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Ovaj željeznički kolodvor spreman je pomoći Detroitu da se vrati na pravi kolosijek

Ovaj željeznički kolodvor spreman je pomoći Detroitu da se vrati na pravi kolosijek

Godine 1913., kada je otvorila vrata putnicima, 18-katna glavna gradska postaja u Michiganu od 500.000 četvornih metara bila je najviša željeznička postaja na svijetu. Ali to je bilo više od prometnog čvorišta; stanica sa zasvođenim stropovima i mramornim podovima predstavljala je novootkrivenu industrijsku moć Detroita i njegova velika očekivanja za budućnost.

Posljednja tri desetljeća, međutim, postaja je simbolizirala nešto vrlo različito: gradsku haos i propadanje nekoć velikog grada.

U lipnju 2018. Ford Motor Co. najavio je da planira vratiti zgradi njezinu prošlu slavu, pretvorivši je u tehnološko središte 21. stoljeća koje će donijeti inovacije i radna mjesta u grad, što će, zauzvrat, potaknuti gospodarski preporod Detroita. No ostaje pitanje: Može li obnova Glavnog kolodvora u Michiganu promijeniti grad opterećen visokim kriminalom, velikom nezaposlenošću i tvrdoglavom razinom siromaštva?

Postaja je nekoć služila kao Detroitski otok Ellis, pozdravljajući tisuće putnika svaki dan željnih pronalaska novog posla i novog života. Također je bilo srce industrijskog carstva Detroita, pumpajući tisuće ljudi kroz arterije uspješne gradske automobilske industrije. Godine kada je Glavni kolodvor pozdravio svoje prve vozače, Ford je godišnje prodavao 200.000 automobila. Do 1920. svaki je dan kroz Glavni kolodvor prolazilo 200 vlakova, a Ford je proizvodio milijun automobila godišnje.

Stanica, koju su izgradili isti arhitekti koji su izgradili Grand Central Terminal u New Yorku, dizajnirana je da inspirira. Sastojao se od ukrašene trokatnice i 18-katnog uredskog tornja koji je stajao južno od avenije Michigan i milju zapadno od centra grada. Stanica je imala vlastite restorane, brijačnicu i kioske. Imala je čak i kupke u rimskom stilu u kojima su se putnici mogli osvježiti prije ili poslije dugog putovanja. Središnje mjesto postaje bila je ukrašena čekaonica s mramornim podovima, korintskim stupovima od 68 stopa i visokim stropovima od 54 i pol stopa ukrašenim velikim brončanim lusterima. Znakovi koji oglašavaju vlakove - veleposlanik, Detroiter, Empire State Express i kanadski Pacifik - stajali su iznad šaltera karata. "Veličina interijera je nešto što će trajati, jer je od mramora, opeke i bronce, a sve to pokreće jedna od najboljih shema osvjetljenja ikad instaliranih u zgradi", Detroit Free Press napisao u prosincu 1913.

U poznatom razgovoru kraj ognjišta 1940. predsjednik Franklin Roosevelt pozvao je Amerikance da postanu "arsenal demokracije", okrenuvši se od domaće do vojne proizvodnje kako bi pomogli saveznicima u bitci protiv Hitlera. Detroit se odazvao pozivu. Montažne linije koje su nekad gazile automobile sada su izbacivale tenkove, avione, puške i metke ... milijune i milijune metaka. Stanicom je svaki dan prolazilo više od 4000 putnika, a pozdravili su predsjednike Herbert Hoover, Harry Truman i Franklin Roosevelt zajedno s glumcima Charliejem Chaplinom i Glorijom Swanson te izumiteljem Thomasom Edisonom. Do sredine stoljeća ljudi u Detroitu uživali su višu stopu vlasništva nad kućama i veći srednji prihod od stanovnika bilo kojeg drugog većeg američkog grada. U Detroitu, koji je tvrdio da je 500.000 u godini izgradnje Glavnog kolodvora, 1950. godine njegovo stanovništvo poraslo na 1,8 milijuna.

Ironično, automobil koji je bio odgovoran za uspjeh Detroita također je pridonio njegovom padu. Omogućilo je bijeloj srednjoj klasi da se preseli u predgrađa, odvodeći prijeko potrebne gradske porezne prihode. Budući da je uvelike ovisio o proizvodnji automobila, Detroit nije bio dobro opremljen da se nosi s priljevom jeftinijih i štedljivijih automobila iz Japana i Europe 1970-ih. Kako bi smanjili troškove, automobilske tvrtke preselile su proizvodnju u inozemstvo, zatvorile tvornice u Detroitu i otpustile radnike.

