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Highways 120 through 139M-120 | M-121 | M-123 | M-124 | M-125 | US-127 | M-129 | US-131 | M-134 | M-136 | M-137 | M-138 | M-139 | Jump to Bottom | |
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Western Terminus: | BUS US-31 in the northern part of Muskegon (cnr Veterans Memorial Dr & Skyline Dr) |
| Eastern Terminus: | Downtown Hesperia at M-20 (cnr Division St & South St) | |
| Length: | 30.03 miles | |
| Map: | Route Map of M-120 | |
| Notes: | M-120 was formerly designated as a part of M-20 until that highway was rerouted to end at New Era in Oceana County. One relic of this route's heritage as M-20 can be seen to this day in the exit signage on US-31 near Muskegon. The signs list Big Rapids as one of the destinations on M-120, although Big Rapids is more than 45 miles distant via two different highways. Prior to 1969, though, the signs would have been completely correct. | |
| The termini designations for M-120 have been changed to western and eastern from northern and southern as the highway is actually signed as an east-west route in the field. Interestingly, M-120 is more than twice as long in the north-south direction as it is from east to west! The seemingly incorrect signing for this highway is another relic from its history as part of east-west M-20. | ||
| History: | 1930 (Jun 30) - A new, 0.7-mile long state trunkline spur route is created when Logan St in northwest Lansing from US-16/Grand River Ave northerly to Sheridan Rd on the Ingham/Clinton Co line is transferred to the state. The new highway is designated M-120 and serves a complex of state facilities clustered along that portion of Logan. | |
| 1938 (Dec 6) - On this date, the original routing of M-174 as a spur route from US-112/M-60 south of Buchannan northerly into downtown Buchannan is cancelled as a state trunkline and it is likely that designation is soon after transferred to and supplants the M-120 designation at Lansing. The M-120 designation will be re-used on a routing along the Ohio state line in the next year. | ||
| 1939 (Jul 13) - Morenci Rd from US-127/Meridian Rd on the Hillsdale/Lenawee Co line easterly through Morenci (via Main St) to the Ohio state line (connection w/OH SR-568) two miles east of downtown Morenci is transferred to state control and designated M-120. Interestingly, official state maps show M-120 continuing westerly for an additional 24.1 miles through southern Hillsdale Co via Territorial Rd to the Indiana state line (connection w/IN SR-120), even though the Hillsdale Co portion has not yet been transferred! Why the State Highway Dept marked this part of the route on maps 18 months prior to its official determination is unclear. | ||
| 1940 (Nov 12) - Territorial Rd in Hillsdale Co from the Indiana state line (connection w/IN SR-120) easterly to jct M-120 & US-127 on the Hillsdale/Lenawee Co line is transferred to state control and designated as an extension of M-120. | ||
| 1961 (Jun 21) - The Lenawee Co portion of M-120, from the Ohio state line east of Morenci to US-127, is transferred back to local control. | ||
| 1961 (Jul 11) - The Hillsdale Co portion of M-120, from the Indiana state line easterly to US-127, is also transferred to local control, signaling the end of the second iteration of M-120. | ||
| 1969 - M-20 is rerouted to run due westerly from the White Cloud area through Hesperia to New Era. The portion of the former route of M-20 from BUS US-31 at Muskegon northeasterly via Twin Lake to M-82 west of Fremont is designated as M-120. From the jct with M-82 northerly to Hesperia, M-120 is concurrently designated with M-82 to a common terminus at the new M-20 routing. | ||
| c.1978 - Since the final 7 miles of both M-82 and M-120 were co-signed with each other, it was inevitable one would lose out and be truncated back to the M-82& M-120 jct west of Fremont. That's exactly what happened in the late 1970s. The first Official Michigan Highway Map without the concurrent M-82/M-120 routing from west of Fremont to Hesperia is issued in 1979, implying the M-82 designation was scaled back in the 1978 season. The Official map has been less-than-accurate before, however, so the exact time of the change is unclear. It is hoped further research will clarify the matter. | ||
| Freeway/Expwy: | No portion of M-120 is freeway or expressway. | |
| NHS: | From southern terminus at BUS US-31 in Muskegon to US-31 northeast of Muskegon. | |
| Circle Tour: | Lake Michigan Circle Tour: From southern terminus at BUS US-31 in Muskegon to US-31 northeast of Muskegon. | |
| Photographs: | ||
| Weblinks: | • M-120 @ Michigan Highway Ends - photos of the termini of M-120 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Western Terminus: | Cnr Chicago Dr & E Main Ave on the east side of Zeeland, immediately west of BL I-196/Byron Rd. |
| Eastern Terminus: | Ottawa/Kent Co line along Chicago Dr, in the midst of the I-196/Gerald R Ford Frwy & Chicago Dr interchange at Grandville |
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| Length: | 12.66 miles |
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| Map: | Route Map of M-121 | |
| Notes: | While M-121 is Michigan's newest state trunkline designation, it runs along a route which has been on the trunkline system since 1922; it also uses a designation which has occupied two other routings over the years. M-121 originally existed in the eastern Upper Peninsula from 1931 to 1935, then was designated along a route in the Flint area from 1935 to 2003. Meanwhle, a route which had been part of M-21 from 1926 until the completion of I-196 in the area in 1974. Initally, Chicago Dr was a two-lane highway running parallel and to the south o the CSX Railroad line, but in the 1950s the State Highway Department added a second set of lanes to the south, converting the route into a four-lane divided highway. From 1974 until 2007, Chicago Dr from Zeeland to Jenison was an unsigned state trunkline designated internally by MDOT as OLD M-21. |
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| Sources have noted that MDOT had wanted to turn Chicago Dr between Zeeland and Jenison back to local control since being superceeded by I-196/Gerald R Ford Frwy within two miles to the south. However, mounting traffic volumes and the fact that the Ottawa Co Road Commission was reticent to take back such a major highway that had several deficient sections. The original westbound lanes—especially west of Hudsonville—had never been completely rebuilt since the 1920s, while the newer eastbound lanes built in the 1950s were of much higher construction. MDOT had reportedly wanted to simply close the westbound lanes, reverting Chicago Dr back to a two-lane highway. Local officials were understandably unhappy with this plan. In 2007, MDOT announced a new plan to tack an additional two lanes (three at some major intersections) to the north side of the higher-quality eastbound lanes, resulting in a 4-5 lane highway between Zeeland and Hudsonville. From Hudsonville easterly to Jenison, Chicago Dr will remain a four-lane divided highway. It was also at this time the state decided to re-sign the highway with a trunkline designation: M-121. The $15-17 million reconstruction project is scheduled for the 2010-2011 timeframe, depending on funding. |
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 In its previous iteration, the M-121 designation ran via Bristol Rd in the Flint area for its entire length and primarily served to provide access to Bishop International Airport from I-75/US-23 and I-69. At one time, M-121 stretched easterly to end at M-54/Dort Hwy, but was scaled back to I-75/US-23 first, then was completely "downloaded" in 2003. The last length of this second M-121 iteration was 2.10 miles. |
