Jack Dean
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Supported a comment by jozanna hudson on
Michigan Central
2 weeks, 3 days ago
Commented on Michigan Central
2 weeks, 3 days ago
I would use it frequently! I live in Ann Arbor and just this weekend took the train from Windsor to Toronto. Ability to get on in AA and go to Detroit for a night (concert, sporting event, evening out) or continuing onto Toronto on a single seat ride would be amazing.
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Amtrak intends to inaugurate a new Chicago / Detroit / Windsor / Toronto train, which will make its Detroit stop at "a newly renovated Michigan Central Terminal" (!)
Return Amtrak to Michigan Central members favor reviving rail passenger service at Ford Motor Company's landmark Michigan Central Station (MCS), currently undergoing renovation in Detroit MI.
The attached Detroit News photograph (shot on January 5, 1988) shows the last Amtrak WOLVERINE train to depart from MCS.
https://www.facebook.com/groups/returnamtraktomichigancentralstation
Amtrak intends to inaugurate a new Chicago / Detroit / Windsor / Toronto train, which will make its Detroit stop at "a newly renovated Michigan Central Terminal" (!)
Return Amtrak to Michigan Central members favor reviving rail passenger service at Ford Motor Company's landmark Michigan Central Station (MCS), currently undergoing renovation in Detroit MI.
The attached Detroit News photograph (shot on January 5, 1988) shows the last Amtrak WOLVERINE train to depart from MCS.
https://www.facebook.com/groups/returnamtraktomichigancentralstation
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal. In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938. Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance, and BEYOND -- roll the trolley down the ramp, stop below the East Entrance, and continue through the long-vacant MCS Mail Room (under the tracks) to Newark Street, Mexicantown, Clark Park, and all points west. Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station. The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal. In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938. Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance, and BEYOND -- roll the trolley down the ramp, stop below the East Entrance, and continue through the long-vacant MCS Mail Room (under the tracks) to Newark Street, Mexicantown, Clark Park, and all points west. Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station. The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
REAL Southeastern Michigan Rapid Transit members favor adaptive re-use of available, grade-separated (and long-trackless) railroad right-of-way as new high-speed transit corridors. These existing linear resources should host future transportation systems, including High Speed Rail (HSR), Commuter Rail, Light Rail, and Bus Rapid Transit (BRT). Most such systems should run at 80 mph or faster, between widely separated stations (where passengers can connect with local transit options). https://www.facebook.com/groups/851574944885668/
REAL Southeastern Michigan Rapid Transit members favor adaptive re-use of available, grade-separated (and long-trackless) railroad right-of-way as new high-speed transit corridors. These existing linear resources should host future transportation systems, including High Speed Rail (HSR), Commuter Rail, Light Rail, and Bus Rapid Transit (BRT). Most such systems should run at 80 mph or faster, between widely separated stations (where passengers can connect with local transit options). https://www.facebook.com/groups/851574944885668/
Supported a comment by Bob J on
Michigan Central
2 weeks, 3 days ago
Bob J
Create a transit center were multiple bus routes can converge. Make use of the rails with actual passenger trains of some sort
Create a transit center were multiple bus routes can converge. Make use of the rails with actual passenger trains of some sort
Supported a comment by Betsy C on
Michigan Central
2 weeks, 3 days ago
Betsy C
Outdoor spaces that include maintained public restrooms, water fountains, and trashcans.
Outdoor spaces that include maintained public restrooms, water fountains, and trashcans.
Supported a comment by David Gifford on
Michigan Central
2 weeks, 3 days ago
David Gifford
The streets between Michigan Central & Michigan Ave need protected bike lanes and walking paths. Adding wayfinding and information kiosks as well as kiosks for mobility would be a great thing. Image if you don't have a phone or time to download an app but could use a kiosk to check bus schedules, buy bus passes or hail an Uber.
