More stories

  • in

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

    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

  • in

    What to Know About the Potential Autoworkers Strike

    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

  • in

    UAW Standoff Poses Risk for Biden’s Electric Vehicle Commitment

    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

  • in

    Restaurants and Unions Agree to Raise Pay to $20 an Hour in California

    The deal will avoid a ballot fight over a law passed last year that could have resulted in higher pay and other changes opposed by restaurant companies and franchisees.Labor groups and fast-food companies in California reached an agreement over the weekend that will pave the way for workers in the industry to receive a minimum wage of $20 per hour.The deal, which will result in changes to Assembly Bill 1228, was announced by the Service Employees International Union on Monday, and will mean an increase to the minimum wage for California fast-food workers by April. In exchange, labor groups and their allies in the Legislature will agree to the fast-food industry’s demands to remove a provision from the bill that could have made restaurant companies liable for workplace violations committed by their franchisees.The agreement is contingent on the withdrawal of a referendum proposal by restaurant companies in California that would have challenged the proposed legislation in the 2024 ballot. Businesses, labor groups and others have often used ballot measures in California to block legislation or advance their causes. The proposed legislation would also create a council for overseeing future increases to the minimum wage and enact workplace regulations.“With these important changes, A.B. 1228 clears the path for us to start making much-needed improvements to the policies that affect our workplaces and the lives of more than half a million fast-food workers in our state,” Ingrid Vilorio, a fast-food worker and union member, said in a statement released by the S.E.I.U.Sean Kennedy, executive vice president of public affairs at the National Restaurant Association, said the deal also benefited restaurants. “This agreement protects local restaurant owners from significant threats that would have made it difficult to continue to operate in California,” he said. “It provides a more predictable and stable future for restaurants, workers and consumers.”Last year, the California Legislature passed Assembly Bill 257, which would have created a council with the authority to raise the minimum wage to $22 per hour for restaurant workers. Gov. Gavin Newsom signed it on Labor Day last year.But the bill met fierce opposition from business interests and restaurant companies, and a petition received enough signatures to put a measure on the November 2024 ballot to stop the law from going into effect.Other business groups in California have successfully used that tactic to change or reverse legislation they opposed.In 2020, ride-sharing and delivery companies like Uber and Instacart campaigned for and received an exemption from a key provision of Assembly Bill 5, which was signed by Mr. Newsom and would have made it much harder for the companies to classify drivers as independent contractors rather than employees.Those companies collected enough signatures to get the issue on the ballot as Proposition 22, which passed in November 2020. More than $200 million was spent on that measure, making it the costliest ballot initiative in the state at the time.And in February, oil companies received enough signatures for a measure that aims to block legislation banning new drilling projects near homes and schools. That initiative will be on the 2024 ballot.In response to calls from advocacy groups who have said the referendum process unfairly benefits wealthy special-interest groups, and in an effort to demystify a system that many Californians say is confusing, Mr. Newsom signed legislation on Sept. 8 that aims to simplify the referendum process. More

  • in

    It’s Not Your Father’s Democratic Party. But Whose Party Is It?