Rasna napetost također je pridonijela padu Detroita. Grad je patio od jednog od najgorih rasnih nereda u povijesti nacije - poremećaja koji je ostavio dubok i trajan ožiljak. U srpnju 1967. Detroit je eksplodirao nakon što je policija upala u klub koji radi poslije radnog vremena u Afričkoj Americi. Kad je završila, 43 osobe su poginule, a više od 2.000 zgrada spaljeno do temelja. "Izgleda kao Berlin 1945.", primijetio je promatrač. Nakon nereda, bijelci su poplavili grad. Samo 1969. ostalo ih je više od 800.000.

Proteklih 30 godina nije bilo ljubazno prema Detroitu - ili njegovoj željezničkoj stanici. S padom gradskog stanovništva, a manje putnika ovisilo je o putovanju vlakom, putnici su se osušili; a stanica je, nakon nekoliko pokušaja da je održi u životu, zatvorena. U 11.30 sati 5. siječnja 1988., vlak broj 353 koji je krenuo prema Chicagu napustio je kolodvor, posljednji koji je to učinio. Propast postaje nagovijestila je ekonomski pad Detroita. U srpnju 2013. grad je podnio zahtjev za stečajnu zaštitu Poglavlja 9 s dugom procijenjenim između 18 i 20 milijardi dolara. Bila je to najveća općinska stečajna prijava u povijesti.

Prolazeći stanicom danas vidite podsjetnike na njezinu prošlu slavu uz uznemirujuće slike njezina opadanja. Kosti su vidljive - zasvođeni stropovi i betonski stupovi, duhovi izloga i rimsko kupalište. Ali vandali su s zgrade skinuli pločice, podove i bakrene žice, a fasadu su uništili čekićima. Oštećenje vodom uništilo je velik dio žbukarskih radova.

Dana 19. lipnja 2018. postaja je poslužila kao kulisa Billu Fordu, predsjedniku tvrtke i praunuku osnivača Henryja Forda, da objavi svoju viziju stanice i Detroita. "100 godina nakon što je montažna traka Henryja Forda revolucionirala industriju, ponovno osmišljavamo mobilnost", rekao je okupljenima od oko 500 Fordovih zaposlenika. Za Ford je budućnost mobilnost. S porastom stanovništva i sve većim gradovima, smatra on, proizvođači automobila moraju preispitati svoju misiju. Ford se kladi na tehnologiju. Budućnost, izjavio je, "znači pametne automobile, ali i pametne ceste, pametno parkiranje, pametne sustave javnog prijevoza i načine na koji svi oni međusobno razgovaraju".

Ford planira učiniti Centralni kolodvor središnjim dijelom novog kampusa koji će uključivati ​​otprilike 1,2 milijuna četvornih metara imovine u Corktownu (nazvanom jer se tamo naselilo toliko irskih imigranata iz Corka). Služit će zajednici s mješovitim prostorom: uredima, maloprodajnim i stambenim stanovima. Početni prijedlog uključuje smještanje približno 2500 Fordovih zaposlenika, većine iz tima za mobilnost, u Corktown do 2022. godine.

Ford nije jedina tvrtka koja se kladi na preporod Detroita. Dvojica domorodaca, osnivač Quicken Loans Dan Gilbert i tvorac pizze Little Caesars Michael Ilitch, uložili su u stadione u centru grada, novoizgrađeni poslovni prostor i zabavne sadržaje.

No, Detroit je i dalje duboko potresen grad. Stanovništvo mu se smanjilo i sada je tek nešto veće nego kada je izgrađen Glavni kolodvor. Ima jednu od najvećih stopa nasilnog kriminala, nezaposlenosti i siromaštva u zemlji, a nedavno je rangiran kao najmanje poželjan grad u zemlji za život.

Budućnost Detroita neće ovisiti samo o velikim ulaganjima kompanija poput Forda, već o duhu stanovnika ovog otpornog grada. Jedan obećavajući znak: Vandal koji je ukrao sat od kovanog željeza koji je dočekao posjetitelje na kolodvoru ponudio je da ga vrati. "Volio sam taj sat", napisao je u anonimnoj e -pošti, "i svidjela mi se ta postaja." To je dobar početak.

Steven M. Gillon, profesor povijesti na Sveučilištu u Oklahomi, stalni je znanstvenik na HISTORY-u. Napisao je brojne knjige o američkoj povijesti, uključujući i najnoviju Odvojeni i nejednaki: Kernerova komisija i razotkrivanje američkog liberalizma, (Basic, 2018)

History Reads predstavlja djela istaknutih autora i povjesničara.

