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M-59
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Western Terminus:    Jct US-12 southeast of Niles in extreme southwestern Cass Co
Eastern Terminus:    I-94 at Exit 136 northwest of Jackson
Length: Updated 104.814 miles
Maps: Route Map of M-60
Notes: UpdatedM-60 is a primary through highway, connecting US-12 at Niles with US-131 at Three Rivers and with I-94 and nearby US-127 at Jackson. Additionally, from 1925 to 1966, M-60 actually ran west from Niles to end in New Buffalo—part of the time on its own, and other times co-signed with US-112 and US-12. In fact, the spur BUS M-60 into downtown Niles had formerly been a loop-route through the city until the M-60 designation was scaled back to its present terminus in 1966.
  New! A source indicates that discussion within MDOT occurred in the 1990s to utilize the eastern portion of the route of M-60 as a way to keep the US-27 designation alive in Michigan. After having co-existed with I-69 between Fort Wayne, Indiana and DeWitt north of Lansing for a quarter century, one or more staffers at MDOT began working on ways to eliminate what they perceived as a "confusing" situation north of Lansing where the US-127 corridor seemingly transitioned into the US-27 corridor. Assuming that the states of Indiana and Ohio would be unwilling to participate in a mass renumbering of US-27 and US-127 in their states, Michigan seemed to feel they needed to implement a solution that either did not involve those states or did so minimally. One reported idea was to divert the US-27 designation off the I-69 freeway at the M-60 interchange near Tekonsha and replace M-60 from there into the Jackson area where US-27 would jog easterly via I-94 to US-127, then replace US-127 northerly to its terminus near Lansing. In the end, however, MDOT chose to coordinate with InDOT to completely "decommission" US-27 from Fort Wayne northerly and replace the portion of US-27 between DeWitt and Grayling with an extension of US-127.
  New! In "State Trunkline Needs, 1960–1980," a set of maps prepared by the State Highway Dept's Office of Planning, Programming Division in 1960 showing possible additions, upgrades and improvements to the state trunkline system over the ensuing twenty years, MSHD staff recommended several changes to M-60 during that timeframe, including:
  • A westerly extension of the US-112 "Niles Bypass" parallelling the existing US-112/M-60 route to the north, with the former route being turned back to local control and the M-60 designation being truncated back to its junction with US-112 (now US-12) southeast of Niles. This concept was never realized and M-60 continued to run with US-112 (and then US-12 after the decommissioning of US-112 in January 1961) for another six years.
  • Converting nearly the entire portion of M-60 between Niles and Three Rivers to a divided highway, both on the existing alignment as well as on newly-built alignment. From the end of the existing divided highway segment near Barron Lake northeast of Niles, the proposed divided highway would have continued due northeasterly on new alignment to Pokagon Hwy west of Cassopolis where the highway would gradually curve to the east and then southeaterly bypassing Cassopolis to the north, crossing M-62 north of Kingsbury St and the existing M-60 east of Decatur Rd. The new route would bypass Vandalia and Donnell Lake to the south, cutting across Dr. T.K. Lawless Park, before turning slightly northeasterly cutting through the community of Jones and cutting across the intersection of M-60 & M-119 (now M-40), continuing into St Joseph Co north of the existing route and merging back into the existing route near the intersection with Arthur L Jones Rd, continuing east to US-131 at Three Rivers. None of this proposal ever came to fruition.
  • Converting nearly the entire portion of M-60 between Three Rivers and proposed I-69/US-27 at Tekonsha to a divided highway, both on the existing alignment as well as on newly-built alignment. East of Three Rivers, M-60 was proposed to again be converted to a divided highway on new alignment running easterly from Michigan Ave at Jefferson St, cutting through Riverside Cemetery before turning due northeasterly back to the existing alignment at Silver St west of Mendon. With the exception of the portion of M-60 through Mendon, "cutting the corner" on a more direct alignment between the proposed M-78 South (now M-66) and the community of Leonidas, and through Burlington, the remainder of the route of M-60 between there and Tekonsha was to be converted into a divided highway generally along the existing alignment. None of this proposal ever came to fruition as well.
