Today let's go back to Detroit. Well I won't be going back physically, but Time magazine gives us a picture of today's Detroit. A city that is in Ruins although I can't say I had too much of a picture of that during my one night stay there in July. Even then, however, downtown Detroit wasn't looking that great unfortunately. Just couldn't offer an opinion on the neighborhoods.
You know let's focus on who the author of this article blames for the condition Detroit is in today:
Most of us thought Detroit was pretty wonderful back in the '50s and early '60s, its mighty industrial engine humming in top gear, filling America's roads with the nation's signifying product and the city's houses and streets with nearly 2 million people. Of course, if you were black, it was substantially less wonderful, its neighborhoods as segregated as any in America. On the northwest side, not far from where I grew up, a homebuilder had in the 1940s erected a six-foot-high concrete wall, nearly half a mile long, to separate his development from an adjacent black neighborhood. Still, white Detroit believed that the riots that ravaged Los Angeles in 1965 and a number of other cities the following summer would never burn across our town. Black people in Detroit, enlightened whites believed, had jobs and homes, and even if those homes were on the other side of an apartheid wall, their owners had a stake in the city.I saw this earlier in the article and it infuriates me!
Some did, but too many others, invisible to white Detroit, did not. The riots that scorched the city in July 1967, leaving 43 people dead, were the product of an unarticulated racism that few had acknowledged, and a self-deceiving blindness that had made it possible for even the best-intentioned whites to ignore the straitjacket of segregation that had crippled black neighborhoods, ill served the equally divided schools and enabled the casual brutality of a police force that was too white and too loosely supervised.
The '67 riots sent thousands of white Detroiters fleeing for the suburbs. Even if black Detroiters with financial resources wished to follow, they could not: the de facto segregation was virtually de jure in most Detroit suburbs. One suburban mayor boasted, "They can't get in here. Every time we hear of a Negro moving in ... we respond quicker than you do to a fire."
Soon Detroit became a majority-black city, and in 1973 it elected its first black mayor. Coleman Young was a talented politician who spent much of his 20 years in office devoting his talents to the politics of revenge. He called himself the "MFIC" — the IC stood for "in charge," the MF for exactly what you think. Young was at first fairly effective, when he wasn't insulting suburban political leaders and alienating most of the city's remaining white residents with a posture that could have been summed up in the phrase Now it's our turn. But by his third term, Young was governing more by rhetoric than by action. These were the years of a local phenomenon known as Devil's Night, a nihilistic orgy of arson that in one especially explosive year saw 800 houses burn to the ground in 72 hours. Violent crime soared under Young. The school system began to cave in on itself. When jobs disappeared with the small businesses boarding up their doors and abandoning the city, the mayor seemed to find it more useful to bid the business owners good riddance than to address the job losses. Detroit was dying, and its mayor chose to preside over the funeral rather than find a way to work with the suburban and state officials who now detested him every bit as much as he had demonized them.
When Young finally left office in 1993, he bragged that Detroit had achieved a "level of autonomy ... that no other city can match." He apparently didn't care that it was the autonomy of a man in a rowboat, in the middle of the ocean, without oars.
But Young isn't the only politician to blame. In 1956, when I was 8 years old, my Congressman was John D. Dingell. There are people in southeastern Michigan who are still represented by Dingell, the longest-serving member in the history of the House of Representatives. "The working men and women of Michigan and their families have always been Congressman Dingell's top priority," his website declares, and I suppose he thinks he has served them well — by resisting, in succession, tougher safety regulations, more-stringent mileage standards, relaxed trade restrictions and virtually any other measure that might have forced the American automobile industry to make cars that could stand up to foreign competition.
By so ably satisfying the wishes of the auto industry — by encouraging southeastern Michigan's reliance on this single, lumbering mastodon — Dingell has in fact played a signal role in destroying Detroit. He was hardly alone; if you wanted to get elected in southeastern Michigan, you had to support the party line dictated by the Big Four — GM, Ford, Chrysler and their co-conspirator the United Auto Workers. Anything that might limit the industry's income was bad for the auto industry, and anything bad for the auto industry was deemed dangerous to Detroit.
The UAW had once been the most visionary of American unions. As early as the 1940s, UAW president Walter Reuther was urging the auto companies to produce small, inexpensive cars for the average American. In 1947 and '48 the union even offered to cut wages if the Big Three would reduce the price of their cars. But by the early 1980s, the UAW had entered into a nakedly self-interested pact with the auto companies. After the union's president joined GM's chief congressional lobbyist to defeat a tougher mileage standard in 1990, the lobbyist declared that "we would not have won without the UAW." It was, he said, "one of the proudest days of my life."
The union really can't be blamed for pushing for fabulous wages and lush benefits for its members — that game required two players, and the automakers knew only how to say yes. But the union leadership's fatal mistake was insisting that workers with comparable skills and comparable seniority be paid comparable wages, irrespective of who employed them. If a machinist at a prosperous GM deserved $25 an hour, so did a machinist who worked for a barely profitable Chrysler or for a just-holding-its-own supplier plant that made axles or wheels or windshield wipers.
This defiant inattention to market reality not only placed the less healthy firms in peril, but by pricing labor so uniformly high, it also closed off Detroit to any possible diversification of its industrial base. When the automakers' inattention to engineering, style and quality caused them to crash into a wall of consumer indifference, there was no other industry that could step forward and employ workers who would have been thrilled to make even a fraction of what they once earned. Now nearly 1 in 3 Detroit residents is out of work — and not many of the unemployed have a prayer of finding a job anytime soon.
The school system, which six years ago was compelled by the teachers' union to reject a philanthropist's offer of $200 million to build 15 small, independent charter high schools, is in receivership.Infuriating! If any quote shows who is only in it for themselves it's this quote. And you know what the section on blame that I posted above that quote are probably just as potent an example as this one!
GO READ THE WHOLE THING! The conclusion is worth a read for certain!