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The pandemic has left airports with no commercial reason to stay open. What do they do now?

After a year of living with COVID-19, Postmedia is taking an in-depth look at the significant social, institutional and economic issues the pandemic has brought to light in Canada — and more importantly, how we can finally begin to solve them. You can…

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After a year of living with COVID-19, Postmedia is taking an in-depth look at the significant social, institutional and economic issues the pandemic has brought to light in Canada — and more importantly, how we can finally begin to solve them. You can find our complete coverage here.

Of all the business problems caused by the pandemic, the disruption to airports stands out.

Last spring, as Canada placed new restrictions on travel, the amount of people taking flights slowed to a trickle, and those who made the decision to get on an airplane generally wanted to spend as little time waiting, and to touch as little, as possible.

“We’ve been trying to get people to go paperless, with respect to boarding passes, forever,” Tamara Vrooman, chief executive of the Vancouver Airport Authority told the Financial Post. “But now they’re happy to, because they don’t want to touch the paper.”

While such trends would seem fortuitous, the overall trend has been grim. In general, revenues have plummeted, but expenses haven’t. And because airports play a vital role in the community, allowing goods to move in, and people to drop in and out to see family or maintain business relationships, they remained open.

“There was no commercial reason to keep our airport open, but we keep it open because we know it’s essential to our community,” Vrooman said earlier this year, during an address to the Vancouver Board of Trade about the future of her airport.

Toronto Pearso n International Airport, the country’s busiest airpor t for the past few decades, saw a 6 1.5 per cent decline in air traffic in 2020 compared to 2019, with 280,047 fewer takeoffs and landings during the year. Vancouver International Airport also saw traffic plummet 5 2.9 per cent, while Montreal/Pierre-Elliott Trudeau in Quebec traffic declined 5 9 per cent, according to Statistics Canada.

Already, a debate is taking shape about what, if any, legacy effects to expect from the crisis. Did the pandemic land a punishing financial blow to airports that will significantly increase the cost of flying? Or did the downtime provide a once-in-a-lifetime opportunity for them to modernize and reimagine the airport experience?

The plunge in air travel has wreaked havoc on most airports’ businesses. Last July, Pearson reduced its workforce by 27 per cent, as around 500 people were laid off or voluntarily departed and it ended 2020 with a $383-million net loss despite raising its airport improvement fees paid by passengers who are departing or catching a connecting flight, as well as its aeronautical rates for all business and commercial flights.

Deborah Flint, chief executive of the Greater Toronto Airport Authority declined a request for an interview, but Robin Smith, a senior advisor, said via email the financial impact of the downturn has been “significant.”

At Vancouver, in 2020, revenues dropped 50 per cent but expenses declined only 14.3 per cent, according to Vrooman.

Leaving aside short-term budget deficits, and the question of whether air travel will ever resume — which many in the industry shrug off as they assume a comeback is all but assured — the pandemic has accelerated trends that pose existential questions for airports. Even if people want to pack into a sardine can for nine hours to fly somewhere, will they want to spend time hanging around an airport? Will they cut against all trends and shop there while waiting?

Richard de Neufville, an engineering systems professor at the Massachusetts Institute of Technology who studies airports, explained that many airports, particularly large international hubs, derive a bulk of their revenue from the sales at duty-free shops and concessions, where people spend money while waiting for their flight.

 The duty free store in Terminal 1 of Toronto’s Lester B. Pearson Airport. Many airports, particularly large international hubs, derive a bulk of their revenue from the sales at duty-free shops and concessions, where people spend money while waiting for their flight.

Airport design, he explained, is often driven by the economics of aviation. It can cost around US$100 per minute to operate a modern aircraft between fuel expenses, paying the pilots, flight crew and upkeep, depreciation of the machinery, et cetera.

“Airports are high-end supermarkets,” said de Neufville. “We’re going to get money, and make big shopping centres; we’re going to delay the passengers because it’s important they stay in our store.”

This type of business model, in which people shop while waiting, is particularly appealing to airports in large cities, that serve as transfer hubs for passengers on long overseas flights who need to catch a connecting flight. Such airports see large numbers of people passing through their halls, many of whom, it is assumed, have disposable income, plus time to kill, which makes them ideal targets for a retail operation.

