Strike at BAIC’s Coega plant will set a precedent, says union
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Key Facts
—Strike duration. About 350 workers at BAIC’s Coega plant have been on strike since 15 June 2026, with production at a standstill.
—Wage gap. BAIC pays production workers R40–R48 per hour, less than half the R121 per hour rate under the industry’s National Bargaining Forum agreement.
—Union demands. NUMSA wants BAIC to join the National Bargaining Forum, align wages with sector norms, and provide a 13th cheque and pension benefits.
—Investment size. BAIC’s Coega facility is its first overseas plant, built with approximately US$226 million in investment and intended as a global export base.
—Market context. Chinese brands now command roughly 15% of South Africa’s new-car market, up from about 3% in 2022, reshaping the competitive landscape.
The BAIC Coega strike has entered its second month with no resolution, and the union representing 350 workers says the outcome will determine whether Chinese automakers must accept South Africa’s industry-wide collective bargaining framework or can operate outside it.
What the BAIC Coega strike is about
Workers at BAIC South Africa’s assembly plant in the Coega Special Economic Zone near Gqeberha downed tools on 15 June 2026. The plant assembles the Beijing X55 crossover SUV using a semi-knocked-down process.
The dispute centres on wages that were slashed after a two-month plant shutdown in mid-2025. BAIC laid off workers citing refurbishment, then rehired them at R48 per hour (roughly US$2.60), down from R121 per hour previously paid under the automotive industry’s National Bargaining Forum agreement.
The National Union of Metalworkers of South Africa, which represents roughly 400,000 members nationally, is leading the action. NUMSA’s Eastern Cape regional secretary Mziyanda Twani has framed the strike as a test case for labour standards across the sector.
The union’s demands go beyond wages
NUMSA wants BAIC to join the National Bargaining Forum, the industry body that sets wage floors for automakers including Toyota, Volkswagen, BMW, and Mercedes-Benz. BAIC is not a member and currently operates outside that framework.
The union’s formal demands include a minimum rate of R144 per hour, closure of the wage gap with NBF rates by June 2028, a guaranteed 13th cheque, pension or provident fund benefits, and conversion of fixed-term contracts to permanent positions. Spray painters at BAIC earn R84 per hour against an industry entry rate of R163.24.
BAIC has largely declined public comment. Negotiations have repeatedly broken down, with the company withdrawing from talks at least once as the strike passed the one-month mark.
Previous attempts at dispute resolution through the Commission for Conciliation, Mediation and Arbitration have failed.
Why the BAIC Coega strike sets a precedent
The outcome will signal whether Chinese manufacturers operating in South Africa must accept the same collective bargaining architecture as Western and Japanese original equipment manufacturers. If BAIC can sustain wages far below sector norms, it could pull the floor down for the entire industry.
The strike also tests the rules inside Special Economic Zones. Coega is one of South Africa’s flagship SEZs, designed to attract foreign direct investment with incentives.
Unions argue those incentives cannot create a low-cost labour enclave inside an otherwise highly unionised sector.
For other African governments watching Chinese manufacturing investments expand across the continent, the Coega outcome will serve as a reference point. A NUMSA victory would strengthen the hand of labour movements elsewhere.
A BAIC victory could encourage tighter cost control in future plants.
Chinese auto capital and South Africa’s industrial strategy
BAIC’s Coega plant represents approximately US$226 million in investment and is the Chinese state-linked automaker’s first overseas production facility. It was intended as a global export base targeting Africa, Europe, the Middle East, and Latin America.
Chinese brands now command roughly 15% of South Africa’s new-car market, up from about 3.1% in 2022. Competitive pricing and long warranties have driven the surge, with some analyses projecting Chinese makers could reach 40% of the market by 2028.
South Africa’s government is caught between welcoming Chinese investment and protecting domestic manufacturing. Policymakers are negotiating with BAIC, Chery, BYD, and Great Wall Motor to localise production, while considering tariffs of up to 50% on Chinese and Indian automotive imports to protect local producers.
