(What’s Left of) Our Economy: GM and Boeing Effects Still Affecting U.S. Manufacturing Output

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737 Max, aircraft, aluminum, Boeing, China, durable goods, Federal Reserve, General Motors General Motors strike, GM, inflation-adjusted output, manufacturing, manufacturing production, metals-using industries, steel, supply chain, tariffs, trade war, {What's Left of) Our Economy

Like its immediate predecessor, this morning’s Federal Reserve release on inflation-adjusted U.S. manufacturing output made clear how the recent strike at General Motors have grossly distorted the latest results, as well as how Boeing’s mounting 737 Max aircraft safety woes remain difficult to identify from these production statistics.

First, let’s look at the overall numbers. According to the Fed, constant dollar American manufacturing output in November jumped sequentially by 1.15 percent. That was the best such increase since October, 2017’s 1.36 percent, and quite the turnaround from October’s 0.70 percent monthly drop-off (which was revised slightly downward).

These figures still left domestic industry in a recession, but not much of one. Since July, 2018, its price-adjusted output is down by 0.14 percent.

But the big role of the GM strike’s end in November’s turnaround couldn’t be clearer. In October, combined U.S. combined vehicle and parts output sank by 5.98 percent after inflation from September’s total. That decline was considerably less than the 7.65 percent nosedive reported last month, but still the worst such performance since the 7.18 percent decrease in January.

Last month, however, thanks to the return of the striking workers, real automotive production skyrocketed by a whopping 12.45 percent – the best monthly performance since the 29.95 percent surge of July, 2009 – as the last recession (which was especially woeful for auto and parts makers) came to an end.

Another way to look at the automotive effect: Without the GM strike, October’s 0.70 percent overall manufacturing after-inflation production decrease would have been a much better (but by no means great) 0.28 percent decline. And without the GM strike’s end, the 1.15 percent jump in price-adjusted manufacturing output would have been only 0.25 percent.

But the impact of Boeing’s safety troubles is as unclear as those of the GM strike are obvious. In November, American aircraft and parts production rose another 0.40 percent on month in real terms. Moreover, since March (when governments around the world began grounding the 737 Max or banning it from their airspace), such production is only down a total of 0.34 percent. Since April (the first full data month since that March flood of bad news), it’s actually up by 2.32 percent.

Therefore, as has been the case recently, the aircraft sector as such has kept outgrowing many of the biggest industries making up its domestic supply chain (which extends way beyond finished parts and into the materials they’re made from). Here’s how these big supplier industries’ output has changed since April, with the overall manufacturing sector’s performance and that of the durable goods super-category in which most are found included for comparison’s sake:

overall manufacturing: +0.68 percent

durable goods: +1.25 percent

primary metals: -1.13 percent

fabricated metals products: -0.54 percent

machinery: +0.16 percent

The above results also indicate that at least some of the economy’s biggest metals-using industries still lack the relative production strength they displayed for the first several months after steel and aluminum tariffs were imposed in March, 2018. Here are their latest numbers from April (the first full data month affected by these levies) through November, also with the overall manufacturing and durable goods results included:

                                          Old Ape thru Oct    New Apr thru Oct    April thru Nov

overall manufacturing: –      0.54 percent            -0.81 percent         +0.33 percent

durables manufacturing:    -0.32 percent            -0.40 percent         +1.75 percent

fabricated metals prods:   +1.42 percent           +1.26 percent         +1.48 percent

machinery:                        -0.81 percent            -0.77 percent          -1.02 percent

automotive:                    -12.24 percent           -11.34 percent          -0.30 percent

major appliances:             -9.14 percent            -9.08 percent          -6.31 percent

aircraft and parts:            +3.59 percent           +4.37 percent         +4.79 percent

One interesting bright spot apparent from the above – a nice improvement for production of major appliances, a sector that’s been dealing since February, 2018 with an additional set of product-specific tariffs. But in machinery and fabricated metals products in particular, where output tends to be less volatile than it’s been in automotive and appliances, recent performance clearly has been worse than that from April, 2018 through, say, this past January:

                                                          April, 2018 through January

overall manufacturing:                               +1.07 percent

durables manufacturing:                            +1.74 percent

fabricated metals prods:                            +3.42 percent

machinery:                                                +3.69 percent

automotive:                                               -3.32 percent

major appliances:                                      -1.43 percent

aircraft and parts:                                     +4.19 percent

Will the new “Phase One” trade deal announced with China make it any easier to gauge the impact of tariffs on most of the imports heading to the United States from the PRC? That’s already been difficult enough, because Chinese products have been used so widely, and to such varying extents, as inputs for so many manufacturing industries). And chances are this challenge will become more difficult, given both that it’s far from clear when follow-on talks will begin; and given Treasury Secretary Steven Mnuchin’s suggestion that the next phase may consist of many different phases.

