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Gisele Regatao

May 22 2024

Detroit Museum Offers Lesson on How to Fund Art with Public Money

The Detroit Institute of Art commissioned Mexican artist Diego Rivera to paint this mural in 1932, which depicts the rise of the auto industry in Detroit. (Photo by Melani Bonilla)

By Melani Bonilla

Many arts organizations are struggling to survive post-pandemic, but not the Detroit Institute of Arts. Thanks to a unique tax-funding model, the museum has secured something few nonprofits can count on: revenue predictability.

The DIA’s business model is a striking contrast with other museums, which rely mostly on ticket sales and donations. “We believe it could serve as a framework for other institutions in today’s difficult economic climate,” wrote Salvador Salort-Pons, the DIA’s director, in a recent Wall Street Journal op-ed.

Located in Midtown Detroit, the DIA has one of the largest collections in the U.S. and has been ranked for two years as the best museum in the country by USA Today. The DIA boasts more than 100 galleries and one of its most famous works is a mural by Mexican artist Diego Rivera, commissioned by the museum in 1932. Composed of 27 frescos that fill an entire room, the Detroit Industry Murals tell the history of industrialization, including the city’s automotive roots. It took Rivera almost one year to paint the murals, which depict multi-racial workers at the forefront, as well as a child being vaccinated as a nativity scene, which stirred controversy at the time.

Rochelle Riley, director of arts, culture and entrepreneurship for the city of Detroit, believes that the DIA serves an important role for the community. (Photo by Emma Delahanty)

The tax plan to fund the museum was enacted when Detroit was on the brink of bankruptcy. In 2012, voters from Wayne, Oakland and Macomb counties approved a 0.2 millage, or property tax, to fund the DIA. The new tax meant that a homeowner with a home value of $200,000 would pay approximately an additional $20 per year. The tax was supposed to last 10 years.

“The benefit of having this tax is having this jewel maintained properly,” said Sonya Clifton, a resident of Wayne County who was visiting the museum recently. “I would vote yes on another millage to keep the museum, $20, $200, even $2,000 a year.”

Although the millage was supposed to expire in 2022, in 2020 voters overwhelmingly approved its renewal for another decade, until 2032. This fiscal year, the millage is expected to provide 68 percent of the museum’s annual operating budget. The remainder comes from fundraising and ticket sales.

The Detroit Institute of Arts has one of the largest collections in the U.S. and has been ranked for two years as the best museum in the country. (Photo by Melani Bonilla)

Thanks to the millage, country residents get several benefits at the DIA, including unlimited general museum admission, free school trips with bus transportation, free group visits for seniors with transportation and expanded community partnerships.

Some residents believe the deal is worth it. “Every community needs libraries and art galleries. So, to me, it’s part of being in a community,” said Laura Grimes, owner of a consulting firm in Oakland County.

Rochelle Riley, director of arts, culture and entrepreneurship for the city of Detroit, believes that the DIA serves an important role for the community. “Every year they have exhibits from Detroit public school students, they have massive special events and they just did a whole big thing where they celebrated local art collectors,” she said.

Where the millage money goes

The millage funds are being used, in part to bolster the museum’s endowment. While the DIA touts its success in growing the endowment from $124 million in 2016 to $365 million in 2023, critics argued that this accumulation of wealth does little to address the pressing needs of Detroit’s under-served communities. The DIA hopes to build its operating endowment to $800 million by the time the millage ends.

“We pay millions in tax dollars and the community benefits are five or 10 percent of the total millage,” said Steve Panton, an art curator based in Wayne County. He believes the museum should focus more on supporting local artists instead of growing its endowment.

Leon Drolet, a Macomb County commissioner, agrees that the museum should do more to represent and uplift local artists. A thin margin of voters in Macomb County approved the original measure in 2012, 50.5 percent, but that grew to 62 percent in 2020.

