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Could the Union Victory at VW Set Off a Wave?

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Some experts say the outcome at a plant in Chattanooga, Tenn., may be organized labor’s most significant advance in decades. But the road could get rockier.By voting to join the United Automobile Workers, Volkswagen workers in Tennessee have given the union something it has never had: a factory-wide foothold at a major foreign automaker in the South.The result, in an election that ended on Friday, will enable the union to bargain for better wages and benefits. Now the question is what difference it will make beyond the Volkswagen plant.Labor experts said success at VW might position the union to replicate its showing at other auto manufacturers throughout the South, the least unionized region of the country. Some argued that the win could help set off a rise in union membership at other companies that exceeds the uptick of the past few years, when unions won elections at Starbucks and Amazon locations.“It’s a big vote, symbolically and substantively,” said Jake Rosenfeld, a sociologist who studies labor at Washington University in St. Louis.The next test for the U.A.W. will come in a vote in mid-May at a Mercedes-Benz plant in Alabama.In addition, at least 30 percent of workers have signed cards authorizing the U.A.W. to represent them at a Hyundai plant in Alabama and a Toyota plant in Missouri, according to the union. That is the minimum needed to force an election, though the union has yet to petition for one in either location.“People only take action when they believe there is an alternative to the status quo that has a plausible chance of winning,” said Barry Eidlin, a sociologist at McGill University in Montreal.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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    Strike Is a High-Stakes Gamble for Autoworkers and the Labor Movement

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    Experts on unions and the industry said the U.A.W. strike could accelerate a wave of worker actions, or stifle labor’s recent momentum.Since the start of the pandemic, labor unions have enjoyed something of a renaissance. They have made inroads into previously nonunion companies like Starbucks and Amazon, and won unusually strong contracts for hundreds of thousands of workers. Last year, public approval for unions reached its highest level since the Lyndon Johnson presidency.What unions haven’t had during that stretch is a true gut-check moment on a national scale. Strikes by railroad workers and UPS employees, which had the potential to rattle the U.S. economy, were averted at the last minute. The fallout from the continuing writers’ and actors’ strikes has been heavily concentrated in Southern California.The strike by the United Automobile Workers, whose members walked off the job at three plants on Friday, is shaping up to be such a test. A contract with substantial wage increases and other concessions from the three automakers could announce organized labor as an economic force to be reckoned with and accelerate a recent wave of organizing.But there are also real pitfalls. A prolonged strike could undermine the three established U.S. automakers — General Motors, Ford and Stellantis, which owns Chrysler, Jeep and Ram — and send the politically crucial Midwest into recession. If the union is seen as overreaching, or if it settles for a weak deal after a costly stoppage, public support could sour.“Right now, unions are cool,” said Michael Lotito, a lawyer at Littler Mendelson, a firm representing management.“But unions have a risk of not being very cool if you have five-month strike in L.A and an X-month strike in how many other states,” he added.If the stakes seem high for the U.A.W., that’s partly because the union’s new president, Shawn Fain, has gone out of his way to elevate them. During frequent video meetings with members before the strike, Mr. Fain has portrayed the negotiations as a broader struggle pitting ordinary workers against corporate titans.“I know that we’re on the right side in this battle,” he said in a recent video appearance. “It’s a battle of the working class against the rich, the haves versus the have-nots, the billionaire class against everybody else.”Mr. Fain’s framing of the contract campaign in class terms appears to be resonating with his members, thousands of whom have watched the online sessions.Shunte Sanders-Beasley, a U.A.W. member said, “If we can win back some of the concessions we took, I’m hoping that it’ll be a trickle-down effect.”Cydni Elledge for The New York TimesShunte Sanders-Beasley, a U.A.W. member in Michigan who started working at a Chrysler plant in Indiana in 1999, said she saw the fight similarly.“If you follow history, autoworkers tend to set the tone,” said Ms. Sanders-Beasley, who has served as vice president of her local and backed Mr. Fain’s campaign for the union’s presidency last year. “If we can win back some of the concessions we took, I’m hoping that it’ll be a trickle-down effect.”A successful autoworker strike in 1937, which led G.M. to recognize the U.A.W. for the first time, helped set in motion a wave of union organizing across a variety of industries like steel, oil, textiles and newspapers over the next few years.Labor activists agreed that the current strike could also reverberate across other industries, where workers appear to be paying close attention to the labor actions of the past year. “In organizing meetings, they say, ‘If they can do it, we can do it,’” said Jaz Brisack, an organizer with Workers United who had played a key role in the Starbucks campaign.But the flip side is that the strike could inflict collateral damage that creates frustration and hardship among tens of thousands of nonunion workers and their communities.“The small and medium-sized manufacturers across the country that make up the automotive sector’s integrated supply chain will feel the brunt of this work stoppage, whether they are a union shop or not,” Jay Timmons, the chief executive of the National Association of Manufacturers, said in a statement Friday.Higher wages and gains for rank-and-file workers can be good for the economy. But some argue that Mr. Fain’s and other labor leaders’ aggressive demands could discourage businesses from investing in the United States or render them uncompetitive with foreign rivals.“Mr. Fain has to think about this, too — the long-term financial viability of these three companies,” said John Drake, vice president of transportation, infrastructure and supply chain policy at the U.S. Chamber of Commerce.Even those who welcome the union’s aggressive stance say it is fraught with risk. Gene Bruskin, a longtime union official who helped workers at a Smithfield meat-processing plant in North Carolina achieve, in 2008, one of the biggest organizing victories in decades, said a long strike could disillusion workers if the union came up short on key demands.