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      What Republicans Say (and Don’t Say) About the Auto Workers’ Strike

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      It has been interesting to watch the response of Republicans to the United Auto Workers strike against the Big Three American car manufacturers: General Motors, Ford and Stellantis (formerly Chrysler).The most openly anti-worker view comes from Senator Tim Scott of South Carolina, who condemned the striking workers as insolent and ungrateful in a stunning display of conservative anti-labor sentiment. “I think Ronald Reagan gave us a great example when federal employees decided they were going to strike,” Scott said at a campaign event in Iowa. “He said, ‘You strike, you’re fired.’ Simple concept to me, to the extent that we can use that once again.” Scott also criticized the union’s demands. “The other things that are really important in that deal is that they want more money working fewer hours. They want more benefits working fewer days.” In America, he continued, “that doesn’t make sense.”Most other Republicans have sidestepped any discussion of the workers themselves in favor of an attack on electric vehicles and the Biden administration’s clean energy policies. “I guarantee you that one of the things that’s driving that strike is that Bidenomics, and their green energy, electric vehicle agenda is good for Beijing and bad for Detroit, and American autoworkers know it,” former Vice President Mike Pence said during a recent interview on CNBC.Donald Trump took a similar swing at the same target. “The all Electric Car is a disaster for both the United Auto Workers and the American Consumer,” Trump wrote last week. “They will all be built in China and, they are too expensive, don’t go far enough, take too long to charge, and pose various dangers under certain atmospheric conditions. If this happens, the United Auto Workers will be wiped out, along with all other auto workers in the United States. The all Electric Car policy is about as dumb as Open Borders and No Voter I.D. IT IS A COMPLETE AND TOTAL DISASTER!”That much was expected. But beyond the presidential contenders, there were also the ostensibly populist Republicans who have placed workers at the center of their case.“Autoworkers deserve a raise — and they deserve to have their jobs protected from Joe Biden’s stupid climate mandates that are destroying the U.S. auto industry and making China rich,” Senator Josh Hawley of Missouri said. Senator J.D. Vance of Ohio wrote that he was “rooting for the autoworkers across our country demanding higher wages and an end to political leadership’s green war on their industry.” Likewise, Senator Marco Rubio of Florida pinned the strike on “a radical climate agenda that seeks the end of gas-powered cars even if it means destroying American jobs,” adding: “Instead of supporting either union bosses or C.E.O.s we need to support American workers who want policies that protect their jobs.”You’ll notice that for all the talk about workers, not one of these more populist Republicans has actually said their demands should be met. They haven’t affirmed the right of labor to strike. They haven’t even blamed management for the strike, despite the fact that the U.A.W. is taking aim at rising corporate profits, which it believes could support higher wages, cost-of-living protections and stronger benefits — and the two-tier system that pays new workers less than veteran workers for the same work.And they haven’t voiced support for the largest, most ambitious organizing goal of the U.A.W. — the unionization of new electric vehicle and battery factories, either as part of a new contract or pursued through new organizing. If anything, Republican attacks on electric vehicles work to obscure the nature of the conflict, which is less about a new product category than about the balance of power between labor and management in the American auto industry.As (my former editor and colleague) Harold Meyerson notes in a piece for The American Prospect:The long-term future of the U.A.W. truly hinges on its ability to unionize the Big Three’s non-union competitors and their own non-union E.V. factories springing up in the right-to-work South. As today’s Wall Street Journal points out, the S.E.C. reports that total compensation (wages and benefits) for the median-paid worker at Tesla’s factories is a bare $34,084, while for the median worker at GM, it’s $80,034; at Ford, $74,691; and at Stellantis, $68,683. Total compensation at the Big Three and non-Big Three new E.V. and battery factories, as well as at the non-E.V. foreign-owned auto factories that are spread across the South, also falls well short of the levels that U.A.W. members make at the Big Three.“In short,” he concludes, “the union won’t long be able to realize the kind of gains its members need unless it can level up the standards at Tesla et al., lest it be compelled to face a long-term leveling down to Elon Musk’s idea of what a proper division of revenue should be.”Or as the U.A.W.’s first-ever directly member-elected president, Shawn Fain, wrote last week in a Guardian opinion essay co-authored with Representative Ro Khanna of California:The electric vehicle transition must be as much about workers’ rights as it is about fighting the climate crisis. We will not let the E.V. industry be built on the backs of workers making poverty wages while C.E.O.s line their pockets with government subsidies. There is no good reason E.V. manufacturing can’t be the gateway to the middle class. But the early signs of this industry are worrying. We will not let corporate greed manipulate the transition to a green economy into a roll back of economic justice.The extent to which Republicans are indifferent to these questions of power is key, because it puts the lie to the idea that the party has become pro-worker in any sense other than a few words and the occasional nod to blue-collar cultural identity. Josh Hawley, for example, opposed a 2018 effort to repeal Missouri’s anti-union “right to work” law. Marco Rubio, according to the AFL-CIO’s scorecard of members of Congress, is among the most anti-labor Republicans in the Senate. J.D. Vance railed against “union bosses” in his 2022 campaign, and Donald Trump (along with Mike Pence) ran one of the most anti-union presidential administrations in recent memory.In other words, Republican support for workers remains little more than rhetoric, signifying nothing. They have no apparent problem with management granting workers a modest increase in wages, but remain hostile to workers who seek to organize themselves as a countervailing force to corporate and financial power.What I WroteMy Tuesday column was on the basic analytical problem with the constant calls for Joe Biden to step away from the 2024 Democratic nomination.Absent an extraordinary turn of events, Biden will be on the ballot next year. He wants it, much of the institutional Democratic Party wants it, and there’s no appetite among the men and women who might want to be the next Democratic president to try to take it away from him. Democrats are committed to Biden and there’s no other option, for them, but to see that choice to its conclusion.My Friday column, building somewhat on the Tuesday one, was on Donald Trump, abortion and the political burdens of presidential leadership.Trump is no longer the singular figure of 2016. He is enmeshed within the Republican Party. He has real commitments to allies and coalition partners within the conservative movement. He is the undisputed leader of the Republican Party, yes, but he can’t simply jettison the abortion issue, which remains a central concern for much of the Republican base.And in the most recent episode of my podcast with John Ganz, we discussed the film “The American President” with Linda Holmes of NPR’s “Pop Culture Happy Hour.”Now ReadingSamuel Clowes Huneke on “wokeness” for The Los Angeles Review of Books.Michael Szalay on the politics of prestige television for Public Books.Dinah Birch on anonymous letters for The London Review of Books.Lola Seaton on “political capitalism” for The New Left Review.Amy C. Offner on neoliberalism for Dissent.Photo of the WeekA photo from the archive! This is the Art Deco Model Tobacco building in Richmond, Va., built around 1940. I took this photo in 2018 with a camera I have long since sold. The building itself has been converted into apartments.Now Eating: Greek-Style White BeansThis is a very simple recipe for Greek-style white beans from The Rancho Gordo Vegetarian Kitchen series, Volume 1. The book calls for lima beans, but any large white bean will do. You’ll want to use dried beans. Other than that, however, the recipe is yours to play with. I cook anchovies along with the vegetables and tomatoes for some additional umami, and I tend to let the beans cook in the oven for longer than 30 minutes — I like them a little on the drier side. I also go a little easy on the olive oil.Be sure to garnish with additional feta and a lot of herbs — dill, parsley and mint all work well here. You would also do well to buy, or make, some pita bread to have on the side.Ingredients½ cup olive oil (divided use)1 large carrot, peeled and finely chopped1 celery stalk, finely chopped½ onion, finely chopped2 tablespoons tomato paste½ pound large white beans, cooked and drained1 large, ripe tomato, chopped3 tablespoons minced fresh dillsalt and freshly ground pepperfeta cheeseDirectionsPreheat the oven to 350 degrees.In a large skillet, warm 2 tablespoons of the olive oil over medium heat. Add the carrot, celery, and onion; sauté until the vegetables are soft, about 5 minutes. Stir in the tomato paste.In a large baking dish, combine the sautéed vegetables, beans, tomato and remaining olive oil. Sprinkle with salt, pepper and dill. Add feta, if desired.Bake until the beans are soft and creamy, about 30 minutes. More

