President Obama is in Seoul today for what promises to be a contentious meeting of the world's leading economic powers. He probably won't mollify China, Germany and other critics of the Federal Reserve's plan to pump more money into the U.S. economy. But the President does have a chance to further his goal of doubling U.S. exports by bringing home an improved trade agreement with South Korea.
In addition to attending the G-20 summit, Obama is slated to meet with South Korean officials to finalize a bilateral free trade pact negotiated by President Bush. Congress has not ratified the treaty, which is snagged by concerns about U.S. auto exports to South Korea, as well as lawmakers' eroding faith in the benefits of free trade. The president said in June that he had instructed the U.S. Trade Representative to have all the outstanding issues "lined up properly" before he arrived for this week's visit, so he could close the deal with Korea and present the agreement to Congress again in the coming months.
South Korea isn't just a major trade partner, it's also a key strategic ally and a counterweight to China's growing heft in the Asia-Pacific. Since its tariffs traditionally have been much higher than ours, there's little doubt that the agreement would spur U.S. exports and help offset weak economic demand at home. It requires South Korea to lower its high taxes on U.S. farm goods and open markets for insurance and other services to American firms. As the treaty has languished in Congress, however, Seoul has been busy on other fronts, deepening economic ties with China and finalizing an important trade pact with the EU last month.
Although President Obama sounded an ambivalent note at best on trade during the 2008 presidential campaign, he understands that expanding U.S. exports is crucial both to creating jobs and shrinking America's outsized trade deficits. Now that he's made the Korean deal a top priority, we'll find out if the newly Tea Party-infused GOP will be more amenable to passing the treaty than Congressional Democrats were.
The agreement would lower tariffs on auto imports on both sides. South Korea's are higher -- 8 percent compared to 2.5 percent here. (The United States also would gradually lower a 25 percent tariff on imported pickup trucks.) Nonetheless, U.S. auto makers, especially Ford, have argued that the treaty would not bring down cultural and non-tariff barriers that have confined their sales to a sliver of South Korea's lucrative auto market.
They have a point. Seoul exports more than 400,000 vehicles (mostly Hyundais and Kias) to the United States each year, while manufacturing an additional 200,000 cars at U.S. plants. According the U.S. Commerce Department, U.S. auto makers sent a paltry 5,878 vehicles to South Korea in 2009. Ford's Stephen Biegun notes that more than 70 percent of the cars made in South Korea are exported, while imports account for less than 10 percent of sales, well below the average of 40 percent in other economically advanced countries.
As an auto industry representative explained in testimony before Congress, Korea has an extensive web of non-tariff barriers that make it harder for foreign car makers to penetrate the Korean market. Some of these are technical regulations like emissions standards and even license plate size. Establishing a clear link between such policies and the small U.S. market share in Korea isn't always easy. But there's no doubt that some of Korea's policies reflect a well-entrenched hostility toward imports. For example, until recently anyone in Korea who bought a foreign car would automatically have their income taxes audited -- a policy that chilled demand even after it was officially ended.
Ford, America's healthiest car maker, sees itself as the chief victim of South Korea's import-unfriendly policies. That's because General Motors, through its Daewoo subsidy, makes cars in South Korea, selling more than 100,000 locally and exporting hundreds of thousands more elsewhere (including to the United States).
What can President Obama do to resolve the impasse over autos and get the U.S.-South Korea agreement through the Senate? He can't reopen negotiations, but he can use the presidential jawbone to win binding side agreements with Seoul to remove non-tariff barriers to U.S. auto exports. He could, in short, bring pressure on South Korea to fully liberalize its auto markets and embrace the reciprocal obligations that come with free trade. Much like his powerful message in New Delhi that "India has emerged," the president needs to make the case that South Korea has also fully emerged as a mature economy, and it can no longer justify the kind of protectionist and mercantilist trade policies that are more typical of poorer developing countries.
A more aggressive stance would show that the President is serious about doubling U.S. exports. But there's a complicating factor: the global spread of auto production, design and supply chains. That makes it hard to say just how "American" any given car really is, or how many U.S. jobs are engaged in making cars.
Nonetheless, as long as the answer is "greater than zero," the President has an obligation to ensure that major U.S. trade partners offer as much access to their domestic markets as we do to ours. And the Korean pact presents him with an opportunity both to restore U.S. global leadership on trade liberalization and to integrate America more deeply into the world's fastest-growing markets in East Asia.
This item is cross-posted at Progressive Fix.