#Boom Barriers Manufacturers

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[essaarweigh1]

Applications and Advantages of Boom Barrier

A Boom Barrier, also known as a boom gate or boom gate barrier, is a horizontal bar or arm that pivots to control the entry or exit of vehicles through a specific point. These barriers are typically installed at points where controlled access is essential, such as toll booths, parking lots, industrial facilities, and secured premises.

Applications of Boom Barrier:

Traffic Management: Boom Barriers play a crucial role in regulating vehicular traffic in various settings. At toll booths, border crossings, and parking facilities, these barriers ensure a systematic flow of vehicles, reducing congestion and enhancing overall traffic management.

Security and Access Control: In sensitive areas like industrial facilities, government buildings, and residential complexes, Boom Barriers act as a first line of defense by controlling access to authorized vehicles only. The integration of access control systems enhances security protocols.

Parking Facilities: Boom Barriers are commonly used in parking lots to manage entry and exit points. Automated payment systems can be seamlessly integrated, providing a convenient and secure solution for both facility operators and users.

Advantages of Boom Barriers:

Enhanced Security: Boom Barriers act as a physical barrier, preventing unauthorized vehicles from entering restricted areas. This enhances overall security and helps protect valuable assets and sensitive information.

Efficient Traffic Flow: By regulating the entry and exit of vehicles, Boom Barriers contribute to smoother traffic flow. This is particularly beneficial in areas prone to congestion, such as toll booths and parking facilities.

Customizable Solutions: Boom Barriers come in a variety of sizes and configurations, making them adaptable to different environments. Whether it’s a narrow entry point or a wide industrial gate, Boom Barriers can be customized to meet specific requirements.

Conclusion:

In an era where security and efficient traffic management are paramount, Boom Barriers stand as stalwart guardians, quietly ensuring order and safety. From bustling toll booths to high-security installations, these unassuming devices play a pivotal role in shaping our modern urban landscapes, providing a seamless blend of functionality and security.

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Boom Barrier Manufacturers

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[collapsedsquid]

“They’re not ready,” said Stella Li, chief executive of BYD Americas. “For BYD, we are ready. We are ready for technology, and we are more ready on supply chain,” she told NBC News in an exclusive interview in April at BYD headquarters in the southern city of Shenzhen, where SUVs, sedans and other gleaming models are displayed in the cavernous lobby. Despite lower price tags, Chinese EVs often have more powerful batteries and more advanced technology.

But they are not available in the U.S., where they face high trade barriers and allegations that Chinese government subsidies have given them an unfair advantage. The Alliance for American Manufacturing, an advocacy group, says the introduction of Chinese cars to the U.S. market would be an “extinction-level event” for the U.S. auto industry.

Is funny how the Big Electric Car Guy is so entangled with China that he would be in trouble if he lobbies for tariffs with China. Guess it's lucky for him that it doesn't look like he needs to.

[urists]

One of the things that I think is often underappreciated about heavy industry is how things that look like One Industry are not actually just One Industry. Like - okay, let's take oil and gas [1]. That's a pretty good-size industry - about 5 trillion dollars. Big players!

But realistically it's not monolithic. You can break it down into a couple of main groups - upstream (get the fossil fuels out of the ground), midstream (get the fossil fuels to a refinery), downstream (get the crude feedstocks into usable forms). Each of those groups has different incentives, because they do different things.

For example, a somewhat disconcerting fact I learned a while back is that downstream folks (as well as their close cousins, chemical manufacturers) generally adore regulations. Regulations mean that large companies have an incredibly strong barrier to entry, because they can afford the passel of lawyers required to parse the arcane guidelines put forth by multiple different agencies, while smaller companies fail. [2] More regulations, more consolidation, more oligopolistic profit.

