Lou Gordon "The People's Champion"

Lou Gordon--Detroit Crusader

Detroit political commentator Lou Gordon died in his sleep from a heart condition in his Bloomfield Hills home early Tuesday morning, May 24, 1977. Detroit Free Press columnist Billy Bowles described Gordon as a "feisty interviewer who was a power to be reckoned with by Michigan politicians."

Lou Gordon was born in Detroit on May 17, 1917, and was a product of Detroit public schools. He graduated in 1935 from Central High School on Tuxedo Street. Gordon attended one term at the University of Michigan, but this was during the Great Depression. He quit college to work as an insurance agent for United Life Accident Company. During World War II, Gordon became an air cadet and served for two years in the Army Air Corps.

After the war, Gordon returned to the University of Michigan on the G.I. Bill and earned a degree in journalism. He landed a job with the Booth Newspaper chain in Washington D.C. as a political reporter. There he met and became friends with famous liberal columnist Drew Pearson, who greatly influenced Gordon's development as a political pundit. Gordon was willing to take dangerous assignments dealing with organized crime figures and political corruption and soon began to make a name for himself.

When his father died in 1950, Lou returned home to Detroit to take care of his mother. To make a living, he became a district sales representative in Detroit for the White Stag sportswear line. He increased the firm's local business ten fold from $150,000/yr to $1.5 million/yr. 

Through commissions, bonuses, and shrewd investing, Lou became independently wealthy, but he missed the rush and excitement of his journalism career. Gordon told Detroit Free Press reporter Billy Bowles once in an interview, "My heart was never in the sales business. I longed for the old days of politics."

In 1957, Gordon was hired by local Detroit radio station WXYZ as a political commentator and soon began building a fan base. WXYZ management realized Gordon's ability to attract an audience. He had an engaging smile and cast a strong media image. Gordon wore impeccably tailored suits and never looked less than his best. The station manager offered Lou a fifteen minute spot (10:45 pm - 11:00 pm) every weeknight called Detroit Deadline. Lou would discuss a single issue and interview a guest, often a local politician or community leader. Gordon did this for seven years.

The show was so popular that rival Detroit start-up station WKBD-TV (Channel 50) lured Lou away with a better offer in 1967. The station offered Lou his own ninety-minute show to air at 10:00 pm over the weekend on Saturday and Sunday nights. The Saturday night show discussed local Metropolitan Detroit issues which rankled and alienated people from across the political spectrum. On Sunday nights, the program discussed national political issues with any politicians or journalists who were brave enough to be his guests.

The Lou Gordon Program debuted in September of 1965. The background music heard under the program's title card was the instrumental interlude from the popular song "MacArthur Park." Lou would appear onscreen and say, "Welcome to the program, where there are no cue cards, no teleprompters, no idiot boards, just ad-lib conversation where we tell it like it is."

From the program's onset, Lou Gordon vowed "to speak out against social injustice and become the champion and voice for the common man." Working-class and middle-class Detroiters, aged 35 and above soon became Lou's loyal audience, especially when he took on the local utility companies accusing them of ripping off the public.

Modern television viewers are accustomed to the blood sport that modern politics has become. But in 1965, there was nothing else like The Lou Gordon Program on weekend, late night TV. Lou enjoyed drawing his guests into a lively conversation and carefully watch them for weak spots in their arguments before pouncing. Then, he would spring a "gotcha" moment on them.

Lou Gordon and his staff read many newspapers and political magazines from around the country and researched them daily. When confronted with evidence, some guests would simply deny the facts, but they did so at their peril. Other guests became angry and walked off the set mid-interview, and some would attack Lou, his facts, and his methods. All of it was good television.

George Romney -- GOP hopeful.

What brought Lou and his program to national attention was an interview he did with former Michigan governor George Romney. Romney was a front runner in the Republican party to be their standard bearer for the presidency in 1968. During the interview, he came out against the war in Vietnam saying, "When I went on a fact-finding tour of Vietnam, the generals and the United States diplomatic corps tried to brainwash me."

Despite agreeing with Romney's position on the war, the newshound in Gordon recognized that Romney's careless use of the term "brainwash" was politically provocative and headline news. Because of the limited scope of WKBD's reach, Gordon called Detroit's New York Times bureau chief Jerry Flint and gave him the full transcript of the interview.

The Times ran the brainwashing remark as their headline and distributed the story on the news wire services. The national nightly news TV programs broadcast the story the next evening and most newspaper chains ran the story coast-to-coast in their morning editions. Shortly afterward, George Romney withdrew from the presidential race.

Lou Gordon's sudden national recognition prompted WKBD's owners to syndicate his show across all of their seven United States markets creating the first nationally recognized late night news discussion program. In 1971, the Lou Gordon Program could be seen in Detroit, Chicago, Cleveland, Boston, Philadelphia, San Francisco, and Los Angeles.

With today's internet technology, once a program file is created, a single person can send it to as many places as necessary with a database and a single key stroke. But in the early 1970s, VHS video tapes were recorded, copied, and send to each media market separately via the United States Post Office. This was labor and time intensive. The syndication gamble paid off. Lou's program became especially popular with the Los Angeles Hollywood crowd which helped him book celebrity guests.

