Lumber Industry Quotes

I was tired of working in the lumber industry,” Phil said. “I was sure I could find a better job, and look at me now—cook on a dilapidated submarine. Life keeps on getting better and better.” “You always were an optimist,” Klaus said.

Human communities as variegated in their ways and beliefs as birds are in feathers were invaded, despoiled and at last exterminated beyond imagination’s grasp. The clothes and artifacts of the vanished communities were gathered up as trophies and displayed in museums as additional traces of the march of progress; the extinct beliefs and ways became the curiosities of yet another of the invaders’ many sciences. The expropriated fields, forests and animals were garnered as bonanzas, as preliminary capital, as the precondition for the production process that was to turn the fields into farms, the trees into lumber, the animals into hats, the minerals into munitions, the human survivors into cheap labor. Genocide was, and still is, the precondition, the cornerstone and ground work of the military-industrial complexes, of the processed environments, of the worlds of offices and parking lots.

By 1900, a small white minority radiating out from Europe would come to control most of world’s land surface, imposing the imperatives of a commercial economy and international trade on Asia’s mainly agrarian societies. Europeans backed by garrisons and gunboats could intervene in the affairs of any Asian country they wished to. They were free to transport millions of Asian labourers to far-off colonies (Indians to the Malay Peninsula, Chinese to Trinidad); exact the raw materials and commodities they needed for their industries from Asian economies; and flood local markets with their manufactured products. The peasant in his village and the market trader in his town were being forced to abandon a life defined by religion, family and tradition amid rumours of powerful white men with a strange god-on-a-cross who were reshaping the world- men who married moral aggressiveness with compact and coherent nation-states, the profit motive and superior weaponry, and made Asian societies seem lumberingly inept in every way, unable to match the power of Europe or unleash their own potential.

Some Southerners effectively applied slave labor to the cultivation of corn, grain, and hemp (for making rope and twine), to mining and lumbering, to building canals and railroads, and even to the manufacture of textiles, iron, and other industrial products. Nevertheless, no other American region contained so many white farmers who merely subsisted on their own produce. The “typical” white Southerner was not a slaveholding planter but a small farmer who tried, often without success, to achieve both relative self-sufficiency and a steady income from marketable cash crops.

But the most profound irony is currently on display at the very site of Ford’s most ambitious attempt to realize his pastoralist vision. In the Tapajós valley, three prominent elements of Ford’s vision—lumber, which he hoped to profit from while at the same time finding ways to conserve nature; roads, which he believed would knit small towns together and create sustainable markets; and soybeans, in which he invested millions, hoping that the industrial crop would revive rural life—have become the primary agents of the Amazon’s ruin, not just of its flora and fauna but of many of its communities.

Bibb Steam Mill Company also introduced to the county the ruthless form of industrial slavery that would become so important as the Civil War loomed. The mill acquired twenty-seven male African Americans, nearly all strapping young men, and kept them packed into just six small barracks on its property. The Cottingham slave cabins would have seemed luxurious in contrast.51 The founders of Bibb Steam, entrepreneurs named William S. Philips, John W. Lopsky, Archibald P. McCurdy, and Virgil H. Gardner, invested a total of $24,000 to purchase 1,160 acres of timbered land and erect a steam-powered sawmill to cut lumber and grind corn and flour.52 In addition to the two dozen slaves, Bibb Steam most likely leased a larger number of slaves from nearby farms during its busiest periods of work. The significance of those evolutions wouldn’t have been lost on a slave such as Scipio. By the end of the 1850s, a vigorous practice of slave leasing was already a fixture of southern life. Farm production was by its nature an inefficient cycle of labor, with intense periods of work in the early spring planting season and then idleness during the months of “laid-by” time in the summer, and then another great burst of harvest activity in the fall and early winter, followed finally by more months of frigid inactivity. Slave owners were keen to maximize the return on their most valuable assets, and as new opportunities for renting out the labor of their slaves arose, the most clever of slave masters quickly responded.