The streets between Michigan Central & Michigan Ave need protected bike lanes and walking paths. Adding wayfinding and information kiosks as well as kiosks for mobility would be a great thing. Image if you don't have a phone or time to download an app but could use a kiosk to check bus schedules, buy bus passes or hail an Uber.
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Although the questions raised in this forum center on the local Corktown neighborhood, it can't be denied that MCS and its nearby railroad infrastructure remain an important regional transit resource -- one which shouldn't be wasted.
MCS was designed to host local and inter-city passenger trains, arriving and departing from all points of the compass -- including Canada (via the nearby 1910 Detroit River Tunnel, construction of which determined the landmark's location).
Click-on the attached link to access a 2020 schematic map, which shows how Ford's Michigan Central development could serve as a regional transit hub: light rail, Amtrak, high-speed-rail (HSR) to Toronto, HSR to Chicago and Cleveland (via Detroit Metro Airport and Toledo).
I look forward to MCS becoming a Destination Station!
https://www.facebook.com/photo/?fbid=2945360579055562&set=gm.10159327000719579
Although the questions raised in this forum center on the local Corktown neighborhood, it can't be denied that MCS and its nearby railroad infrastructure remain an important regional transit resource -- one which shouldn't be wasted.
MCS was designed to host local and inter-city passenger trains, arriving and departing from all points of the compass -- including Canada (via the nearby 1910 Detroit River Tunnel, construction of which determined the landmark's location).
Click-on the attached link to access a 2020 schematic map, which shows how Ford's Michigan Central development could serve as a regional transit hub: light rail, Amtrak, high-speed-rail (HSR) to Toronto, HSR to Chicago and Cleveland (via Detroit Metro Airport and Toledo).
I look forward to MCS becoming a Destination Station!
https://www.facebook.com/photo/?fbid=2945360579055562&set=gm.10159327000719579
Supported a comment by cuthbert francis on
Michigan Central
2 weeks, 3 days ago
cuthbert francis
regional and local trains hubbed at MCS! a robust street car and bike lane infrastructure connecting MCS to downtown and the near east side! more mixed use development infilling the vacant space in the neighborhood! ambitious high rise deveopment next door on the SW Det Hospital site! freeway lid parks unifying to North Corktown!
regional and local trains hubbed at MCS! a robust street car and bike lane infrastructure connecting MCS to downtown and the near east side! more mixed use development infilling the vacant space in the neighborhood! ambitious high rise deveopment next door on the SW Det Hospital site! freeway lid parks unifying to North Corktown!
Supported a comment by Ashton Parsons on
Michigan Central
2 weeks, 3 days ago
Ashton Parsons
Connecting to the Q Line via the old rail car line which was included when the building was opened.
Connecting to the Q Line via the old rail car line which was included when the building was opened.
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
An international customs / immigration facility might be built on the site of Michigan Central Railroad's Windsor Passenger Station, which burned down several years ago (Google coordinates 42.298618, -83.044653). Eastbound Amtrak trains could proceed from MCS and the tunnel via the existing Essex Terminal Railway (ETR) to Windsor's new VIA Rail passenger terminal, via a short back-up move. Longer-term, any future high-speed-rail (HSR) project should parallel the Canadian Pacific Railway (CP) line to Toronto.
An international customs / immigration facility might be built on the site of Michigan Central Railroad's Windsor Passenger Station, which burned down several years ago (Google coordinates 42.298618, -83.044653). Eastbound Amtrak trains could proceed from MCS and the tunnel via the existing Essex Terminal Railway (ETR) to Windsor's new VIA Rail passenger terminal, via a short back-up move. Longer-term, any future high-speed-rail (HSR) project should parallel the Canadian Pacific Railway (CP) line to Toronto.