Drolet was born and raised in Macomb County and voted against the original millage proposal. His feelings about the renewal are unchanged. “The contract is the same as it was 12 years ago, and the local art projects are occasional. The DIA just wants to build a foundation, not benefit the public,” he said. 

Residents of Oakland, Wayne and Macomb counties are given free entry to the museum as part of the millage program. (Photo by Melani Bonilla)

Director Salort-Pons defended the museum’s financial decisions, citing the imperative of building a robust endowment to safeguard its future. 

“We currently don’t withdraw funds from our operating endowment, but instead reinvest its income,” he wrote. “Once we reach our goal, this endowment will generate enough revenue to replace what the museum annually receives from the millage, allowing us to weather economic uncertainty while continuing to deliver outstanding art and educational experiences.”

Panton, the art curator, also thought the museum should be more transparent.  He said a recent Van Gogh exhibit titled “Van Gogh in America,” celebrating a painter whose work the DIA was the first U.S. museum to acquire, was expensive to produce. Still, Panton said, DIA was reluctant to release attendance numbers.

DIA said attendance is now close to pre-pandemic levels: over 600,000 people visited the museum in 2023.

This fiscal year, the millage is expected to provide 68 percent of the museum’s annual operating budget. The remainder comes from fundraising and ticket sales. (Photo by Emma Delahanty)

Written by Gisele Regatao · Categorized: Detroit

May 22 2024

Dearborn-Based Yemeni Coffee Chain Expands in the U.S. and Abroad

In 2021, Hamzah Nasser turned a beloved passion into Haraz Coffee House, a growing Yemeni cafe chain that began in his hometown of Dearborn. (Photo by Valerie JL Conklin)

By Irza Waraich

Hamzah Nasser’s dad is a doctor, but halfway through his first semester of college, he dropped out. “I was so bored,” he said. Nasser delved into bounty hunting at 21. At 23, he opened a gas station in Detroit. After that, he started a trucking company.

When he wasn’t on the road, Nasser would make lattes for friends and family using his at-home coffee bar. “I didn’t even want them to come over,” he said, but he wanted to “make them coffee.” 

In 2021, Nasser turned a beloved passion into his latest business enterprise: Haraz Coffee House. The growing Yemeni cafe chain began in his hometown of Dearborn, a city in the Detroit metropolitan area where most residents are of Arab descent.

With 16 locations nationwide, mostly through franchises, the chain is getting ready to open its first New York location in May.

Haraz’s expansion is taking place even as the town of Dearborn — and the cafe — find themselves at the center of the state’s “uncommitted movement” and support for Palestinians, as well as Islamophobia, in the aftermath of the Hamas attack on Israel last October. In February, a Wall Street Journal opinion piece dubbed Dearborn “America’s Jihad Capital.” Following the OpEd, Abdullah Hammoud, the Mayor of Dearborn, called for an increased police presence outside local mosques.

Haraz Coffee has raised $21,000 for relief efforts in Gaza in partnership with the Muslim charity organization Baitulmaal. 

Haraz Coffee House opened its doors in April 2021, and has since acted as a hub for the community to relax and study. (Photo by Melani Bonilla)

As Haraz prepares to enter New York City’s crowded and competitive coffee market, Nasser is confident.

“We don’t look at anyone as competition,” said Nasser, who is 37 and owns two of the stores himself, both in Dearborn. “We’re innovators.” 

Launching a new type of coffee store in New York City, which is home to more than 3,700 coffee shops, could be challenging, according to Scott L. Newbert, chair of Baruch College’s Department of Entrepreneurship and Innovation. 

Newbert said that since the coffee market is such a competitive industry, Haraz Coffee House may have to steal customers from other businesses, while trying to offer something new.

“When Haraz comes to New York, they’re not just selling coffee,” Newbert said. “They’re selling the experience, they’re selling the culture, they’re selling Yemen.”