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      Lo que hay que saber sobre la huelga contra tres fabricantes de automóviles en EE. UU.

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      El sindicato y General Motors, Ford Motor y Stellantis siguen teniendo grandes diferencias en materia de salarios.[Lee aquí, en inglés, el minuto a minuto de la huelga automotriz en EE. UU.]El sindicato United Auto Workers (UAW), que representa a alrededor de 150.000 trabajadores de plantas automotrices estadounidenses, decretó una huelga ‘limitada y dirigida’ contra tres de las mayores fabricantes de automóviles del país la madrugada del viernes cuando el sindicato y las empresas no llegaron a un acuerdo para suscribir nuevos contratos.Las tres fabricantes —General Motors, Ford Motor y Stellantis, propietaria de Chrysler, Jeep y Ram— habían dicho que podrían verse obligadas a suspender o ralentizar la producción si no era posible llegar a un acuerdo para la medianoche del jueves. El presidente del UAW, Shawn Fain, enfatizó que el jueves es la “fecha límite, no un punto de referencia”.El sindicato buscaba negociar un contrato independiente a cuatro años con cada fabricante de automóviles. El UAW nunca se ha ido a huelga en las tres empresas al mismo tiempo, sino que ha preferido hacerlo una por una. Pero Fain había dicho que, en esta ocasión, tanto él como sus colegas están dispuestos a irse a huelga en las tres empresas.¿Cuál es el punto de desacuerdo en el conflicto laboral?La remuneración es el tema principal de las negociaciones.El UAW exige un aumento salarial del 40 por ciento en un periodo de cuatro años, lo cual, según Fain, no dista del aumento en el sueldo de los directores ejecutivos de dichas empresas en los últimos cuatro años.Hasta el pasado 8 de septiembre, la postura de ambas partes era muy distinta: las empresas ofrecían un incremento en los sueldos de entre un 14 y un 16 por ciento en cuatro años. Fain calificó la oferta de “ofensiva” y señaló que el sindicato está firme en su objetivo de un aumento del 40 por ciento.¿Qué papel desempeña el cambio a los autos eléctricos en las negociaciones?La industria automotriz se encuentra en plena transición masiva a los vehículos operados con batería, por lo que GM, Ford y Stellantis están invirtiendo miles de millones de dólares en el desarrollo de nuevos modelos y la construcción de fábricas. Las empresas han dicho que esas inversiones les dificultan pagarles salarios más altos a los trabajadores. Afirman que ya de por sí se encuentran en gran desventaja competitiva con respecto a fabricantes de automóviles no sindicalizadas como Tesla, que domina el mercado de los vehículos eléctricos.Al UAW le preocupa que las empresas aprovechen la transición a los automóviles eléctricos para recortar empleos o contratar más trabajadores no sindicalizados. El sindicato busca que las fabricantes de automóviles cubran a los trabajadores de las fábricas de baterías en sus contratos nacionales con el UAW. En este momento, esos trabajadores no tienen representación sindical o bien se encuentran en negociaciones de contratos independientes. Pero las empresas argumentan que legalmente no pueden aceptar esa solicitud porque esas plantas son proyectos de coinversión.¿Qué ocurrió en la última huelga del UAW?La huelga más reciente del UAW ocurrió en 2019, y fue contra General Motors. Casi 50.000 empleados de General Motors dejaron de trabajar durante 40 días. La empresa informó que la huelga le había costado 3600 millones de dólares.La huelga concluyó después de que ambas partes llegaron a un acuerdo que le puso fin a una estructura salarial de dos niveles conforme a la cual a los empleados más nuevos se les pagaba mucho menos que a los veteranos. GM también convino en pagarles más a los trabajadores.¿Cómo afectaría a la economía una huelga contra las tres fabricantes de automóviles?Una pausa prolongada en la producción de automóviles podría producir una reacción en cadena en muchas partes de la economía estadounidense.Una huelga de 10 días podría costarle a la economía 5000 millones de dólares, según cálculos de Anderson Economic Group. Una huelga más prolongada podría comenzar a afectar los inventarios de automóviles en las distribuidoras, lo que elevaría el precio de los vehículos.La industria automotriz se encuentra en una situación más vulnerable que en 2019, la última vez que el UAW se fue a huelga. Al principio de la pandemia, la producción de automóviles se detuvo y produjo una reducción marcada en la oferta de vehículos. Los inventarios de autos nacionales se mantienen en aproximadamente una cuarta parte del nivel que tenían a finales de 2019.¿Una huelga tendrá ramificaciones políticas?Definitivamente podría tenerlas.El presidente Joe Biden se ha descrito como “el presidente más partidario de los sindicatos laborales” e intentó cimentar sus relaciones con los sindicatos laborales antes de arrancar su campaña de reelección. Pero el UAW, que por lo regular apoya a los candidatos demócratas, como lo hizo con Biden en su contienda en 2020, no ha declarado que vaya a apoyarlo en la campaña de 2024.El sindicato teme que la decisión de Biden de promover los vehículos eléctricos pueda erosionar más la cantidad de miembros de los sindicatos en la industria automotriz. Fain ha criticado al gobierno por otorgar grandes incentivos federales y préstamos para nuevas fábricas sin exigir que esas plantas empleen a trabajadores sindicalizados.El expresidente Donald Trump, que muy probablemente conseguirá la candidatura republicana, ha intentado ganarse a los miembros del UAW. Ha criticado las políticas de Biden para la industria automotriz y el clima por considerarlas negativas para los trabajadores y los consumidores.J. Edward Moreno es el becario David Carr 2023 en el Times. Más de J. Edward Moreno More