Surely adding to the complications will be the Boeing effect, which seems certain to start appearing more conspicuously in the data now that the company has announced that 737 Max production will be suspended starting next month, as well as its failure to say how long the halt will last.

So just about all that can be said for sure is that domestic manufacturing had a good month in November – however unclear it remains whether this improvement has legs.

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(What’s Left of) Our Economy: New U.S. Jobs Data Show a Continued Trade Punch for Manufacturing – & Industry Resilience

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aircraft, aluminum, automotive, Boeing, Bureau of Labor Statistics, China, General Motors, General Motors strike, GM, manufacturing, manufacturing jobs, metals tariffs, metals-using industries, steel, tariffs, Trade, Trump, {What's Left of) Our Economy

For observers of U.S. domestic manufacturing, this morning’s new jobs report (for November) could not have made clearer how the recent strike at General Motors (GM) have bollixed up the recent monthly totals for reasons having nothing to do with the underlying state of the economy or with President Trump’s trade wars. Nonetheless, even with the strike’s effects filtered out, industry’s job creation this year continues to lag behind last year’s strong pace, and damage from Mr. Trump’s metals tariffs in particular is still apparent – if anything but calamitous.

Moreover, in a continuing mystery, although Boeing’s safety woes are kneecapping domestic manufacturing’s trade performance, their impact on manufacturing employment is still nowhere to be seen.

Because of the GM strike’s impact, the overall manufacturing job figures for November (along with the revised October numbers) are pretty worthless. What does matter are the results with motor vehicles and parts stripped out (although even taking this step fails to account for the strike’s effects on all the industries making up the domestic automotive supply chain).

Ex-automotive, the previously reported October U.S. manufacturing monthly jobs change would have come to a 5,600 net monthly gain, rather than a 36,000 net loss. The revised October manufacturing jobs change reported today was somewhat better – without the GM strike, a net sequential employment loss pegged at a higher 43,000 would have been a net gain of 6,800. (And another revised October figure will come out next month, along with a new November number.)

For its first read on November’s performance, the Bureau of Labor Statistics reports that domestic industry’s payrolls rose by 54,000 on net. Removing from that total the 41,300 jump in automotive employment stemming from the return to work of GM workers and of employees at parts companies who may have been laid off, and you get a 12,700 monthly increase in manufacturing jobs.

Encouragingly, that’s the best such performance since January’s 17,000 payroll advance. But the year-on-year improvements remain humdrum even taking out the automotive distortions.

For example, without the automotive distortions, October’s stand-still manufacturing jobs total would only have been 56,000 higher than that of October, 2018. Between the previous Octobers, manufacturing employment surged by 275,000. The comparable November numbers? A 32,000 improvement between 2018 and 2019, as opposed to 228.000 between 2017 and 2018.

The November jobs report’s news for so-called trade hawks wasn’t good, either. As usual the impact of the Trump administration’s steel and aluminum tariffs are relatively easy to gauge, and it remains the case that the metals-using sectors’ employment performance has lost notable momentum versus the rest of manufacturing and the rest of the private sector overall.

Below are the latest figures for employment changes at major metals-using industries starting with the April, 2018 – the first full month in which these levies were in effect, and run through October. For comparison’s sake, the results for manufacturing overall are also included, along with those of the durable goods super-sector in which most of the big metals-users are grouped:

                                                       Old thru Oct       New thru          Thru Nov

entire private sector:                    +2.58 percent   +2.62 percent    +2.82 percent

overall manufacturing:                +1.40 percent   +1.40 percent    +1.83 percent

durable goods:                            +1.48 percent    +1.43 percent    +1.99 percent

fabricated metals products:        +1.57 percent    +1.49 percent    +1.51 percent

non-electrical machinery:          +1.74 percent    +1.65 percent    +1.26 percent

automotive vehicles & parts:      -4.89 percent    -4.60 percent      -0.45 percent

household appliances*:               not available    -6.31 percent      not available

aerospace products & parts*:     not available   +8.98 percent       not available

*data are one month behind

The end of the GM effect is clear from the big differences between the October and November overall manufacturing and durable goods jobs changes. But by the same token, November was a lousy employment month for the big machinery and fabricated metals sectors. Look at that aerospace products and parts increase, though – job creation in this Boeing-heavy sector continues to excel.