Lou Gordon's program ran for twelve years. At the top of his game, Gordon died in his sleep at his Bloomfield Hills home on May 24, 1977. Lou succumbed from complications of an aortic valve replacement. He was only sixty years old. Gordon left behind his wife Jackie and their five children: Carol, Debbie, Jon, Ruth, and Scott.

Lou and Jackie Gordon. Jackie would read Lou questions early in the broadcast sent in by viewers.

On Friday, May 27, 1977, the Detroit Free Press reported on Lou Gordon's funeral service at the Ira Kaufman Chapel, attended by an overflowing crowd of nearly 700 people. Many statewide political people as well as local television celebrities like Bill Bonds, Bill Kennedy, and Sonny Eliot paid their final respects.

The oak casket had a sculpted Star of David carved into the lid. Jackie dressed in a white belted dress and dutifully greeted a long line of friends in a small, private reception room. Afterward, a black hearse took Lou Gordon to his final resting place, Clover Hill Park Cemetery in Royal Oak, followed in a gray limousine carrying Jackie and her family. 

Bob-Lo Island - Another Fondly Remembered Detroit Tradition

Bob-Lo Island was a family amusement park fondly remembered by Detroiters of a certain age. The park was located at the mouth of the Detroit River on Bois Blanc Island in Canadian waters off Amherstburg, Ontario. The name Bob-Lo is an American corruption of the French name for the island meaning White Woods. The Bob-Lo Island Amusement Park operated from 1902-1991.

The park's signature attractions were the Nightmare, the Falling Star, the Wild Mouse, the Sky Streak, and the Screamer. The park also had a Ferris wheel, a children's zoo, a train, and a carousel.  The island had its own marina.

In 1913, Henry Ford was said to have financed the Dance Pavilion designed by John Scott. The 35,000 square feet of dance floor was the second largest in the world, holding 5,000 dancers at full capacity. For many years early on, this was the park's biggest money maker, charging five cents a dance per couple. Dance police were stationed on the dance floor. "The Turkey Trot, Bunny Hop, and Bear Dances were against the rules. Two Steps, Waltzes, and the Society Walk (Fox Trot) were allowed. Doing the Rag would get you kicked out," wrote Patrick Livingston, author of Summer Dreams: The Story of Bob-Lo Island (Wayne State University Press.)

The dance hall boasted the world's largest mechanical organ called an orchestrion, made in Germany. The contraption with 419 pipes and an automated percussion section was fourteen feet wide and sixteen feet high. It ran on electricity and worked like a player piano. The orchestrion is pictured on the second floor balcony on the right side of the vintage postcard above.

Bob-Lo Boat Columbia - 1903

What longtime Detroiters remember most fondly about Bob-Lo was the boat ride up and down the Detroit River. Ninety-seven year old Helen Robinson remembered going to Bob-Lo Island as a kid with a church group. A sudden squall came up from nowhere and the boat's crew had to lower the canvas flaps and lash them to the railings. Helen said that they all knelt down and prayed. The boat made it to the island, the sun broke through the clouds, and they enjoyed the rest of their day at the park. Adults remember the moonlight cruises to the island.

The Bob-Lo Excursion Company expanded an existing park and operated two excursion steamers out of Detroit and Wyandotte, Michigan. These Bob-Lo Boats were designed by Frank E. Kirby and built by the Toledo Ship Building Company. The Columbia was built in 1901 and went into service in 1902, while the Ste. Claire was built and went into service in 1910. 

Excursion steamers were built primarily for day trips. They were propeller driven, powered by a triple expansion reciprocating steam engine. The boats were 190 feet (58m) long and 50 feet (15m) wide and were said to hold 2,500 passengers. The Columbia and the Ste. Claire are the last two steamers of their type still afloat. The Columbia ran the original Bob-Lo run for eighty-one years, a record of service on a single run unequaled in United States maritime history.

In 1945, Bob-Lo Island Excursion Company made history rather than family memories. Sarah Elizabeth Ray took part in a company sponsored trip to Bob-Lo Island with twelve other female workers involved with the war effort. Ray was removed because she wasn't white. The State of Michigan filed a racial discrimination law suit against the company and won. The case was taken to the Michigan Supreme court and upheld.

The company policy excluded "so called 'zoot-suiters' and 'colored' because they were deemed rowdyish, rough, and boisterous." Their position was that they were operating a private concern in another country not subject to United States jurisdiction. The case was taken to the United States Supreme Court in 1948 where it upheld Michigan's anti-discrimination provisions on the grounds that the company's policy was a violation of United States Commerce Department regulations.

Another company tried to run the park after the Bob-Lo Island Excursion Company sold out in 1991, but the park closed permanently on September 30, 1993 and sold off its rides in 1994. The Columbia and the Ste. Claire have been moth-balled at the U.S. Steel docks in Ecorse, Michigan since 1991.

The Columbia is being restored to the tune of about $15,000,000 with the goal of being completed by September of 2015, to resume active service as a sightseeing attraction trolling the Hudson River in New York City. The Bob-Lo Boat was unceremoniously towed to Toledo, Ohio on Tuesday morning, September 16th, 2014 for a year of restoration.

