不便外发的段落 | 通用汽车 / General Motors

正文7. 劳工冲突 | Labor conflicts

正文 7.1 弗林特静坐罢工 | Flint sit-down strike

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Main article: Flint sit-down strike【主条目：弗林特静坐罢工】

The 1936–1937 Flint sit-down strike against General Motors changed the UAW from a collection of isolated local unions on the fringes of the industry into a major labor union and led to the unionization of the domestic United States automobile industry.
【参考译文】1936年至1937年间针对通用汽车的弗林特静坐罢工改变了全美汽车工人联合会（UAW）的面貌，使其从一个边缘行业中的孤立地方工会集合体，转变为一个重要的劳工联盟，并引领了美国本土汽车行业的工会化运动。

After the first convention of UAW in 1936, the union decided that it could not survive by piecemeal organizing campaigns at smaller plants, as it had in the past, but that it could organize the automobile industry only by going after its biggest and most powerful employer, General Motors, focusing on GM's production complex in Flint, Michigan.
【参考译文】在1936年第一次UAW大会之后，工会决定，过去那种在小型工厂进行零散组织的策略无法使其生存下去，要想组织整个汽车行业，就必须直接面对该行业中最大、最强有力的雇主——通用汽车，并将重点放在通用位于密歇根州弗林特的生产中心。

Organizing in Flint was a difficult and dangerous plan. GM controlled city politics in Flint and kept a close eye on outsiders. According to Wyndham Mortimer, the UAW officer put in charge of the organizing campaign in Flint, he received a death threat by an anonymous caller when he visited Flint in 1936. GM also maintained an extensive network of spies throughout its plants. This forced UAW members to keep the names of new members secret and meeting workers at their homes.
【参考译文】在弗林特组织工会是一个困难且充满危险的计划。通用汽车控制着弗林特的政治局势，并对外来者保持密切关注。据负责弗林特组织活动的UAW官员温德姆·莫蒂默所述，他1936年访问弗林特时接到匿名电话，威胁要取他性命。此外，通用汽车还在各工厂建立了广泛的间谍网络。这让UAW成员不得不对新会员的名字保密，并选择在工人家中进行接触和动员。

As the UAW studied its target, it discovered that GM had only two factories that produced the dies from which car body components were stamped: one in Flint that produced the parts for Buicks, Pontiacs, and Oldsmobiles, and another in Cleveland that produced Chevrolet parts.
【参考译文】随着UAW对目标的深入研究，他们发现通用汽车仅有两家工厂负责生产车身部件模具：一家位于弗林特，负责生产别克、庞蒂亚克和奥兹莫比尔的零件；另一家则位于克利夫兰，负责生产雪佛兰的零件。这一发现成为工会制定策略的关键点，因为控制了这些关键工厂就意味着能够直接影响到整个通用汽车的生产链。

While the UAW called for a sit-down strike in Flint, the police, armed with guns and tear gas, attempted to enter the Fisher Body 2 plant on January 11, 1937. The strikers inside the plant pelted them with hinges, bottles, and bolts. At the time, Vice President John Nance Garner supported federal intervention to break up the Flint Strike, but this idea was rejected by President Franklin D. Roosevelt. The president urged GM to distinguish a union so the plants could re-open. The strike ended after 44 days.
【参考译文】当UAW呼吁在弗林特举行静坐罢工时，1937年1月11日，警察携带枪支和催泪瓦斯试图进入费希尔车身2号工厂，而厂内的罢工者则用铰链、瓶子和螺栓予以回击。当时，副总统约翰·南斯·加纳支持联邦介入以解散弗林特罢工，但这一提议遭到总统富兰克林·D·罗斯福的拒绝。总统敦促通用汽车承认工会，以便工厂能重新开放。罢工在持续44天后结束。

