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Hierdie treinstasie help Detroit om weer op koers te kom

Hierdie treinstasie help Detroit om weer op koers te kom

In 1913, toe dit sy deure vir passasiers oopmaak, was die sentrale stasie van Michigan, met 'n oppervlakte van 18 000 verdiepings, die hoogste treinstasie ter wêreld. Maar dit was meer as net 'n vervoermiddel; die stasie, met gewelfde plafonne en marmervloere, verteenwoordig die nuutgevonde industriële mag van Detroit en sy stygende verwagtinge vir die toekoms.

Die afgelope drie dekades simboliseer die stasie egter iets heel anders: stedelike roes en die agteruitgang van 'n eens groot stad.

In Junie 2018 het Ford Motor Co. aangekondig dat hy van plan was om die gebou in sy eertydse glorie te herstel, en dit omskep in 'n tegnologiese spilpunt van die 21ste eeu wat innovasie en werksgeleenthede na die stad sal bring wat op sy beurt die ekonomiese herlewing van Detroit sal inspireer. Maar die vraag bly: kan die herstel van die Michigan Central Station 'n stad verander wat onder hoë misdaad, massiewe werkloosheid en hardnekkige armoede beland?

Die stasie het eens as Ellis -eiland in Detroit gedien en elke dag duisende passasiers verwelkom wat gretig was om nuwe werk en 'n nuwe lewe te vind. Dit was ook die hart van die industriële ryk van Detroit en het duisende mense deur die are van die bloeiende motorbedryf in die stad gepomp. Die jaar toe die sentrale stasie sy eerste ruiters begroet het, het Ford 200 000 motors per jaar uitgeskakel. Teen 1920 het 200 treine elke dag deur die sentrale stasie gegaan en Ford vervaardig 1 miljoen motors per jaar.

Die stasie, gebou deur dieselfde argitekte wat die Grand Central Terminal in New York gebou het, is ontwerp om te inspireer. Dit het bestaan ​​uit 'n sierlike stasie met drie verdiepings en 'n kantoortoring van 18 verdiepings wat suid van Michiganlaan en 'n kilometer wes van die middestad gestaan ​​het. Die stasie het sy eie restaurante, 'n kapperswinkel en 'n kiosk. Dit het selfs baddens in Romeinse styl waar passasiers kan opfris voor of na 'n lang reis. Die middelpunt van die stasie was die sierlike wagkamer met marmervloere, 68-voet Korintiese pilare en stygende plafonne van 54-en-'n-half voet versier met groot brons kandelare. Tekens wat reklametreine - die ambassadeur, die Detroiter, die Empire State Express en die Kanadese Stille Oseaan - staan ​​bo die kaartjiebanke. "Die grootsheid van die binnekant is iets wat blywend sal bly, want dit is van marmer, baksteen en brons; dit alles word vergesel deur een van die beste beligtingskemas wat ooit in 'n gebou geïnstalleer is," het die Detroit Free Press in Desember 1913 geskryf.

In 'n beroemde vuurklets van 1940, het president Franklin Roosevelt 'n beroep op Amerikaners gedoen om die 'arsenaal van demokrasie' te word, wat van binnelandse na militêre produksie oorgaan om die Geallieerdes te help in die stryd teen Hitler. Detroit het die oproep beantwoord. Monteerlyne wat eens motors afgestem het, het nou tenks, vliegtuie, gewere en koeëls uitgekap ... miljoene en miljoene koeëls. Meer as 4000 passasiers het elke dag deur die stasie gegaan en dit het presidente Herbert Hoover, Harry Truman en Franklin Roosevelt begroet saam met die akteurs Charlie Chaplin en Gloria Swanson en uitvinder Thomas Edison. Teen die middel van die eeu het mense in Detroit 'n hoër huiseienaarskap en 'n hoër mediaaninkomste geniet as inwoners in enige ander groot Amerikaanse stad. In Detroit, wat 500 000 geëis het in die jaar wat die sentrale stasie gebou is, het die bevolking in 1950 tot 1,8 miljoen gestyg.

Ironies genoeg het die motor wat verantwoordelik was vir die sukses van Detroit, ook bygedra tot die agteruitgang daarvan. Dit het die blanke middelklas toegelaat om na die voorstede te verhuis, wat die stad se broodnodige belastinginkomste weggooi. Omdat dit baie van motorvervaardiging afhang, was Detroit nie goed toegerus om die toestroming van goedkoper, brandstofdoeltreffender motors uit Japan en Europa in die sewentigerjare te hanteer nie. Om die koste te verminder, het motorondernemings die vervaardiging na die buiteland verhuis, fabrieke in Detroit gesluit en werkers ontslaan.

Rassespanning het ook bygedra tot die agteruitgang van Detroit. Die stad het gely onder een van die ergste rasse -onluste in die geskiedenis van die land - 'n versteuring wat 'n diep en blywende litteken gelaat het. In Julie 1967 ontplof die Detroit nadat die polisie toegeslaan het op 'n na-uurse klub wat gereeld deur Afrika-Amerikas besoek word. Teen die tyd dat dit eindig, is 43 mense dood en meer as 2 000 geboue tot op die grond afgebrand. 'Dit lyk soos Berlyn in 1945', het 'n waarnemer opgemerk. Na die onluste het blankes die stad uitgestroom. Meer as 800 000 het in 1969 alleen oorgebly.

Die afgelope 30 jaar was Detroit — of die treinstasie daarvan nie goedgesind nie. Met die stad se bevolking wat daal, en minder pendelaars afhanklik was van treinreise, het passasiers opgedroog; en die stasie, na verskeie pogings om dit lewendig te hou, gesluit. Op 5 Januarie 1988 om 11:30 het trein nommer 353 na Chicago die stasie verlaat, die laaste een om dit te doen. Die ondergang van die stasie het die ekonomiese agteruitgang van Detroit voorspel. In Julie 2013 het die stad aansoek gedoen om beskerming teen bankrotskappe met 'n skuld van tussen $ 18 miljard en $ 20 miljard. Dit was die grootste munisipale aansoek om bankrotskappe in die geskiedenis.

As u vandag deur die stasie stap, sien u herinneringe aan die glorie van die verlede, saam met ontstellende beelde van die agteruitgang. Die bene is sigbaar - die gewelfde plafonne en betonpilare, die spook van winkels en die Romeinse baddens. Maar vandale het die gebou van teëls, vloer en koperbedrading gestroop en die fasade met hamers vernietig. Waterskade het baie van die gipswerk verwoes.

Op 19 Junie 2018 dien die stasie as 'n agtergrond vir Bill Ford, die voorsitter van die onderneming en 'n agterkleinseun van stigter Henry Ford, om sy visie vir die stasie en vir Detroit bekend te maak. '100 jaar nadat Henry Ford se monteerbaan 'n rewolusie in die industrie gemaak het, verbeel ons ons mobiliteit,' het hy aan 'n skare van ongeveer 500 Ford -werknemers gesê. Vir Ford gaan die toekoms oor mobiliteit. Namate die bevolking toeneem en stede meer druk word, meen hy, moet motorvervaardigers hul missie heroorweeg. Ford wed op tegnologie. Die toekoms, het hy verklaar, 'beteken slim motors, maar ook slim paaie, slim parkering, slim openbare vervoerstelsels en maniere waarop almal met mekaar kan gesels.'

Ford beplan om die sentrale stasie die middelpunt van 'n nuwe kampus te maak wat ongeveer 1,2 miljoen vierkante meter eiendom in Corktown sal insluit (genoem omdat soveel Ierse immigrante uit Cork hulle daar gevestig het). Dit sal die gemeenskap bedien met ruimte vir gemengde gebruik: kantore, kleinhandel- en residensiële behuising. Die aanvanklike voorstel bevat die vind van ongeveer 2 500 Ford -werknemers, die meeste van sy mobiliteitspan, teen 2022 in Corktown.

Ford is nie die enigste onderneming wat wed op 'n herlewing in Detroit nie. Twee inboorlinge uit Detroit, die stigter van Quicken Loans, Dan Gilbert, en Little Caesars se pizza -skepper Michael Ilitch, het belê in stadions in die middestad, nuutgeboude kantoorruimte en vermaaklikheidsfasiliteite.

Maar Detroit bly 'n diep benoud stad. Die bevolking het afgeneem en is nou net effens hoër as toe die sentrale stasie gebou is. Dit is een van die hoogste geweldsmisdaad, werkloosheid en armoede in die land, en dit is onlangs aangewys as die stad met die minste begeerte om te woon.

