The conclusion is that it is more difficult to enter the factory than to go to jail.
We can't verify the truth of the story, but it is true that it is getting harder and harder for the manufacturing industry to retain workers.
The data shows that in the past five years, an average of 6.5438+0.5 million laborers left the manufacturing industry every year. In contrast, more and more young people choose take-away and express delivery. Last year, a takeaway platform released data: "40% of the 580,000 new takeaway riders during the epidemic came from manufacturing workers."
Cao, the "king of glass", said that he didn't understand why "young people nowadays would rather deliver food than go to work in a factory". He regards this phenomenon as "the dilemma facing the manufacturing industry at present".
The automobile industry is one of the hardest hit areas. In March this year, Zhang Xinghai, chairman of Xiaokang Group, complained at the two sessions that industries such as take-away, e-commerce and webcasting took away a lot of manpower, which led to the hollowing out of industrial workers.
According to the understanding of automobile production and sales, compared with other manufacturing industries, the employment structure of automobile manufacturing industry has its particularity-in general, there are three types of general workers in the main engine factory: formal contract workers, labor outsourcing workers and internship students. The latter two account for the majority, the renewal rate is high, and the formal contract workers account for a minority.
Zhang Xinghai suggested that the government should provide employment subsidies for new employees and income subsidies and insurance subsidies for temporary workers, so as to solve the recruitment difficulties of these two groups with great probability.
However, from an economic point of view, the added value of manufacturing links is the lowest, the added value of R&D and sales at both ends is relatively high, and there are more people in manufacturing links, so the profit-seeking nature of capital inevitably requires people to be alienated into costs, and ordinary workers have thus become optimized and squeezed groups.
The "hollowing out" of the main engine plant may not be solved by subsidies.
Issue 1 [Three difficulties for workers: difficulty in going to the toilet, difficulty in raising wages and difficulty in promotion]
There are many reasons for the difficulty in recruiting workers, some of which are from the main engine factory.
Is it worse to be a trade union in the main engine factory than to go to jail? Xiao Wu, who lives in Hebei, told SAIC about his experience as an outsourcer in a local automobile factory.
"This is purely muscle memory. It's not interesting at all. I've been screwing up all day. And the way they manage workers will make you feel that you are not alone, you are just a screw on the assembly line. "
Xiaowu said that the main engine factory adopted a militarized management mode. In the morning, it went to the factory for an early meeting and shouted slogans. At noon, it queues up to eat in the canteen. You are not allowed to play mobile phones or chat in the workshop. It is necessary to say in advance that the vice monitor will come to the bathroom for a while. "I have also worked as a part-time security guard, which is better than this. When a security guard can at least stroll. "
At the same time, there is also a "security officer" in the workshop to supervise.
Previously, some employees were caught by "vigilantes" playing mobile games in the toilet partition, and vigilantes took it as a negative case and posted an announcement.
Loss of toilet freedom is a common phenomenon in automobile manufacturing assembly lines. The general worker of a main engine factory in Anhui said: "The production line will set the time to stop defecation, but if the production pace is tight or the manpower is insufficient, there will be a queue to urinate."
For a time, because he was not used to the surrounding diet, he even ate montmorillonite powder (antidiarrheal medicine) before going to work every day.
These two situations are not ideal, but it is this management method that ensures the maximum efficiency of the main engine factory. Thousands of machines are turned on, the roar bursts and the assembly line keeps running.
Xiaowu said that the daily life of most ordinary workers is as monotonous as a machine, and few young people can "stay". "Pure working hours ten and a half hours a day, the beat can't be slow. Money will be deducted for dropped calls, lateness, wrong installation and leave. Do you say you are happy? "
Compared with the boring way of working, the "low salary" of the main engine factory is more likely to scare away young people.
According to the statistics of professional circles, the average wage of general workers/operators of Changan Automobile is 48 14 yuan/month, and that of Great Wall Automobile is 5439 yuan/month. Compared with delivery workers in first-tier cities, they can earn more than 10 thousand a month, and the wages of ordinary workers in automobile factories are relatively low.
Lao Wang, 30, works in a joint venture main engine factory in Hubei. He is an "old worker" in the workshop, but this does not mean that his income will be much higher than that of the newcomers. He revealed that the salary for working years is 15 yuan per month, and another blessing is "working faster".
It is not surprising that young people flee factories and become a group behavior, and jobs will eventually be replaced by robots, and wages are far behind inflation.
The main engine factory staff reported that it was difficult to recruit workers.