    Has the left’s half-century struggle to return the Democratic Party to its working-class roots become an exercise in futility? This is perhaps the most vexing question facing the party of liberal America.It is not an easy one to answer. In recent years, the Democratic electorate has moved in two directions.First: The percentage of Democrats with a college degree has almost doubled, growing to 41 percent in 2019 from 22 percent in 1996.Second: While the percentage of Democrats who are non-Hispanic and white has fallen to 59 percent from 76 percent over the same period, according to Pew Research, nonwhite Democrats — Black, Hispanic, Asian American or members of other minority groups — have grown to 41 percent from 24 percent.In terms of the entire U.S. population (as of July 2022), those described by the census as “white alone, not Hispanic or Latino” made up 58.9 percent of the United States — down from 69.1 percent in 2000 — while the percentage of Black, Hispanic, Asian American and other minorities increased to 41.1 percent from 30.9 percent over the same period.Have American politics reached a tipping point?Eitan Hersh and Sarang Shah, political scientists at Tufts and Berkeley, contended in their Aug. 1 paper, “The Partisan Realignment of American Business,” that both the Democratic and the Republican Parties have undergone radical reorientations:The ongoing development of the Democratic Party as a party not of labor but of socioeconomic elites, and the ongoing development of the Republican Party as a party not of business but of working-class social conservatives, represents a major, perhaps the major, American political development of the 21st century.In an email, Hersh elaborated on their analysis: “This is one of the most important developments in recent American political history because we seem to be in the midst of a realignment, and that doesn’t happen every day or even every decade.”One reflection of this trend, according to Hersh, is the growing common ground that cultural liberals and corporate America are finding on social issues:A company taking a position on L.G.B.T.Q. rights may at first seem like it’s a company not staying in its lane and getting into political questions unrelated to its core business. But if the company needs to take a position in order to satisfy its work force or because potential new hires demand political activism, then the decision is no longer just social; it’s economic.Another example: For a while it looked like the Republican Party could appeal to social conservatives but maintain the economic policy supported by business elites. But now, you start to see real attempts by Republican thought leaders to be more assertive in meeting the economic needs of their constituencies.As a result of this realignment, Hersh argued, a crucial battleground in elections held in the near future will be an intensifying competition for the support of minority voters:Democrats can win with college-educated whites plus nonwhite voters. They can’t win with more defection from nonwhite voters. The Republicans are making the argument that their cultural and economic values are consistent with working-class Americans and that their positions transcend racial categories.If the Republican Party “could move beyond Trump and focus on this vision (which, of course, is impossible with Trump there making everything about Trump), they’d be presenting a set of arguments and policies that will be very compelling to a large number of Americans,” Hersh wrote.Ruy Teixeira, a senior fellow at the American Enterprise Institute who has long argued that Democrats need to regain support from white voters without college degrees and to stop defections among working-class Black and Hispanic voters, argued that the socioeconomic elite — well-educated, largely white liberals — are imposing damaging policies on the Democratic Party.In a recent essay, “Brahmin Left vs. Populist Right,” Teixeira wrote:The fact is that the cultural left in and around the Democratic Party has managed to associate the party with a series of views on crime, immigration, policing, free speech and, of course, race and gender that are quite far from those of the median working-class voter (including the median nonwhite working-class voter).Instead, Teixeira contended:Democrats continue to be weighed down by those whose tendency is to oppose firm action to control crime or the southern border as concessions to racism, interpret concerns about ideological school curriculums and lowering educational standards as manifestations of white supremacy and generally emphasize the identity politics angle of virtually every issue. With this baggage, rebranding the party — making it more working-class oriented and less Brahmin — is very difficult, since decisive action that might lead to such a rebranding is immediately undercut by a torrent of criticism.I asked Teixeira whether the changing Democratic Party has reached a point of no return on this front, and he emailed back:A good and big question. In the short run it looks very difficult for them to shed much of their cultural radicalism and generally make the party more attractive to normal working-class voters. Over the medium to long term, though, I certainly think it’s possible, if there’s an internal movement and external pressures/market signals consistent with the need for a broader coalition. That is, if enough of the party becomes convinced their coalition is too narrow and therefore some compromises and different approaches are necessary. That may take some time.Michael Podhorzer, a former political director of the A.F.L.