve on that, so we have to catch up Just last week, smoke began pouring out of the escalators at the Dupont Circle station during rush hour.