Group 1 - The CPTPP ministerial meeting in Melbourne on November 21 decided to initiate new membership negotiations with Uruguay, highlighting the strategic significance of maintaining and expanding free trade zones amid rising protectionism [2][6] - The meeting acknowledged that Indonesia, the Philippines, and the UAE meet the criteria for membership and will decide in 2026 whether to start negotiations with these countries [4] - Australia's Trade Minister Farrell expressed anticipation for new members to join by the end of the year, while avoiding a clear response regarding China's 2021 application for membership [5] Group 2 - The meeting raised concerns about economic coercion, particularly in light of China's actions, and emphasized the importance of cooperation to address market distortions and supply chain disruptions [6] - Uruguay's nominal GDP is approximately $80 billion, with a population exceeding 3 million, and its membership in the Southern Common Market reflects its commitment to free trade and democracy [6] - The CPTPP, which began in 2016, now includes 12 countries after the UK joined, covering about 7% of the world's population and accounting for approximately 15% of global GDP and 18% of trade [7]

日经GO 日本的养殖海胆走向世界 原创 阅读全文 ...

运往美国俄亥俄州储藏设施的美国大豆（reuters） "绝对是异常事态"，美国大豆出口协会CEO在接受采访时承认，中国对美国大豆的采购重启仍停滞。10 月底的中美首脑会谈中就恢复出货达成一致，并启动部分出口，但仍未出现大量采购的迹象。背景是中 国的替代采购…… 美国对中国的大豆出口依然停滞不前。大豆在作为鸡和猪饲料的粮食采购中属于重要品类之一。作为世 界最大消费国的中国在贸易战中一直通过抵制向美国特朗普政府施压。虽然在10月底的中美首脑会谈中 就恢复出货达成一致，并启动部分出口，但仍未出现大量采购的迹象，美国的农业相关人士对此忧心忡 忡。 美国农业相关人士发出担忧的声音 "绝对是异常事态"，美国大豆出口协会（USSEC）首席执行官（CEO）吉姆·萨特（Jim Sutter）在接受 日本经济新闻的独家采访时承认，中国对美国大豆的采购重启仍在停滞。他表示"想耐心等待"中国方面 的应对。 "（美国的）贸易商和农民等开始担心美国产大豆的采购能否如约进行"，美国中西部伊利诺伊州的谷物 期货交易商Allendale的首席策略师Rich Nelson如此指出。 中国通过抵制击中了"美国农民"这一特朗普政府的要害，在贸易战中 ...

中国2001年因日本发生疯牛病（BSE）而停止进口日本产牛肉。两国政府于2019年签署了作 为重启日本产牛肉对华出口前提的检疫协议，并于2025年7月生效。当时已进入推动中国重 启进口的最后阶段。 日本政府高官透露，原定与中国进行的谈判已被取消。日本外务省高官表示，需与中国确认 辐射测量方法等技术流程。 中日两国此前就日本产牛肉重启对华出口进行了协商 日本政府高官透露，原定与中国进行的谈判已被取消。日本外务省高官表示，需与中国确认辐射测量方 法等技术流程…… 日本经济新闻11月21日获悉，日本与中国之间关于重启日本产牛肉对华出口的协商已经停 止。尽管双方此前为实现24年来首次重启出口推进了各项手续，但后续协调工作变得困难。 此事被认为是受中日关系恶化的影响。 日经中文网 https://cn.nikkei.com 视频号推荐内容： 由于日本首相高市早苗关于台湾有事的国会答辩和驻大阪总领事薛剑的社交媒体发帖，中日 关系迅速降温。中国政府实际上也停止了日本产水产品的进口。 日本政府设定了到2030年将牛肉出口额增加到目前的近两倍，达到1132亿日元的目标。原本 设想通过恢复对华出口，把对中国市场的牛肉出口额提高到 ...

Core Viewpoint - The article discusses the delicate nature of Japan-China relations, particularly in the context of recent statements made by Japanese politicians regarding Taiwan and military involvement, highlighting the potential for diplomatic tensions [2][4][5][7]. Group 1: Political Statements and Reactions - Former Prime Minister Shigeru Ishiba criticized the remarks made by Minister of State for Economic and Fiscal Policy, Sanae Takaichi, regarding the possibility of Japan exercising collective self-defense in the event of a crisis in Taiwan, emphasizing the need for caution in handling Japan-China relations [2][4]. - Ishiba expressed his disagreement with Takaichi's government rice policy, advocating for increased rice production and questioning the rationale behind the policy changes [4]. - Opposition leader Yoshihiko Noda attributed the deterioration of Japan-China relations to Takaichi's reckless statements, stressing the importance of clear communication of Japan's official stance to avoid misunderstandings [5][7]. Group 2: Diplomatic Context - Noda highlighted the lack of dialogue between Japanese and Chinese leaders during the G20 summit, indicating that a strategic mutual relationship requires ongoing communication at multiple levels to mitigate misunderstandings [7].

