Tag Archives: Eastern Market

Rambling report

October 24, 2014

The new $24 million segment of the Dequindre Cut, from Gratiot to Mack, is about as short as you’d expect if you’ve ever wandered Eastern Market end-to-end without even noticing. This 0.45 mile stretch is due to open next spring after some delays, following the initial 1.35-mile trail conversion which was completed in 2009. The railroad itself was constructed in the 1830s by the Detroit Pontiac Railroad Company, predecessor of Canadian National and Grand Trunk. Trains ran along the tracks from 1838 until the mid-1980s; passenger rail service to the riverfront terminated in 1982. A subsidiary of the MGM Casino purchased the parcels between 1998 and 2000 and handed them off to the city shortly after.

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Aside from just wandering and having fun, our intent was to examine the benefits and losses of greenway rails-trails conversion projects, particularly the impact on wild plants commonly referred to with the generic term “weeds.” Focusing on the greenery when the Dequindre Cut has been so well-known for its colorful graffiti was a shift that felt natural at the time, and almost certainly foretells the theme of many future walks there. Wildflowers were everywhere bland new embankment walls weren’t. How the pale blocks had been kept free of graffiti for their weeks in place baffles the imagination. Especially as the grade changes to join street level closer to Mack, the balance tips in a pastoral direction. Birds were chirping and flocking around grassy clumps unjostled by the heavy machinery lining the Cut. Behind the Detroit Edison Public School Academy, a birdhouse perched atop a tall pole.

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At Mack we waited a while for the roar of Lions’ game traffic to quiet before setting foot on the rails. This stretch of the Cut splices two different worlds — the vastness of bleak industry to the west where the Pepsi bottling plant sits, and a line of trees and some grassy lands to the east. It’s a dynamic that feels very Detroit. “These would be lovely to keep as parks,” I said. “They already are,” a rambler replied. The disused tracks themselves were littered with surprises — we examined pottery, the railways’ signature shards of metal, bones, shoes, trash, and treasure in the form of a fully intact shovel sitting in a bush.

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The tracks are fenced off with shiny chainlink at Farnsworth where they keep the trains. At this point we turned east, doubling back on St. Aubin for a glimpse of what life might have been like before the railroad. Cobblestone streets still push determinedly westward before petering out into high grasses next to dead-ending sidewalks. Rust inexplicably coats sections of pavement. At Forest, a naked flagpole sits lonesome in the grassy lot that was the Dabrowski Playground, in memory of the reverend who once founded a Polish Seminary there. There aren’t many houses these days. Outside of Eastern Market again, we stopped to check on the little cinderblock wonder at 2126 Pierce St., then followed the alley south to Wilkins. An eastbound detour gave us better viewing of the sculpture garden outside C.A.N. Art Handworks.

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The ramble paused on Gratiot to share generous rambler-made brownies with a belated contingent of tired tweed riders. After this ramblers disbanded to their vehicles and I trekked south alone. At Antietam a red-tailed hawk dove to scoop up a squirrel, dangling it from the power lines. I followed the Lafayette Parks to the river, broad green spaces paralleling the Cut. After the Greening of Detroit Park, I crossed Jefferson and ventured down Riopelle, looking at the Ren Cen looming past the wreckage of a torched building. It felt out of place. In Milliken State Park, the recent sidewalk led me over the hill, next to the canal, and back into the Dequindre Cut.

This is the familiar Dequindre Cut, where in an otherwordly composition graffiti is backdrop for the occasional sly storybook red fox straight out of Le Petit Prince. It’s also a greenway beloved by Detroiters who wouldn’t or couldn’t explore the wilder sections we’d seen earlier in the day. As I strode north, a family passed, pushing their stroller and talking about how safe it was there. Their hip-height young daughter smiled a few paces behind them. It was getting dark but a group of people still had a tripod set up in the pedestrian lane, filming skateboard tricks. This is something you might not try a few miles north along the rails.

If something is lost in this conversion from rails to trails, it isn’t the greater good. As one who lived for the spaciousness and unruliness of parts of this city, I can’t wholly mind that it isn’t here, right here, anymore. But will there always be somewhere else to go? As perambulists in other cities thoughtfully elegize their vanishing wildernesses, I wish they could ramble with us and see the before and the after simultaneously, two sides of a story, two ends of the same trail.

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Rambling alert! Sunday, October 19

October 13, 2014

Plans to extend the Dequindre Cut from its present terminus at Gratiot north to Mack have been in progress for a year. The trail was expected to be open at the end of November, but completion will be delayed until late next spring. Rails-to-trails paths are a popular option among planners — across the country, old railways are being repurposed as green jogging, bicycling, and walking havens.

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We will ramble the Dequindre Cut, observing what is lost and what is gained as humans force various phases of development on the land. What was there before the railroad? What will be there after? What is the future of greenspace in cities?

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Walking is free and open to the public. We will meet at 4:00 at the current northernmost point of the Cut. Ramblers are encouraged to bring beverages, snacks, sweaters, senses, questions, and answers. Ramblers should take care to outfit themselves with good shoes or else. In case of severe rain, we’ll ramble the following Sunday.

