Governments make plans and businesses laugh:
On Wednesday, Joe McCabe, president of AutoForecast Solutions, sounded a fresh warning on General Motors, saying he expects the auto giant to pull out of Oshawa and reduce its Ingersoll, Ont., plant to a single shift, perhaps by 2019.
If you're wondering why...
GM’s promise to maintain 16 per cent of its production in Canada in return for its 2008 bailout expires in 2016.
McCabe said the automaker is not making plans for continued production in Oshawa.
If you didn't see that coming you're probably a Liberal cabinet minister. For those who may have forgotten the details of the 2008 bailout:
It was a costly exercise. The federal and Ontario governments loaned $13.7-billion to the two companies in fiscal 2009-10. That was 38% of the $36-billion in corporate income tax revenue collected by both governments that year.
But we made all that money back, right?
After subtracting the partial repayment made by both companies, the governments’ sale of some shares obtained via the bailout, and the present value of GM stock still held by the two governments, taxpayers are still out $810-million on the Chrysler bailout and $4.74-billion on the GM loan. That’s an estimated $5.5-billion loss, which will fluctuate only slightly, depending on the final GM share price when governments relinquish their remaining shares.
At least jobs were saved:
On jobs, three years later, the current employee count in Canada is 10,000 at GM (down from 12,000 in early 2009) and 9,000 at Chrysler (down from 9,800 in 2009). Using present employee counts, that means taxpayers offered up a $90,000 subsidy per Chrysler employee and a $474,000 subsidy per GM employee. (The company-only estimates are fair calculations; in the absence of GM or Chrysler, lost spinoff jobs at auto-parts manufacturers and dealerships would have been at least partly restored by either the two post-bankruptcy companies or by other automotive companies.)
As the above author, Mark Milke of the Fraser Institute, notes every years thousands of Canadian companies go bankrupt and hundreds of thousands of jobs are destroyed. As with the car industry each job in any sector of the economy has a multiplier effect. The federal government spent a small fortune to temporarily save a few thousand jobs concentrated in a handful of ridings.
Now think of the thousands of jobs destroyed in other sectors of the economy in order to subsidize this politically convenient payout. Think of the hundreds of thousands of workers who can ask, with some legitimacy, why their jobs weren't saved when their firms reached the bankruptcy courts. The workers whose jobs weren't created, the employees at smaller firms without the same political clout, their voices don't matter.
The bailouts of GM and Chrysler, which mercifully have not been repeated, are usually justified on the grounds of special pleading. The bailouts' defenders will argue that while, usually, bailing out inefficient companies is a bad idea, the weakest of the Big Three are too big and too important for the normal rules to apply. Their supply chains too extensive, their pension and health benefits too vital to thousands to be allowed to collapse. The value of saving this eco-system was so great that a few billion dollars seems a trifle.
But how do you know? If nearly half a million dollars per job is good bargain what is a bad bargain? At what point is a company not too big too fail? The brutal fact of 2008-2009 was that the demand for automobiles contracted dramatically and the industry's two structurally weakest players were about to be drive out. The government was, in essence, paying workers to produce something that no one wanted or needed at the time. There is still so much excess capacity that, as looks likely, GM is planning on slashing its production in Canada to a corporal's guard.
What applies to GM applies all along its supply chain. The GM supply systems were making a product that simply wasn't wanted anymore, or at the very least not wanted to the same extent. Certainly customers were keen enough to buy Ford, Nissan or Toyota's offerings. GM and Chrysler were selling unwanted products at unreasonable prices. No amount of economic legerdemain can alter that basic economic fact. Nor was this a sudden occurrence. GM has been bleeding market share for decades. The 2008 bailout was Chrysler's second in thirty years.
Firms and the jobs they create exist to produce a value for the rest of the economy. Profit and loss aren't simply abstract accounting concepts they ultimately represent products and services demanded by society. A firm that loses money is a firm that had destroyed more value than it has created. A government bailed out firm is one that has forced the rest of society to continue subsiding its value destroying ways. A loss for GM represents a total loss for its whole ecosystem, not just itself. Combined they were destroying more wealth than they were creating.
In situations where firms are temporarily weak, because they are new or have undergone a crisis, capital markets can aid firms to cover their losses through debt and equity financing. This financing is always conditional on the reasonable prospect of the firm's weakness being temporary. There is a reasonable chance that at some point the firm will grow from start-up to a genuinely going concern. In the not too distant future the weakened firm's debt will be repaid. If there is no reasonable prospect of either the capital markets will close their doors to further lending.
The weaknesses at GM and Chrysler were not temporary, they reflected deep structural flaws in the firms' debt servicing and employee benefit schemes. Even without the 2008 financial crisis it's unlikely that Wall or Bay Streets would have been keen to continue underwriting GM and Chrysler's anemic existence. The bailout was a political not a financial or economic decision. It was a vote buying, or saving, exercise supervised by two nominally conservative governments on both sides of the 49th.
Osama Bin Laden is dead and, quite soon, GM Canada will likely be dead too.
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