“If the U.A.W. fails to make any significant gains, particularly on the two-tier stuff, their future could be seriously harmed,” said Mr. Bruskin, referring to a system in which newer workers are paid far less than veteran workers who perform similar jobs.Mr. Bruskin also worried that the union could effectively win the battle and lose the war if the auto companies respond by shifting more production to Mexico, where they already have a significant presence. Shawn Fain, president of the U.A.W., said, “It’s a battle of the working class against the rich, the haves versus the have-nots, the billionaire class against everybody else.”Cydni Elledge for The New York TimesThe tens of billions of dollars in federal subsidies for domestic production of electric vehicles that President Biden has helped secure should limit that shift and help keep manufacturing jobs at home. Many automakers are already locating new plants in the United States to take advantage of the funds.Still, Willy Shih, an expert on manufacturing at Harvard Business School, said the automakers could adjust their operations in ways that undercut the U.A.W. while continuing to produce cars domestically. Automation is one option, he said, as is locating new plants in lightly unionized Southern states.The Detroit automakers have created joint ventures with foreign battery makers outside the reach of the U.A.W.’s national contracts and have sought to locate some of those plants in states like Tennessee and Kentucky. The union is seeking to bring workers at those plants up to the same pay and labor standards that direct employees of the Big Three enjoy, but it has not succeeded so far.Given those threats, the union may feel justified in taking a more ambitious posture toward the automakers. The primary check on shifting work to other states will be the U.A.W.’s ability to organize new plants, especially in the South, where it has struggled to gain traction for years. Experts argued that the union would likely increase its chances of attracting members there if it could point to large concrete gains.“The answer is winning a strong contact here and using it to organize huge groups of autoworkers who are currently nonunion,” said Barry Eidlin, a sociologist at McGill University in Montreal who studies labor.And there are other ways in which being too cautious may be a bigger risk to the union than being too aggressive. Organizers point out that workers are often demoralized when union leaders talk tough and then quickly settle for a subpar deal.Critics of the previous U.A.W. administration accused it of doing just that before Mr. Fain took over this year. “We’d be trying to make sense of how certain things passed in the first place,” Shana Shaw, another longtime U.A.W. member who backed Mr. Fain, said of the concessionary contracts autoworkers were asked to accept over the years.Even Mr. Fain’s habit of framing the fight in broad class terms may prove to be a strategic advantage. A recent Gallup poll found that 75 percent of the public backed the autoworkers in the showdown, compared with 19 percent who were more sympathetic to the companies.The widespread public support suggests that the autoworkers may be operating in a different context from workers in another strike that famously contributed to a loss of power for labor: air traffic controllers’ unsuccessful fight against the Reagan administration in the early 1980s, after which private-sector employers appeared to become more comfortable firing and replacing striking employees.Dr. Eidlin said that while the air traffic controllers failed to court allies in the labor movement, “the fact that Fain and the U.A.W. are messaging more broadly, really trying to build that broad coalition, speaks to the possibility of a different outcome.” More

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    Battle Over Electric Vehicles Is Central to Auto Strike

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    Carmakers are anxious to keep costs down as they ramp up electric vehicle manufacturing, while striking workers want to preserve jobs as the industry shifts to batteries.A battle between Detroit carmakers and the United Auto Workers union, which escalated on Friday with targeted strikes in three locations, is unfolding amid a once-in-a-century technological upheaval that poses huge risks for both the companies and the union.The strike has come as the traditional automakers invest billions to develop electric vehicles while still making most of their money from gasoline-driven cars. The negotiations will determine the balance of power between workers and management, possibly for years to come. That makes the strike as much a struggle for the industry’s future as it is about wages, benefits and working conditions.The established carmakers — General Motors, Ford Motor and Stellantis, which owns Chrysler, Jeep and Ram — are trying to defend their profits and their place in the market in the face of stiff competition from Tesla and foreign automakers. Some executives and analysts have characterized what is happening in the industry as the biggest technological transformation since Henry Ford’s moving assembly line started up at the beginning of the 20th century.Nearly 13,000 U.A.W. workers walked off the job at three plants in Ohio, Michigan and Missouri on Friday after talks between the unions and the companies in three separate negotiations failed to result in agreements before a Thursday deadline. Pay is one of the biggest sticking points: The union is demanding a 40 percent pay increase over four years but the automakers have offered roughly half as much.But the talks are about more than pay. Workers are trying to defend jobs as manufacturing shifts from internal combustion engines to batteries. Because they have fewer parts, electric cars can be made with fewer workers than gasoline vehicles. A favorable outcome for the U.A.W. would also give the union a strong calling card if, as some expect, it then tries to organize employees at Tesla and other nonunion carmakers like Hyundai, which is planning to manufacture electric vehicles at a massive new factory in Georgia.“The transition to E.V.s is dominating every bit of this discussion,” said John Casesa, senior managing director at the investment firm Guggenheim Partners who previously headed strategy at Ford Motor.