The great-power contest over African automotive value chains
The BAIC Coega strike sits inside a larger geopolitical competition over the future of automotive and electric-vehicle manufacturing. Western governments have moved towards tariffs on Chinese vehicle imports, citing overcapacity and subsidy concerns, while Chinese firms are building local assembly capacity in Africa to tariff-jump and access European markets.
Chery has already taken over a retrofitted plant in Rosslyn, previously used by Nissan, for local internal-combustion and EV production. The company plans to export from South Africa to other African markets and Europe from around 2027.
Labour costs at Chinese-owned plants become a competitive variable in these global supply chains.
This dynamic is part of the broader pattern covered in our pillar series Africa: The New Scramble, which tracks how great powers are competing for critical minerals, manufacturing bases, and supply-chain footholds across the continent.
What to watch next
The immediate question is whether BAIC returns to negotiations or the strike extends further, deepening production losses. The Department of Labour has inspected the plant and confirmed wages exceed the national minimum wage of R30.22 per hour, but has not certified alignment with NBF sectoral rates.
For investors and policymakers, the precedent cuts both ways. If BAIC joins the NBF and aligns wages, it signals that Chinese capital must accept South Africa’s social-compact model.
If it holds out, SEZs may become zones of cheaper labour, reshaping the competitive landscape for every automaker operating in the country.
The strike is also being watched across BRICS. South Africa and China are both members, and the bloc’s rhetoric emphasises South-South cooperation and mutual benefit.
How this labour dispute is resolved will test whether that rhetoric translates into shared standards on the factory floor.
Connected Coverage
Frequently Asked Questions
Why is the BAIC Coega strike considered precedent-setting?
The strike will determine whether Chinese automakers must join South Africa’s National Bargaining Forum and accept industry-wide wage agreements. If BAIC can operate outside that framework with significantly lower labour costs, it could undercut established manufacturers and reshape the sector’s wage floor.
How much are BAIC workers paid compared to industry norms?
BAIC production workers earn R40–R48 per hour, while the National Bargaining Forum rate for Skill Level 1 workers is R121 per hour. Spray painters at BAIC earn R84 per hour against an industry entry rate of R163.24.
The national minimum wage is R30.22 per hour.
What is BAIC’s investment in South Africa worth?
BAIC invested approximately US$226 million in the Coega plant near Gqeberha, its first overseas production facility. The plant assembles the Beijing X55 crossover SUV and was intended as an export base for Africa, Europe, the Middle East, and Latin America.
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Sources
Sources: NUMSA.
Update, September 2026: Strike Suspended After 11 Weeks, Talks Continue
The longest strike at a Chinese-owned plant in South Africa has paused — but it is not over. In the first week of September 2026, NUMSA agreed to suspend the BAIC Coega strike after 11 weeks, with workers returning to the assembly line near Gqeberha while negotiations continue under a CCMA section 150 facilitation process. Production resumed in mid-September.
The core dispute remains unresolved. The numbers crystallize the gap: the lowest-paid BAIC workers earn R48 per hour against the National Bargaining Forum entry rate of R121; spray painters earn R84 against an industry rate of R163.24; welders R48 against R180.53. BAIC — 65% owned by the Chinese parent, 35% by the state Industrial Development Corporation — is the only major vehicle assembler outside the NBF, and the Department of Employment and Labour notes its pay meets the statutory minimum wage. NUMSA’s answer: legal minimums are not industry standards.
Three things moved in September. First, workers won their return conditions: no conditional letters, no lockout. Second, the IDC offered to fund a mediation intervention between BAIC SA management and the union, pending BAIC’s response. Third, the DTIC raised the dispute directly with BAIC’s management in Beijing during the minister’s August visit to China — an acknowledgment that the deadlock runs through the ownership structure, since only local HR management, not the Chinese parent, sat at the CCMA table.
Still on the table: permanent contracts for qualifying fixed-term workers (about 200 of the plant’s roughly 360 staff are on short-term contracts), absorption of Youth Employment Service graduates, and — NUMSA’s strategic goal — bringing BAIC into the National Bargaining Forum with all other original equipment manufacturers. “The dispute is still alive,” NUMSA’s Eastern Cape secretary Mziyanda Twani said. The suspension bought both sides time; whether Beijing’s representatives finally join the talks will decide if it buys peace.
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