Detroit: Grad povratka premijera u nedjelju, 1. srpnja u 21:00/20:00. Gledajte pretpregled sada.


Odjel za promet u Detroitu

Odjel za promet u Detroitu (DDOT) najveći je pružatelj javnog prijevoza u Michiganu koji opslužuje grad Detroit, okolna predgrađa i susjedne gradove, uključujući Highland Park i Hamtramck. DDOT se ponosi pružanjem pouzdane, čiste, sigurne i učinkovite usluge u prosjeku 85.000 vozača dnevno.

Pretplatite se na DDOT

Pretplatite se na bilten grada Detroita kako biste se uključili u primanje DDOT najava.

Odgovor na COVID-19

DDOT situaciju sa COVID-19 shvaća vrlo ozbiljno. Surađujemo s gradom Detroitom, državnim i lokalnim dužnosnicima za javno zdravstvo te slijedimo smjernice CDC-a na smanjenju širenja COVID-19.

Predloženi državni sajamski tranzitni centar

Odjel za promet u Detroitu (DDOT) poziva sve zajednice i poslovne organizacije, stanovnike susjedstva i druge dionike da nauče i podijele vaše mišljenje o predloženom tranzitnom centru na državnom sajmištu. Saznajte više.

Javne obavijesti

DDOT javne obavijesti uključuju informacije o tjednim performansama usluga, jahanju, lokalnom savjetodavnom vijeću (LAC) i cijenama.

Pregledajte, preuzmite ili ispišite rasporede autobusa

Gdje i kako kupiti karte

KONTAKTI

Izbornici odjeljenja


Ova rijetka snimka 1940 -ih prikazuje Detroit poput vas ’ve dosad nikad viđene

Ako ste ljubitelj povijesti, nema ništa fascinantnije od gledanja video zapisa davno prošlih vremena. Kad je u pitanju Detroit, može biti teško zamisliti kakav je bio život u Motor Cityju prije njegovih financijskih nedaća i drugih društvenih borbi. No dok gledamo prema svijetloj budućnosti našeg voljenog grada, važno je osvrnuti se odakle dolazimo - u nadi da će Detroit nastaviti rasti i mijenjati se s ulaskom u novu eru.

Snimci u nastavku fascinantna su kompilacija videozapisa koji nude jedinstven uvid u to kakav je bio život u Detroitu kasnih 1930-ih i 1940-ih. Bit ćete odvedeni na nevjerojatno putovanje kroz pregršt najpoznatijih znamenitosti i građevina Detroita. Iako su se mnoga od ovih mjesta potpuno promijenila od snimanja ovog snimka, možda ćete se iznenaditi koliko još uvijek možete prepoznati!

Držite oči otvorene za posebno intrigantne snimke Belle Islea, centra Detroita, pa čak i zoološkog vrta u Detroitu u Royal Oaku. Najljepši prizor svakako je vidjeti nasmijana lica Detroitersa koji su grad doživjeli za vrijeme njegovog vrhunca.

Ovu snimku izvorno je postavio korisnik YouTubea mikcollmi, čiji kanal sadrži obilje snimaka Motor Cityja iz raznih drugih razdoblja. Ako vam se svidio ovaj video, svakako posjetite mikcollmijev kanal ovdje kako biste nastavili svoje uzbudljivo putovanje ulicom za pamćenje. Živio Motor City!


Rise and Shine, Detroit

Ne zove se to uzalud "navlačenje" sjećanja: Ja sam izvan željezničke postaje u Detroitu, i odmah se sjećam majčine ruke u rukavici koja je vukla moju dok smo jurili kroz golemi atrij inspiriran carskim kupeljima starog Rima. Žurimo negdje stići, a i Detroit također. Čak i mali dječak sredinom 1960-ih primjećuje tempo. Motor City je u pokretu. Gradimo američke automobile. Zahvaljujući Motownu Berry Gordy, svijet pjevuši naše pjesme. Grad, peti po veličini u SAD -u po broju stanovnika, na vrhu je svoje pozicije.

Danas glavni kolodvor u Michiganu i dalje izgleda rimsko, ali to je rimska ruševina. Zatvoreno od 1988. i oduzeto dragocjenostima od strane vandala ili "strugača", prazna komad simbolizira pad mog starog grada, koči se ispod kriminala, korupcije i događaja kao što su neredi iz 1967., nestašica plina iz 1970 -ih i porast uvoza azijskih automobila . Moja obitelj, kao i ostale, odselila se. Grad s gotovo dva milijuna stanovnika 1950. smanjio se na 713.777 u 2010. godini.

