Labour Unrest in China’s Auto Sector
The strike at Honda Auto Parts Manufacturing in Foshan, which brought several Honda plants across the country to a standstill last week, is not as unusual as casual observers of China might think. The Chinese government has a reputation for cracking down harshly on workers who dare to organise themselves beyond the confines of the All China Federation of Trade Unions, China’s highly politicised and sole authorised union body. However, in practise there are many strikes across China each year—I witnessed yet another small-scale taxi strike near Guilin this last month, and have heard of a number of other minor incidents of labour unrest involving multinational firms in the last year.
What it does highlight is the ongoing challenge faced by foreign investors in China in dealing with HR issues. As a recent article from China Funds Online highlights, they have to face deep unhappiness at the vastly different pay scales between their expatriate employees, who often appear to have a lock on senior positions, and local staff. It doesn’t help that firms are not really moving up the value chain very quickly, as foreign companies seek to protect their IP by keeping production of more advanced parts offshore — together with the more skilled and highly paid jobs needed to produce them.
Indeed, the pay divide between Chinese car companies’ employees actually seems to be getting worse, as firms avoid investing in their employees’ development and future careers (partly for fear that in the competitive job market they will jump ship), and instead bring in more workers at the lowest end of the pay scale.
The article accurately nails one of the big causes of resentment for workers in the car industry: the flood of new “student apprentices”, who are hired partly to get round minimum wage laws. I have no knowledge of whether this happens at the Honda plant, but it’s certainly very widespread practise in the industry. What the reporters have not clarified so well is how companies use these cheap workers, often employed on temporary contracts, to give them more flexibility, while protecting a “golden core” of privileged workers on longer term contracts. It is interesting to speculate whether the recent surge of hirings to boost production in the wake of the 2009-10 boom in car sales may have upset the delicate balance between these two sets of workers.
For the government, the Honda strike has got to be ringing alarm bells. Unions have always thrived in the hearts of the world’s automotive manufacturing hubs, and in places like South Korea their feisty members were and are often at the centre of political activism. To date, the government has managed to keep labour unrest pretty much confined to small scale incidents, but imagining the worker response if a sharp downturn in demand for cars hit production and forced massive lay-offs across the sector must keep officials awake at night.
Duncan Innes-Ker is a senior economist with the Economist Intelligence Unit, based in Beijing