The cafe could benefit from setting itself apart as a uniquely Yemeni coffee shop, with one of Haraz Coffee House’s biggest assets being unique drinks that don’t exist anywhere else, according to Nasser.

He created the pistachio latte before Starbucks, a recipe he takes pride in. Some of the famous pastries include a milk cake and saffron-topped cheesecake. His best-selling drinks, such as the Adeni (black tea sweetened and boiled with cardamom and cinnamon) and the Harazi (medium-roasted coffee with cardamom.) But Nasser said the company’s most important asset is its Yemeni coffee.”

The Adeni chai, pistachio latte, milk cake and saffron-topped cheesecake are some of the unique menu items at Haraz Coffee House. The cafe’s biggest assets include unique drinks that don’t exist anywhere else, according to Nasser. (Photo by Melani Bonilla)

Haraz Mountains

Yemeni coffee, first believed to have been discovered 500 years ago by Sufi monasteries in the Arabian Peninsula, has a long history. Cultivated in high, mountainous and drought-prone terrain, the coffee is known for its distinct, dried fruit flavor.

Nasser sources his coffee from a farm in Yemen’s Haraz Mountains, which is managed by a family friend. 

“Yemen has such a long history with coffee and I wanted to bring that coffee bean here and sell it,” said Nasser. 

Nasser has put all his savings into Haraz. Due to pandemic-related increases, the cost to build his first store in Dearborn was $350,000, almost twice as much as he initially expected. Nasser had to sell his trucking business to finance the new venture. 

Mohamed Nasser, the owner’s younger brother, started working there when he was 15 and today serves as operations manager. (Photo by Valerie JL Conklin)

Haraz Coffee House opened its doors in April 2021, and has since acted as a community hub.

Hadi Yassine, a Ph.D. student at Wayne State University, said that during one recent week, he went to the cafe four times. “You can sit here as long as you want,” he said. “Nobody really bothers you. Whenever I want to write or do data analysis, I come here.”

Ragih Dean, a healthcare worker, has frequented the cafe since its opening, and enjoys both the music and the Yemeni brew. “It reminds me of my mom’s coffee,” he said.

Haraz attracted so many customers during the first months after the business opened that Nasser couldn’t hire employees fast enough. So, Nasser enlisted a group of teenagers and young adults, some as young as 15 — a decision that initially made him quite nervous.

“I was like, oh my God. I just opened a business that I spent everything I had on and I have a bunch of kids. But you know what, it was the best thing I did,” he said. 

The youngest employees on staff at the time included Nasser’s brother, Mohamed Nasser, who was 15 when the cafe opened. The brothers would work 16 hours a day to make up for the shortage of staff.

Now 19, the younger Nasser serves as operations manager, overseeing store performance and streamlining customer orders from Haraz’s headquarters.

“I was there helping him clean the dust off the walls, off the ground; I’ve just been here since the beginning, by his side,” said Mohamed Nasser, referring to his brother Hamzah.

Nasser put all his savings into Haraz. The cost to build his first store in Dearborn was almost twice as much as he initially expected, prompting him to sell his truck business to finance the new venture. (Photo by Melani Bonilla)

Haraz Coffee House now has franchisees in Illinois, California and other states. While the Dearborn location generates $1 million in revenue, the total revenue for all Haraz Coffee House franchises ranges from $25 million to $30 million, according to Nasser. His company takes 5 percent of the profits from the franchises. 

The coffee enterprise has also created the Haraz Coffee School, which trains franchisees at Haraz headquarters in Dearborn on brewing coffee and making latte art, and also offers classes to anyone for a fee. More recently, due to high travel costs, the Haraz team now travels to new locations a week before each opening to train out-of-state franchisees — and stays for a month.

That process may evolve as Haraz Coffee House is working on a deal to open 87 new locations within the next three years — some in the U.S., and some in the Middle East. 

Nasser said he believes his company is doing more than selling drinks and pastries. 

