(What’s Left of) Our Economy: What John Oliver Didn’t Tell You About Trade – or About RealityChek

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"Last Week Tonight, BMW, bubble decade, China, consumer prices, domestic content, Financial Crisis, Global Imbalances, Jobs, John Oliver, manufacturing, Peter Navarro, productivity, tariffs, Trade, Trade Deficits, Trump, wages, {What's Left of) Our Economy

In his segment last night on President Trump’s trade policy, HBO Will Rogers wannabe John Oliver had some good fun at my expense due to a technical glitch here on RealityChek, and I deserved it. In the course of making the case why Mr. Trump’s tariff-centered approach is dangerous economic Know-nothing-ism, the (profanity-philic) comedian argued that the President’s main trade adviser, Peter Navarro, once cited me as one of only two economists that agree with his views on the harm of trade deficits – and then correctly pointed out that I told an inquiring journalist soon after that I don’t hold an economics degree. (I recounted these events in this post.)

Oliver proceeded to go on to suggest that I don’t hold a degree in website design, either (and maybe nothing else?), spotlighting the RealityChek bio section where my portrait hasn’t been rotated correctly. And to that I plead “guilty.” I’m a stubborn techno-phobe and have never managed to figure out how to present the photo rightside up. But first impressions are important, and I should have somehow taken care of it. So my bad.

Oliver deserves credit on two other counts as well. First, he acknowledges that trade policy is complicated, and that unfettered trade can have major downsides. Indeed, he even specifies that for trade’s overall net gains to be realized, it needs to be “done right,” and that valid grounds exist for complaints about China’s trade policies in particular. Second, he asked one of his producers to check whether or not I still lack an economics degree.

But what’s also noteworthy (and not so commendable) about that instance of meticulousness is that, although this producer and I wound up having a fairly lengthy conversation about trade policy, my only “contribution” to the show was strengthening Oliver’s attack on Navarro. And that’s really too bad for anyone seeking genuinely to understand the pros and cons, and ins and outs of trade policy. Because had Oliver and his staff gone beyond my bio page, here’s some of what they would have found:

>Despite Oliver’s claim that tariffs are to be avoided in large part because they make goods for consumers and producers who use the tariff-ed products more expensive, there’s little evidence that, in today’s U.S. economy, many producers have the pricing power to pull this feat off. For that, you can thank a combination of the lingering impact of the last financial crisis and ensuing Great Recession (which resulted in part from American leaders ignoring the huge, trade-centered global imbalances that were building up during the bubble decade). And let’s not forget the longer-lasting wage stagnation that’s afflicted so much of the American labor force (which can also be blamed in part on trade policies that have exposed this workforce to penny-wage foreign competition and/or predatory practices by low- and high-wage foreign competitors alike).

>Although Oliver contends that Trump-like concerns about trade policy’s impact on U.S. domestic manufacturing overlook how much larger American industry is today than in 1984, during the current economic recovery, after-inflation manufacturing output has yet to regain its pre-recession production levels. And perhaps not so coincidentally, all the while, the manufacturing trade deficit has surged to the point where it’s likely to hit $1 trillion this year (in pre-inflation dollars). In other words, that’s a lot of American demand for manufactured products that was supplied from foreign economies rather than from the U.S. economy. 

>Oliver accepts as gospel the view that manufacturing’s recent employment losses are due mainly to the sector’s productivity gains, not to failed U.S. trade policies. But industry’s productivity performance has been so poor for so long that it’s lost its historic role as the country’s labor productivity growth leader. Further, it’s anything but difficult to find highly credentialed economists who finger inadequately dealt-with foreign competition instead.

>Oliver makes much of how Mr. Trump’s tariffs on steel and aluminum will cost many more jobs than they save or create by observing that they will harm metals-using industries – which employ many more Americans than the metals producers. Yet since the metals tariffs began to be imposed, these sectors have experienced growth and employment gains at least as strong as those of the rest of manufacturing.

>Like so many journalists, Oliver describes BMW as an American manufacturing gem because it builds so many of its vehicles in South Carolina – and an example of how the Trump trade approach simplistically assumes that domestic and foreign companies can be easily distinguished. Like many journalists, however, Oliver ignores readily available U.S. government data making clear that BMW in the United States mainly snaps together foreign-produced parts and components, and therefore adds relatively little value to the American economy.

>According to Oliver, Trump’s metals tariffs are also boneheaded because they are “pissing off the leaders of every other country on earth” and therefore sandbagging any hope of prevailing in trade diplomacy against the world’s main metals trade bad guy, China. Too bad he never mentioned that, as China’s metals glut ballooned, the United States emerged as far and away the world’s metals dumping ground of last resort because other metals-producing countries responded to Chinese pressure on their own industries either by transshipping Chinese metals, or stepping up their own exports to the United States to compensate. I.e., a global problem required a global response. P.S.: The world’s leading economies have been vowing to work on multilateral responses to China’s overcapacity for nearly two years, and have produced exactly nothing in the way of concrete results.