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| In the 1990s, MDOT completely overhauled M-121 between I-69 and I-75/US-23, first relocating it north of the new Bishop Airport terminal complex, then later in the decade realigning the highway once again via a new overpass spanning the busy CN Rail line just west of the airport. | ||
| History: | 1931 (Jan 12, May 6) - A new direct route for US-2 from the present-day jct of H-63/Mackinac Trail & M-134 in Mackinac Co to Dafter in Chippewa Co is determined as a state trunkline, but not yet constructed. The present route of US-2 easterly from Mackinac Tr to M-5 (present-day M-129) north of Cedarville and northerly via present-day M-129 through Pickford to Sault Ste Marie retains the US-2 designation for the time being. | |
| 1933 - Construction on the new Mackinac Trail routing of US-2 via Rudyard is complete and the US-2 designation is transferred to that route. The former route is designated M-121 in its entirety, which becomes a loop route off US-2 between northern Mackinac Co and Sault Ste Marie. (Aside: State trunkline access to Cedarville is gained from M-121 via M-5 from the cnr of Rockview & Meridian Rds southerly to Cedarville.) | ||
| 1935 (Jan 7) - A major realigning and reconfiguring of the state trunklines in eastern Mackinac & Chippewa Cos occurs at this time. The highway which had been designated M-121 now turns southerly from the cnr of St Ignace & Three Mile Rds via Three Mile into Hessel, then easterly via State Rd, southerly via Blind Line Rd and easterly again into Cedarville and M-5. At this time, the US-2-to-Cedarville trunkline is redesignated from M-121 to M-4 and the new M-4 designation is continued easterly via a proposed trunkline extension from Cedarville toward DeTour Village. Simultaneously, the portion of M-121 from the jct of M-5 north of Cedarville northerly to Sault Ste Marie is redesignated as an extension of M-5. Thus, the first iteration of M-121 comes to a close. | ||
| 1935 (Jan 7) - The same day many of the above Eastern U.P. changes are made, the 6.5 miles of Bristol Rd in Genesee Co from M-78/Miller Rd on the west to US-10/Dort Hwy on the east becomes a state trunkline and is designated M-121. This route, which does not come in contact with M-21 but run parallel to it three miles to the south, first appears on official highway maps in 1936. | ||
| 1941 - The final portion of gravel-surfaced M-121, from M-78/Miller Rd to US-23/Fenton Rd, is paved. | ||
| 1970 (Jan 30) - With the completion of the M-78 freeway (present-day I-69) between Swartz Creek and downtown Flint, the portion of M-121 from the freeway westerly to OLD M-78/Miller Rd is turned back to local control. | ||
| 1971 - When the M-21 designation is added to the M-78 freeway between Lennon and Flint, the routes of M-21 and M-121 come in contact with each other for the first time—after being with three miles of each other for 36 years. | ||
| 1991 - All of M-121 in Flint east of I-75/US-23 is transferred to local control, leaving only the portion between the two freeways: from I-69 on the west to I-75/US-23 on the east. | ||
| c.1992 - Due to an expansion at Flint Bishop International Airport, M-121/Bristol Rd is realigned around the north side of the airport. | ||
| 2000 (Jun 30) - The segment of M-121/Bristol Rd just west of the portion realigned in c.1992 around the north side of Bishop Airport is itself realigned via a new overpass spanning the Canadian National RR line. This overpass and realignment is opened to traffic on June 30. | ||
| 2003 - The remaining 2.3 miles of M-121 are transferred to county control in late 2003. MDOT had initiated the transfer process in 2001. | ||
| History- Present M-121: |
1974 - Approximately 34 miles of M-21 are lopped off the western end with the completion of I-196 between Holland and Grandville. The former route from US-31 at Holland to east of Zeeland becomes a part of a new BL I-196. The portion of Chicago Dr (Old M-21) from Zeeland to I-196 at Grandville becomes an un-numbered state trunkline. The former BUS M-21 between I-196 and the Grandville/Wyoming city limit is turned back to local control, while the remaining portion of BUS M-21 from that point to US-131 becomes a new BS I-196. |
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1982 (Aug 31) - The portion of the former BUS M-21 along Chicago Dr from the ebd I-196 off-ramp (at Exit 69) in Grandville easterly to Wilson Ave downtown is turned back to local control. |
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1982 (Oct 20) - The segment of the former BUS M-21/Chicago Dr from the ebd I-196 off ramp in Grandville (at Exit 69) westerly to the Kent/Ottawa Co line is turned back to local control. |
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1985 (Dec 1) - The portion of the former BUS M-21/Chicago Dr from downtown Grandville at Wilson Ave northeasterly to the Grandville/Wyoming city limit is turned back to local control. |
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2007 (Aug) |
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| Freeway/Expwy: | No portion of M-121 is freeway or expressway. | |
| NHS: | Entire route. | |
| Photographs: | ||
| Weblinks: | ||
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Southern Terminus: | I-75 at Exit 352 six miles north of St Ignace |
| "Northern" Terminus: | M-28 three miles south of downtown Newberry (see Notes: below) | |
| Length: | 92.11 miles | |
| Map: | Route Map of M-123 | |
| Notes: | The route of M-123 is rather interesting in that from I-75 and Paradise it is essentially a north-south highway, but then heads westerly from Paradise through the Tahquamenon Falls area, then arcs south to Newberry, becoming a north-south highway (or south-north highway, as it may be) at that point. Thus, the "northern terminus" is south of nearly half of the highway! | |
| This highway serves as a popular route for tourists, directly connecting I-75 north of St Ignace with Tahquamenon Falls State Park, featuring two large waterfalls—one the largest waterfalls west of Niagara Falls! M-123 also provides access to other points of interest, such as the community of Paradise, Whitefish Point Lighthouse & Maritime Museum, the Curley Lewis Scenic Byway and the community of Newberry. | ||
| History: | 1934 - Ten miles of new highway are built during 1934, from M-28 one mile south of Eckerman in western Chippewa Co northerly to Sec 18, T47N R6W (just south of East-and-West Rd), 9 miles north of Eckerman. | |
| 1935 (Jan 7) - The ten miles of highway built in 1934, plus 6.3 additional miles from south of East-and-West Rd northerly to the mouth of the Tahquamenon River at the community of Emerson are assumed into the state trunkline system, designated M-123. Official documents note the highway was only maintained for the first ten miles north of M-28, though, with the remainder to Emerson continuing to be maintained by the county as a county road. | ||
| 1937 (Aug 30) - The official trunkline routing for M-123 from Eckerman in western Chippewa Co had the highway running due southeasterly from Eckerman to M-28, while it used the previously-constructed highway running due southerly to M-28. On this date, the proposed southeasterly alignment is cancelled and the due southerly route is officially assumed into the trunkline system. | ||
| 1939 - The existing 10 (maintained) miles of M-123 are completely hard-surfaced. | ||
| 1954 (May 15) - The length of M-123 is increased by 33.5 miles from M-28 south of Eckerman to US-2 north of St Ignace. From M-28 southerly to Trout Lake, 10.5 miles of new trunkline are determined. At Trout Lake, M-123 is signed concurrently with M-48 for approximately one mile before again striking out southeasterly on 22.0 miles of newly-determined trunkline via Moran and Allenville, terminating at US-2 at Rogers Park, 8 miles north of downtown St Ignace. All 33.5 miles of new trunkline mileage are gravel-surfaced. | ||