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      What to Know About the Potential Autoworkers Strike

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      The union and the carmakers remain far apart on wages.The United Auto Workers union, which represents about 150,000 workers at U.S. car plants, could strike against three of the country’s largest automakers on Friday if the union and the companies are unable to reach new contracts.The three automakers — General Motors, Ford Motor and Stellantis, which owns Chrysler, Jeep and Ram — could be forced to stop or slow production if an agreement isn’t reached by midnight on Thursday. The president of the U.A.W., Shawn Fain, said that Thursday was the “deadline, not a reference point.”The union is negotiating a separate four-year contract with each automaker. The U.A.W. has never struck against all three companies at once, preferring to target one at a time. But Mr. Fain has said he and his members are willing to strike against all three this time.What’s at issue in the labor dispute?Compensation is at the forefront of negotiations.The U.A.W. is demanding 40 percent wage increases over four years, which Mr. Fain says is in line with how much the salaries of the companies’ chief executives have increased in the past four years.As of last Friday, the two parties remained far apart, with the companies offering to raise pay by 14 to 16 percent over four years. Mr. Fain called that offer “insulting” and has said that the union is still seeking a 40 percent pay increase.What role is the switch to electric cars playing in the negotiations?The auto industry is in the middle of a sweeping transition to battery-powered vehicles, and G.M., Ford and Stellantis are spending billions of dollars to develop new models and build factories. The companies have said those investments make it harder for them to pay workers substantially higher wages. Automakers say they are already at a big competitive disadvantage compared with nonunion automakers like Tesla, which dominates the sale of electric vehicles.The U.A.W. is worried that the companies will use the switch to electric cars to cut jobs or hire more nonunion workers. The union wants the automakers to cover workers at the battery factories in their national contracts with the U.A.W. Right now those workers are either not represented by unions or are negotiating separate contracts. But the automakers say they cannot legally agree to that request because those plants are set up as joint ventures.What happened in the last U.A.W. strike?The U.A.W. most recently went on strike in 2019 against General Motors. Nearly 50,000 General Motors workers walked out for 40 days. The carmaker said that strike cost it $3.6 billion.The strike ended after the two sides reached a contract that ended a two-tier wage structure under which newer employees were paid a lot less than veteran workers. G.M. also agreed to pay workers more.How would a strike against the three automakers affect the economy?A long pause in car production could have ripple effects across many parts of the U.S. economy.A 10-day strike could cost the economy $5 billion, according to an estimate from Anderson Economic Group. A longer strike could start affecting inventories of cars at dealerships, pushing up the price of vehicles.The auto industry is in a more vulnerable place than it was in 2019, the last time the U.A.W. staged a strike. In the earlier part of the pandemic, car production came to a halt, sharply reducing the supply of vehicles. Domestic car inventories remain at about a quarter of where they were at the end of 2019.Will a strike have political ramifications?It definitely could.President Biden has called himself “the most pro-labor union president” and sought to solidify his ties with labor unions ahead of his re-election campaign. But the U.A.W., which usually endorses Democratic candidates including Mr. Biden in his 2020 run, has held off endorsing him for the 2024 race.The union fears that Mr. Biden’s decision to promote electric vehicles could further erode union membership in the auto industry. Mr. Fain has criticized the administration for awarding large federal incentives and loans for new factories without requiring those plants to employ union workers.Former President Donald J. Trump, who is most likely to secure the Republican nomination, has been seeking to win over U.A.W. members. He has criticized Mr. Biden’s auto and climate policies as bad for workers and consumers. More

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      UAW Standoff Poses Risk for Biden’s Electric Vehicle Commitment