That development forced GM to bargain with the union. John L. Lewis, President of the United Mine Workers and founder and leader of the Congress of Industrial Organizations, spoke for the UAW in those negotiations; UAW President Homer Martin was sent on a speaking tour to keep him out of the way. GM's representatives refused to be in the same room as the UAW, so Governor Frank Murphy acted as a courier and intermediary between the two groups. Governor Murphy sent in the U.S. National Guard not to evict the strikers but rather to protect them from the police and corporate strike-breakers. The two parties finally reached an agreement on February 11, 1937, on a one-page agreement that recognized the UAW as the exclusive bargaining representative for GM's employees, who were union members for the next six months.[235]
【参考译文】这一进展迫使通用汽车不得不与工会进行谈判。美国矿工联合会主席、产业工会联合会的创始人及领导人约翰·L·刘易斯代表UAW参与谈判；UAW主席霍默·马丁则被派去巡回演讲，以此让他远离谈判桌。通用汽车的代表拒绝与UAW在同一房间内进行谈判，因此密歇根州州长富兰克林·墨菲充当了双方之间的信使和中间人。墨菲州长派遣美国国民警卫队进入现场，并非是为了驱逐罢工者，而是为了保护他们免受警察和公司雇用的破坏罢工者的伤害。双方最终于1937年2月11日达成协议，签署了一份承认UAW为通用汽车员工独家谈判代表的一页纸协议，这使得接下来的六个月里，通用汽车的员工都是工会成员。[235]

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Main article: Tool and die strike of 1939【主条目：1939 年工具和模具罢工】

正文7.2 1939年工具和模具罢工 | Tool and die strike of 1939

The tool and die strike of 1939, also known as the "strategy strike", was an ultimately successful attempt by the UAW to be recognized as the sole representative for General Motors workers. In addition to representation rights, the UAW, working jointly with the Congress of Industrial Organizations (CIO), sought to resolve existing grievances of skilled workers.
【参考译文】1939年的工具与模具工人大罢工，又称作“策略性罢工”，是全美汽车工人联合会（UAW）为获得通用汽车工人唯一代表权的一次最终取得成功的努力。除了争取代表权之外，UAW还与产业工会联合会（CIO）协同工作，旨在解决技能工人已存在的不满问题。

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Main article: 1945-46 United Auto Workers strike【主条目：1945-46 年美国汽车工人联合会罢工】

正文7.3 1945年至1946年全美汽车工人联合会（UAW）罢工 | United Auto Workers (UAW) strike of 1945–1946

From November 21, 1945, until March 13, 1946, (113 days) the UAW organized "320,000 hourly workers" to form a US-wide strike against the General Motors Corporation, workers used the tactic of the sit down strike.[236] It was "the longest strike against a major manufacturer" that the UAW had yet seen, and it was also "the longest national GM strike in its history".[236] As director of the UAW's General Motors Department (coordinator of union relations with GM),[237] Walter Reuther suggested to his colleagues the idea of striking the GM manufacturing plants with a 'one-at-a-time' strategy, which was "intended to maximize pressure on the target company".[236] Reuther also put forth the demands of the strikers: a 30 percent increase in wages and a hold on product prices. However, the strike ended with the dissatisfaction of Walter Reuther and the UAW, and the workers received only a 17.5-percent increase in wages.
【参考译文】自1945年11月21日至1946年3月13日（共113天），全美汽车工人联合会（UAW）组织了“32万名小时工”发动了一场针对通用汽车公司的全美范围罢工，工人们采取了静坐罢工的策略。[236]这是UAW迄今为止针对大型制造商发动的“最长的一次罢工”，同时亦是“通用汽车历史上历时最长的全国性罢工”。[236]作为UAW通用汽车部门的主管（负责协调与通用汽车的工会关系），[237]沃尔特·鲁瑟向同事们提出了逐一打击通用汽车制造工厂的罢工策略，旨在“最大限度地对目标公司施压”。[236]鲁瑟还提出了罢工者的要求：工资增加30%并冻结产品价格。然而，罢工最终以沃尔特·鲁瑟及UAW的不满告终，工人们只得到了17.5%的工资涨幅。

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Main article: 2007 General Motors strike【主条目：2007年通用汽车罢工】

正文7.4 2007 年通用汽车罢工 | 2007 General Motors strike

The 2007 General Motors strike was a strike from September 24 to 26, 2007, by the UAW against General Motors.
【参考译文】2007年通用汽车罢工是2007年9月24日至26日期间，全美汽车工人联合会（UAW）针对通用汽车发起的一场罢工。

On September 24, 2007, General Motors workers represented by the UAW union went on strike against the company. The first US-wide strike against GM since 1970 was expected to idle 59 plants and facilities for an indefinite period of time. Talks broke down after more than 20 straight days of bargaining failed to produce a new contract. Major issues that proved to be stumbling blocks for an agreement included wages, benefits, job security and investments in US facilities.[238][239][240]
【参考译文】2007年9月24日，由UAW代表的通用汽车工人对公司发起了罢工。这是自1970年以来美国境内首次针对通用汽车的全面罢工，预计会导致59家工厂和设施无限期停产。经过连续20多天的谈判未能达成新合同后，谈判破裂。阻碍协议达成的主要问题包括工资、福利、工作保障以及对美国工厂的投资。[238][239][240]