S.S. Columbia in dry dock awaiting restoration - September 2014

Related links:

Photographs of the Bob-Lo Island amusement rides. http://boblosteamers.com/amusement.html

YouTube video of Bob-Lo boats moored on Detroit River outside of U.S. Steel (the old Great Lakes Steel) docks on December 1, 2012. https://www.youtube.com/watch?v=-HUpQZ8P9Ro

Bob-Lo Island update, now becoming an upscale residential development. http://www.freep.com/article/20140706/NEWS05/307060053/boblo-island-memories-boat-development

The Bob-Lo Island Dance Hall Orchestrion: http://www.freep.com/article/20120218/ENT04/202180393/Former-Boblo-Island-music-machine-may-draw-up-to-36-2-5-million-at-auction 

Antoine Cadillac--Detroit's First Godfather

Bust of Antoine de la Mothe Cadillac

An expedition financed by the French monarch--King Louis XIV--and promoted by his Minister of Marine--Comte de Pontchartrain--appointed military man and soldier of fortune Antoine de la Mothe Cadillac as their agent to establish a fur trading post and fort in New France. In return, Cadillac was granted generous riverfront real estate. He envisioned a permanent French colony controlling the fur trade routes through the upper Great Lakes, with him at the helm.

Commander Antoine Cadillac led a fleet of 25 large canoes--with 50 soldiers, 50 empire builders, 2 Roman Catholic priests, and his 11-year-old son--on a 52 day trip westward from French-controlled Montreal to the western bank of a swift running river that connected Lac Erie with Lac St. Clair.

This site was chosen because it was the narrowest point of the strait--de troit--which is how Detroit earned its name. There was an eroded 40' clay bluff leading up from the river bank to a flat clearing. Once a fort was built on the plain, anything moving up or down the river could be seen and was in easy range of their cannons. This was a defensible position to discourage the British from taking control of the fur trade.

The empire builders arrived on July 24, 1701 and began work on a log fort Cadillac named after his benefactor--French Minister of Marine--Comte de Pontchartrain. Two days later, a mass was said in honor of Ste. Anne--the patron saint of France and mother of the Virgin Mary. After the service, the foundations for the church were laid. Catholicism had come to the wilderness.

Fort Pontchartrain contained a warehouse which doubled as a store. There were also two guard houses, Ste. Anne's Church, and about 15 houses within the fort. Lots could be no larger than 25 square feet and some were smaller.

In an official report about Detroit to his superior officers, Cadillac noted, "Especially attractive was the region that lies south of the pear-like lake to which they gave the name of St. Clair, and the country bordering upon that deep, clear river, a quarter of a league broad, known as Le Detroit.

"On both sides of this strait lie fine, open plains where the deer roam in graceful herds, where bear, by no means fierce and exceedingly good to eat, are to be found, as are the savory poules d'Indies (wild duck) and other varieties of game. The islands are covered with trees; chestnuts, walnuts, apples, and plums abound; and in season, the wild vines are heavy with grapes.

"Le Detroit is the real center of the lake country--the gateway to the West. It is from there that we can best hold the English in check."

French trade with the local Native American tribes went well for the most part. Cadillac encouraged the Ottawa, Pottawatomie, Miami, and Wyandotte tribes to cluster together in villages near the fort for protection from their mutual enemies--the Iroquois and the British. In total, Cadillac estimated that there were about 2,000 Indians in and around Fort Pontchartrain allied with the French.

In 1702, the first European baby born in Detroit was the daughter of Alphonse de Tonty, Cadillac's second-in-command. Not to be outdone, in 1704, the Cadillac's gave birth to Marie Therese, who became the first recorded baptism christened in Ste. Anne's Church registry.

Cadillac wanted the settlement to grow rapidly, but few if any unattached women were available to single men, so he proposed that christened Indian women be allowed to marry French settlers. The Jesuit priest strongly objected on moral and religious grounds, and the plan was soon rejected. This is likely the first official instance of discrimination in Detroit's long history.

In 1707, Cadillac began issuing farm grants, known as ribbon farms, to attract new settlers. These farms ranged from 200' to 1,000' wide and extended from the shoreline for 2 or 3 miles. Each farm had waterfront access. Many of Detroit's current street names derive from the original ribbon farm grant holders, for instance, Beaubien, Campau, Livernois, Riopell, Dequindre, and others. Cadillac plotted out 68 parcels. 

Cadillac acted like a feudal landlord requiring farmers to pay him an annual rent and a percentage of their grain to use the windmill he had built on the waterfront north of the fort. He was the mill's sole proprietor and could charge whatever he wanted. Renters were also required to work on Cadillac's farm for a specified number of days each year, making him a gentleman farmer.

To engage in any kind of trade, settlers had to pay a licensing fee and annual taxes. Cadillac grew rich by padding the fees and taxes and skimming off the top. When he withheld an allotment of imported brandy behind padlocked warehouse doors, it was discovered and reported that he was trading it to the Indians for beaver pelts. Cadillac defied a Royal decree not to provide liquor to the native population.

When complaints about Cadillac reached Montreal and Paris, King's Deputy Francois Clarembault went to survey the Detroit area holdings in 1708 and found they did not match Cadillac's reports. After nineteen days in Detroit, Clarembault returned to Canada and sent his findings off to France. In 1709, Count Pontchartrain wrote to Cadillac complaining that he showed "too much greed and little moderation in his dealings with the settlers."