  • Converting all of M-60 from the proposed I-69/US-27 at Tekonsha to the southern end of the existing M-60 freeway spur west of Jackson to a fully-controlled access freeway. Beginning at the interchange between I-69/US-27 and M-60 near Telkonsha, the freeway was proposed to run generally parallel to and north of the existing route of M-60 past Homer, with interchanges at 18½ Mile Rd, 22 Mile Rd, 25½ Mile Rd and the existing M-60 just southwest of L Dr South. From there, the freeway was to continue easterly through interchanges at 28 Mile Rd (M-99 realigned), Van Wert Rd, and Pulaski Rd south of Concord, then curving northeasterly through interchanges at Sears Rd east of Concord, Moscow Rd, and Reynolds & Voorman Rds, before turning northerly to merge into the M-60 freeway and a full interchange at the existing M-60 and Spring Arbor Rd. This proposal also never saw the light of day.
History: 1916 (Mar 28) New! – The first 12.3 miles of state trunkline highway designated as T.L. 60 is determined (assumed into the system) starting at the eastern limits of Cassopolis proceeding easterly to the western limits of the Village of Vandalia, re-starting on the eastern limits of Vandalia and continuing easterly through the community of Jones and ending at the Cass/St Joseph Co line.
  1919 (July 1) New! – T.L. 60 is signed in the field as M-60 as all state trunkline highways in Michigan are signed with route markers. Gaps in the route within Cassopolis and Vandalia are signed as M-60 but is not officially under state jurisdiction.
  1919 (Dec 7) New! – The 0.6 mile segment of State St in Cassopolis from the eastern city limit westerly to jct M-62/Broadway downtown is officially assumed into the state trunkline system, but has likely been signed as part of M-60 since route markers were erected earlier in the year.
  1921 (Jan 5) New! – The 1-mile gap in the determined route of M-60 through the Village of Vandalia in Cass Co is officially filled when State St through town is assumed into the state trunkline system. It is likely that State St through Vandalia had been signed as M-60 since 1919, even though it was under local jurisdiction until now.
  1923 (July 5) New! – A major 40.7-mile long western extension of M-60 extends the route from Cassopolis southwesterly to Niles, then westerly through Buchanan, Galien, and Three Oaks, terminating at M-11 (later US-12/Red Arrow Hwy) just north of New Buffalo, although only 38.6 miles of the route are officially assumed into the state trunkline system—portions of the route in Cassopolis, Niles and Buchanan remain under local control, but are signed as part of the route of M-60.
  1923 (July 5–7) New! – Over the course of three days, various segments of state trunkline highway are assumed into the system as a major easterly extension of M-60 from the Cass/St Joseph Co line via Three Rivers, Mendon, Union City, Tekonsha, Homer, Concord and Spring Arbor, terminating in downtown Jackson at M-14 (later US-127) and M-17 (later US-12, now BL I-94). Instead of in chronological order, the segments below are listed in geographic order, west-to-east:
  • July 7, 1923: M-60 is extended from the Cass/St Joseph Co line easterly into Three Rivers as the 8.7-mile route—along Harder Rd, Youngs Prairie Rd, Gleason Rd, the future route of US-131, Broadway St, and Constantine St to Michigan Ave—is officially assumed into the state trunkline system. The signed route of M-60 continues easterly through downtown Three Rivers along Michigan Ave, although that portion remains under city jurisdiction. (Interestingly, though, this segment from Cass Co to Three Rivers has been appearing on official state highway maps as part of M-60 since at least 1920. It is unclear why the descrepancy existed.)
  • July 7, 1923: Beginning at Michigan Ave & Wood St in Three Rivers, M-60 is extended easterly for 23.0 miles through Mendon and Leonidas to the St Joseph/Branch Co line. The determined route follows Wood St, Hoffman St, present M-60, Haines Rd, North Airport Rd, present M-60, Fisher Lake Rd, Heimbach Rd, Parkville Rd, present M-60, Main St through Mendon, present M-60, Zinsmaster Rd, Pleasant Rd, Olney Rd, King Rd, and present M-60 to the Branch Co line.
