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The Troubled Asset Relief Program (TARP) is a program of the United States government to purchase assets and equity from financial institutions to strengthen its financial sector that was signed into law by U.S. President George W. Bush on October 3, 2008. It was a component of the government's measures in 2008 to address the subprime mortgage crisis.
The Congressional Budget Office released a report in January 2009, reviewing the transactions enacted through the TARP. The CBO found that through December 31, 2008, transactions under the TARP totaled $247 billion. According to the CBO's report, the Treasury had purchased $178 billion in shares of preferred stock and warrants from 214 U.S. financial institutions through its Capital Purchase Program (CPP). This included the purchase of $40 billion of preferred stock in AIG, $25 billion of preferred stock in Citigroup, and $15 billion of preferred stock in Bank of America. The Treasury also agreed to lend $18.4 billion to General Motors and Chrysler. The Treasury, the FDIC and the Federal Reserve have also agreed to guarantee a $306 billion portfolio of assets owned by Citigroup.[3]
Ford is asking for access to a line of credit of up to $9 billion in bridge financing, but reiterated that it hopes to complete its transformation without accessing a government loan.
Originally posted by RealSpoke
The banks were bailed out with no strings attached
In order for the autos to be bailed out they had to reduce their pensions, wages, and benefits.
What a joke.
In late 2008, Chrysler and General Motors told America that they were in danger of folding. George W. Bush agreed to a temporary bailout, but handed the auto companies' long-term future over to his successor, President-Elect Barack Obama. Obama then shepherded a comprehensive bailout of the two companies that allowed them to stay in business but imposed numerous conditions that, it was hoped, would secure their viability and allow the companies to eventually return to profitability.
How you saw this series of events depended a lot on where you stood politically. If you were a progressive, you saw that Obama selected the best of unattractive options. While he didn't particularly want the government running car companies, the alternative was to let them go out of business right at the moment when the economy was reeling from the worst downturn since the Great Depression. At stake were not only the jobs of all of GM and Chrysler's employees, but the jobs of people who worked for hundreds of suppliers, from stereo manufacturers to steel and rubber producers. Estimates of the potential job losses topped one million. So he did what had to be done.
If you're a conservative, on the other hand, the auto bailout was part of Obama's government power grab. Eager to amass power and increase the federal government's control of the economy, he took the opportunity to take over the auto industry, serving his thirst for centralized control.
The emergency bailout of General Motors and Chrysler announced by President Bush on Friday gives the companies a few months to get their businesses in order, but hands off to President-elect Barack Obama the difficult political task of ruling on their future.
The plan pumps $13.4 billion by mid-January into the companies from the fund that Congress authorized to rescue the financial industry. But the two companies have until March 31 to produce a plan for long-term profitability, including concessions from unions, creditors, suppliers and dealers.
In February, another $4 billion will be available for G.M. if the rest of the $700 billion bailout package has been released.
Even before the March 31 deadline, it might fall to the Obama administration to persuade Congress to release the second $350 billion of the Treasury Department’s huge financial system stabilization program — a request that the Bush administration is reluctant to make.
The auto bailout plan sets “targets” rather than concrete requirements about what those concessions may be, meaning that Mr. Obama and his advisers have enormous latitude to decide how to define long-term viability.
Originally posted by Blackmarketeer
This was not part of TARP.
The plan pumps $13.4 billion by mid-January into the companies from the fund that Congress authorized to rescue the financial industry. But the two companies have until March 31 to produce a plan for long-term profitability, including concessions from unions, creditors, suppliers and dealers.
In February, another $4 billion will be available for G.M. if the rest of the $700 billion bailout package has been released.
Originally posted by RealSpoke
The banks were bailed out with no strings attached
In order for the autos to be bailed out they had to reduce their pensions, wages, and benefits.
What a joke.
Originally posted by Blackmarketeer
I didn't say Bush didn't money to the auto companies, but that money didn't stop those two companies from going into bankruptcy. The money Bush used was from TARP.
When Obama was in office he made both companies (GM and Chrysler) restructure, and then bailed them out, this was not part of TARP. The Republicans were calling for them to be let go - to be liquidated.
That is why Republicans have for the past 3 years been accusing Obama of orchestrating a "government takeover" of the auto industry. It's why others say Obama "saved" the auto industry. The money Bush allocated was too little and didn't prevent them from insolvency.
Seems now, with the recognition that saving the auto industry was a good idea, some posters are trying to say it was a republican plan all along. Doesn't quite jibe with the rhetoric coming from the right though.
construction and validation of the first U.S. manufacturing capability for electric motor components, which was planned for outside the U.S. based on standalone project financials. Bringing the motor manufacturing to the U.S. and co-locating with the GRE manufacturing will establish a Center of Electric Drive Manufacturing in the Baltimore area. GM will have the capacity to produce 40,000 Global Rear-Wheel Drive Electric (GRE) drive units, creating core manufacturing capabilities.
Chrysler objectives align with DOE objectives. Chrysler aims to demonstrate a 25% improvement in combined City FTP and Highway fuel economy for the award-winning Chrysler minivan. This fuel economy improvement is intended to be demonstrated while maintaining comparable vehicle performance to the state-of-the-art gasoline port fuel-injected 4.0L V6 baseline reference engine. Chrysler can accelerate the development of engine and powertrain systems for light-duty vehicles capable of attaining breakthrough thermal efficiencies while meeting future emissions standards.