-C.I.O., agreed that “There is no way to define ‘socioeconomic elites’ in which it isn’t obvious that both parties are dominated by socioeconomic elites.” He added that “since the 1970s, both left and right parties now represent different factions within the socioeconomic elites.”In the process, Podhorzer argued, “Labor and working people have been demoted from a seat at the table to a constituency to be appealed to.”The idea that the Democratic Party is a pro-business party, Podhorzer wrote, “is hardly a bulletin. It’s been pro-business since Carter. Deregulation (including Glass-Steagall, holding companies, communications, etc.) as well as trade agreements (NAFTA, China W.T.O., proposed T.P.P., etc.) are all Democratic Party ‘accomplishments.’”Podhorzer, however, took sharp issue with Hersh, Shah and Teixeira. “I find Teixeira’s constant harping on Democratic elites, as well as Hersh’s and others’ use of the term to be playing with fire at this moment,” he told me.The focus on cultural elitism, in Podhorzer’s view, masksbillionaires’ collective influence over the political process or the ways in which their success is responsible for immiseration and what we call inequality. This enables fascist politicians to shift the blame to intellectual and cultural elites, like liberals or people with college degrees, redirecting the inevitable resentments of the losers in the winner-take-all economy.For that reason, Podhorzer continued,centrist commentators and Democratic strategists who have aggressively and continuously diagnosed the party’s capture by a woke elite unwittingly — and without justification — affirm the fascist worldview in which cultural, rather than economic or political, elites are the source of their disappointments.However these disputes are resolved, there is clear evidence of the demographic realignment of the Democratic Party.Brian Schaffner, a political scientist at Tufts, writing by email, demonstrated the evolution of the Democratic and Republican electorates by citing data from the Cooperative Election Study, which he oversees:We ask workers what industries they work in, and just between 2014 and 2020 we saw some notable shifts, depending on the category. In 2014, 42 percent of people working in construction identified as Republican, and 38 percent called themselves Democrats, a four-point advantage for Republicans. Just six years later, that group was 49 percent Republican and 29 percent Democratic, a 20-point gap. By contrast, Republicans had a nine-point edge among people who work in finance and insurance in 2014 (48 percent Republican, 39 percent Democratic), but by 2020, Democrats held a three-point edge (45 percent Democratic, 42 percent Republican).The Republican advantage among manufacturing workers has grown to 13 points from seven points over those six years, according to Schaffner, and the four-point Democratic advantage among transportation and warehouse workers has turned into an eight-point Republican edge. Workers in professional, scientific and technical industries were evenly split in 2014, but by 2020, Democrats had gained a 15-point advantage. In the education industry, Democrats increased their advantage from a 14-point gap in 2014 to a 22-point advantage in 2020.Schaffner wrote that “these are pretty sizable shifts in partisanship, which fit the narrative that white-collar workers are shifting more Democratic at the same time that blue-collar industries are becoming more Republican.”There are, however, strong arguments that despite the ascendance of well-educated, relatively comfortable Democrats, the party has retained its commitment to the less well off, as evidenced by the policies enacted by the Biden administration.Most of those who challenged the Hersh-Shah thesis did not dispute the ascendance of the well educated in Democratic ranks; instead they argued that the party has retained its ideological commitments to the bottom half of the income distribution and to organized labor.Jacob Hacker, a political scientist at Yale, expressed strong disagreement with the Hersh-Shah paper in an email responding to my inquiry.“There is no question that the class profile of Democratic voters has become U-shaped, with both poorer and higher-income voters siding most strongly with the party,” Hacker wrote, but he went on to say:Even as the Democratic Party has come to rely more heavily on affluent suburban voters, its platform, legislative agenda and national elected representatives’ communications via Twitter have all remained highly focused on economic issues. In fact, the national platform and Democratic agenda have become substantially bolder — that is, bigger in scope, broader in policy instruments (e.g., industrial policy), and generally more redistributive overall.Hacker specifically challenged Hersh and Shah’s claim that corporate America is shifting to the Democratic Party, citing evidence of the Republican tilt of contributions by Fortune 1,500 C.E.O.s, by the Forbes Wealthiest 100 and in the distribution pattern of dark money.Steve Rosenthal, a former political director of the A.F.L.-C.I.O. who is now a political consultant, agreed with Hacker on the pro-labor commitment of the Biden administration, despite the severe weakening of the labor movement in recent decades. Biden, he wrote by email, “has been the most pro-union, pro-worker president we have had in my lifetime.”Rosenthal acknowledged, however, that the union movement has suffered terrible setbacks in recent years, especially in Midwest battleground states:For decades, we’ve been saying both parties are too accommodating to corporate America. Perhaps the biggest change is not in how the parties operate or what they stand for but the decline in the labor movement. In the mid-90s, between 30 and 40 percent of the electorate in states like Michigan, Wisconsin, Pennsylvania and Ohio came from union households, and they were voting 60 percent-plus Democratic. I used to say even back then that the only white working-class voters who were voting Democratic were in unions.Since then, Rosenthal wrote, “their vote share has decreased precipitously, to a low of now something like 14 