“It’s unspoken,” Mr. Casesa added. “But really, it’s all about positioning the union to have a central role in the new electric industry.”Under pressure from government officials and changing consumer demand, Ford, G.M. and Stellantis are investing billions to retool their sprawling operations to build electric vehicles, which are critical to addressing climate change. But they are making little if any profit on those vehicles while Tesla, which dominates electric car sales, is profitable and growing fast.Ford said in July that its electric vehicle business would lose $4.5 billion this year. If the union got all the increases in pay, pensions and other benefits it is seeking, the company said, its workers’ total compensation would be twice as much as Tesla’s employees.Union demands would force Ford to scrap its investments in electric vehicles, Jim Farley, the company’s chief executive, said in an interview on Friday. “We want to actually have a conversation about a sustainable future,” he said, “not one that forces us to choose between going out of business and rewarding our workers.”Attendees at the Detroit Auto Show looking at a 2024 Chevy Silverado EV in Detroit this past week. Talk of the autoworkers’ strike loomed over the show.Brittany Greeson for The New York TimesFor workers, the biggest concern is that electric vehicles have far fewer parts than gasoline models and will render many jobs obsolete. Plants that make mufflers, catalytic converters, fuel injectors and other components that electric cars don’t need will have to be overhauled or shut down.Many new battery and electric vehicle factories are springing up and could employ workers from the plants that have shut down. But automakers are building most aggressively in the South where labor laws are tilted against union organizers, rather than in the Midwest, where the U.A.W. has more clout. One of the union’s demands is that workers in the new factories be covered by the automakers’ national labor contracts — a demand that the automakers have said they can’t meet because those plants are owned by joint ventures. The union also wants to regain the right to strike to block plant shutdowns.“We are at the dawn of another industrial revolution and the way we’re going is the way we went in the last industrial revolution — a lot of profit for a few and misery and not good jobs for the many,” said Madeline Janis, executive director of Jobs to Move America, an advocacy group that works closely with the U.A.W. and other unions.“The U.A.W. is really taking a stand for communities across the country to make sure this transition benefits everybody,” Ms. Janis added.Automakers have been racking up record profits during the last decade, but they cannot afford to lose time from work stoppages in their race to compete with Tesla and foreign automakers.The three companies are already struggling to get their electric vehicle business going. A new G.M. battery factory in Ohio has been slow to produce batteries, delaying electric versions of the Chevrolet Silverado pickup and other vehicles. Ford this year had to suspend production of its electric F-150 Lightning in February after a battery caught fire in one of the pickups that was parked near the factory for a quality check. And Stellantis won’t even begin selling any fully electric vehicles in the United States until next year.Those problems and Tesla’s growing sales could put the union in a strong position to extract a good deal.On Thursday, in a sign that automakers are willing to go much further than they had previously, G.M. offered a 20 percent pay raise over four years. That is half of what the union is seeking but far more than workers received in recent contracts. President Biden on Friday strongly supported the union in remarks at the White House. The administration has been pouring billions into programs to promote electric vehicles and does not want a strike to delay a centerpiece of its climate policy.Despite all the money that automakers have made in recent years, their executives express a profound unease about the growth of electric vehicles, which account for 7 percent of the U.S. new car market so far this year and are on track to surpass sales of one million this year. Managers are acutely aware that traditional companies like theirs have a poor track record of retaining dominance after a big change in technology. Witness the way that Apple sidelined Nokia and Motorola as cellphones became smartphones.Auto company executives and most industry analysts underestimated how quickly electric vehicles would catch on and cannot confidently forecast how sales, which have been bumpy lately, will grow in the future. “I don’t think anyone can perfectly predict what the adoption will be,” Mary T. Barra, the chief executive of General Motors, said in an interview with The New York Times last month.Speaking to “CBS Mornings” on Friday, Ms. Barra said an excessive pay raise would undermine G.M.’s ability to continue producing vehicles with internal combustion engines while also developing electric vehicles. “This is a critical juncture where investing is very important,” she said.Still, unions and their supporters are unlikely to express much sympathy for auto executives. Ms. Barra and the leaders of Ford (Jim Farley) and Stellantis (Carlos Tavares) have gotten tens of millions of dollars in compensation packages in recent years. The companies’ shareholders have been rewarded with dividends and share buybacks.Unions “are not going to have a lot of patience for sob stories,” said Karl Brauer, executive analyst at iSeeCars.com, an online marketplace.Adjusted for inflation, wages for autoworkers in the United States have fallen 19 percent since 2008, according to the Economic Policy Institute, a left-leaning research group.At the same time, union officials are aware of the changes in the industry and have said they do not want to handicap G.M., Ford and Stellantis as the companies try to recover ground they have lost to Tesla, which has aggressively resisted attempts to unionize its factories. The Detroit carmakers also face challengers like Rivian, a start-up that makes electric pickup trucks and sport utility vehicles in Illinois, as well as foreign-owned rivals like Mercedes-Benz and Toyota, whose U.S. factories, mostly in the South, are not unionized.“That’s the biggest challenge here,” Mr. Brauer added, “trying to commit to a long-term contract in an industry that is very uncertain and unpredictable over the next five years.”Union supporters say it would be wrong to blame workers if the traditional carmakers cannot compete with Tesla and other rivals.“If you look at the breakdown at what it costs to build an E.V., labor is a very small part of the equation. Batteries are the most,” Ms. Janis of Jobs to Move America said. “This idea that the U.A.W. is going to price Ford, G.M. and Stellantis out of the market is not true.”But other analysts said that a long work stoppage could help Tesla and foreign automakers gain ground on G.M., Ford and Stellantis.“If something happens to disrupt their business, does that give a leg up to the emerging electric vehicle makers?” said Steve Patton, who overseas the consulting firm EY’s work with auto companies. “Who stands to benefit if there is a protracted strike?” More

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    As Infrastructure Money Flows, Wastewater Improvements Are Key