  • July 5, 1923: Two days prior to the segments in St Joseph Co, 34.4 miles of state trunkline route are determined as part of the eastern extension of M-60 through Branch and Calhoun Cos. Traveling along its present-day corridor—with the primary exceptions of passing through the downtowns of Union City and Tekonsha—this segment begins at the St Joseph/Branch Co line and continues easterly to the Calhoun/Jackson Co line east of Homer.
  • July 6, 1923: On the day in between the assumption of the route of M-60 into the state trunkline system in St Joseph, Branch and Calhoun Cos, the 16.4 miles of the route in Jackson Co are officially determined, running via Concord and Spring Arbor, with the officially determined route terminating at the cnr of Spring Arbor Rd & Brown St on the western limits of the City of Jackson. M-60 continues into Jackson via city-maintained streets: Brown St north to Franklin St, then Franklin St easterly to Blackstone St, and Blackstone northerly with M-14 (later US-127) to a terminus at M-17 (later US-12, now BL I-94) in downtown.
  1923 (Nov 30) New! – Less than five months after being extended into Three Rivers from the southwest, M-60 is rerouted to continue due northerly from Broadway St along present-day US-131 to Michigan Ave where it turns easterly via Michigan to the western limits of the City of Three Rivers at Erie St, where the official trunkline determination ends. From there, M-60 is signed along city-controlled Michigan Ave to its former route at Constantine St and then into downtown. The former route along Broadway St east to Constantine St and via Constantine from Broadway to Michigan is turned back to city and county control.
  1925 (Nov 27) New! – 1.2 miles of additional state trunkline route are officially assumed into the system as M-60 on the west side of Jackson. From the cnr of Spring Arbor Rd & Brown St at the western city limit, the new route runs due northeasterly to Franklin St (this portion was never constructed), then easterly along Franklin to Blackstone St where the official trunkline routing terminates. M-60 continues northerly with M-14 (soon to be redesignated as US-127) for four blocks along Blackstone Ave as a city-maintained street.
  1927 (Mar 28) New! – A new 0.9-mile long alignment for M-60 east of Niles in the Barron Lake area is officially determined as a state trunkline highway, running directly from existing M-60 at the cnr of Yankee Rd & Huntly Rd northeasterly to Lake Shore Dr just east of Barron Lake. The former route running 1.2 miles along Huntly Rd from Yankee Rd to Lake Shore Dr and Lake Shore Dr from Huntly Rd east to the new M-60 alignment is turned back to county control.
  1927 (Sept 19) New! – A realignment between Spring Arbor and Jackson moves M-60 onto a more direct, sweeping curve alignment along Spring Arbor Rd. The former route running north from Spring Arbor Rd along Pioneer Dr, then easterly via McCain Rd back to Spring Arbor Rd is turned back to county control.
  1927 (Sept 28) New! – A minor realignment on the southern edge of Casspolis moves M-60 onto a more gradual, sweeping curve alignment as it curves northerly to enter the village from the south. The former route is partially obliterated with the remainder turned back to local control.
  1928 (Jan 17) Updated – Three realignments to the route of M-60 in St Joseph Co are officially assumed into the state trunkline system on this date:
  • M-60 is adjusted on the east side of Three Rivers onto a new alignment. Formerly running northerly from Michigan Ave along Wood St to Hoffman St, then easterly via Hoffman, M-60 now continues easterly along Michigan Ave from Wood St before turning northerly via Jefferson St to the former route at Hoffman St. The former route is turned back to city jurisdiction.
  • A second realignment takes M-60 off Haines Rd and North Airport Rd east of Three Rivers and onto its present-day routing. The former route along Haines and North Airport Rds is turned back to county control.
  • A bit farther to the northeast, a third realignment moves M-60 onto its present-day alignment in the FIsher Lake area. The former route along Fisher Lake Rd north to Heimbach Rd, then easterly via Heimbach to Parkville Rd and northerly again along Parkville is turned back to county jurisdiction.
