Michigan Auto Quotes

It is a fact that today steel can be made more cheaply outside America. This is also true of many other products: shoes, shirts, toys, and so on. Cars are different—Detroit’s prosperity plummeted because auto executives made bad decisions and overpaid their workers. Consequently others figured out how to make cars better and more cheaply not only in Korea and Japan, but also in other states like North Carolina. There is unintentional comedy today in watching Michael Moore’s film Roger and Me, in which Moore chases around the head of General Motors to find out why he closed the Flint, Michigan, plant in which Moore’s father used to work. Moore thinks that the plant was closed because greedy bosses like Roger Smith wanted to keep more profits. He fails to mention that unions, like the one his dad belonged to, pressured GM to raise wages so high that GM cars just cost too much. Hardly anyone wanted to buy mediocre cars that were so expensive. Either GM had to keep losing market share, or figure out how to make cars more cheaply. So if Moore wanted to find the greedy fellows who caused the Flint plant to close, he should have started by interviewing his dad.

Lou Kitchenmaster, a retired teacher from Michigan, wrote an editorial in 2012 that puts the progressive position in perfect perspective: None of us would expect our major auto makers to build a high-quality product given damaged or defective materials; however, too many unfairly expect our public schools to accomplish such, regardless of the inherent condition of the “product” they receive. So he considers poor kids to be “damaged or defective materials

A major portion of the cost of defense against foreign aggression in a laissez-faire society would be borne originally by business and industry, as owners of industrial plants obviously have a much greater investment to defend than do owners of little houses in suburbia. If there were any real threat of aggression by a foreign power, businessmen would all be strongly motivated to buy insurance against that aggression, for the same reason that they buy fire insurance, even though they could save money in the short run by not doing so. An interesting result of this fact is that the cost of defense would ultimately tend to be spread among the whole population, since defense costs, along with overhead and other such costs, would have to be included in the prices paid for goods by consumers. So, the concern that “free riders” might get along without paying for their own defense by parasitically depending on the defenses paid for by their neighbors is groundless. It is based on a misconception of how the free-market system would operate. The role of business and industry as major consumers of foreign-aggression insurance would operate to unify the free area in the face of any aggression. An auto plant in Michigan, for example, might well have a vital source of raw materials in Montana, a parts plant in Ontario, a branch plant in California, warehouses in Texas, and outlets all over North America. Every one of these facilities is important to some degree to the management of that Michigan factory, so it will want to have them defended, each to the extent of its importance. Add to this the concern of the owners and managers of these facilities for their own businesses and for all the other businesses on which they, in turn, depend, and a vast, multiple network of interlocking defense systems emerges. The involvement of the insurance companies, with their diversified financial holdings and their far-flung markets would immeasurably strengthen this defensive network. Such a multiple network of interlocking defense systems is a far cry from the common but erroneous picture of small cities, businesses, and individuals, unprotected by a government, falling one by one before an advancing enemy horde.

Jimmy may well have read the front-page banner in late August exhorting readers to “Go and Register.” The accompanying article extolled the dual power of the franchise: “When we register and go to the polls in large numbers … we not only perform thereby a duty which is obligatory upon good citizens, but our votes make public officials more obligated to give us the recognition and consideration to which we are entitled.” 109 This paper and others sought to whip up excitement about the recent passage of a civil rights bill championed by Democratic state senator Charles C. Diggs. Declaring with some hyperbole that the bill would be the “New Emancipation,” the black Democratic organization Michigan Federated Democratic Clubs sought to use the bill to both galvanize the community and shore up support for Diggs with the “First Annual Emancipation Picnic and Dance” in his honor on August 1, 1937. Attendees received “a small pocket-size souvenir-copy of Senator Diggs Civil Rights Bill” along with “a statement of what to do if the Bill is violated.” 110 More than a decade later, Jimmy would be among a group of activists associated with the Detroit NAACP and the United Auto Workers (UAW) who mounted an effort to enforce this law by “breaking down” restaurants that discriminated against African Americans. By that time, black Detroiters had made important inroads into the UAW, and a strong coalition emerged between labor and civil rights organizations.

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

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