编者荐语： 日本经济新闻社与金融时报2015年11月合并为同一家媒体集团。同样于19世纪创刊的日本和英国的两家 报社形成的同盟正以"高品质、最强大的经济新闻学"为旗帜，推进共同特辑等广泛领域的协作。此次， 作为其中的一环，两家报社的中文网之间实现文章互换。 以下文章来源于FT中文网 ，作者张冬方 资料图（reuters） 汽车电动化转型不只是汽车制造商面临的机遇和风险，汽车经销商也同样身在其中。 文丨FT中文网专栏作家 张冬方 中国汽车品牌进入欧洲关键市场德国，面临的首要问题就是选择怎样的销售渠道模式。目 前，比亚迪在德国的销量正在经历高速增长期，其背后的原因除了调整产品战略，还在于渠 道战略上的大调整。 继2021年进入挪威市场之后，比亚迪于2022年进入了德国市场，但在接下来的两年多时间 里，比亚迪在德国的存在感微乎其微。在销售网络建设方面，比亚迪受困于快速扩张的计划 无法达到预期。即使在2024年，比亚迪作为足球欧洲杯官方合作伙伴高调亮相，德国人对作 为中国品牌的比亚迪仍然十分陌生，销量也没有出现大的好转。正是在这些背景之下，才有 了比亚迪去年调整渠道模式的举动…… 阅读更多内容请点击下方" 阅读原文 ...

Group 1 - The Japanese Foreign Ministry official stated that it may take 4 to 5 years to restore Japan-China relations, indicating that the escalation of tensions has not yet reached its peak [2] - Japanese Prime Minister Fumio Kishida mentioned that he did not have the opportunity to speak with Chinese Premier Li Qiang during the G20 summit [2] - During the group photo session at the G20 summit, Kishida and Li were in close proximity but did not greet each other [4]

Core Viewpoint - Indian oil companies have announced a halt in purchasing Russian crude oil, indicating a trend of "de-Russification" in oil procurement. Similar attempts to diversify sourcing are observed in China, with expectations of increased U.S. crude exports to China as well [1][4]. Group 1: Oil Transportation and Freight Rates - The freight rates for Very Large Crude Carriers (VLCCs) have surged significantly, with the nominal freight index reaching approximately 132 as of November 13, compared to around 65 at the end of August, indicating a doubling of freight costs [3][6]. - As of late October, daily charter rates for VLCCs exceeded $100,000, marking a significant increase since the onset of the COVID-19 pandemic when rates fell [6][8]. - The primary driver for the rising freight rates is the intensified U.S. sanctions against Russia, particularly targeting major Russian oil companies [6][7]. Group 2: Market Dynamics and Future Outlook - The disruption in Russian crude oil supply is expected to lead to an increase in oil prices, contributing to market volatility [7]. - The ongoing U.S.-China trade tensions have introduced uncertainties affecting freight rates, with the U.S. imposing port fees on Chinese vessels, prompting China to retaliate [7]. - Following a recent U.S.-China summit, an agreement was reached to postpone the imposition of port fees for a year, which may lead to increased U.S. crude exports to China, potentially benefiting the tanker market [7][8]. - The sentiment among shipowners remains strong, with limited new VLCC orders expected, further tightening supply and demand dynamics in the market [8].

刘学亮： 我们想取一个可爱的名字。日本只有几只海獭，继续这样下去，海獭将会走向灭绝。这一责 任在于人类。希望这款车能够成为让孩子们思考环境与地球问题的契机。 记者：比亚迪将于2026年夏季推出轻型EV"RACCO（海獭）"。 刘学亮： 我们去日本的地方城市一看，发现轻型汽车才是生活中的代步工具，但加油站却在不断减 少。我们也听到了"比亚迪什么时候推出轻型EV"的呼声。希望日本全国的所有消费者都使用我们的产 品。 日本的EV普及率在全球范围内处于较低水平。正因为如此，为消费者提供新的选择才至关重要。除了 日本厂商之外，（几乎）没有企业推出轻型汽车，在这种情况下，比亚迪希望通过推出轻型汽车，来履 行对日本社会的责任。 记者：请介绍一下将这款车取名为"RACCO"的原因。 记者：听说该车提供两种不同续航里程的车型。 刘学亮： 此前轻型汽车大多是满足"第二辆车需求"。我们希望通过提供两种规格的车型，消除用户对 续航里程的担忧，也希望为消费者提供将其作为"第一辆车"的选择。希望大家购买比亚迪的轻型汽车作 为人生的第一辆车。 比亚迪日本的社长刘学亮（10月，东京都江东区） 比亚迪日本社长 刘学亮：中国的竞争很激烈，淘汰也 ...

Core Viewpoint - Astemo has developed a new type of electric vehicle (EV) motor that utilizes magnets made primarily of inexpensive iron instead of rare earth materials, aiming to reduce geopolitical risks and targeting mass production by around 2030 [2][4]. Group 1: Product Development - The new EV motor incorporates magnets that do not contain rare earth elements, which are scarce globally and primarily sourced from regions like China, raising concerns about stable supply [4]. - The motor achieves a total output power of 315 kilowatts through a combination of iron-based magnets and auxiliary motors that do not use magnets [2][4]. Group 2: Cost and Sales Strategy - The development of this product is expected to lower the procurement costs of motor materials, enhancing the company's competitive edge in the EV market [5]. - Astemo plans to continuously increase sales of its EV-related products in the future [5].