Posjetiteljima su atrakcije Detroita bile očajne: tri nova kockarnica kockala su kockare u sobama bez prozora, a do centra grada kružila je monolitna tračnica. Slom grada zapravo je stvorio novi posao u "ruin pornografiji", jer su mještani pratili turiste željne iskusiti postapokaliptičnu atmosferu propadajućih tvornica i napuštenih ureda.

Ali Detroit je toliko dugo bio u padu, bilo kakva promjena bi se povećala. I "gore" je razlog zašto sam se vratio. Nešto se događa u jugoistočnom kutu Michigana. Nazovite to usponom, oživljavanjem, novom zorom - iz Detroita izvire neporeciva energija. Amerika je to prvi put primijetila na Super Bowlu 2011. godine. Chrysler je debitirao u TV reklami s reperom Eminemom, zvijezdom filma 8 milja (nazvan po cesti koja služi kao sjeverna granica Detroita). Oglas je iskristalizirao gradski šiljati ponos i osvojio nagradu Emmy, ali Detroit je bio pravi pobjednik.

"Ovo je Motor City", izjavio je Eminem, "i to je ono što mi radimo." I, sve više, Detroiters jesu radi: Latinoamerikanci iz radničke klase na jugozapadu, nedavno diplomirani studenti u Midtownu i New Centru te afroamerički profesionalci u Bostonu Edison poboljšavaju svoja naselja. Raste Detroit RiverWalk na rubu je centra grada, gdje su korporacije poput DTE Energy, Quicken Loans i Blue Cross Blue Shield preselile tisuće radnika. Omiljeni restoran iz doba šezdesetih, London Chop House, najavio je ponovno otvaranje. I ta značka gentrifikacije, Whole Foods, planira izgraditi trgovinu u središtu grada.

Čak su i autsajderi počeli pristizati, privučeni osjećajem avanture. Novi mi je stanovnik rekao: “Ako posjetite Detroit, vi ste istraživač. Budite spremni za bogato, vrlo duševno iskustvo. ”

Trepćuće crveno svjetlo trgne me natrag do žice i ruševina na željezničkoj stanici. Uz mene se zaustavlja vatrogasno vozilo.

"Nešto nije u redu, policajče?" Nervozno pitam. Možda misle da sam škrapač.

"Naaah", kaže kapetan Ljestve 28 Robert Distelrath, s širokim, širokim otklonom aS srednjeg zapada. “Samo provjeravam stvari. Što radiš?"

Kažem mu da sam ovdje jer čujem da se Detroit vraća.

Distelrath se ceri. “Ima nas više od ove željezničke stanice. Idi u Slows Bar BQ ”, kaže, pokazujući rukom na Corktown, susjedstvo koje graniči sa stanicom. “Vlasnik, Phillip Cooley, on je u središtu mnogih stvari. Pokušava sam vratiti Detroit. ”

Tek je 11 sati, ali Slow je pun ručka. Kupci gomilaju stolove od obnovljenog drveta. Konobarice poslužuju sendviče, a vrhovi punđe nagnuti unatrag kako bi se prilagodili hrpi grudi nagomilanoj ispod njih. Slijede boce piva i tanjurići krumpira s vaflima u rastopljenom cheddaru. Ovdje nema stidljivih dijelova.

"Detroiteri ne vole hranu u elegantnim hlačama", kaže mi mještanin. Istina. To je grad u kojem se i dalje može zaraditi tanjir jaja i smeđe boje za 2,50 USD (u Duly's Placeu, 24-satnoj restoranu u West Vernoru), i gdje restorani koji prodaju viršle s Coney Islanda-izumljeni u Michiganu, unatoč imenu-inspiriraju jaka lojalnost.

Cooleyja nema u blizini, ali ne mogu odoljeti i naručiti vučeno svinjsko meso. Nakon toga nastavljam potragu za urbanim pionirom. Na kraju ga zateknem niz ulicu u tek otvorenoj kafiću zvanom Astro.

Cooley (33) je malo vjerojatan spasitelj grada. Rođena Michiganka i bivša manekenka Louis Vuittona mijenjala je modne piste u Milanu za Detroitove prošarane pločnike kako bi započela novi život. On i njegova obitelj otvorili su Slow prije šest godina.

"Puno se toga događa", priznaje. Svoju je stručnost posudio Astru i Sugar Houseu, zanatskom koktel baru u susjedstvu. On je čak pomogao u financiranju i izgradnji parkirališta za zajednicu.

Svaka nova atrakcija postaje još jedna greda za podizanje Corktowna, susjedstva opuštenih tvornica, revitaliziranih Viktorijanaca iz medenjaka obojenih u jarke boje i praznih parcela pretvorenih u povrtnjake.