But de Neufville contended — and not everyone agrees — that this design model is flawed because selling anything in an airport is an expensive proposition. Every item, whether it be a bottle of perfume or the beef tenderloin for a plate of steak tartare, has to be inspected by security officials. In addition, workers have to be inspected, which takes time, and the real estate itself is expensive because space is scarce in most airports, de Neufville said.

On top of all this, e-commerce has been eating into bricks-and-mortar retail sales, and this trend was accelerated by the pandemic.

“Malls all across the U.S. are cratering because we don’t particularly want to go there if we can shop with Amazon and get things at three in the morning, or whenever the mood strikes us,” said de Neufville. “People all the more now, are saying I don’t need this kind of experience at all, I can do it better on the internet.”

Vrooman, who took over as chief executive of YVR Airport in July, after spending nine years on the board of directors, said while the pandemic accelerated the trend away from bricks and mortar shopping toward e-commerce, it was already well on her radar.

To her mind, shoppers have been seeking more of “an experience” from bricks and mortar.

“We were thinking about a slow shift I would say to more food and beverage and less retail offering in the terminal pre-pandemic anyway,” said Vrooman. “Now, we will be accelerating that.”

Thus, its renovations have been geared toward a ‘local’ Vancouver experience, with craft beers on tap and fine dining featuring regional cuisine. Thinking more outside the box, they’re considering art installations by local artists and showing movies inside terminals.

As part of the renovations, the airport created a 300-square-meter ‘living forest,’ inside the terminal — a space that is technically open air and outside, but only accessible from within the terminal.

“One of the most remarkable things about it is the smell, it smells like a rainforest,” said Vrooman.

She said her airport is most concerned about the number of flights, and not the lack of retail spending. As flights increase, revenue will too.

 Vancouver airport’s biggest expansion since 1996 included a glassed-in island forest with access to the outdoors, an immersive digital experience and a yoga, prayer and quiet room.

The airport reports three categories of revenue. First, there’s non-aeronatucial sales derived from shopping and dining, but also parking and leasing fees. Second, there’s aeronautical revenue, which includes landing and terminal fees paid by the airlines. Lastly, there are airport improvement fees, which fund capital projects such as renovations.

The non-aeronautical revenues are the largest for Vancouver airport, representing 44 per cent of all revenue in 2018 and 2019. Oddly enough, in 2020, they represented 54 per cent — a larger, not smaller number.

But that share of revenues may be anomalous: one day this February, the airport saw 4,340 passengers compared to 50,000 on the same day one year earlier — a 91 per cent decline.

To lower its expenses, the airport consolidated all flights into a single terminal, and made its food and beverage offerings more efficient, Vrooman said.

“It’s an exciting time, I would not have wished we would have got to this time,” she said. “But it is an interesting time to be operating an airport, when we think about the opportunity to really use technology to improve.”

Indeed, using technology, particularly to improve the overall efficiency of the airport has been a connecting theme of the pandemic.

At Winnipeg’s airport, for example, chief executive Barry Rempel said they’ve installed apps so that people can call elevators with their phones, rather than having to touch a button; and they’ve seen the same trend among passengers towards touchless border passes and baggage kiosks, all of which are designed to move people through the security screening process more efficiently.

But unlike Vancouver, which under normal conditions sees flurries of international flights, particularly from Asia, the Winnipeg airport’s core function is domestic travel within Canada.

 A man wearing a mask approaches the terminal at Winnipeg’s airport in July.

Rempel said that traffic in and out of the terminal has declined to just a few hundred people per day, and like other airports, there is no commercial reason to stay open.

While passenger traffic is down, cargo traffic is up. Rempel partially attributed this to people ordering more goods online. To capture some of this revenue, his airport raised its improvement fee by 42 per cent; and to cut expenses, it laid off 30 per cent of the people who work there, including both employees and contractors.

“I would put the pandemic in terms of its impact in a category all its own,” said Rempel. “We had a waterfall event, which is the river is going along and then all of a sudden, it went a hundred feet down.”

Rempel said he’s concerned that Canadian airports will emerge “less competitive” after the pandemic, given that the U.S. government has already handed out billions of dollars to airports through several legislative packages.

He looks warily at the airport in Grand Forks, North Dakota, — about two hours away from Winnipeg — which could charge lower fees and start sucking up some traffic that would have flowed to Winnipeg.