Die toekoms van Detroit sal nie net afhang van massiewe beleggings van ondernemings soos Ford nie, maar ook van die gees van inwoners in hierdie veerkragtige stad. Een belowende teken: die vandaal wat die ysterhorlosie gesteel het wat besoekers by die stasie begroet het, het aangebied om dit terug te stuur. 'Ek was mal oor die horlosie', het hy in 'n anonieme e -pos geskryf, 'en ek was mal oor die stasie.' Dit is 'n goeie begin.

Steven M. Gillon, professor in geskiedenis aan die Universiteit van Oklahoma, is die Scholar-in-Residence by GESKIEDENIS. Hy het talle boeke oor die Amerikaanse geskiedenis geskryf, insluitend die onlangse Afsonderlik en ongelyk: die Kerner -kommissie en die ontknoping van die Amerikaanse liberalisme, (Basic, 2018)

History Reads bevat die werk van prominente skrywers en historici.

Detroit: Comeback City het première op Sondag 1 Julie om 9/8c. Kyk nou na 'n voorskou.


Departement van Vervoer in Detroit

Die Detroit Department of Transportation (DDOT) is die grootste openbare vervoerverskaffer in Michigan wat die stad Detroit, omliggende voorstede en naburige stede bedien, waaronder Highland Park en Hamtramck. DDOT is trots daarop om daagliks gemiddeld 85 000 ruiters betroubare, skoon, veilige en doeltreffende diens te lewer.

Teken in op DDOT

Teken in op die City of Detroit-nuusbrief om aan te meld om DDOT-aankondigings te ontvang.

Reageer op COVID-19

DDOT neem die COVID-19 situasie baie ernstig op. Ons werk saam met die stad Detroit, staats- en plaaslike amptenare vir openbare gesondheid en volg die leiding van die CDC om die verspreiding van COVID-19 te verminder.

Voorgestelde State Fair Transit Center

Die Detroit Department of Transportation (DDOT) nooi alle gemeenskaps- en sake -organisasies, buurtbewoners en ander belanghebbendes uit om u mening oor die voorgestelde vervoersentrum by die State Fairgrounds te leer en te deel. Leer meer.

Openbare kennisgewings

DDOT -openbare kennisgewings bevat inligting oor weeklikse diensprestasie, bestuurskap, die Local Advisory Council (LAC) en tariewe.

Bekyk, laai of druk busroosters af

Waar en hoe om kaartjies te koop

KONTAKTE

Afdelings spyskaart


Hierdie seldsame beeldmateriaal in die veertigerjare wys Detroit soos jy nog nooit gesien het nie

As u 'n geskiedenisliefhebber is, is daar niks boeiender as om na beeldmateriaal van 'n tyd terug te kyk nie. As dit by Detroit kom, kan dit moeilik wees om te dink hoe die lewe in die Motor City was voor sy finansiële probleme en ander sosiale stryd. Maar as ons na die blink toekoms van ons geliefde stad kyk, is dit belangrik om terug te kyk na waar ons vandaan kom - in die hoop dat Detroit sal aanhou groei en verander as dit 'n nuwe era betree.

Die onderstaande beeldmateriaal is 'n fassinerende samestelling van video's wat 'n unieke blik bied op hoe die lewe in Detroit gedurende die laat 1930's en 1940's was. U word op 'n ongelooflike reis geneem deur 'n handjievol Detroit se bekendste bakens en geboue. Alhoewel baie van hierdie plekke heeltemal verander het sedert hierdie opnames gemaak is, sal u miskien verbaas wees oor hoeveel u nog kan herken!

Hou u oë oop vir veral interessante beeldmateriaal van Belle Isle, sentrum van Detroit, en selfs die Detroit Zoo in Royal Oak. Die mooiste gesig is egter beslis die glimlaggende gesigte van Detroiters wat die stad tydens sy bloeityd beleef het.

Hierdie beeldmateriaal is oorspronklik geplaas deur die YouTube -gebruiker mikcollmi, wie se kanaal baie beeldmateriaal bevat van die Motor City uit verskillende tydperke. As u van hierdie video gehou het, besoek dan die kanaal van mikcollmi hier om u opwindende reis deur die geheue -baan voort te sit. Lank lewe die Motor City!


Rise and Shine, Detroit

Dit word nie verniet 'n "sleepboot" genoem nie: ek is buite die treinstasie in Detroit, en ek onthou dadelik hoe my ma se hand met my hand getrek het terwyl ons deur die uitgestrekte atrium jaag wat geïnspireer is deur die keiserlike baddens van antieke Rome. Ons is haastig om iewers heen te kom, en Detroit is ook. Selfs 'n seuntjie in die middel van die 1960's merk die tempo op. Die Motor City is in beweging. Ons bou Amerika se motors. Danksy Berry Gordy's Motown, neurie die wêreld ons liedjies. Die stad, volgens die bevolking, die vyfde grootste in die VSA, is bo -aan sy spel.

Vandag lyk die sentrale stasie van Michigan nog steeds Romeins, maar dit is 'n Romeinse ruïne. Sedert 1988 gesluit en van waardevolle items ontneem deur vandale, of "skrapers", simboliseer die leë huls die agteruitgang van my ou tuisdorp, wat onder misdaad, korrupsie en gebeure soos die onluste in 1967, die gastekort in die 1970's en die toename in Asiatiese motorinvoere gebuk gaan. . My familie, soos ander, het weggetrek. 'N Stad met byna twee miljoen inwoners in 1950 het tot 713 777 in 2010 gekrimp.

Vir besoekers was die aantreklikhede van Detroit op die desperate: Drie nuwe casino's het dobbelaars in vensterslose kamers opgeroep, en 'n verwoeste monorail het in die middestad gedraai. Die ineenstorting van die stad het eintlik 'n nuwe onderneming in "ruinporno" geskep, terwyl die plaaslike bevolking toeriste begelei wat die postapokaliptiese atmosfeer van vervalle fabrieke en verlate kantore wou ervaar.

Maar Detroit is so lank agteruit, dat enige verandering sou plaasvind. En 'op' is die rede waarom ek teruggekeer het. Iets gebeur in die suidoostelike hoek van Michigan. Noem dit 'n opkoms, 'n herlewing, 'n nuwe dagbreek - daar is onmiskenbare energie uit Detroit. Amerika het dit eers opgemerk tydens die 2011 Super Bowl. Chrysler debuteer 'n TV -advertensie met rapper Eminem, ster van die film 8 myl (vernoem na die pad wat dien as die noordelike grens van Detroit). Die advertensie kristalliseer die stad se skerp, gespierde trots en wen 'n Emmy, maar Detroit was die ware wenner.

'Dit is die motorstad', het Eminem verklaar, 'en dit is wat ons doen.' En toenemend, Detroiters is doen: Werkersklas-Latino's in Suidwes, onlangse universiteitsstudente in Midtown en New Center, en Afro-Amerikaanse professionele persone in Boston Edison verbeter hul woonbuurte. 'N Uitgebreide Detroit RiverWalk grens aan die middestad, waar ondernemings soos DTE Energy, Quicken Loans en Blue Cross Blue Shield duisende werkers ingetrek het. 'N Gunsteling restaurant uit die 1960's, die London Chop House, het aangekondig dat dit heropen. En die herkenningsteken, Whole Foods, beplan om 'n winkel in die middestad te bou.

Selfs buitestaanders het begin aankom, getrek deur 'n gevoel van avontuur. 'N Nuwe inwoner het vir my gesê:' As u Detroit besoek, is u 'n ontdekkingsreisiger. Wees voorbereid op 'n ryk, baie sielvolle ervaring. ”

'N Flitsende rooi lig steek my terug na die lemmetjiesdraad en puin van die treinstasie. 'N Brandweerwa ry langs my op.

'Is daar iets verkeerd, beampte?' Vra ek senuweeagtig. Miskien dink hulle dat ek 'n skraper is.

'Naaah,' sê kaptein Robert Distelrath van Ladder 28, met die terugslag, breed aVan die Midde -Weste. 'Kyk net na dinge. Wat maak jy?"

Ek sê vir hom ek is hier, want ek hoor Detroit kom terug.