Now it’s possible that much of the damage being done to the company, and manufacturing more generally, is being done in its own vast domestic supply chain. But the employment numbers for narrower sectors like aircraft and their parts show nothing of the kind, and the effects on companies in other supplier sectors (e.g., machinery, metals, and fabricated metals products) simply can’t be teased out.

But even worse for the metals-using industries generally, whereas most were job creation leaders last year, they’ve turned into job creation laggards this year. This deterioration is made clear from comparing the previous table with the following table, which shows their employment performance from the metals tariffs advent through the end of last year and the beginning of this year:

                                                          Thru December               Thru January

entire private sector:                         +1.36 percent                +1.60 percent

overall manufacturing:                     +1.39 percent                +1.49 percent

durable goods:                                  +1.72 percent                +1.97 percent

fabricated metals products:              +1.57 percent                +1.78 percent

non-electrical machinery:                +2.33 percent               +2.57 percent

automotive vehicles & parts:          +1.07 percent               +1.15 percent

household appliances:                     -2.05 percent                -2.52 percent

aerospace products & parts:           +5.47 percent               +5.87 percent

Of course, President Trump’s tariffs on several hundred billion dollars worth of imports heading America’s way from China are affecting domestic manufacturing as well. But because of these products ubiquity throughout domestic industry, the greatly varying levels of their U.S. market share, and the duties’ on-again-off-again nature (prominently on display in recent days), I continue to despair of quantifying the impact usefully.

And speaking of Mr. Trump, there’s no doubt that, contrary to his confidence, trade wars are not “easy to win” – and can be highly disruptive even for countries like the United States with ample leverage to prevail. That’s inevitable when you’re trying to reverse several decades of policy. All the same, U.S. domestic manufacturing’s employment performance, even in leading victim industries, has held up pretty well since the President began responding to foreign predation in earnest. Whether the manufacturing interests he’s counting on to win reelection will agree is another question entirely.

(What’s Left of) Our Economy: Trade Wars’ Impact on U.S. Manufacturing Output Still Clouded by GM and Boeing

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737 Max, aircraft, aluminum tariffs, automotive, Boeing, Fed, Federal Reserve, General Motors, General Motors strike, GM, household appliances, inflation-adjusted growth, inflation-adjusted output, manufacturing, metals-using industries, safety, steel tariffs, supply chain, tariffs, Trade, trade wars, {What's Left of) Our Economy

If you read last month’s Federal Reserve report on after-inflation U.S. manufacturing output (for September), then there wasn’t much reason to read yesterday morning’s report on after-inflation manufacturing production (for October). For it described the same puzzling picture: American industrial performance clearly dragged down by the recently ended strike at General Motors (GM), but apparently completely unaffected by Boeing safety woes that have sharply reduced the aviation giant’s enormous exports.

The top-line figures released by the Fed were definitely gloomy. Last month, real U.S. Manufacturing output dropped by 0.62 percent sequentially – the worst such result since April’s 0.87 percent fall-off. Inflation-adjusted motor vehicle and parts output, however, plunged by 7.65 percent – its worst such performance since the 7.97 percent nosedive of April, 2011. Moreover, September’s previously reported 4.22 percent monthly automotive price-adjusted automotive decrease was revised all the way down to a 5.49 percent slump.

As the Fed observed, without the huge October monthly plunge in inflation-adjusted automotive output, the overall manufacturing production decline would have been just 0.14 percent – which obviously doesn’t show any strength, either.

But this is where the Boeing puzzle comes in. There’s still no sign of it in these Fed data. Most curiously, constant dollar production for aircraft and parts production rose a solid 0.57 percent on month in October. It’s down since March, when governments the world over began grounding its popular but now troubled 737 Max jet or banning it from their national air spaces.

But although Boeing’s exports have deteriorated sharply, too, the real output shrinkage has only been 1.48 percent since March, and since April (the first full data month since those March woes), after-inflation production of aircraft and parts has actually risen 1.15 percent. That’s considerably better than the output performance of domestic manufacturing as a whole during this period. And it’s much better than the output of key supplier sectors, although surely they’d been affected by the GM strike as well:

overall manufacturing: -0.19 percent

durable goods: -0.81 percent

primary metals: -1.62 percent

fabricated metals products: -0.60 percent

machinery: +0.37 percent 

It’s true that export sales and production don’t move in lock step for aircraft, or for any other industry.  But with foreign markets representing well over half of Boeing’s revenue last year, the former sinking while the latter keep growing isn’t easy to explain.