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    The new law allocates $11.7 billion for wastewater and stormwater projects. Will it get to the impoverished communities who need it most?HAYNEVILLE, Ala. — What babbles behind Marilyn Rudolph’s house in the rural countryside is no brook.A stained PVC pipe juts out of the ground 30 feet behind her modest, well-maintained house, spewing raw wastewater whenever someone flushes the toilet or runs the washing machine. It is what is known as a “straight pipe” — a rudimentary, unsanitary and notorious homemade sewage system used by thousands of poor people in rural Alabama, most of them Black, who cannot afford a basic septic tank that will work in the region’s dense soil.“I’ve never seen anything like it. It’s kind of like living with an outhouse, and I can never, ever get used to it,” said Ms. Rudolph’s boyfriend Lee Thomas, who moved in with her three years ago from Cleveland.“I’ve lived with it all my life,” said Ms. Rudolph, 60.If any part of the country stands to see transformational benefits from the $1 trillion infrastructure act that President Biden signed in November, it is Alabama’s Black Belt, named for the loamy soil that once made it a center of slave-labor cotton production. It is an expanse of 17 counties stretching from Georgia to Mississippi where Black people make up three-quarters of the population.About $55 billion of the infrastructure law’s overall funding is dedicated to upgrading systems around the country that handle drinking water, wastewater and stormwater, including $25 billion to replace failing drinking-water systems in cities like Flint, Mich., and Jackson, Miss.Hayneville’s town square. The infrastructure package targets funding toward “disadvantaged” areas like Hayneville and surrounding towns, part of the Biden administration’s goal of redressing structural racism.Charity Rachelle for The New York TimesLess attention has been paid to the other end of the pipe: $11.7 billion in new funding to upgrade municipal sewer and drainage systems, septic tanks, and clustered systems for small communities. It is a torrent of cash that could transform the quality of life and economic prospects for impoverished communities in Alabama, Mississippi, North Carolina, Oklahoma, Illinois, Michigan and many tribal areas.In this part of Alabama, the center of the civil rights struggle 60 years ago, the funding represents “a once-in-a-lifetime chance to finally make things right, if we get it right,” said Helenor Bell, the former mayor of Hayneville in Lowndes County, who runs the town’s funeral home.But while the funding is likely to lead to substantial improvements, there are no guarantees it will deliver the promised benefits to communities that lack the political power or the tax base to employ even the few employees needed to fill out applications for federal aid.“I am very worried,” said Catherine Coleman Flowers, a MacArthur fellow whose 2020 book “Waste” highlighted the sanitation crisis in Lowndes County. “Without federal intervention, we would have never had voting rights. Without federal intervention, we will never have sanitation equity.”Mark A. Elliott is an engineering professor at the University of Alabama who works with an academic consortium that is designing a waste system optimized for the region’s dense clay soil. He said he was concerned that more affluent parts of the state might siphon off federal assistance intended for the poor.“My hope is that at least 50 percent of this money goes to the people who are in most desperate need, not for helping to subsidize the water bills of wealthy communities,” Mr. Elliott said. “Sanitation is a human right, and these people need help.”Straight pipes are just one element of a more widespread breakdown of antiquated septic tanks, inadequate storm sewers and poorly maintained municipal systems that routinely leave lawns covered in foul-smelling wastewater after even a light rainstorm.The infrastructure package targets funding toward “disadvantaged” areas like Hayneville and surrounding towns, part of the Biden administration’s goal of redressing structural racism. Yet the infrastructure package gives states broad latitude in how to allocate the funding, and it contains no new enforcement mechanisms once the money is out the door.A PVC pipe behind Ms. Rudolph’s house spews raw wastewater whenever someone flushes the toilet or runs the washing machine.Matthew Odom for The New York TimesThe wastewater funding is moving through an existing federal-state loan program that typically requires partial or complete repayment, but under the new legislation, local governments with negligible tax bases will not have to pay back what they borrow. As an additional enticement, Congress cut the required state contribution from 20 percent to 10 percent.“A lot of people know that the bill isn’t just about drinking water, but the wastewater part is just as important,” said Senator Tammy Duckworth, Democrat of Illinois, who helped draft the provisions after assisting two small cities in her state, Cahokia Heights and Cairo, upgrade failing sewer systems that flooded neighborhoods with raw sewage.The Environmental Protection Agency, which is administering the program, said in November that the first tranche of funding for drinking water and wastewater projects, $7.4 billion, would be sent to states in 2022, including about $137 million for Alabama.Biden administration officials are confident the scale of the new spending — which represents a threefold increase in clean water funding over the next five years — will be enough to ensure poor communities gets their fair share. “We want to change the way E.P.A. and states work together to ensure overburdened communities have access to these resources,” said Zachary Schafer, an agency official overseeing the implementation of the program. But major questions remain — including whether individual homeowners without access to municipal systems can tap the money to pay for expensive septic systems — and the guidelines will not be ready until late 2022. While the revolving loan fund is generally regarded as a successful program, a study last year by the Environmental Policy Innovation Center and the University of Michigan found that many states were less likely to tap revolving loan funds on behalf of poor communities with larger minority populations.Alabama’s revolving loan fund has financed few projects in this part of the state in recent years, apart from a major wastewater system upgrade in Selma, according to the program’s annual reports.The water funding is not likely to be divvied up in Alabama until later this year. The Republican-controlled state legislature is still negotiating with Gov. Kay Ivey, a Republican, over what to do with tens of millions of dollars allocated through the $1.9 trillion stimulus package Mr. Biden signed in March.A flooded yard in Hayneville in 2019. Straight pipes are just one element of a more widespread infrastructure breakdown in the area.Julie Bennett/Associated PressEvery member of the state legislature is up for re-election next year, and legislators from bigger, more powerful communities in Birmingham, Huntsville and Mobile, eager to deliver to voters, have already begun preparing their applications.The Infrastructure Bill at a GlanceCard 1 of 5The bill receives final approval. More

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    Supply Chain Woes Prompt a New Push to Revive U.S. Factories