Distelrath glimlag. 'Ons het meer as hierdie treinstasie. Gaan na Slows Bar BQ, ”sê hy en wys na Corktown, die buurt wat aan die stasie grens. 'Die eienaar, Phillip Cooley, staan ​​in die middel van baie dinge. Hy probeer Detroit alleen terugbring. ”

Dit is slegs 11 uur, maar Slows is vol vir middagete. Klante stamp tafels van herwonne hout. Kelnerinne bedien toebroodjies, die broodjieblaaie het agteroor gekantel om die stapel borsies onder hulle op te sit. Pint bier en bakkies wafelfries wat in gesmelte cheddar gesny is, volg. Geen skaam porsies hier nie.

'Detroiters hou nie van kos met broeke nie,' vertel 'n plaaslike inwoner. Dit is waar. Dit is 'n stad waar u steeds 'n bord eiers en hasjbruin vir $ 2,50 kan kry (by Duly's Place, 'n 24-uur-diner op West Vernor), en waar restaurante wat Coney Island-worsbroodjies verkoop, ondanks die naam, in Michigan geïnspireer word intense lojaliteit.

Cooley is nie daar nie, maar ek kan nie weerstaan ​​om 'n varkvleis te bestel nie. Daarna gaan ek voort met die soektog na die stedelike pionier. Uiteindelik kry ek hom in die straat by 'n pasgemaakte koffiewinkel genaamd Astro.

Cooley (33) is 'n onwaarskynlike stadsredder. Die inwoner van Michigan en die voormalige Louis Vuitton -model het die mode -aanloopbane van Milan verruil vir die sypaadjies in Detroit om 'n nuwe lewe te begin. Hy en sy gesin het Slows ses jaar gelede geopen.

'Ons het baie aan die gang,' erken hy. Hy het sy kundigheid aan Astro en aan Sugar House, 'n handwerk -skemerkelkie langsaan, geleen. Hy het selfs gehelp om 'n gemeenskaplike parkeerterrein te finansier en te bou.

Elke nuwe aantrekkingskrag word nog 'n balk om Corktown op te bou, 'n woonbuurt van versakkende fabrieke, herleefde peperkoek -Victoriane wat in helder kleure geverf is, en leë persele wat omskep is in groentetuine.

'Ons is 'n skop-tot-die-kroeg-ons sal plek maak. Almal is welkom, ”vertel Cooley terwyl ons klaar is met ons americanos. Hy praat van Slow, maar hy beskryf moontlik die stad. 'Detroit is outentiek', sê hy. "Dit is 'n baie unieke stad."

Ek ONTDEK die volgende dag die waarheid van COOLEY, en besoek Dearborn, die voorstad waar sowel die motorvervaardiger Ford se hoofkwartier as die ontluikende Arabies-Amerikaanse gemeenskap woon. Nadat ek saam met my gids, Fay Saad, 'n inheemse Michigander van Libanese afkoms in die Arabies -Amerikaanse nasionale museum gereis het, word ek verwelkom by Habib, 'n uiters versierde restaurant in die Midde -Ooste wat lewendige sake doen met troue, aftrede en verjaardagfeeste.

'Ons gesinne is net soos almal s'n,' sê Saad in dieselfde hartlike Midwest -aksent as die brandweerkaptein Distelrath. Sy nooi my om haar te vergesel na Dearborn's Islamic Center of America, die grootste moskee in Noord -Amerika. Sy trek 'n kopdoek aan toe ons die heilige gebou binnegaan. Dis stil. Dienste word nie gehou nie. Ons ry terug in die middestad via die besige Warrenlaan.

'Dit is soos 'n mini -Beiroet,' sê Saad terwyl ons verby 'n Arabiese koffiebraaier kom wat die lug met die reuk van geroosterde boontjies vul. 'En 'n mengsel van alles,' voeg sy by, terwyl ek na 'n bordjie wys wat die 'beste Halal -pizza in die stad' aandui!

Ons stop by haar gunsteling bakkery, Shatila's, waar die toonbanke kreun met volop variëteite baklava en heuningkoek dadels en ander lekkers uit Jemen, Sirië en Libanon, en waar die dienaars gesellig met die klante gesels. Alhoewel baie vroue kopdoeke dra en die gesprek dikwels in Arabies plaasvind, is dit net soveel in die Midde -Amerika as in die Midde -Ooste.

Trouens, nie-Engelse migrante geniet hier 'n lang tradisie. Reisigers vergeet dikwels dat Detroit net so Frans soos New Orleans gebore is. Detroit is in 1701 gestig deur Antoine Laumet de La Mothe Cadillac en toon sy Galliese wortels in straatname soos Livernois, Cadieux en Gratiot.

Ek besoek 'n ander godsdienstige plek — die rooi baksteen Ste. Anne de Détroit -kerk, gestig deur die setlaars van Cadillac en die tweede oudste Rooms -Katolieke gemeente in die Verenigde State wat voortdurend werk. Die kerk en sy buitekant straal 'n ouwêreldse sjarme uit wat meng met die gegrom van die semi's wat oor die Ambassador Bridge na Windsor, Kanada, dreun.

Sulke kontraste vorm die Detroit terroir, die Franse konsep vir die kenmerke van 'n streek wat 'n duidelike smaak gee. Detroit is 'n welvaart van teenoorgesteldes-soos die stadige gerookte braai van Slows in 'n heupagtige omgewing. Ek besoek Midtown, die tuiste van baie van die kulturele juwele in Detroit, om na die Detroit Institute of Arts te gaan. Die DIA is 'n klassieke witgekoekte koek van 'n gebou wat Diego Rivera se dinamiese, kleurryke muurskilderye van die outomatiese monteerlyne bevat. Die muurskilderye is in 1932 in opdrag van Edsel Ford gemaak. Ford was moontlik 'n welgestelde nyweraar, maar hy het 'n Mexikaanse kommunis aangestel om sy werkers te skilder.

Terwyl sommige van die stad se geboue skurf is, skitter ander weer, veral die vooroorlogse wolkekrabbers. Die art deco -torings van Detroit laat dié in Miami se South Beach soos miershope lyk.

Om 'n gevoel van hulle te kry, neem ek 'n toer saam met die argitektoniese historikus Dan Austin. "Detroit het een van die grootste versamelings van die argitektuur van die twintigerjare van Roaring in die land," sê Austin. 'U vind hulle in die middestad, in die woonbuurte, in die voorstede.' Hy teken 'n reeks groot treffers af: 'Fox Theatre, the Fisher Building, the Penobscot. En dit is ook nie net art deco-geboue nie-'n stadshuisontwikkeling, Lafayette Park, is die grootste versameling moderne modernistiese Mies Van Der Rohe-koshuise ter wêreld. "

Austin verduidelik dit terwyl ons die 40-verdieping Guardian-gebou nader. Hierdie toring wat in 1929 gebou is, is 'n bravade van masjien-ouderdom in vlekvrye staal, marmer en byna twee miljoen mandaryn-gekleurde stene. 'Ek noem dit graag' heilige koei' -argitektuur, 'sê Austin terwyl ons deur die swaar glasdeure druk en die voorportaal binnegaan. 'U sien dit en sê -'

“Jesus!” Ek staar na die gewelfde ruimte wat vyf verdiepings bo die 60 voet lange voorportaal uitstyg. Hierdie interieur sou nie in Oz uit sy plek val nie. Die plafon is afgewerk in 'n Azteek-geïnspireerde ontwerp van Technicolor-teëlhoeke. Die mure en vloere is beklee met seldsame Numidiaanse en travertyn albasters. 'N Dekoratiewe metaalrooster met 'n Tiffany -glashorlosie in die middel skei die voorportaal van die eertydse banksaal. Ek doen 'n flou poging om die skitterende skoonheid op die kamera van my iPhone vas te vang. Maar selfs nie die vindingrykheid van Apple kan hierdie plek reg laat geskied nie.

Ander argitektoniese skoonhede word ook aangepas. DoubleTree by Hilton het die Fort Shelby -hotel heropen. Die opgeknapte Broderick van 34 verdiepings sal woonstelle huur aan kantoorwerkers in die middestad.

"Dit is 'n kuns om 'n ou gebou op te dateer, maar tog getrou te bly aan die oorspronklike gees," sê Bradley McCallum, wat help om die Westin Book Cadillac, een van die voorste hotelle in Detroit, te bestuur, wat in 2008 heropen is na 'n opknapping van $ 200 miljoen.