Something else that needs to be considered: Whatever the Fed data actually show, they’re not able to show much about how aircraft parts and production would have fared without the Boeing troubles. And they’re even less capable of showing such counterfactuals regarding how supplier sectors might have fared.

As for the impact of the trade wars, as usual, the consequences of the President’s tariffs on aluminum and steel are easiest to gauge, since they’ve been on the longest, and the major metals-using industries (the presumed leading victims) are so easy to identify. The table below represents the changes in their real output since April, 2018 (the first full month in which the levies were in effect), with the data for manufacturing overall used as a control group, and durable goods included because it’s the super-category in which most of the main metals-using industries are located:

                                          Old Apr thru Sept    New Apr thru Sept    Apr thru Oct

overall manufacturing:       +0.09 percent            +0.08 percent         -0.54 percent

durables manufacturing:    +1.25 percent            +0.87 percent         -0.32 percent

fabricated metals prods:    +1.85 percent             +1.63 percent        +1.42 percent

machinery:                            0 percent                 -0.96 percent         -0.81 percent

automotive:                        -3.92 percent             -5.53 percent       -12.24 percent

major appliances:               -2.19 percent            -2.03 percent          -9.14 percent

aircraft and parts:              +5.43 percent           +3.00 percent         +3.59 percent

In absolute terms, the results are still all over the place, and a GM strike effect is clearly evident for supplier industries like fabricated metal products and machinery. The interruption of GM production also seems to have aggravated – but not caused – the loss of relative momentum exhibited by the metals-users – meaning, that their production slowdown has gotten faster relative to that of overall manufacturing, even leaving out the cratering of automotive output. Interestingly, that momentum loss is now affecting aircraft and parts, too – whose September production figures were also revised down significantly.

Also noteworthy – the steep monthly production dive in major appliances in October. Yes, they’ve experienced their own product-specific tariffs (on large household laundry equipment) as well as the metals tariffs. Production of these products is pretty volatile, too. But the 7.26 percent real monthly output drop was the biggest since it plummeted 8.29 percent between September and October, 2013. Even stranger – the housing sector, which drives much appliance buying and therefore indirectly production – registered a major uptick in growth in the third quarter after six quarters of substantial decline.

As for the impact of the China tariffs on manufacturing output, since that’s much more difficult to gauge than the effects of the metals tariffs (e.g., because Chinese products have been used so widely, and to such varying extents, as inputs for so many manufacturing industries) it seems to make less sense than ever to examine them, given the possibility of the Boeing effect lasting months more.

And somewhat depressingly, I find myself wondering if that’s going to be true for following any manufacturing-and-trade-relevant data for at least a month or two more. (Though I’m sure I’ll keep soldering on!)

(What’s Left of) Our Economy: Politico’s Failed Takedown of Trump’s Auto Jobs Policies

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automotive, Bureau of Labor Statistics, Department of Transportation, domestic content, General Motors, GM, Jobs, Lordstown, manufacturing, Ohio, tariffs, Trade, Trump, Youngstown, {What's Left of) Our Economy

Let’s all hope that Politico doesn’t start a new publication called “Economico.” Because its latest venture into economic policy reporting – yesterday’s examination of President Trump’s trade-centric approach to strengthening America’s automotive industry – had about as much in common with sound economic analysis as Beto O’Rourke’s current talking points have with the Gettysburg Address.

The headline nicely sums up the piece’s theme: “Trump facing failing strategy on auto jobs as he heads to Ohio.” And the news hook is the President’s trip today to Ohio, where the announced closure of a long-time General Motors factory in the northeastern town of Lordstown has understandably attracted national attention given Mr. Trump’s 2016 campaign promise to ensure its survival, and given the importance of Lordstown-type manufacturing workers to his political success.

But the article’s treatment of the Lordstown decision and the broader Trump auto industry record is based almost entirely on cherry-picked facts presented in such stark isolation as to produce a thoroughly misleading picture to readers.

First, the piece doesn’t say that, for all the disrupted lives already caused and sure to continue due to GM’s Lordstown decision, Reuters reported the day before that

“GM Chief Executive Officer Mary Barra has said the automaker expects to have 2,700 job openings by early 2020 at other thriving plants, enough to absorb nearly all of those displaced in plants in Maryland, Ohio and Michigan willing or able to uproot for work hundreds of miles away. GM said another 1,200 affected hourly workers are eligible for early retirement.