In 1710, Cadillac was called to Quebec to answer charges against him brought by his detractors. The empire builder was acquitted of extortion and abuse of power charges, but he was removed from his post never to return to Detroit. The following year, Cadillac was promoted to the governorship of the Louisiana Territory.

Saint Anne's Church

Michigan Homegrown Terrorism of the 1930s--The Black Legion

I like to think I am well-versed in Michigan and Detroit history, but it wasn't until I recently read Tom Stanton's Terror in the City of Champions that I learned of the Black Legion, a splinter group of the Ku Klux Klan. The original group called the Black Guard was founded in the mid-1920's as a security force for Ohio Klan officers, many of whom held public office.

After being kicked out of the Klan for establishing a fiefdom, Dr. Billy Shephard from Lima, Ohio further radicalized the group. They became known as the Black Legion, an even more ruthless and reckless organization than the Klan. In 1931, a Michigan regiment was established by Arthur Lupp of Highland Park.

From there, Virgil "Bert" Effinger began to reorganize the group throughout the Midwest and became the group's spokesperson. Every new member had to repeat an oath "In the name of God and the Devil." They were given a .38 caliber bullet cartridge and told another one had their name on it if they violated their vow of secrecy.

Some people were tricked into joining by friends or family and soon discovered they were in over their heads. High-ranking officers wore black capes with gold trim and brandished weapons openly. The legion expanded aggressively through deception, threats, and brutality. Beatings and torture were used to keep errant members in line.

Policemen display captured Black Legion vestments and the tools of their trade.

The Black Legion boasted having over one million members nationwide. At its height in Michigan, there were 5 brigades, 16 regiments, 64 battalions, and 256 companies. Law enforcement estimated membership at 20,000 to 30,000 statewide. The Detroit area had 10,000 members. Michigan State Police investigator Ira Holloway Marmon discovered Black Legion strongholds in Highland Park, Ecorse, Wyandotte, Lincoln Park, Saline, Monroe, Irish Hills, Pontiac, Flint, Saginaw, and of course, Detroit. Indiana, Illinois, and Ohio also had active chapters.

Their members were primarily angry, white, Anglo-Saxon males who were transplants from the South during the boom years of the auto industry in what history marks as the Great Migration. Whites and Blacks with little or no industrial skills flooded into Detroit heeding Henry Ford's clarion call, "Jobs at $5 a day." Competition for work was fierce in the 1920s, but during the Great Depression, people were killed over jobs.

The Legion was frustrated by the economic and social instability of the 1930s. They felt alienated by Detroit's industrial landscape. One of their core beliefs was that Anglo-Saxon Protestants were being pushed aside in America because foreigners (Catholic and Jewish immigrants) and Blacks were taking their jobs they believed they were entitled to.

1937 Movie Lobby Card

Being in the Legion made members feel connected with something larger than themselves. Membership for many people increased their self-esteem and sense of white supremacy. They absolutely believed race mixing was destabilizing the American way of life leading to social degeneracy.

Legionnaires widened the scope of their wrath to include terrorizing and murdering welfare recipients, labor union organizers, and political opponents. Probably more than anything else, the Black Legion hated socialists and communists. The legionnaires were a homegrown, right-wing, secret terrorist society.

Using fronts like the Wayne County Rifle and Pistol Club (members honed their shooting skills in the club's backroom firing range) and the Wolverine Republican Club (where thinly disguised rallies and gatherings were staged), Legion-approved speakers would rail against their perceived enemies and rally the faithful. New recruits would hear lengthy diatribes whipping the crowd to a frenzy of hatred.

The Legion provided easy answers to the complex questions of their day. One of their political fliers read, "We will fight political Romanism (Catholics), Judaism (Jews), Communism (Socialists), and all 'isms' which our forefathers came to this country to avoid," all the while wrapping themselves in the American flag and patriotism. 

Charles Poole

Works Progress organizer Charles Poole (22- year-old Catholic) was shot five times at point blank range in Dearborn Township on May 13th, 1936. A number of key Legion members were arrested and convicted.

Investigators uncovered the organization's propaganda, their enrollment records, some Black Legion robes and hoods including the tools of their trade--guns, bludgeons, blackjacks, and whips. Dayton Dean was convicted of being the trigger-man in Poole's death. Once on the stand, Dean sang like a canary.

For more details on the Black Legion, view this link: http://www.veteranstoday.com/2012/11/28/history-the-black-legion-where-vets-and-the-klan-met/

In 1937, Warner Bros. Pictures made a movie about the Black Legion starring Humphrey Bogart. http://www.imdb.com/title/tt0027367/

The Evolution of America's Patriotic Images: Yankee Doodle, Uncle Sam, Miss Columbia, and Lady Liberty

Originally titled Yankee Doodle Dandy, The Spirit of '76 was painted in 1876 by Archibald MacNeal Willard for the centennial celebrations in Philadelphia.

Today, the most internationally recognized personification of the United States is Uncle Sam, but it wasn't always so. Before and during the Revolutionary War, the British Red Coats characterized ramshakle colonial soldiers as Yankee Doodle Dandies. It wasn't a compliment. The rousing British drinking song portrayed colonists as foppish, anti-royalists impugning their manhood.

