Article: History of Grade Separation in Detroit - 1920

From the Detroit and World Trade, published by the Detroit Board of Commerce, 1920

The earliest work done in the way of grade separation in the City of Detroit was in connection with the building by the railroads of the bridges over the Grand Trunk Railway and Michigan Central Railway many years ago. Of this work there is no record in the city files so far as we have yet found. In 1890-91 the construction of the Fort Street Union Depot led to the building of the viaduct and the West Jefferson street viaduct over the Michigan Central. At about the same time the building of East Grand Boulevard was accomplished and the viaduct over the Grand Trunk was completed as a part of that project. It thus appears that nearly all of the existing viaducts carrying the streets over the railroads were built prior to 1895 and were in no sense connected with any general plan for general grade separation. Both the Michigan Central and Grand Trunk, near the river, were in quite heavy excavation and the overhead viaduct was the obvious treatment for the local condition.

The general subject of separating street and railroad grades was a matter of recurring discussion and comment both in the Common Council and on the part of the city's executive department, in successive annual messages, for a number of years prior to 1900.

In that year the development of a large, rapidly growing residential section north of the Boulevard, easterly and westerly from Woodward avenue, brought about strong agitation which resulted in an agreement in August, 1900, for the separation of grades at Woodward avenue at the crossing of the Michigan Central, New York Central and Grand Trunk Railroads by partial elevation of the tracks of said companies and partial depression of the street. (See Journal of Common Council for 1900, pp. 619-52.) This work formed the basis of the agreement entered into July 3, 1903, providing for the construction of subways at all streets from Woodward Avenue to and including Michigan Avenue and also provided for the construction of a viaduct over said railroads at Junction Avenue. The required annual expenditure was not to exceed $200,000. All construction cost was borne by the railroads and the city paid such damages as were awarded to abutting property owners. (See Journal of Common Council for 1903, pages 610-617.)

Under this agreement 23 streets were completed at a cost to the railroads of $2,313,155.51. Grand Boulevard West was built entirely at the expense of the City of Detroit, by the Department of Parks and Boulevards. Seven streets have not yet been separated which are provided for in this agreement.

By an agreement dated May 15, 1906, the contract of 1903 was amended to provide for the construction of a subway in Junction Avenue instead of the viaduct agreed upon in the agreement of three years before. (See Journal of Common Council for 1906, pages 535-6-7.)

The Michigan Central's Detroit River Tunnel project and the consequent necessary rearrangement of this company's terminal facilities to meet the new conditions was probably the greatest influence in crystalizing the agitation, which had become quite acute, for grade separation by track elevation on all streets crossing the Michigan Central main line between 16th Street and Livernois Avenue, the then westerly limits of the city, resulting finally in an agreement between the Michigan Central Railroad and the City, dated October 17, 1906. (See Journal of Common Council, 1906, pages 1179-83.) The work under this contract has been fully executed at a cost to the railroad company of approximately $1,750,000.

In 1909 a further agreement was entered into providing for track elevation easterly from Woodward Avenue to and including Russell Street and East Grand Boulevard. This agreement simply extended the one of July 3, 1903, over the added area and spread the annual expenditure of $200,000 over the several streets to be affected by said agreement. (See Journal of Common Council, 1909, pages 1146-50.)

Seven streets have been completed under this agreement at a cost to the railroads of $653,313.37. Two streets remain to be separated. Brush Street was opened across the railroads as a part of the general improvement, the city paying to the railroads the sum of $12,000 for the opening.

The annexation to the city in 1906 of the Villages of Delray and Woodmere and a portion of Springwells, and the subsequent rapid settlement and development of this area, both as an industrial and residential section, crossed, as it is, in several places by main line tracks of railroads entering Detroit from the west, only added to the city's grade separation problem.

After considerable study and discussion covering one of the larger problems in this added territory, an agreement was consummated May 29, 1916, and amended September 26, 1917, covering the territory from the present grade at Junction Avenue southwesterly to the River Rouge on the lines of the Michigan Central-Toledo Division—the New York Central and Wabash Railroads and the Pere Marquette and Wabash main line tracks where the same cross Dearborn Avenue. (See Journal of Common Council 1916, pages 1462-66.)

Work was to have commenced in April, 1917, on Livernois, Dix and Waterman Avenues, but owing to war conditions the New York Central and Wabash Railroads appealed to the Common Council for permission to defer this work until conditions again became normal. (See Journal of Common Council 1917, pages 599-600.)