Ek en McCallum eet later die dag by Roast, sjef Michael Symon se restaurant in die Book Cadillac. Ek werk aan 'n Rock City -burger, bedek met bleu -kaas, gekarameliseerde uie, en die kenmerkende hartige "zipp" -sous van die restaurant, en hou die bynes vol aktiwiteite dop. 'N Elegante paartjie, die vrou in silweragtige lamé, swan verby ons na hul tafel in die bruisende hoofkamer. Buite, op Washington Boulevard, skiet 'n Hollywood -filmspan 'n toneel op. Kliegligte verblind soos diamante. 'Ek dink New York is 'n bietjie verlief op Detroit,' sê McCallum. Dit was moeilik om te glo dat die naglewe in hierdie stad ooit so was dat beswykende besoekers vir groot pret na Grosse Pointe, 'n geruite-en-preppy-voorstad, sou ry.

Ek beland by Café d’Mongo’s Speakeasy saam met McCallum en ’n steeds groeiende skare hipsters, kunstenaars en nagkruipers. Die kroegmanne bedien ribbetjies en skemerkelkies wat Captain Morgan -rum met Faygo meng, 'n plaaslike koeldrank wat Detroiters blykbaar met alles vermorsel.


Op koers

Aasdiere het marmer van sy mure gestroop. Kandelare, wasbakke en 'n groot bronshorlosie wat eers bokant die kaartjiebank opgeduik het, is weg. Selfs sommige van die koperbedrading is gebuit van die Michigan Central Station, wat die suidwestelike kant van Detroit agtervolg het sedert Amtrak in 1988 uittrek.

Ondanks die gebreekte vensters en die smerige fasade, het gemeenskapsadvokate, bewaarders en dies meer nie opgehou met die wonderlike baken nie. Hulle het binnekort rede om fees te vier.

Die stad Detroit oorweeg die ou treinstasie, sowel as die voormalige perseel van Joe Muer se restaurant op Gratiot, vir 'n nuwe polisiehoofkwartier, volgens Henry Hagood, direkteur van beplanning en ontwikkeling.

Die stad het ontwikkelaars gevra om voorstelle in te dien vir 'n nuwe polisiehoofkwartier van 250 000 vierkante meter, wat administratiewe kantore, konferensiekamers, 'n skietbaan en ander geriewe moet insluit. Die stad het nie 'n polisie -toesluit gevra nie.

Die huidige hoofkwartier, wat in 1923 gebou is, is vol probleme. Verlede jaar het 'n gebreekte pyp die kelder oorstroom en die stad se oproepsentrum tydelik uitgeskakel.

Die stad het verskeie voorstelle ontvang, waaronder een van CenTra Inc., wat die treinstasie besit.

As die stad vir CenTra kies, kan die sakemagnaat Manuel J. "Matty" Moroun as 'n held beskou word. Moroun bestuur CenTra, wat die Ambassador Bridge en vragmotorondernemings besit. Hy was nie altyd gewild aan die suidweste nie, waar sommige inwoners gekla het dat sy bedrywighede die buurt belemmer.

Die bure van die treinstasie is verheug oor die vooruitsig dat die polisie daar kan gaan woon.

"Ons is so ingenome met die ondersteuning van die gemeenskap wat dit ontvang het," sê Mickey Blashfield, direkteur van CenTra se regeringsverhoudinge.

Elf gemeenskapsgroepe wat die Gateway Collaborative uitmaak, wat ontwikkeling in Corktown en Southwest Detroit bevorder, ondersteun die plan eenparig.

"Die treinstasie werp tans 'n skaduwee oor Corktown en Mexicantown," sê Kelli B. Kavanaugh, administrateur van die Corktown Citizens District Council, 'n Gateway Collaborative -lid. "Om 'n gebou te hê wat bydra tot die groei van die woonbuurte, sal slegs as 'n brug dien as 'n versperring."

Kavanaugh, skrywer van Detroit se Michigan Central Station, 'n fotogeskiedenis van die treindepot, voorspel dat die verskuiwing van die polisie se hoofkwartier daarheen sal lei tot ontwikkeling in die omgewing.

Die enigste angs wat inwoners oor die voorstel gehad het, was parkering, sê sy.

'Ons wil nie hê daar moet 'n groot parkeerterrein voor die treinstasie wees nie,' sê Kavanaugh.

Die stad het nie gesê hoeveel mense in die gebou sou intrek nie, maar spesifikasies vereis 800 parkeerplekke. Blashfield sê CenTra se voorstel oortref hierdie vereiste. 'N Pakhuis langs die treindepot sou omskep word in 'n parkeerstruktuur, met 'n ander een langs dit, sê hy. Indien nodig, kan 'n derde een op die oppervlakte noord van die stasie gebou word, sê Blashfield.

Kathy Wendler, uitvoerende direkteur van die Southwest Detroit Business Association, ook 'n Gateway Collaborative -lid, sê die herontwikkeling van die treinstasie is nie net goed vir die buurt nie, maar ook vir die stad.

'Ek wil sê dat dit 'n wonderlike plaaslike omgewing is, maar dit is verby dit,' sê Wendler. 'Ek dink dit sal resoneer in die hele streek, en dit is 'n geleentheid vir die stad om nasionale persdekking te kry.'

Ken Cockrel, president van die stadsraad van Detroit, is die meeste geïnteresseerd in die besparing van die stad deur polisie -administrateurs in een gebou te konsolideer. Ken Cockrel, wat ongeveer 'n kilometer noord van die treinstasie woon, sê die topkoper van die departement is tans in verskeie geboue gehuisves.

'Ons betaal huur op die plekke, wat bydra,' sê hy. "Uit 'n koste-doeltreffendheidsoogpunt is dit sinvol om een ​​rekening vir huur te betaal en ander betalings soos nutsdienste te konsolideer."

'Ek dink aanpasbare hergebruik is 'n wonderlike ding', sê die raadslid Sheila Cockrel, maar sy wil meer besonderhede hê. Die raad sal nie planne vir die polisie se hoofkwartier hersien voordat die burgemeester 'n ontwikkelaar kies nie.

Volgens Blashfield wil die stad 'n "turnkey" operasie hê. CenTra sou die opknapping betaal en die ruimte vir die polisie se hoofkwartier verhuur.

Sheila Cockrel sê sy wil seker wees dat die stad nie dieselfde probleem ondervind as wat dit nou met die 36ste distrikshof het nie. Die stad huur die gebou en betaal vir herstelwerk, sê sy.

Sy is nie die enigste een wat nuuskierig is oor die huurooreenkoms en ander besonderhede nie. Mense gesels gereeld oor Michigan Central Station op detroityes.com, 'n webwerf wat toegewy is aan alles in Detroit.

Steve Haag (32), 'n passievolle bewaarder, plaas op die webwerf onder die skuilnaam "Hamtramck Steve."

"Hulle [ou geboue] is een van die dinge wat Detroit uniek maak," sê Haag, wat voorsitter is van Friends of the Book-Cadillac Hotel, wat pogings aangewend het om die gebou op te knap.

Verlede maand het burgemeester Kwame Kilpatrick gesê dat die hotel gered sal word, en gesê dat hy binnekort 'n soortgelyke aankondiging sal doen oor die treinstasie, wat in 1913 voltooi is met 'n 19de -eeuse Beaux Arts -ontwerp.

Haag voer aan dat dit goedkoper is om ou geboue wat struktureel gesond is, op te knap as om nuwe te bou. Daarom dink hy dat die polisie se hoofkwartier na die treinstasie verhuis.

In 'n plasing van 17 Julie het Haag gesê dat hy uit 'n vertroulike bron gehoor het: 'Die eienaar sal die volle koste van die opknapping betaal om 'n nuwe polisie [hoofkwartier] te skep in ruil vir 'n huurooreenkoms van 30 jaar. Die huurkontrak is onder $ 20 per vierkante voet. ”

Haag wou nie sy bron identifiseer nie.

Blashfield wou nie kommentaar lewer op die plasing van Haag nie.

'Ons gaan nie in besonderhede ingaan voordat dit finaal is nie,' sê hy.

Maar as wat Haag sê waar is, is $ 20 per vierkante voet redelik. Volgens die kantoor van Andy Farbman, 'n prominente plaaslike ontwikkelaar, huur die kantoorruimte in die middestad vir $ 16 tot $ 30 per vierkante voet.

'Dit hang af van die geboueklas en die geriewe daarvan', sê Farbman, wat voorgestel het om die nuwe polisiehoofkwartier in die voormalige Detroit Free Press -gebou te huisves. Hy sê die stad oorweeg nie meer die plan nie.

'Ek het ongeveer drie maande nie van die stad gehoor nie', sê Farbman.