Meanwhile, the upstream drillers, who occasionally implode catastrophically due to the boom-bust nature of drilling, generally don't consolidate [3] - but the oilfield service companies, who are in the business of fundamentally selling shovels (or, y'know, paramilitary contractors) frequently do! Because they have different incentives. Same industry, same group, but not interchangeable.

And yeah, the idea that "things are more complicated than they seem" is not new, and it's not limited to just heavy industry. But I do think heavy industry is one of the places were we can't see it nearly as easily. We put refined gasoline into cars to drive on asphalt roads to places heated or powered by natural gas. We can say that all of those things are products of the oil and gas industry, and that's not inherently wrong - but realistically, the fact that I can put refined gasoline into a car and then drive it on an asphalt road to a place that operates off of natural gas is a minor miracle that took a hundred and fifty years of continued innovation to accomplish. Lumping it all into one industry means you might risk forgetting about the fractal layers of complexity that actually make it possible.

[1] Because I know it decently well and have a fair number of contacts in it, but am not directly employed by it

[2] In unrelated news, the US has not successfully managed to build a large refinery since 1977. The refinery in 1977 was built by Marathon, the largest refining company in the US. It currently owns ~3 million barrels a day of refining capacity, or approximately 16% of the overall refining output of the US.

[3] this is a gargantuan generalization, but it's imo overall relatively true; the fracking industry is about as small-business-friendly as you can get in oil and gas

[dailyanarchistposts]

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Ellerman, David P., Property and Contract in Economics: The Case forEconomic Democracy, Blackwell, Oxford, 1992.

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Fraser, Ronald, Blood of Spain: the experience of civil war, 1936–1939, Allen Lane, London, 1979.

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Hahnel, Robin and Albert, Michael, The Quiet Revolution in Welfare Economics, Princeton University Press, Princeton, 1990.

The Political Economu of Participatory Economics, Princeton University Press, Princeton, 1991. Looking Forward: Participatory Economics for the Twenty First Century, South End Press, Boston, 1991.

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Hawkins, Howard, “Community Control, Workers’ Control and the Co-operative Commonwealth”, Society and Nature, no. 3, vol. 1, no. 3, pp. 55–85.

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Henwood, Doug, Wall Street: How it works and for whom, Verso, London, 1998.

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Herbert, Auberon, “Essay X: The Principles Of Voluntaryism And Free Life”, The Right And Wrong Of Compulsion By The State, And Other Essays, available at: http://oll.libertyfund.org/Texts/LFBooks/Herbert0120/CompulsionByState/HTMLs/0146_Pt11_Principles.html

“Essay III: A Politician In Sight Of Haven”, The Right And Wrong Of Compulsion By The State, And Other Essays, available at: http://oll.libertyfund.org/Texts/LFBooks/Herbert0120/CompulsionByState/HTMLs/0146_Pt04_Politician.html

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Herman, Edward S. and Chomsky, Noam, Manufacturing Consent: the politicaleconomy of the mass media, Pantheon Books,New York, 1988.

Heywood, Paul, Marxism and the Failure of Organised Socialism in Spain 1879–1936, Cambridge University Press, Cambridge, 1990.

Hicks, J. R., Value and capital: an inquiry into some fundamental principles of economic theory, 2nd edition, Clarendon Press, Oxford, 1975.

Hills, John, Inequality and the State, Oxford University Press, Oxford, 2004.

Hobsbawm, Eric, Primitive Rebels: Studies in Archaic Forms of Social Movements in the 19th and 20th Centuries, 2nd Edition, W. W. Norton and Co., New Yprk, 1965.

Revolutionaries, rev. ed., Abacus, London, 2007.

Hodgskin, Thomas, Labour Defended against the Claims of Capital, available at: http://socserv2.socsci.mcmaster.ca/~econ/ugcm/3ll3/hodgskin/labdef.txt

Hollis, Martin and Edward Nell, Rational Economic Man: A Philosophical Critique of Neo-classic Economics, Cambridge University Press, London, 1975.