| 1954 - In addition to the southerly extension noted above, the April 1 edition of the official highway map indicates M-123 is extended (marked and maintained) northerly to the Tahquamenon River bridge at Emerson. However, the October 1 map shows the northernmost five miles of this new "extension" once again maintained as a county road, for a net gain (from 1953) of two miles. | ||
| 1957 - The northerly extension of 1954 to the Tahquamenon River bridge at Emerson is shown again on official maps starting this year. It seems as if this portion of the route is now fully signed and maintained as part of M-123, event though it had been determined this far north in 1935. | ||
| 1957 (Dec 26) - M-123 is realigned just south of the Tahquamenon River in Chippewa Co. A 1.3-mile long direct routing replaces a 1.7-mile long curve, with the former route being partially turned back to local control and partially abandoned as a public way. (One MDSH source, however, indicates this transfer may have take place on Dec 1.) | ||
| 1961 (Nov 15) - Two sharper curves along M-123 at Castle Rock Rd and at the hamlet of Allenville are replaced by more sweeping curves. Much of the former route is obliterated and removed as public ways. In addition, during 1961 the last remaining gravel-surfaced sections of the highway, from US-2 to the Mackinac/Chippewa Co line and from M-48 at Trout Lake to M-28, are paved. | ||
| 1962 (May 18) - A total of 37.78 miles of new state trunkline are determined from the northern terminus of M-123 at the Tahquamenon River bridge south of Paradise northerly to Paradise, then westerly through Tahquamenon Falls State Park then southwesterly into Luce Co to the northern terminus of M-117 at Four Mile Corner north of Newberry. This entire new trunkline is designated as an extension of M-123, while the 8 miles of M-117 from Four Mile Corner southerly through Newberry to M-28 south of Newberry is redesignated as a further extension of the route. | ||
| 1963 (Dec 5) - With the completion of the I-75/US-2 freeway northerly from M-123 toward Rudyard, the 2/10 mile of M-123 from the new freeway to the former US-2 along H-63 is cancelled as a state trunkline. | ||
| Freeway/Expwy: | No portion of M-123 is freeway or expressway. | |
| Circle Tour: | Lake Superior Circle Tour: From "northern" terminus south of Newberry to eastern jct of M-28 near Eckerman. | |
| Photographs: | ||
| Weblinks: | • M-123 @ Michigan Highway Ends - photos of the termini of M-123 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Western Terminus: | M-50 on the south side of Brooklyn |
| Eastern Terminus: | US-12 in the Irish Hills area (4 miles east of Cambridge Junction) | |
| Length: | 7.76 miles | |
| Map: | Route Map of M-124 | |
| Notes: | This highway forms the north and east sides of the state highways which encircle Wamplers Lake on the Lenawee/Jackson county line. While M-50 runs along the west side of the lake, and US-12 runs along the south side, M-124 begins on the east side by dissecting Walter J Hayes State Park, then curves westerly toward M-50 at Brooklyn. M-124 actually began as a short access highway serving the state park from US-112 (now US-12). | |
| History: | 1928 (Jun 28) - A 1.4-mile long trunkline is determined in northern Lenawee Co (1.3 mi) and southeasternmost Jackson Co (0.1 mi) beginning at US-112 (present-day US-12) in the Irish Hills 4 miles east of Cambridge Junction and proceeding northerly to Cedar Hills State Park, serving as a state park access road. | |
| 1931 (Aug 17) - A 4/10 mile extension of M-124 is established northerly from the northern terminus of the highway in southeastern Jackson Co. Also at this time, Cedar Hills State Park is renamed Walter J Hayes State Park. | ||
| 1932 (Oct 29) - A slight realignment occurs to M-124 in Lenawee Co north of US-112. | ||
| 1933 (May 27) - M-124 is no longer a spur route when 6.5 miles of additional trunkline are determined from the northern terminus of M-124 westerly to M-50 in Brooklyn. | ||
| 1939 (Jul 13) - The westernmost 2 miles of M-124 are realigned, shaving 3/10 miles from the route. Part of the former route is obliterated, while the portion of Monroe Pike north of Wamplers Lake Rd is turned back to local control. With this realignment, the entire route of M-124 is now paved. | ||
| Freeway/Expwy: | No portion of M-124 is freeway or expressway. | |
| Photographs: | ||
| Weblinks: | • M-124 @ Michigan Highway Ends - photos of the termini of M-124 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Southern Terminus: | Ohio state line 5 miles south of Erie |
| Northern Terminus: | US-24/Telegraph Rd 5 miles north of Monroe | |
| Length: | 19.38 miles | |
| Map: | Route Map of M-125 | |
| Notes: | M-125 is designated as such since the highway traverses a portion of the former US-25 in Michigan. This highway runs mostly-parallel to, and within approximately of, US-24 for its entire length. As such, according to some MDOT sources, M-125 has long been a "turnback candidate" whereby MDOT would prefer to transfer the road to the local authorities and the route would no longer be designated M-125. | |
| The portion of M-125 through downtown Monroe was designated as one of Michigan's first Historical Heritage Routes. From MDOT: "The City of Monroe in conjunction with MDOT nominated the portion of M-125 which runs through the Old Village Historic District, and is contiguous to the East Elm - North Macomb Historic District, and the Custer Equestrian Monument." | ||
| History: | 1931 (Aug 31) - A new 1.5-mile state trunkline spur is determined 5 miles west of Manistique beginning at US-2 and continuing southerly to the Thompson State Fish Hatchery just north of Thompson. | |
| 1935-36 - A new, southerly routing for US-2 between Cooks and Manistique via Thompson is constructed over these two years. This new alignment of US-2 passes a little over a mile south of the current southern terminus of M-125 at the Thompson State Fish Hatchery. It isn't until the next year the former route of US-2 is "decommissioned" and the route of M-125 is extended southerly to meet up with the new US-2 routing. | ||
| 1937 (Aug 30) - As noted above, much of the former route of US-2 between Cooks and Manistique along present-day Co Rd 442 is turned back to local control, with the exception of the portion between M-149 and M-125. An additional 1.35 miles of new state trunkline is tacked onto the southern end of M-125, connecting with the new US-2 at Thompson. The State Highway Dept then redesignates the entire trunkline beginning at US-2 at Thompson then northwesterly to Palms Book State Park as M-149, thus brining an end to the first iteration of M-125. | ||
| 1938 (Dec 6) - Parish Rd from US-23 (present-day M-13) to Seven Mile Rd in central Bay Co is assumed into the state trunkline system at a length of 3.0 miles and is designated M-125. The overall purpose for this short spur route is not clear. | ||
| 1945 - All three miles of M-125 are hard-surfaced. | ||
| 1957 (Jun 24) - The short 3-mile spur trunkline designated M-125 in Bay Co is transferred back to local control. As noted above, the purpose for this route was never evident. | ||
| 1974 - With the decommissioning of all of US-25 in Michigan (and Ohio), several segments of state trunkline which formerly bore only the US-25 designation are given other route numbers. US-25 in Monroe Co via Dixie Hwy from the Ohio state line to US-24/Telegraph Rd north of Monroe is redesignated M-125. | ||
| Freeway/Expwy: | No portion of M-125 is freeway or expressway. | |