percent in Wisconsin to the mid-20 percent in the other states.”Julie Wronski, a political scientist at the University of Mississippi, contended that the Hersh-Shah paper creates a false dichotomy:The partisan business and labor interests are an either-or scenario. The Democratic Party can be the party of labor and the party of socioeconomic elites. The Republican Party can be the party of business and working-class social conservatives.Democrats can support labor interests, Wronski wrote by email,through initiatives to raise the minimum wage and bolster unions and can support the more progressive social issues of socioeconomic elites that relate to D.E.I. initiatives. Republicans can provide tax breaks and the like to businesses while still firmly espousing socially conservative positions on issues related to racial, religious and gender identity. Republicans can be the party of supporting red state businesses, while Democrats can be the party of supporting blue state businesses.Business, Wronski argued, is not so much realigning with the Democratic Party as it is polarizing into different camps based on “cleavages in how businesses interact with the political realm based upon social issues,” with “partisan polarization of businesses based on social issues and the group identities of the company’s stakeholders, employees and clients.”Matt Grossmann, a political scientist at Michigan State, agreed by email thatthere is definitely a significant change in the party coalitions, though it has occurred slowly rather than in one critical election. The main demographic change is in education among white Americans: College-educated whites are moving toward Democrats, while non-college-educated whites are moving toward Republicans.This has not reversed the traditional class divide of the parties, Grossmann argued, “because high-income, low-education voters are the most Republican and low-income, high-education voters are the most Democratic,” while “nonwhite voters also remain much more Democratic.”Despite these shifts, Grossmann wrote that he does not “see evidence that the Democratic Party has abandoned redistributive politics or changed its positions on business regulation. Instead, they are increasingly emphasizing social issues and combining social concerns with their traditional economic concerns.”David Hopkins, a political scientist at Boston College, is writing a book with Grossmann. Hopkins argued in an email that “we are in the midst of a realignment, in the sense that the education gap between the two parties (separating degree-holding Democrats from degree-lacking Republicans) is now much larger than the income gap.”But, Hopkins stressed,party change on economic policy is the dog that hasn’t barked here. For all its conspicuously populist style, the Trump presidency’s biggest legislative achievement was a tax reform package that provided most of its benefits to wealthy and corporate taxpayers. And the Democrats show no signs of rethinking their traditional advocacy of an expanded welfare state funded by redistributing wealth downward from rich individuals and businesses — with Biden’s policy agenda ranging from greater education spending to a federal child tax credit to subsidized child care and prescription drug costs.Despite their new source of support among the well-educated affluent, Hopkins continued,Democrats still fundamentally see themselves as the defenders of the interests of the socially underprivileged. And despite their own contemporary popularity among the white working class, Republicans still define themselves as the champions of capitalism and entrepreneurship.Sean Westwood, a political scientist at Dartmouth, cast doubt on Hersh and Shah’s claims in an emailed response to my inquiry: “There are clearly changes in the role of socioeconomic elites in the Democratic Party and the role of the working class in the Republican Party, but the evidence doesn’t show that either party has abandoned its traditional base.”On average, Westwood continued,the Republican Party still maintains a wealthier base than Democrats, and Democrats still capture more support from labor than Republicans. Similarly, Republicans continue to vote for business interests, and Democrats continue to back pro-labor regulation. It is hard to say we are at a turning point in party composition and focus while these things are still true.It is possible, Westwood wrote, that the Hersh-Shah paper “could be prophetic, but a complete picture of American politics suggests it is too early to assess if we have truly seen a major development in American politics.”In the meantime, as the Democratic Party continues to win college-educated white voters by larger and larger numbers, the development of most concern to those determined to maintain the party’s commitment to the less well off is the incremental but steady decline in Democratic support from nonwhite voters.Over the past three presidential elections, according to a detailed Catalist analysis of recent elections, Democratic margins among Black voters without college degrees have steadily fallen: Barack Obama 97 to 3 percent, or a 94-point advantage in 2012; Hillary Clinton 93 to 6 percent, or an 87-point advantage in 2016; and Biden 90 to 8 percent, or an 82-point edge in 2020. The same pattern was true for Hispanic voters without degrees: Obama 70 to 27 percent, or 43 points; Clinton 68 to 27 percent, or 41 points; and Biden 60 to 38 percent, or 22 points.The current Democratic Party may actually be the best coalition that the left can piece together at a time when American politics is notable for contradictory, crosscutting economic, racial and cultural issues. But can the party, with its many factions, outcompete the contemporary Republican Party, a party that has its own enormous liabilities — most notably Donald Trump himself?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

