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The view of a Prof. of Finance at New York University's Stern School of Business on the auto industry and the destruction of capital. About $110 billion of destruction of capital between 1980 and 1990 for GM and Ford, and the destruction of $182 billion in capital that was invested in GM between 1998 and 2007. From a Finance point of view this is society's capital that can be better invested. The total $465 billion invested in GM and Ford between 1998 to 2007 says Yermack could have purchased all the shares of Toyota, Honda, Nissan and VW. The job losses overstate the situation he says, as jobs would be created in other auto factories which expand as Detroit contracts, which is already happening as sales decline is less steep at other automakers such as the Japanese. Regarding the proposals to ask the automakers to build environmentally friendly cars with serious fuel efficiency, he says its like asking the cigarette companies finance cancer research, considering their lobbying efforts to gut serious conservation or environment friendly legislation....

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Residents of Detroit- almost all residents- in the three county metropolitan area see their economy in ruins, according to aWashington Post-Kaiser Foundation-Harvard University poll of Detroiters. At the same time 63% of Detroiters feel optimistic that things will change for the better. Detroit's dependence on the auto industry has led to a marked precipitous decline with the highest unemployment in the country. Michigan has 14.7% unemployment and Detroit has 16.7%, the highest in the country. Seven of ten residents see a revitalization of the auto industry needed to rejuvenate Detroit, and three fourths of residents polled say this is likely to happen, even though the state government is looking to diversify the economy. A senior economist at the Upjohn Institute, an independent research group in Kalamazoo, Michigan, says creating a new diversified economy which includes biotech, medical, green energy in addition to electric cars and other fields in auto, will take years. One, two or even five years won't be enough to replace all the jobs lost in the auto industry, it may take adecade or longer. Some workers will be retrained in new areas, others will move and some will take lower wages at new jobs. Because of the area divided along racial lines with the black city neighborhoods and the white suburbs, the pain while distributed throughout the region, is seeing a marked deterioration in the life in the city. Governor Granholm says the state governmet has spent $400 million to help enroll 100,000 people in retraiing programs to become nurses, medical technicians, truck drivers and welders. Granholm says her office has helped create 163,000 jobs in 2009....

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Urban renewal in Detroit, Michigan, at one time the fourth largest city in the U.S., which was hit hard by the decline in jobs in the auto industry.

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Mexico's domestic market is growing and compacts are about half of Mexico's 1.13 vehicle market. The San Luis Potosi plant will be able to make 160,000 compact cars a year, an investment of $650 million. Some of this could go to Mexico's own need for compacts in the domestic market. Also this could supply the U.S. market where GM needs compacts to compete with Japanese and Korean models. One of the reasons Mexico is able to compete with the Southern United States is is its high quality work force at a fraction of the cost. See the link to Mexico's turning out a large number of engineering graduates. When companies look at where to put a new plant, Mexico is starting to compete a lot more with Detroit, said Gabriel Renero, a consultant at Deloitte in Mexico City. They are finding a very attractive work force in this country. In the last year, American automakers have all introduced a variety of new models from their Mexican assembly plants. Being able to produce any kind of vehicle looks good in the global market, says Renero....

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The effort by a community bank, Talmer Bank, to fill in for the lack of mortgage lending for certain neighborhoods in Detroit with abandoned or ransacked homes. Talmer Bank provides $25,000 loans so that these homes can be repaired and restored. Another agency helping in this work of renewal of these neighborhoods is the Detroit Land Bank Authority which auctions abandoned homes with bids starting at $1000. That agency was started in 2007 and is now making fresh efforts under Mayor Mike Duggan. This agency had in 2015 about 22,351 residential structures and 54,660 vacant lots in its inventory, one fifth of the land in the city. Between 1900-1950 Detroit's population grew to 1.85 million. Then by 2010 as the auto industry hit a downturn and residents departed from a declining city the population declined to 700,000. Other approaches taken by DLBA are to fix up abandoned homes and sell these properties sometimes at a loss, and to demolish homes that cannot be restored to raise property values in the neighborhood. Even here with scarce resources the DLBA has to pick and choose which neighborhoods have the best chance of recovery to invest resources....

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Detroit carmakers Chrysler and GM are falling back on incentives to grow sales for 2010 models. Chrysler is offering rebates upto $4000 and 0% financing. But it is a sign of how low the capacity utilization is in the industry. North American auto capacity utilization will average about 50% in 2009 according to JD Power & Associates.