“We didn’t just create a coffee shop,” he said. “We created a place for the community to come and gather.”

Written by Gisele Regatao · Categorized: Detroit

May 22 2024

Detroit’s Neighborhoods and Even Its CEOs Are Embracing Street Art

Commissioned by automaker Stellantis and painted by Hubert Massey, this gigantic mural in the East Canfield neighborhood was made with input from the community and pays homage to the migration of Black Americans from the south to Detroit. (Photo by Emma Delahanty)

By Jada Flores

In 2019, when automaker Stellantis built its first Detroit assembly plant in 30 years, the company agreed to add some art to the massive wall that surrounds the plant. Detroit muralist Hubert Massey was commissioned to work on the piece. But before he got started, Massey had conversations with community members in the East Canfield neighborhood where the plant is located to see what they wanted.

“It was a joint effort,” Massey said of the resulting mural, which he painted on the 1,500-foot-long and 15-foot-high wall.

Rochelle Riley, director of the city’s office of arts, culture and entrepreneurship, says many communities and businesses are embracing street art. (Photo by Melani Bonilla)

The mural is an homage to the great migration of Black Americans from the South to the city of Detroit. They are seen taking trains, cars or walking on foot to arrive at a city where they hoped to find better jobs, often in auto plants. The number 313, representing the city’s area code, appears repeatedly throughout the piece.

It took Massey five months to finish the mural, which culminates in a portrait of a couple embracing with the sun in the background; the image, the artist explained, represents what lies ahead for Detroit. “A community that has a bright future,” he said.

Studies show that murals often bring the community together, which is particularly important in a city that has 19 square miles of vacant land. (Photo by Emma Delahanty)

Massey’s piece is one of 602 murals in Detroit, according to Rochelle Riley, director of the city’s office of arts, culture and entrepreneurship. She said many communities and businesses are embracing street art. “I had the CEO of a major company call and say, okay, we want a mural,” she said. “You wouldn’t have heard that five years ago.”

Detroit was ranked fifth in a recent survey of the best cities in the country for street art.

Studies show that murals often bring a community together, and help it shape its identity and values. And that’s particularly important in a city with 19 square miles of vacant land.  

For many, there is a distinction between murals and graffiti, even though they are part of the same art form. (Photo by Emma Delahanty)

“They help people feel like their neighborhoods are not overlooked and forgotten,” said Tom Goddeeris, the chief operating officer of the local think tank Detroit Future City. “Even in places where the traditional economic metrics don’t look so good, it still makes a place that people care about.”

Reinaldo Perez, who works at a hotel in Corktown, Detroit’s oldest neighborhood, said that street art didn’t become popular in his area until about 10 years ago. “It was depressing living here and not seeing signs of life,” he said.

Many mural artists start out — and continue to work — as graffiti artists. Graffiti is an art form that uses public or private property as canvasses without permission and is often referred to as vandalism. (Photo by Melani Bonilla)

But street art can also get entangled in politics and controversy.  Last October, Detroit’s department of planning and development commissioned seven murals ahead of this year’s NFL draft. The murals were painted by “international artists,” recruited by the New York-based group Street Art for Mankind. Local artists complained and Antoine Bryant, director of planning and development for Detroit, faced criticism for implementing the contract without the City Council’s approval, which stalled payment.

“The artists will be paid and the city is moving with a couple of private entities to ensure that the bill will be addressed,” said Bryant.

For many, there is also a distinction between murals and graffiti, even though they are part of the same art form. “There was a long time where graffiti artists felt like they weren’t welcomed and graffiti, the wrong kind, still isn’t,” Riley said. “The mayor doesn’t want any horrible graffiti.” 

There are 602 murals in Detroit, and the city was ranked fifth in a recent survey of the best cities in the country for street art. (Photo by Emma Delahanty)

Many mural artists start out — and continue to work — as graffiti artists. Graffiti is an art form that uses public or private property as a canvass, without permission, and is often considered vandalism. At the same time, the success of artists like Jean-Michel Basquiat and Keith Harring, who started out as graffiti artists on the streets of New York City and whose work is now on display at major museums, has helped elevate the urban art form.