  • in

    Trump Seeks UAW Endorsement as the Union Wavers on Backing Biden

    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

  • in

    Will Patrick Hendry Change the New York City Police Union?

    Patrick Hendry, a reserved, behind-the-scenes power, is succeeding fiery Patrick Lynch, who ran the Police Benevolent Association at top volume.Patrick Hendry, the new head of New York City’s police officers’ union, has much in common with his predecessor: Their mothers are from Ireland. They grew up in Queens, the sons of union men. And they believe a police union must defend officers, even those accused of wrongdoing.Mr. Hendry and Patrick J. Lynch, the former president of the Police Benevolent Association, say officers must make split-second decisions that carry uniquely high stakes for union members, for the city and within the 50,500-employee Police Department — the nation’s largest.For nearly a quarter century, the booming voice of Mr. Lynch, who stepped down June 30, made the union a key player in New York politics. He was a take-it-or-leave-it megaphone for 21,000 active members. He battled Mayor Rudolph W. Giuliani over wage freezes; accused Mayor Bill de Blasio after the assassination of two officers of stirring up anti-police sentiment; and led the union when it endorsed Donald J. Trump for president in 2020.Now Mr. Hendry, 51, who is untested as a public figure, must decide whether he will deviate from that path. He says that his plans are straightforward: Get more officers longer shifts in exchange for more days off, fend off watchdogs who he says seek to discipline officers over minor complaints and build on the diverse team he has assembled to serve a younger, majority-minority force.He also wants to retain officers being wooed by other law enforcement agencies offering more money and less big-city stress. Thanks to a union contract signed in April, officers starting next year will earn about $56,000 annually in their first year and just over $65,000 by their fifth year — far lower than elsewhere in the country.“Our members are still leaving. We are understaffed and overworked. We made progress on the contract, but we still believe we’re underpaid,” Mr. Hendry said during a recent interview at Police Benevolent Association headquarters in Lower Manhattan. “We are the biggest force in the country, and we should be paid the highest in the country.”Mr. Hendry himself is expected to earn about $218,000 annually, half from his police salary and half from the union; union leaders are excused from city work in order to perform union business full time.He was quick to take up his ceremonial duties. On Wednesday, he went to the northeast side of Central Park where, in 1986, a 15-year-old boy shot Detective Steven McDonald. In 2019, the detective, who had forgiven the boy who left him paralyzed, died from his injuries.Mr. Hendry gave a brief speech before a small group gathered there, 37 years to the day of the shooting. “Everyone here has a Steven McDonald story,” he said. “Those stories made us better police officers, made us better people.” After he finished, he embraced Detective McDonald’s widow and son.The timing of Mr. Hendry’s ascension coincides with a turning point for the Police Department. Edward Caban was named acting commissioner this month after the abrupt resignation of Keechant Sewell. Ms. Sewell, Mr. Lynch and the city negotiated a long-awaited contract that gives officers’ better pay and schedule flexibility, work that Mr. Hendry wants to continue with Mr. Caban, who is the son of a transit cop from the Bronx.The leadership of the Police Department is in flux, with Keechant Seewell stepping down as commissioner and Edward Caban, right, appointed on an acting basis.Dave Sanders for The New York TimesMr. Hendry, the son of a carpenter and waitress who immigrated from Ireland, grew up in Queens Village, the youngest of four children. He was an Eagle Scout and an altar boy at a Roman Catholic parish before he joined the department in 1993 at age 21. Nine years later, while working at the 103rd Precinct in Queens, he became a union delegate.Back then, Mr. Lynch was a new leader who quickly made the Police Benevolent Association a powerful voice in the city and on the national stage.Mr. Lynch gave voice to police