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      A looming auto industry strike could test the president’s commitment to making electric vehicles a source of well-paying union jobs.President Biden has been highly attuned to the politics of electric vehicles, helping to enact billions in subsidies to create new manufacturing jobs and going out of his way to court the United Automobile Workers union.But as the union and the big U.S. automakers — General Motors, Ford Motor and Stellantis, which owns Chrysler, Jeep and Ram — hurtle toward a strike deadline set for Thursday night, the political challenge posed by the industry’s transition to electric cars may be only beginning.The union, under its new president, Shawn Fain, wants workers who make electric vehicle components like batteries to benefit from the better pay and labor standards that the roughly 150,000 U.A.W. members enjoy at the three automakers. Most battery plants are not unionized.The Detroit automakers counter that these workers are typically employed in joint ventures with foreign manufacturers that the U.S. automakers don’t wholly control. The companies say that even if they could raise wages for battery workers to the rate set under their national U.A.W. contract, doing so could make them uncompetitive with nonunion rivals, like Tesla.And then there is former President Donald J. Trump, who is running to unseat Mr. Biden and has said the president’s clean energy policies are costing American jobs and raising prices for consumers.White House officials say Mr. Biden will still be able to deliver on his promise of high-quality jobs and a strong domestic electric vehicle industry.The head of the United Automobile Workers, Shawn Fain, center, wants his union’s wages and labor standards to apply to nonunion workers who make electric vehicle components.Brittany Greeson for The New York Times“The president’s policies have always been geared toward ensuring not only that our electric vehicle future was made in America with American jobs,” said Gene Sperling, Mr. Biden’s liaison to the U.A.W. and the auto industry, “but that it would promote good union jobs and a just transition” for current autoworkers whose jobs are threatened.But in public at least, the president has so far spoken only in vague terms about wages. Last month, he said that the transition to electric vehicles should enable workers to “make good wages and benefits to support their families” and that when union jobs were replaced with new jobs, they should go to union members and pay a “commensurate” wage. He is encouraging the companies and the union to keep bargaining and reach an agreement, one of Mr. Biden’s economic advisers, Jared Bernstein, told reporters on Wednesday.A strike could force Mr. Biden to be more explicit and choose between his commitment to workers and the need to broker a compromise that averts a costly long-term shutdown.“Battery workers need to be paid the same amount as U.A.W. workers at the current Big Three,” said Representative Ro Khanna, a Democrat from California who has promoted government investments in new technologies.Mr. Khanna added, “It’s how we contrast with Trump: We’re for creating good-paying manufacturing jobs across the Midwest.”At the heart of the debate is whether the shift to electric vehicles, which have fewer parts and generally require less labor to assemble than gas-powered cars, will accelerate the decline of unionized work in the industry.Foreign and domestic automakers have announced tens of thousands of new U.S.-based electric vehicle and battery jobs in response to the subsidies that Mr. Biden helped enact. But most of those jobs are not unionized, and many are in the South or West, where the U.A.W. has struggled to win over autoworkers. The union has tried and failed to organize workers at Tesla’s factory in Fremont, Calif., and Southern plants owned by Volkswagen and Nissan.A Ford Lightning plant in Dearborn, Mich. The U.A.W. worries that letting battery makers pay lower wages will allow G.M., Ford and Stellantis to replace much of their current U.S. work force with cheaper labor.Brittany Greeson for The New York TimesAs a result, the union has focused its efforts on battery workers employed directly or indirectly by G.M., Ford and Stellantis. The going wage for this work tends to be far below the roughly $32 an hour that veteran U.A.W. members make under their existing contracts with three companies.Legally, employees of the three manufacturers can’t strike over the pay of battery workers employed by joint ventures. But many U.A.W. members worry that letting battery manufacturers pay far lower wages will allow G.M., Ford and Stellantis to replace much of their current U.S. work force with cheaper labor, so they are seeking a large wage increase for those workers.“What we want is for the E.V. jobs to be U.A.W. jobs under our master agreements,” said Scott Houldieson, chairperson of Unite All Workers for Democracy, a group within the union that helped propel Mr. Fain to the presidency.The union’s officials have pressed the auto companies to address their concerns about battery workers before its members vote on a new contract. They say the companies can afford to pay more because they collectively earned about $250 billion in North America over the past decade, according to union estimates.But the auto companies, while acknowledging that they have been profitable in recent years, point out that the transition to electric vehicles is very expensive. Industry executives have suggested that it is hard to know how quickly consumers will embrace electric vehicles and that companies needed flexibility to adjust.Even if labor costs were not an issue, said Corey Cantor, an electric vehicle analyst at the energy research firm BloombergNEF, it could take the Big Three several years to catch up to Tesla, which makes about 60 percent of fully electric vehicles sold in the United States.A strike could force Mr. Biden to choose between his commitment to workers and the need to avert a costly shutdown of the U.S. auto industry.Bill Pugliano/Getty ImagesData from BloombergNEF show that G.M., Ford and Stellantis together sold fewer than 100,000 battery electric vehicles in the United States last year; in 2017, Tesla alone sold 50,000. It took Tesla another five years to top half a million U.S. sales. (The Big Three also sold nearly 80,000 plug-in hybrids last year.)The three established automakers had hoped to use the transition to electric cars to bring their costs more in line with their competitors, said Sam Fiorani, vice president of global vehicle forecasting at AutoForecast Solutions, a research firm. If they can’t, he added, they will have to look for savings elsewhere.In a statement, Stellantis said its battery joint venture “intends to offer very competitive wages and benefits while making the health and safety of its work force a top priority.”Estimates shared by Ford put hourly labor costs, including benefits, for the three automakers in the mid-$60s, versus the mid-$50s for foreign automakers in the United States and the mid-$40s for Tesla.Ford’s chief executive, Jim Farley, said in a statement last month that the company’s offer to raise pay in the next contract was “significantly better” than what Tesla and foreign automakers paid U.S. workers. He added that Ford “will not make a deal that endangers our ability to invest, grow and share profits with our employees.”Mr. Biden and Democratic lawmakers had sought to offset this labor-cost disadvantage by providing an additional $4,500 subsidy for each electric vehicle assembled at a unionized U.S. plant, above other incentives available to electric cars. But the Senate removed that provision from the Inflation Reduction Act.Such setbacks have frustrated the U.A.W., an early backer of Mr. Biden’s clean energy plans. In May, the union, which normally supports Democratic presidential candidates, withheld its endorsement of Mr. Biden’s re-election.“The E.V. transition is at serious risk of becoming a race to the bottom,” Mr. Fain said in an internal memo. “We want to see national leadership have our back on this before we make any commitments.”The next month, Mr. Fain chided the Biden administration for awarding Ford a $9.2 billion loan to build three battery factories in Tennessee and Kentucky with no inducement for the jobs to be unionized.A BMW battery plant in South Carolina. The U.A.W. has struggled to unionize autoworkers in the South.Juan Diego Reyes for The New York TimesMr. Biden tapped Mr. Sperling, a Michigan native, to serve as the White House point person on issues related to the union and the auto industry around the same time. By late August, the Energy Department announced that it was making $12 billion in grants and loans available for investments in electric vehicles, with a priority on automakers that create or maintain good jobs in areas with a union presence.Mr. Sperling speaks regularly with both sides in the labor dispute, seeking to defuse misunderstandings before they escalate, and said the recent Energy Department funding reflected Mr. Biden’s commitment to jump-start the industry while creating good jobs.Complicating the picture for Mr. Biden is the growing chorus of Democratic politicians and liberal groups that have backed the autoworkers’ demands, even as they hail the president’s success in improving pay and labor standards in other green industries, like wind and solar.Nearly 30 Democratic senators signed a letter to auto executives this summer urging them to bring battery workers into the union’s national contract. Dozens of labor and environmental groups have signed a letter echoing the demand.The groups argue that the change would have only a modest impact on automakers’ profits because labor accounts for a relatively small portion of overall costs, a claim that some independent experts back.Yen Chen, principal economist of the Center for Automotive Research, a nonprofit group in Ann Arbor, Mich., said labor accounted for only about 5 percent of the cost of final assembly for a midsize domestic sedan based on an analysis the group ran 10 years ago. Mr. Chen said that figure was likely to be lower today, and lower still for battery assembly, which is highly automated.Beyond the economic case, however, Mr. Biden’s allies say allowing electric vehicles to drive down auto wages would be a catastrophic political mistake. Workers at the three companies are concentrated in Midwestern states that could decide the next presidential election — and, as a result, the fate of the transition to clean energy, said Jason Walsh, the executive director of the BlueGreen Alliance, a coalition of unions and environmental groups.“The economic effects of doing that are enormously harmful,” he said. “The political consequences would be disastrous.” More