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    Companies are testing whether the United States can regain some of the manufacturing output it ceded in recent decades to China and other countries.When visitors arrive at the office of America Knits in tiny Swainsboro, Ga., the first thing they see on the wall is a black-and-white photo that a company co-founder, Steve Hawkins, discovered in a local antiques store.It depicts one of a score of textile mills that once dotted the area, along with the workers that toiled on its machines and powered the local economy. The scene reflects the heyday — and to Mr. Hawkins, the potential — of making clothes in the rural South.Companies like America Knits will test whether the United States can regain some of the manufacturing output it ceded in recent decades to China and other countries. That question has been contentious among workers whose jobs were lost to globalization. But with the supply-chain snarls resulting from the coronavirus pandemic, it has become intensely tangible from the consumer viewpoint as well.Mr. Hawkins’s company, founded in 2019, has 65 workers producing premium T-shirts from locally grown cotton. He expects the work force to increase to 100 in the coming months. If the area is to have an industrial renaissance, it is so far a lonely one. “I’m the only one, the only crazy one,” Mr. Hawkins said.But as he sees it, bringing manufacturing back from overseas — a move often called onshoring or reshoring — has found its moment. “America Knits shows it can be done and has been done,” he said.Some corporate giants are keen on testing that premise, if not for finished goods then certainly for essential parts.General Motors disclosed in December that it was considering spending upward of $4 billion to expand electric vehicle and battery production in Michigan. Just days later, Toyota announced plans for a $1.3 billion battery plant in North Carolina that will employ 1,750 people.At America Knits in Swainsboro, Ga., workers earn up to twice as much per hour as they would in a service job.Lynsey Weatherspoon for The New York TimesIn October, Micron Technology said it planned to invest more than $150 billion in memory chip manufacturing and research and development over the next decade, with a portion of that to be spent in the United States. And in November, the South Korean giant Samsung said that it would build a $17 billion semiconductor plant in Texas, its largest U.S. investment to date.Bringing manufacturing back to the United States was a major theme of former President Donald J. Trump, who imposed tariffs on imports from allies and rivals, started a trade war with China and blocked or reworked trade agreements. Still, there was little change in the balance of trade or the inclination of companies operating in China to redirect investment to the United States..css-1xzcza9{list-style-type:disc;padding-inline-start:1em;}.css-3btd0c{font-family:nyt-franklin,helvetica,arial,sans-serif;font-size:1rem;line-height:1.375rem;color:#333;margin-bottom:0.78125rem;}@media (min-width:740px){.css-3btd0c{font-size:1.0625rem;line-height:1.5rem;margin-bottom:0.9375rem;}}.css-3btd0c strong{font-weight:600;}.css-3btd0c em{font-style:italic;}.css-1kpebx{margin:0 auto;font-family:nyt-franklin,helvetica,arial,sans-serif;font-weight:700;font-size:1.125rem;line-height:1.3125rem;color:#121212;}#NYT_BELOW_MAIN_CONTENT_REGION .css-1kpebx{font-family:nyt-cheltenham,georgia,’times new roman’,times,serif;font-weight:700;font-size:1.375rem;line-height:1.625rem;}@media (min-width:740px){#NYT_BELOW_MAIN_CONTENT_REGION .css-1kpebx{font-size:1.6875rem;line-height:1.875rem;}}@media (min-width:740px){.css-1kpebx{font-size:1.25rem;line-height:1.4375rem;}}.css-1gtxqqv{margin-bottom:0;}.css-1g3vlj0{font-family:nyt-franklin,helvetica,arial,sans-serif;font-size:1rem;line-height:1.375rem;color:#333;margin-bottom:0.78125rem;}@media (min-width:740px){.css-1g3vlj0{font-size:1.0625rem;line-height:1.5rem;margin-bottom:0.9375rem;}}.css-1g3vlj0 strong{font-weight:600;}.css-1g3vlj0 em{font-style:italic;}.css-1g3vlj0{margin-bottom:0;margin-top:0.25rem;}.css-19zsuqr{display:block;margin-bottom:0.9375rem;}.css-12vbvwq{background-color:white;border:1px solid #e2e2e2;width:calc(100% – 40px);max-width:600px;margin:1.5rem auto 1.9rem;padding:15px;box-sizing:border-box;}@media (min-width:740px){.css-12vbvwq{padding:20px;width:100%;}}.css-12vbvwq:focus{outline:1px solid #e2e2e2;}#NYT_BELOW_MAIN_CONTENT_REGION .css-12vbvwq{border:none;padding:10px 0 0;border-top:2px solid #121212;}.css-12vbvwq[data-truncated] .css-rdoyk0{-webkit-transform:rotate(0deg);-ms-transform:rotate(0deg);transform:rotate(0deg);}.css-12vbvwq[data-truncated] .css-eb027h{max-height:300px;overflow:hidden;-webkit-transition:none;transition:none;}.css-12vbvwq[data-truncated] .css-5gimkt:after{content:’See more’;}.css-12vbvwq[data-truncated] .css-6mllg9{opacity:1;}.css-qjk116{margin:0 auto;overflow:hidden;}.css-qjk116 strong{font-weight:700;}.css-qjk116 em{font-style:italic;}.css-qjk116 a{color:#326891;-webkit-text-decoration:underline;text-decoration:underline;text-underline-offset:1px;-webkit-text-decoration-thickness:1px;text-decoration-thickness:1px;-webkit-text-decoration-color:#326891;text-decoration-color:#326891;}.css-qjk116 a:visited{color:#326891;-webkit-text-decoration-color:#326891;text-decoration-color:#326891;}.css-qjk116 a:hover{-webkit-text-decoration:none;text-decoration:none;}Since the pandemic began, however, efforts to relocate manufacturing have accelerated, said Claudio Knizek, global leader for advanced manufacturing and mobility at EY-Parthenon, a strategy consulting firm. “It may have reached a tipping point,” he added.Decades of dependence on Asian factories, especially in China, has been upended by delays and surging freight rates — when shipping capacity can be found at all.Backups at overwhelmed ports and the challenges of obtaining components as well as finished products in a timely way have convinced companies to think about locating production capacity closer to buyers.“It’s absolutely about being close to customers,” said Tim Ingle, group vice president for enterprise strategy at Toyota Motor North America. “It’s a big endeavor, but it’s the future.”New corporate commitments to sustainability are also playing a role, with the opportunity to reduce pollution and fossil fuel consumption in transportation across oceans emerging as a selling point.Repositioning the supply chain isn’t just an American phenomenon, however. Experts say the trend is also encouraging manufacturing in northern Mexico, a short hop to the United States by truck.Called near-shoring, the move to Mexico is paralleled in Europe with factories opening in Eastern Europe to serve Western European markets like France and Germany.