“Based on a plant-by-plant count provided by GM, if every worker displaced or soon to be displaced volunteers for or accepts a new job – and those eligible to retire do so – that would potentially leave up to 500 GM workers jobless, far fewer than the thousands decried by the UAW [United Auto Workers union] and Trump.”

No one should underestimate the economic and other difficulties of relocation – especially from an economically struggling area like northeastern Ohio, where homes on the market don’t exactly command primo relative prices. And GM’s claims should be closely monitored going forward. But the Politico article, and all the coverage of Lordstown, should have mentioned that, based on what’s been promised, most of the released employees won’t be left on the streets (figuratively speaking).

By contrast, the Politico reporters unquestionably swallowed the claims by GM as well as Ford about the Trump administration’s metals tariffs crippling the auto companies’ prospects. Had they asked the obvious question about how the higher metals prices compared with the auto-makers’ overall costs, they’d have discovered that the tariffs barely moved the needle on overall figures – and that the companies’ could easily have found (and still can find) other economizing options to offset them.

Nor did the authors ask the equally obvious questions about overall trends in Lordstown-area and Ohio automotive and manufacturing employment. A five-minute dive into Bureau of Labor Statistics (BLS) data would have found that, during President Trump’s first 23 data months in office, the state’s manufacturers have added more jobs (20,400) than during the final three years (36 months) of former President Obama’s administration (19,700). The Trump-era gains are especially impressive since they’ve come later in the business cycle, when expansions typically lose momentum. (These time periods are chosen since they’re the stretches of each administration closest to each other during the same business cycle.)

In addition, although the latest figures only go up to September, 2018, the two Ohio counties in which Lordstown and nearby Youngstown (another victim of the GM decision) – Trumbull and Mahoning, respectively), have fared relatively well during the Trump years as well.

Specifically, during the first 19 data months under Trump, Trumbull County lost 569 manufacturing jobs. (BLS doesn’t track automotive employment at the county level.) During the final 19 months of the Obama administration, manufacturing payrolls fell by 1,150. For Mahoning, the comparable numbers are: Trump, up 294, Obama, down 468. Those are hardly gangbuster results during the Trump years. But failure?

In automotive specifically, from the state-level perspective. President Trump’s impact looks more mixed – but hardly failed, either. During his first 23 data months in office, Ohio vehicle makers added only 800 jobs. But during Mr. Obama’s final 23 months in office, they shed 1,300. In parts, the “Obama effect” looks better – Ohio-based facilities increased their payrolls by 3,600 during his last 23 months, whereas they boosted employment by only 800 under the Trump administration so far.

Interesting, a similar mixed picture emerges on a nation-wide basis. During Mr. Obama’s last 23 data months in office, U.S. auto and light truck producers increased employment by 21,400, versus a 23,400 improvement during the first 23 Trump months. But the Obama numbers for auto parts are much better – a gain of 34,900 during his last 23 months versus an 11,900 rise for the first 23 Trump months.

At the same time, are the lagging overall Trump national numbers due entirely or even mainly to his allegedly failed trade policies? Or to the topping out of American light vehicle sales that began in the fall of 2015? The Politico authors never give readers a chance to decide.

In fact, the changing automotive cycle surely accounts for much and maybe all of the declining rate of auto industry investment during the Trump years so far, especially compared with the big numbers racked up during the Obama years. Most of that spending of course came much earlier in the auto and broader economic cycle, when the sector and the rest of the nation were rebounding (with decisive federal aid) from a near-death economic experience.

The Politico article also repeats the canard that “International trade makes it difficult to distinguish between what’s truly American and what’s truly foreign.” Actually, it’s not difficult at all. U.S. Transportation Department data annually presents the U.S./Canadian and foreign content figures for every auto and light truck model sold in America. As reported by a recent analysis of the figures:

“Detroit has the bulk of cars with high domestic content. GM, Ford and Fiat Chrysler Automobiles build 37 of the 57 U.S.-assembled cars with 60 percent or higher domestic content. Foreign-based automakers are responsible for dozens of imported cars with zero percent domestic content, according to the National Highway Traffic Safety Administration [NHTSA]. Detroit automakers have just two cars below 5 percent….”