  1928 (Jan 17) New! – The route of M-60 is adjusted on the east side of Three Rivers onto a new alignment officially assumed into the state trunkline system on this date. Formerly running northerly from Michigan Ave along Wood St to Hoffman St, then easterly via Hoffman, M-60 now continues easterly along Michigan Ave from Wood St before turning northerly via Jefferson St to the former route at Hoffman St. The former route is turned back to city jurisdiction.
  1929 (Aug 20) New! – A new 1.3-mile long realignment of M-60 is assumed into the state trunkline highway system in Sherwood Twp west of Union City in Branch Co, replacing a longer, 1.7-mile alignment to the south. The former route along Stanton Rd from Mendon Rd easterly to Lusk Rd is turned back to county control, while the remainder of the old route east of Lusk Rd is obliterated.
  1931 (Mar 5) Updated – M-60 is realigned in Berrien Co between Galien and Niles, bypassing Buchanan to the south on a mixture of existing roadway and new-alignment highway. Of the 13.1 miles of the newly realigned route, 12.18 miles are officially assumed into the state trunkline system from the cnr of Pulaski Hwy & Cleveland Ave in Galien easterly and then northeasterly to the western limits of the City of Niles. Chicago Rd within the City of Niles from the western city limit to the former route of M-60 at Grant St remains under city jurisdiction (until later in 1931), but is signed as part of M-60. The former route between Galien and Niles—running northerly along Cleveland St/Rd, easterly via Galien-Buchanan Rd, northerly along Bakertown Rd, notheasterly on Terre Coupe St, then easterly through Buchanan via Front St and then into Niles via Niles-Buchanan Rd and Grant St—is turned back to local control.
  1931New! – Act 131 of 1931—the Dykstra Act—is passed allowing the State Highway Dept to take over control of state highways running into and through incorporated cities, thereby officially incorporating them as state trunkline highways. The following segments of formerly city-controlled streets are assumed into the system as part of M-60:
  • 2.0 miles through the City of Niles from the western city limit northeasterly along Chicago Rd, northerly via Lincoln Ave, easterly along Grant St, northerly via St Joseph Ave, easterly through downtown on Main St, then southeasterly via Main St to Oak St where state jurisdiction had formerly begun halfway between Eleventh and Twelth Sts.
  • The one-block (0.1-mile) portion of Broadway in downtown Cassopolis between Jefferson St and State St (as concurrent M-60/M-62).
  • 1.3 miles of Michigan Ave through the City of Three Rivers from Erie St at the western city limit easterly through downtown to Wood St.
  1931 (Aug 31) Updated – A new alignment for M-60 between Mendon and Leonidas in northeastern St Joseph Co is assumed into the state trunkline system along its present-day route. The former route heading north along Zinsmaster Rd, then easterly on Pleasant Rd, northerly via Olney Rd and easterly again along King Rd into Leonidas is turned back to county jurisdiction.
  1931 (Aug 31) New! – The 1.6-mile long Concord bypass is assumed as a state trunkline highway, replacing the former 1.7-mile long route through town via Homer Rd, Homer St, and N Main St which is turned back to local control. The new bypass is completed and opened to traffic within a year, although official highway maps by the State Highway Dept do not show the new route until 1933 and, oddly, also include an "M-60A" route running along the former route of M-60 through Concord, although official determination maps seem to indicate this would not be possible, since the former route is transferred to local control the same day as the new bypass is determined as a staet trunkline highway.
  1932 (Oct 29) New! – A minor realignment east of Casspolis moves M-60 onto a more gradual, sweeping double-curve alignment, eliminating two 90º turns and two grade crossings on the Michigan Central R.R. The former route along Shore Acres Rd, Decatur Rd, and Geneva St is turned back to county control.
  1932 (Oct 29) New! – The 1.2-mile trunkline extension determined in November 1925 on the west side of Jackson (the unconstructed segment from Brown St to Franklin St at Thompson St, then easterly along Franklin St to Blackstone St) is transferred back to city jurisdiction, while the four blocks of Brown St from Spring Arbor Rd northerly to US-12/W Michigan Ave are assumed into the state trunkline highway system as a new routing for M-60.