“We’re starting to see it in Mexico as well as in the U.S.,” said Theresa Wagler, chief financial officer of Steel Dynamics, a steel maker based in Fort Wayne, Ind. “Many companies now prefer security of supply over cost.”Mr. Knizek of EY-Parthenon expects industries with complex and more expensive products to lead the resurgence, including automobiles, semiconductors, defense and aviation and pharmaceuticals. Anything that requires large amounts of manual labor, or that is difficult to automate, is much less likely to return.For items like shoes or furniture or holiday lights, for example, “the economics are daunting,” said Willy C. Shih, a professor at Harvard Business School. “It’s hard to beat wages of $2.50 an hour.”Although trade tensions and shipping delays are making headlines, Professor Shih added, China retains huge advantages, like a mammoth work force, easy access to raw materials and low-cost factories. “For a lot of what American consumers buy, there aren’t a lot of good alternatives,” he added.But as the moves by auto and tech companies show, the United States can attract more sophisticated manufacturing. That has been a goal shared by Republican and Democratic administrations, including President Biden’s, which supports $52 billion in subsidies for domestic chip manufacturing.“Incentives to help level the playing field are a key piece,” said David Moore, chief strategy officer and senior vice president at Micron. “Building a leading-edge memory fabrication facility is a sizable investment; it’s not just a billion or two here and there. These are major decisions.”In the aftermath of the coronavirus and restrictions on exports of goods like masks, moving manufacturing closer to home is also being viewed as a national security priority, said Rick Burke, a managing director with the consulting firm Deloitte.“As the pandemic continues, there’s a realization that this may be the new normal,” Mr. Burke said. “The pandemic has sent a shock wave through organizations. It’s no longer a discussion about cost, but about supply-chain resiliency.”Despite the big announcements and the billions being spent, it could take until the late 2020s before the investments yield a meaningful number of manufacturing jobs, Mr. Burke said — and even then, raw materials and some components will probably come from overseas.Still, if the experts are correct, these moves could reverse decades of dwindling employment in American factories. A quarter of a century ago, U.S. factories employed more than 17 million people, but that number dropped to 11.5 million by 2010.Since then, the gains have been modest, with the total manufacturing work force now at 12.5 million.But the sector remains one of the few where the two-thirds of Americans who lack a college degree can earn a middle-class wage. In bigger cities and parts of the country where workers are unionized, factories frequently pay $20 to $25 an hour compared with $15 or less for jobs at warehouses or in restaurants and bars.Even in the rural South, long resistant to unions, manufacturing jobs can come with a healthy salary premium. At America Knits, a private-label manufacturer that sells to retailers including J. Crew and Buck Mason, workers earn $12 to $15 an hour, compared with $7.50 to $11 in service jobs.The hiring is being driven by strong demand for the company’s T-shirts, Mr. Hawkins said, as well as by a recognition among retailers of the effect of supply-chain problems on foreign sources of goods.“Retailers have opened their eyes more and are bringing manufacturing back,” he said. “And with premium T-shirts selling for $30 or more, they can afford to.”A few years ago, Julie Land said she would naturally have looked to Asia to expand production of outerwear and other goods for her Canadian company, Winnipeg Stitch Factory, and its clothing brand, Pine Falls.Instead, the 12-year-old business is opening a plant in Port Gibson, Miss., in 2022. Fabric will be cut in Winnipeg and then shipped to Port Gibson to be sewn into garments like jackets and sweaters. The factory will be heavily automated, Ms. Land said, enabling her company to keep costs manageable and compete with overseas workshops.“Reshoring is not going to happen overnight, but it is happening, and it’s exciting,” she said. “If you place an order offshore, there is so much uncertainty with a longer lead time. All of that adds up.” More

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    Amazon Labor Fight: Wages May Not Ward Off Union

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    Recent organizing campaigns in the South suggest the company’s wage scale may have left it vulnerable to a union.In making the case against a union at its warehouse in Bessemer, Ala., Amazon has touted its compensation package. The company notes that base pay at the facility, around $15.50 an hour for most rank-and-file workers, is more than twice the local minimum wage, and that it offers comprehensive health insurance and retirement benefits.But to many of Amazon’s Bessemer employees, who are voting this month on whether to unionize, the claims to generosity can ring hollow alongside the demands of the job and local wage rates. The most recent figure for the median wage in greater Birmingham, a metropolitan area of roughly one million people that includes Bessemer, was nearly $3 above Amazon’s pay there, according to the Bureau of Labor Statistics.“If you go into certain rural areas in the South, where wages are suppressed and there’s no industry, that may seem attractive,” said Joshua Brewer of the Retail, Wholesale and Department Store Union, who is the campaign’s lead organizer. “For our folks here in Bessemer and Birmingham, it’s barely enough to keep the lights on. To tote it in front of them like it’s something to be prized is mildly offensive.”It is common for employers facing a union vote to emphasize the generosity of their wages and to suggest that workers could be worse off if they unionize. But the message takes on added resonance in the South, where incomes are lower and jobs with good pay can be harder to find. As a result, organizers say, employers and their surrogates in the region often use such tactics more aggressively.A commercial during a 2017 union campaign at a Boeing plant in South Carolina showed a casino boss urging workers to roll dice at a craps table to make the point that joining a union could put their livelihood at risk. Union campaigns at a Nissan plant in Canton, Miss., and a Volkswagen plant in Chattanooga, Tenn., featured similar appeals.The catch is that wages at these plants tended to be substantially higher than the typical wage in their areas, reinforcing workers’ sense that they had something valuable to lose.Veteran production workers made $23.50 an hour at the Volkswagen plant in 2019, the year of the most recent campaign there. The comparable figure was $23 at Boeing’s South Carolina facility when workers voted on a union and $26 at Nissan’s Mississippi plant during the vote there, also in 2017. The union lost in all three cases.“The global manufacturing companies took more steps to pre-empt unionization by offering better pay,” Richard Bensinger, a former organizing director for the United Automobile Workers and the A.F.L.-C.I.O., said in an email.Mr. Bensinger, who was involved in the Nissan and Volkswagen campaigns and is helping workers organize at other Amazon facilities, held up Mercedes-Benz as a telling example. The U.A.W. tried to organize the company’s plant in Vance, Ala., about 25 miles from Bessemer, for several years during the last decade. But it could never quite get a majority of workers to sign cards, Mr. Bensinger said, partly because wages at the plant were so high — $28 an hour for veteran workers, and even more today.