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Amtrak's current plans (since recent passage of the bipartisan infrastructure bill) include a new Chicago / Detroit / Windsor / Toronto WOLVERINE section, which will make its Detroit stop at "a newly redeveloped Michigan Central Terminal" (!) Click-on the attached link to see the relevant excerpt from Amtrak's website. https://www.facebook.com/photo.php?fbid=3026669090924710&set=p.3026669090924710&type=3
Amtrak's current plans (since recent passage of the bipartisan infrastructure bill) include a new Chicago / Detroit / Windsor / Toronto WOLVERINE section, which will make its Detroit stop at "a newly redeveloped Michigan Central Terminal" (!) Click-on the attached link to see the relevant excerpt from Amtrak's website. https://www.facebook.com/photo.php?fbid=3026669090924710&set=p.3026669090924710&type=3
Supported a comment by Scott Maits on
Michigan Central
2 weeks, 3 days ago
Scott Maits
Bravo, bravo with mostly local higher quality rail transit connections comments. The M1 should turn at its base in downtown and head to oldest Corktown and the repurposed Michigan Central office tower and a smaller Station in a good part of below. This line exstention would serve a number of key buildings on the way and importantly connect the City bus terminal to other things and for the people. Anouther key to really helping Detroit is to get VIA Canadian trains for Toronto to reroute "slightly" to International Customs "IN" Michigan Central Station proper. Windsor can still have a proper downtown stimulating "waterfront" station in the open approach grade decent to the tunnel on their side. With such an arrangement on both sides of the border crossing both Cities would benefit as best as possible, rather then curl up in their respective corners missing more of their potential. In Corktown's, more of Detroits case and Windsor too this would drive renewal
Bravo, bravo with mostly local higher quality rail transit connections comments. The M1 should turn at its base in downtown and head to oldest Corktown and the repurposed Michigan Central office tower and a smaller Station in a good part of below. This line exstention would serve a number of key buildings on the way and importantly connect the City bus terminal to other things and for the people. Anouther key to really helping Detroit is to get VIA Canadian trains for Toronto to reroute "slightly" to International Customs "IN" Michigan Central Station proper. Windsor can still have a proper downtown stimulating "waterfront" station in the open approach grade decent to the tunnel on their side. With such an arrangement on both sides of the border crossing both Cities would benefit as best as possible, rather then curl up in their respective corners missing more of their potential. In Corktown's, more of Detroits case and Windsor too this would drive renewal
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal.
In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938.
Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance.
Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station.
The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
For more information, copy-and-paste the attached link (below).
https://www.facebook.com/groups/371958126083
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal.
In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938.
Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance.
Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station.
The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
For more information, copy-and-paste the attached link (below).
https://www.facebook.com/groups/371958126083
Supported a comment by David Graff on
Michigan Central
2 weeks, 3 days ago
David Graff
better public transit options, with high frequencyh especially rail transit.
better public transit options, with high frequencyh especially rail transit.
Followed Michigan Central
2 weeks, 3 days ago
Supported a comment by Peter Dudley on
Michigan Central
2 weeks, 3 days ago
Peter Dudley
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal. In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938.
Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance.
Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station.
The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
Historically, most MCS employees and intercity rail passengers accessed the landmark via the East Entrance, adjacent to a covered light rail terminal. In 1914, regional electric interurban service extended from MCS as far as Almont, Ann Arbor, and other southeastern Michigan points. DEPOT LOOP streetcars shuttled constantly between MCS and downtown Detroit until 1938.
Adaptive re-use of the long-gone terminal site as yet-another park ("The Triangle") doesn't make sense. M-1 RAIL should extend its streetcar service along Michigan Avenue, from Campus Martius to the East Entrance.
Another possibility: EXPRESS light-rail service, running alongside the forthcoming grade-separated May Creek Greenway and West Jefferson Avenue, could connect MCS with downtown Detroit via the recently-privatized Joe Louis Arena Garage transit hub, and the adjacent Detroit People Mover (DPM) station.
The north side of the garage was intended to serve as a commuter rail terminal -- the trains never arrived.
i wish we could open it for a real train station again !! we definitely need a terminal back that can get us back and forth like that !