„Mi smo jedno mjesto koje ćemo pripremiti za bar. Svi su dobrodošli ”, govori mi Cooley dok dovršavamo naše američke kuhinje. Govori o Sporostima, ali mogao bi opisati grad. "Detroit je autentičan", kaže on. “To je vrlo jedinstven grad.”

Sljedećeg dana otkrivam istinu COOLEYOVE IZJAVE, posjećujući Dearborn, predgrađe u kojem se nalazi i svjetsko sjedište proizvođača automobila Ford, kao i rastuća arapsko-američka zajednica. Nakon što sam sa svojim vodičem, Fay Saadom, porijeklom iz Michigandera libanonskog podrijetla, obišao Arapsko -američki nacionalni muzej, dočekan sam u Habibu, raskošno opremljenom bliskoistočnom restoranu koji brzo posluje na svadbama, maturama i rođendanskim domjencima.

"Naše su obitelji kao i sve ostale", kaže Saad istim srdačnim naglaskom na srednjem zapadu kao i vatrogasni kapetan Distelrath. Poziva me da je otpratim u Dearbornov islamski centar Amerike, najveću džamiju u Sjevernoj Americi. Navlači maramu na glavu dok ulazimo u svetu zgradu. Tiho je. Usluge se ne održavaju. Vraćamo se u centar grada kroz prometnu aveniju Warren.

"To je poput mini Bejruta", kaže Saad dok prolazimo pokraj arapske pržionice kave koja ispunjava zrak mirisom prženih zrna. "I mješavina svega", dodaje ona, dok pokazujem na znak koji glasi "Najbolja halal pizza u gradu!"

Zaustavljamo se u njezinoj omiljenoj pekari, Shatila’s, gdje šalteri stenjaju s obiljem sorti baklave i medenih hurmi i drugih slatkiša iz Jemena, Sirije i Libanona, a gdje polaznici društveno razgovaraju s kupcima. Iako mnoge žene nose marame na glavi i razgovor je često na arapskom, to je isto toliko u Srednjoj Americi kao i na Bliskom istoku.

Zapravo, migranti koji nisu Englezi ovdje uživaju u dugoj tradiciji. Putnici često zaboravljaju da je Detroit rođen kao Francuz kao New Orleans. Detroit koji je 1701. osnovao Antoine Laumet de La Mothe Cadillac, svoje galske korijene pokazuje u nazivima ulica poput Livernoisa, Cadieuxa i Gratiota.

Posjećujem još jedno vjersko mjesto - crvenkastu opeku Ste. Crkva Anne de Détroit, koju su osnovali doseljenici Cadillaca i druga najstarija rimokatolička župa u Sjedinjenim Državama koja stalno djeluje. Crkva i njezin vanjski trg odišu šarmom Starog svijeta koji se miješa s režanjem polufinala koji tutnji preko mosta Ambassador u Windsoru u Kanadi.

Takvi kontrasti čine Detroit terroir, francuski koncept za karakteristike regije koje daju poseban okus. Detroit je hrpa suprotnosti-poput Slowsovog starog školskog roštilja s dimljenjem u modernom okruženju. Posjećujem Midtown, mjesto mnogih kulturnih dragulja Detroita, kako bih obišao Institut za umjetnost u Detroitu. DIA je klasična torta sa bijelim mrazom zgrade koja sadrži dinamične, šarene murale Diega Rivere sa montažnih linija. Freske je naručio Edsel Ford 1932. Ford je možda bio bogati industrijalac, ali je unajmio meksičkog komunistu da slika njegove radnike.

Dok su neke gradske zgrade ukaljane, druge opet blistaju, osobito predratni neboderi. Art deco tornjevi u Detroitu čine da oni na južnoj plaži u Miamiju izgledaju poput mravinjaka.

Kako bih stekao osjećaj za njih, obilazim s povjesničarem arhitekture Danom Austinom. "Detroit ima jednu od najvećih zbirki Roaringove arhitekture 20 -ih u bilo kojoj zemlji", kaže Austin. "Naći ćete ih u centru grada, u susjedstvima, u predgrađima." On označava niz najvećih hitova: “Fox Theatre, Fisher Building, Penobscot. I to nisu samo zgrade u stilu art decoa-razvoj gradske kuće, Lafayette Park, najveća je zbirka modernističkih rezidencija Mies Van Der Rohe iz sredine stoljeća na svijetu. "

Austin to objašnjava dok se približavamo zgradi čuvara od 40 katova. Izgrađen na vraški način, ovaj toranj iz 1929. strojno je izrađen od nehrđajućeg čelika, mramora i gotovo dva milijuna opeka u boji mandarine. "Volim to nazvati arhitekturom" svete krave "", kaže Austin dok probijamo kroz teška staklena vrata i ulazimo u predvorje. "Vidiš to i kažeš ..."