“They paid U.A.W. scale to try to keep the U.A.W. out,” Mr. Bensinger said. (Mercedes, like other automakers, also used temporary workers whom it paid far less.)By contrast, unions have been successful when companies have held down wages. During the first half the 2010s, workers unionized at several auto parts suppliers in Alabama and elsewhere in the South, often citing low pay and benefits as the impetus.In 2015, employees at Commercial Vehicle Group in Piedmont, Ala., which made seats for trucks, voted to join the U.A.W. by a roughly two-to-one ratio. Workers at the plant complained of wages that started as low as $9.70 an hour for temporary workers and topped out at $15.80 for full-time employees. The company laid off many of the workers when it later consolidated its operations.“Workers always say this: It’s about respect, recognition,” said Gary Casteel, the U.A.W.’s former second-ranking official, who helped oversee much of its organizing in the South. “That’s not the case. It is about the money. Everybody wants to get paid more.”Darryl Richardson, an Amazon worker in Alabama, has seen the power of a union to raise wages.Lynsey Weatherspoon for The New York TimesDarryl Richardson, an Amazon employee in Alabama, knows firsthand the catalyzing effect of low wages. In 2012, he was part of a group of workers that voted overwhelmingly to unionize at Faurecia Interior Systems in Cottondale, Ala., which made seats for the nearby Mercedes plant.Mr. Richardson said that he had made around $12.50 an hour when he started at the plant but that, thanks to the union, his hourly pay had nearly doubled by the time he left in 2019, after the plant lost its contract with Mercedes. He said several of his co-workers at Faurecia were now working at Amazon and had seen the power of a union to raise wages.“From Faurecia to Amazon, it’s a big pay difference,” said Mr. Richardson, who now makes $15.55.Heather Knox, an Amazon spokeswoman, said that workers in Bessemer were eligible for raises every six months and that they had received a $2-an-hour bonus during much of last spring. Full-time rank-and-file employees received $300 bonuses during the holiday season and $500 last June. The company also provides significant tuition reimbursement for employees who take classes in certain fields.Some workers at the Bessemer facility, which opened just as Covid-19 was bearing down last March, regard the pay as more than adequate, especially younger employees.“I feel like it is fair,” said Roderick Crocton, 24, who previously made $11.25 as an overnight stocker at a local retailer. “In my old job, I lived in my apartment, never got to go anywhere, paid my bills. Today I’m able to go out and experience being in the city.”But other workers emphasize that pay at Amazon isn’t particularly high for the Birmingham area, even if the pandemic has reduced their job options. An Amazon employee named Clint, a union backer who declined to give his last name for fear of retaliation, said he had stood to make about $40,000 a year installing satellite dishes before the pandemic left him unemployed. He said he made his finances work partly by living with his mother.The retail workers’ union said it represented employees at nearby warehouses where pay is $18 to $21 an hour, including an ice cream facility and a grocery warehouse not far from Amazon.At a plant owned by NFI Group, a Canadian bus manufacturer, about an hour east of Birmingham, hourly pay for rank-and-file workers ranges from $14.79 to $23.31, according to the company.A survey of about 100 workers at the NFI plant by Emily Erickson, a professor at Alabama A&M University, found that white workers earned about $3 an hour more than Black workers on average. One former employee who currently works for a labor group in the area, Charles Crooms, said this made it more difficult to persuade white workers to join a union organizing effort. (The company said all employees with the same job grade and tenure were paid the same.)Workers and organizers said the dissatisfaction over wages at the Amazon warehouse was heightened by the vast wealth of Jeff Bezos, Amazon’s founder.The Amazon warehouse in Bessemer opened just as Covid-19 was bearing down last March.Bob Miller for The New York Times“He’s one of the richest men in the world, yet you treat employees like scavengers,” said Jennifer Bates, an Amazon employee who earned more in her previous job at a pipe factory but joined Amazon hoping it would provide an opportunity to grow.Ms. Bates was mystified that the company was urging Congress to match its pay efforts by raising the federal minimum wage to $15 an hour. “It looks to me like Amazon is admitting it’s only paying a minimum wage, and this is not a minimum-wage job,” she said. Amazon has said its starting wage is higher than $15 an hour in most of the country.Stuart Appelbaum, the president of the retail workers’ union, noted that Mr. Bezos could have given each of Amazon’s more than one million global employees last year a bonus larger than the annual pay of a warehouse worker just from the wealth he accumulated during the pandemic.All of which raises a question: Why didn’t Amazon, which regards unions as a threat, follow the example of Nissan and Mercedes and pay its Alabama employees more as a way to pre-empt a union?The company did not respond to a request to address that question.Mr. Appelbaum, the union president, said the company had underestimated its workers.“I think they took it for granted that we’d be out there for a few days leafleting, then go away,” he said. “They didn’t believe there was any possibility that we’d be able to get enough cards from employees to get to an election.” More

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    Winter Storm Disrupts Automakers, Retailers and Delivery Services