Die stad sou oorspronklik 'n finale ontwikkelaar op 30 Mei kies, maar het die sperdatum verleng. Omtrent dieselfde tyd het die Amerikaanse departement van justisie aangekondig dat dit die departement sal monitor na 'n twee jaar lange ondersoek na noodlottige polisie-skietery, sterftes in die stad en ander sake. Sommiges bespiegel dat die stad moontlik nie wou blyk dat dit die departement met 'n nuwe hoofkwartier beloon nie.

Die burgemeester en polisiehoof Jerry Oliver sal die finale besluit neem, sê Blashfield. Oliver, wat glo vroeg gesê het dat hy 'n nuwe fasiliteit wil laat bou, wou nie kommentaar lewer nie.

'Die uiteinde is dat dit maklik die polisiedepartement en dan 'n paar kan akkommodeer,' sê Blashfield.

Die gebou van 230 voet het 'n oppervlakte van 550 000 vierkante meter. Die polisie sou die ankerhuurder wees, maar daar sou plek wees vir ander, sê Blashfield.

"Dit is 'n staal-en-betonformasie wat deur spoorwegingenieurs ontwerp is, en dit is vanaf dag een stabiel gebou en bly so," sê Blashfield.

Wat die stad ook al besluit, dit is nie 'n opsie om die treinstasie af te breek nie, sê Blashfield.

'Ons het dit nie oorweeg nie,' sê hy. 'Boonop is ek nie seker of daar genoeg dinamiet in die streek is om dit te doen nie.'

Lees die ander funksies van Corktown in hierdie uitgawe:

Die buurt wat nie sou sterf nie
Deur Sarah Klein
Ondanks verlate en vervalle bakens, pols Corktown van lewe.

'N Gat in die hart
Deur Curt Guyette
Corktown se verlore veld van drome.


Detroiters trek saam om die treinstasie Maandag by die oop huis te sien

'N Vrou kyk na historiese foto's op 'n vertoning in die sentrale stasie van Michigan in Detroit tydens 'n oop huis wat Ford Motor Company op Vrydag 22 Junie 2018 aangebring het. (Foto: Ryan Garza, Detroit Free Press)

Ford het Vrydag sy nuut gekoopte Michigan Central Station geopen vir die eerste openbare besoek in 30 jaar en ondanks die dreigende reën het Detroiters en die stad se bure in groot hoeveelhede opgedaag.

Met meer as 25 000 mense wat reeds na verwagting Vrydag-Sondag deur die stasie sou reis, het Ford gesê dat dit die oop huis tot Maandag sal verleng. Die stasie sal oop wees vir die publiek van 10:00 tot 17:00. Saterdag en Sondag en 09:00 tot 15:00 Maandag. Mense kan registreer by fordmcsopenhouse.splashthat.com/.

Die stasie, wat in 1913 geopen is en na die Grand Central Station in New York gesluit is, is gesluit in 1988. Dit het 'n teiken geword vir vandale en diewe, 'n ruïne wat oor die westelike rand van Corktown uittroon, 'n simbool van die dood van Detroit.

Ford sal dit die middelpunt van 'n motor -tegnologie -kampus maak, en, sowel die onderneming as die gemeenskap, die grootste keerpunt in die herlewing van die stad.

Bill Ford se visie vir treinstasie, Corktown

Ford, sal dit goed gaan met my ouers?

'N Reeks van ten minste 1 000 besoekers het goed voor 13:00 begin bymekaarkom. opening Vrydag. Alhoewel die skare uiteenlopend was, het mense wat oud genoeg was om die stasie te besoek toe dit nog in gebruik was, oorverteenwoordig gelyk. Vir baie van hierdie besoekers was dit om herinneringe om hierheen te kom.

Fran Nivison, left, of Harper Woods and Monique Thomas of Detroit share a laugh while taking a break inside Michigan Central Station in Detroit during an open house put on by Ford Motor Company on Friday, June 22, 2018. (Photo: Ryan Garza, Detroit Free Press)

Carmen Pozniak said that she vaguely remembered her husband leaving from the station for basic training almost half a century ago. "I don't recall anything about it except the train and the tracks, but nothing about the building at the time."

She's excited that Ford purchased and is renovating the station instead of tearing it down. "It's just a beautiful piece of Detroit, it was a shame to see it sitting empty."

Others shared Pozniak's views. Mary Jane Dawson, who remembered leaving from the station for camp in 1964, said, "This is just one of those buildings. It would have been a crime to destroy it."

It's representative, in her view, of the city coming back. "Like a phoenix," she said.

John Ruggiero, 71, worked for a railroad company and used to come down to the station to do business. His wife, Marsha, 62, had never been to the building before and he brought her to show her his former workplace. They were both glad that Ford had purchased the station.

"The Morouns weren't doing anything," John said of the family that had owned the station since the mid-1990s. "They'd let it get destroyed."

Within the depot itself, alongside exhibits displaying the history of the building, Ford prominently displayed a clock that a thief had returned just days earlier. Large projectors cast graphics promoting the initiative on the torn walls of the building.

A handful of Ford partners gave demonstrations of their work. Rebel Nell, a company that hires disadvantaged women in shelters to help make jewelry out of shavings of graffiti paint, showed visitors its process with flakes of graffiti taken from the station itself.

Graffiti artists also worked (on canvas), creating pieces depicting the station and its renovation.

Antonio "Shades" Agee of Detroit spray paints artwork that will be on display while working inside Michigan Central Station in Detroit during an open house put on by Ford Motor Company on Friday, June 22, 2018. (Photo: Ryan Garza, Detroit Free Press)

"It's kinda cool that they would ask me, a graf artist, who used to run around the city and get chased out of here, to come in and do this display," said Antonio (Shades) Agee, 48. "I came in, I tagged a little," but he said he hadn't spent as much time in the station as younger artists.

Even younger people who didn't remember the station being open still had family stories to tell. Catherine Milani, 24, was in line with her mother, Jacqueline.

Jacqueline's mother immigrated from Dublin in the 1950s and arrived at the station. The Milanis now live in Canada, but both cross the border for work every day and see the station as a prominent symbol of the city. The station coming back means Detroit, too, will come back.

Other visitors had similar impressions. Roxanne and Adam Henderson live in Kitchener, Ontario. Adam, 38, is a truck driver and an auto enthusiast. He regularly drives the route from Toronto to Detroit for work and likes taking photos of his antique cars in front of the station. To finally go inside was exciting for the Hendersons, but both also saw a greater meaning to the station.

"This is what's gonna do it," Roxanne, 37, said. "This is what's gonna bring Detroit back. Other improvements have been made but this is the big thing that will change the city."

This forward-looking perception is something that Ford is eagerly trying to cultivate. From promoting the city and station with a new History Channel documentary to hyping up visitors with fancy projected graphics and flashy promotional materials, Ford wants everyone to be focused on the future.

For most of the visitors, this image of a revitalized train station leading the way to a revitalized Detroit was something they accepted without a second thought. However, they also didn't want to lose track of the past and the history of the place. "It's important to save these things so we can see our own past," Roxanne said.

Plezshette Thomas, who works for Ford, had never been to the station before. Nonetheless, she felt keenly that it is a major part of Detroit's identity.

It's history, it's history made again," she said.

She said she was grateful to Ford for buying and renovating the building. "It gives our children an opportunity to see history remade."


This Train Station is Poised to Help Detroit Get Back on Track - HISTORY

Edited 1 time(s). Last edit at 09/11/17 12:59 by run8.


Not really. Unless someone has a dream of re-instituting through service to Canada via the tunnel. The location makes little sense for serving the current "dogleg" route to Pontiac.

Dcmcrider Wrote:
-------------------------------------------------------
> ts1457 Wrote:
> -----------------------------------------------------
> > Any chance for some trains in the station?
>
>
> Not really. Unless someone has a dream of
> re-instituting through service to Canada via the
> tunnel. The location makes little sense for
> serving the current "dogleg" route to Pontiac.

Thanks, been through the tunnel a few times in my younger days.

With Detroit's big downfall, I guess demand is down for Detroit - southern Ontario travel.

ts1457 Wrote:
-------------------------------------------------------
> With Detroit's big downfall, I guess demand is
> down for Detroit - southern Ontario travel.