Nope. Look. The Raft is a media event. But in a much more profound, general sense than you can possibly imagine." "Huh?" "It's created by the media in that without the media, people wouldn't know it was here, Refus wouldn't come out and glom onto it the way they do. And it sustains the media. It creates a lot of information flow-movies, news reports - - you know." "So you're creating your own news event to make money off the information flow that it creates?" says the journalist, desperately trying to follow. His tone of voice says that this is all a waste of videotape. His weary attitude suggests that this is not the first time Rife has flown off on a bizarre tangent. "Partly. But that's only a very crude explanation. It really goes a lot deeper than that. You've probably heard the expression that the Industry feeds off of biomass, like a whale straining krill from the ocean." "I've heard the expression, yes." "That's my expression. I made it up. An expression like that is just like a virus, you know -- it's a piece of information -- data -- that spreads from one person to the next. Well, the function of the Raft is to bring more biomass. To renew America. Most countries are static, all they need to do is keep having babies. But America's like this big old clanking, smoking machine that just lumbers across the landscape scooping up and eating everything in sight. Leaves behind a trail of garbage a mile wide. Always needs more fuel... "Now I have a different perspective on it. America must look, to those poor little buggers down there, about the same as Crete looked to those poor Greek suckers. Except that there's no coercion involved. Those people down there give up their children willingly. Send them into the labyrinth by the millions to be eaten up. The Industry feeds on them and spits back images, sends out movies and TV programs, over my networks, images of wealth and exotic things beyond their wildest dreams, back to those people, and it gives them something to dream about, something to aspire to. And that is the function of the Raft. It's just a big old krill carrier." Finally the journalist gives up on being a journalist, just starts to slag L. Bob Rife openly. He's had it with this guy. "That's disgusting. I can't believe you can think about people that way." "Shit, boy, get down off your high horse. Nobody really gets eaten. It's just a figure of speech. They come here, they get decent jobs, find Christ, buy a Weber grill, and live happily ever after. What's wrong with that?

Where things get really complicated is when the philanthro-capitalists use their money to finance a political agenda that dovetails with their personal business interests or with the interests of the plutocratic class as a whole. The Koch brothers, for instance, have pushed for less government regulation of industry, including state efforts to protect the environment. They are lifelong libertarians who are genuinely skeptical about climate change. They also happen to own a company whose assets include oil refineries, oil pipelines, and lumber mills—all businesses that would benefit from a weakened EPA.

I’m guessing this one is about a hundred years old,” he said. “Then it’s ancient.” He nodded. “If I’m lucky, I’ll get twenty thousand feet of board out of it. Twelve feet long by an inch thick. Good solid board.” She took a step away from him, her face a mask of shock. “What’s the matter?” “How could you even think about destroying this glorious, magnificent, beautiful tree?” For a long moment he could only stare at her, baffled. “It’s my job. What did you think we’re doing out here? Digging for gold?” “Oh, I know perfectly well what you’re doing. You’ll take all you can get from this land, and then you’ll leave behind a chaotic mess.” “We parcel off the land and sell it to farmers.” “You know that’s not happening.” “Maybe not everywhere.” She planted her fists on her hips. “I’ve traveled around enough of Michigan this winter to see what the land looks like after lumber companies pull out and head somewhere else.” “Oh, come on, Lily.” Exasperation tugged at him. “What would our country do without the supply of lumber we’re providing? If we stop our operations, we’ll deprive the average family of affordable means for building homes.” She arched her brow. “Affordable?” “Compared to brick homes? Yes.” She obviously didn’t know anything about the industry. “As a matter of fact, hundreds of thousands of people in growing midwestern towns rely upon our boards and shingles for their homes. And on the other products that come from these trees.” He patted the pine. “I don’t care.” She reached for the tree, caressing it almost as if it were a living being, trailing her fingers in the deep grooves of the bark. “These trees, this land—they don’t deserve to be ravaged.

The most remarkable thing is that even in Adam Smith’s examples of fish and nails and tobacco being used as money, the same sort of thing was happening. In the years following the appearance of the Wealth of Nations, scholars checked into most of these examples and discovered that in just about every case, the people involved were quite familiar with the use of money, and in fact, were using money- as a unit of account. Take the example of dried cod, supposedly used as money in Newfoundland. As the British diplomat A. Mitchell pointed out almost a century ago, what Smith describes was really an illusion, created by a simple credit arrangement: In the early days of the Newfoundland fishing industry, there was no permanent European population, the fishers went there for the fishing season only, and those who were not fishers were traders who bought the dried fish and sold to the fishers their daily supplies. The latter sold their catch to the traders at the market price in pounds, shilling and pence, and obtained in return a credit on their books, which they paid for the supplies. Balances due by the traders were paid for by drafts on England or France. It was quite the same in the Scottish village. It’s not as if anyone actually walked into the local pub, plunked down a roofing nail, and asked for a pint of beer. Employers in Smith’s day often lacked coin to pay their workers; wages could be delayed by a year or more; in the meantime, it was considered acceptable for employees to carry off either some of their own products or leftover work materials, lumber, fabric, cord, and so on. The nails were de facto interest on what their employers owed to them. So they went to the pub, ran up a tab, and when occasion permitted, brought in a bag of nails to charge off against the debt. The law making tobacco legal tender in Virginia seems to have been an attempt by planters to oblige local merchants to accept their products as a credit around harvest time. In effect, the law forced all merchants in Virginia to become middlemen in tobacco business, whether they liked it or not; just as all West Indian merchants were obliged to become sugar dealers, since that’s what all their wealthier customers brought in to write off against their debt. The primary examples, then, were ones in which people were improvising credit systems, because actual money- gold and silver coinage- was in short supply.