If anything, investors see a bright future for Canadian airports. In January, the Winnipeg airport raised $100 million through a bond offering that was oversubscribed. It’s been the same for other airports in Canada and, in December, Vancouver’s YVR raised $600 million through a debenture offering.

Still Rempel said his airport now has $730 million in debt.

“Do I believe we can handle it? Yes,” said Rempel. “Am I comfortable that we can handle that? Not really. Canadian airports are not going to be globally competitive.”

There is of course another line of thought that airports haven’t been taking advantage of their assets, and diversified revenues appropriately.

“Where the wheels came off as it relates to the pandemic was all their revenues were passenger related,” said Rian Burger, an aviation architect at engineering firm Stantec Inc. in Toronto.

Every airport is a magnet, and there are clusters of businesses and industry that grow nearby because they want or need to be in close proximity to the airport, he said. There may be ways to increase their revenue streams by looking more closely at these opportunities.

As technology advances that makes the screening and security process more seamless, he predicted that airports would begin to feel more like public spaces, and less walled off.

Burger said that whatever else happens, once air travel resumes, airports will always have one thing going for them — huge amounts of foot traffic.

“To me airports just need to wake up to the fact that they are these huge magnets that can attract millions and millions of people,” he said. “If you were a developer, how could you not see opportunity in that? I think we’re going to see airports becoming far more entrepreneurial.”

Financial Post

• Email: gfriedman@postmedia.com | Twitter:

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Copper Soars, Iron Ore Tumbles As Goldman Says “Copper’s Time Is Now”

Copper Soars, Iron Ore Tumbles As Goldman Says "Copper’s Time Is Now"

After languishing for the past two years in a tight range despite recurring…

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Copper Soars, Iron Ore Tumbles As Goldman Says "Copper's Time Is Now"

After languishing for the past two years in a tight range despite recurring speculation about declining global supply, copper has finally broken out, surging to the highest price in the past year, just shy of $9,000 a ton as supply cuts hit the market; At the same time the price of the world's "other" most important mined commodity has diverged, as iron ore has tumbled amid growing demand headwinds out of China's comatose housing sector where not even ghost cities are being built any more.

Copper surged almost 5% this week, ending a months-long spell of inertia, as investors focused on risks to supply at various global mines and smelters. As Bloomberg adds, traders also warmed to the idea that the worst of a global downturn is in the past, particularly for metals like copper that are increasingly used in electric vehicles and renewables.

Yet the commodity crash of recent years is hardly over, as signs of the headwinds in traditional industrial sectors are still all too obvious in the iron ore market, where futures fell below $100 a ton for the first time in seven months on Friday as investors bet that China’s years-long property crisis will run through 2024, keeping a lid on demand.

Indeed, while the mood surrounding copper has turned almost euphoric, sentiment on iron ore has soured since the conclusion of the latest National People’s Congress in Beijing, where the CCP set a 5% goal for economic growth, but offered few new measures that would boost infrastructure or other construction-intensive sectors.

As a result, the main steelmaking ingredient has shed more than 30% since early January as hopes of a meaningful revival in construction activity faded. Loss-making steel mills are buying less ore, and stockpiles are piling up at Chinese ports. The latest drop will embolden those who believe that the effects of President Xi Jinping’s property crackdown still have significant room to run, and that last year’s rally in iron ore may have been a false dawn.

Meanwhile, as Bloomberg notes, on Friday there were fresh signs that weakness in China’s industrial economy is hitting the copper market too, with stockpiles tracked by the Shanghai Futures Exchange surging to the highest level since the early days of the pandemic. The hope is that headwinds in traditional industrial areas will be offset by an ongoing surge in usage in electric vehicles and renewables.

And while industrial conditions in Europe and the US also look soft, there’s growing optimism about copper usage in India, where rising investment has helped fuel blowout growth rates of more than 8% — making it the fastest-growing major economy.

In any case, with the demand side of the equation still questionable, the main catalyst behind copper’s powerful rally is an unexpected tightening in global mine supplies, driven mainly by last year’s closure of a giant mine in Panama (discussed here), but there are also growing worries about output in Zambia, which is facing an El Niño-induced power crisis.