Highly recommended reading on the effects of rails-to-trails greenway projects in other cities:
Two poignant articles on rails-to-trails greenway projects in other cities:

Also, London is apparently the world’s largest urban forest. Should the entire city become a national park? The Independent reports.

Other fun happenings:
Tweed Ride Detroit, an “annual celebration of fall, tweed, bicycling, & Detroit!” will also take place Sunday, October 19, starting at 1:00 at the corner of Warren and Trumbull. This whimsical event will be marking its fifth anniversary. Ramblers, you have lots of leg muscles — why not make them all sore?

Curb cuts

December 28, 2013

Looking back at 2013’s top news, Motor City Muckraker reminds us of their survey two years after the city’s installation of curb cuts allowing pedestrians with disabilities access to some of the infamous “sidewalks to nowhere” that truncate abruptly in weeds, unkempt trees, garbage, and rubble.

This is especially interesting in retrospect given the ongoing struggle over curb cuts, which included a wheelchair protest last month on the west side, where crucial intersections are lacking any kind of ramp for sidewalk access.

Photo by Steve Neavling for Motor City Muckraker

Photo by Steve Neavling for Motor City Muckraker

The curb cuts in question are the result of a 2005 lawsuit against the city by an Ann Arbor lawyer on behalf of Michigan Paralyzed Veterans of America and the Center for Community Access, the settlement of which stipulated that Detroit revamp its ramps. Detroit installed many curb cuts in the 1980s, before new Americans with Disabilities Act requirements were established in 1991. Specifically, the nubbly “detectable warning” surfaces on modern ramps are made of reddish rubber, while old ones sport concrete nubs or smooth surfaces making wheelchair traction a challenge. Never mind that the rubber ones tend to shear off and can sometimes be found decorating the gutters like cheerful Heidelberg dots.

In his article, Steve Neavling makes no mention of where the tax dollars came from, intimating that Detroiters should take umbrage at this, as if it were exclusively city money that financed these measures of questionable necessity. The headline alone, “Detroit spent $45 million on sidewalk ramps to nowhere while sinking into debt,” implies that Detroit had the option of spending the ADA sidewalk compliance funds on other city services, like streetlights, firefighters, or police, when this was not the case. While revenue from Detroit’s gas tax funded some of the ramps, the federal dollars that covered the rest of the bill were specifically earmarked for this purpose. Whatever the source, noncompliance with the court order is likely to have a higher price tag, both financially and socially.

“The law is clear as a bell that curb ramps have to be installed at every intersection,” attorney Mark Finnegan told the Free Press. This includes the mostly abandoned areas to which Neavling takes exception, failing to note that it’s often these places where higher concentrations of elderly people and people with disabilities live, those who are less upwardly mobile and unlikely find themselves using the ADA-approved ramps downtown. As one commenter put it, “They’re not going to write in the law… ‘Every city must comply, except Detroit, which is a lost cause.'”

The problem with Detroit’s ADA compliance is less that it is doing it citywide, but that it is doing it with no discernible order. Areas that receive a lot of traffic and might be prioritized, like Eastern Market, are still missing appropriate curb cuts in unexpected places. It seems that merely keeping track of which curbs have already been addressed would be a bigger job than it’s worth. The oversight feels spiteful. In explanation, Detroit Department of Public Works director Al Jordan told the Free Press in 2010 that installing curb cuts on main roads where pedestrian crossings are absent might communicate that it’s safe to cross the street at any point where there are ramps, assigning the blame to larger infrastructure issues.

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Neavling, responding to a comment, said that “[s]ome dense neighborhoods received [no curb cuts] while many desolate areas, some with no houses on a block, received installations.” No area is immune to this illogic, however. In some of Detroit’s higher-density, more walkable neighborhoods, curb cuts have been replaced as nonsensically as anywhere else. Creating ramps where there are no sidewalks in populous areas is as wasteful there as it is where sidewalks terminate in wilderness a few paces from the intersection, but hardly makes for a sensational headline.

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A block away from this corner, curb cuts have not been replaced despite being on a reasonably well-trafficked sidewalk running along a main road.

For once, Detroit isn’t alone in its dysfunctionality with regards to this issue. It’s happened everywhere there are attorneys trying to pay back their law school debt and everywhere stimulus plan dollars can stretch, like a small town in Oklahoma, where residents bemoaned a $90,000 sidewalk leading to a ditch that was replaced three times in a five-year period before finally arriving at ADA compliance. At least these curb cuts have only been replaced once that we know of.

And who’s to say that these curb cuts in largely vacant spaces such as the Packard Plant lead to nowhere — maybe the arrival of new neighbors will lead to development in these unlikely areas. This sidewalk will be perfect for Fernando Palazuelo’s morning stroll.

Photo by Steve Neavling for Motor City Muckraker

Photo by Steve Neavling for Motor City Muckraker

For a project already of such boggling duration, it seems a darn shame that such muckraking is still needed, and that we will likely be hearing lots more about Detroit’s sidewalk woes in 2014.