| Photographs: | ||
| Weblinks: | • M-125 @ Michigan Highway Ends - photos of the termini of M-125 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Southern Entrance: | Ohio state line 10 miles south of Hudson (southeast of Waldron) |
| Northern Terminus: | I-75 at Exit 249 six miles south of downtown Grayling | |
| Length: | 214.22 miles | |
| Map: | Route Map of US-127 | |
| Notes: | The history of US-127 is an interesting one. Originally intended to be a shortish spur-routing from its parent, US-27, starting at Lansing and running southerly to Jackson turning southeasterly via Adrian to a terminus in Toledo, Ohio, the US-127 of today runs from Grayling, Mich. southerly to Chattanooga, Tenn.! In 1930, US-127 was removed from its Toledo routing and, instead, continued southerly into Ohio where it continued via Cincinnati, through Kentucky and Tennessee, ending just shy of Georgia in Chattanooga. Then in 1999-2002, when all of its parent route in Michigan was decommissioned and relegated to history, US-127 was again extended northerly through much of the Lower Peninsula to end just south of Grayling. | |
| As noted above, MDOT petitioned AASHTO in 1999 to truncate US-27 at Lansing (at jct I-69/US-27 & US-127 near DeWitt) and then extend US-127 over the length of the former US-27 from Lansing to I-75 at Grayling. (MDOT and InDOT then petitioned to have US-27 removed altogether from the I-69 concurrent routing between Lansing and Fort Wayne, Ind.) Some applauded this move as an attempt to simplify route numbering along what effectively became one corridor while others questioned the necessity of such a major, costly and disruptive change. In the end, all of US-27 north of I-69 at DeWitt was re-signed as US-127 in the Spring of 2002 and all BUS US-27 routings from St Johns to Harrison were redesignated as BUS US-127 routings. | ||
| During the mid-1990s, after the U.S. Congress had created a "High Priority Corridor" from Detroit to Myrtle Beach, South Carolina and gave that corridor the "I-73" route designation, MDOT requested the corridor be moved west in Michigan to run from Toledo northwesterly to Jackson, then northerly via US-127 and US-27 past Lansing, Mt Pleasant and Clare to Grayling, thence northerly via I-75 across the Mackinac Bridge to Sault Ste Marie. The hope was to be able to capture additional federal funding to complete the non-freeway segments of this route (Ottawa Lake-Jackson and St Johns-Ithaca) and upgrade the substandard portions already "freeway-ized" (e.g. the US-127 Jackson Bypass), then designate the corridor from Toledo to Grayling as I-73. Studies were performed through the late-1990s and in June 2001, MDOT announced a halt to all further I-73 studies, instead opting to use that money to improve deficiencies in the existing corridor instead. With the amount of money MDOT spent on new US-127 signage north of Lansing in 2001-02, one could speculate the corridor will retain its existing route designations for quite some time. | ||
| History: | 1926 - One of the original "1926 U.S. Highways," US-127 is designated to run from Toledo, Ohio via Jackson to US-27 at Lansing. Specifically, US-127 replaces the following former highway designations: M-34 from the Ohio state line near Sylvania to Adrian (via present-day US-223), M-80 from Adrian to M-14 north of Addison (via present-day US-223), M-14 from north of Addison westerly US-112 (formerly M-23) to Somerset Center, then northerly via Jackson Rd through Jackson and on to Lansing generally via its present-day route to Mason and via Cedar St from there to its ending. At Lansing, US-127 terminates at US-27 at the cnr of Cedar St & Kalamazoo Ave. Maps indicate M-14 is not completely removed from all of the route of US-127, however, remaining concurrently designated with US-127 from Jackson southerly to north of Addison. At Jackson, US-127 enters the city from the south via Fourth St, veers northeasterly via Greenwood Ave, jogs west for 1/2 block on Morrell St, then northerly via Blackstone Ave, before veering northwesterly out of town via Lansing Ave. | |
1927 - Two minor realignments to US-127 within the first year
of its existence:
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| 1928 (May 25, Jun 28) - From 1926-28, the route of US-127 through Mason, essentially the former route of M-14 through town, is: from the south via Jefferson Ave, northwesterly via Lansing St to Ash St, westerly via Ash to Cedar St, then north and northwesterly via Cedar St. On May 25, Jefferson Ave from cnr of Lansing St (jct US-127) northerly into downtown to M-36/Ash St is transferred back to state control. (It had been a trunkline from 1919-1923) On June 28, Ash St from Jefferson Ave westerly to US-127/Lansing St was similarly transferred to the state. While the US-127 mainline remains on Lansing St bypassing downtown, the Jefferson-Ash route becomes an alternate routing. It is unclear at this time what route designation it bears, but one could assume it is signed US-127A. | ||
| 1929 (May 20) - The beginnings of a new western "bypass" of the downtown area of Jackson is formed when St Clair Ave (from Lansing Ave westerly to N West Ave), N West Ave (from St Clair Ave southerly to Ganson St), and S West Ave (from Glenwood Ave southerly to High St) are transferred to state control. While not completely under state control, it appears this "downtown bypass" is signed as the US-127 mainline route at this time. | ||
| 1930 - A major change comes to the routing of US-127 when, instead of turning southeasterly via Adrian toward Toledo, Ohio, the routing now continues due southerly into Ohio and on toward Cincinnati via M-14, which is completely supplanted. The former route of US-127 through Adrian, Blissfield and Ottawa Lake and into Ohio near Sylvania is redesignated as a brand-new U.S. Highway designation: US-223. | ||
| 1931 - Act 131 of 1931, which allows for the control of in-city streets as state trunklines by the State Highway Dept, helps to complete the 1929 "downtown Jackson bypass" when West Ave from Ganson St southerly to Glenwood Ave, High St from S West Ave easterly to Fourth St, and Fourth St from High St southerly to the New York Central RR south of Prospect St are transferred to state control. The route of US-127 through Jackson, now all under state control, runs from the south via Fourth St, High St, West Ave, St Clair Ave and Lansing Ave. | ||
| 1932 (Oct 29) - Part of the former "downtown route" of US-127 into Jackson from the north along Lansing Ave from St Clair Ave southerly to Clinton Rd is transferred back to city control. | ||
| 1950 (Nov 3) - When US-27/M-78 is realigned in downtown Lansing to cross the Grand River via a bridge on Main St to Cedar St, then northerly via Cedar St to Kalamazoo St, the route of US-127 via Cedar St is scaled back several blocks to end at US-27/M-78 at the cnr of Main St & Cedar St. | ||
| 1953 (Nov 6) - With the completion of the US-12 "Jackson bypass," the portion of US-127 in Jackson from the cnr of N West Ave & St Clair Ave easterly via St Clair to Lansing Ave, then northerly via Lansing Ave to the new US-12"Jackson Bypass" is transferred to local control. US-127 now continues northerly from Jackson concurrently with M-50/Clinton Rd to the US-12 bypass, then easterly via US-12 to Lansing Ave, then northerly again on its existing alignment. | ||