On Wednesday, copper prices jumped on huge volumes after smelters in China held a crisis meeting on how to cope with a sharp drop in processing fees following disruptions to supplies of mined ore. The group stopped short of coordinated production cuts, but pledged to re-arrange maintenance work, reduce runs and delay the startup of new projects. In the coming weeks investors will be watching Shanghai exchange inventories closely to gauge both the strength of demand and the extent of any capacity curtailments.

“The increase in SHFE stockpiles has been bigger than we’d anticipated, but we expect to see them coming down over the next few weeks,” Colin Hamilton, managing director for commodities research at BMO Capital Markets, said by phone. “If the pace of the inventory builds doesn’t start to slow, investors will start to question whether smelters are actually cutting and whether the impact of weak construction activity is starting to weigh more heavily on the market.”

* * *

Few have been as happy with the recent surge in copper prices as Goldman's commodity team, where copper has long been a preferred trade (even if it may have cost the former team head Jeff Currie his job due to his unbridled enthusiasm for copper in the past two years which saw many hedge fund clients suffer major losses).

As Goldman's Nicholas Snowdon writes in a note titled "Copper's time is now" (available to pro subscribers in the usual place)...

... there has been a "turn in the industrial cycle." Specifically according to the Goldman analyst, after a prolonged downturn, "incremental evidence now points to a bottoming out in the industrial cycle, with the global manufacturing PMI in expansion for the first time since September 2022." As a result, Goldman now expects copper to rise to $10,000/t by year-end and then $12,000/t by end of Q1-25.’

Here are the details:

Previous inflexions in global manufacturing cycles have been associated with subsequent sustained industrial metals upside, with copper and aluminium rising on average 25% and 9% over the next 12 months. Whilst seasonal surpluses have so far limited a tightening alignment at a micro level, we expect deficit inflexions to play out from quarter end, particularly for metals with severe supply binds. Supplemented by the influence of anticipated Fed easing ahead in a non-recessionary growth setting, another historically positive performance factor for metals, this should support further upside ahead with copper the headline act in this regard.

Goldman then turns to what it calls China's "green policy put":

Much of the recent focus on the “Two Sessions” event centred on the lack of significant broad stimulus, and in particular the limited property support. In our view it would be wrong – just as in 2022 and 2023 – to assume that this will result in weak onshore metals demand. Beijing’s emphasis on rapid growth in the metals intensive green economy, as an offset to property declines, continues to act as a policy put for green metals demand. After last year’s strong trends, evidence year-to-date is again supportive with aluminium and copper apparent demand rising 17% and 12% y/y respectively. Moreover, the potential for a ‘cash for clunkers’ initiative could provide meaningful right tail risk to that healthy demand base case. Yet there are also clear metal losers in this divergent policy setting, with ongoing pressure on property related steel demand generating recent sharp iron ore downside.

Meanwhile, Snowdon believes that the driver behind Goldman's long-running bullish view on copper - a global supply shock - continues:

Copper’s supply shock progresses. The metal with most significant upside potential is copper, in our view. The supply shock which began with aggressive concentrate destocking and then sharp mine supply downgrades last year, has now advanced to an increasing bind on metal production, as reflected in this week's China smelter supply rationing signal. With continued positive momentum in China's copper demand, a healthy refined import trend should generate a substantial ex-China refined deficit this year. With LME stocks having halved from Q4 peak, China’s imminent seasonal demand inflection should accelerate a path into extreme tightness by H2. Structural supply underinvestment, best reflected in peak mine supply we expect next year, implies that demand destruction will need to be the persistent solver on scarcity, an effect requiring substantially higher pricing than current, in our view. In this context, we maintain our view that the copper price will surge into next year (GSe 2025 $15,000/t average), expecting copper to rise to $10,000/t by year-end and then $12,000/t by end of Q1-25’

Another reason why Goldman is doubling down on its bullish copper outlook: gold.

The sharp rally in gold price since the beginning of March has ended the period of consolidation that had been present since late December. Whilst the initial catalyst for the break higher came from a (gold) supportive turn in US data and real rates, the move has been significantly amplified by short term systematic buying, which suggests less sticky upside. In this context, we expect gold to consolidate for now, with our economists near term view on rates and the dollar suggesting limited near-term catalysts for further upside momentum. Yet, a substantive retracement lower will also likely be limited by resilience in physical buying channels. Nonetheless, in the midterm we continue to hold a constructive view on gold underpinned by persistent strength in EM demand as well as eventual Fed easing, which should crucially reactivate the largely for now dormant ETF buying channel. In this context, we increase our average gold price forecast for 2024 from $2,090/toz to $2,180/toz, targeting a move to $2,300/toz by year-end.