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      These Aren’t the Darkest Years in American History, but They Are Among the Weirdest

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      Bret Stephens: Before we get to Donald Trump’s indictment in Georgia or the upcoming G.O.P. debate, I want to take note of the appalling tragedy in Hawaii. The images from Maui are just heartbreaking. But I also get a sense that heartbreak will soon turn to outrage as we learn more about the cascade of policy failures that led to the disaster.Gail Collins: Maui is going to be hard for any of us to forget. Or, in some cases, forgive. There are certainly a heck of a lot of serious questions about whether the folks who were supposed to be responsible did their jobs.Bret: There’s a story in The Wall Street Journal that made me want to scream. It seems Hawaiian Electric knew four years ago that it needed to do more to keep power lines from emitting sparks, but it invested only $245,000 to try to do something about it. The state and private owners let old dams fall into disrepair and then allowed for them to be destroyed rather than restoring them, leading to less stored water and more dry land. And then there was the emergency chief who decided not to sound warning sirens. At least he had the good sense to resign.Gail: But let’s look at the way bigger issue, Bret. The weather’s been awful in all sorts of scary ways this summer, all around the planet. Pretty clear it’s because of global warming. You ready to rally around a big push toward environmental revolution?Bret: I’m opposed on principle to all big revolutions, Gail, beginning with the French. But I am in favor of 10,000 evolutions to deal with the climate. In Maui’s case, a push for more solar power plus reforestation of grasslands could have made a difference in managing the fire. I also think simple solutions can do a lot to help — like getting the federal government to finance states and utilities to cover the costs of burying power lines.Gail: Yep. Plus some more effortful projects to address climate change, like President Biden’s crusade to promote electric cars and an evolution away from coal and oil for heat.Bret: The more I read about the vast mineral inputs for electric cars — about 900 pounds of nickel, aluminum, cobalt and other minerals per car battery — the more I wonder about their wisdom. If you don’t believe me, just read Mr. Bean! (Or at least Rowan Atkinson, who studied electrical engineering at Oxford before his career took a … turn.) He made a solid environmental case in The Guardian for keeping your old gas-burning car instead of switching to electric.But I’m a big believer in adopting next-gen nuclear power to produce a larger share of our electric power needs. And I’m with you on moving away from coal.Gail: Hey, if we’ve found a point of consensus, let’s grab it and move on. After all, we’re on the cusp of a Republican presidential debate.Bret: With Trump as the apparent no-show. As a raw political calculation, I guess this makes sense given his commanding lead in the Republican primary polls, a lead that only seems to grow with each successive indictment.Gail: Yeah, I have to admit that there doesn’t seem to be a lot of possible gain for him in debating people who are way, way behind him in the polls and give them a chance to point out all his multitudinous defects.And I believe I speak for at least 90 percent of the population when I say posting a prerecorded interview with Tucker Carlson is not an acceptable substitute.Bret: I’m still going to watch the debate out of lurid fascination. I’m guessing this will devolve mainly into an argument between Chris Christie and Vivek Ramaswamy, with Ron DeSantis spending the time darting between them like a cornered lizard that doesn’t know where to turn. Christie will make the case for why Republicans need to turn against Trump, and Ramaswamy will make the case for why they need to favor him. That’s by way of Ramaswamy ultimately becoming Trump’s veep pick.Gail: You think so? Would that be a good idea? Strategically speaking that is — I can’t imagine you think Ramaswamy would lift the quality of the ticket.Bret: I met Ramaswamy a couple of years ago, when he was pitching a book on corporations going “woke.” He came to my house for lunch, where I made him a credible ratatouille. At the time, I was sympathetic to his message and impressed by his smarts. I’ve become a lot less sympathetic as he’s essentially promised to give Vladimir Putin what he wants in Ukraine, consider Robert F. Kennedy Jr. as a potential running mate and reopen the investigation into 9/11. That said, his youth, wealth, verbal acuity, anti-woke message and minority background kinda makes him perfect for Donald, no?Gail: Nah, I don’t think our former president wants anybody that … interesting. Remember, this is the man who made Mike Pence his No. 2 back when he actually needed more attention.Bret: You may be right. In that case, it’s Tim Scott for veep.Gail: By the way, I like your prediction about DeSantis looking like a cornered lizard in this debate. Seems he’s the one who’s got the most to lose — he really does need to show potential Republican backers that he isn’t a dope. That’d be a challenge under any circumstances, but especially when he’s up against someone as capable of crushing the opposition as Christie.Bret: Our news-side colleagues Jonathan Swan, Shane Goldmacher and Maggie Haberman had a great scoop last week about memos from a pro-DeSantis PAC urging their man to “take a sledgehammer” to Ramaswamy and “defend Donald Trump” in response to Christie’s attacks. It’s terrible advice, since attacking Ramaswamy will only help elevate him as a serious contender while further diminishing DeSantis’s claim to be the best and most viable alternative to Trump.Gail: My dream scenario, by the way, is for Christie to take the debate crown, then go on to campaign in New Hampshire. If it looks like he could actually win there, sooner or later Trump is going to have to pay him some more attention, right? Just out of pure ego?Bret: Presumably by harping on his weight, as if Trump is a poster boy for SlimFast. I think Christie probably enjoys those attacks, because he parries them so skillfully and it consolidates his position as the only real Republican alternative to Trump. Something that might come in handy on the slight chance that Trump goes to prison.Gail: Amazing we’ve gotten this far without mentioning that the man we all regard as the very, very likely Republican nominee for president is facing multitudinous criminal indictments in Georgia, New York, Florida and at the federal level.Bret: Ninety-one counts in all. You could almost take ’em down and pass ’em around like bottles of beer on the wall.Gail: So far, many of his supporters seem pretty eager to accept his claims that everything is just an anti-Trump political conspiracy. Can that last? It’s still about a year until the Republican presidential nominating convention in Milwaukee. I can’t help feeling that something will come up that even his fans will find impossible to ignore.Bret: Gail, the truest thing Trump ever said is that he could shoot someone on Fifth Avenue and his base would stick with him. The proper way to understand his appeal isn’t by studying normal voter behavior. It’s by studying cults. In a cult, the leader is always, simultaneously, a savior of his people and a victim of a vast and shadowy conspiracy. Unfortunately, all of these prosecutions, however merited, do more to reinforce than undermine the thinking of his followers.The only thing that can truly defeat Trump is a thumping electoral defeat. My biggest worry about President Biden is that he is so much more vulnerable politically than many Democrats seem to realize.Gail: Bret, it’s sort of inspiring that you’re the one of us most worried about getting Biden re-elected. Presuming his health holds up, I’m pretty confident. Here’s a man whose biggest political drawback is being boring. Which doesn’t look all that bad when he’s compared with a guy whose biggest defects go beyond the 91 counts arrayed against him. Biden’s been a much, much better president than Trump was. I wish he wasn’t running again, because of the age issue. But as we’ve discussed, Trump is only three years younger and seems to be in much worse physical shape.Bret: I wish I were as sanguine, but my forebears inclined me to fret.Gail: Just for diversion, make believe that Trump drops out of the race. For any of a million reasonable reasons. The other options in his party look pretty appalling to me. Do you think you’d still wind up voting for Joe Biden or would you feel free to go back to your Republican roots?Bret: The only Republicans in the current field I could definitely vote for are Christie and Nikki Haley. Otherwise, I’ll be pulling the lever for Joe and lighting votive candles every night for his health.Gail: OK, one more quick “What if?” Suppose Biden dropped out of the race right now. Who would you vote for, Trump or Kamala Harris?Bret: Gail, I would never, ever vote for Trump. Then again, if that winds up being the choice, God help us.The Times is committed to publishing a diversity of letters to the editor. We’d like to hear what you think about this or any of our articles. Here are some tips. And here’s our email: letters@nytimes.com.Follow The New York Times Opinion section on Facebook, Twitter (@NYTopinion) and Instagram. More