  1934 (Sept 21), 1935New! – Two years after the rerouting of M-60 on the west side of Jackson, an additional state trunkline routing is assumed into the system beginning at M-60/Spring Arbor Rd just west of Brown St and continuing easterly for 8 blocks (0.55 mile) along Morrell St to a terminus at US-127/M-50/S West Ave. For a time, sources indicate both the Brown St and Morrell St routings are signed as M-60, with Brown St connecting with US-12 to the north and Morrell St providing access to US-127/M-50 to the east. By sometime in 1935, however, the official maps show M-60 continuing easterly via the Morrell St alignment to S West Ave, then turning north concurrently with US-127/M-50 along S West Ave to terminate at US-12/Michigan Ave and the Brown St alignment is retained in the trunkline system between Spring Arbor Rd and US-12/Michigan Ave, possibly as an unsigned route.
  1935 (Jan 7) UpdatedUS-112 is concurrently designated with M-60 from downtown Niles westerly to the western termini of both routes at US-12 just north of downtown New Buffalo.
  1936 (Dec 9) Updated – The 4.5-mile long Tekonsha bypass is assumed as a state trunkline highway, replacing the former 5.3-mile long route through town via Division St, Dewey St, Charlotte St, and N Broadway St, which is turned back to local control.
  1936 (Dec 29) Updated – The 1.2-mile long Union City bypass is assumed as a state trunkline highway, replacing the former 1.7-mile long route through town via Jackson Dr, which is retained as a state trunkline route for another nine months.
  1937 (Aug 30) New! – The 5.3-mile former route of M-60 along Jackson Dr through the Village of Tekonsha bypassed in December 1936 by the Tekonsha bypass is turned back to county and village control. It is unclear why this former alignment was retained for the previous nine months before being jursidictionally transferred.
  1937 (Dec 29) New! – A 0.8-mile long new state trunkline highway route is determined on this date beginning at M-60 at the cnr of Jefferson St & Hoffman St in northeastern Three Rivers, proceeding westerly along Hoffman St across the St Joseph River, terminating at US-131/N Main St (now BUS US-131) north of downtown. Research has not uncovered the designation of this route to date, be it BUS M-60, M-60A, a Connector route, or possibly an unsigned trunkline with no designation at all. M-60 remains designated along its existing route on Michigan Ave and Jefferson St into downtown.
  1938 (Dec 6) New! – A realignment for M-60 through the Village of Burlington in Calhoun Co is determined on this date running along its present-day alignment between the eastern and western intersections with Main St. The former route following Main St is transferred to local control.
  1940 - The final ten unpaved miles of M-60 are hard-surfaced, between Tekonsha and Homer.
  1940 (Nov 12) New! – As part of a project to modernize the route of M-60 between Tekonsha and Homer in southeastern Calhoun Co, several minor realignments occur with the new alignments being assumed into the state trunkline highway system and the old routes either obliterated or turned back to local control:
  • The first is a 0.7-mile minor realignment from 17 Mile Rd easterly, northeast of Tekonsha. The former route is obliterated as a public roadway.
  • The second is a 2.47-mile realignment onto a straighter route beginning at 20 Mile Rd and continuining easterly to Gordon Rd east of 22 Mile Rd. Much of the former alignment is obliterated as a public roadway except for the portion running easterly from 22 Mile Rd, which is transferred to county jurisdiction as Gordon Rd.
  • The third realignment is 0.3 mile long, centered on the 23 Mile Rd intersection west of Homer, with the old route obliterated as a public roadway.
  • The fourth involves a 0.44-mile new alignment of M-60 on the western edge of the Village of Homer bypassing a 0.5-mile segment at 24½ Mile Rd. The former route west of 24½ Mile Rd is obliterated as a public roadway while the portion of Main St to the east of 24½ Mile Rd is turned back to village jurisdiction.