One need only to walk through the parking lot at the VIA Station in Windsor and see the large number of Michigan plated vehicles there.

fatdane Wrote:
-------------------------------------------------------
> Much of the ex NYC Southern Ontario tracks have
> been lifted, along with much of the old C & O, CN
> from Glencoe to Talbotville, and more abandonments
> further east towards Buffalo & Niagara Falls.

CP's track is in a direct alignment with the tunnel entrance and then crosses VIA line between Windsor and Toronto near Chatham. a potential route for a through passenger train between Detroit and Toronto.

A passenger train from Detroit could reach the new VIA Windsor Station but it would be over slow industrial trackage.

I doubt there will ever be a new train crossing the US / Canadian border. It is so much easier to let the passengers deal with Customs on their own then to attempt to get a complete train through it.

I hope the Morouns bought the Michigan Central station for nothing. It seams like it has such limited usefulness. I know some might think it cruel but it would have been better off being torn down in 1988.

> I hope the Morouns bought the Michigan Central
> station for nothing. It seams like it has such
> limited usefulness. I know some might think it
> cruel but it would have been better off being torn
> down in 1988.
>
> Jim

This group has a different view on the matter:

I know that Preservation Detroit had/has an interest in preserving the station, but was unable to quickly find anything on that group's website about the station.

I got curious about what was going on with the Detroit-Windsor highway bridge situation (with the Morouns wanting to build an additional bridge at their Ambassador Bridge crossing. Maybe this is part of the rest of the story:

But no money, and that is what talks.

It's in the same boat as Buffalo Central Terminal. It's day of use as a train depot is long gone for a variety of reasons. If they want to preserve it for other purposes, so be it. It's not a rail or public transit issue.

No one had the bawls to take on US Customs overreach and abuses at Port Huron, and they were at it before 9/11/01. Unless some high-up officials are ready to take them on in the Detroit area, a through Amtrak/VIA train is a moot point.

It's amazing that the citizenry of two great countries, the US and Canada, stands idly by while their politicians prop up rent seekers like the Morouns who do nothing but profit off the citizens being delayed just going about their business.

I'll say it again, there should not be border controls between the US and Canada, and we should have a common job/residence market like Europeans have inside the Schengen zone with US and Canadian citizens and legal residents able to travel freely between the two countries. US-Canada border "control" is an expensive and unnecessary farce.

It could be easily overcome if Customs stop were reduced to 30 minutes max, get it done, stop wasting time asking stupid questions, work the moving train, or polish up your Resumes, or face transfer to El Paso or Laredo. They have the manifest and all day to do their research. The rest of us work on deadlines or else - so can they.

There are too many incompatibilities between US and Canadian entry: DWI entering Canada, Syrian refugees, guns, fruit. The EU seems to be slowly falling apart for a variety of reasons, so not a model we will be moving to.

Edited 2 time(s). Last edit at 09/12/17 12:07 by joemvcnj.

fatdane Wrote:
----------------------------------------------------
> Customs and Border controls do seem like a farce
> at times, but if one wants to eliminate it one has
> to eliminate a lot of civil service jobs and civil
> service empire builders

Redeploy to southern border and interior round up illegals and smugglers duty. Probleem opgelos.

tq-07fan Wrote:
-------------------------------------------------------
> I doubt there will ever be a new train crossing
> the US / Canadian border. It is so much easier to
> let the passengers deal with Customs on their own
> then to attempt to get a complete train through
> it.
>
> I hope the Morouns bought the Michigan Central
> station for nothing. It seams like it has such
> limited usefulness. I know some might think it
> cruel but it would have been better off being torn
> down in 1988.
>
> Jim

I completely agree, Jim. I worked to Detroit ( and then the Amshack) in the 80's before moving to Oakland and working out of 16th St Station . Both very similar , like bombed out Beirut, symbolic of life in the hood where thugs rule and destroy all monuments to civility.
In a strange twist, they continue to build condos next to the 16th St abandoned SP Oakland station eyesore. I guess the young techies and other self-absorbed types who buy these days don't even blink twice at gazing from their kitchen window at these once great temples of transportation, instead seeing them as archaeological ruins more suited for gangbanger "expression" ( AKA outrage) and other aspects of urban "culture"


Kommentaar

It seems to me that existing railroad tracks could be put to good use in Michigan. Through proper planning, and perhaps some fed stimulus dollars, has anyone considered looking at re-introducing rail as a viable tourism option? Not for just getting people to Michigan, but beyond that. Say, a coastline rail - patterned after the Oriental Luxury lines so popular in Europe. Additional depots in tourism areas, or more lines running from Grand Rapids to those areas. Considering not just the end destination, but how people might get from a depot to outlying areas rich in experiential tourism, i.e. inland lakes, campsites and resorts. Through the use of a sort of "reverse engineering" such as the addition of rental vehicles (and not just any vehicles, but infrastructure for use of electric and hybrid transport, or bike, rental, with luggage pick up and drop off options.) Even allowing for resorts to run for example, horse drawn carriage transport, snowmobile or CAT transport in the winter - fun and different ways for tourists to enjoy all the state has to offer. Michigan has a chance here of becoming a bell-weather for the use of green energy and creating inter-state transport options that would be a shining example of infrastructure. Creating something of this nature that works for tourism would set an example for other parts of the nation dealing with transport issues. Not to mention the jobs it would create, and the ideal way in which it would allow people more flexibility in getting to different seasonal jobs around the state. It seems to that putting some funding into researching this possibility would be prudent and good for the state and it's residents. Rail was the right choice 100 years ago, and I think it's the right choice again.

What a great discussion! Imagine a sane, civilized society that might have invested in trains and mass transit instead of interstate highways. Read Fast Food Nation! And then imagine the vision put forth by the bank president and the business executives who aren't locked in to the crumbling infrastructure of the roads, bridges and highways to transport the autos. We have the money, it is misspent. And now we can't even maintain our roads and bridges! I love to fly but it is really a pain for the short flights I used to routinely take.

As a member of the AnnArbor.com editorial board and a bank president who has overseen $275 million in venture capital investments in my 22 year career I strongly support building a high speed rail line (and high speed freight) between Chicago, Ann Arbor, Detroit &amp Toronto. I believe that this would be a good investment and that private equity should back it. The M1 Rail Project on Woodward Avenue in Detroit is a good example of a private rail project that makes economic sense. All railroads in the U.S. were built with private risk capital. The massively subsidized U.S. Superhighway system has crowded out these investments, but the case for high speed inter-city rail is compelling for many reasons. The Japanese high speed rail system (they started building it in 1962 when Made In Japan was a byword for cheap plastic crap) was privatized and that company was sold for $90 billion to private investors. Unfortunately, Michigan is the Sahara of Venture Capital, so there may not be sufficient private equity capital to pull this off. In the past, when there was a good business idea searching for capital, the backers were sent to Wall Street where after much back-room deal-making the money was raised (just as the money was raised to build many of the railroads in the U.S.). Unfortunately, the geniuses on Wall Street decided a number of years ago that slicing, dicing and buying pieces of debt paper with massive leverage was a more profitable activity than raising the capital to build up good businesses (a/k/a making money the old fashioned way). That is a major reason why our country has not grown any new jobs for the past decade. Especially in a great depression, where the country should be searching out good and valuable projects to back with the public purse I agree with some famous words from the last Depression that Perhaps you will think the proposals too ambitious, too idealistic, altogether too grand. But isnt this a merit?

High Speed rail is something Michigan needs badly. When I travel by rail and otherwise elsewhere in the US and other countries and return to Michigan its like returning to the third world in terms of transportation. Improvements to the Detroit-Chicago Amtrak route need to start immediately and proceed incrementally based on funding availability. This should start with MDOT or Amtrak purchasing the 120-mile segment from Kalamazoo to Ypsilanti, which Norfolk Southern is interested in sheding and which would put about 215 miles of the 281-mile route under passenger control. Then the sidings need to be gradually lengthened with the goal of replacing the second track removed by Conrail in the 1990's. The track structure and signal system needs to be improved so train speeds can be increased. Beyond this there needs to be installation of grade-separated road crossings, closing or improvements of other at-grade crossing of roads,improvements to stations and passenger related yards, improved track drainage systems, and fencing or realinment of tracks where they pass through difficult areas. We should have 8 to 12 fast trains a day in each direction, some of which could originate or terminate (or connect to or from other trains) in Grand Rapids, Lansing, Bay City/Saginaw, and Toledo. Other states have made or are making similar infrastructure improvements. Michigan is badly lagging. John Guidinger

Not taking into account the end of cheap, abundant fossil fuels that will follow the peak of world oil production (which we may have already passed), the need to reduce carbon emissions and the relationship between both of those and the economic crisis ignores the necessary context within which to consider this possibility. Wanting it will not make it viable or sustainable. It didn't get done in the last several decades when energy was cheaper and capital was more abundant. It's not likely to get done now. Maybe after the renewable energy infrastructure (wind turbines in Lake Michigan?) is constructed (could we possibly build rail infrastructure at the same time?), high-speed rail will become feasible in this region. However, I wouldn't be surprised if a light-weight, moderate-speed (40 mph or so), personal rapid transit (PRT) system, like JPods, ends up being the preferred (i.e., sustainable) platform.