In Detroit, some murals are also coming to specific neighborhoods through a federally funded program called Arts Alleys. One of them is Bailey Park. Katrina Watkins, founder and CEO of the Bailey Park Neighborhood Development Corporation in the McDougall-Hunt neighborhood, said the community’s alley project will include plants, flowers, benches, sculptures and murals. “The goal is to have more art that people can see in the neighborhood,” said Watkins. “It’s part of that beautification.”

Written by Gisele Regatao · Categorized: Detroit

May 22 2024

Lack of Mass Transit Makes Michigan a Less Desirable Place to Live

Without a train system beyond the 3.3-mile-long streetcar known as the Q Line, Detroit is trying to invest in buses. (Photo by Valerie J L Conklin)

By Hariharan Murugesan

Marlon Williams, a 28-year-old blue-collar worker in Benton Harbor, in southwest Michigan, never considers taking a bus to work, even though it would save him a lot of money. There are only two short bus lines in his town, and they don’t come very often. “Sometimes you just wanna go, go, go, instead of wait,” he said.

Residents in Benton Harbor, Detroit, Ann Arbor and other Michigan cities share Williams’s disappointment with the public transit system. 

Research shows that people between 24 and 44 years old view transit convenience as the most important criteria for deciding where to live. Michigan is one of the slowest growing states in the country. And state data shows the trend is likely to continue, and even result in an overall population decline of 1.3 percent between 2022 and 2050.

“Lack of public transportation is one of the reasons people don’t want to live here,” said Assad Turfe, deputy county executive of Wayne County, which includes Detroit.

A ballot initiative for 2026 would implement rapid transit corridors to connect Wayne, Washtenaw, Oakland and Macomb counties. LPA, or Locally Preferred Alternative, is the option the local agency supervising a transit project recommends after conducting an analysis and consulting with local stakeholders. (Source: Regional Transit Authority)

A study conducted by the University of Michigan found that among Detroiters without a vehicle, four in ten had missed some sort of appointment, work commitment or a simple outing. And that affects a significant percentage of the population. “Thirty-three percent of adult Detroiters don’t have access to a vehicle,” said Antoine Bryant, director of planning and development for the city of Detroit.

Without a train system beyond the 3.3-mile-long streetcar known as the Q Line, Detroit is trying to invest in buses. In 2016, a ballot initiative to create a rapid and reliable regional-transportation system failed to pass, but Turfe said another ballot initiative is being proposed for 2026. It would  improve existing services while attempting to implement other rapid transit corridors to connect Wayne, Washtenaw, Oakland and Macomb counties. “We are going to do this,” said Turfe.

Another challenge has been a shortage of bus drivers. In an effort to hire more drivers, Bryant explained, the city of Detroit just increased the hourly wage for drivers to $22, from $15, and he hopes to have a total of 180 drivers by the summer. He said the goal is to restore faith in buses after many years of neglect, as well as a strike last year that disrupted service.

Antoine Bryant, director of planning and development for the city of Detroit, says 33 percent of adult Detroiters don’t have access to a vehicle. (Photo by Valerie J L Conklin)

Detroit also has a bike-sharing program called Detroit’s MoGo, run by a nonprofit. It serves about 100,000 riders a year, but many stations are in need of repair. The bad condition of roads doesn’t make biking easy either. Back in 2018, Governor Gretchen Whitmer campaigned on the slogan “Fix the Damn Roads,” promising to repair the numerous potholes on Michigan streets. 

In March, Whitmer announced 17 villages and cities across the state with a population of less than 10,000 will receive road-funding grants totaling $3.1 million. 