Hodgson, Geoffrey Martin, Economics and Utopia: why the learning economy is not the end of history, Routledge, London/New York, 1999.

Hoppe, Hans-Hermann, Democracy: The God That Failed: The Economics andPolitics of Monarchy, Democracy, and Natural Order,Transaction, 2001.

Anarcho-Capitalism: An Annotated Bibliography, available at: http://www.lewrockwell.com/hoppe/hoppe5.html

Holt, Richard P. F. and Pressman, Steven (eds.), A New Guide to Post KeynesianEconomics, Routledge, London, 2001.

Howell, David R. (ed.), Fighting Unemployment: The Limits of Free MarketOrthodoxy, Oxford University Press, New York, 2005.

Hutton, Will, The State We’re In, Vintage, London, 1996.

The World We’re In, Little, Brown, London, 2002.

Hutton, Will and Giddens, Anthony (eds.), On The Edge: living with global capitalism,Jonathan Cape, London, 2000.

ISG, Discussion Document of Ex-SWP Comrades, available at: http://www.angelfire.com/journal/iso/isg.html

Lenin vs. the SWP: Bureaucratic Centralism Or Democratic Centralism?, available at: http://www.angelfire.com/journal/iso/swp.html

Jackson, Gabriel, The Spanish Republic and the Civil War, 1931–1939, Princeton University Press, Princeton, 1965.

Jackson, J. Hampden, Marx, Proudhon and European Socialism, English Universities Press, London, 1957.

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Writings of Leon Trotsky: Supplement (1934–40), Pathfinder Press, New York, 1979. Writings 1936–37, Pathfinder Press, New York, 1978. Writings 1933–34, Pathfinder Press, New York, 2003. Writings 1932, Pathfinder Press, New York, 1999. Writings 1930–31, Pathfinder Press, New York, 2002. Writings 1930, Pathfinder Press, New York, 2003. Terrorism and Communism, Ann Arbor, 1961. The Revolution Betrayed: What is the Soviet Union and where is it going?, Faber and Faber Ltd, London, 1937. Leon Trotsky Speaks, Pathfinder, New York, 1972. How the Revolution Armed: the military writings and speeches of Leon Trotsky, vol. I, New Park Publications, London, 1979. How the Revolution Armed: the military writings and speeches of Leon Trotsky, vol. II, New Park Publications, London, 1979. How the Revolution Armed: the military writings and speeches of Leon Trotsky, vol. IV, New Park Publications, London, 1979. Stalin: An Appraisal of the man and his influence, in two volumes, Panther History, London, 1969. The Death Agony of Capitalism and the Tasks of the Fourth International, contained in How Solidarity can change the world, Alliance for Workers’ Liberty, London, 1998. First Year Years of the Communist International, (in 2 volumes), New Park Publications, London, 1974. The Third International After Lenin, Pioneer Publishers, New York, 1957. The Challenge of the Left Opposition (1923–25), Pathfinder Press, New York, 1975. The Challenge of the Left Opposition (1926–27), Pathfinder, New York, 1980. On Lenin: Notes towards a Biography, George G. Harrap & Co. Ltd., London, 1971. “Lessons of October”, pp. 113–177, The Essential Trotsky, Unwin Books, London, 1963. Leon Trotsky on China, Monad Press, New York, 2002 In Defense of Marxism, Pathfinder, New York, 1995. Platform of the Opposition, available at: http://www.marxists.org/archive/trotsky/works/1927-plo/ch01.htm The Lessons of October, available at: http://www.marxists.org/archive/trotsky/works/1924-les.htm How Did Stalin Defeat the Opposition?, available at: http://www.marxists.org/archive/trotsky/works/1935-sta.htm Work, Discipline, Order, available at: http://www.marxists.org/archive/trotsky/works/1918-mil/ch05.htm More Equality! available at: http://www.marxists.org/archive/trotsky/works/1919-mil/ch12.htm The Revolution Betrayed, available at: http://www.marxists.org/archive/trotsky/works/1936-rev/index.htm The Class Nature of the Soviet State, available at: http://www.marxists.org/archive/trotsky/works/sovstate.htm The Path of the Red Army, available at: http://www.marxists.org/archive/trotsky/works/1918-mil/ch02.htm The Moralists and Sycophants against Marxism, contained in Their Morals and Ours, pp. 53–66, Pathfinder, New York, 1973. The Makhno Movement, available at: http://www.marxists.org/archive/trotsky/works/1919-mil/ch49.htm Stalinism and Bolshevism, available at:http://www.marxists.org/archive/trotsky/works/1937/1937-sta.htm