The colonists were able to co-opt the insulting song and make it their own. Taking the song's melody, Edward Bangs--a Harvard University sophomore by day and a Minuteman by night--wrote fifteen new verses to the British song in 1775 and circulated the lyrics throughout New England. Yankee Doodle Dandy went from being an insult to a song of American national pride.

On September 7, 1813, Uncle Sam became the official nickname and image for the United States government. The name is attributed to cattle tender and meat packer Samuel Wilson. He supplied oak barrels of meat to the United States government for rations during the War of 1812. His workers stamped US on his government shipments, and he became known locally in Troy, New York as Uncle Sam. Soldiers soon picked up on the name.

Early on, the image of Uncle Sam did not have a standard appearance. Popular political cartoonist Thomas Nast is credited with the first image of Uncle Sam in a November 20, 1869 editorial cartoon in Harper's Weekly supporting the Fifteenth Amendment for universal sufferage. Uncle Sam (symbol of the government) and Columbia (symbol of the country) are hosting a Thanksgiving dinner for a group of diverse immigrants. Nash's Harper's Weekly editorial cartoon images of Uncle Sam helped establish the patriotic icon we know today.

The image we all recognize as Uncle Sam evolved over time. The long and lanky man with the white goatee and white hair, dressed in red and white striped pants, a dark blue frock coat, a white top hat with a blue starred band, and a red bow tie was the creation of James Montgomery Flagg for the famous 1917 World War I United States Army recruiting poster which was used again during World War II. Millions of copies were distributed establishing Uncle Sam as the national symbol of American patriotism and pride.

The earliest known personification of pre-United States appeared in 1738. Miss Columbia was the embodiment of liberty. European nations used the term "Columbia" to refer to the New World and then the thirteen colonies, based on the mistaken belief that Italian explorer Christopher Columbus discovered America. Miss Columbia's image was depicted as a strong, classical woman modeled after Greek goddess Athena and infused with a healthy dose of Americanism. She became a central figure in the narrative of early America, its values, its Westward expansion, and its promise of establishing the American ideals of liberty and justice for all.

 

 

Columbia's image was often seen in political cartoons in the nineteenth and early twentieth century, but her dominance as America's favorite female icon was challenged in 1886 by the installation of the Statue of Liberty. The two iconic images co-existed for thirty years, but the personification of Columbia fell out of favor with the issuance of Liberty Bonds in support of the World War I war effort which had The Statue of Liberty's image printed on them.

When Columbia Pictures chose their trademark in 1924, they created a blended version of Miss Columbia with The Statue of Liberty pose, doing neither icon any favors. To compound Miss Columbia's troubles, some of America's most iconic coinage bore the image of Lady Liberty, who became the favored personification of liberty.

 

Columbia endures as the name of many cities and streets throughout the United States, as well as Columbia University in New York, Columbia Records, Columbia Pictures, Columbia Broadcasting System (CBS), and the name of our ill-fated space shuttle which exploded in mid-air on February 1, 2003. 

Contemporary cartoonist for The Independent Weekly in Durham, North Carolina D.C. Rogers may have expressed it best, "One of the reasons Miss Columbia has declined is that The Statue of Liberty has risen." The most famous American monument to liberty was a gift from the people of France.

America's enduring symbol of freedom--The Statue of Liberty.

Lady Liberty's image also has a long and distinguished history on American coinage. A one cent coin was struck in 1793. Liberty's cameo image was considered unattractive with a wild mane of hair and a balding, sloped forehead. It was quickly retired making this coin one of the most sought after American coins for collectors.

In 1795, the Liberty Draped Bust silver dollar showed an attractive, middle-aged Lady Liberty with flowing hair held back with a decorative bow. She is surrounded by stars representing the number of states. This image of Lady Liberty was minted from 1795 until 1804. 

 

In 1878, George T. Morgan designed what is known as The Morgan Silver Dollar, prized by collectors because of its size and weight. The model for the coin, Anna Willness Williams, became known as the "Silver Dollar Girl." Morgan designed a cameo profile with Liberty's beautifully quaffed hair in a Phrygian cap which signifies freedom and the pursuit of liberty. This silver dollar was minted until 1921.

The Walking Liberty half dollar was minted from 1916 until 1947. This silver coin is rich with symbolism. Lady Liberty walks towards the dawn of a new day. She carries a bouquet of laurel and oak representing military and civil victories of the nation. Her outstretched arm imparts the spirit of liberty to others. She is clothed in a lovely, flowing gown representing the American flag, and she is wearing a Phrygian cap. The coin was reissued for collectors because of its exceptional beauty. It is also known as the American Silver Eagle because of the image on the reverse side.

 

 

Rosie the Riveter--Another American Icon 

The Detroit Area Salt Mine

Bulk salt waiting to be loaded for shipment

Twelve hundred feet below the surface of the state of Michigan lies the largest salt deposit in the world--seventy-one trillion cubic tons of salt deposits. Over four hundred million years ago, horizontal salt beds formed as the result of ancient oceans evaporating in what geologists have named The Michigan Basin--a circular pattern of sedimentary strata that began to sink over time.