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      Unsafe Roads: The Perils of Riding E-Bikes

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      More from our inbox:Why Indictments Boost Trump’s PopularityRename the Audubon SocietyRon DeSantis, BullyAshely Kingsley and her daughter, Scout, at Charlie’s Electric Bike store in Encinitas, where they were renting e-bikes for the day.Ariana Drehsler for The New York TimesTo the Editor:Re “Teenagers’ Accidents Expose the Risks of E-Bikes” (front page, July 31):While it is clear that stronger regulation around the speeds of e-bikes is needed, roadway design determines the safety of our communities.What we are seeing is the deadly consequences of a system built for cars and cars only. As one of the people quoted in the article notes, the bikes’ speed is “too fast for sidewalks, but it’s too slow to be in traffic.”In a better system, bikes and cars would not have to share the road, and our roads would be designed to accommodate the reality that people get around in different ways, and everyone deserves to get around safely.Bikes are not motorcycles, and they should not be treated as if they were. These crashes are happening because people on bikes are forced to use unsafe roadways around cars that are often going too fast.Earl BlumenauerPortland, Ore.The writer, a member of Congress, is the founder and co-chair of the Congressional Bicycle Caucus.To the Editor:I have been riding motorcycles since 1972. One of the first things you learn, either from hard experience or from older riders, is that you are invisible to most traffic. They aren’t looking for you, so they don’t see you. E-bikes are even smaller, so the problem is likely worse.I rode one of the faster e-bikes about a month ago. It had a top speed of 35 miles per hour and was much closer to being a motorcycle than a bicycle. Parents, law enforcement and legislators need to wake up to that reality.Dale LeppoHudson, OhioTo the Editor:While “Teenagers’ Accidents Expose the Risks of E-Bikes” demonstrates the need for safety in planning and organizing the e-bike rollout, I think it’s important to note that the deaths and injuries cited are due to car drivers, not e-bike riders.As the article states, 15-year-old Brodee Champlain “did everything right,” including signaling to make a left turn, before a driver hit him. To frame such accidents as the fault of the e-bike is blaming the victim rather than the cause.Nor is this a problem that will be helped by slowing the introduction of e-bikes to our streets. The fewer people driving cars, the fewer e-bike accidents there will be.The best way, then, to make cyclists safer is to build up the cycling infrastructure and substantively change our cities’ car-centric design, rather than trying to regulate e-bikes around two-ton vehicles that are far deadlier.Charles BonkowskySalt Lake CityThe writer is an intern at the Salt Lake City Sustainability Department.To the Editor:As a former New Yorker, I thought I was accustomed to the perils of pedestrians when out and about, but I had a rude awakening upon moving to Southern California, where e-bikes are ubiquitous. The amazing climate and hilly terrain make it easy to understand why e-bikes have become so popular here, and they provide a handy alternative form of transportation for kids with busy parents.But seeing young people, often preteens, zip around at 30-plus miles an hour while looking at their phones or drinking a soda makes me concerned for the pedestrians who share the sidewalks with them and for the kids themselves.Regulation is needed before more lives are lost.Leigh JonesAliso Viejo, Calif.Why Indictments Boost Trump’s Popularity Mark Peterson for The New York TimesTo the Editor:Re “Each Indictment Solidifies Trump’s Base,” by Rich Lowry (Opinion guest essay, Aug. 8):Mr. Lowry points out that Donald Trump’s recent indictments have enhanced his popularity with the Republican base.It is not that his supporters like him despite his wrongdoing; they adore him specifically because he thumbs his nose at the laws, rules and institutions that are the basis for our democracy. They are angry at the status quo and the foundational aspects of our government, and Mr. Trump appears anathema to what they perceive as the “deep state.”Mr. Lowry glosses over the Russia investigation and claims that in the end Mr. Trump was “vindicated.” This is nonsense. A clear case was made that Mr. Trump obstructed justice in the Mueller inquiry. Since he was never indicted for his attempts to thwart that investigation, he continued to obstruct justice in the cases for which he will now have to appear before a judge and jury.The next two years will test this nation in many ways because of the actions of Donald Trump.Ellen Silverman PopperQueensTo the Editor:During every campaign Republican politicians and pundits like Rich Lowry pound their fists and scream about “law and order!” But when it comes to Donald Trump’s rampant criminality, they promote every excuse in the book not to hold him accountable — the most ridiculous one being that it will just make him more popular with the MAGA crowd.We’ve heard that since the day Mr. Trump boasted about hypothetically shooting a person on Fifth Avenue with no loss of support. We’ve heard it a thousand times. His supporters’ sense of perpetual grievance is being fanned daily on Fox and Breitbart and even in the pages of Mr. Lowry’s publication, National Review.Mr. Lowry should have used his essay not to reinforce predictable right-wing talking points, but to persuade people on his side of the aisle that these indictments are not only appropriate, but absolutely critical to a healthy, functioning democracy.Bud LaveryHighland, N.Y.Rename the Audubon Society Hannah Beier for The New York TimesTo the Editor:“Rising Racial Tensions Shake a Tranquil Pastime” (front page, Aug. 9) reports on a feud within the National Audubon Society, including “the question of whether the conservation group should drop its eponym, John James Audubon, who owned slaves.”I grew up worshiping the Audubon “brand” as a youthful birder, spent the better part of 20 years on the staff of the Audubon Society, and have studied and written about the life of John James Audubon. (Parts of a biographical sketch I wrote are still found on the Audubon.org website.)Here’s why I think the Audubon name should be dropped.It is essential in 2023 that we welcome birders of every background to the movement. The future of conservation depends on it. Social justice and conservation are deeply intertwined; they point to a sustainable future. And names are just a cultural artifact. There is no compelling reason to keep the Audubon name, just as we wouldn’t do for other enslavers and Confederate generals.I have a suggestion: Rename it the American Society for the Protection of Birds, to borrow a page from our friends across the pond in the Royal Society for the Protection of Birds. Problem solved.Fred BaumgartenHaydenville, Mass.Ron DeSantis, BullyGov. Ron DeSantis of Florida, speaking in Cedar Rapids, Iowa, this month.Rachel Mummey for The New York TimesTo the Editor:Re “DeSantis Suspends a 2nd Elected Prosecutor in Florida, a Democrat in Orlando” (news article, Aug. 10):Our hapless governor and would-be president, Ron DeSantis, goes back to the only thing that’s consistently worked for him: bullying.David ReddyTampa, Fla. More