It isn't particularly useful to compare the American midwest with western europe. If high speed rail was some kind of economic panacea, then europe should be flourishing - no shortage of nifty trains there. However, it is no secret that most west european economies have at least as many problems as we do. Low or no GDP growth, low job growth, HIGH taxes, quasi-socialist governments, high youth unemployment - to mention a few. The trains may run on time, and have convenient schedules, but are they are hardly sufficient, in and of themselves, to create prosperity. Same goes for Japan - fastest trains in the world there, but nevertheless a problematic economy since the early ྖs. I'm glad to see Mr. Sheridan doing so well in these difficult times, but if he wants to be able to work and snooze on the way to Chicago he would be better off just buying a limo and hiring a driver. I doubt there is much political will for high speed rail statewide, let alone money - in any case. Michigan is a pretty conservative place, outside of Detroit/Ann Arbor area.

Its incredible the number of people who have forgotten the oil price shock of 2007/2008. The energy efficiency of even the 110mph diesel tilt trains over short haul flights is clear, and unlike air, the 110mph diesel corridors can be upgraded to electric transport using mature, well tested technology - so intercity travel in, out of, and into Michigan can be powered by the winds off Lake Michigan. Also note that the conflict in terms of smooth operation is not between passenger rail and freight rail, but between RAPID RAIL and SLOW, HEAVY RAIL. If a Rapid Rail path is established, it can support reliable scheduled passenger operation as well as Rapid Freight Rail. And Rapid Freight Rail corridors to take container freight faster than diesel road freight can travel is an essential step to cutting down the wear and tear on the Interstates and State Routes, so that Michigan can AFFORD to keep them in a state of good repair.

$2.6 billion dollars for the region. John Stossel had a program on this very issue. It is a complete boondoggle. There is nowhere in the US where anything like this works. And think about this, even if the train station in Detroit is full of people going to Chicago (I bet it is not the same in reverse), Amtrak still needs subsidies. Hey government! Leave the money in hands of the people. You are terrible at doing everything. Knock it off.

Good editorial and good comments. Thank you, Rich Sheridan, for being the voice of the forward-looking business community. Southern Michigan actually has population density quite sufficient to support fast, frequent trains. SNCF, the French rail company, has proposed a business model for a high-speed Midwest rail network which they believe will be self-supporting, once the infrastructure is in place. That's more than we can say for our highways. Remember the Interstate Highway System cost $1.3 trillion nationwide over about 40 years, and not only does it not pay for itself, it costs lots of money for maintenance. Roads, airports, rails, schools, water and sewage: these are all the infrastructure components that make an area attractive to private investment. As Michigan continues to cut back on those investments, it's no wonder businesses cut back on theirs and people leave the state. High speed rail and effective transit is certainly not "the magic bullet" for Michigan. But it's an essential component that's missing from our infrastructure - a component that needs to be added. It's also important because transportation is such a large part of everyone's personal budget. Families who can live with fewer cars save over $9000 each year, much of which goes to gasoline whose income supports governments unfriendly to us. What Michigan needs is the will to work for ourselves. We've been eager for someone else to pay for our needs: get outside businesses to invest, get the Federal Government to pay, but *don't* ask us to raise our own revenue. If we don't have the confidence to invest in our own state, how can we expect anyone else to? The states that received the majority of the $8 billion ARRA high speed rail funds (California, Florida, Illinois. ) were the states that were willing to invest significant amounts of their own money. Michigan, on the other hand, has reduced its support for Amtrak in the latest round of budget cuts. Nobody is going to invest in Michigan if we aren't willing to do it ourselves. I applaud members of the business community like Rich Sheridan who are willing to call for greater community investment in essential Michigan infrastructure. Now, can we get the State Senate to see that logic?

There is no rail system in the world that was built solely with private money on a for profit model. They all need help both to be built and for operating but that does not mean they are not a smart idea. We need commuter rail now and high speed as ASAP. The Europeans have been very far ahead for many years in energy efficiency, using renewable energy and mass transit. Now the Chinese are moving strongly into these sectors. The US will soon be a second class nation unless we get on the ball and modernize in energy and transportation.

Rich, I like your enthusiasm. However, if you were to create a business model and pitch the idea to private entities, I doubt there would be any interest. Although now is the best time in a generation to obtain public funding for such a project, the future of SE Michigan is far too unclear at this point to justify such a massive capital expenditure. I agree with you that high speed rail will play a necessary role in the future, but it is too early to determine what that role in SE Michigan will be.

It takes me five hours door-to-door to travel to Chicago. Planes, trains or automobiles, it doesnt matter, it takes five hours door-to-door. This means I cannot treat Chicago as a visit in a day business destination. Die resultaat? A smaller Menlo, less local jobs, less economic prosperity for us and our community. We have a great and growing business, it could simply be bigger and more prosperous locally if it was easier (more frictionless) to do business in a wider geography. Similarly for Toronto and Milwaukee, Cleveland and even Grand Rapids. The Midwest is an economic powerhouse disconnected from each other. The sum of the pieces is currently less than the whole. Just as a reminder: Populations of Wisconsin + Illinois + Indiana + Ohio + Michigan + Ontario = 60M people! Now, lets imagine a different future. Imagine I could take a commuter-rail line from downtown Ann Arbor (the current Amtrak station) to the proposed Aerotropolis between Willow Run and Detroit Metro Airport. Lets rename it the Aerailtroplois where people, goods, services and ideas come together from all over the world. These highly functioning elements of commerce would then depart on high-speed bullet trains west to Chicago and Milwaukee and east to Toronto, southeast to Cleveland and northwest to Grand Rapids. Now I can trim my business travel time in half and enjoy great comfort and community while being able to surf the internet and do work, have meetings and meet new people all in the comfort that many of us have had the opportunity to experience in other parts of the world such as Germany, France, or Japan. Air travel cannot match this on trips of 500 miles or less. Crazy idea? Hoekom? Too expensive? Compared to what? Not the right time? Then when? Here are my deeper answers to the above questions: Too Crazy? We really dont have to invent anything new other than the collective will to think differently. The proven technology already exists. We can learn from the experiences of others. Too expensive? People and economic fortune have followed roads of commerce throughout human history. The faster the route, the more economic fortune that follows. Our continent was discovered during such a pursuit. Detroit and the Midwest have every natural reason to lead such a redevelopment. We are well positioned geographically, we have the talent to pull it off and we have the imperative to spur us to action. Our other choice is to follow the downward economic spiral by hanging on to the past and standing by as others invent the future. Not the right time? I cant think of a better time. As our federal government weighs the options of revitalizing our economy, we seem to only get as creative as repaving roads that will again deteriorate within a few years. Theres talk of building a third Chicago airport. What good will that do if the reason Chicago airspace is so snarled is the number of flights already heading there? If Chicago wins some future Olympics, a two-hour bullet train to southest Michigan could open up sports venues in our region to the Chicagoland area Olympic effort. Why not have the investments we are about to make leave a lasting legacy that creates a game-changing impact? In this era of brain-drain and youth attraction and retention concerns and initiatives, I can assure you that young people seek areas that are well-connected with accessible and sensible transit systems. Add this component to an area that already includes affordable housing, great schools and universities, abundant water, plentiful play spaces for every hobby imaginable, a lack of disastrous weather events and a friendliness that surpasses every other region of the nation and we would become a magnet for the talent that thriving businesses like Google (and Menlo!) seek to attract and hire. Finally, this is not simply an investment in infrastructure but also a business model that will employ throngs of mechanical engineers, propulsion engineers, civil engineers, planners, high-tech manufacturing engineers, industrial operations engineers, software engineers, construction teams and all the surrounding support staff and management that this area has in great abundance. What other area of the country and the world wouldnt also want such a system? We could be a center that designs and delivers such systems. The time and opportunity is now. We must coalesce the courage and will to make transformative changes necessary to leave our part of the world better than we found it. One hundred years ago, our region transformed the world. Ford, Edison, Kellogg, the Wright Brothers, and many others lead that transformation. Let us ride the shoulders of these giants to once again lead the world in innovation and industry. Let's finally consider the argument that we cannot afford such an investment. It would be interesting to do the calculation to see if we are already paying for this without getting it! Consider the current effect and cost of all of the unemployed engineers in our region and those that support them. Unemployment insurance, foreclosures, unpaid property taxes, empty seats in schools as families have departed, students who are educated here but then leave for other regions, businesses that don't grow as they are stifled by all of the factors I've mentioned. Let's at least give this the thought it deserves!