Two car assembly plants in Oshawa, Ontario and a transmission facility in Windsor closed on September 25. However, on September 26, a tentative agreement was reached, and the strike's end was announced by UAW officials in a news conference at 4 a.m.[241] By the following day, all GM workers in both countries were back to work.
【参考译文】9月25日，安大略省奥沙瓦的两座汽车组装厂和温莎的一家变速器工厂关闭。然而，9月26日，双方达成了初步协议，UAW官员在凌晨4点的新闻发布会上宣布罢工结束。[241]到第二天，两国的所有通用汽车工人均已复工。

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Main article: 2019 General Motors strike【主条目：2019年通用汽车罢工】

正文7.5 2019 年通用汽车罢工 | 2019 General Motors strike

On the morning of September 15, 2019, after talks broke down to renew their contract, which expired earlier that day, the UAW announced that GM employees would begin striking at 11:59 pm.[242] This strike shut down operations in nine states, including 33 manufacturing plants and 22 parts distribution warehouses.[243] After 40 days, on October 25, 2019, the "longest strike by autoworkers in a decade" and the longest against GM since 1970 came to an end when United Auto Workers members voted to approve a new contract with GM. Striking labor union members received a $275 a week strike pay salary for the duration of the strike.[244] The strike cost GM more than $2 billion.
【参考译文】2019年9月15日上午，由于续签合同的谈判破裂，而当天早些时候旧合同已经到期，全美汽车工人联合会宣布通用汽车员工将于当天晚上11点59分开始罢工。[242]这次罢工导致九个州的运营中断，包括33家制造工厂和22个零部件配送仓库。[243]经过40天的罢工，直到2019年10月25日，这场“十年来汽车工人最长的罢工”以及自1970年以来针对通用汽车最长的罢工宣告结束，原因是全美汽车工人联合会成员投票批准了与通用汽车的新合同。罢工期间，工会成员每周领取275美元的罢工补贴。[244]此次罢工给通用汽车造成了超过20亿美元的损失。

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Main article: 2023 United Auto Workers strike【主条目：2023年美国汽车工人工会罢工】

正文7.6 2023年美国汽车工人工会罢工 | 2023 United Auto Workers strike

The ongoing strike launched by the UAW is the first strike against all three major American automakers in history. Then-recently elected UAW president Shawn Fain stated that he was "fed up" with the current situation between workers and automakers; Fain specifically blasted the tiered workers system at automakers, failure for automakers to keep wages up with inflation, pensions, as well as the introduction of a four-day workweek as opposed to the five-day workweek. GM CEO Mary Barra protested that her company offered an "unprecedented deal" which gave workers 20% raises as well as "world-class" healthcare. Barra further stated that meeting all 1,000 plus demands would bankrupt the company and cost over $100 billion.[245][246]
【参考译文】UAW发起的持续罢工是历史上首次针对美国三大汽车制造商的全面罢工。刚当选不久的UAW主席肖恩·费恩表示，他对当前工人与汽车制造商之间的状况感到“受够了”；费恩特别批评了汽车制造商实行的分级工人体系、未能使工资增长跟上通货膨胀速度、养老金问题，以及将每周工作五天改为四天的工作制度。通用汽车首席执行官玛丽·巴拉对此抗议称，她的公司提供了一个“前所未有的协议”，其中包括为工人提供20%的加薪以及“世界级”的医疗保健。巴拉进一步表示，如果满足全部一千多项要求，将会使公司破产，并耗资超过1000亿美元。[245][246]

正文8. 争议 | Controversies

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Main article: General Motors streetcar conspiracy【主条目：通用汽车有轨电车阴谋论】

正文8.1 有轨电车阴谋论 | Streetcar conspiracy

Between 1938 and 1950, GM allegedly deliberately monopolized the sale of buses and supplies to National City Lines (NCL) and its subsidiaries, in violation of the Sherman Antitrust Act of 1890, intending to dismantle streetcar systems in many cities in the United States and make buses, sold by GM, the dominant form of public transport.[citation needed]
【参考译文】据称，在1938年至1950年间，通用汽车蓄意垄断了对国家城市线路（NCL）及其子公司的巴士和供应品销售，违反了1890年的《谢尔曼反托拉斯法》，目的是拆解美国多个城市的有轨电车系统，并使通用汽车出售的公共汽车成为公共交通的主导形式。[需要引证]

