3. Why would lenders be willing to lend to a firm emerging from Chapter 11? How did the lenders
attempt to manage their risks? Be specific.
4. In view of the substantial loss of jobs, as well as wage and benefit reductions, do you believe that
firms should be allowed to reorganize in bankruptcy? Explain your answer.
Answer: While it is clear that many employees suffer job losses and salary and benefit reductions
as a result of the bankruptcy process, these costs must be weighed against the benefits of
5. How does Chapter 11 potentially affect adversely competitors of those firms emerging from
bankruptcy? Explain your answer.
The General Motors’ Bankruptcy—The Largest Government-Sponsored Bailout in U.S. History
Rarely has a firm fallen as far and as fast as General Motors. Founded in 1908, GM dominated the car
industry through the early 1950s with its share of the U.S. car market reaching 54 percent in 1954, which
proved to be the firm’s high water mark. Efforts in the 1980s to cut costs by building brands on common
platforms blurred their distinctiveness. Following increasing healthcare and pension benefits paid to
employees, concessions made to unions in the early 1990s to pay workers even when their plants were shut
down reduced the ability of the firm to adjust to changes in the cyclical car market. GM was increasingly
burdened by so-called legacy costs (i.e., healthcare and pension obligations to a growing retiree
population). Over time, GM’s labor costs soared compared to the firm’s major competitors. To cover these
costs, GM continued to make higher margin medium to full-size cars and trucks, which in the wake of
higher gas prices could only be sold with the help of highly attractive incentive programs. Forced to
support an escalating array of brands, the firm was unable to provide sufficient marketing funds for any one
of its brands.
With the onset of one of the worst global recessions in the post–World War II years, auto sales
worldwide collapsed by the end of 2008. All automakers’ sales and cash flows plummeted. Unlike Ford,
GM and Chrysler were unable to satisfy their financial obligations. The U.S. government, in an
unprecedented move, agreed to lend GM and Chrysler $13 billion and $4 billion, respectively. The intent
was to buy time to develop an appropriate restructuring plan.
Having essentially ruled out liquidation of GM and Chrysler, continued government financing was
contingent on gaining major concessions from all major stakeholders such as lenders, suppliers, and labor
unions. With car sales continuing to show harrowing double-digit year over year declines during the first
half of 2009, the threat of bankruptcy was used to motivate the disparate parties to come to an agreement.
With available cash running perilously low, Chrysler entered bankruptcy in early May and GM on June 1,