| 1954 (Jan 4) - A new western bypass of Mason from just north of Tomlinson Rd south of town northerly to Cedar St on the west city limit (southeast of Howell Rd) is determined and the former route in the City of Mason via Lansing St from Jefferson Ave to Ash St and along Cedar St from Columbia Rd northwesterly to the new bypass are turned back to local control. Simultaneously, Columbia Rd from Cedar St westerly to the new bypass is transferred to state control as part of a business connection. Now, a BUS US-127 routing begins at the southern end of the Mason bypass just north of Tomlinson Rd and continues northerly via Hull Rd and Jefferson Ave into downtown, then turns westerly concurrently with M-36 via Ash St, then northerly via Cedar St, and westerly again via Columbia Rd, where both M-36 and BUS US-127 now terminate at the new bypass. | ||
| 1955 (Nov 18) - An entirely new alignment for US-127 from jct US-112 & US-223 in northwesternmost Lenawee Co northerly into Jackson Co to M-50 southeast of Jackson near Vandercook Lake is officially added as a state trunkline, running generally along the line of existing Meridian Rd, but immediately west of that road. From the jct with M-50, US-127 now runs concurrently with M-50 into Jackson via Brooklyn Rd & Prospect St. The former route of US-127 from US-112 at Somerset Center northerly via S Jackson Rd to the southwest corner of Jackson is turned back to local control. | ||
| 1957 - Official highway maps from early 1957 indicate a new expressway portion of US-127 from N Main St northwest of Leslie northerly, paralleling the existing US-127 via Hull Rd, to the southern jct of BUS US-127 at Mason then northwesterly via the existing "Mason bypass," is completed and opened to traffic. This route, for some odd reason, will not be officially determined as a state trunkline for two more years! | ||
| 1957 (Dec 30) - A new expressway alignment for US-127 from the US-12 "Jackson bypass" northerly to the Jackson/Ingham Co line is determined and the existing route of US-127 via Lansing Rd from US-12 northerly to the county line is turned back to local control. It seems, however, the new expressway is not complete until the next year. | ||
| 1958 (Sept 16) - Official determination of the new US-127 expressway alignment continues into Ingham Co from the northern end of the expressway determination from December 30, 1957 northerly past Leslie to the southern end of the completed expressway at N Main St at Leslie is made. The former route of US-127 through Leslie via Jackson Rd, Fitchburg Rd, Mill St and Main St is turned back to local control. | ||
| 1959 (Mar 25) - The expressway segment from northwest of Leslie northerly to south of Mason completed in 1957 (see above) is officially determined as a state trunkline highway on this day, with the former route via Hull Rd from N Main St to north of Tomlinson Rd is now officially turned back to local control. | ||
| 1959 (Nov 21) - An 5.65-mile long eastern freeway bypass of Jackson from the jct of US-127 & M-50 southeast of Jackson northerly to I-94/US-12 northeast of Jackson is officially assumed into the state trunkline system. The US-127 designation is routed northerly via the new freeway to I-94/US-12, then westerly concurrently with I-94/US-12 to the jct of I-94/US-12 & US-127/M-50 northwest of Jackson. The former route of US-127/M-50 through Jackson becomes M-50/BUS US-127. | ||
| c.1962-64 - At some point during the early-to-mid-1960s, the US-127 expressway from Jackson northerly to Mason is converted to a full freeway with the addition of interchanges and grade separations. | ||
| 1964 (Oct 15) - Several trunkline reroutings at Mason. First, the portions of BUS US-127 via Hull Rd and Jefferson Ave from US-127 south of Mason northerly to M-36/Ash St downtown and the portion of M-36/BUS US-127 via Columbia Ave from Cedar St westerly to US-127 are transferred back to local control, signaling an end to Mason's BUS US-127. The 1926-1954 route of US-127 via Cedar St northwesterly from Columbia Ave is re-added as a state trunkline, designated as M-36 from Columbia out to the new US-127 freeway interchange northwest of the city. | ||
| 1966 (Nov 18) - The new US-127 freeway from Cedar St at Mason to jct I-96 & I-496 is determined and opened to traffic. The US-127 designation travels northerly from Mason via the new freeway to I-96, then continues northerly via I-496/M-78 into Lansing/East Lansing, where the freeway ends and US-127 utilizes the one-way pair of Homer & Howard Sts northerly to M-43/BUS M-78 at Grand River Ave-Saginaw St. There, US-127 turns westerly via M-43/BUS M-78/Grand River Ave-Saginaw St to a terminus at US-27 at Cedar-Larch Sts. The former route via Cedar St from Mason to the south side of Lansing at I-96 temporarily remains a state trunkline highway while Cedar St from I-96 northerly into downtown Lansing is redesignated as BL I-96. | ||
| 1967 (Apr 3) - The former route of US-127 via Cedar St, 7.537 miles from the US-127 interchange at Mason to jct BL I-96 on the south side of Lansing is turned back to local control. | ||
| 1968 (Oct 22) - The US-127 freeway from the on- and off-ramps at Kalamazoo St on the Lansing/East Lansing border northerly into Clinton Co and to US-27 at present-day I-69 Exit 87 is officially determined as a state trunkline, although the freeway is not yet complete at this time. | ||
| 1969 - A short segment of the US-127 freeway on the Lansing/East Lansing line from south of Kalamazoo St to Grand River-Saginaw is completed. Homer & Howard Sts, now the frontage streets running parallel to this segment of the freeway and the former route of US-127/M-78 since late 1966, are both retained as unsigned/old state trunkline routes, both designated OLD US-127. | ||
| 1973 - A northerly extension of the US-127 freeway is completed and open to traffic from M-43/Grand River Ave/Saginaw St northerly into Clinton Co, then turning westerly to a terminus at US-27 southeast of DeWitt. | ||
| 1984 - A new northern freeway bypass of Lansing opens between I-96 (at Exits 89-91) and the US-27/US-127 interchange near DeWitt and is designated US-27, itself now running northerly from its original route, via I-96 from Exit 98 northerly to Exit 91, then easterly across the north side of Lansing back to its original routing near DeWitt. All of the former US-27 between I-96 (at Exit 98) and US-127 (near DeWitt) is redesignated as BUS US-27. This new 8-mile long freeway, while designated only as US-27 in 1984, will later be incorporated into the completion of I-69 through the Lansing metro area. At this time, TEMP I-69 still bypasses Lansing on the south and east via I-96, I-496/US-27 and US-127. | ||
| 1987 - With the opening of a new segment of I-69 freeway between US-127 and Peacock Rd in southeastern Clinton Co in late 1987, the I-69 designation is re-routed via I-96/US-27 northerly from I-96 at Exit 98 southwest of Lansing, northerly to Exit 91, then easterly across the north side of Lansing concurrently with US-27, to DeWitt, then easterly via US-127 for an additional 2 miles, before heading easterly along the 6 miles of new freeway. | ||
| 1998 (Aug 31) - At 9:17am on Monday, August 31, 1998, the northbound lanes of the final link in the long-awaited US-27 "St Johns Bypass," as it is referred to locally, was opened to through traffic. The southbound lanes opened within a couple hours of the northbound side. With the opening of the new freeway, US-27 gains almost 3.6 miles, while US-127 loses about 1.7 miles in length. This was caused by the US-27 designation replacing the US-127 designation along I-69 between Exits 87 & 89 near DeWitt. No changes are made in the routing of I-69. | ||
| 1999 - MDOT, unhappy with the 89-mile concurrent designation of I-69/US-27, which has been in place since the late-1960s, petitions AASHTO to first truncate the US-27 designation at DeWitt and extend the US-127 designation northerly from DeWitt to I-75 at Grayling in Northern Michigan, then petitions AASHTO to completely remove the rest of the US-27 designation from the state as well. This action adds approximately 140 miles to a highway previously only having about 85 miles in Michigan! It will take MDOT the next few years to first prepare for the massive changeover, then swap out the hundreds of route markers. | ||