officers’ anger following a two-year wage freeze during the Giuliani administration, with officers protesting from precincts to the State Capitol. The union made an unsuccessful appeal of a 2013 ruling that ended the department’s use of stop-and-frisk — a police tactic defended by mayor Michael R. Bloomberg that unfairly targeted Black and brown men.In 2014, after Ismaaiyl Brinsley, who was incensed over killings by the police, shot two officers dead, Mr. Lynch cast blame on Mr. de Blasio. At Woodhull Hospital in Queens that night, Mr. Lynch said, “There’s blood on many hands” and added: “That blood on the hands starts on the steps of City Hall, in the office of the mayor.” Days later, at the funeral of one of the slain officers, police officers turned their backs on the mayor as he spoke.Six years later, Mr. Lynch was again at war with Mr. de Blasio as racial-justice protests and calls to defund the police swept the country. The union endorsed Mr. Trump, putting Mr. Lynch in the national spotlight.Mr. Lynch appeared to have a better rapport with Mayor Eric Adams, a former officer who agreed to the more generous contract, and who has said he sees the police as an extension of himself.Patrick Lynch was a regular participant in New York’s public discourse, delivering his contributions at high volume.Sasha Maslov for The New York TimesMr. Lynch, 59, did not want to try for a new five-year term because he would have reached the mandatory retirement age for a police officer before the term ended. When he announced he would not seek re-election, Jumaane Williams, the city’s public advocate, said in a phone interview that his departure was long overdue, calling him the “most obstructive voice to having a real conversation around public safety.”“I don’t think he was ever interested in doing anything that was about addressing accountability and transparency in policing,” he said.“You have to speak up for your members, be it working conditions, pay, protection against undue discipline,” he added. “But he spoke for them as loud as possible, even when they were wrong.”Mr. Hendry has already made moves that reflect the modern makeup of the department, whose uniformed work force is now 58 percent nonwhite. He has selected two women of color to be among the union’s top six leaders. One, Betty Carradero, who is Latina, will be the union secretary; the other, Lethimyle Cleveland, who is Black and Vietnamese, will be the first openly gay board member. Although most of the organization’s 369 delegates are white, 40 percent are now people of color.“I’ve put a team together that truly reflects our members,” Mr. Hendry said.Still, changes in leadership might make little difference in the public perception of a Police Department with a history of high-profile killings of Black and brown New Yorkers, said Lee Adler, a labor studies professor at Cornell University and an expert in law enforcement unions.When federal prosecutors declined to charge an officer who fatally shot Ramarley Graham, an unarmed Black teenager, in the bathroom of his Bronx home in 2012, Mr. Lynch said there was a “scourge of guns and drugs in the community” and that the officer’s “good faith effort to combat those ills brought us to this tragedy.” After the firing of the officer whose chokehold led to Eric Garner’s death in 2014, Mr. Lynch said his members should “proceed with the utmost caution in this new reality, in which they may be deemed ‘reckless’ just for doing their job.”Union leaders have been driven “to defend, explain and rationalize” bad actors, Professor Adler said. “They may have private moments where their conscience rings as clear as a bell. But those thoughts don’t become part of their own operating systems from which they make decisions — even if it’s real, and even if it’s powerful, and even if it seems right.”To that, Mr. Lynch asks: If Mr. Hendry and the union do not stand behind police officers, whose every move is subject to intense scrutiny by the Police Department, politicians and the public, who will?“Sometimes the other side is just wrong, and someone has to tell them. It’s not always comfortable, but that’s the job,” Mr. Lynch said.“How you get there may vary with time. It may vary with the issue.” And, Mr. Lynch added: “It may vary with the person in charge.” More