Those high-end workers who are more important to the factory, those who really earn senior blue-collar salaries, are reluctant to leave the manufacturing industry to deliver takeout, express delivery, and open a network to get a car. Li Can, who is in charge of painting for Tianjin Volkswagen, earned more than 300,000 yuan a year last year. Compared with his undergraduate graduation six years ago, his salary has tripled.
"Engineers and general workers belong to two different levels, which are very different." Li Can said bluntly.
Of course, in order to attract young people to join, many OEMs have now begun to establish standardized internal promotion mechanisms, so that factory workers can also see their way up and have an expectation for the future. For example, ordinary workers can be promoted to monitor and then to foreman, and the path from foreman to engineer has also been opened.
However, promotion is not easy. Li Can introduced that from the general worker to the squad leader, first of all, the operation skills should be comprehensive, and skills such as welding, repair and assembly should be mastered. It is relatively easy to be a monitor if you have strong comprehensive ability. It is difficult to be a monitor and foreman, and you need to pass the company's assessment.
It is even more difficult to be promoted to engineer. "The foreman promoted to technician, there is a way, but it is very narrow. When the foreman has' external water', he actually doesn't need to be a technician. When he becomes a technician, he will be stuck in the bottom technician. After all, this upgraded identity is only valid in this company, and other recruitment still depends on academic qualifications. " Li Can said.
NO.2 [Which is right or wrong between entering the factory and delivering food]
In recent years, a very "magical" phenomenon has appeared in a main engine factory in Wuhan. A small number of local workers drive 400,000 to 500,000 cars to the factory as ordinary workers. The reason is that family members are afraid that they will do nothing and go astray. At least they will have something to do and learn when they enter the factory.
It can be inferred that, in the eyes of the older generation, entering the factory is a right path that will at least not go astray.
Indeed, this road sounds more secure than "flexible employment", and some people even achieved a gorgeous counterattack on this road. The most typical example is Wang Laichun, the founder of Luxshare, a rural girl from Chaoshan area. She started as an ordinary operator at Foxconn and was promoted all the way. She finally left Foxconn and founded a manufacturing empire with Foxconn's reputation.
Second from right: Wang Laichun, Chairman of Luxshare.
The story of Wang Laichun, the "strongest female worker", is full of positive energy. But for the young people in the OEM, it belongs to the kind of "just looking around" situation.
"The mechanization of the automobile industry is progressing faster and faster. You may have the patience to settle down, but it is difficult to guarantee that you will be brushed down by the annual attrition index. " Hubei Lao Wang said.
Lao Wang has a personal experience of the cruelty of layoffs. "In the past, the bumper needed to be equipped with two sewing workers. After adding robots to the production line, the number of stations is reduced to one. "
Lao Wang believes that as labor is replaced by machines, those who think their jobs will be replaced by machines will inevitably feel insecure.
It seems more self-control to choose flexible employment in this way.
Delivery, more money and less money, flexible working hours;
If you only cook the busiest four hours a day, you will earn 3000-5000 yuan, which is equivalent to the full-time monthly income of general workers in the main engine factory; If you take orders more than 1 1 hour all day, you can get more than 9000 yuan, which is equivalent to the full-time monthly income of engineers who have just joined the industry.
Many take-away riders say that they are naturally careless and it is difficult to do one thing repeatedly in a fixed position. When take-away riders can see different people and things, they will feel fresh every day, which will make them full of enthusiasm for the work itself.
In the take-away industry, there are "three gods" who work for three days, but there are also many enterprising people. They hope to maintain the bottom line of survival in big cities first, and at the same time slowly find more opportunities in cities.
According to the data of the rider's employment migration map, 48.2% of riders want to learn the skills of starting a shop. 1 1.2% choose to do business by themselves.
Last June 1 65438+1October, a 80-year-old takeaway rider in Hangzhou successfully earned his first life110,000 yuan. In the past six years, he has been scrimping and saving, mending a pair of trousers over and over again, and the family has never been to a restaurant once. Because it has been ranked first in the hands of Hangzhou Meituan riders for a long time, it has been regarded as an industry god by riders. And the deposit of 6.5438+0 million in his hand has also become the driving force for riders to continue running.
The post-80s rider and his 654.38+00,000.
Interestingly, the "number one" in this industry has not been recognized by engineers from several automobile companies such as Li Can.
"The example of this rider is not too universal, and most riders don't have such a high income. Third, I feel that he should go to the factory or do something else, which should be more than 1 10,000. "
According to Li Can, what big cities need is a relatively young labor force, which has the so-called grass-pinching characteristics. A rider can only earn a good income when he is in his twenties or thirties, and his future career, work injury and pension are all problems.