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Davey and Walsh tell the story of years of mismanagement in a city that lacked proper record keeping to keep track of costs. A municipal auditor brought in a financial consultant as far back as 2005. He found an additional $7.2 billion in retiree health costs that had never been taken into account. That warning was ignored. All the time the city was losing jobs with mismanagement at the auto companies and lack of labor-management cooperation. The Kilpatrick years as Mayor were largely wasted as problems piled up. The city was unable to borrow, and its revenue base was continually shrinking. Under Mayor Bing the city had a hard time meeting payroll. Other cities had faced financial crisis before, New York in 1975. Detroit was different in that two of the three major auto companies went into bankruptcy followed by the city itself facing bankruptcy, with mismanagement of finances and lack of a good plan for the city and the auto industry that brought everyone together behind a single goal of regeneration. ...

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Consideration is a term being used in Detroit auto company marketing efforts, if a customer gives little consideration to a company or brand or if its not on his list of brands or companies to consider, then snap you are not even in the running. The customer does not even visit your dealer showrooms, and no matter how well you make your cars its not going to make a difference. It has to take a lot of neglect of customers for this sort of situation to arise, but its exactly the situation Detroits auto companies face. They are trying marketing ploys such as this one by Ford's advertising agency, but its impact is uncertain. The efforts at GM also focus on marketing but again efforts to put Honda Accords and Toyota Camrys in Saturn dealerships next to the Saturn Aura, for side by side test drives have not had much impact on Aura sales. So a similiar effort for the Chevrolet Malibu in Chevy dealerships has been scrapped. There is even skepticism that a lifetime warranty on engines and transmissions by Chrysler on its vehicles will have much impact, so large is the customer resistance and ingrained perception of American car manufacturers. Over time perceptions may change but it will take a while to convince the American customer who feels he was once treated with disdain, and who will give a good hard look at things before he changes his mind. The figures bear this out. Years of neglect of car buying public and focus on SUV's and trucks is showing up in a 51.3 % share of the market for the American Three companies down from 60% 4 years ago. So half the market has pretty much been conceded to the likes of Honda and Toyota. Actually in the West and East coasts the numbers probably range to 60% and 70% depending on the local area in these 2 regions. So that means more established dealerships for cars, years of marketing effort focussed on cars, sales contacts and so that may take years to dislodge to any degree. The figures behind consideration by JD Powers show that 54% of car buyers are import loyalists, a slightly higher figure than the 51.3% showing that the trend is even more defection to imports in the 1-3 years ahead. And 22% consider both domestic and import cars. With this segment there is more selection in the imports beause only now are the American Three carmakers building up their car model lineups, especially Ford, so this will be ahard fought segment with no certainty that the Detroit Three carmakers will come out on top given the lead and established networks of the carmakers like Toyota and Honda. Only 25% are domestic or American carmaker loyal. A lot may depend on the way a customer is treated from reading letters to the editor in the media by buyers of US and import cars. A car buyer treated with no respect and sincere concern for his needs and preferneces is likely to remember the treatment for a long time. Not just products but attitudes and people in sincerity will have to change....

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Evern though the Detroit carmakers initial quality as measured by J.D. Powers Initial Quality Survey is slightly higher than Japanese carmakers in pickup trucks, the Japanese carmakers still have a lead in the more popular cars and in crossovers. The Prius is made in a factory in Japan which ranks as one of the highest in quality. Quality is higher at plants in Japan for Toyota cars, and a bit lower here in the states for Toyota plants. Its on a par with Ford for the Toyota cars made in the USA. As the quality gaps shrinks to near zero between the quality of American and Japanese cars made in the USA, Toyota continues to maintain its edge in quality for its plants in Japan over both the Americans and the Germans. And the one carmaker that intends to surprise is Hyundai which surpasses Toyota, Honda, Ford and Chevy in quality and does this with a lower price. Consumers are noticing and making the switch, as Hyundai's market share is increasing. See Hyundai link. Here are some of the results. First the plants that produce the best quality, as measured by the J.D. Powers Initial Quality Survey. A survey of 80,900 cars between November 2008 and February 2009, for the first 90 days thses cars were driven, using the number of problems per 100 vehicles. All numbers refer to problems per 100 vehicles. Toyota plants in Japn that scored highest- Higashi-Fuji at 29 making Lexus SC and Toyota Corolla, Fuijimatsu at 30 making the Prius, Kyushu at 34 making the Lexus ES and Highlander. At the next level German plants, Bremen at 40 making the Mercedes Benz Classes- C, CLK, SL, and SLK. Daimler in E. London, S. Africa at 38, and BMW at 40 in Dinggolfing, Germany. And a cluster of Japanese and American plants in the USA that produce cars of comparable quality. Honda in E. Liberty Ohio at 41, making the Honda Civic, CRV and Element. GM at Oshawa, Ontario, at 42 making the Buick LaCrosse and Chevy Impala at 42. GM at Bowling Green, Kentucky at 43, and Toyota, Georgetwon, Kentucky making the Avalon and Camry at 43. What is notable from the last survey in this highly competitive market is the following. 1. Hyundai at 91 problems per 100 vehicles surpasses Honda at 95. Better quality at a lower price, so its no wonder Hyundai is gaining market share and is the new carmaker gaining a presence in the USA. 2. Toyota is at 101, Ford at 102, Chevy at 103, so the difference now in carmakers quality is perception, perception, perception. Its about lifestyle, what you like to be associated with and what you want your friends and neighbors to think about you in your choice of car, younger buyers who are the next generation that makes or breaks your business, the new trendy things among younger people, and design that appeals to them. 3. VW is at 112. So even though there is aggressive marketing and VW is picking up some market share with the Jetta, it still lags slightly in quality. 4. The American car makers still lack consistent quality. You have the Buick at 117, GMC at 116. Ford with Lincoln at 129. The Koreans with Kia at 112. 5. Chrysler is at the bottom of the list. Dodge at 134, Chevy at 136, Jeep at 137. THe lack of resources, changes in management and ownership, and the distractions of bankruptcy and dealership closings, and most of all dire lack of resources including the layoff of large parts of its engineering talent, all hurt. 6. GM sold Saab, Ford sold Land Rover and Jaguar. The neglect of Saab shows with Saab at 138, and Ford's distraction during the last 3 years shows with Jaguar at 134 and Land Rover at 150. also. 7. In summary Ford has done well overall, Toyota is coming up short in the USA and resting on its laurels, GM has a perception gap with younger buyers, Hyundai looks like a winner with both price and quality, and VW has work to do. ...