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      British Conservatives’ Commitment to Green Policy Is Tested

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      British conservatives kept a seat in a recent election by opposing an ultralow emissions zone, and some are now questioning ambitious emissions-reduction targets.Britain, blanketed by cool, damp weather, has seemed like one of the few places in the Northern Hemisphere not sweltering this summer. Yet a fierce political debate over how to curb climate change has suddenly erupted, fueled by economic hardship and a recent election surprise.The surprise came last week in a London suburb, Uxbridge and South Ruislip, where the Conservative Party held on to a vulnerable seat in Parliament in a by-election after a voter backlash against the expansion of a low-emission zone, which will penalize people who drive older, more polluting cars.The Conservatives successfully used the emission zone plan as a wedge issue to prevail in a district they were forecast to lose. It didn’t go unnoticed in the halls of Parliament, where even though lawmakers are in recess, they have managed to agitate over environmental policy for four days running.Britain’s Conservative government is now calling into question its commitment to an array of ambitious emissions-reduction targets. Tory critics say these goals would impose an unfair burden on Britons who are suffering because of a cost-of-living crisis. Uxbridge, they argued, shows there is a political price for forging ahead.With a general election looming next year, the Tories also see an opportunity to wield climate policy as a club against the opposition Labour Party, which once planned to pour 28 billion pounds, or about $36 billion, a year into green jobs and industries but scaled back its own ambitions amid the economic squeeze.On Monday, Prime Minister Rishi Sunak said he would approach environmental policies in a “proportionate and pragmatic a way that doesn’t unnecessarily give people more hassle and more costs in their lives.”It was a strikingly circumspect statement given Britain’s self-proclaimed leadership in climate policy, which goes back to Margaret Thatcher and includes hosting the annual United Nations climate conference in 2021. And it clearly reflected the new political thinking in the aftermath of the Uxbridge vote.Government officials insist Mr. Sunak is not giving up on a ban on the sale of fossil-fuel-powered cars by 2030. Britain remains committed to a benchmark goal of being a net-zero — or carbon neutral — economy by 2050, which is enshrined in law. But on Tuesday, a senior minister, Michael Gove, said he wanted to review a project to end the installation of new gas boilers in homes.Traffic at the edge of the London Ultra-Low Emission Zone this month.Neil Hall/EPA, via ShutterstockEven before Mr. Sunak’s comments, critics contended that Britain’s historically strong record on climate policy had been waning.The Climate Change Committee, an independent body that advises the government, recently said Britain “has lost its clear global leadership position on climate action.” The group cited the government’s failure to use the spike in fuel prices to reduce energy demand and bolster renewables. It also noted Britain’s consent for a new coal mine, and its support for new oil and gas production in the North Sea.Last month, Zac Goldsmith quit as a minister with a climate-related portfolio, blaming “apathy” over the environment for his departure, though he was also a close ally of the former prime minister, Boris Johnson. In a letter to Mr. Sunak, Mr. Goldsmith wrote, “The problem is not that the government is hostile to the environment, it is that you, our prime minister, are simply uninterested.”Climate experts said Britain’s economic troubles fractured what had been a broad political consensus on the need for aggressive action. The schism isn’t just between the two main parties: Even within the Conservative and Labour parties, there are fissures between those who continue to call for far-reaching goals and those who want to scale back those ambitions.“This used to be an issue of across-party consensus; now it is not,” said Tom Burke, the chairman of E3G, an environmental research group. “The Tories have gone out of their way to turn it into a wedge issue, and I think that’s a mistake.”In Uxbridge, however, the strategy worked. The district, with its leafy streets and suburban homes, has one of the capital’s highest ratios of car dependency. That made plans by London’s Labour mayor, Sadiq Khan, to expand an ultra-low-emissions zone to encompass the district a potent issue for Conservatives, who opposed widening the zone.While the plan aims to improve London’s poor air quality, rather than reach net-zero targets, it was vulnerable to accusations that was piling on costs to consumers — in this case drivers of older, more polluting, vehicles.“It’s a really big impact at a time when people are concerned more generally about the cost of living,” said David Simmonds, a Conservative lawmaker in neighboring district of Ruislip, Northwood and Pinner. “In the short term, a lot of people who don’t have the money to buy an electric vehicle or a compliant vehicle are caught by this.”Zac Goldsmith quit as a minister with a climate-related portfolio.Matt Dunham/Associated PressThe surprise Conservative victory also sent alarm bells ringing within Labour. It caused tension between Mr. Khan, who insists the expansion will go ahead, and the party’s leader, Keir Starmer, who seemed to want a delay.“We are doing something very wrong if policies put forward by the Labour Party end up on each and every Tory leaflet,” Mr. Starmer said after the defeat. “We’ve got to face up to that and learn the lessons.”Even before the by-election, Labour had backtracked on its plan to invest billions a year on green industries. It blamed rising borrowing costs, which spiked during the ill-fated premiership last year of Liz Truss. Now, instead of rolling out spending in the first year of a Labour government, the party said it would phase it in.Labour’s fear was that voters would conclude the incoming government would have to raise taxes, which would give the Tories another opening. “Economic stability, financial stability, always has to come first, and it will do with Labour,” Rachel Reeves, who leads economic policy for the Labour Party, told the BBC.Such language is worlds away from a year ago, when Ed Miliband, who speaks for Labour on climate issues, told Climate Forward, a New York Times conference in London, that “the imprudent, reckless thing to do is not to make the investment.”He did, however, also argue that consumers should not carry all the burden of the transition. “The government has to collectivize some of those costs to make this transition fair,” said Mr. Miliband, a former party leader.Climate activists said Labour had made a mistake by highlighting the costs of its plan at a time of tight public finances. But given the broad public support for climate action, particularly among the young, some argue that a debate over which climate policies are the best need not end in failure for Labour.“Voters want something done,” Mr. Burke said. “They don’t want to pay the price for it but equally, they don’t want the government to say they are not doing anything about climate change.”Protesters rally against the Ultra-Low Emission Zone, or ULEZ, this month in London.Andy Rain/EPA, via ShutterstockFor all the new skepticism, climate policy is also deeply embedded in the Conservative Party. Mrs. Thatcher was one of the first world leaders to talk about the threat to the planet from greenhouse gases in 1989. A former prime minister, Theresa May, passed the net-zero pledge in 2019, and Mr. Johnson, as mayor of London, conceived the low-emission zone that boomeranged against Labour in Uxbridge, which Mr. Johnson had represented in Parliament, last week.Alice Bell, the head of climate policy at the Wellcome Trust, noted that some Tory lawmakers were rebelling against Mr. Sunak because they were worried about losing their seats by appearing to be against firm action on climate change.Extreme weather, she said, would continue to drive public opinion on climate change. While Britain’s summer has been cool, thousands of Britons have been vacationing in the scorching heat of Italy and Spain, to say nothing of those evacuated from the Greek island of Rhodes in the face of deadly wildfires.“I’m wondering if we’re going to have some people coming back from holiday as climate activists,” Ms. Bell said. More