Turner, Adai, Just Capital: The Liberal Economy, Pan Books, London, 2002.

Utton, M. A., The Political Economy of Big Business, Martin Robinson, Oxford, 1982.

van der Linden, Marcel, Western Marxism and the Soviet Union : a survey of critical theories and debates since 1917Brill, Leiden, 2007

Wade, Robert, Governing the Market: Economic Theory and the role of governmentin East Asian Industrialisation, Princeton University Press,Princeton, 1990.

Walford, George, George Walford on Anarcho-Capitalism, available at http://flag.blackened.net/liberty/walford-on-anarcap.html

Wallerstein, Immanuel, Geopolitics and Geoculture, Cambridge University Press, Cambridge, 1991.

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Walras, L, Elements of Pure Political Economy, Allen and Unwin, London, 1954.

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Weisbrot, Mark, Baker, Dean, Naiman, Robert and Neta, Gila, Growth May Be Good for the Poor — But are IMF and World Bank Policies Good for Growth? available at: http://www.cepr.net/publications/econ_growth_2001_05.htm

Weisbrot, Mark and Rosnick, David, Another Lost Decade?: Latin America’s Growth Failure Continues into the 21st Century, available at: http://www.cepr.net/publications/latin_america_2003_11.htm

Wilkinson, Richard and Pickett, Kate, The Spirit Level: Why More Equal Societies Almost Always Do Better, Allen Lane, London, 2009.

Williams, Gwyn A., Proletarian Order: Antonio Gramsci, factory councils and the origins of Italian Communism, 1911–1921, Pluto Press, London, 1975.

Artisans and Sans-Culottes: Popular Movements in France and Britain during the French Revolution, Edward Arnold, London, 1981.

Wilson, H., The Labour Government 1964–1970, London, 1971.

Wilkinson, Richard and Pickett, Kate, The Spirit Level: Why More Equal SocietiesAlmost Always Do Better, Allen Lane, London,2009.

Winn, Peter (ed.), Victims of the Chilean Miracle: Workers and Neoliberalism in the Pinochet Era, 1973–2002, Duke University Press, Durham and London, 2004.

Wolff, Edward N., Top Heavy: A Study of Increasing Inequality in America, Twentieth Century Fund, 1995

Wolff, Jonathan, Robert Nozick: Property, Justice and the Minimal State, Polity Press, Oxford, 1991.

Wray, L. Randall, Money and Credit in Capitalist Economies: the endogenousmoney approach, Aldershot, Elgar, 1990.

Zinoviev, Grigorii, History of the Bolshevik Party: A Popular Outline, New Park Publications, London, 1973.

[rabbitcruiser]

Go For a Ride Day

Go For a Ride Day, celebrated on November 22, urges you to just get up and get out! Do you ever feel like you’re tied to your laptop/phone/tablet screens? We’ve become a pretty sedentary bunch — a far cry from the people who discovered countries, oceans, and animals simply by getting off the couch and exploring.  Make today a day to set your spirit free and enjoy your wanderlust on whatever mode of transportation suits you best. Bike, boat, car, skateboard, sleigh—it doesn’t matter what you choose! Pick a location you’ve always wanted to visit and make today the day you’ll go.  

