Chantage des manufacturiers d’automobiles

Un autre effet pervers de la mondialisation, non seulement, ils font du chantage fiscal, mais grâce au marché mondial, on emploie le bétail humain qui coûte le moins cher.

Une petite délocalisation par là, un petit investissement ailleurs, à la fin, les pays industriels se retrouvent avec du chômage persistant incapable de résorber.

Encore, une complexité humaine (avidité et cupidité) qui ne rentre pas dans les équations mathématiques de nos économistes qui n’ont jamais créé de la richesse.

Extrait de: Lack of new investment puts auto sector at risk: analyst, Richard Blackwell, Globe and Mail, Nov. 29, 2011

Auto Car Mexico vs Canada

Source : % output

Canada’s automotive industry is showing a strong rebound, but there are dark clouds on the horizon because of a lack of new investment in the sector.

A new report from Bank of Nova Scotia economist Carlos Gomes warns that Canada’s auto sector is at risk because of falling investments in assembly and parts plants.

This year, total investment will be only $1.2-billion, his report says, the lowest level since the mid-1980s and almost two-thirds below the $3.1-billion average over the past decade.

That puts at risk Canada’s share of North American automotive assembly, because there is considerably more investment activity going on in Mexico and the United States, Mr. Gomes said.

Over the long term, a decline in the auto sector would damage parts makers and other participants in Canada’s automotive supply chain, he said.

“It has enormous implications for the overall manufacturing sector.”

While General Motors and Honda have recently announced new products and increased hiring in Canada, these pale in comparison with the news coming out of Mexico, Mr. Gomes’ report says. In the past six months, the auto industry has unveiled nearly $3-billion of plant expansion or new building in that country.

Mr. Gomes said Japanese auto makers in particular are interested in expanding in Mexico because it is a low cost jurisdiction. The appreciating yen is making the Japanese very sensitive to their cost structure, he said.

A decline in investment in Canada will make it very difficult to increase our market share of car assembly, which currently stands at about 16 per cent, he said. That could eventually mean a reduction in employment in manufacturing, which is still a crucial engine for the economy, particularly in Ontario. “The auto sector is the largest manufacturing base for Ontario ... It accounts for 20 per cent of overall manufacturing in the province,” he said.

However, automotive analyst Dennis DesRosiers said he does not see such dire consequences in the investment numbers. Automotive investment has declined in every developed country in the last three years, he noted, and Canada is no exception.

“Countries like China, India, [and] Mexico have seen significant increases in automotive activity, so there is a general move to less developed countries,” he said. What is more important is our performance relative to the United States, and “on that account we are doing pretty well,” he said.

Beau raisonnement !

The most recent data available, for 2009, show Canada gets almost 26 per cent of North American investment in automotive assembly, Mr. DesRosiers said, and that is high considering our market is only 8 per cent of the continent’s sales. The parts sector gets about 10 per cent of investment, and that number has not budged much in years.

Canadian Auto Workers economist Jim Stanford said he, too, is not terribly concerned about the declining investment numbers. Capital spending on plants tends to be very “lumpy,” he said, because huge amounts may be invested retooling or building new plants in one year, followed by several years when spending dips before more upgrades are needed.

“So it’s a bit risky to look at one particular year and say that it is way below the long-run trend,” he said, “because the fact is some of our plants have just gone through [a re-tooling] process.”

Mr. Stanford said his big worry is about investment in Mexico, which is attracting many new plants because of its extremely low wage rates.

Despite his concerns, Mr. Gomes said the current snapshot of the Canadian car sector is positive. The industry rebounded well from the economic downturn and from the supply disruptions caused by the disasters in Japan and Thailand, he said.

Canada will produce more than 2.1 million vehicles this year, its best performance since 2007. Employment is up by 10 per cent since it hit its nadir in 2009, and in the past year alone the sector has boosted the number of jobs by 2 per cent.

Extrait de: Chrysler CEO sounds warning on Canadian labour costs, Greg Keenan, Globe and Mail, Nov. 22, 2011

The battle lines are being drawn for negotiations on a new contract between the Canadian Auto Workers union and the Detroit Three car companies and the erosion of Canada’s competitive position in the global industry is already emerging as the critical issue.

Chrysler Group LLC chief executive officer Sergio Marchionne outlined the key issue he wants addressed: the higher costs of assembling vehicles at the company’s Canadian plants compared with its U.S. operations.

“You cannot have all things. You cannot have a strong currency, you cannot have an uncompetitive wage rate and then expect Chrysler or all the other car makers to keep on making cars in this country and be disadvantaged,”

Mr. Marchionne said Tuesday in Toronto.

The high value of the Canadian dollar has made Canada one of the most expensive countries in which to assemble vehicles, and long-standing competitive advantages – such as taxpayer-financed health care – were eliminated during the 2008-2009 crisis that drove the old Chrysler and General Motors Corp. into bankruptcy protection.

Hourly labour costs in Canada that are now higher than those in the United States will have to be addressed in the negotiations with the CAW, he said.


Productivity, the number of hours needed to assemble a vehicle, and all the other factors that go into Canadian costs versus U.S. costs will be put on the table so Mr. Marchionne can say: “This is what it costs me to make a car [in Canada] and this is what it costs me to make it in the U.S. We need to find a way to make those two numbers coincide.”

He said he doesn’t care how the Canadian labour costs are adjusted to meet the U.S. number: “I’m willing to talk about anything. I mean anything.”

CAW president Ken Lewenza responded that he needs “to educate” the Chrysler CEO about how Canadian labour costs stack up against U.S. costs.

When productivity and CAW members’ willingness to adopt the company’s world-class manufacturing system are factored in, the differences in costs between the two countries are insignificant, Mr. Lewenza said.

“I think we’re already in the ballpark ... and the difference even if it’s a little bit either way, isn’t going to determine the future of the Canadian operations.”

Another key issue identified by Mr. Marchionne and other senior executives at the Canadian units of the Detroit Three auto makers is pay for workers that is based on profit, which is also an idea that Mr. Lewenza rejects, as the union has done since it split off from the United Auto Workers in 1985.

Voici ce qu’ils imposent aux employés américains, à prendre ou à laisser,
sans cela on produit au Mexique.

That likely means 40 per cent of the workers will be so-called “tier two” employees who start at $14 (U.S.) an hour and receive few benefits, compared with longer-term GM workers who receive more than twice that amount hourly and also get company pensions and other benefits, said Sean McAlinden, executive vice-president of research at the Center for Automotive Research in Ann Arbor, Mich.

Source: GM employees who start at $14 (U.S.)

Mr. Marchionne made his comments at a Canadian Institute of Chartered Accountants conference in a speech that ranged from the European debt crisis to the gridlock at the Canada-U.S. border crossing at Windsor-Detroit and the Occupy Wall Street movement.

He noted that he understands why executive compensation is a key issue in the movement’s criticism of bankers and Wall Street.

“It’s very, very difficult to have discussions with organized labour about pay packages when you’ve got fundamental inequalities in the system,” he said.

Mr. Marchionne, who receives no salary from Chrysler, but was paid €3.74-million or about $4.9-million (Canadian) in 2010 by Chrysler’s parent Fiat SpA, said the root causes of economic and social inequality need to be addressed.


  1. gravatar

    # by Incubus - 30 novembre 2011 à 10 h 05

    "on emploie le bétail humain qui coûte le moins cher"

    Et ceci cela ressemble à quoi, sinon à du bétail dans un enclos?