Many fixes are still underway. “We joke that the orange barrel is the state flower now because they are all over,” said Jennifer Conlin, Democratic state representative for District 48, which includes Ann Arbor. “We’re just fixing as much as we can, but we just need more and more and more money.” 

Cities built for cars

The lack of a strong public transit system in Detroit and in other cities in Michigan is a direct result of the fact that the state is home to the Big Three U.S. car manufacturers: Ford, General Motors and Stellantis, which owns Chrysler. Jerry Davis, a professor of business administration and sociology at the University of Michigan, called Michigan “the most car-friendly state of them all.” 

Conlin agreed that Michigan has historically been an automotive place, but she believed things need to change. “Young people don’t want to move here unless they can take public transport,” she said.

Many roads in Michigan are filled with potholes and there are so many repairs underway that, some say, the orange barrel has become the new state flower. (Photo by Melani Bonilla)

Several Republican lawmakers don’t support the idea of more investment in mass transit. Mark Tisdel, the Republican state representative for District 55, which includes the city of Rochester and part of Oakland Township, said Michigan’s cities don’t have the density needed to make public transportation cost effective, he explained, drawing a contrast with places like Manhattan in New York City, where the population triples during the workday. 

Sarah Lightner, the Republican state representative for District 45, which includes many rural areas in Calhoun, Jackson and Kalamazoo counties, said she is hesitant to support public transit because it can’t become self-sufficient. “They always ask for more money, more money, more money,” she said.

In southwest Michigan, the cities of Benton Harbor and St. Joseph are now discussing a regional bus service that would integrate both cities. St. Joe also has been working on a ferry system. 

The nonprofit organization Cornerstone Alliance has been subsidizing a free water taxi program for the last two years, but it’s still unclear if it will be viable. “We couldn’t find people to pay for it,” said Christina Frank, vice president of external affairs at Cornerstone Alliance.

—

Melani Bonilla contributed reporting.

Written by Gisele Regatao · Categorized: Wheels

May 22 2024

Meet the Auto Worker Who Wants To Be the First Black Female Leader of UAW

Tiffanie Simmons wanted to work in theater, but she started working at a Ford factory to pay for school and has been there for the past 17 years. (Photo by Emma Delahanty)

By Patricia Prado

The goal never was to build cars; the idea hadn’t even crossed her mind. Tiffanie Simmons was set on writing musicals and was pursuing an associate’s degree in theater management. But she started working at a Ford factory to pay for school.

Now at 38, she has been working for the American automaker for the past 17 years, and as a union representative for the United Auto Workers (UAW) Local 900, where she was one of the workers who grabbed headlines during the union’s historic strike last year.

“The union is my stage,” Simmons said. And she wants that stage to get bigger. “I would like to be the first female president of the UAW.”

Simmons first stepped onto the plant floor when she was 21 as a temporary worker, and became a full-time worker five years later. “The auto industry is a family business,” she said. Her Ford family consists of her father and three younger brothers. “We all do it because someone did it before us,” she added.

However, her father, Larry Simmons, was not initially on board with his daughter joining the auto industry. “As a parent, you want your child to become something better than you,” said the 56-year-old auto worker.

But now, having witnessed his daughter’s dedication to the union movement — and her leadership during last year’s historic strike — he said he “couldn’t be prouder.”

Seventeen tattoos

Simmons said one of the things she appreciates about about working at an auto plant is the fact that no one cares about how people look, or where they stand politically. “It’s a take-you-as-you-are facility,” she said.

In her first year on the assembly line, Simmons said she worked next to a man who was tattooed from head to toe, including his ears and lips. He told her you are not “a real auto worker until you’ve got some tattoos,” she said.

Simmons proudly carries 17 tattoos, something she was told defines auto workers. (Photo by Emma Delahanty)

Today, Simmons proudly sports 17 tattoos. She has a 14-year-old daughter and works 12-hour night shifts, seven days a week, as an upfitter at the Ford Assembly Plant in Wayne, MI. That was the first Ford plant to go on strike along with the General Motors plant in Missouri and Stellantis plant in Ohio, last fall.