This contract provides for the opening of Green Avenue and Lafayette Avenue without expense to the City, and for the abandonment of Herkimer Avenue and the partial abandonment of Harbaugh Avenue.

There is also partial separation of grades on the Michigan Central main line at Central Avenue and Lonyo Road. The building of a hump yard in the year 1913 for the classification of freight made it necessary to elevate and relocate certain freight tracks. This work was covered by two separate agreements between the Railroad Company and the City of Detroit and the Township of Springwells, entered into in the year 1915. The through passenger and freight tracks still cross these thoroughfares at grade. We have no record of the cost, to the railroad, of this work which was done in connection with the building of a very large yard.

Since 1900, under these contracts 43 grade crossings have been eliminated and two others have been partially separated. Thirty-six streets included in the contracts have not yet been separated, including three which carry street railways. The actual work completed comprises roughly one-seventh of the total number of crossings in the city. In January, 1917, on the appointment of Mr. C. W. Hubbell as City Engineer, the Division of Grade Separation was established. John W. Reid was appointed Engineer in charge and Professor Henry E. Riggs of the University of Michigan was retained as Consulting Engineer.

Work was commenced, and has been carried on continuously on a study of the entire problem of grade separation for the city.

The Grand Trunk Railway grade separation was the first specific problem to receive attention. This railroad, built prior to 1850, enters the city on Dequindre Street, one mile east of and parallel with Woodward Avenue the chief retail business street. It runs through a section of the city having a population of from 36,000 to 50,000 per square mile. The streets are narrow and close together. About one-third of the entire population reside east of this line. Belle Isle Park, the water works, many large industries and some of the finest residential districts lie east of the line, so that the total number of individual movements per day over the tracks runs into the millions. There are 14 streets involved between Detroit River and Ferry Avenue, many of which are heavy traffic streets, two of them, Jefferson Avenue and Gratiot Avenue, carry from 8,000 to 15,000 vehicles per day in addition to street cars, while there are street car movements of 1,280 and 2,800 per day respectively. Some of the worst crossing accidents in recent years have occurred on these streets, and from every point of view this grade elimination project is the most urgent in the city. This project has been under discussion for about fifteen years. The Common Council and the railway company had been unable to agree, therefore in 1914 the Council petitioned the Michigan Railroad Commission for an order compelling grade separation. Various plans had been made and modified, by both Railroad Company and City. In 1917, when the Division of Grade Separation assumed charge the plan before the Railroad Commission, known as “Grand Trunk Railroad, Plan N,” provided for six to eight feet elevation of the railroad and eight to eighteen feet depression of the streets.

It was our opinion that this plan was wholly improper. New plans were immediately prepared which provided for depression of the Grand Trunk tracks over part of the district. The present railroad yard from the passenger and freight station is on a substantially level grade about 4 feet above high water. This grade carried under Jefferson Avenue, permits ample drainage. A rising grade of four-tenths of a foot per hundred feet to Macomb Street, and a grade of one foot per 100 to Alexandrine Avenue, provides perfect drainage, the same alignment as proposed by the railroad, the same maximum grade as the road now operates, and puts the tracks some 20 to 22 feet below the correct grades of all streets.

This plan was submitted to Council Feb. 28th, 1917, with a full report setting forth the comparison of this plan with Plan N. (See Common Council Proceedings, Feb. 28, 1917.). This plan was approved by the Council, and became known as the “City of Detroit Plan.”

At a hearing before the Michigan Railroad Commission on March 9, 1917, the City Plan was offered as a substitute for Plan “N” and on the strength of the showing made the railroad company withdrew “Plan N” and offered in its stead "Plan 0,” which provides for 3-foot elevation at Brush Street Station, a maximum elevation of 22 feet between Riopelle and Gratiot Streets and which comes to the city plan grades at Alexandrine Avenue and conforms with the city plan to Ferry Avenue.

Plan "O" eliminates nearly all of the objectionable features of Plan “N,” but places the maximum grades in the railroad yards along the river front. The city therefore still contends for the adoption of the City Plan.

This matter was finally argued before the Michigan Railroad Commission in the spring of 1917, but to date the Commission has with held its decision, presumably on account of the unsettled conditions due to the war and the government control of railroads.

It is to be hoped that this decision may be handed down shortly, even if the order as to time of commencement of work be deferred until the close of the war, as the question of the plan to be adopted is vital to any new industrial development in the territory, and the Commission's opinion as to proper division of costs of construction will have great value in connection with the making of future agreements with other railroads.

