Detroit, MI
Whitmer, Democrats have to fix what Betsy DeVos did | Opinion
Michigan public schools have been in a free fall for decades, with every demographic group lagging their peers nationally on most key measures. That means when affluent suburban kids in Michigan are compared to affluent suburban kids in other states, the achievement gap is widening.
So if wealthy, suburban kids in Michigan public schools caught the proverbial cold, Detroit kids in public schools have the flu.
Beyond decades of disinvestment and state-controlled financial mismanagement, major education policy has made even the simplest tasks difficult for Detroit parents.
Parents of children who live in Detroit are flooded with “choices,” but decades-old Lansing policies have made choice nothing more than a fallacy. Instead of just showing up to enroll their children at a neighborhood school, Detroit parents face the unenviable task of sifting through mountains of data and community recommendations simply to select a school for their child to attend.
Some parents get lucky, enrolling their child in the best possible school that meets their child’s needs, while other parents feel like they’re in the movie “Groundhog Day” — stuck in an enrollment trap they can’t get out of. Detroit parents do the best they can with the resources and information available, but there is no cohesion in the chaotic “marketplace” that is public education in Detroit.
It needs to change.
When choice isn’t a choice
Detroit Public School Community District operates 106 schools, serving nearly 49,000 students. But that represents only half of Detroit children.
There are also 97 charter schools (privately run public schools) in Wayne County, most in the city of Detroit, and another two dozen charter schools in Macomb and Oakland County. Detroit children also attend those schools. There are a dozen or so “schools of choice” traditional public school districts that accept nonresident students. Most of them are in inner ring suburbs of Detroit.
In all, there are over 200 public school options for every Detroit parent to consider, and the only way to compare schools is to do it manually. So is enrollment — DPSCD and each individual charter have separate enrollment processes.
Until Detroit parents can objectively compare their choices and enroll their children through a central process, Detroit parents don’t have real choice. Parents must also be guaranteed transportation to get to whatever school they choose, because a choice you can’t get to is no choice at all.
Our Democratic Legislature and governor should act now to offer Detroit parents real choice.
We all know where good intentions lead
In 1994, Michigan voters approved the school funding tax Proposal A — still the single largest tax policy shift in Michigan in the last 100 years.
At a high level, Proposal A was intended to equalize school funding by capping property taxes for school funds at 6 mills, and raising the state sales tax from 4% to 6%. This created the state foundation allowance (also known as per pupil allotment), which distributes a set amount of school funding to every child in Michigan.
This move was sold as a way to eliminate funding disparities between school districts that relied solely on property tax revenue. Before Prop A, the average district levied a 35-mill school tax.
But as they say, the road to hell is paved with good intentions.
The per-pupil-allotment treats public school children in Michigan as fungible widgets, all the same. The cost to educate a second grader in this model is viewed the same as an 11th grader, or for students with special needs or at risk in other ways.
Proposal A launched absurd protocols such as Count Day — student attendance on the first Wednesday in October, a single day, accounts for 90% of school funding for every school district in Michigan. Each year, Count Day brings iPad raffles and pizza parties all over Michigan to ensure the highest student attendance (thus highest revenue) possible.
But accompanied this new tax scheme was the creation of charter schools and schools of choice, adding competition for this new interchangeable commodity — the public-school student, and that student’s accompanying state dollars.
This policy singlehandedly formed the basis of the mess that Detroit parents must deal with today.
A plan that didn’t work
The original aim of charter schools was to stimulate innovation, and push traditional public schools to do the same.
Charter schools — the number of charters was initially capped by the legislation that enabled them — were intended to break free from the large bureaucracies of traditional public school districts, allowing for innovation led by teachers and not bureaucracy-heavy central offices.
But today, most charter schools in Michigan are run exactly like traditional school districts, with large central office bureaucracies (“management companies”), in which teachers have little to no say in methods of instruction.