>Most disappointing, I asked Oliver’s fact-checker why her boss puts so much stock in economists’ views when nearly all of them (including those so confident in orthodox trade theories and their policy implications) clearly flunked the biggest test they’d faced in decades: warning that the economy of the previous decade was an immense bubble whose bursting would bring disaster. Or figuring out that anything was fundamentally wrong with the American economy in those years. Her response: Many of them did – which will come as a major surprise to anyone in the mid-2000s who owned a home or a share of stock.

There’s more, but let’s close with this irony: Even though Oliver made much of China’s decision to impose some retaliatory tariff on U.S. goods, in contrast to a Navarro prediction, a team of high level Chinese negotiators will arrive in Washington, D.C. in a few days to try and end a trade confrontation that has hammered their country’s stock markets and currency, and that, according to numerous reports, has President Xi Jinping worried that he’s overplayed China’s economic hand. Any chance that any of this upcoming highlight of this week’s news will be reported on the next edition of “Last Week Tonight”?

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(What’s Left of) Our Economy: How BMW Just Snookered Bloomberg – and the American Public – on Trade

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assembly, Bloomberg.com, BMW, Department of Transportation, domestic content, Harald Krueger, imports, manufacturing, media, National Highway Transportation Administration, NHTSA, Trade, {What's Left of) Our Economy

Poor Harald Krueger! The CEO of German auto giant BMW has been such an important contributor to American manufacturing and therefore to the whole U.S. economy! And that awful President Trump is determined to respond by imposing tariffs that could wreck the global free trade regime (as it’s called) responsible for the company’s valuable U.S. presence.

At least that’s the message yesterday’s Bloomberg article on the subject tried to send. Here’s what it really demonstrated: First, Krueger misled Bloomberg’s reporter.  Second, the author was too lazy or ignorant to do even the most basic research that could have solved this apparent mystery.

Not that his piece was devoid of interesting information – though most of it seems to come straight from BMW press releases. Yes, the company’s Spartanburg, South Carolina factory is its largest on the planet. And I’m happy to take BMW at its word that 70 percent of its U.S.-made vehicles are exported – although some way to confirm this figure independently would be awfully nice. Equally welcome would be a way to verify that the company is America’s largest net exporter.

But these very facts should raise the obvious question: If BMW is such a thoroughly American manufacturer, why is its CEO so worried about higher prices for imports? Luckily, in this case, it couldn’t be easier to find statistics to provide the answer – even though the Bloomberg reporter either didn’t know this or didn’t care.

All he needed to do was to visit the website of the National Highway Transportation Safety Administration (NHTSA — an agency of the U.S. Department of Transportation) and look through the information presented in its annual American Automobile Labeling Act reports. The title refers to a law requiring all companies that sell passenger vehicles in the United States to tell consumers the percentage of their products that are manufactured domestically.

The system isn’t perfect. Notably, it considers parts and components and other inputs supplied from Canada as “domestic.” But it’s a lot better than nothing. Nor is this mandate brand new. It’s been on the books since late 1992.

And the conclusions it points to couldn’t be clearer: BMW doesn’t so much manufacture vehicles in the United States as screw them together – which adds relatively little to the American economy. And the vast majority of the parts etc that get screwed together in South Carolina come from abroad – mainly Germany. That is, they’re imported.

Further, the company has made precious little progress localizing its supply chains in recent years – that is, adding more U.S. content. And the highest value, most technologically advanced parts of its vehicles, the engines and transmissions, are still 100 percent produced overseas – again, mainly in Germany.

So tariffs would make all these imported parts more expensive, and force BMW either to raise its own vehicle prices and risk lower sales, swallow the price increases and accept lower profits, or move more of its supply chain stateside from its home country. Here are the specifics:

In 2011 – the first year in which NHTSA used its current reporting system – BMW sold 26 models in the United States. Three of them had U.S. and Canadian content levels in the double-digits. (They were between 20 and 30 percent.) And all three were the models that were assembled in South Carolina.

This year’s numbers show 24 BMW models sold in America. The number assembled here rose – to four. And each of them had some more “domestic” content – between 30 and 35 percent.

Just as revealing – in 2011, none of the engines and transmissions in these BMW vehicles was American-made. And as of 2017, this number remained completely unchanged.

But although it’s encouraging that corporate dissemblers like BMW’s Krueger (and gullible, incompetent journalists) can be exposed with the auto content data, it’s discouraging that no such corporate analyses based on legally mandated figures are possible outside the automotive sector. So here’s hoping (once again) that the Trump administration and Congress move promptly to impose similar (or better) content and other reporting requirements throughout American manufacturing. Otherwise, the nation and its leaders will continue flying blind when it comes to trade and globalization – and much of the economy’s future.