 

This depression of Precambrian rock is 16,000' deep at its center and tapers to 4,000' at its edges. The basin extends throughout most of Lower Michigan. As the basin began to sink about a billion years ago, salt water repeatedly back-filled the depression and evaporated leaving the salt deposits behind.

This occurred during the Cambrian Period of the earth's development before the age of the dinosaurs. The only life on the planet were hard-shelled aquatic trilobites. These ancient salt beds were buried by the intrusion of heavier igneous rock from the earth's mantle--mainly basalt, and glacial activity from four ice ages.

***

Rock salt was discovered beneath Detroit in 1895. Eleven years later, work began on the first tunnel shaft--which was was completed in 1910--at the cost of many lives and the bankruptcy of the mine's original owners. In the early days of mine operation, mules were lowered in harnesses into the mine to live out their lives as beasts of burden. By 1914--due to the use of electric energy and advancements in mining technology--the mine was producing 8,000 tons of salt a month for the leather and food processing industries.

In 1922, a second, larger mine shaft was begun and finished in three years. The first shaft was now used to haul men and small materials. The new shaft was used to lower machinery used in the mine. Most equipment was massive and had to be disassembled on the surface--piece by piece--and reassembled in the machine shop below.

The mine has changed hands many times in its over 100 years of existence. International Salt closed the mine in 1983 because of falling prices, but its present operator--Detroit Salt Company--reopened the mine in 1998. Today, the only products the Detroit mine produces are deicing rock salt for roadways and bagged rock salt for consumer use. From the 1920s until the 1980s, guided public tours were allowed by the mine's management. Since the new owners took over, only rare private tours are given.

Salt Pillar

The room and pillar method of extraction is used to mine salt. The rooms vary in width from 30' to 60'--with a height of between 17' to 40'. For safety reasons, a minimum of 30% of any cavity must be pillared. During the day and afternoon shifts, miners undercut a solid wall surface at floor level with an industrial-sized chain saw device that bites out a channel ten or more feet deep. This first cut leaves a smooth floor for picking up the salt after blasting. Deep holes are drilled at strategic places along the face of the wall and loaded with explosives that are set off electronically after the work shift.

The next morning, heavy equipment loads the large salt pieces and takes them to massive crushers where they are loaded onto conveyor belts and hauled to the surface in buckets capable of lifting 100 tons. Once above ground, the salt is screened and sorted for size. Some of the salt is conveyed to individual storage bins to await packaging. The rest is loaded into railroad cars, semi-trucks, or river barges and sold as bulk salt.

Here are some factoids about the Detroit salt mine:

• the tunnel's shafts are deeper than the height of the Empire State Building
• the mine's temperature is a constant 56-60 degrees
• the mine covers an area of over 1,500 acres
• the mine head is in Southwest Detroit and the mine extends beneath the eastern portions of Dearborn, much of Melvindale, and the northern reaches of Allen Park
• there are one hundred miles of roads cut through the salt beds
• the underground streets are 60' wide to handle the heavy loading equipment
• 100,000 cubic feet of fresh air is pumped into the mine per minute
• no living thing exists in the mine except the miners
• the mine shaft opening is at 12841 Sanders Street, Detroit, Michigan 48217.

In 1940, Detroit was the first major city in America to use rock salt for snow removal. The increased salt level buildup in the soil along Michigan roadsides has caused native roadside vegetation--like cattails--to be replaced with salt water tolerant plants--like sea grass. Over time, seeds from these invasive plants were inadvertently spread by transport trucks from ocean coastal areas to the Midwest. Now these plants have a foothold in Michigan soil.

Dodge Brothers Stand Up To Henry Ford

Automobile pioneers John and Horace Dodge

John Francis Dodge [October 25, 1864 - January 14, 1920] and Horace Elgin Dodge [May 17, 1868 - December 10, 1920] were born in the era of the horse and buggy, and the marvel of the age, the steam engine locomotive. They were born in Niles, Michgan where their father Daniel Rugg Dodge operated his own machine shop next to his house repairing steam engines for boats and farm equipment. He often had to machine his own custom, precision parts. 

In addition to his sons' traditional book learning, John and Horace learned to operate machine tools under the watchful eye of their father. Both boys were mechanically inclined. The family moved several times before settling in Detroit in 1886 where work in the stove, boiler, carriage, and wagon industries was booming. The brothers apprenticed in different machine shops aound Detroit learning their trade to become skilled journeymen.

In 1892, the brothers began working in Windsor, Ontario, at the Dominion Typograph Company owned by Frederick Samuel Evans. While working for Evans, Horace and John invented and manufactured the enclosed four-point, wheel ball bearing hub for bicycle pedal assemblies which made biking easier and more enjoyable. 

The brothers were granted a patent in 1896 and went into business with Evans to create the popular E&B [Evans and Dodge] bicycle which soon became known as the "Maple Leaf." In 1900, they sold their interest in the company for $7,500. 

With that start-up money, the Dodge brothers were able to open their first machine shop called the Dodge Brothers Company on the ground floor of The Boydell Building at 132-137 Beaubien Street and Lafayette Avenue. They began their enterprise as builders of special machinery and high-speed pleasure craft, but the manufacture of automobile parts and components soon took precedence.