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Deep labor problems that have plagued Detroit automakers throughout the years since the 1930 labor-management strife. The labor advantages enjoyed by the Japanese and the Germans after postwar compact between labor and management in Japan and Germany, that was continued in plants in the US in locations with no labor history. The higher executive compensation and privileges of management in the American management model that did not exist in the Japanese and German models that created another level of distrust of management. The recovery staged by Chrysler in the 1980's withthe minivan and by Ford with new models. The recovery again in the 1990's by Ford and GM with the sports utility vehicle and pickup trucks. And the collapse Chrysler, GM and Ford face today, facing bankruptcy or government bailout on a large scale as rising oil prices and the need for conservation lead to a collapse of the sports utility and pickup market and shift to fuel efficient passenger cars.

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Tesla at $24 per hour faces a challenge when Toyota which increased wages by 9% for non unionized labor pays $34 per hour for assembly line workers. Toyota did this after the new settlement with the UAW for 146,000 workers at Ford, GM and Stellantis. What it means is that instead of setting the wage standard Tesla will be a less attractive option for workers as other foreign automakers Nissan, VW and BMW increase their wages. The UAW union does not have to organize at Tesla for fair wages as Tesla's 20,000 workers would become the lowest paid, and least attractive option for workers. And Tesla would become an exception to fair wages in a cost of living crisis.

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The NYT editorial reminds readers on the day following the Bush bridge loan approval that it would have been far better to ask the the top executives to step down as anecessary step to push substantive change through Detroit's entrenched mind-set. Which again poses the question whether Wagoner is the right CEO to reinvent the company as he said he would do. And by February 17, GM has to get bondholders to convert at least two thirds of their debt into equity, so achieving even the near term hurdles remain uncertain.

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Daniel Howes makes a scathing indictment of the way in which the keepers of the city of Detroit's institutions have battled to preserve the status quo and prevent much needed changes in conduct at the mayoral offfice, the public schools, and in the auto industry, its unions and communities. He says the staus quo is broken and the city is coming apart.

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Tom Walsh, columnist at the Detroit Free Press is very skeptical that anything will change with Gettelfinger and the UAW, Cerberus, GM executives and other stakeholders who will stall and try to look for advantage even as Detroit's workers are at risk. Communities in Michigan are at risk and communities across America. He calls for President elect Obama to appoint a really good car czar who will force the different parties to make the changes that are required, or nothing will happen and things will get to the worst outcomes possible.

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Ford and GM employ 120,000 workers in Europe and sell roughly 4 million cars there. GM sold nearly a fourth of the 9.37 million cars it made worldwide in Europe in 2007. And 60% of these cars are small cars like theFocus and Fiesta in Europe for Ford and the Corsa and Astra in Europe for GM. The presence of a gas tax may be what makes Europeans choose smaller cars as gasoline is expensive in Europe. What makes them profitable in Europe is they are generally sold with all the features of bigger quality cars and command higher prices so that small does not mean cheap. But is there any reason that given the experience of Americans with gas prices, and a culture of energy conservation among younger and newer customers. apossible gas tax that funds public transportation projects, and the poor state of household finances, that the better appointed smaller cars that are popular in Europe cannot make their way into American homes. With all the experience with small cars in Europe are GM and Ford simply lacking both the vision and the courage to try something new with these cars when their bets with larger cars have failed....