Mr. Trump negotiated the USMCA in his first term and signed it into law in 2020 to replace the 1994 North American Free Trade Agreement. It promises U.S. market access to products from Mexico and Canada providing they meet regional-content requirements. But now he’s having regrets. Since he can’t take it back, he’s decided to cheat. This is doing reputational damage to the U.S. abroad. Worse, it’s undermining the American economy.
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Mr. Trump’s claim that Mexican- and Canadian-made refrigerators, washing machines, baby strollers, snowmobiles and golf carts are a threat to U.S. national security has generated a lot of good jokes. But the 232 tariffs are no laughing matter for North American businesses, and they’re a clear abuse of the law. Gutless Republicans are too afraid of the president to object. The Democrats, long opponents of trade and sops for Big Labor, are happy to see him working for their traditional supporters.
The goal is to make final products from Mexico and Canada less affordable for U.S. consumers. But in an “affordability” crisis, that sounds like a bad political strategy. If Mexico City and Ottawa retaliate as they have in the past, they’ll probably close markets to American farm and liquor exports that come from Trump country. And because a web of supply chains now criss-cross the continent, with the U.S. producing most high-tech components that go into final products from north or south of the border, the 232 tariffs are bound to inflict wounds on lots of American companies. One wonders whose side Mr. Trump is on.
A recent headline: “Ford Is Building More Cars in the U.S. Than Ever—But Still Losing Billions.” (HT Scott Lincicome) A slice:
The broader industry impact is significant. Tariff policies tied to local manufacturing have cost automakers more than $35 billion since 2025. These expenses stem from higher material costs, disrupted supply chains, and the need to reconfigure production strategies to comply with domestic requirements.
Complicating matters further, the U.S. Supreme Court recently ruled aspects of these tariffs unconstitutional. Even so, the ruling has not translated into immediate price relief for consumers. Automakers remain locked into higher cost structures, and pricing adjustments continue to reflect that reality. The gap between policy intent and market outcome remains evident.
Mr. Trump has moved Washington past setting the rules of the market to steering its outcomes. This is likely to backfire. The same federal government that may soon own Spirit played a decisive role in undermining its last viable path to independent survival.
Long before this year’s geopolitical shocks and fuel-price volatility, Spirit was already in decline. Revenue was down. Its stock price, once above $80 a share, collapsed to 47 cents by early 2025. The company filed for Chapter 11 bankruptcy in November 2024.
This downward spiral wasn’t inevitable. Spirit’s decline was accelerated, if not sealed, by the Biden Justice Department’s aggressive antitrust campaign against a proposed $3.8 billion acquisition by JetBlue. That deal would have allowed Spirit to scale, improve service and compete more effectively against the dominant legacy carriers.
Even the presiding judge, William Young, acknowledged the merger’s potential benefits. It would, he noted, bring needed competition to American, Delta, Southwest and United. But he ultimately blocked the deal on the theory that Spirit’s ultralow-cost model exerted downward pressure on fares. “Spirit is a small airline,” Judge Young wrote. “But there are those who love it. To those dedicated customers of Spirit, this one’s for you.”
The airline was denied the opportunity to evolve through a private-sector solution. Denied access to JetBlue’s advantages, Spirit collapsed. Now, the proposed solution is a government takeover.
This is how state capitalism takes root—not in a single dramatic leap, but through a series of interventions. First, regulators block private adaptation. Then policymakers step in to “repair” the damage they created. The result is a system in which government both creates market failures and claims the authority and ability to resolve them.
If the Spirit deal proceeds, the federal government will be validating a new model of political control over private enterprise—one in which Washington decides which companies survive, how they operate, and who pays the price. (Spoiler alert: If you’re a taxpayer, you do.) So buckle up. It’s going to be a bumpy ride.
Chelsea Follett talks with AIER’s leader, Sam Gregg, about “America’s turn against markets.”
I came up with Eradicator because we need a stronger term than just “Israel skeptics” or “market skeptics” to describe the most hard-edged faction among the Democrats. This faction is too adamant in its hatreds and dogmas to be called mere skeptics. You are an eradicator if you take the side of Hamas against Israel of the side of Cuba against the United States. There are stronger labels one can come up with to describe Eradicators, but I will refrain from using them.
I wish that my more reasonable progressive friends would think very hard about their alliance with Eradicators. I assume that moderates on the left would feel uncomfortable with the destruction of Israel or with America being turned into Cuba. But the Eradicator faction wants to work toward such outcomes.
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The UK has a an Eradicator faction, called the Green Party, that combines hatred of Israel with hatred of markets. Two months ago, it won a by-election in England’s Gorton and Denton district.
Here in the U.S., the Eradicators do not have their own party. They are a faction within the Democratic Party. And if the Democrats win this year’s mid-terms and/or the 2028 general election, the Eradicators will try to bully the moderate Democrats into submission. I fear that that they have good chances of succeeding, although the moderates will never say so. The moderates in Germany thought they were in control as late as April of 1933.
Patrick Carroll warns of a scary offense against freedom of speech.
John Stossel’s latest column is on Phil Gramm’s and my book, The Triumph of Economic Freedom.


Economic change is a constant process. Candlemakers were put out of business by gaslights, livery stables by motor vehicles, typesetters by computers, and many shops by online retailers. Artificial intelligence will revolutionise yet more industries. But despite the disruption brought for some, such progress delivers huge improvements to the lives of the general public – which is the whole purpose of production in the first place. Trade simply accelerates this inevitable and beneficial process.
A quick reading of the case studies is enough to dash any supposition that technological change is somehow a cleanly plannable activity. In fact, it is an activity characterized as much by false starts, missed opportunities, and lucky breaks as by brilliant insights and clever strategic decisions. Only in hindsight does the right approach seem obvious; before the fact, it is far from clear which of a bewildering array of options will prove most fruitful or even feasible. Strange as it now seems to us, aviation experts were once divided on the relative merits of the turboprop and turbojet engines as power plants for the aircraft of the future; and the computer industry was by no means unanimous that transistors – or, later, integrated circuits – were to be the technology of the future. Policy must recognize uncertainty as a fact of life, and must not try to repress or analyze it away.
The trade accounts are among the most pernicious statistics ever collected.
In India, Bihar is the poorest state and Kerala one of the richest. Going by the Gini coefficient, Bihar is among the states with the least inequality and Kerala among those with the highest inequality. If people truly cared about inequality as measured by the Gini coefficient, we should expect them to migrate from Kerala to Bihar. Of course, the reality is quite the opposite: much of the migration is from Bihar to Kerala.