"Isus!" Zurim u zasvođeni prostor koji se uzdiže pet katova iznad predvorja dugog 60 stopa. Ovaj interijer ne bi bio naodmet u Ozu. Strop je završen astečkim dizajnom šesterokuta pločica Technicolor. Zidovi i podovi obloženi su rijetkim numidijanskim i sedrenim mramorom. Dekorativni metalni roštilj sa staklenim satom Tiffany u sredini odvaja predvorje od nekadašnje bankovne dvorane. Slabo pokušavam snimiti blistavu ljepotu kamerom svog iPhonea. No, čak ni Appleova domišljatost ne može učiniti ovo mjesto pravdom.

I druge arhitektonske ljepote postaju preobražajne. DoubleTree by Hilton ponovno je otvorio hotel Fort Shelby. Preuređeni Broderick s 34 kata iznajmljivat će stanove uredskim radnicima u centru grada.

"Umjetnost je ažurirati staru zgradu, ali ostati vjeran duhu originala", kaže Bradley McCallum, koji pomaže u upravljanju Westin Book Cadillac, jednim od najboljih hotela u Detroitu, koji je ponovno otvoren 2008. nakon renoviranja vrijednog 200 milijuna dolara.

McCallum i ja večeramo kasnije tijekom dana u restoranu Roast, chefa Michaela Symona u Book Cadillacu. Radim na Burgeru iz Rock Cityja, prelivenom bleu sirom, karameliziranim lukom i prepoznatljivim slanim umakom "zipp" u restoranu, te pratim košnicu aktivnosti. Elegantan par, žena u srebrnastom lameu, prošao je kraj nas do njihovog stola u zujećoj glavnoj prostoriji. Vani, na Washington Boulevardu, holivudska filmska ekipa snima scenu. Kliegova svjetla zasljepljuju poput dijamanata. "Mislim da je New York pomalo zaljubljen u Detroit", primjećuje McCallum. Teško je povjerovati da je noćni život u ovom gradu nekad bio toliko usamljen da su se posjetitelji vozili u Grosse Pointe, karirano i elegantno predgrađe, radi zabave.

Završim u Café d'Mongo’s Speakeasy s McCallumom i sve većom gomilom hipstera, umjetnika i noćnih gmizavaca. Barmeni poslužuju rebra i koktele koji miješaju Captain Morgan rum s Faygom, lokalnim gaziranim napitkom koji Detroiters izgleda guta sa svime.


Tragom

Čistači su skinuli mramor sa njegovih zidova. Nestali su lusteri, umivaonici i veliki brončani sat koji se nekad nazirao iznad šaltera za prodaju karata. Čak je i dio bakrenih ožičenja opljačkan sa središnjeg kolodvora u Michiganu, koji je proganjao jugozapadnu stranu Detroita otkako se Amtrak povukao 1988.

Unatoč slomljenim prozorima i prljavoj fasadi, zagovornici zajednice, zaštitnici prirode i slični nisu odustali od ogromne znamenitosti. Uskoro će možda imati razloga za slavlje.

Prema riječima Henryja Hagooda, direktora za planiranje i razvoj, grad Detroit razmatra staru željezničku stanicu, kao i nekadašnje mjesto restorana Joea Muera na Gratiotu, za novo sjedište policije.

Grad je zatražio od programera da dostave prijedloge za novo policijsko sjedište od 250.000 četvornih metara, koje bi trebalo uključivati ​​administrativne urede, konferencijske sobe, streljanu i druge sadržaje. Grad nije tražio policijsko zatvaranje.

Sadašnje sjedište, koje je izgrađeno 1923. godine, puno je problema. Prošle godine pukla je cijev poplavila podrum, privremeno izbacivši gradski pozivni centar 911.

Grad je primio nekoliko prijedloga, uključujući jedan od CenTra Inc., koja je vlasnik željezničke stanice.

Ako grad odabere CenTru, poslovni mogul Manuel J. “Matty” Moroun mogao bi se smatrati herojem. Moroun vodi CenTra, koja je vlasnik mosta Ambassador i prijevozničkih kompanija. Nije uvijek bio popularan na jugozapadnoj strani, gdje su se neki stanovnici žalili da njegove operacije ometaju susjedstvo.