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      Trump Seeks UAW Endorsement as the Union Wavers on Backing Biden

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      A video from the former president attacked electric vehicles, predicting the demise of the American automotive industry.Donald J. Trump, seeing an opening with organized labor, appealed on Thursday for an endorsement from the United Auto Workers for his White House bid and said only his return to the presidency could save the automotive industry from President Biden’s “ridiculous Green New Deal crusade.”Mr. Trump’s apocalyptic vision of the state of the American auto industry does not comport with the reality of an auto sector that has steadily gained jobs over the past three years. But there has been friction between the White House and the new leadership of the old-line industrial auto union.The United Auto Workers, which has a record of backing Democratic candidates for president, including Mr. Biden, has been angered with the Biden administration for pumping tax money into nonunion electric vehicle suppliers, and has withheld its endorsement, even as most labor unions have rushed to back Mr. Biden’s re-election. The U.A.W.’s new president, Shawn Fain, met with Mr. Biden in the White House on Wednesday as contract talks with the Big Three automakers heat up over electric vehicle parts suppliers.In a video on Thursday, Mr. Trump predicted the demise of American auto manufacturing and the “slaughter” of 117,000 auto jobs. “I hope United Auto Workers is listening to this because I think you’d better endorse Trump,” he said. He explicitly warned that Mr. Biden’s policies would cost jobs in the key swing state of Michigan, as well as the more reliably Republican states of Ohio and Indiana.The auto industry has actually gained jobs steadily since Mr. Trump left office, according to the Bureau of Labor Statistics. Employment among auto manufacturers and their parts suppliers reached 1,071,600 in June, up 129,000 since December 2020, the last full month of Mr. Trump’s presidency.Mr. Trump’s insistence that electric vehicles are piling up unsold on car lots contradicts the industry’s own view of its inventory.“We would assert that demand for traditional vehicles and for electric vehicles is strong,” said Matt Blunt, a former Republican governor of Missouri, now president of the American Automotive Policy Council, the domestic auto industry’s trade association in Washington. “This is a time of dramatic transition, but the U.S. industry is well positioned.”But the tension between the U.A.W. and the Biden administration is real. It takes fewer workers to assemble an electric vehicle than one with an internal combustion engine. That has made organizing parts suppliers, especially battery makers, an imperative of the union’s insurgent new leadership.Yet much of the new battery investment prompted in part by Mr. Biden’s climate change policies and infrastructure law is landing in the union-resistant Southeast, especially Georgia, a vital battleground state in the 2024 election. That state has had more than 40 electric vehicle-related projects introduced since 2020, promising investments worth $22.7 billion and the creation of 28,400 jobs.Mr. Biden was at Philadelphia’s shipyard on Thursday, talking up new rules attached to his climate change law intended to help union apprenticeship programs vault workers into the middle class without a college degree.“A lot of my friends in organized labor know, when I think climate, I think jobs,” he said. “I think union jobs.”But Mr. Trump, looking beyond the Republican primaries to a rematch with Mr. Biden, continues to aim for the vote of union workers, if not their leaders. More