Much more in the full Goldman note available to pro subs.

Tyler Durden Fri, 03/15/2024 - 14:25

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The millions of people not looking for work in the UK may be prioritising education, health and freedom

Economic inactivity is not always the worst option.

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Taking time out. pathdoc/Shutterstock

Around one in five British people of working age (16-64) are now outside the labour market. Neither in work nor looking for work, they are officially labelled as “economically inactive”.

Some of those 9.2 million people are in education, with many students not active in the labour market because they are studying full-time. Others are older workers who have chosen to take early retirement.

But that still leaves a large number who are not part of the labour market because they are unable to work. And one key driver of economic inactivity in recent years has been illness.

This increase in economic inactivity – which has grown since before the pandemic – is not just harming the economy, but also indicative of a deeper health crisis.

For those suffering ill health, there are real constraints on access to work. People with health-limiting conditions cannot just slot into jobs that are available. They need help to address the illnesses they have, and to re-engage with work through organisations offering supportive and healthy work environments.

And for other groups, such as stay-at-home parents, businesses need to offer flexible work arrangements and subsidised childcare to support the transition from economic inactivity into work.

The government has a role to play too. Most obviously, it could increase investment in the NHS. Rising levels of poor health are linked to years of under-investment in the health sector and economic inactivity will not be tackled without more funding.

Carrots and sticks

For the time being though, the UK government appears to prefer an approach which mixes carrots and sticks. In the March 2024 budget, for example, the chancellor cut national insurance by 2p as a way of “making work pay”.

But it is unclear whether small tax changes like this will have any effect on attracting the economically inactive back into work.

Jeremy Hunt also extended free childcare. But again, questions remain over whether this is sufficient to remove barriers to work for those with parental responsibilities. The high cost and lack of availability of childcare remain key weaknesses in the UK economy.

The benefit system meanwhile has been designed to push people into work. Benefits in the UK remain relatively ungenerous and hard to access compared with other rich countries. But labour shortages won’t be solved by simply forcing the economically inactive into work, because not all of them are ready or able to comply.

It is also worth noting that work itself may be a cause of bad health. The notion of “bad work” – work that does not pay enough and is unrewarding in other ways – can lead to economic inactivity.

There is also evidence that as work has become more intensive over recent decades, for some people, work itself has become a health risk.

The pandemic showed us how certain groups of workers (including so-called “essential workers”) suffered more ill health due to their greater exposure to COVID. But there are broader trends towards lower quality work that predate the pandemic, and these trends suggest improving job quality is an important step towards tackling the underlying causes of economic inactivity.

Freedom

Another big section of the economically active population who cannot be ignored are those who have retired early and deliberately left the labour market behind. These are people who want and value – and crucially, can afford – a life without work.

Here, the effects of the pandemic can be seen again. During those years of lockdowns, furlough and remote working, many of us reassessed our relationship with our jobs. Changed attitudes towards work among some (mostly older) workers can explain why they are no longer in the labour market and why they may be unresponsive to job offers of any kind.

Sign on railings supporting NHS staff during pandemic.
COVID made many people reassess their priorities. Alex Yeung/Shutterstock

And maybe it is from this viewpoint that we should ultimately be looking at economic inactivity – that it is actually a sign of progress. That it represents a move towards freedom from the drudgery of work and the ability of some people to live as they wish.

There are utopian visions of the future, for example, which suggest that individual and collective freedom could be dramatically increased by paying people a universal basic income.

In the meantime, for plenty of working age people, economic inactivity is a direct result of ill health and sickness. So it may be that the levels of economic inactivity right now merely show how far we are from being a society which actually supports its citizens’ wellbeing.

David Spencer has received funding from the ESRC.

