While strike numbers are historically low in the West, strikes in the new ‘workshop of the world’ – China – are becoming more common (van der Velden et al. 2007; Chan 2009). The interdependent nature of factories in the car industry, exacerbated by local and global just-in-time supply practices, makes them peculiarly vulnerable to stoppages in one factory. The series of strikes in Honda’s Chinese factories in May and June 2010, followed by ones at Toyota, achieved notoriety at the time and generated academic articles (e.g. Chan and Hui 2012). Writers particularly concentrated on the role of the All China Federation of Trade Unions (ACFTU) and how this could be changed rather than the dynamics of the strikes themselves, which this paper concentrates on.
The pivotal strike at Honda Foshan, brief and limited on 17 May, then more widespread from 21 May to 4 June – was the key event because of the government’s decision to allow press coverage early on and then through the use of an outsider in its settlement. It had been preceded by four strikes in June and July 2009 and then three in January, two in February and four in March 2010, most also in Guangdong province. It was followed by a strike by a partly-Honda-owned supplier on 7 June, lasting three days and winning a wage increase. Before this had finished, another Honda component company, employing mainly young women, struck for a week but achieved only a relatively low increase. Three other short strikes at Honda suppliers followed on consecutive days. Simultaneously, there were short strikes in two factories (one affiliated to Honda and another to Toyota) outside Guangdong, starting on 17 June. In the next week there were further strikes in Guangdong at a core Toyota supplier and a Honda supplier. Aftershocks occurred in July with at least three supplier factory strikes (two Honda, one Toyota), one lasting ten days.
Two China-based researchers involved in collecting data for this paper went as assistants of Professor Chang Kai, in his role of labour adviser to the Honda Foshan strikers, and took notes of the final negotiations with the company. They later interviewed 19 Honda Foshan workers, 9 local union officials and a local government official in 2010 and 2011; and 5 Toyota Tianjin workers and a government official in 2010. Further interviews (involving one of the UK-based researchers) were conducted in 2012 (2 Honda; 4 Toyota). Given the security environment in China, the interviewees were not randomly chosen. The researchers approached some of the workers involved in the Honda wage negotiation, who then introduced other colleagues. The Toyota workers’ interviews followed an introduction to one worker.
As well as interview data we have accounts presented in (mainly American and Chinese) newspapers and other outlets (such as the China Labour Bulletin and reports from the IHLO (Hong Kong Liaison office of the ICFTU/GUF) and in secondary literature (which also used interview evidence). Reports in some Western media are often not original, while official Chinese media are clearly censored or self-censored, but overall there is much material. Any inconsistencies identified in accounts of events will be explored by telephone discussion of earlier interviewees.
Given the ACFTU’s anti-strike stance and the ban on independent unions, the strikers acted as if they were unorganized, i.e. non-union. The IR literature concentrates on strikes by unionized workers and says little about unorganized workers’ strikes. Labour history, though, is replete with examples of striking non-unionists whose initial demands rapidly add that of union recognition (e.g. Lyddon 1993). What happens when they don’t or (as in the current Chinese cases) can’t do that? Ross (1954: 24) indicates that they form ‘ad hoc organization … which often disappeared when the strike had ended’. Hiller provides a useful template for understanding strike process, while observing the ‘place of residence’ as one means of workers making contact; that ‘[e]ven a spontaneous strike has to be started by someone’; and that the ‘timidity’ of unorganized workers sometimes requires them being ‘coerced’ into stopping work (Hiller 1928: 47, 61, 63). Warner and Low (1947: 37) show how strikers going into the factory can talk non-strikers out of continuing work. In terms of strike outcome, the success of one group of strikers can encourage other groups, the ‘demonstration effect’ (Hyman 1989: 135, 226).
We can make some early observations on the Honda Foshan strike. It was started by two individuals who were prepared to lose their jobs, which they did, but it reflected the popular demand for significantly higher wages, though rapidly a long list of other demands was drawn up. Consensus was facilitated by the links between the workforce of mainly young unmarried men through the dormitory system, in this case not an instrument of control by the companies (see Smith and Pun: 2006) and, within the factory, the initial strike was spread by sending mobile phone text messages.
Once the strike became more general, one unusual feature was the workers going (and being allowed) inside the factory every day. While management attempted to make life uncomfortable for the strikers, the latter’s presence made it easier to deal with any non-strikers without having to confront them outside the factory. The management made several offers to end the strike, which now involved between 1,500 and 2,000 workers. Attempts to intimidate ‘interns’ among the workers and a public confrontation of strikers with drafted-in union ‘heavies’ led to an ‘open letter’ being issued electronically and the strikers contacting a professor to act as their adviser. His status and his proficiency in Japanese gave him a unique role in what is probably best described as a form of third-party ‘conciliation’.
The next two Honda strikes were motivated not just by the success of the Foshan strike but also by its consequence. The shutting-down of four Honda assembly plants meant that other supplier plants were stopped, with inadequate compensation to workers, who responded by demanding lay-off pay and pay parity, as in the 1970s British car industry (Lyddon 1996). Wage successes fed off one another to encourage further strikes though their results were uneven.
Chan C., ‘Strike and Changing Workplace Relations in a Chinese Global Factory’, Industrial Relations Journal, 40:1 (2009), pp. 60–77.
Chan C. and Hui E., ‘The Dynamics and Dilemma of Workplace Trade Union Reform in China: The Case of the Honda Workers’ Strike’, Journal of Industrial Relations 54:5 (2012), pp. 653–68.
Hiller E. T., The Strike (University of Chicago Press: 1928).
Hyman R., Strikes (4th edn; Macmillan: 1989).
Lyddon D., ‘“Trade Union Traditions”, the Oxford Welsh and the 1934 Pressed Steel Strike’, Llafur 6:2 (1993), pp. 106–14.
Lyddon, D., ‘The Car Industry, 1945–79: Shop Stewards and Workplace Unionism’, in Wrigley C. (ed.) A History of British Industrial Relations, 1939–79 (Edward Elgar, Cheltenham: 1996).
Ross A., ‘The Natural History of the Strike’, in Kornhauser A. et al. (eds), Industrial Conflict (McGraw-Hill, New York: 1954).
Smith C. and N. Pun, ‘The Dormitory Labour Regime in China as a Site for Control and Resistance’, International Journal of Human Resource Management 17:8 (2006), pp. 1456–70.
Van der velden S. et al. (eds), Strikes around the World: Case-Studies of 15 Countries (Aksant, Amsterdam: 2007).
Warner, W. L. and J. O. Low, The Social System of the Modern Factory – The Strike: A Social Analysis (Yale University Press, New Haven, CT: 1947).
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