| 2002 (May) - The Big Changeover from US-27 north of Lansing to US-127 occurs. Starting in May in the Bay and North Regions (Gratiot, Isabella, Clare and Roscommon Counties), new US-127 markers go up along the freeway and the various Business Connections. It would take the University Region several more months to change over the signs in Clinton Co, however, meaning for a time, US-127 ends at DeWitt where US-27 picks up, then US-27 itself "fades away" in Gratiot Co replaced by US-127 again! In the end, this signals the demise of US-27 in Michigan. | ||
| Freeway: | Two segments of US-127 are freeway:
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| NHS: | From US-223 to northern terminus at I-75 south of Grayling. | |
| Business Connections: | BUS US-127 - Jackson. From jct US-127 & M-50 southeast of Jackson to jct US-127, I-94 & M-50 northwest of downtown. | |
| BUS US-127 - Lansing. From CAPITOL LOOP/E Michigan Ave in downtown Lansing to I-69 at Exit 87 (Old 27) southeast of DeWitt. | ||
| BUS US-127 - St Johns. From Price Rd interchange south of town to Old 27 interchange north of the city. | ||
| BUS US-127 - Ithaca. From Washington Rd interchange east of Ithaca to Polk Rd interchange northeast of town. | ||
| BUS US-127 - Alma. From Lincoln Rd interchange east of town to Alger Rd interchange north of the city. | ||
| BUS US-127 - St Louis. From State Rd interchange south of the city to M-46/Monroe Rd interchange west of town. | ||
| BUS US-127 - Mt Pleasant. From southeast of the city to north of the city. | ||
| BUS US-127 - Clare. From south of Clare to Clare Ave (Old 27) interchange north of Clare. | ||
| BUS US-127 - Harrison. From M-61 interchange southeast of downtown to Clare Ave (Old 27) interchange north of Harrison. | ||
| Continue on: | US-127 into Ohio - John Simpson's Website | |
| Photographs: | ||
| Weblinks: | • US-127 @ Michigan Highway Ends - photos of the termini of US-127 at Dan Garnell's excellent Michigan Highway Ends website. | |
| • I-73 Corridor Feasibility Website - from MDOT (via the Internet Archive). | ||
| • High Priority Corridor 5 (I-73/74) - from AARoads. Details the entire High Priority Corridor 5 as designated by ISTEA. | ||
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Southern Terminus: | Cedarville at M-134 |
| Northern Terminus: | BS I-75 in southern Sault Ste Marie | |
| Length: | 33.19 miles | |
| Map: | Route Map of M-129 | |
| Notes: | One of four north-south cross-peninsular M-numbered state highways in the Upper Peninsula. M-129 had been M-12 in the pre-US Highway days, and later became the original routing of US-2 in this area before the more modern and shorter Mackinac Trail routing was completed. The highway's first post-US-2 designation was M-121 before it was redesignated as M-5, but was later 'upped by eight' from its old route number to become M-129. | |
| History: | 1927 - Several official and quasi-official sources indicate the first iteration of M-129 debuts on a short spur trunkline route beginning at US-2 five miles east of Marenisco in Gogebic Co running easterly to the Gogebic Co Park at the southern tip of Lake Gogebic, then northerly along the west shore of the lake to Lake Gogebic State Park. Interestingly, the Official State Trunkline Determination maps make no mention of this spur route and they indicate this route was not assumed into the trunkline system until July 1, 1931! | |
| 1929 (Dec 2) - A new 9.3-mile long trunkline is determined beginning at US-2 in Marenisco and running southerly to the Wisconsin state line at Winegar (present-day Presque Isle), Wisc. This new route is given the designation of M-129 and it can be assumed the five miles of US-2 between Marenisco and the existing M-129 spur route to Lake Gogebic State Park is signed concurrently with M-129 at this time. | ||
| 1930 - The first iteration of M-129 comes to an close at the exact time the second iteration begins! All of M-129 from Lake Gogebic State Park southerly to US-2, then westerly via US-2 to Marenisco, then southerly again to the Wisconsin state line is redesignated as a discontinuous portion of M-64. (The other "new" portion of M-64 runs from Ontonagon westerly to Silver City.) The second iteration of M-129 in Michigan begins when a short section of trunkline in central Keweenaw Co is given that designation. This particular highway has been the short-lived home to several designations. Until 1926, it is one of three M-15 spurs in Keweenaw Co, all bearing the same route designation! From 1926-1928, this highway is designated M-9 when it is then renumbered as M-64 from 1928-1930, until that designation is transferred to a route from Ontonagon westerly and from Lake Gogebic State Park southerly. In 1930, the five mile spur highway from US-41 two miles east of Phoenix northeasterly via Copper Falls to Eagle Harbor is again re-designated, this time as M-129. | ||
| 1933 (Jul 12) - A new 11.1-mile long state trunkline highway is determined from Eagle Harbor easterly along the Lake Superior shore to US-41 at Copper Harbor and is designated as an easterly extension of M-129. | ||
| 1935 - In mid-1935, the M-26 designation is extended northeasterly with US-41 from Calumet/Laurium to central Keweenaw Co, then northeasterly via M-129 to Eagle Harbor and easterly to Copper Harbor, where it now terminates. Thus, the M-129 designation is completely supplanted in the process and bringing the first iteration of the M-129 routing to a close. | ||
| 1939 - In mid-1939, with the State Highway Dept in a frenzy to remove all single-digit state route designations and place them in reserve for a planned "Superhighway network," all of M-5 in Mackinac & Chippewa Cos from Cedarville northerly to US-2 in Sault Ste Marie is redesignated M-129. (Similarly, the route at the new M-129's southern terminus is redesignated from M-4 to M-134 at this same time.) | ||
| 1960 - The final stretch of gravel-surfaced M-129, just south of Sault Ste Marie, is paved. | ||
| 1963 (Jan 25) - The 2/10 mile spur of M-129 in Cedarville south of M-134 into the center of town is turned back to local control, moving the southern terminus of M-129 north to M-134. | ||
| 1967 (Oct 27) - A very minor realignment at the northern end of M-129 bends the highway westerly to "T" into BS I-75 in Sault Ste Marie at a 90-degree angle. The route of M-129 shrinks by 1/10 mile in the process. | ||
| Freeway/Expwy: | No portion of M-129 is freeway or expressway. | |
| Circle Tour: | Lake Superior Circle Tour: From southern jct of M-48 south of Pickford to northern terminus at BS I-75 in Sault Ste Marie. | |
| Photographs: | ||
| Weblinks: | • M-129 @ Michigan Highway Ends - photos of the termini of M-129 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Southern Entrance: | Indiana state line 3 miles south of US-12 near White Pigeon |
| Northern Terminus: | US-31/Charlevoix Ave in Petoskey (cnr of Spring St & Charlevoix Ave) | |
| Length: | 268.13 miles | |
 | Map: | Route Map of US-131 |
| Notes: | The total length of US-131 as a whole is approximately 268.8 miles, only 0.67 of which exist outside of Michigan. In the early days of US-131, the "US-131" designation only appeared in Michigan, ending at the Indiana state line. In fact, it wasn't until 1938 that US-131 was connected to its parent route, US-31. Prior to that, it terminated at a jct with M-113 and M-131 near Fife Lake. Over the decades, US-131 has become an important route in Michigan, connecting Kalamazoo and Grand Rapids with the booming North Country. Today, approximately 165 miles of this highway have been completed as freeway with a southerly extension of the limited access highway under study. | |