Susjedi željezničke stanice zaneseni su mogućnošću da se policija tamo nastani.

"Toliko smo bili oduševljeni podrškom zajednice da je ova primljena", kaže Mickey Blashfield, direktor za odnose s vladom CenTre.

Jedanaest grupa zajednice koje čine Gateway Collaborative, koja promiče razvoj u Corktownu i jugozapadnom Detroitu, jednoglasno podržavaju plan.

"Trenutno željeznička stanica baca sjenu na Corktown i Mexicantown", kaže Kelli B. Kavanaugh, administratorica Vijeća grada Corktown Citizens District, članica Gateway Collaborative. "Imati zgradu koja doprinosi rastu kvartova poslužit će samo kao most, a ne kao prepreka."

Kavanaugh, autor Detroitovog središnjeg kolodvora u Michiganu, povijesti fotografija skladišta vlakova, predviđa da će premještanje tamošnjeg sjedišta policije potaknuti razvoj u tom području.

Jedina tjeskoba koju su stanovnici imali oko prijedloga bila je parkiranje, kaže ona.

"Ne želimo da postoji veliko parkiralište ispred željezničke stanice", kaže Kavanaugh.

Grad nije rekao koliko će se ljudi useliti u zgradu, ali specifikacije zahtijevaju 800 parkirnih mjesta. Blashfield kaže da prijedlog CenTre premašuje ovaj zahtjev. Skladište pored skladišta vlakova pretvorilo bi se u parkirno mjesto, a uz njega bi se izgradilo još jedno, kaže on. Ako je potrebno, treća bi se mogla izgraditi na površini sjeverno od postaje, kaže Blashfield.

Kathy Wendler, izvršna direktorica Southwest Detroit Business Association, također članica Gateway Collaborative, kaže da je preuređenje željezničke stanice dobro ne samo za susjedstvo, već i za grad.

"Htio bih reći da je to prekrasna lokalna, susjedska stvar, ali to je daleko više od toga", kaže Wendler. "Mislim da će to odjeknuti u cijeloj regiji i da je to prilika da grad dobije nacionalnu objavu u tisku."

Ken Cockrel, predsjednik gradskog vijeća Detroita, najviše je zainteresiran za uštedu gradskog novca udruživanjem policijskih upravnika u jednu zgradu. Ken Cockrel, koji živi oko kilometar i pol sjeverno od željezničke stanice, kaže da su vrhunski stručnjaci odsjeka trenutno smješteni u nekoliko zgrada.

"Na tim lokacijama plaćamo stanarinu, što se zbraja", kaže on. "S gledišta isplativosti, ima smisla platiti jedan račun za najamninu i objediniti ostala plaćanja poput komunalija."

"Mislim da je adaptivna ponovna uporaba prekrasna stvar", kaže vijećnica Sheila Cockrel, ali želi više detalja. Vijeće neće pregledati planove za sjedište policije sve dok gradonačelnik ne odabere investitora.

Prema Blashfieldu, grad želi operaciju "ključ u ruke". CenTra bi platila obnovu i zakupila prostor za sjedište policije.

Sheila Cockrel kaže da želi biti sigurna da grad neće naići na isti problem koji sada ima sa 36. okružnim sudom. Grad iznajmljuje zgradu i plaća popravke, kaže ona.

Ona nije jedina koju zanima ugovor o zakupu i drugi detalji. Ljudi redovito razgovaraju o središnjem kolodvoru Michigan na detroityes.com, web stranici posvećenoj svemu Detroitu.

Steve Haag (32), strastveni čuvar prirode, objavljuje na web mjestu pod pseudonimom "Hamtramck Steve".

"One [stare zgrade] jedna su od stvari koje Detroit čine jedinstvenim", kaže Haag, predsjednica hotela Friends of the Book-Cadillac, koji je promicao napore za obnovu te zgrade.

Prošlog mjeseca, gradonačelnik Kwame Kilpatrick rekao je da će hotel biti spašen, te je rekao da će uskoro dati sličnu najavu o željezničkoj stanici, koja je dovršena 1913. s dizajnom Beaux Artsa iz 19. stoljeća.

Haag tvrdi da je jeftinije obnoviti stare zgrade koje su strukturno zdrave nego graditi nove. Zato misli da preseljenje sjedišta policije na željezničku stanicu ima smisla.

U objavi od 17. srpnja Haag je rekao da je od povjerljivog izvora čuo da će: „Vlasnik platiti pune troškove obnove kako bi stvorio novu policiju [sjedište] u zamjenu za, mislim, 30-godišnji zakup. Zakup je ispod 20 dolara po kvadratu. ”

Haag nije htio identificirati svoj izvor.

