Bill Murchison

A famous news photo from the late '30s shows toughs employed by the Ford Motor Co. beating up Richard Frankensteen, a United Auto Workers official, during the so-called Battle of the Overpass at Ford's Rouge River plant in Dearborn.

UAW chief Walter Reuther, walking with Frankensteen, got the same treatment. "Seven times they raised me off the concrete and slammed me down on it," he later wrote. " I was punched and kicked and dragged by my feet to the stairways, thrown the first flight of steps and kicked down the second flight."

The UAW, whose sit-down strikes had already overwhelmed General Motors' and Chrysler's resistance to unionization, wanted Henry Ford on the dotted line. Three years later they got him. The plight of the car companies wasn't born at the precise moment Walter Reuther fell down the steps, but you could see the mythology shaping up.

Or perhaps not. As the '40s ended, the mythology changed from urban struggle to suburban dream. Organized labor, while hardly forgetting the dirty, bitter going of the '30s, bathed in the transcendent radiance of hope and opportunity. Everything, going forward, was going to be spiffy. Got that -- spiffy! In 1948, Reuther wrung from the automakers an "escalator clause" pegging wage increases to the cost of living. In 1955, he won agreement that unemployed auto workers would be paid 65 percent of weekly wages for the first four weeks of unemployment and 60 percent for the next 22 weeks. Subsequently the figure climbed to 95 percent.

Comprehensive health care, tuition-refunds, life insurance, profit sharing, pre-paid legal service, bereavement pay -- off the UAW assembly line it rolled, contract after contract. Who paid? The auto-buying public paid. The automakers' contention that they pay workers $73 an hour takes into account the cost of pensions and health insurance for retirees. Still, no one disputes that Detroit's unionized active workers cost a good $10 an hour more than the nonunionized work forces that build Toyotas, Hondas and BMW's in the largely nonunionized South.

The heart of the auto "bailout" calamity is that the old model driven jointly by the UAW and the companies for years, pedal to the metal, finally collapsed: spark plugs exhausted, drive shaft broken, radiator rusted out. You can't -- apparently -- have domineering unions of the sort Walter Reuther managed during his tenure as UAW chieftain (which ended with his death in 1970). You have to have entities, both managerial and factory-level, deeply responsive to the realities of the marketplace. These realties are ? That no one today has to buy your car.


Bill Murchison

Bill Murchison is the former senior columns writer for The Dallas Morning News and author of There's More to Life Than Politics.
 
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