However, the United Auto Workers (UAW) seems well-equipped with the financial resources, expertise, and institutional framework to initiate these organizing campaigns.
As of now, approximately 146,000 UAW members are employed by General Motors, Ford, and Stellantis, the global company manufacturing Chrysler, Dodge, and Ram vehicles in North America. This number has decreased from 407,000 in 1999. Notably, workers at joint ventures between the Big Three and foreign-based companies, responsible for battery production, have shown limited interest in joining the UAW. Presently, the UAW represents 43% of the U.S. automotive workforce in vehicle manufacturing, leaving around 190,000 workers, or 57%, employed by Toyota, Honda, other foreign companies, and domestic electric vehicle manufacturers like Tesla. Despite this, the level of unionization in the automotive industry remains approximately four times higher than the overall workforce unionization rate.
Over the past four decades, attempts to persuade autoworkers at nonunion factories in places like Fremont, California, and Chattanooga, Tennessee, have faced repeated failures. Many U.S. employers, with a historical aversion to unionization, employ tactics like providing nonunion workers benefits typically associated with union membership, such as raises or improved benefits, without requiring the payment of union dues. Following the 2023 UAW strike, several automakers, including Toyota, Honda, Hyundai, Subaru, and Nissan, announced plans to raise pay for their U.S. employees. UAW President Shawn Fain humorously refers to this trend as the “UAW bump,” indicating both gratitude for increased pay and an invitation for workers at these companies to join the union. Fain also playfully predicts that when the UAW’s new contracts expire in April 2028, negotiations will involve the “Big Five or Big Six,” suggesting the union’s anticipation of successful organizing campaigns with additional major automakers, possibly including Toyota, Honda, and Nissan.