Incidental to the prosecution of the Dequindre Street (Grand Trunk) case, the New York Central (L. S. & M. S.) Railroad Company relinquished its perpetual rights over the Grand Trunk right-of-way and ceased operation of its trains into the Brush Street Terminal, and is now using the Michigan Central Station.

XIV. Review of the Work of the Division of Grade Separation.

Since its organization in January, 1917, the Division of Grade Separation has kept steadily at work, with a small force of men in the field part of the time and with one to two men in the office all of the time. The work done to date may be very briefly described under the following captions.

Grand Trunk Railway Project.

The first five months was almost wholly devoted to the study of the Grand Trunk Dequindre Street grade separation, the preparation of plans known as “The City Plan,” to numerous conferences with Grand Trunk Ralway engineers and preparation of estimates of cost which were agreed to by both parties, and to preparation for and attendance on hearings before the Michigan Railroad Commission.

Pere Marquette-Wabash-Pennsylvania Project.

On February 13, 1917, the Common Council directed that investigations be made and plans prepared for the elimination of all grades on the main lines of the Wabash Railroad and Pere Marquette Railroad from Fifteenth Street to River Rouge. (See Journal of Common Council, 1917, page 167.)

Surveys were made, traffic counts on all of the streets taken and the work gotten well under way in the early months of 1917.

This project involves about four miles of main line now jointly used by the two railroads. The matter is involved by the fact that the Pennsylvania Detroit Railroad contemplates the use of these tracks and of the Fort Street Union Depot, and the contracts already made provide for extensive changes, including the building of additional main tracks making a four-track line. Still further complications are brought about by the existence of several long industrial spur tracks, leading off nearly at right angles, which cross several streets; by the connection with the main line and some of the spurs with the tracks of the Detroit, Toledo and Ironton Railroad and the Delray Connecting Railroad; by the paralleling of the main line for over a mile by the Michigan Central “Exposition Spur”; and by the character and extent of industries and of side tracks owned by the industries. Taken as a whole the problem resolved itself into the study of the entire district lying between Fort Street and the Detroit River extending from West Grand Boulevarrd to River Rouge. The entire district is gridironed with railroads, not only the north and south streets but the east and west streets have numerous grade crossings and many serious questions were raised by industries.

After completion of surveys and maps, numerous conferences were held with the chief engineers of the railroads at interest and with the officials of industrial plants which were affected, and finally a system of grades established for the main lines which in the main met with the general approval of the railroad engineers, the engineer of the Wabash road being unable to agree due to the effect on the Wabash yard. The treatment of the various industrial and connecting lines was tentatively fixed, subject to adjustments on working out of full plans. These plans, together with a full report on the problems encountered, with recommendations, was reported to the Council Committee on July 15, 1918, and accepted and adopted by the Council on July 16. (See Journal of Common Council 1918, page 899.)

This entire matter has been referred to the Grade Separation Committee, the Commissioner of Public Works, the City Engineer and the Corporation Counsel to negotiate an agreement.

The Michigan Central Belt Project.

The Michigan Central Belt Line extends east along the river from Orleans Street, where it connects with the Grand Trunk, to and across Mt. Elliott Avenue, thence leaves the river, crosses under Jefferson Avenue and runs parallel with Beaufait Avenue, about two miles east of Woodward Avenue, north to a connection with the Bay City Division in Hamtramck Village. The total length of this line is over five miles. Twenty-five streets in Detroit and one in Hamtramck are involved. From Jefferson Avenue northward the line parallels the Grand Trunk and the same objections to leaving it at grade apply, perhaps slightly less in degree at the present time.

While no resolution had been passed in 1917 by the Council, it was our opinion that this was among the most urgent of all projects in the city, and surveys were made. Several conferences have been held, with the Chief Engineer and Grade Separation Engineer of the Michigan Central, maps and profiles have been prepared, and good progress made toward reaching an agreement as to the final elevation to be adopted. Plans for this project, together with discussion of local difficulties to be overcome will be ready for submission to Council within a few weeks.

Other Grade Separation Projects.

Preliminary inspection has been made of nearly all other lines in the city. Some surveys have been commenced and, if a sufficient force of men can be secured will be done this year for the Pere Marquette lines in the western part of the city, the Detroit Terminal Railway, and the Michigan Central and Grand Trunk lines northeast of Milwaukee Junction.

General Studies. Grade Separation in Other States and Cities.