So I come to the abiding paradox that defines our predicament. An affluent, well-educated, hyper-connected public is in revolt against the system that has bestowed all of this bounty upon it. The great motive power of the revolt isn’t economic resentment but outrage over distance and failure. Everyday life is increasingly digital and networked. From dating to hailing a cab, most social and commercial transactions occur at the speed of light. This mode of life incessantly collides with the lumbering hierarchies we have inherited from the industrial age. Modern government, above all, is institutionally unable to grasp that it has lost its monopoly over political reality. It behaves as if imposture and depravity will never be found out: but under the digital dispensation, everything is found out. The public is accustomed to proximity but finds the exercise of power removed an impossible distance away: reasons are never given, questions are never answered, and in this way begins the long, foul rant that is our moment in history.

Between 1907 and 1919 dozens of IWW led strikes disrupted production region-wide. But no industry felt the IWW charge more than lumber. Like throwing fuel on the fire, the free-speech confrontation in Spokane spread to more than a dozen cities throughout the three states and British Columbia.

The mountains made travel difficult much of the year and at times impossible. But industry had no trouble finding what it wanted and removing it. Corporations lay track into thousands of hollows and pulled billions of dollars in lumber and coal from the region over the following century. Still, those searching for the causes of poverty in Appalachia—throughout the twentieth century and even today—blame its isolation.

The familiar story of the decline of industry Goliaths begins with decades of success, after which the proud old company grows stale. It loses its hunger. A young upstart, a small David, comes along and slays the lumbering giant with an unexpected weapon. It’s a new idea or technology that everyone else overlooked. Some kind of loonshot. The Goliaths built by Edwin Land, Juan Trippe, and—as we will see in the next chapter—Steve Jobs 1.0 don’t fit this picture. Land, Trippe, and Jobs were all master P-type innovators who never lost their hunger, their taste for bold, risky projects. Their Goliaths disappeared (or nearly disappeared, in the case of Jobs) because all three followed the same pattern into the same trap.

On May 14, 1912—eight months after his stepmother’s awful death—Andrew Kehoe, then forty years old, took a wife. Her full name was Ellen Agnes Price—“Nellie” to everyone who knew her. Born in 1875, she came from a family of proud Irish Catholic immigrants, whose most prominent member was her uncle Lawrence. A Civil War hero who had fought at Antietam, Fredericksburg, Chancellorsville, and Gettysburg, Lawrence had grown up in Michigan, returned to his home state after the war, and purchased a wilderness tract in Bath Township, which he eventually transformed into a flourishing 320-acre farm. In 1880, he turned his phenomenal energies to mercantile pursuits, successfully engaging in the grocery, lumber, dry goods, and hardware businesses before becoming a pioneer in the nascent automobile industry as founder and president of the Lansing Auto Body Company. In addition to his myriad enterprises, he served as Lansing’s chief of police and superintendent of public works, did a four-year term as a member of the city council, headed the Lansing Business Men’s Association, and ran as the Democratic candidate for the US Senate in 1916.1 Among his eight siblings was his younger brother, Patrick. Born in Ireland in 1848, Patrick had been brought to America as an infant and spent most of his life in Michigan. Financially beholden to his wealthy older brother, he worked as a farmhand on Lawrence’s spread in Bath before becoming an employee of the Auto Body Company. His marriage to the former Mary Ann Wilson had produced a son, William, and six daughters, among them his firstborn child, Nellie, the future Mrs. Andrew Kehoe.2

The Celts were a woodland people, their culture born from the deciduous rainforests that once covered much of the country. But as the English subjugated the Irish, they cut down these ancient woods. They cut them for the lumber needed in their naval yards and the charcoal to fuel industry. They cut them to empty the land of places like Lackavane, where the Irish could hide, regroup, plan and launch counterattacks. And they cut them to sever the most tangible link the Celts had to their culture and language.

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Dennis and I followed the slippery eel of I-5 and listened to the trees: the moan of a madrone, the counsel of a Douglas fir, the shimmer of a cherry tree, the whine of a whitebark pine, paper birches, dogwoods, and oaks and maples and sweet gums and cedars and elms. Some shared memories of things that had occurred many, many years before on the land around their trunks, slow stories of fights between lovers, the massacre during the lumber industry boom, the Great Seattle Fire, and the Klondike gold rush. Trees are super nostalgic. Others recited soothing poems in sotto voce—oral balms learned as seedlings. Some spoke of when the bison and the wolf roamed this land; they talked of change and whispered about a predestined event, repeating the word “renaissance” in harmony. I had no clue what all this had to do with Michelangelo, but you don’t argue with a tree.