文中可能包含无法从中国内地访问的链接。

Main article: General Motors streetcar conspiracy【主条目：通用汽车有轨电车阴谋论】

正文8.2 拉尔夫·纳德与科威尔 | Ralph Nader and the Corvair

Unsafe at Any Speed: The Designed-In Dangers of the American Automobile by Ralph Nader, published in 1965, is a book accusing car manufacturers of being slow to introduce safety features and reluctant to spend money on improving safety. It relates to the first models of the Chevrolet Corvair (1960–1964) that had a swing axle suspension design that was prone to 'tuck under' in certain circumstances. To compensate for the removal of a front stabilizer bar (anti-roll bar) as a cost-cutting measure, Corvairs required tire pressures that were outside of the tire manufacturer's recommended tolerances. The Corvair relied on an unusually high front to rear pressure differential (15 psi front, 26 psi rear, when cold; 18 psi and 30 psi hot), and if one inflated the tires equally, as was standard practice for all other cars at the time, the result was dangerous over-steer.[247]
【参考译文】《任何速度都不安全：美国汽车的内在危险》一书由拉尔夫·纳德于1965年出版，该书指责汽车制造商在引入安全特性方面行动迟缓，且不愿投资改善安全性。书中内容关联到雪佛兰科威尔（Chevrolet Corvair）的最初几代车型（1960年至1964年），这些车型采用了易于在特定情况下发生“翻转”的摆轴悬挂设计。为了弥补作为成本削减措施而移除前稳定杆（防倾杆）的影响，科威尔车型所需的轮胎气压超出了轮胎制造商推荐的容差范围。科威尔依赖于异常高的前后胎压差（冷态时前轮15磅每平方英寸，后轮26磅每平方英寸；热态时分别为18磅和30磅每平方英寸），如果按照当时所有其他车辆的标准做法，将轮胎等量充气，结果就会导致危险的过度转向。[247]

In early March 1966, several media outlets, including The New Republic and The New York Times, alleged that GM had tried to discredit Ralph Nader, hiring private detectives to tap his phones and investigate his past, and hiring prostitutes to trap him in compromising situations.[248][249] Nader sued the company for invasion of privacy and settled the case for $425,000. Nader's lawsuit against GM was ultimately decided by the New York Court of Appeals, whose opinion in the case expanded tort law to cover "overzealous surveillance".[250] Nader used the proceeds from the lawsuit to start the pro-consumer Center for Study of Responsive Law.
【参考译文】1966年3月初，多家媒体机构，包括《新共和》杂志和《纽约时报》等，指控通用汽车试图诋毁拉尔夫·纳德，雇佣私家侦探监听他的电话并调查他的过去，甚至雇佣妓女设局陷害他以制造丑闻。[248][249]纳德因此以侵犯隐私权为由起诉通用汽车，并最终以42.5万美元达成和解。纳德对通用汽车的诉讼最终由纽约上诉法院裁决，该法院在此案中的意见扩大了侵权法的适用范围，涵盖了“过度监视”的行为。[250]纳德利用诉讼获得的款项创立了支持消费者权益的研究机构——响应法研究中心。

A 1972 safety commission report conducted by Texas A&M University concluded that the 1960–1963 Corvair possessed no greater potential for loss of control than its contemporary competitors in extreme situations.[251] The United States Department of Transportation (DOT) issued a press release in 1972 describing the findings of NHTSA testing from the previous year. NHTSA conducted a series of comparative tests in 1971 studying the handling of the 1963 Corvair and four contemporary cars — a Ford Falcon, Plymouth Valiant, Volkswagen Beetle, and Renault Dauphine — along with a second-generation Corvair (with its completely redesigned, independent rear suspension). The 143-page report reviewed NHTSA's extreme-condition handling tests, national crash-involvement data for the cars in the test as well as General Motors' internal documentation regarding the Corvair's handling.[252]
【参考译文】1972年，德克萨斯农工大学进行的一项安全委员会报告得出结论，1960年至1963年的科威尔车型在极端情况下的失控潜力并不比其当代竞争对手更大。[251]1972年，美国运输部（DOT）发布了一份新闻稿，概述了国家公路交通安全管理局（NHTSA）前一年测试的结果。NHTSA在1971年进行了一系列对比测试，研究了1963年款科威尔以及四款同时代车型——福特猎鹰、普利茅斯勇士、大众甲壳虫和雷诺Dauphine的操控性，并且还包括了第二代科威尔（采用全新设计的独立后悬架）。这份143页的报告回顾了NHTSA的极端条件操控测试、测试车辆的全国碰撞涉事数据，以及通用汽车关于科威尔操控性的内部文件。[252]