It should be noted, these (mostly for-profit) management companies are exempt from the same public disclosure requirements traditional school districts are bound by. And, while 30 years later, the creation of charter schools in Michigan has not pushed traditional public schools to innovate, Michigan has more charter schools than any state but Louisiana.
This is perhaps due to the fact that billionaire political donor Betsy DeVos bankrolled the no-compromise, pro-charter school movement in Michigan, funding groups such as the Great Lakes Education project, a staunch pro-charter advocacy organization.
In 2011, DeVos successfully lobbied to remove the cap on charters and charter school openings in Michigan skyrocketed, and now roughly one-third of all charter school students in Michigan are residents of Detroit.
Which brings us back to Detroit parents, and choice.
What DeVos did, and how we can fix it
In 2016, Detroit Public Schools was facing bankruptcy. Four state-appointed emergency managers couldn’t solve one thing, and it related to the above-mentioned per-pupil-allocation.
For 70 years, Detroit’s population has been declining from its 1950 peak of 2 million residents. Now, the city has just around 632,000 residents. Public school enrollment has fallen even faster, from around 299,000 in 1966 to 49,000 today.
Student enrollment declined, of course, as parents moved out of the city. The drop was exacerbated as students who stayed in the city went to attend charters and schools of choice. As the district lost students, revenue declined.
But the difference between Detroit Public Schools and the historic City of Detroit municipal bankruptcy, is that the pension obligations for educators are guaranteed by the Michigan taxpayer. So, a deal had to be done. A Republican governor and state Legislature had to get to work.
The Senate Majority Leader at the time tapped Goeff Hansen, a Republican senator from Hart — over three hours away from Detroit—to lead the work on bringing Detroit Public Schools to continued solvency.
Hansen — clearly not a DeVos puppet — was facing term limits, and wouldn’t get caught up in political gamesmanship.
He visited Detroit over a dozen times to learn about the issues facing Detroit children and focused on shepherding policy that could improve their outcomes, and led the Senate to pass a package of bills he described as, “saving DPS and school choice.”
The Senate bills created a new district — Detroit Public Schools Community District — a debt-free entity that would educate children, while preserving DPS to collect the school millage and pay off the district’s debt.
It also called for a Detroit Education Commission that included an accountability plan. All schools — both DPS and all charters — would be assessed and receive a letter grade of A-F. The commission would also manage public and charter school openings and locations — some Detroit neighborhoods are inundated with school options, and some are veritable deserts. Finally, some measure of accountability for charters.
As to the number of schools to choose from between DPS and charters, Hansen said that “confusion and chaos negatively impacts parents seeking stability and positive educational options for their children. This new level of coordination will bring about increased parental choice and attract new education options for students.” For good measure, Detroit Mayor Mike Duggan dedicated his entire keynote at the Mackinac Policy Conference that year in support of the Detroit Education Commission and Hansen’s bills.
But after passing the Senate, the bills suffered a tragic fate in the state House. Betsy DeVos and other members of the wealthy family went on a spending blitz, donating $1.45 million to Republican members over a seven-week period — an average of $25,000 a day — successfully killing the notion of a Detroit Education Commission.
The legislation created a new, financially viable district. But it did nothing to regulate the major issues that affect Detroit children. And it left Detroit parents in the same chaotic public education system 30 years in the making.
Now in 2024, there is a limited Democratic majority in both legislative chambers and a Democratic governor unbeholden to Betsy DeVos.
The time is now to advance a package of bills that addresses this chaos.
I think they should call it “Detroit Kids First.”
The core should be a Detroit Education Commission, with members appointed by Detroit’s mayor, that:
- Creates a common enrollment process for all schools located in Detroit including all charters and DPSCD;
- Creates an accountability standard that assesses school performance and provides an A-F letter grade for every school in Detroit, located on the common enrollment website;
- Administers a common transportation program in which every school in Detroit is mandated to participate and to which all Detroit children have access.
The DeVos money hasn’t disappeared. Outfits like GLEP will still oppose any form of regulation involving charter schools.