History of Go For A Ride Day

Birthdays are fun and Christmas means presents (if you’re lucky), but nothing quite compares with the magical day you get your driver’s license. That’s when your world truly changes forever. Why? Cars mean freedom. You can suddenly go anywhere at anytime (as long as your parents are cool with your plans). Such is the nature of transportation — something we in the 21st century take for granted. We all grew up with planes, trains and automobiles — so we’re quite used to getting where we need to go.

But it wasn’t always that way. When President Jefferson asked Lewis (and, eventually, Clark) to explore the American West in 1804, there were no nonstop flights from St. Louis to the Oregon coast. As the History Channel describes it: “The excursion lasted over two years.   Along the way they confronted harsh weather, unforgiving terrain, treacherous waters, injuries, starvation, disease and both friendly and hostile Native Americans. Nevertheless, the approximately 8,000-mile journey was deemed a huge success and provided new geographic, ecological and social information about previously uncharted areas of North America.”

And today we complain about trying to squeeze our carry-ons into the overhead bin.

Americans have always loved to “go for a ride” — with whatever mode of transportation existed. Horses. Boats. Bicycles. And of course, the ubiquitous car. The nation had a long love affair with automobiles starting in the mid 20th century and lasting until recently — as a new generation of car buyers, born after the car craze, loses interest in design — focusing instead on practicality. Stellar gas mileage makes Priuses as sexy as Porsches. Well, almost.

Go For A Ride Day timeline

1950s Car culture

Cars inspired new businesses like drive-through restaurants and drive-in movie theaters, and employed one in six working Americans.

1956 Interstate highways

President Eisenhower authorizes $25 billion for the construction of 41,000 miles of the Interstate Highway System.

1964 ‘Pony car’

Ford introduces the sporty and powerful Mustang — the automaker's most successful launch since the Model A.

2019 Driverless cars get smarter

MIT engineers develop a system to help autonomous cars determine if there’s a moving object coming around the corner.

Go For A Ride Day FAQs

What does Go For A Ride Day celebrate?

Go For a Ride Day 2019 encourages us to get out in the world, as opposed to seeing it on a screen. Any mode of transportation will do on this day. What was America’s first car company?

Brothers Charles and Frank Duryea founded the Duryea Motor Wagon Company in 1893, becoming the first American automobile manufacturing company.  What happened to supersonic jet travel?

The Concorde, which flew faster than the speed of sound, never turned a profit. When the plane broke the sound barrier (about 760 mph), it created shock waves that would hit the ground with a loud and sudden sonic “boom.” The FAA eventually banned all commercial aircraft from flying at supersonic speeds over land.

Go For A Ride Day Activities

Make it fun

Make it easy

Make it memorable

Dare yourself to try something new and adventurous. Why not try a mode of transportation you’ve never used before? Suggestions include jet skiing, parasailing, or going on a hot air balloon ride. In colder climates you could try a sleigh ride, or a horse drawn carriage.

Maybe you weren’t born to be wild, but don’t let that stop you from joining in the fun. Play tourist in your own city or neighborhood. Use public transit and see the sights like visitor.

Exploring is an adventure, but it can be even more fun if you have someone to share it with. Bring along an adventurous friend or family member to help make some memories. If your local friends are sticks in the mud, then bring your more adventurous friends along virtually by posting your adventure to Facebook, Instagram, or Twitter.

Why We Love Go For A Ride Day

It’s an escape from reality

It can be great exercise

It helps us be spontaneous

Every now and then we just need something to break up the status quo and make us feel alive! Go For A Ride Day exists for that very reason. It can be hard to get motivated to see new places or even try new foods, but Go For A Ride Day provides the momentum.

You can try skateboarding or using a scooter. How about getting out your helmet and going for a long bike ride? Did you know you can burn over 400 calories an hour horseback riding?

Our lives tend to run to the predictable, and for the most part, that predictability helps the world go round. But we all still have a small streak of rebellion, and that's what Go For a Ride Day helps bring out.