These New World practices (enslavement and genocide) formed another secret link with the anti-human animus of mechanical industry after the sixteenth century, when the workers were no longer protected either by feudal custom or by the self-governing guild. The degradations undergone by child laborers or women during the early nineteenth century in England's 'satanic mills' and mines only reflected those that took place during the territorial expansion of Western man. In Tasmania, for example, British colonists organized 'hunting parties' for pleasure, to slaughter the surviving natives: a people more primitive, scholars believe, than the Australian natives, who should have been preserved, so to say, under glass, for the benefit of later anthropologists. So commonplace were these practices, so plainly were the aborigines regarded as predestined victims, that even the benign and morally sensitive Emerson could say resignedly in an early poem, 1827: "Alas red men are few, red men are feeble, They are few and feeble and must pass away." As a result Western man not merely blighted in some degree every culture that he touched, whether 'primitive' or advanced, but he also robbed his own descendants of countless gifts of art and craftsmanship, as well as precious knowledge passed on only by word of mouth that disappeared with the dying languages of dying peoples. With this extirpation of earlier cultures went a vast loss of botanical and medical lore, representing many thousands of years of watchful observation and empirical experiment whose extraordinary discoveries-such as the American Indian's use of snakeroot (reserpine) as a tranquilizer in mental illness-modern medicine has now, all too belatedly, begun to appreciate. For the better part of four centuries the cultural riches of the entire world lay at the feet of Western man; and to his shame, and likewise to his gross self-deprivation and impoverishment, his main concern was to appropriate only the gold and silver and diamonds, the lumber and pelts, and such new foods (maize and potatoes) as would enable him to feed larger populations.

ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of

At the level of economic theory, the great fallacy in the logic of David Ricardo, the father of free-trade theory, was to view the gains and losses of trade in a static fashion, as a snapshot at a single point in time. In Ricardo’s theory, whose variants are espoused by free-market economists to this day, if nineteenth-century Britain offered better and cheaper manufactured goods, the US should buy them and export something where it could compete—say, raw cotton and lumber—even if that meant the US never developed an industrial economy. By the same token, if twentieth-century America made the best cars, machine tools, and steel, Japan and Korea should import those, and continue to export cheap toys and rice. And if other nations subsidized US industries, Americans, rather than being fearful of displacement, should accept the “gift.” What Ricardo missed—and what leaders from Alexander Hamilton and Abraham Lincoln to Teddy Roosevelt grasped (likewise statesmen in nations from Japan to Brazil), as well as dissenting economists like the German Friedrich List and the Americans Paul Krugman and Dani Rodrik—was that the dynamic gains of economic development over time far surpass the static gains at a single point in time. Economic advantage is not something bestowed by nature. Advantage can be deliberately created—an insight for which Krugman won a Nobel Prize. Policies of economic development often required an active role for the state, in violation of laissez-faire.

Few records exist to establish a definitive date as to when the first ships were built in the Piscataqua region. Fishing vessels were probably constructed as early as 1623, when the first fishermen settled in the area. Many undoubtedly boasted a skilled shipwright who taught the fishermen how to build “great shallops”as well as lesser craft. In 1631 a man named Edward Godfrie directed the fisheries at Pannaway. His operation included six large shallops, five fishing boats, and thirteen skiffs, the shallops essentially open boats that included several pairs of oars, a mast, and lug sail, and which later sported enclosed decks.5 Records do survive of the very first ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of the Pepperell mansion as early as 1660, and Samuel Winkley owned a yard that lasted for three generations.8 In 1690, the first warship in America was launched from a small island in the Piscataqua River, situated halfway between Kittery and Portsmouth. The island's name was Rising Castle, and it was the launching pad for a 637-ton frigate called the Falkland. The Falkland bore fifty-four guns, and she sailed until 1768 as a regular line-of-battle ship. The selection of Piscataqua as the site of English naval ship construction may have been instigated by the Earl of Bellomont, who wrote that the harbor would grow wealthy if it supplemented its export of ship masts with “the building of great ships for H.M. Navy.”9 The earl's words underscore the fact that, prior to the American Revolution, Piscataqua's largest source of maritime revenue came from the masts and spars it supplied to Her Majesty's ships. The white oak and white pine used for these building blocks grew to heights of two hundred feet and weighed upward of twenty tons. England depended on this lumber during the Dutch Wars of the