Location: MCRR Station - Detroit, MI - Station Tracks

New Michigan Central tracks were constructed at its new station between 15th and 20th Streets which were built in 1908.

The station occupied former land which was used by the company's stock yards. As indicated by Sanborn maps, many of these tracks existed prior to the construction of the depot and the recent international tunnel entrance, and brought eastbound trains to the nearby former Third Street Station.

All of these old and new tracks were largely classified from north to south as:

1. Depot passenger tracks - #1 - #11
2. Freight tracks, and
3. Two main line tracks directly into the tunnel.
4. At the east end of the station (at 15th street interlocking tower) about 6-8 freight tracks extended east around the tunnel entrance to the Third Street yards.

Notes

The following are comments from historian Peter Dudley about possible future use of the former passenger and freight tracks behind the restored Michigan Central Station in Detroit for passenger operations. This summary of ideas provides an excellent description of the former and current track and supporting structures at the station as of May, 19, 2023:

"Here are my current thoughts about a possible return of rail passenger service at Michigan Central Station (MCS):

"Beyond MCS Track 11 (the current southwestern limit of Ford Motor Company's Michigan Central renovation project), there are SEVEN additional elevated trackways -- including Canadian Pacific Railway's still-active double-track mainline (aka MCS Tracks 13 and 14).

"These "freight tracks" were more-closely-spaced than the recently-removed passenger platform trackways (Tracks 1 through 10, plus surviving Track 11 and its adjoining express freight platform siding), all of which were enclosed under the landmark's long-gone Bush Train Shed (1914-2000).
The total available width of the still-extant segment of MCS's 1914 Viaduct (the largest railroad bridge ever completed in Detroit) is c. 127 feet, including MCS Tracks 11 through 18. If-and-when Amtrak needs more sidings (in addition to CP's still-solid mainline), those elevated trackless-trackways will need to be rebuilt. Like MCS Tracks 1 through 10 (demolished Fall 2021), the underlying steel has rusted beyond redemption.

"It's possible that Track 11 and its platform might host the proposed western extension of Southwest Greenway. Phase I of Detroit's newest trail-with-rails officially opened on May 24, 2023 (see Detroit Riverfront Conservancy for more information). If the trail extension plan comes to fruition, the maximum available width for tracks and platforms will be reduced to c. 95 feet.

OR:

"Most of the space inside the long-vacant MCS Express Freight Warehouse (directly-under Tracks 11 through 18) could be filled-in. Costly demolition of the rusted bridgework could be avoided, except for new steel erected atop an extension of a re-created under-the-tracks arrival / departure passenger corridor.
Similar to the station's once-ornate (demolished Fall 2021) "passenger / pedestrian subway", this new corridor (extending under Ford's all-new Mobility Platform) could connect the landmark's Main Concourse and enclosed ramp all the way out to long-trackless MCS Track 18, if necessary. Airport-style moving sidewalks could make the longer walk easier, along with ramps, elevators, and escalators at trainside.

OR:

"Complete removal and reconstruction of the century-old bridgework atop the long-vacant Express Freight Warehouse space could enable a new enclosed parking garage for inter-city and commuter rail passengers (accessible from the unused "private drive" paralleling West Vernor Highway), along with a new bus / light rail transit terminal (accessible from Newark Street). The re-created arrival / departure corridor would run between these adjacent facilities.
Buses and / or streetcars could connect with a new streetcar line running along Michigan Avenue --

OR:

"A new grade-separated light-rail line, running parallel with the southwest side of the descending approach to the Detroit River Tunnel, could connect MCS with downtown Detroit (via May Creek Ravine and West Jefferson Avenue).

"As when Detroit Department of Street Railways (DSR) buses once provided cross-platform service to-and-from downtown via converted busways (where passenger platform sidings once ran), rail passenger access to Ford's renovated "destination station" wouldn't be compulsory, while remaining extremely-attractive".

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