  • in

    Amazon Union Group, Challenging Christian Smalls, Seeks Vote

    A split over the stewardship of the union’s high-profile president, Christian Smalls, has led a rival faction to file a lawsuit seeking an election.A dissident group within the Amazon Labor Union, the only certified union in the country representing Amazon employees, filed a complaint in federal court Monday seeking to force the union to hold a leadership election.The union won an election at a Staten Island warehouse with more than 8,000 employees in April 2022, but Amazon has challenged the result and has yet to begin bargaining on a contract.The rise of the dissident group, which calls itself the A.L.U. Democratic Reform Caucus and includes a co-founder and former treasurer of the union, reflects a growing split within the union that appears to have undermined its ability to pressure Amazon. The split has also threatened to sap the broader labor movement of the momentum generated by last year’s high-profile victory.In its complaint, the reform caucus argues that the union and its president, Christian Smalls, illegally “refuse to hold officer elections which should have been scheduled no later than March 2023.”The complaint asks a federal judge to schedule an election of the union’s top officers for no later than Aug. 30 and to appoint a neutral monitor to oversee the election.Mr. Smalls said in a text message Monday that the complaint was “a ridiculous claim with zero facts or merit,” and a law firm representing the union said it would seek legal sanctions against the reform group’s lawyer if the complaint was filed.The complaint states that under an earlier version of the union’s constitution, a leadership election was required within 60 days of the National Labor Relations Board’s certification of its victory.But in December, the month before the labor board certification, the union’s leadership presented a new constitution to the membership that scheduled elections after the union ratifies a contract with Amazon — an accomplishment that could take years, if it happens at all.On Friday, the reform caucus sent the union’s leadership a letter laying out its proposal to hold prompt elections, saying it would go to court Monday if the leadership didn’t embrace the proposal.The reform group is made of up more than 40 active organizers who are also plaintiffs in the legal complaint, including Connor Spence, a union co-founder and former treasurer; Brett Daniels, the union’s former organizing director; and Brima Sylla, a prominent organizer at the Staten Island warehouse.The group said in its letter that enacting the proposal could “mean the difference between an A.L.U. which is strong, effective, and a beacon of democracy in the labor movement” and “an A.L.U. which, in the end, became exactly what Amazon warned workers it would become: a business that takes away the workers’ voices.”Mr. Smalls said in his text that the union leadership had worked closely with its law firm to ensure that its actions were legal, as well as with the U.S. Labor Department.Jeanne Mirer, a lawyer for the union, wrote to a lawyer for the reform caucus that the lawsuit was frivolous and based on falsehoods. She said that Mr. Spence had “improperly and unilaterally” replaced the union’s founding constitution with a revised version in June 2022, and that the revision, which called for elections after certification, had never been formally adopted by the union’s board.Retu Singla, another lawyer for the union, said in an interview that the constitution was never made final because there were disagreements about it within the union’s leadership.Mr. Spence said he and other members of the union’s board had revised the constitution while consulting extensively with the union’s lawyers. A second union official involved in the discussions corroborated his account.The split within the union dates from last fall, when several longtime Amazon Labor Union organizers became frustrated with Mr. Smalls after a lopsided loss in a union election at an Amazon warehouse near Albany, N.Y.In a meeting shortly after the election, organizers argued that control of the union rested in too few hands and that the leadership should be elected, giving rank-and-file workers more input.The skeptics also complained that Mr. Smalls was committing the union to elections without a plan for how to win them, and that the union needed a better process for determining which organizing efforts to support. Many organizers worried that Mr. Smalls spent too much time traveling the country to make public appearances rather than focus on the contract fight on Staten Island.Mr. Smalls later said in an interview that his travel was necessary to help raise money for the union and that the critics’ preferred approach — building up worker support for a potential strike that could bring Amazon to the bargaining table — was counterproductive because it could alarm workers who feared losing their livelihoods.He said a worker-led movement shouldn’t turn its back on workers at other warehouses if they sought to unionize. A top union official hired by Mr. Smalls also argued that holding an election before the union had a more systematic way of reaching out to workers would be undemocratic because only the most committed activists would vote.When Mr. Smalls unveiled the new union constitution in December, scheduling elections after a contract was ratified, many of the skeptics walked out. The two factions have operated independently this year, with both sides holding regular meetings with members.In April, the reform caucus began circulating a petition among workers at the Staten Island warehouse calling on the leadership to amend the constitution and hold prompt elections. The petition has been signed by hundreds of workers at the facility.The petition soon became a point of tension with Mr. Smalls. In an exchange with a member of the reform caucus on WhatsApp in early May, copies of which are included in Monday’s legal complaint, Mr. Smalls said the union would “take legal action against you” if the caucus did not abandon the petition.The tensions appeared to ease later that month after the union leadership under Mr. Smalls proposed that the two sides enter mediation. The reform caucus accepted the invitation and suspended the petition campaign.But according to a memo that the mediator, Bill Fletcher Jr., sent both sides on June 29 and that was viewed by The New York Times, the union leadership backed out of the mediation process on June 18 without explanation.“I am concerned that the apparent turmoil within the ALU E. Board means that little is being done to organize the workers and prepare for the battle with Amazon,” Mr. Fletcher wrote in the memo, referring to the union’s executive board. “This situation seriously weakens support among the workers.”Colin Moynihan More