As union members watched the UAW President Shawn Fain’s broadcast, Simmons’s plant was the very first of the three called to walk out.

She said she will never forget that moment.

The Local 900 union hall, originally quiet enough to hear a pin drop, was quickly filled with the sound of auto workers shuffling to leave. “We turned Michigan Avenue red that night,” Simmons said, as those approaching the picket line wore red in solidarity.

As secretary of community service for the UAW, Simmons was one of the committee members facilitating the strike and providing hot meals to union workers. Every night of the strike, Simmons was at the union hall, from midnight to 7 a.m.

The strike lasted 46 days.

On October 30, the Big Three made tentative deals with the UAW that were ratified on November 8 by 64 percent of workers at all three plants. These new contracts were a historic win for the UAW, which included restoring regular cost-of-living wage adjustments to offset inflation and granting union workers an immediate pay increase of 11 percent; union members would see total a pay increase of 25 percent over the course of the four-and-a-half-year deal.

Simmons is a union representative for United Auto Workers (UAW) Local 900, and she was one of the workers who grabbed headlines during the union’s historic strike last year. (Photo by Emma Delahanty)

Enter Electric Vehicles

Last December, Michigan Governor Gretchen Whitmer issued an executive directive aiming to convert all state-owned and -operated vehicles to zero-emission vehicles by 2040, a move intended to reduce air and noise pollution in the state. For auto workers, that might mean fewer jobs. EVs require 30-to-40 percent less labor, according to the UAW’s “Taking the High Road: Strategies for a Fair EV Future” report.

That’s why Simmons said she was against EVs. “I can’t in good faith support anything that I think will jeopardize my brothers’ and sisters’ jobs,” she said.

Meanwhile, the UAW’s Fain, who is trying to organize Tesla, a leading EV manufacturer, said he knows EVs are part of the future. “We have to embrace it, we have to endorse it and we have to lead it. We’re going to do whatever we can to make it work for the working-class people,” he told BusinessWeek.

Fain was elected in March of 2023 and he has been credited with turning the union around, and running a successful strike. Simmons said she didn’t vote for him, because he wasn’t well known at that point. “Am I impressed with him? Very,” she said.

Simmons admitted that the pay raise was a major factor in the new contract negotiated by Fain, but the part she’s most proud of is that younger workers can make a livable wage. Those who have been earning below the top hourly wage of $32 will get more than $40 over the next four-and-a-half years.

Indeed, the strike eliminated the tiered wage system that was instituted in the 1970s and 1980s, when the auto industry began struggling against foreign competition; the tiered wages meant that newly hired auto workers received substantially lower pay and fewer benefits than long-time workers.

Tiffanie Simmons with her father Larry Simmons in 2003, her prom date. He also works for Ford. (Credit: Courtesy of Larry Simmons)

“To be able to be in a plant and make good money, and actually having a good job is great for me,” said Simmons’s younger brother Rodney Johnson, who is 22.

Johnson said Simmons has been a role model for him. “My sister has always been one to be self-ambitious, always been the one in our family doing the right thing,” he said.

With overtime and night pay, Simmons now makes about $150,000 a year, she said.

As the UAW expands its reach throughout the country, Simmons and her co-workers said they hope she will grow with the movement. “She’s a bright light in the UAW,” said her fellow union representative, Charles Wade.

The UAW has failed to unionize foreign-owned automaker plants before, but that changed in April, as workers at the Volkswagen Chattanooga Assembly Plant in Tennessee overwhelmingly voted to join the union. “A freaking victory,” Simmons said, adding that she believes there will be more.

But, in May, Simmons and her UAW colleagues got a reminder of just how much work lies ahead: workers at two Mercedes-Benz plants in Alabama voted against unionization.

Written by Gisele Regatao · Categorized: Wheels

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