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    #masthead-section-label, #masthead-bar-one { display: none }Winter StormsliveLatest UpdatesMapping the Storm’s ImpactMillions Without PowerDisruptions to BusinessesPhotosAdvertisementContinue reading the main storySupported byContinue reading the main storyWinter Storm Disrupts Wide Swath of American BusinessPower outages, natural gas shortages and icy conditions made it hard for automakers, retailers and delivery carriers to operate across much of the South and Midwest.A UPS worker made deliveries in Chicago on Tuesday after an overnight storm dumped more than a foot of snow on the area.Credit…Charles Rex Arbogast/Associated PressPeter Eavis and Feb. 16, 2021, 6:05 p.m. ETThe winter storm that barreled across much of the United States over the holiday weekend severely disrupted businesses including large car factories, retail chains and the delivery services that people are deeply reliant on for basic necessities.General Motors, Ford Motor, Toyota, Nissan and other automakers suspended or shut down production at plants from Texas to Indiana as rolling blackouts, natural gas shortages and icy conditions made it difficult to keep assembly lines running.Walmart was forced to close as many as 500 stores across the South and Midwest, according to a map that was being updated in real time on its website. Pharmacy chains also shut stores, potentially making it harder for customers to collect prescriptions and also delaying vaccinations against the coronavirus, which had begun at many pharmacies at the end of last week.Publix, a grocery and pharmacy chain that operates across the South, said on Tuesday that it had to delay vaccinations in Florida because vaccine shipments were delayed by the storm. CVS said it had closed about 775 stores. Walgreens said around 200 stores in Texas were closed because of power disruptions.The storm dealt a blow to huge economic hubs that are accustomed to hurricanes and tornadoes but not extreme winter weather that strains power grids and sends temperatures well below averages for this time of year.“I was born in Fort Worth in 1956, and I’ve never seen weather this bad for this long,” said George Westhoff, president of Midland Manufacturing, a Fort Worth company with 40 employees that makes well cylinders and other metal products. “I’m not sure how much of my equipment would start up under these cold conditions,” he said, noting that he was the only person at his plant on Tuesday.Because millions of people have been working from home during the coronavirus pandemic, winter storms may not have quite the economic cost they once did. But the loss of power can sever the internet connections that people need to do their jobs. PowerOutage.us, a site that tracks electricity disruptions, said that, of the 12.5 million customers it tracks in Texas, 3.2 million were without power on Tuesday.Managers of the electricity grid in Texas and elsewhere have had to order rolling blackouts after many power plants were forced offline because of icy conditions and some could not get sufficient supplies of natural gas. Some wind turbines also shut down. At the same time, demand for electricity and natural gas has shot up because of the cold weather.“What’s complicating things is that huge swaths of Texas have lost power,” said Michael Trevino, a vice president at the Dallas Regional Chamber.Group 1 Automotive, a big chain of car dealerships based in Houston, has closed many of its franchises in Texas and Oklahoma.“Our office doesn’t have power. Dallas is snowed in. Oklahoma is snowed in. Houston is icy,” said Pete Delongchamps, a senior vice president at the company. He is hunkering down at home, where both power and water are out. “It’s blankets and water jugs.”Some companies kept operating. Raytheon Technologies, a large aerospace and military contractor, said Tuesday that its facility in McKinney, Texas, was open. And Home Depot and Costco stores in Southlake, a suburb of Dallas and Fort Worth, were open Tuesday.Christina Cornell, a Home Depot spokeswoman, said over 100 stores in Texas and elsewhere were closed or operated with reduced hours on Monday but the majority of them reopened Tuesday. She added that all Home Depot stores in the United States have backup generators that allow them to operate basic services during blackouts.The storm has caused extensive delays across the vast package delivery networks that many people now rely on as shopping has shifted online.FedEx said winter weather had caused “substantial disruptions” at its Memphis hub, which is the company’s largest center, occupying 800 acres, and is normally capable of sorting nearly half a million documents and packages an hour. FedEx added that delays were possible across the United States for Tuesday deliveries.UPS said weather could cause delays in areas not directly hit by the storms. Packages may take longer to get from one place to another, and many delivery services move goods through big sorting hubs in the middle of the country to serve both the East and West Coasts. UPS’s main air hub is in Louisville, Ky., and it also has a hub in Dallas, for example.The winter storm prompted the United States Postal Service to close post offices, processing hubs and other facilities in Texas, Alabama and Mississippi, according to its website.The storm has also affected Amazon, which operates its own large logistics network that includes planes, hubs and delivery vans operated by contractors.“The health and safety of our employees, customers and the drivers who deliver packages is our top priority,” Maria Boschetti, a spokeswoman, said in a statement. “Out of an abundance of caution and to ensure everyone’s safety, we have closed some of our sites in Arkansas, Illinois, Oklahoma, Missouri, Tennessee, Texas, Indiana and Kentucky.”Some automakers said they shut down operations in an effort to limit their energy use. Ford closed a plant in Claycomo, Mo., near Kansas City, Mo., this week “to ensure we minimize our use of natural gas that is critical to people’s homes,” a company spokeswoman said.The plant produces the F-150 pickup truck, one of the industry’s best-selling vehicles. Ford doesn’t plan to resume normal operations at its shuttered plant until Monday. The factory employs about 7,300 people. Union workers will be paid 75 percent of their gross pay for the week.Nissan closed its four U.S. plants on Monday and canceled the morning and afternoon shifts on Tuesday, a spokeswoman said. Two of the plants, in Canton, Miss., and Smyrna, Tenn., make cars and the other two, both in Decherd, Tenn., make engines. The company is monitoring the situation to see if it can resume production Tuesday night.General Motors said Tuesday that it was not affected by the natural gas shortage but that it was still suspending the first shift at four plants in Tennessee, Indiana, Kentucky and Texas because of “the significant winter weather conditions.”Trucks stuck in traffic on Monday because of the storm in Austin, Texas.Credit…Montinique Monroe/Getty ImagesToyota Motor canceled the first and second shifts at five factories, including its largest U.S. plant in Georgetown, Ky., and a pickup truck plant in San Antonio, because of the winter storm and energy disruptions it caused. The other three plants are in Kentucky, Indiana and Mississippi.Honda canceled or suspended late shifts on Monday and early shifts on Tuesday at plants in Alabama, Georgia, Ohio and Indiana. The company is planning to resume production Tuesday night at all but its Alabama car plant, where Tuesday evening’s shift has also been canceled.The shutdowns add to troubles for Ford, G.M. and other automakers that have separately had to idle plants because of a global semiconductor shortage. The chip shortage is expected to reduce the profit of automakers by billions of dollars this year.Some companies are looking forward to a surge of business after the bad weather passes.Mr. Delongchamps, the Group 1 Automotive executive, said, “We will probably see a pickup in body shop business and repairs, from people whose cars got banged up or frozen.”AdvertisementContinue reading the main story More