But Detroit parents — half of whom send their children to charter schools — would welcome a commission that can provide some semblance of stability and certainty to the exercise of school choice.
The notion that parents will be able to make more informed choices and have an opportunity to attend these schools, just makes sense. I encourage my friends in the state Legislature — particularly in the Detroit Caucus — to take up this cause.
Detroit parents — and students — will surely be grateful.
Michael Griffie is the Detroit Metro Leader for AECOM and a former Detroit charter school principal. Submit a letter to the editor at freep.com/letters.
Detroit, MI
Winners: 2026 North American Car, Truck and Utility of the Year
Detroit — The envelope, please. . .
The North American Car, Truck and Utility Vehicle of the Year (NACTOY) awards unveiled the 2026 model year winners Wednesday to open the Detroit Auto Show.
Winner of Car of Year went to the Dodge Charger. Truck of the Year honors went to the Ford Maverick Lobo. And the Hyundai Palisade took home the Utility of the Year crown.
The awards were presented on stage at the soaring Atrium space in Huntington Place Convention Center.
Fifty jurors (including the author of this article) from U.S. and Canadian media outlets selected the finalists after testing 30 nominees across all categories, 19 of them SUVs. Of the nine finalists, two were electric with an average price of $46,248 across the three categories. The $96.5k Gravity was the most expensive nominee, the $23.4k Sentra the cheapest.
In the car category, the Charger and Prelude marked the return of sexy, legendary badges. Detroit’s sentimental favorite was the $51,990 Charger Sixpack (so named for its inline-6 cylinder engine), reborn for ‘26 after the previous, V8-powered generation exited the market in 2023 dogged by federal emissions regulations. The gas-powered Charger shares a stable with the electric Charger Daytona EV. Dressed in a throwback, 1960s coke-bottle wardrobe, the hatchback Charger Sixpack boasts a more refined chassis and interior over predecessors.
For the first time since 2001, Prelude is back with a different mission. As its badge implies, the sporty, $43,195 coupe is a prelude to Honda’s future. The Japanese automaker is leaning into gas-electric hybrids and hatchback Prelude is a Civic-based, hybrid halo as the brand moves to full electrification next decade.
The $23,645 compact Sentra sedan is an affordable option at a time when the average price for a new vehicle is over 50 grand. With twin, hoodless digital screens and wireless Android Auto/Apple CarPlay, Sentra has premium looks for its budget price.
Ram had two nominees for the Truck Wars with its refreshed, light-duty 1500 and heavy-duty 2500 pickups.
Like sister Stellantis brand Dodge, Ram had spiked its best-selling Hemi V-8 to assuage regulators in 2025. The V-8 (officially the eTorque V-8) is back by popular demand. Ram has stamped every V-8 model’s fender with the “Symbol of Protest” protest badge featuring a ram’s head atop a Hemi engine. The Heavy Duty never lost its V-8 or diesel engines (spared by separate federal emissions rules) and brings Ram’s interior refinement to big trucks.
The $37,625 Lobo added a street performance trim to the Maverick’s popular XL, XLT, Lariat and Tremor lineup. The trucklet is a sports car with a bed with its lowered chassis, stiffer springs, and drift-happy, torque-vectoring, rear twin-clutch.
The SUV category was a horse race between the three-row Hyundai Palisade, wee Nissan Leaf EV and sci-fi Gravity.
The latter is Lucid’s first SUV after the elegant Air sedan. At half the price of the six-figure Gravity, the Hyundai comes with major upgrades for 2026 including head-turning style, a hoodless, digital display and an XRT Pro off-road trim complete with all-terrain tires.
The Nissan Leaf went from nerd to swan with its stylin’ 2026 model. Still affordably priced at $29,990, the Nissan is the only EV available for under $30k.
Awarded by a geographically diverse, independent jury of automotive journalists (not a single publication), NACTOY is recognized as one of the industry’s most prestigious baubles. Vehicles are judged as benchmarks for their segments based on factors including innovation, design, handling, user experience and value.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.