| Major upgrades to the route of US-131 have been completed in Wexford Co, including the completion of the "Cadillac bypass" in 2001 and the "Manton bypass" in 2003, both of which are actually just segments of a long freeway extension from south of Cadillac to north of Manton. A northeasterly continuation of the US-131 freeway past Fife Lake toward Kalkaska and beyond had been studied for several years, but at present MDOT has shelved all plans for a US-131 freeway north of the Manistee River bridge between Manton and Fife Lake. Safety and capacity improvements to the corridor have been promised, however. | ||
| On the southern end of US-131, MDOT has been studying upgrades to the portion of the corridor not yet converted to full freeway standards, from Portage southerly past Schoolcraft, Three Rivers, Constantine and White Pigeon. Potential improvements may include anything from new alignment bypasses of Constantine and Schoolcraft to a full freeway from Portage southerly to the I-80/I-90/Indiana East-West Toll Road. MDOT had identified a westerly bypass of Schoolcraft in the late-1990s, but a Prairie Ronde Township trustee objected to the route through his township and the taking of farmland, so MDOT has gone back to the drawing board to look at other alternatives. The study for the entire corridor is currently underway and it may be several years before any actual construction begins in this area. | ||
| While changes have been taking place at either end of the freeway portion of US-131, a major overhaul occurred smack in the middle during 2000. During the 1990s, MDOT discovered the 35-year-old "S-Curve" bridges in downtown Grand Rapids were in need of replacement sooner than originally envisioned due, in part, to the sinking of one of the bridge piers next to the Grand Rapids into the gypsum sub-base being eaten away by groundwater erosion. The entire S-Curve was scheduled to be removed and completely reconstructed to modern-day standards. Formerly a six-lane freeway with no shoulders, improper banking, no acceleration and deceleration lanes at interchanges and deteriorating structures, the new S-Curve would be eight-lanes wide with full weave/merge lanes between interchanges, proper banking, full shoulders and a gentler curve. Instead of attempting to maintain traffic through the S-Curve during reconstruction, which would have stretched the project out to five years, MDOT decided to completely close the freeway through downtown Grand Rapids for 1-1/2 to 2 years. The primary contractor, Kiewit Western Co, however was able to rebuild the northbound lanes in less than eight months and had the southbound side open within ten months! | ||
| Nearly 3.5 miles of the US-131 freeway on the north side of Grand Rapids is officially part of the Interstate Highway system, designated I-296. However, since some point in the early-to-mid-1970s, I-296 has not been signed in the field, although the portion of US-131 from I-196/Gerald R Ford Frwy downtown northerly to I-96/M-37 north of the city remains officially an Interstate with the "secret" route designation of I-296. | ||
| History: | 1926 - Until the debut of the U.S. Highway system, M-13 is a major route up the western side of the Lower Peninsula, running from Indiana northerly via Three Rivers, Kalamazoo, Grand Rapids, Big Rapids, Cadillac, Kalkaska and Petoskey, terminating in downtown Harbor Springs. When the U.S. Highway system is laid out, all of M-13 from the Indiana line northerly to a point between Fife Lake and Kingsley in southeastern Grand Traverse Co (cnr present-day M-113, Keffer Rd & Van's Ln) is designated as US-131. A short segment of unbuilt trunkline from the northern end of US-131 west of Fife Lake to US-31 at the southern tip of the East Arm of Grand Traverse Bay is proposed to complete the connection of US-131 back to its "parent route," US-31. From the point west of Fife Lake northerly through Kalkaska, Mancelona and Petoskey to Harbor Springs, the former M-13 is redesignated M-131. While this may have been potentially confusing, the State Highway Dept has also created a similar situation with US-24 & M-24 at Pontiac and will, in the future, with US-25 & M-25 as well as US-112 & M-112. | |
1927 - Several changes to the route of the new US-131 this year:
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1928 - Several more changes to US-131 during 1928:
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| 1929 (May 26) - US-131 is moved onto new highway alignment (present-day Mackinaw Tr) running within 3/4 mile east of the former route via 41-1/2 Rd in east-central Wexford Co, from 30 Rd four miles north of downtown Cadillac to 18-1/2 Rd, then easterly via 18-1/2 Rd to Mackinaw Tr, 1-1/2 miles south of downtown Manton, which is turned back to local control. | ||
1930 - Two route changes this year:
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| 1931 - Act 131 of 1931, which gives the State Highway Dept powers to determine, sign and maintain trunklines through cities, sees the transferring of Division Ave through Grand Rapids, from Burton St northerly to Michigan St and Plainfield Ave from Coldbrook St northeasterly to Knapp St to state control. In addition, on May 20, Division Ave from Michigan st northerly to Plainfield Ave at the cnr of Coldbrook St is determined as a state trunkline. Previously, the route of US-131 through Grand Rapids was subject to change, since the City of Grand Rapids could re-route the highway on a whim. | ||
| 1931 (Aug 31) - The former route of US-131 at the new GR&I RR underpass north of Morley (see Oct 3, 1930 listing above) is turned back to local control. Also on this date, a new routing for M-131 between Kalkaska and Mancelona is determined, replacing the route assumed into the state trunkline system approximately 10 months earlier. This new alignment of M-131 runs via that of present-day US-131. The former alignment, while never constructed, is removed from the trunkline system. | ||
| 1932 (Oct 29) - US-131 is realigned onto a more direct alignment north of Schoolcraft. From the cnr of Westnedge Ave & U Ave, US-131 now turns northeasterly via Shaver Ave to Oakland Dr. The former route via U Ave easterly from Westnedge and Oakland Dr northerly from U Ave to Shaver Rd is turned back to local control. | ||
1933 - M-131 is rerouted from south of Walloon Lake in northeast Charlevoix
Co into downtown Petoskey in Emmet Co, thusly:
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| 1934 - The new alignment for M-131 from south of Walloon Lake to the west side of Petoskey, noted above, is completed and open to traffic. | ||
| 1934 (Aug 27) - A new route through Rockford is certified, running northerly from the cnr of Fremont St & E Division St for 3 blocks to Courtland St, then easterly on Courtland, which turns northerly into Northland Dr to N Main St and the former route. Previously, US-131 turned westerly from Fremont St via E Division St, then northerly via Main St, turning easterly via Main to Northland Dr. This former route is temporarily retained as a state trunkline for 4-1/2 months. | ||
| 1935 (Jan 7) - The former route of US-131 through Rockford (E Division & Main Sts) is turned back to local control. The new route was certified the previous August. | ||
| 1936 (Dec 9) - A new route of US-131 between Constantine and Three Rivers, this one west of the St Joseph River, is officially assumed into the state trunkline system, beginning at the cnr of Washington & Broad Sts on the north side of Constantine and ending at M-60 southwest of Three Rivers. US-131 then runs concurrently with M-60 into Three Rivers, entering the city from the west via Michigan Ave to the former route at Main St. | ||