Source

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A strange thing happened in the eurozone economy at the end of last year. Despite widespread forecasts that the common currency area would plunge into recession and register negative growth in the last quarter of 2022, it managed to eke out a small gain of 0.1 percent. What is remarkable is not that Europe beat expectations, but that it was one small country—Ireland—whose surging economy single-handedly prevented the eurozone from slipping into the red.

Almost unbelievably, little Ireland, with a population of only 5 million, now has the economic scale to shift the growth statistics of the entire eurozone and its 343 million inhabitants. In 2022, Irish GDP growth of 12.2 percent compared to 3.5 percent in the eurozone as a whole. In absolute numbers, only Germany, France, and Italy contributed more than Ireland to eurozone GDP growth in 2021 and 2022. Ireland’s economic boom has enabled the country’s government to post a budget surplus of 1.6 percent of GDP, even as eurozone countries struggled with an average deficit of more than 3 percent.

Honestly, who wouldn’t want this luck of the Irish?

Look closely, however, and Ireland’s so-called economic miracle looks more than a little odd. The country’s growth is simultaneously both real and artificial. Much of it is driven by a handful of U.S. multinationals, which continue to route global sales and profits through their Irish operations to take advantage of Dublin’s lower business taxes. Although difficult and complex to calculate, Apple’s shifting of intellectual property assets to Ireland is estimated to have contributed half of Ireland’s miraculous 26 percent GDP growth in 2016. That bizarre fact inspired New York Times columnist Paul Krugman to ridicule Ireland’s “leprechaun economics”—and the Irish statistics office to move away from using GDP as a measure of economic growth.

Yet the surge of U.S. investment in Ireland is also real. In particular, Ireland’s role as a pharmaceuticals manufacturing hub dramatically increased during the COVID-19 pandemic. Nine out of the world’s top 10 drug companies have significant production facilities in Ireland. The U.S. State Department thinks the corporate build-out in Ireland will continue, given Ireland’s status as the only remaining English-speaking European Union country following Britain’s departure. That makes it easy for international companies to operate and enjoy barrier-free access to the EU’s single market.

It’s hard to exaggerate Ireland’s dependence on U.S. tech and pharma companies for investment and taxes. Corporate tax receipts are now the second-largest source of tax revenue (after income tax) for the Irish state: 27 percent of all tax income in 2022. The average was just 9 percent in the 38 member countries of the Organisation for Economic Co-operation and Development (OECD) in 2020, the last year for which data is available. This, in turn, is fueling an unprecedented torrent of tax income for the Irish government. Corporate tax revenues were up nearly 50 percent in 2022 alone.

Just 10 multinationals—all of them U.S.-based tech and pharmaceutical companies—now pay nearly 60 percent of Ireland’s corporate tax. Directly and indirectly, U.S. multinationals employ more than 375,000 people in Ireland, approximately 15 percent of the country’s labor force. Driven by investment from the United States, foreign multinationals now account for 53 percent of all payroll taxes paid by corporate employers.

Driven by the windfall in corporate tax receipts, the Irish government’s budget surplus is expected to swell further, to 10 billion euros in 2023 and 16 billion euros in 2024. Relative to the size of the economy, this would be equivalent to a U.S. budget surplus of more than 1 trillion dollars in 2024.

The problem for Ireland is that this singular dependence exposes the country to growing risks. Take the tech sector: As multinationals like Google, Microsoft, Meta, and Amazon see their profits shrink and slash jobs worldwide, it will not only hurt the Irish economy, but deprive Dublin of tax income as well.