  • Having formerly traveled through downtown Homer along Main St, M-60 is rerouted onto Leigh St from its intersection with W Main St easterly to east of the intersection with River Rd. The former route along Main St from Leigh St easterly to Bryon St and along Byron St northerly for ½ is turned back to village control. The remainder of the old route, including across the Mill Pond dam, is closed as a public roadway and later converted to a public recreational trail and parking area. The new 0.7-mile route shaves 0.1 mile off the old one.
  1945 (June 26) New! – The 0.8-mile state trunkline highway route in the northern part of Three Rivers beginning at M-60 at the cnr of Jefferson St & Hoffman St and proceeding westerly along Hoffman St across the St Joseph River, terminating at US-131/N Main St (now BUS US-131) north of downtown is turned back to city control. Various State Highway Dept sources show a proposed extension of this trunkline route from N Main St due westerly along Hoffman St to the proposed US-131 western bypass of Three Rivers. The extension is never implemented.
  1949 (Nov 10) Updated – A new alignment for M-60 to the north of its former alignment in eastern Cass and western St Joseph Co in the Jones area is assumed into the state trunkline highway system. The former route, via Blair Lake Rd in Cass Co and Harder Rd & Youngs Prairie Rd (to the cnr of Arthur L Jones Rd & Gleason Rd) in St Joseph Co, is turned back to local control.
  1953 - A western US-131 bypass of Three Rivers is completed in mid-1953. The formerly concurrent US-131/M-60 segment via W Michigan Ave from downtown westerly becomes BUS US-131/M-60, as the former US-131 through downtown is redesignated as BUS US-131.
  1954 - M-60 is extended at its eastern end by approximately 1.5 miles northerly along US-127/BUS US-12/M-50 (West St) to end at the "new" US-12 bypass on the north side of Jackson.
  1956 (Sept) Updated The first 3.3 miles of the US-112/M-60 "Niles Bypass" around the south side of Niles in southeastern Berrien Co is completed and opened to traffic. The bypass is completed from Chicago Rd near Portage Rd southwest of Niles and continues easterly to an interchange with US-31/US-33 at S 11th St. Through US-112 and M-60 traffic is routed northerly from the temporary eastern end of the bypass via US-31/US-33/S 11th St back into Niles to the existing routes of M-60 (along Oak St) and US-112 (along E Main St). The former route of US-112/M-60 into Niles from the west along Main St, Lincoln Ave (including the St Joseph St–Grant St one-way couplet) and Chicago Rd is redesignated as BUS US-112/BUS M-60.
  1956 (Nov) Updated The remainder of the US-112/M-60 "Niles Bypass" around the southeastern side of Niles in southeastern Berrien and southwestern Cass Counties is completed and opened to traffic. This completes the entirety of the Niles Bypass after the first three miles were completed and opened to traffic in September. From the US-31/US-33 interchange south of Niles, the US-112/M-60 bypass continues easterly and northeasterly into Cass Co to an at-grade intersection with existing US-112, which continues easterly toward Edwardsburg. Tbe bypass continues northeasterly as just M-60 back to the existing M-60 at Yankee St east of Niles. The remainder of the former routes of US-112 (along E Main St) and M-60 (along Oak St–Yankee St) are designated as parts of the BUS US-112 and BUS M-60 routes, respectively.
  1957 (June 17) Updated – In 1953, the State Highway Dept purchased the right-of-way of the former Michigan Central RR line heading southwesterly out of Three Rivers between US-131 and the route of M-60 just west of Arthur L Jones Rd to use as a more direct alignment into Three Rivers. The 3.55-mile alignment is assumed into the state trunkline highway system on this date and the former route along Gleason Rd easterly to US-131 is turned back to county jurisdiction.
  1957 (June 24) Updated – The 6.287-mile long US-112/M-60 "Niles Bypass" around the City of Niles in southeastern Berrien and southwestern Cass Counties is officially determined as a state trunkline route, although the lion's share of it was opened to traffic the previous September and November.
