This matters because it’s one small example of the cultural differences between American automakers and the companies they’re competing against. Legal experts believe that the lawsuit, like the UAW’s contract, will also find its resolution in 2023. Meanwhile, in Germany this week, the first hearings were held in a class-action lawsuit brought by 450,000 consumers in that country against its largest automaker, Volkswagen, over the diesel emissions scandal. The UAW and GM are negotiating a four-year contract that will expire then. But it’s crucial that the parties work together, because they collectively represent a part of the American automotive industry that’s falling behind its global competition. The UAW is trying to protect its members. GM is trying to respond to a global trend that it needs to follow in order to stay relevant. ![]() But even this tactic has only confirmed the UAW’s worst fears: The battery plant won’t need as many workers, and GM would prefer to pay them less than what other workers make at plants that require more complicated assembly. GM has attempted to appease the UAW with specific promises, including the construction of an electric battery plant in one of the Ohio cities hit hardest by recent factory closings. The UAW’s own estimates that the move to electrification may cost 35,000 members to lose their jobs may not be the most scientific study ever done, but it’s also probably not far off. What’s more, the electric vehicles’ parts are often easier to put in place using automated machines. When one analyst took apart a Chevrolet Bolt and Volkswagen Golf, he found that the Golf had 125 more moving parts than its electric counterpart. ![]() The shift to electric means a fundamental transformation of what workers will do and how many are needed to do it.Įlectric cars have far fewer parts, which means far fewer people are needed to put them together.
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