Finally, the authors express puzzlement that despite “the threat of auto tariffs….the foreign automakers who would be targeted by the tariffs are bolstering bolstering manufacturing in the U.S. with investments in auto plants across the Midwest and South.” To which anyone not infected with Trump Derangement Syndrome would respond, “Exactly.”

(What’s Left of) Our Economy: Why Economics and Business Reporting Needs More Context, Too

Tags

aluminum, automotive, Fiat Chrysler, Ford, General Motors, GM, journalism, metals tariffs, profits, steel, tariffs, Trade, {What's Left of) Our Economy

It’s my fervent hope that journalists and their audiences learned a valuable lesson about context from this past weekend’s firestorm about the confrontation on the National Mall between a group of mainly white Catholic high school kids on the one hand, and some Native American and African American protesters. One test of whether the need to avoid rushing to judgment based on limited information really has sunk in will be stories about the impact of President Trump’s metals tariffs on the U.S. auto industry.

So far, the coverage has stressed that the levies, which to some extent, for some period of time, raise the cost of the steel and aluminum for auto-makers, have been major headwinds for the sector. And that’s certainly been the message sent by the industry itself. But there’s also no doubt that other key data, representing that crucial context, have gone missing, and these omissions have significantly distorted the picture being presented.

The key statistic that’s been emphasized is the $1 billion in increased 2018 costs claimed by both General Motors (GM) and Ford due to higher metals prices. Which of course sounds like a lot of money. (Fiat Chrysler, the third of the “Detroit 3” auto-makers, has said that because of its use of fixed contracts, its metals prices were largely unaffected last year, but could cost it an extra $300-$350 million this year.)

But the $1 billion figure doesn’t exist in isolation. It needs to be compared with the total costs these companies pay to run their operations. And when that rudimentary calculation is performed, the $1 billion looks pretty unimpressive.

After all, GM’s total costs and expenses in the third quarter of 2018 (the latest data available) topped $34 billion. Its total costs for the year’s first two quarters exceeded $32 billion. (See here and here.) So if the fourth quarter winds up in that ballpark, GM’s 2018 costs will be nearly $130 billion. Which doesn’t make the $1 billion in extra metals costs look very big at all. Ford’s costs, incidentally, were running even higher than GM’s for the first nine months of 2018.  (See the quarterly earnings reports listed here.) 

The extra metals costs look much more important compared with the profits of these companies. Through the third quarter of last year, GM’s operating profits were $7.50 billion. Its guidance for the fourth quarter and for this year is even better. Nonetheless, a company with nearly $130 billion in total annual costs would seem to have plenty of opportunities to generate savings to offset higher steel prices.

Ford’s operating profits so far in 2018 have been lower than GM’s (just under $5.2 billion).  But its costs have been higher, so it’s hard to finger the metals tariffs as its strongest 2018 headwind.

If President Trump imposes tariffs on vehicles and auto parts from much of the rest of the world, the Detroit 3 could definitely have a tougher slog this year. But that point is irrelevant to the impact of the metals tariffs last year.

Will the business and economics press present a fuller picture going forward? General Motors is expected to announce fourth quarter and full-year 2018 earnings on February 6. Ford’s is coming up tomorrow. Stay tuned!

Making News: On National Radio Previewing the Trump-Xi Meeting…& More!

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automotive, China, General Motors, GM, Gordon G. Chang, layoffs, Making News, Memphis Commercial Appeal, Ted Evanoff, The John Batchelor Show, The National Interest, Trade, trade war, Trump, Xi JInPing

I’m pleased to announce that I’m scheduled to return to John Batchelor’s nationally syndicated radio show tonight to help John and co-host Gordon G. Chang preview President Trump’s scheduled one-on-one meeting with Chinese leader Xi Jinping at this week’s big global summit in Argentina. Click on this link to listen on-line – starting at 10 PM EST – to what’s sure to be a timely discussion of where the Sino-American trade wars stand to date, and what’s likely to come up.

In addition, it was great to be quoted in Gordon’s own scouting report on the Trump-Xi meeting in a National Interest post today. Here’s the link. Moreover, Gordon’s article was reprinted at Yahoo.com.

Also today, Ted Evanoff of the Memphis (Tenn.) Commercial-Appeal presented some of my views in his article on this week’s General Motors layoffs. As I’ve written previously, Ted is one of the very best automotive and manufacturing reporters I’ve encountered (and I’ve encountered a lot of them!), and all of his article is very much worth reading.

And keep checking in with RealityChek for news of upcoming media appearances and other developments.

