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The Michigan Central Station could once again be a hub for Detroit Transit, with some vision, some $$$, and a plan in place. It won’t be the only transportation option, but an important cog in the revitalization of transit in and out and through the Motor City.
We need to realize that the building can once again be successful as a train station, even though not in the CBD, as long as we also provide a direct and convenient link to the CBD for such passengers. MC is just over 1 mile outside of the city center. When constructed in 1913, the station sat on the right of way with Chicago to the west and the Detroit River Tunnel to the east. Also to the east, was the direct connection to the old Michigan Central Third St. Depot and freight yards. Much of this alignment remains today, covered only with vegetation. The rail alignment to Third St. continued at ground level where the Tunnel entrance descends down, then continues through a trough grade separation under Bagley, Rosa Parks, Lafayette, and Fort Street, where it begins to curve to parallel the river and more of less was built over by the enlargement of W. Jefferson in the 80s, after the remnants of FSUD and the approach viaduct were removed. By this time, the freight houses along the river were a thing of the past, too, and the tracks were trimmed back to roughly 15th St., where the present CSX alignment and NS Boat Yard line end. The tracks between MCS and the Third St. depot were removed, though the trough and road overpasses remain. This still-remaining old freight alignment is very important.
As I see it, Detroit needs a commuter rail station downtown, but that does not mean MC cannot be significant, too. We all know that the time is running out for both Joe Louis and Cobo in their current forms. Joe Louis might be replaced by a new arena near the Fox, while numerous plans are afloat to rebuild and enlarge Cobo. What if the Joe Louis parking garage was demolished, and the Northern face of Cobo demolished, and a trainshed was constructed parallel to Congress, with all stub tracks terminating near the corner of Washington Blvd and Congress St? This would be more downtown than Fort St. station by 3-4 blocks, and more central than a station near Brush Street [[old GTW Station, where the RenCen is today). What’s to say the new commuter station cannot be tied in to a redeveloped Cobo Hall? It could not be any more convenient in regard to downtown location, and would have a direct tie to the DPM/Cobo Station. Put the trainshed on the lower level and build Cobo above, or scale the north wall of Cobo away from Congress a few hundred feet and put a glass ceiling over part of the trainshed, to give it plenty of ambient lighting [[let's not copy oldie Detroit Metro Airport terminals...)
Most of this alignment is in place and with nothing built over it. Commuter trains can stop at MCS on their way into the city. The trains can then skirt the river tunnel, follow the old alignment under Fort St., then follow the old FSUD viaduct alignment behind the post office. The Joe Louis garage could be demoed when the Joe is no longer used. Cobo will be essentially rebuilt, anyhow. A bridge can carry the tracks over W. Jefferson behind Riverfront Apartments, and the Lodge Fwy.
As for MC, it can again become the Detroit terminal for Amtrak trains into an out of the city. You say, “how will Amtrak service to Pontiac, etc. be maintained with a loop out of the way to MCS?” In California, the successful Pacific Surfliner trains operate between San Diego and LA, with some continuing north to Santa Barbara. Los Angeles Union Passenger Terminal is a stub ended terminal, but it is still used for these through trains. The trains operate push-pull, stay at LA for 20 minutes, the engineer hops on the cab at the other end, and the train takes off. The process is reversed for trains coming south. Michigan Amtrak trains already operate in push-pull mode. Why can’t the train follow its current route from Chicago and go straight in to MCS? It could then reverse direction, get on the Conrail alignment at Bay City Jct, access the CN at CP-Vinewood, and take the same route it already does to get there. MC gets used, and service north is retained. It would also be able to be used effectively in a start up service south to Toledo, and for any future trains which would utilize the Detroit River Tunnel to Canada. MCS would then be Detroit’s hub for Amtrak service, and a stop for every commuter train operating on the AA-Detroit line, or any other future line. Shorter “Shuttle” commuter trains could be timed to carry passengers between MCS and the downtown/COBO terminal to get people to and from the Amtrak trains, while the commuter trains on the AA line could just continue after stopping at MC toward downtown.