What’s more, the threat to Ireland’s stability from its overdependence on U.S. companies is about to be multiplied. In 2021, nearly 140 tax jurisdictions, including Ireland, agreed to a major reform of how multinationals companies will be taxed in the future. Pillar 2 of these reforms—a minimum corporate tax rate of 15 percent for large companies—is already coming into effect. In 2024, Ireland’s corporate tax rate is due to increase to 15 percent from its current level of 12.5 percent, reducing its attractiveness as a tax haven compared to other countries. The United States also approved the minimum tax plan in August 2022, despite significant private sector and political opposition.

However, it is Pillar 1 of the OECD’s reforms that will dramatically erode Ireland’s future income from corporate taxes. This reform will reallocate a share of company profits to where sales (or users) are actually located. Previously, tax liability was calculated on where the company or its subsidiary was legally based, no matter how many profits it rerouted from other parts of the world for tax-avoiding purposes. For Ireland, the consequences are obvious: U.S. multinationals operating in the EU will be forced to divide some of their sales by member state, thus significantly reducing the amount of sales and profits that can be “booked” through Ireland. This reform is due to come into force in 2024. The end of Ireland’s windfall is therefore only a matter of time.

The Irish Department of Finance estimated in January that around half of Ireland’s corporate tax receipts—$10 billion—are “transitionary” and will be lost as the new tax rules are implemented. That translates to more than 10 percent of total government spending in 2022—more than the entire Irish education budget. This is putting the Irish government on the precipice of another financial disaster, little more than a decade after it had to be bailed out of impending bankruptcy by the European Commission, European Central Bank, and the International Monetary Fund. That disaster left Ireland with one of the highest per capita public debt levels in the world.

Regardless of the impending financial train wreck, however, Dublin is unlikely to wake up from its American dream anytime soon. Diversifying its economy and revenue sources away from U.S. multinationals would require Ireland to shift its economic and geopolitical orientation, downgrade (in Dublin’s eyes) its deep relationship with the United States, and seek greater integration into the EU economy and its myriad rules.

That’s because Ireland’s dependence on U.S. multinationals is just another expression of the country’s affinity with the United States—the “shared heritage” referenced by U.S. presidents from John F. Kennedy to Ronald Reagan to Joe Biden. These ties to the United States long precede Dublin’s embrace of European integration and make it unlikely that Ireland will ever have the same intensity of economic, cultural, and other ties to France, Germany, or the rest of the EU.

The approaching economic and fiscal train wreck resulting from the new tax rules requires a fundamental change of mindset from Irish policymakers. Squaring the circle—holding on to its deep U.S. ties while integrating more closely with the EU to diversify its economy—means Dublin must give a little (and lose a little) to both sides. Yet Ireland’s ability to navigate this conundrum is doubtful. Even though the coming changes have been plain for all to see, Dublin’s current Trade and Investment Strategy does not contain any concrete policies to mitigate the overdependence on U.S. investment flows. Although the document acknowledges that EU market opportunities are underutilized, it again recognizes the importance “markets such as the UK and the US, which offer familiarity with language and culture.”

If there is no short-term solution to Ireland’s financial vulnerabilities, a few longer-term needs stand out. Dublin should ensure that its current budget surplus is invested wisely to help diversify its drivers of growth. One such driver would be significant increases in public investment in housing and public transport infrastructure to bring the country closer to Western European standards. Ireland’s tax base should be widened to allow for a wider distribution of income sources. For example, In 2021, Ireland gained just 5 percent of its tax receipts from property taxes, compared to more than 11 percent in both Britain and the United States.

Most importantly, Ireland must deepen its trading relationships outside the English-speaking world. Notwithstanding the country’s 50-year membership of the EU, a dearth of foreign language teaching has created a monolingual business culture, which priorities existing links with the United States over the development of new markets, both within and outside the EU. This needs to change if Ireland is to build a sustainable economic model.

Biden—whose family, like so many in the United States, has Irish roots—said in 2021 that “everything between Ireland and the United States runs deep.” This is Ireland’s economic reality today. As the corporate tax boom ebbs, Ireland should ensure that its American dream doesn’t become a recurring economic and financial nightmare.

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