Making News: Podcast Now On-Line of National Radio Appearance on GM Layoffs

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automotive, Breitbart News Tonight, General Motors, GM, Jobs, Joel B. Pollak, layoffs, Making News, manufacturing, Rebecca Mansour

I’m pleased to report that I was back on national radio last night, with an appearance on Breitbart News Tonight to talk about the big General Motors layoffs announced yesterday.  Click on this link, and scroll down till you see the segment with my name on it.  You’ll be rewarded with an unusually wide-ranging discussion with co-hosts Rebecca Mansour and Joel B. Pollak on the future of one of America’s major manufacturing industries and the numerous economic and technological challenges it faces.

And keep checking in with RealityChek for news of upcoming media appearances and other developments.

Following Up: Lousy U.S. Auto-Making Productivity and Those GM Layoffs

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automotive, Bureau of Labor Statistics, Detroit automakers, General Motors, GM, Jobs, layoffs, motor vehicles, NAFTA, North American Free Trade Agreement, offshoring, productivity, total factor productivity, Trade, Trump, yoFollowing Up

Yesterday, I posted some data – with a special focus on major victim state Ohio and major victim region Youngstown – providing some badly needed perspective on General Motors newly announced manufacturing jobs layoffs in the United States (along with Canada and other unspecified locations). Today I’d like to follow up with some statistics that shed more light on GM’s decision – and the strengths and weaknesses of the American domestic automobile industry.

There’s no doubt that, as widely noted, many trends and developments are responsible for the new job cuts – which are highly unlikely to be restricted to GM alone. Some of the biggest include changing product mixes (away from smaller vehicles and toward larger vehicles), new technologies (for electric vehicles and self-driving vehicles), and the inevitable waning of the latest “automotive cycle” – that is, a slowdown in auto sales that has been entirely predictable following the sector’s strong recovery from a terrifying downturn during the last recession.

But one industry trend that’s been sorely neglected – and that surely bears heavily on the “Detroit 3” auto companies’ failure to continue producing smaller vehicles profitably at their domestic factories (the plants targeted for closure) – concerns its productivity performance. In a word, it’s been lousy – which supports last week’s post presenting evidence that U.S. metals-using industries like automotive have been using crutches like (foreign government-subsidized and therefore artificially) cheap raw materials, along with massive job and production offshoring, to juice their profits rather than efficiency-enhancing improvements resulting from creating new technologies, investing in new machinery, devising better management techniques, or some combination of these measures.

That post last week featured data showing that the American transportation equipment sector (which of course includes auto manufacturing) has performed relatively well during the current U.S. economic recovery and the previous expansion – though the rate of growth decelerated over that time span. These periods were examined because they were marked by a tremendous increase in American imports of steel over-produced and dumped into the United States by foreign producers, which pushed steel prices way down for reasons having nothing to do with free trade or free markets.

But more detailed statistics make clear that the automotive sector per se lately has fared worse when it comes to total factor productivity – the broadest of two measures of productivity tracked by the Bureau of Labor Statistics, and the productivity measure I examined last week.

During the 2001-2007 American expansion, total factor productivity in the motor vehicles sector actually grew faster than that for transportation equipment overall – 22.70 percent versus 13.38 percent. But from the 2009 start of the current recovery through 2016 (the latest available data), vehicle makers’ total factor productivity advanced by only 2.53 percent – that is, much more slowly than the 9.67 percent improvement registered by transportation equipment overall.

In fact, since achieving a huge (15 percent) snapback in total factor productivity during the recovery’s first year following a deep (12.29 percent) nosedive during the recession, vehicle-makers’ total factor productivity fell by 10.94 percent through 2016. As a result, its total factor productivity hasn’t improved on net since 1989.

Also interesting: Since the U.S. ratification of the North American Free Trade Agreement (NAFTA) in 1993 created a bright green light for automotive production and job offshoring, total factor productivity in American motor vehicle-making is up by only 9.20 percent. That’s a considerably slower rate of progress than for manufacturing overall (20.13 percent), even though automotive trade has figured so heavily in U.S. trade flows with fellow NAFTA signatories Mexico and Canada so far.

I don’t mean to minimize the challenges all automotive manufacturers face given the multi-dimensional crossroads that seems to be arriving rapidly for the sector. What should be glaringly obvious, though, is that they’re unlikely to be met adequately – including producing smaller vehicles profitably, especially if and when oil prices start rising again – with a productivity performance that barely qualifies as second-rate.    