NHTSA went on to contract an independent advisory panel of engineers to review the tests. This review panel concluded that 'the 1960–63 Corvair compares favorably with contemporary vehicles used in the tests ... the handling and stability performance of the 1960–63 Corvair does not result in an abnormal potential for loss of control or rollover, and it is at least as good as the performance of some contemporary vehicles both foreign and domestic'.[citation needed]
【参考译文】NHTSA随后聘请了一个独立的工程师顾问小组来审查这些测试。该评审小组得出结论：“1960至1963年的科威尔车型与测试中使用的当代车辆相比表现出色……1960至1963年科威尔的操控性和稳定性表现并不会导致异常的失控或翻车潜在风险，其性能至少与一些同时期的国内外车辆一样好。”[需要引证]

In 1980, former GM executive John DeLorean wrote in his book On a Clear Day You Can See General Motors that Nader's criticisms were valid.[253]
【参考译文】1980年，通用汽车前高管约翰·德洛林在其著作《晴天可见通用汽车》中写道，纳德的批评是有道理的。[253]

Journalist David E. Davis said that despite Nader's claim that swing-axle rear suspension were dangerous, Porsche, Mercedes-Benz, and Volkswagen all used similar swing-axle concepts during that era.[254]
【参考译文】记者大卫·E·戴维斯指出，尽管纳德声称摆轴式后悬架存在安全隐患，但保时捷、奔驰和大众汽车在同一时期都采用了类似的摆轴概念。[254]

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正文8.3 种族隔离 | Apartheid

In 2002, GM (along with other multinational corporations) was sued by a group of South Africans represented by the Khulumani Support Group.[255] The plaintiffs alleged that the company provided vehicles to the South African security forces during the Apartheid. The company settled with the plaintiffs in 2012, agreeing to pay a sum of up to $1.5 million.[256]
【参考译文】2002年，通用汽车（以及其他多家跨国公司）遭到了南非Khulumani支持团体代表的一群南非人的起诉。[255]原告方指控该公司在种族隔离期间向南非安全部队提供了车辆。2012年，该公司与原告方达成和解，同意支付最高达150万美元的款项。[256]

文中可能包含无法从中国内地访问的链接。

Main article: General Motors ignition switch recalls【主条目：通用汽车点火开关召回】

正文8.4 点火开关召回 | Ignition switch recall

In May 2014, the National Highway Traffic Safety Administration fined the company $35 million for failing to recall cars with faulty ignition switches for a decade, despite knowing there was a problem with the switches. General Motors paid compensation for 124 deaths linked to the faulty switches.[257] The $35 million fine was the maximum the regulator could impose.[258] The total cost of the recall was estimated to be $1.5 billion.[145] As well as the Cobalts, the switches of concern had been installed in many other cars, such as the Pontiac G5, the Saturn Ion, the Chevrolet HHR, the Saturn Sky, and Pontiac Solstice. The recall involved about 2.6 million GM cars worldwide.[259]
【参考译文】2014年5月，国家公路交通安全管理局因该公司在过去十年间未能召回装有故障点火开关的汽车而对其处以3500万美元罚款，尽管公司早已知晓点火开关存在问题。通用汽车为此向与故障开关相关的124起死亡案例支付了赔偿。[257]3500万美元的罚款是监管机构能够施加的最高额度。[258]召回的总成本估计达到15亿美元。[145]除了Cobalt车型外，令人担忧的开关还安装在许多其他车型上，如庞蒂亚克G5、土星Ion、雪佛兰HHR、土星Sky以及庞蒂亚克Solstice。此次召回涉及全球大约260万辆通用汽车。[259]

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正文8.5 新疆地区 | Xinjiang region

In 2020, the Australian Strategic Policy Institute accused at least 82 major brands, including General Motors, of being connected to forced Uyghur labor in Xinjiang.[260]
【参考译文】2020年，澳大利亚战略政策研究所指控包括通用汽车在内的至少82个主要品牌与新疆强迫维吾尔族劳工有关。 [260]