Even if some clueless politician was foolish enough to buy this baloney, and fund this boondoggle - by the time they got it built, many years hence - the state of Michigan will have so few people living along this corridor that it will truly be a "train to nowhere". You notice that the locales getting the most federal dollars for high speed rail are all places with rapidly growing (and LARGE) populations across the south and west, not the "Titanic" of the midwest. An yes, Ann Arbor, the Titanic is unsinkable. blub, blub, blub!

It's silly to place hopes on some magic fast train reviving our economy. And public-sector spending is only a temporary fix to a long-term unemployment problem. Despite what our president and our governor think, government can't spend our way out of a recession. We have neither the population density nor the job density to make trains anything more than a backup transportation solution. Better trains would be of serious benefit to only a tiny percentage of the population. We are far better off spending that kind of money on discovering renewable sources of energy for our cars and trucks, and maintaining our roads, which are literally crumbling because of our state's mismanagement of the money we have given them. The absolute last thing we should be doing is claiming trains have magic powers and banking everything on public development that will not do a whole lot for us. It's irresponsible. If high-speed trains were truly magic, private investors would be building them. They're not.

My gut says build a high speed rail between Chicago and Detroit and what you get is people from SE Michigan zipping to Chicago to spend their discretionary entertainment income. Comparing the U.S. to Europe or Detroit/Chicago to the east coast in both cases is comparing kumquats to Aardvarks. We don't have nearly the population density that Europe does that is conducive to train travel. As far as the east coast its 280-300 miles from Detroit to Chicago with not much in between. Its about 450 miles between Boston and Washington with New York, Philadelphia and Baltimore in between.

Great editorial. High-speed rail would further strengthen the state's University Research Corridor by linking that enormous brain power to the region's economic areas. One of the reason's the East Coast is such a formidable force is because the rail system in that part of the country has effectively linked the coast in such a manner that one can do business in multiple cities all in one day. You cannot over estimate the impact of facilitating the ease with which smart, creative people can get together and talk over breakfast, lunch, dinner, or drinks.

1. Build the locomotives and cars at Willow Run. 2. Use US produced steel for more tracks and bridge widening. 3. DIRECT airport connection. 4. Direct service from Chicago-Detroit-Windsor-Toronto.

If we're going to do this, do it right. We need dedicated parallel tracks so that passenger trains aren't fighting with heavy freight and won't have to move off the track while another train passes. Without dedicated tracks, high speed just isn't going to happen. The tracks will last longer without heavy freight pounding them too. I am highly skeptical that rail will slow, much less reverse, Michigan's depopulation and thus justify the heavy investment. Detroit is beyond hope and Ann Arbor isn't allowed to grow to replace it, even if the economy weren't such a mess, so what's going to anchor the Michigan side of the system? It might make it easier for Michiganders fleeing the state to visit the relatives they left behind, but.

Scooter dog, Although the Detroit to Chicago Amtrak trip is VERY popular (go to the Amtrak station any morning, especially weekends and it is jammed. I know because I ride this train). it would be even more popular if: 1. It was high speed 2. If it ran on it's own tracks. Amtrak A2 to Chicago is a project that has run for years only half-completed. It needs fully committed tracks so that it doesn't have to sit an wait for freight trains and it can run full speed. It's amazing that it is a success when it's never had a real commitment to making it viable regional transport. How successful would the auto be if we never build anything but dirt cow paths through America? In reality that's been the commitment we've made to urban rail and yet it still carries passengers daily. Ongelooflik. But it's past time to commit to high speed rail and get off the "cow path" tracks between Detroit and Chicago.

This is spot on. The city of Ann Arbor's efforts are one of the bright spots in this state. Showing strong support for rail is smart given A2 is right in the middle of this line and is the most used stop between Det. and Chicago. But they have to build the new station for the commuters. The old station on Depot will not handle any more riders. Well said Mr. Dearing. Commuter rail is going in all across the US and it will be needed to bring people to the high speed. This state finally has a chance for modern transit. It will open up new economic opportunities.

They rebuilt the rails from detroit to chicago 15 yrs ago and took out the second rail and added new engines and cars and "Hello" nothing happened.Amtrack still needed huge taxpayer bailouts to stay operating.So doing it again is just pouring more money down the drain. Why not take the 244 million and invest in roads and bridges. People are not going to use the train.Your dreaming.The american family will use the auto till hell freezes over before using the trains for transportation.

With the Jan 28, 2010 $244 Million Dollar federal set aside for the Chicago/Detroit route, public imput is really important. All affected areas should run news articles and encourage feedback. At this point it is difficult to clearly determine the cost versus the (long term)gains. Is there a "corridor initiative" that is sharing information and getting input?

High Speed Rail will do nothing but waste money. Nobody will use it and it will burn millions of tax dollars.

Ms. Murray, You must have been reading my mind about building the trains in Michigan. I was hoping that President Obama would not keep stoking the fires of automobile production, but instead rebuild our mass transit system. We have idle factory space and a good number of skilled workers who could be easily trained to build not only trains, but other modes of transportation like buses. As an aside to this, I would love to take a high speed train to Chicago or anywhere alse for that matter. I don't like air travel because of the long wait and gouging that the airlines have become accustomed to. I used to take the insanely efficient German rail when I was there. Not only did it get me to where I wanted to go in a cost effective and timely manner, but it added an air of genteelness I find lacking with air and car travel.

The way to rebuild Michigan's economy is to support what will drive Michigan to produce things other people want to buy. It could be batteries, pharmaceuticals, medical devices, education, precision parts, or vacations. When other people buy things that we produce, we will have jobs. A fast train to Chicago? After the construction period, how does that bring money to Ann Arbor or Michigan? It will make it easier for us to go to Chicago to shop, but that's money going the other way. People from Chicago aren't going to come here to shop. The train system on the East Coast moves people to their jobs. Unless we expect to work in Chicago, there seems to be little benefit to us, after the construction ends (and no benefit to most of us who won't be working on the construction). Supporters of a trillion dollar project to build mink-lined caves for bats can come up with reports from economists at good universities that show how the caves will produce untold tax revenues and $100K jobs for high school dropouts. They do that sort of thing constantly (and with impressive data tables and charts). Let's use our common sense - in the end it's less likely to fool us.

First, if we want this investment to have an impact on Michigan, we need to get our hands on the production of the trains. If the administration is shelling out the money, why should we send our money overseas to have the trains built? Keep the money here in the US, and more specifically in Michigan. Why be so hasty that we can't keep the benefits where it works back into the economy? If Billions of dollars are on the line, shouldn't we have a Ford or a GM high speed train? It sounds better than batteries. Secondly, the money that I have seen spent and approved so far is for cosmetic improvements to the stations: new facilities, nice landscaping. Specifically for the Troy location, which I would utilize if we could get the high-speed rail up and running, did nothing to address parking, which there is a serious issue. The design allows one only to bus in or be dropped off. Do these people making these decisions actually try to use the facilities themselves, or only like the pretty drawings that are laid out before them? There is no parking facility in Troy. There are limited locations to park on the street. If we are talking about expansion of usage, they need to plan on hundreds of people using the facilities, and there should be parking to accommodate. Perhaps they should study Chicago a little better. Their park and ride locations are very smart and very functional.

"High-speed rail would get Michigan's economy back on track" Your editorial would be more persuasive if it were more modest about the benefits of investing (up to) billions of dollars in a high-speed Detroit-Chicago rail connection. Have there been any reliable studies on the matter? You can't tell from the editorial, because the only 'data' is a short quotation from an interview with the CEO of a local tech firm. Notice I use the word "reliable" above. It seems like every time a proposed (expensive) public project comes along, it is justified in part by vast promises of future benefits backed up by anecdotal evidence. Let's get some hard information before we spend billions of dollars we don't have.

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