A Detroit Free Press Sunday feature article dated September 1, 1901, proclaimed in its headline "Dodge Brothers Open One of the Most Complete and Modern Machine shops in Michigan. Everything is New and Up-To-Date." 

The Free Press staff writer wrote a glowing description of the factory: "The typical machine shop of the age is dimly lit and litter-obstructed. In contrast, the Dodge Brothers machine shop has an orderly appearance with a thoughtful arrangement of machines to facilitate production and minimize the handling of machine parts, with the greatest ease and rapidity at a fraction of the expense and time employed in the days when hand labor dominated manufacturing [sic]. Machines of the latest design are used intelligently operated by the highly skilled labor force. Their reputation for quality is unequaled."

The Dodge brothers' machine shop soon became busy making precision automobile parts and sub-assemblies like chassis, axles, transmissions, clutches, and complete engines. In 1902, the Dodge brothers signed a major contact with  Ransom E. Olds to produce quality transmissions for his Oldsmobile line. Much to Mr. Olds' chagrin, the contract was not renewed the following year because Henry Ford contracted with the Dodge brothers to exclusively build complete engines and other automobile components in 1903. 

The Dodge brothers agreed to supply 650 Model A engines, transmissions, and axles at $250 each. The added business soon outgrew their shop's floor space, so they built a larger two-story building at Hastings and Monroe Streets in 1906. That space today is the Greektown Casino Hotel parking structure. 

By 1908, they outgrew the Hastings Street facility and began building their own modern factory complex in Hamtramck, Michigan, on sixty-seven acres of vacant land on Joseph Campau Avenue where property taxes were cheaper than in Detroit. 

The four-story, four-building complex contained an extensive machine shop, a power plant, a forging plant, and company headquarters, all with plenty of natural light and ventilation from steel-framed windows. Everything was well-organized in a thoughtful, systematic way. 

The plant came equipped with four cafeterias, male and female restrooms with separate lounges in each, and a well-equipped clinic and first aid center. Automakers from around the world came to see Dodge's state-of-the-art parts factory converted into an automobile plant.

***

Henry Ford

In the beginning, very little of the original Ford Motor Company cars were actually manufactured by Ford, including the bodies, powertrains, and chassis. FoMoCo was essentially an assembly business which subcontracted much of its mechanical work to independent machine and tool & die shops around the Detroit area.

The Dodge brothers became Ford stockholders when they each bought 50 shares in 1902. They paid $3,000 cash and pledged $7,000 worth of Dodge manfactured car parts to help Ford get his fledgling company on its feet. 

It was not long after that when Henry Ford realized what he had done when he signed over 10% of his company's stock to them. The Dodge brothers were double-dipping. On the front end, they made money selling automobile components and parts to Ford, and on the back end, they drew handsome dividend checks based on FoMoCo profits.

In 1905, Ford began producing his own engines and transmissions in a move towards self-sufficiency. In 1910 when Ford sold his Piquette Plant and moved into his newly built Highland Park Plant [the largest auto plant in the world at that time] the Dodges realized it was not in their best interests to remain tied to Henry Ford. 

In August of 1913, John Dodge resigned as Ford vice-president, but the brothers remained on the board of directors. The Dodge brothers announced they would quit supplying parts to FoMoCo, so they could begin producing their own cars. They retained their Ford stock and counted on their million-dollar yearly dividend to help finance their rival operation. 

Henry Ford felt betrayed and vindictive. The embittered industrialist began to squeeze the Dodge brothers and Ford's half-dozen other minority stockholders out of their dividends. He wanted to exercise full control of his company without stockholder interference. 

To make it more difficult for the Dodge brothers to attract and retain workers for their new automobile plant, Henry Ford and his vice-president James Couzens announced on January 5, 1914, that FoMoCo would double wages for their assembly-line workers to five dollars a day. 

The move was touted in the national newspapers as a way for Henry Ford to stabilize the chronic absenteeism and high 300% turnover rate of his workforce with a more dependable worker. Paying out higher wages also made it possible for many Ford employees to buy a car on credit for the first time, a car they had a hand in making.

Consequently, sales and productivity surged. Soon, with efficiency refinements in the assembly line and speeding up the line, the time to produce a Model T dropped from 12.5 hours to 93 minutes. FoMoCo doubled its profits in less than two years. Henceforth, Henry Ford was portrayed as the industrial Moses who led his people into the consumer-driven, blue collar middle class.

But the Dodge brothers and the Wall Street Journal criticized Ford's five-dollar-a-day plan as a stratagem to discourage workers from looking for work at their new Dodge plant where they paid only three-dollars a day. 

Thousands of people came from all over the United States to find work at the Highland Park Ford plant and job riots broke out. Ford Security turned waterhoses on the crowd in bitter cold January weather. FoMoCo was compelled to announce they would hire only workers who lived within the Detroit city limits. 

There were other strings attached to the higher wages, like sobriety which was monitored by the Ford Sociological Department. Rather than deprive the Dodge brothers of employees, the result of Ford's plan left the brothers with their choice of the most qualified people from all over the country.