In January, 1917, it was found that the city files contained little or no information as to laws of other states bearing on grade separation, and that only one or two reports on such work were available. The task of assembling, in convenient form for ready reference, all information bearing on the subject was at once undertaken, with the result that the Division of Grade Separation now has accumulated a mass of information in the form of laws, plans of work, reports on grade separation in various cities, photographs and books, and has quite a complete bibliography of the subject. An abstract has been made of this data showing for each state a reference to the laws governing grade separation, the manner of division of cost of the work, the percentage of cost borne by the cities, and the cities which have done work of grade elimination. This abstract appears as Appendix A to this report.

Traffic Studies.

We were greatly handicapped at the very outset of our work by lack of accurate data as to the use of the streets by street cars, vehicles and pedestrians. No traffic counts had been made by the city in connection with previous grade separation work, consequently we had no basis for stating increase of traffic on any of the streets of Detroit. Quite extended studies have been started with a view of securing accurate data as to:

(a) The actual extent of use of the various streets on each project. This is essential particularly to meet the requests of the railroads for closing of streets.

(b) The growth of traffic on improved streets under fairly normal conditions. The increase in population and manufacturing means a greatly increased use of the streets each year and it is essential that this rate of increase on fully built and well established streets be determined.

(c) The growth of traffic on streets due to the improvement of the street. It is invariably the case that vehicular traffic tends to use the better paved thoroughfares and in many instances wrong conclusions as to the importance of an unimproved street may be reached.

(d) The growth of traffic in outlying districts due to the establishment of new industries. There is a marked tendency to underestimate the importance of main thoroughfares in newly added sections of the city. This tendency may be overcome by the possession of definite records extending over a period of four or five years in the case of such roads as Dix Avenue, Ferndale Avenue, Mt. Elliott Avenue, and other streets which have become main streets of newly built districts.

These records have not been accumulated for a sufficiently long period to permit us to draw any conclusions as yet on many of the points involved. By continuing our own records, and availing ourselves of those of the County Road Commission, State Highway Commission and D. U. R. we hope at a later date to submit further information of real value.

A summary of average daily counts made on 147 grade crossing shows over 1000 vehicle and street car movements per day per crossing, as against a railroad movement of 11 trains per crossing. See Table X.

TABLE X.

Average Daily Traffic across 147 Railroad Grade Crossings in Detroit, 1917, Based on Counts
made under direction of Division of Grade Separation.

Railroads	# Crossings	Train Movements	Street Vehicle Movements	# Crossings	Hrs.	Min.	← Time Lost Tresp's'rs on ROW
GTRR/D&MRR	50	1,755	50,854	36	29	51	14,857
Wabash/PM	34	2,141	18,919	13	20	50	4,337
MC/NYC/Wab	7	679	10,132	7	15	02	1,364
PM (old line)	6	102	8,714	4	2	18	515
MC (BC)/GTRR	4	66	853	4	1	30	44
DT&I	4	71	5,691	1	1	02	849
MC Belt Line	18	748	36,168	15	14	23	2,226
Detroit Terminal	24	456	17,251	9	3	24	849
Totals	147	6,018	148,582	89	88	20	25,002
Ave per crossing per day	...	41	1,011

 

Accidents, Trespassers.

Considerable study has been made of all available statistical data as to crossing accidents and accidents to trespassers. This subject was discussed somewhat in our report of July 15, 1918. (See Journal of Common Council 1918, page 901.) No additional information has been gathered, hence no figures need be given in this report. Attention is called to the fact however, that crossing accidents constitute a tremendously large percentage of all railroad accidents, while accidents to trespassers mount into the thousands each year in the United States. Table X shows that 25,000 trespassers per day were counted at 147 grade crossing in Detroit. We have as yet been unable to secure full data from the railroads as to classified accidents in Detroit, but from such data as we have it is very clear that by the complete elimination of railroad grade crossings in Detroit the number of accidents will be very largely reduced.

Maps and Records.

The preparation of a large and accurate map of the City of Detroit, showing all railroad lines, location of all industries, location of all open and platted streets has been substantially completed. Project maps and profiles showing the correct location of all side tracks and yards have been prepared for all of those projects for which plans have been submitted, and will be made for all districts in the city. Study has been given to the subject of standard types of construction, and plans prepared as a basis for all estimating, and, with possible modification to meet railroad special requirements, or artistic needs of special cases, to be used as a basis for construction. Studies have been made of various plans for streets and driveways at complex crossings. Complete street plans and profiles, to comply with the provisions of the state law, have been made for all streets crossed by the railroad lines. It is hoped that within another year, certainly by the end of 1919, the record may be so full and complete for every crossing in the City of Detroit as to obviate the piecemeal field work that has been necessary in order to supply information to the Council.