"Relatively speaking, going to OEM will learn some skills, and some will be exposed to more cutting-edge production technologies in the industry. In the later period, whether it is a squad leader, a foreman or a job choice, there is a way to go. " Li Can said.
third place
What the car factory needs is a great country craftsman.
Song Qinghui, an economist, said that the proposal of "more factories and less take-out" is only applicable in the short term, and it is an irreversible trend for machines to replace labor.
"China's economy should be driven by new multi-level professionals, and only new multi-level professionals can adapt to the future era of artificial intelligence." Song Qinghui said.
According to this trend, it seems inhumane to expect the flexible employees to return to the manufacturing industry to solve the labor shortage problem-because these people do not match the long-term labor demand of the automobile industry, I am afraid they will leave the manufacturing industry sooner or later.
In 2020, Meituan released a rider employment report, which stated that 24.7% of riders had college education or above, which meant that some college students did choose to be riders or achieve transitional employment through riders. But the vast majority of riders are still people with low academic qualifications. Most of them come from poor rural areas and have not received systematic education. Obviously, this kind of person is not the object that the automobile factory hopes to train for a long time.
Theoretically, among the 6.5438+0.5 million laborers who leave the manufacturing industry every year, the number of laid-off workers in factories must be included.
As Lao Wang of Hubei said earlier, the automobile factory has a staff reduction index every year. With the large-scale entry of industrial robots into automobile factories, more and more manufacturing workers are "driven out" of the factory.
In fact, there is no shortage of people in the automobile industry who can twist screws and swing sledgehammers. The labor shortage at the assembly line level can be solved by increasing wages in peak season and mobilizing a large number of short-term laborers. The real way to eliminate the problem of industrial hollowing out is to train a sufficient number of "great country craftsmen".
However, focusing on the manpower supply side, the education gap is too big.
There are 200 million skilled workers in China, of whom 50 million are highly skilled people, who can perform complex tasks and adapt to technological changes quickly. Compared with developed countries, the proportion of the total employed population is quite different.
Embarrassed, there were 9.09 million college graduates in 20021year, a record high. 80% of graduates are worried about losing their jobs as soon as they graduate, and the fierce competition for some popular positions even reaches 200: 1. It is difficult to find a job on the left and to recruit people on the right. Today, a very strange phenomenon appeared in China.
In fact, the state has introduced many targeted policies. When we look at this year's encouragement of college graduates to work in small and medium-sized enterprises, and last year's "double reduction campaign" and "general employment diversion", we will find that all policies are aimed at adjusting the imbalance between the educational background and employment structure of young people in China.
Of course, just adjusting the structure may not be completely effective. Some OEMs report that while the total amount is insufficient, the quality of talents cannot meet the actual needs of industrial development.
The comparison of the curriculum status provided by the national higher education quality monitoring data platform shows that the matching degree between the core professional curriculum system of mechanical and vehicle engineering and the curriculum requirements of intelligent networked automotive R&D talents is only 33% and 53%, in other words, more than half of the professional courses have nothing to do with the actual work needs of graduates.
This is also the reason why people in the main engine factory put forward to carry out "menu-style" training and cooperate with schools and enterprises to carry out "order-style" employment.
Zhang Xinghai, Chairman of Xiaokang Group: Encourage young people to enter factories more.
Internet finance is high, and skilled workers are working hard. It is indeed a difficult process for China today to reverse this cognition.
How long will it take for this process to be completed? History has not given an answer for reference. But in this process, in fact, automobile factories can do a lot.
The transformation and upgrading of automobile manufacturing industry for many years should also evolve the working state that young people yearn for. If you can't provide the freedom to go to the toilet, then no amount of "craftsmen" can stay.
fourth
[finally]
Workers are a group that has made great contributions to the rapid development of China in the past two or three decades: it is their existence that has enabled China enterprises to constantly break through the bottom line of prices in all aspects.
However, workers have the opportunity to sit at the tables of China enterprises, but there seems to be no room for them.
Continue to enter the factory, with low wages and poor treatment, and face layoffs at any time. If flexible employment, the future medical care, pension is still a problem.
In fact, in many developed countries, it is common for Zhang Xinghai, a wealthy group, to provide subsidies to workers. For example, in France and Germany, the poverty line wage is 1600 euros, which is lower than 1600 euros, and government subsidies can be obtained. In Sweden, 30% of the labor costs of decoration workers are borne by the government.
Of course, the employment in China is huge, and it is extremely difficult to move closer to China. Cheap labor may exist for a long time.
But China society is also trying to transform. Last year, Ministry of Human Resources and Social Security proposed to subsidize all kinds of skilled workers in enterprises, and the subsidy standard was more than 5,000 yuan per person per year.
Fortunately, changes are taking place bit by bit.