The next scheme Henry Ford devised to squeeze the Dodge brothers out of his company was offering everyone who bought a Model T in 1914 a $50 rebate check, thus denying the Dodge brothers and the other minority investors millions of dollars of dividends. Each time Henry Ford lowered the price of the Model T, the profit pie shrank accordingly. An increase in sales often made up the difference.

Once again, Henry Ford looked like the Rainmaker to the public. John and Horace Dodge were still on the FoMoCo board of directors and were outspoken in their opposition to Ford's blantant disregard for shareholders' rights which cost the minority stockholders millions of dollars in lost dividends.

To further anger the minority stockholders, Henry Ford announced in August of 1916, that rather than pay out dividends to shareholders, he planned to shut down Model T production to expand his manufacturing capablity and develop a whole new automobile. This move adversely affected Ford dealers nationwide as well as workers and stockholders. 

The Dodge brothers knew what was going on. Ford could not stand anyone stealing his thunder, and the positive media attention the Dodge brothers plant was receiving in the national and international press stuck in Ford's craw. Henry Ford wanted to be the only Golden Boy in Detroit.

Ford quietly began to break ground on an industrial complex along the banks of the Rouge River on a scale the world had never seen. Something that would impress even the most discriminating pharaoh of ancient Egypt, an industrial complex that takes in raw materials at one end and converts them into finished automobiles at the other. Ford's vindictive mind reasoned that turnaround was fair play. FoMoCo helped finance the Dodge factory complex; it was only fitting that they help finance his vision.

Henry Ford's Rouge Plant industrial complex

Ford purchased Dearborn farmland that was over a mile of Rouge River waterfront and a mile and a half wide with his own money. He announced that his Rouge project was a personal one. Ford incorporated a new company named Henry Ford and Son which would produce Fordson tractors. Henry Ford told the press that the Rouge River site would involve "no stockholders, no directors, no absentee owners, and no parasites." This was a direct swipe at the Dodge brothers.

When Ford announced his intention to build his own blast furnace and coke plant to make massive amounts of raw steel, the Dodge brothers knew the Ford tractor plant was destined to mass produce automobiles. The brothers refused to take that lying down. 

On November 2, 1916, the Dodge brothers filed a law suit on behalf of the minority stockholders requesting that the FoMoCo pay out a minimum of 75% of its cash surplus to shareholders, amounting to over $39 million.

After more than two years working itself through the court system, the Michigan Supreme Court ruled in favor of the Dodge brothers' lawsuit. Ford was ordered to pay over $19 million to stockholders with $1.5 million in interest. The money hardly mattered to Henry Ford. As the majority stockholder, he owned 58.5% of FoMoCo stock. His payout was close to $12 million.

Henry Ford was determined to buy out his stockholders, so his company would be 100% family owned. While he and his wife Clara took an extended vacation in Southern California, his twenty-five-year-old son Edsel was entrusted with the task of buying out the minority stockholders. 

The opening bid offered was $7,500 per share. The Dodge brothers knew the bid was undervalued. They negotiated for $12,500 per share. On their original investment of $10,000 in 1902, the brothers made $9.5 million in dividends and sold their Ford stock in 1919 for an additional $25 million, realizing a grand total of $34.5 million.

After the settlement was announced, members of the automobile press asked John Dodge for a statement. "Someday," he said, "people who own a Ford are going to want an automobile." In two short years from 1914 through 1915, the Dodge Model 30-35 touring car ranked second behind Ford in total sales.

A 1915 Dodge four-door sedan used by the United States Army.

 

Dodge cars were clearly superior to Ford's Model T. They had solid all-steel bodies rather than sheet metal fastened to a wooden frame; the Dodge four-cylinder engine developed 35 hp, almost twice that of the Model T's 20 hp; the electrical system was 12 volt, compared to the Model T's 6 volt system; the Dodge car used a sliding-gear transmission, rather than the Model T's old-fashioned planetary transmission; and the stylish body came in a variety of colors, while the Model T came only in black.

By 1920, Henry Ford's protracted battle with the Dodge brothers and his heavy debt load financing the construction of the Rouge Plant left Ford close to bankrupcy.

But Ford's financial problems gave the Dodge brothers little comfort. While attending an automobile banquet in New York City, both brothers contacted the Spanish flu. John suffered for a week before dying at the age of fifty-six on January 15, 1920, at the Ritz-Carlton Hotel with his wife by his side. 

Horace was also critically ill in a room down the hall from his brother, but he recovered in four days. Horace never recovered emotionally from the sudden death of his brother who had been his business partner all of their adult lives.

Eleven months later, while staying at this Florida home, Horace died of cirrhosis of the liver at the age of fifty-two, with his wife and son at his side on December 10, 1920. His married daughter was overseas and could not make it back for her father's funeral.

In 1925, the Dodge widows sold their husbands' company to Dillon, Read & Company for $146 million to become the largest cash transaction in United States history, that is until 1928 when Walter Chrysler purchased the company for $170 million.

Chrysler boasted to the automotive press that the purchase of Dodge Motors was the smartest financial decision he ever made. The mid-priced Dodge fit nicely between  Plymouth on the low-priced end and Chrysler on the high-priced end. Chrysler Motors now took its place among Detroit's Big Three automakers.

The Tragedy of Edsel Ford