(What’s Left of) Our Economy: Just the Facts on Trump, GM, and Ohio Automotive Jobs

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automotive, General Motors, GM, Jobs, manufacturing, Ohio, Trump, Youngstown, {What's Left of) Our Economy

No one should beat around the bush: General Motors’ announcement today of big job cuts in its U.S. and other worldwide automotive manufacturing operations was bad news for the U.S. economy and for American industry generally. And even if this “right-sizing” ultimately winds up positive for the nation as well as the company, there’s also no denying that it’s bad news for President Trump and his status as a champion of domestic manufacturing and its workers. He himself made that clear when he told reporters, “I’m not happy about it.”

But what about politicians like Rep. Tim Ryan, the Democrat who represents the northeast Ohio Congressional district where GM’s cuts will fall heavily in Youngstown – and who has been an advocate of Trump-like trade policies his entire career in Congress? (Full disclosure:  I’m a fan and worked with him closely on these issues in the mid-2000s.) On the one hand, in the wake of the news, it’s easy to understand why he called the President “asleep at the switch.” It’s even easier to understand the pot shot he took at Mr. Trump’s performance at a July, 2017 rally in Youngstown, where he told his audience that its long lost jobs are “all coming back. Don’t move. Don’t sell your house.”

Nonetheless, when it comes to the Youngstown area, and the rest of Ohio, the data (aka, the facts) say “Not so fast.”

The U.S. government doesn’t track the changes in automotive employment experienced by the Youngstown area specifically. But it does monitor the region’s overall manufacturing employment trends, as well as factory and automotive employment throughout Ohio. The most relevant developments lately?

First, during the twenty months of the Trump presidency (starting in February, 2017 – Mr. Trump’s first month in the Oval Office – and ending with the latest available numbers, from this October), manufacturing employment in Youngstown fell by 200 – from 26,900 to 26,700. That’s a decrease of 0.74 percent – and of course, thanks to GM, those numbers will be rising.

But during the twenty previous months, Youngstown area manufacturing employment sank by 13.78 percent – or 4,300 jobs (from 31,200 to 26,900). So if politicians deserve much of the blame for these results, then those preceding Mr. Trump’s tenure seem to have been comatose.

The Trump record looks worse when it comes to overall automotive employment in Ohio. Since his first month in office, payrolls in vehicles and parts combined are off 2.20 percent, falling from 95,200 to 93,100. During the twenty previous months, they dipped only by 0.73 percent – from 95,900 to 95,200.

Even so, there are big differences between vehicles and parts. For the former – which will take an especially big hit in Ohio from GM going forward – jobs have dropped by 7.61 percent, from 19,700 to 18,200 on Mr. Trump’s watch. But during the previous twenty months, they tumbled by 12.83 percent (from 22,600 to 19,700).

In Ohio auto parts manufacturing, employment under President Trump has decreased by 6,000, or 0.79 percent. But over the twenty month stretch before he entered office, they actually rose by 2,200, or three percent (from 73,300 to 75,500).

The Trump reputation as manufacturing champion seems better when Ohio’s overall manufacturing jobs trends are examined. During his administration, factory employment has risen by 2.68 percent (from 683,900 to 702,200). But during the twenty months before his current job began, it declined by 0.48 percent – from 687,200 to 683,900.

No should believe that these figures tell the whole story, or even most of it. In particular, they leave out the ups and downs of the overall national economic cycle, and of the automotive cycle – not to mention the technological and structural changes sweeping over the automotive industry. But for those who insist on viewing these matters in partisan political terms, and/or as solely or mainly the result of presidential performance, the data here make this much clear:  If President Trump has yet to meet his own standard as author of a major American manufacturing employment revival, and to keep his promises to Youngstown  voters in particular, he won’t be hard pressed to top his predecessor on this score.

Making News: Podcast of Last Night’s John Batchelor Show Appearance on the Chinese-Made Buicks GM Will Soon Sell in the U.S.

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autos, Buick, China, General Motors, GM, Gordon Chang, imports, Making News, manufacturing, offshoring, Peter Navarro, The John Batchelor Show, Trade

I’m pleased to present the podcast of my appearance last night on John Batchelor’s nationally syndicated radio show. Click on this link; this specific segment starts at about the 12-minute mark.

I hope you agree that John, co-host Gordon Chang, and co-guest Peter Navarro were in rare form – and that we made clear why it’s important that General Motors will soon be supplying the American auto market from factories it co-owns in China.