The Establishment of Grade Separation Districts.

We have found the necessity of establishing some well defined districts, so designated that ready reference may be had to maps, plans and the mass of data that is accumulating. Reference to this work by the date of the contract with the railroads, as has been done in the past, or by projects, as outlined in the plans made under various Council orders, as was first adopted by us in 1917, will be found to be unsatisfactory as the work progresses. After consideration of several plans we have fixed on a plan for nomenclature of districts and subdistricts as set forth in Appendix B, and recommend its adoption. Every mile of line within the City is included in one of these districts. Single lines of railroad, or three or four parallel and adjoining lines are treated as line. The number of streets given in each sub-district are streets crossed by the main line of road, not those crossed by industrial spurs.

Information Regarding Industries.

It has been the policy of the Division of Grade Separation to establish so far as possible the most frank and cordial relations with owners of industries, large and small, along the lines of railroad in the city. We have in general, met with a most hearty response, and have received many maps and layout plans, and in some cases have conferred with architects or engineers selected by owners. We have had many conferences with officials, have received a great mass of valuable information as to shipments in and out by rail and as to the local teaming at the various properties, all of which has enabled us to work with a much more intelligent knowledge of the requirements of each plant.

We trust that we may, in the future have the fullest co-operation with the owners of property, direct, rather than through attorneys representing groups of industries. It can only be through complete understanding of all points of view that the best interests of all parties can be conserved.

Acknowledgement.
We acknowledge the hearty co-operation of the officials of the railroad, in the furnishing of maps, track plans, profiles, plans of structures and in placing at our disposal records of cost. The officers of the Detroit United Railway, the Detroit Edison Company, Detroit Gas Company and the Telegraph and Telephone Companies have also responded to every request. This spirit of confidence and co-operation has made it possible to place the city in possession of information absolutely essential to the full execution of the work. Acknowledgment is also made of the generous co-operation and assistance of the Detroit Bureau of Governmental Research in the Grand Trunk-Dequindre Street case.

Very respectfully submitted,

JOHN W. REID.
H. E. RIGGS.

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Note: In 1920 in Michigan, Detroit has already eliminated 43 crossings, and another 20 are covered by agreements. Cases are pending before the State Railroad Commissioner involving 44 crossings in Grand Rapids. Under Michigan law, the railroad pays construction costrs and the city pays for damaged to property abutting the street.

Appendix "B"

Grade Separation Districts - City of Detroit

District 1 - River Rouge to Seven Mile Road

• (a) M.C.R.R. Bay City Division - Woodward to Michigan
• Grand Trunk Railroad - Woodward to Junction
• New York Central Railroad (LS&MS) Woodward to Junction

	Woodward	Wabash	24th Street
	Cass	Kirby	25th Street
	Second	\14th Street	Roosevelt
	Third	15th Street	McKinley
	Greenwood	16th Street	Vinewood
	Holden	Grand River	W. Grand Blvd.
	Lincoln	Warren	Scotten
	Trumbull	Maaybury Grand	mICHIGAN
	Commonwealth	Buchanan	Michigan
	12th Street	23rd Street	Junction

 

• (b) MCRR Bay City Division - Woodward to Russell
• GTRR - Woodward to Russell
• NYC (LS&MS) - Woodward to DGH&M
• Wabash railroad - Woodward to DGH&M

	John R	Hastings	East Grand Blvd.
	Brush	Milwaukee	Rusell
	Beaubien	Hastings	Russell

 

• (c) MCRR Toledo Division - Junction to River Rouge
• NYC (LS&MS) - Junction to River Rouge
• Wabash RR (Freight only) - Junction to Dearborn

	Livernois	Springwells	Carbon
	Dix	Lafayette	Dearborn
	Waterman	Lawndale	Herkimer
	Green	Fort
	Central	Harbaugh

 

• (d) MCRR Bay City Division - Russell to Seven Mile Road
• GTRR - Russell to Seven Mile Road

	Clay	Conant	Davison (2)
	St. Aubin	Mt. Elliott	Lansing
	Jos. Campau	6 Mile Road (2)	7 Mile Road (2)
	Leuschner	Church	Van Dyke

 