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Illegal Immigrants Leave US Hospitals With Billions In Unpaid Bills

Illegal Immigrants Leave US Hospitals With Billions In Unpaid Bills

By Autumn Spredemann of The Epoch Times

Tens of thousands of illegal…

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Illegal Immigrants Leave US Hospitals With Billions In Unpaid Bills

By Autumn Spredemann of The Epoch Times

Tens of thousands of illegal immigrants are flooding into U.S. hospitals for treatment and leaving billions in uncompensated health care costs in their wake.

The House Committee on Homeland Security recently released a report illustrating that from the estimated $451 billion in annual costs stemming from the U.S. border crisis, a significant portion is going to health care for illegal immigrants.

With the majority of the illegal immigrant population lacking any kind of medical insurance, hospitals and government welfare programs such as Medicaid are feeling the weight of these unanticipated costs.

Apprehensions of illegal immigrants at the U.S. border have jumped 48 percent since the record in fiscal year 2021 and nearly tripled since fiscal year 2019, according to Customs and Border Protection data.

Last year broke a new record high for illegal border crossings, surpassing more than 3.2 million apprehensions.

And with that sea of humanity comes the need for health care and, in most cases, the inability to pay for it.

In January, CEO of Denver Health Donna Lynne told reporters that 8,000 illegal immigrants made roughly 20,000 visits to the city’s health system in 2023.

The total bill for uncompensated care costs last year to the system totaled $140 million, said Dane Roper, public information officer for Denver Health. More than $10 million of it was attributed to “care for new immigrants,” he told The Epoch Times.

Though the amount of debt assigned to illegal immigrants is a fraction of the total, uncompensated care costs in the Denver Health system have risen dramatically over the past few years.

The total uncompensated costs in 2020 came to $60 million, Mr. Roper said. In 2022, the number doubled, hitting $120 million.

He also said their city hospitals are treating issues such as “respiratory illnesses, GI [gastro-intenstinal] illnesses, dental disease, and some common chronic illnesses such as asthma and diabetes.”

“The perspective we’ve been trying to emphasize all along is that providing healthcare services for an influx of new immigrants who are unable to pay for their care is adding additional strain to an already significant uncompensated care burden,” Mr. Roper said.

He added this is why a local, state, and federal response to the needs of the new illegal immigrant population is “so important.”

Colorado is far from the only state struggling with a trail of unpaid hospital bills.

EMS medics with the Houston Fire Department transport a Mexican woman the hospital in Houston on Aug. 12, 2020. (John Moore/Getty Images)

Dr. Robert Trenschel, CEO of the Yuma Regional Medical Center situated on the Arizona–Mexico border, said on average, illegal immigrants cost up to three times more in human resources to resolve their cases and provide a safe discharge.

“Some [illegal] migrants come with minor ailments, but many of them come in with significant disease,” Dr. Trenschel said during a congressional hearing last year.

“We’ve had migrant patients on dialysis, cardiac catheterization, and in need of heart surgery. Many are very sick.”

He said many illegal immigrants who enter the country and need medical assistance end up staying in the ICU ward for 60 days or more.

A large portion of the patients are pregnant women who’ve had little to no prenatal treatment. This has resulted in an increase in babies being born that require neonatal care for 30 days or longer.

Dr. Trenschel told The Epoch Times last year that illegal immigrants were overrunning healthcare services in his town, leaving the hospital with $26 million in unpaid medical bills in just 12 months.

ER Duty to Care

The Emergency Medical Treatment and Labor Act of 1986 requires that public hospitals participating in Medicare “must medically screen all persons seeking emergency care … regardless of payment method or insurance status.”

The numbers are difficult to gauge as the policy position of the Centers for Medicare & Medicaid Services (CMS) is that it “will not require hospital staff to ask patients directly about their citizenship or immigration status.”

In southern California, again close to the border with Mexico, some hospitals are struggling with an influx of illegal immigrants.

American patients are enduring longer wait times for doctor appointments due to a nursing shortage in the state, two health care professionals told The Epoch Times in January.

A health care worker at a hospital in Southern California, who asked not to be named for fear of losing her job, told The Epoch Times that “the entire health care system is just being bombarded” by a steady stream of illegal immigrants.

“Our healthcare system is so overwhelmed, and then add on top of that tuberculosis, COVID-19, and other diseases from all over the world,” she said.