1937 (Aug 30) - Three different state trunkline determinations or cancellations
are made official on this date:
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| c.1938 - A major milestone in the existence of both US-131 and M-131 occurs when the vast majority of M-131—the portion from west of Fife Lake northeasterly to Petoskey—is redesignated as a northerly extension of US-131. The State Highway Dept has, obviously, abandoned their plans to build a highway on new alignment linking Fife Lake with the East Bay area of Greater Traverse City to "complete" the route of US-131 through to its "parent" route, US-31. Now, with US-131's northern terminus at US-31 in Petoskey, the two highways meet for the first time in the dozen years since both highways were commissioned. For the time being, M-131 remains concurrently designated with US-31 through Petoskey and Bay View, then northerly and westerly (via present-day M-119) into Harbor Springs. | ||
1940 - Changes come to US-131 and the remaining portion of M-131:
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| 1941 - The new trunkline alignment for US-131 from South Boardman to downtown Kalkaska determined the previous November is completed and opened to traffic. | ||
| 1942 (Jan 28) - A short, half-mile realignment immediately north of the Indiana state line moves US-131 slightly east. The former route via present-day Old M-103 is turned back to local control. Also on this date, official State Highway Dept sources seem to indicate all of M-131 north of US-31 east of Petoskey to Harbor Springs is removed from the state trunkline system, although it seems this cancellation never takes effect (especially considering in three years, M-131 will be extended northerly from Harbor Springs!). | ||
| 1943 - Since the 1920s, the State Highway Dept has been slowly building a Grand Rapids Beltline System of highways around all sides of the city, forming a "box of highways" of sorts. By the 1940s, the state has completed the West Beltline (present-day Wilson Ave), the South Beltline (present-day 28th St) and the portion of the East Beltline (present-day East Beltline Ave) north of US-16/M-50/Cascade Rd to US-131/Plainfield Ave. This beltline system is designated M-114. A few years prior, the South and West Beltlines are given the BYP US-16 ("BYPASS US-16") designation to underscore its position as a bypass route for that highway. In 1943, the East Beltline is finally completed from US-16/M-50/Cascade Rd southerly to BYP US-16/28th St and with that completion, all of the East Beltline and the portion of the South Beltline (28th St) from the East Beltline westerly to US-131/Division Ave is assigned the BYP US-131 designation. (A new BYP M-21 between the east and southwest parts of the Beltline is also designated at this time.) US-131 remains designated through Grand Rapids via Division & Plainfield Aves. | ||
| 1945 (Jun 26) - The Harbor Springs-to-Cross Village routing of M-131, which existed from 1933-1937 is again re-added to the state trunkline system. | ||
1949 - A pair of changes to US-131 this year:
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| 1952 (Nov 10) - A 2/10 mile realignment in downtown Mancelona moves US-131 onto its present-day alignment. | ||
| 1953 - In mid-1953, all of BYP US-131 around the south and east sides of Grand Rapids is redesignated as part of mainline US-131, while the former route of US-131 from the cnr of 28th St & Division Ave south of town to the cnr of East Beltline Ave, Plainfield Ave & Northland Dr northeast of the city is simply redesignated as BUS US-131. | ||
| 1954 (Jan 4) - The US-131 "Three Rivers bypass" officially determined as a state trunkline highway routing, between the present-day jcts of BUS US-131. Some official highway maps, however, show this route may have been completed as early as the fall of 1953. The former route of US-131 through downtown Three Rivers is redesignated as BUS US-131. | ||
| 1955 - The final portion of gravel-surfaced M-131, from Good Hart to Cross Village, is hard surfaced in mid-1955. | ||
| 1956-57 - Nearly 15 miles of US-131 from jct M-66 north of Mancelona to the northern jct of M-32 northwest of Elmira is "twinned" whereby a second carriageway is constructed immediately west of the existing roadway, which is turned into a four-lane, divided highway, with the exception of approximately 3/4 mile through the community of Alba. | ||
1957 - A few more route changes for 1957:
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| 1958 (Jul 7) - The US-131 freeway from the south city limit of Grand Rapids southerly to the Kent/Allegan Co line is officially determined as a state trunkline, although the portion from US-16/M-21/M-50/28th St northerly to the G.R. city limit is not yet complete and the portion of the freeway from 28th St southerly to 100th St in southern Kent Co was opened to traffic the prior year. In addition, sources indicate the US-131 freeway is completed and opened to traffic this year from 100th St southerly into Allegan Co to a temporary terminus at 135th Ave on the west side of Wayland this year. US-131 traffic is temporarily routed via Superior St between the new freeway and downtown Wayland. The former route of US-131 via Division Ave from the south limits of Grand Rapids to the Kent/Allegan Co line is turned back to local control. | ||
| 1958 (Jul 29) - Two miles of new highway on new alignment along with a new Manistee River bridge are assumed into the state trunkline system on this date in northeastern Wexford Co, five miles north of downtown Manton. The former route via present-day Old US-131 is turned back to local control, however the old Manistee River bridge is removed. | ||
1959 – A trio of changes to US-131 in 1959:
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| 1960 (Sept 27) - The US-131 freeway in Allegan Co from the Kent Co line southerly past Wayland and Martin to M-89 at Plainwell is finally officially determined as a state trunkline highway on this date, although the portion from Kent Co southerly to M-118 at Martin had already been completed and opened to traffic. In any event, 8 additional miles of freeway are also completed in 1960 from M-118 southerly to M-89 at Plainwell, where US-131 traffic temporarily utilizes M-89 into downtown Plainwell to rejoin the existing highway. The former route of US-131 from the Kent/Allegan Co line southerly to M-89 in downtown Plainwell is turned back to local control. | ||
| 1960-61 - The new divided highway portion of US-131 from M-66 north of Mancelona to the northern jct of M-32 northwest of Elmira "twinned" in 1956-57, is "de-twinned" when the original northbound lanes of the highway are closed and torn up with two lanes of traffic maintained on the "new" carriageway, formerly the southbound lanes. One site contributor familiar with the area notes, " The "northbound lanes" were tore out after a few years, because there wasn't enough traffic on the road at the time, it cost too much to maintain (i.e. snow removal expenses) and there would be many a drag race in the summertime. Take a trip up there and the old [right-of-way] is still there, very easy to spot." —Thanks to Barry Camp! | ||
| 1961 (Dec 4) - A short, new alignment along US-131 just south of Cadillac shaves 1/10 mile from the route. Beginning on Mackinaw Tr 1/4-mile south of the southern Cadillac city limit, the newly-determined trunkline routing for US-131 carries the route southerly via 43 Rd for 1/2 mile before making a sweeping curve first southwesterly then southerly, connecting back with Mackinaw Tr near 46 Rd, north of M-115. The former route is turned back to local control. | ||
1962 - The US-131 freeway is extended on both ends:
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