  1957 (Aug 4), 1958 New! The State Highway Dept orders a flashing beacon ("blinker light") installed at the at-grade jct of US-112 & M-60 southeast of Niles at the newly-completed Niles Bypass due to the occurrence of numerous automobile accidents at the intersection since the opening of the bypass. Three persons died and 77 were injured in collisions at the intersection in 1957–58 and is rated as the most dangerous on the entire 9,300-mile state trunkline system in 1958. The State Highway Dept designs a fully grade-separated interchange at the junction in 1958, put it out for bids on October 7, with completion set for October 31, 1960.
  1957 New! – A curious 1.6-mile long "bypass," of sorts, is constructed along M-60 at the eastern M-99 junction east of Homer and south of Albion, although the new roadway is only used by westbound M-60 (and, west of 28 Mile Rd, by southbound M-99) traffic only, with eastbound M-60 (and, west of 28 Mile Rd, northbound M-99) traffic remaining on the original 1923 alignment of M-60. The reasons for this rather unique arrangement have not yet been ascertained.
  1958 (July 29) Updated – A western M-60 bypass of Jackson opens as a fully-controlled access freeway. The new freeway bypass begins at M-60/Spring Arbor Rd (between Reynolds & Robinson Rds) southwest of downtown Jackson and proceeds due northerly to end at I-94/US-12 northwest of Jackson. For the last mile of the new freeway, a newly-extended BUS US-12 is co-signed with M-60. The former routing of M-60 into Jackson along Spring Arbor Rd and Morrell St is turned back to local control, as is the portion of Brown St from Spring Arbor Rd northerly to Michigan Ave. The formerly concurrent US-127/M-50/M-60 along West Ave becomes just US-127/M-50.
  1960 – With the redesignation of all BUS US-12 routings west of Ann Arbor as BL I-94 designations, the concurrent M-60/BUS US-12 routing west of Jackson becomes M-60/BL I-94.
  1960 (Sept 2) New! – The partial cloverleaf interchange at jct US-112 & M-60 southeast of Niles replacing what had been the most dangerous intersection on the state trunkline system (two years running!) is completed and opened to traffic.
  1961 (Jan) – All of US-112 in Michigan is redesignated as a major rerouting of US-12, and the 27-mile concurrent US-112/M-60 designation from New Buffalo to Niles becomes US-12/M-60.
  1965 – The newly-extended M-66 (this portion was M-78 until this year) is rerouted along M-60 from just east of Mendon in St Joseph Co to just south of Athens in extreme northwest Branch Co.
  1966 – The 31-year concurrent designation with US-112 (and later US-12) from New Buffalo to Niles is ended as M-60 is scaled back to end at jct US-12 & BUS US-12 southeast of downtown Niles. BUS M-60 is also scaled back to end at BUS US-12 on the east side of downtown Niles, becoming a spur route from M-60. (The former BUS US-12/BUS M-60 concurrency becomes just BUS US-12.)
Controlled Access: The sole portion of M-60 existing as a freeway runs from Spring Arbor Rd southwest of Jackson to I-94 at Exit 136 northwest of Jackson. (3.0 miles)
  M-60 is a limited-access expressway from its western terminus at US-12 to its junction with BUS M-60 southeast of Niles. (1.9 miles)
NHS: Three segments of M-60 are on the National Highway System (NHS):
  1. From its western terminus at US-12 to its junction with BUS M-60 southeast of Niles. (1.9 miles) (The portion of M-60 from US-12 to BUS M-60 near Niles was added to the NHS in 2012 with the passage of the MAP-21 funding and authorization bill.)
  2. The concurrent segment with US-131 on the west side of Three Rivers. (0.8 mile)
  3. From the southern end of the M-60 freeway at Spring Arbor Rd to I-94 at Exit 136 northwest of Jackson. (3.0 miles) (The portion of M-60 from Spring Arbor Rd north to BL I-94/Michigan Ave was added to the NHS in 2012 with the passage of the MAP-21 funding and authorization bill.)
Business Connection: BUS M-60 – Niles. From M-60 east of Niles to M-51 in downtown Niles.
Photographs:  
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