District 2 - Third Street to Westerly City Limits, Western Avenue

• (a) MCRR main line - Third to Livernois

	W. Jefferson	Baker	24th Street
	Fort	15th Street	W. Grand Blvd.
	Lafayette	16th Street	Vinewood
	12tyh Street	17ith Street	Scotten
	Howard	18th Street	Clark
	Vermont	20th Street	Junction
	Porter	Beecher	Military
	14th Street	23rd Street	Livernois

 

• (b) MCRR main line - Livernois to City Limits

Central

Lonyo

 

District 3 - Atwater Street to Eight Mile Road

• (a) Grand Trunk (DGH&M) railroad - Atwater to Ferry

	Atwater	Sherman	St. Josdeph
	Riopelle	Maple	Illinois
	Orleans	Chestnut	Leland
	Franklin	Antietam	Alexandrine
	Woodbridge	Jay	Superior
	Jefferson	Gratiot	Willis
	Larned	Adelaide	Canfield
	Congress	Division	Garfield
	Fort	Alfred	Forest
	Lafayette E.	Brewster	Hancock
	Monroe	Wilkins	Warren
	Macomb	Erskine	Theodore
	Clinton	Scott	Farnsworth
	Mullett	Hale	Frederick
	Catherine	Mack	Ferry

 

• (b) Grand Trunk (DGH&M) railroad - Ferry to Eight Mile Road

	Harper	Holbrook	Log Cabin
	Trombley	Westminster	7 Mile Road
	Milwaukee	Caniff	State Fair Road
	E. Grand Blvd.	Dabvison	8 Mile Road
	Clay	Jerome (6 Mile)

 

District 4 - Third Avenue to River Rouge

• (a) Wabash railroad - Third Avenue to River Rouge
• Pere Marquette railroad - third Avenue to Fort Street
• Penn-Detroit railroad - Third Avenue to River Rouge

	6th Street	Clark	Waterman
	Brooklyn	McKinstry	Post
	8th Street	Summit	Green
	W. Jefferson	Ferdinand	Solvay
	12th Street	Morrell	West End
	19th Street	Junction	Harbaugh
	24th Street	Campbell	Dearborn
	W. Grand Blvd.	Cavalry	Carbon
	W. Jefferson	Military	Dey
	Minnie	Dragoon	Gates
	Swain	Artillery	Forman
	Pleasant	Crawford	Barron
	Campau	Rademacher	Fort

 

• (b) Pere Marquette Railroad - Fort Street to City Limits

Dearborn

 

• (c) MCRR Exposiytionb Spur - West Jefferson to Westerly City Limits

	W. Jefferson	Artillery	Mackie
	Reeder	Crawford	West End
	Harveyi	Rademacher	Cary
	Driggs	Waterman	Ford
	Cavalry	Post	Dearborn
	Military	Green	Harbaugh
	Dragoon	Solvay	Leigh

 

District 5 - Dequindre Street to Joseph Campau Avenue

• (a) Michigan Central Belt Line - Dequindre to Jospeh Campau

	St. Aubin	Kercheval	E. Warren
	Dubois	Waterloo	Theodore
	Chene	Charlevoix	E. Palner
	Jos. Campau	Berlin	E. Grand Blvd.
	McDougall	Mack	Harper
	Mt. Elliott	Pulford	Mt. Elliott
	Jefferson	Sylvester	Dunn
	E. Lafayette	Gratiot	Jos. Campau
	St. PLaul	E. Forest

 

• (b) Michigan Central Belt Line - Harper to Detroit Terminal railroad

	Strong	Wagner
	Miller	Huber

 

District 6 - MCRR main linbe to Westerly City Limits

• (a) Pere Marquette (old line) Michigan Avenue to City Limits

	Michigan	Tireman	Wyoming
	Buchanan	Livernois	Afton
	McGraw	Plymouth
	Warren	Coon

 

District 7 - Jefferson Avenue to Pere Marquette Main Line

• (a) Detroit Terminal Railroad - Jefferson to Woodward

	Jefferson	Gratiot	Ryan Road
	Kercheval	Frency Road	Conant
	Waterloo	Van Dyke	Jos. Campau
	Charlevoix	Lynch Road	Dequindre
	Mack	Mt. Elliott	Oakland
	Shoemaker	6 Mile Road	Woodward
	Harper	Davison

 

• (b) Detroit Terminal Railroad - Woodward to Westerly City Limits

	Hamilton	Livernois	Tireman
	Oakman	Glendale	W. Warren
	12th Street	Grand River	Lonyo
	Linwood	Plymouth