As for the revitalization of the MCS office tower, it can occur in incremental stages, as opportunities come forward to fill the tower with offices, etc. While the incompleteness of the upper floors of the office tower was once seen as a negative, it can now be a substantial positive. No need to tear out walls, wiring, old systems, old supplies. It’s already been done, because it was never done in the first place. It’s like a new building within the frame of an old building. Everything can be customized, because they’re starting from a nearly clean slate. Extra unoccupied room in the tower? In LA, the Metropolitan Transit Authority built a new headquarters building beside LAUPT. DDOT/SMART/the new light rail on Woodward can consolidate office space here. In Detroit, we already have our office building atop our train station. Since no building downtown currently has a public observation deck, one of the top floors of the east side of the building could be turned into such a place for viewing the powerful skyline of the city and Detroit River. Charge a reasonable fee, something like $5. This can be tied in with a portion of the station which will be stabilized but remain essentially as it is today – to remind us of where we’ve been these past 20 years, and to fulfill the niche of having our urban ruin, and urban exploration, in a safer and more controlled setting. There are plenty of places in the building that would qualify, even if the Concourse, Arcade, and main waiting room are restored. And on that note, the restoration does not necessarily need to be 100% back to 1913. Many of the columns, etc, have been weathered by the constant bombardment of the elements these past two decades, and this can remain, again, another reminder of where we’ve been.
MC can be a stop on the commuter line, and THE Detroit station for Amtrak trains. Thus, it would serve Mexicantown and Corktown neighborhood commuters, and area wide Amtrak passengers. Amtrak passengers could take the commuter shuttle downtown or to another commuter stop, but most Amtrak passengers would drive their car to MC or be dropped off. I mean, that’s pretty much how it is at other Michigan Amtrak stations. Know about the old Roosevelt Warehouse building a block to MC’s east on 15th Street at Marantette St.? It’s been abandoned for years, with as many windows broken as MC has. I see parking garage written all over it. Insert parking garage decks, as in the Michigan Theatre. Suddenly you have the prettiest garage in Detroit, serving commuters and passengers every day. Put a pedestrian tunnel under 15th St. into MC’s east side. It can have moving walkways if you like, and escalators up onto the main floor of MC at the east entrance.
Restore the station’s public areas. Chicago’s Union Station has a busy food court... MC can have one too. Gift Shops, news stands. Open the ticket windows for Amtrak and commuter passengers. Restore seating in the concourse. Restore the great hall [[waiting room), but rent it out for weddings, company meetings, events, etc. Other big city train stations do this. We have precedents many in other places.
Although the trainsheds were demolished in 2000, the platforms remain, and the track areas were simply paved with asphalt. Relaying new track would not be a problem, nor would erecting modern style platform canopies....unless...
Anyone familiar with the Grand Rapids area might know that there used to be a Union Terminal near downtown to serve the Pere Marquette, Pennsylvania, and New York Central. Today, it sits under the US-131 freeway, and the station was demoed in the late 50's in preparation for the freeway build. The large late 1800s glass and steel frame trainshed was taken apart piece by piece and moved to 28th Street for use as a lumber warehouse. Although it’s been taken apart again, it is now safely in storage in the Grand Rapids area. Wouldn’t it be cool to re-erect the Grand Rapids trainshed behind MC as a way to utilize pieces of two of the state’s grandest train stations? We’d need a trainshed anyway, and a large one with lots of light and protection from the elements would be the best.
In its active days, MCS passengers accessed the train platforms from the concourse via the underground tunnel, which took them to stairs and ramps up to their appropriate track. What kind of visual appeal would that have to fix up the tunnel, so as people walk up to their train, they come up to see a huge glass and steel frame trainshed above and brand new platforms, etc.?
In one stroke, we’ve reopened MC and found important realistic, valuable uses for it. We’ve got a grand train station for intercity passengers. We’ve got a facility that can handle an expansion and the current and future capacity. We’ve got a new downtown commuter terminal. No more #53 DDOT Woodward bus transfer from New Center to a bus to get downtown. No major demolition of buildings that wasn’t already going to be done. The alignment is already there.
I have more to say about MC, it's placement, and the theory of the second man. More on that another time.