A Salvadorian man is aided by medical workers after cutting his leg while trying to jump on a truck in Matias Romero, Mexico, on Nov. 2, 2018. (Spencer Platt/Getty Images)

A newly-enacted law in California provides free healthcare for all illegal immigrants residing in the state. The law could cost taxpayers between $3 billion and $6 billion per year, according to recent estimates by state and federal lawmakers.

In New York, where the illegal immigration crisis has manifested most notably beyond the southern border, city and state officials have long been accommodating of illegal immigrants’ healthcare costs.

Since June 2014, when then-mayor Bill de Blasio set up The Task Force on Immigrant Health Care Access, New York City has worked to expand avenues for illegal immigrants to get free health care.

“New York City has a moral duty to ensure that all its residents have meaningful access to needed health care, regardless of their immigration status or ability to pay,” Mr. de Blasio stated in a 2015 report.

The report notes that in 2013, nearly 64 percent of illegal immigrants were uninsured. Since then, tens of thousands of illegal immigrants have settled in the city.

“The uninsured rate for undocumented immigrants is more than three times that of other noncitizens in New York City (20 percent) and more than six times greater than the uninsured rate for the rest of the city (10 percent),” the report states.

The report states that because healthcare providers don’t ask patients about documentation status, the task force lacks “data specific to undocumented patients.”

Some health care providers say a big part of the issue is that without a clear path to insurance or payment for non-emergency services, illegal immigrants are going to the hospital due to a lack of options.

“It’s insane, and it has been for years at this point,” Dana, a Texas emergency room nurse who asked to have her full name omitted, told The Epoch Times.

Working for a major hospital system in the greater Houston area, Dana has seen “a zillion” migrants pass through under her watch with “no end in sight.” She said many who are illegal immigrants arrive with treatable illnesses that require simple antibiotics. “Not a lot of GPs [general practitioners] will see you if you can’t pay and don’t have insurance.”

She said the “undocumented crowd” tends to arrive with a lot of the same conditions. Many find their way to Houston not long after crossing the southern border. Some of the common health issues Dana encounters include dehydration, unhealed fractures, respiratory illnesses, stomach ailments, and pregnancy-related concerns.

“This isn’t a new problem, it’s just worse now,” Dana said.

Emergency room nurses and EMTs tend to patients in hallways at the Houston Methodist The Woodlands Hospital in Houston on Aug. 18, 2021. (Brandon Bell/Getty Images)

Medicaid Factor

One of the main government healthcare resources illegal immigrants use is Medicaid.

All those who don’t qualify for regular Medicaid are eligible for Emergency Medicaid, regardless of immigration status. By doing this, the program helps pay for the cost of uncompensated care bills at qualifying hospitals.

However, some loopholes allow access to the regular Medicaid benefits. “Qualified noncitizens” who haven’t been granted legal status within five years still qualify if they’re listed as a refugee, an asylum seeker, or a Cuban or Haitian national.

Yet the lion’s share of Medicaid usage by illegal immigrants still comes through state-level benefits and emergency medical treatment.

A Congressional report highlighted data from the CMS, which showed total Medicaid costs for “emergency services for undocumented aliens” in fiscal year 2021 surpassed $7 billion, and totaled more than $5 billion in fiscal 2022.

Both years represent a significant spike from the $3 billion in fiscal 2020.

An employee working with Medicaid who asked to be referred to only as Jennifer out of concern for her job, told The Epoch Times that at a state level, it’s easy for an illegal immigrant to access the program benefits.

Jennifer said that when exceptions are sent from states to CMS for approval, “denial is actually super rare. It’s usually always approved.”

She also said it comes as no surprise that many of the states with the highest amount of Medicaid spending are sanctuary states, which tend to have policies and laws that shield illegal immigrants from federal immigration authorities.

Moreover, Jennifer said there are ways for states to get around CMS guidelines. “It’s not easy, but it can and has been done.”

The first generation of illegal immigrants who arrive to the United States tend to be healthy enough to pass any pre-screenings, but Jennifer has observed that the subsequent generations tend to be sicker and require more access to care. If a family is illegally present, they tend to use Emergency Medicaid or nothing at all.

The Epoch Times asked Medicaid Services to provide the most recent data for the total uncompensated care that hospitals have reported. The agency didn’t respond.

Continue reading over at The Epoch Times

Tyler Durden Fri, 03/15/2024 - 09:45

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