Detroit, MI
Iconic Detroit store, Dittrich Furs, to close after 132 years, sparking lines during liquidation sale
DETROIT – After 132 years of business, Detroit institution Dittrich Furs is closing its doors for good.
The owners announced their retirement on the store’s website, sparking an overwhelming response from customers eager for one last purchase.
On Tuesday, (Jan. 13), the store reported lines stretching down the street, with so many customers calling that Dittrich Furs had to temporarily stop answering phones.
While a final day of operation has not been announced, the store remains open Tuesday through Saturday from 10 a.m. to 6 p.m.
The liquidation sale runs through April 30, with prices up to 70% off as everything must go.
Lisa Wright, a longtime customer, shared her connection to the store.
“It’s iconic in its 136 years, so that is the reason that I stood in that line for almost six hours. I grew up in this area. I remember Dittrich because my mother bought a coat from Dittrich. In fact, I still have that coat.”
Wright added, “When I told my brother and them, ‘Hey, remember mom had Dittrich furs?’ I still have that fur even though she’s passed on. I’m the only daughter, so it went to me. Now it’s going to go from me to my daughter. That’s what my memories are, because she bought a fur. It was beautiful.”
She expressed mixed emotions about the closing.
“I’m going to miss them. Just the idea of advertisement, and I’m getting of age, and I’m seeing a lot of things going away that I’m used to. Congrats. They’re probably tired. They probably need a break, too,” Wright concluded.
Customers and community members recognize Dittrich Furs as a stronghold in Detroit.
“They are such a stronghold in Detroit for so many years. I think they’ll have some wonderful memories, as Detroit loved them. It’s being shown by people coming out,” said customer LaVerne Sommerville.
Eugene McCulloch, browsing the sale, said, “I think I might buy this jacket. I kind of like it. I like the color. It looks pretty good.”
As Dittrich Furs prepares to close, the store’s legacy lives on through the memories of its customers and the final rush of shoppers eager to own a piece of Detroit history.
Copyright 2026 by WDIV ClickOnDetroit – All rights reserved.
Detroit, MI
Detroit Auto Show opens as industry pares back splashy debuts and leans on test tracks
DETROIT (AP) — The Detroit Auto Show returns this week, offering an opportunity to take a peek at the cars of today and tomorrow and also go for a spin.
The annual car-fest at a Detroit convention hall features a lineup of 40-plus vehicle brands. At last year’s show, organizers say attendees took more than 100,000 rides in them.
“That’s what makes the Detroit Auto Show different,” show chairman Todd Szott said. “You can get up close, talk to the people behind the brands and actually experience the vehicles.”
The Detroit Auto Show once was the place for new model debuts, glitzy displays and scores of journalists from across the globe.
Automakers since have determined that new models can make a bigger splash when they’re unveiled to a digital audience on a day when they don’t have to share the spotlight with rivals.
While it has scaled back dramatically from its heyday, it still drew 275,000 attendees a year ago. And it is leaning into interactivity.
Two tracks offer attendees ride-along experiences in internal combustion engine, hybrid and electric vehicles, while the Camp Jeep and Ford Bronco Built Wild Experience give visitors a chance to climb into the vehicles and tackle some makeshift “mountains.”
The show gets underway Tuesday evening with vehicle announcements from Ford Motor Co. as part of the media and industry preview days. On Wednesday, the annual North American Car, Truck and Utility Vehicle of the Year will be revealed. The show opens to the public Saturday and runs through Jan. 25.
Visitors can check out displays under the Alfa Romeo, Buick, Cadillac, Chevrolet, Chrysler, Dodge, Fiat, Ford, GMC, Jeep, Kia, Lincoln, Ram, Subaru and Toyota nameplates.
Speakers include Republican U.S. Sen. Bernie Moreno from Ohio, and a pair of Democrats — Michigan Gov. Gretchen Whitmer and Pete Buttigieg, the Transportation Secretary under President Joe Biden.
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