Blashfield nije htio komentirati objavu Haag.

"Nećemo ulaziti u detalje sve dok oni ne budu konačni", kaže on.

Ali ako je ono što Haag kaže istinito, 20 USD po kvadratnom metru je razumno. Uredski prostor u centru grada iznajmljuje se od 16 do 30 dolara po četvornom metru, kaže Andy Farbman, istaknuti lokalni developer.

"Ovisi o klasi zgrade i njezinim sadržajima", kaže Farbman, koji je predložio smještaj novog sjedišta policije u bivšoj zgradi Detroita Free Press. Kaže kako grad više ne razmatra taj plan.

"Nisam se čuo s gradom otprilike tri mjeseca", kaže Farbman.

Grad je prvotno trebao izabrati konačnog programera 30. svibnja, ali je produžio rok. Otprilike u isto vrijeme, Ministarstvo pravosuđa SAD-a objavilo je da će nadzirati odjel nakon dvogodišnje istrage smrtonosnih policijskih pucnjava, smrti u gradskim zatvorima i drugih pitanja. Neki nagađaju da se grad možda nije želio pojaviti kako nagrađuje odjel novim sjedištem.

Gradonačelnik i šef policije Jerry Oliver donijet će konačnu odluku, kaže Blashfield. Oliver, koji je navodno rano rekao da želi izgraditi novi objekt, odbio je komentirati.

"Zaključak je da bi se u njega lako moglo smjestiti Policijska uprava, a zatim i neke", kaže Blashfield.

Zgrada visoka 230 metara ima 550.000 četvornih metara. Policija bi bila zakupnik sidra, ali bi bilo mjesta za druge, kaže Blashfield.

"To je formacija od čelika i betona koju su projektirali željeznički inženjeri, a stabilno je izgrađena od prvog dana i takva ostaje", kaže Blashfield.

Što god grad odlučio, rušenje željezničke stanice nije opcija, kaže Blashfield.

"Nismo to razmatrali", kaže on. "Osim toga, nisam siguran da u regiji ima dovoljno dinamita za to."

Pročitajte ostale značajke Corktowna u ovom broju:

Susjedstvo koje ne bi umrlo
Autor: Sarah Klein
Unatoč napuštenim i propadajućim znamenitostima, Corktown pulsira životom.

Rupa u srcu
Autor Curt Guyette
Izgubljeno polje snova u Corktownu.


Detroiteri hrle vidjeti željezničku stanicu u ponedjeljak dodanu na dan otvorenih vrata

Žena pregledava povijesne fotografije na izložbi na središnjem kolodvoru Michigan u Detroitu tijekom dana otvorenih vrata koje je priredila Ford Motor Company u petak, 22. lipnja 2018. (Fotografija: Ryan Garza, Detroit Free Press)

Ford je u petak otvorio svoj novo kupljeni glavni kolodvor u Michiganu za prvi javni posjet u posljednjih 30 godina i, unatoč prijetnji kiše, Detroiters i gradski susjedi masovno su se pojavili.

S obzirom da se više od 25.000 ljudi već očekuje da će putovati kroz kolodvor u petak-nedjelju, Ford je rekao da će produžiti dan otvorenih vrata do ponedjeljka. Stanica će biti otvorena za javnost od 10 do 17 sati. Subota i nedjelja i od 9 do 15 sati Ponedjeljak. Ljudi se mogu registrirati na fordmcsopenhouse.splashthat.com/.

Postaja, otvorena 1913. i po uzoru na njujorški Grand Central Station, zatvorena 1988. Postala je meta vandala i lopova, ruševina koja se nadvila nad zapadnim rubom Corktowna, simbol propasti Detroita.

Ford će ga pretvoriti u središte automobilskog tehnološkog kampusa i, nadaju se i tvrtka i zajednica, najveća prekretnica u oživljavanju grada.

Vizija Billa Forda za željezničku stanicu, Corktown

Gospodine Ford, hoće li moji roditelji biti dobro?

Red od najmanje 1.000 posjetitelja počeo se okupljati znatno prije 13 sati. otvaranje u petak. Iako je gužva bila raznolika, činilo se da su ljudi koji su bili dovoljno stari da su posjetili stanicu dok se još koristila bili previše zastupljeni. Za mnoge od ovih posjetitelja dolazak ovdje bio je iz sjećanja.

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?
& gt
& gt
> 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.
& gt
> 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. Problem solved.

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.
& gt
> 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.
& gt
> 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"


Komentari

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. Rezultat? 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? Zašto? 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. Zadivljujuće. 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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