|
Highways 250 through 696
I-275 | M-294 | I-296 | M-311 | M-331 | M-343 | I-375 | I-475 | I-496 | M-553 | FORMER M-554 | I-675 | I-696 | Jump to Bottom
|
|
|
Southern Terminus: |
I-75 at Exit 20
northeast of Monroe |
Northern Terminus: |
Jct I-96/I-275/I-696/M-5 on the Novi/Farmington Hills city limit in southern
Oakland Co |
Length: |
34.903 miles -
according to MDOT data*
29.97 miles -
according to Route Log and Finder List - Interstate Highways, FHWA* |
| Map: |
Route Map of I-275 |
| Notes: |
I-275 was never
completed to its original destination: I-75 northwest
of Clarkston near Davisburg. Since this Interstate is designated with an initial
even digit, it implies a connection back to its parent route, which was originally
intended. All of I-275 was constructed and opened in the mid-1970s, as far
north at I-96 & I-696,
but further construction was halted there. While the new M-5/Haggerty
Connector was constructed on right-of-way originally intended to
be part of I-275, further progress in filling the gap between Walled Lake and
Davisburg will likely never
occur. Reports have cited weathly suburbanites with teams of lawyers as the
primary reason the highway may never be completed. On the other hand, residents
of northwest Metro Detroit are now complaining of a lack of highway access
to the area—access which would have been amply provided by a completed I-275.
MDOT hopes the new
M-5/Haggerty Connector will relieve
some of the pressure on area roads, but others believe it will only bring more
congestion to areas near Walled Lake and Commerce, which would then be just
that much closer to a 'major highway.' In addition, the decades-old proposed
Northwestern Hwy extension will now never be built as intended. |
| |
Much of I-275 was constructed in the 1970s with what was termed 'an innovative
new concrete technique' called Continuous Reinforced Concrete, which was to
eliminate the need for expansion joints in the freeway. After only a few of
Michigan's brutal winters, with ample freeze-and-thaw periods, massive longitudnal
cracks began developing in the freeway. Years of cracking and patching with
asphalt resulted in a freeway surface taking its toll on hundreds of thousands
of vehicles each year. Portions of the freeway resembled a war zone, with pock
marks and massive cracks at every turn. So, after only twenty years, MDOT decided
to reconstruct all of I-275 from Monroe to Novi from top to bottom. The final
six miles of reconstruction were completed in late 1999. In comparison, before
the M-8/Davison Frwy in Detroit was completely reconstructed, its original
road surface had been in constant use since 1944—for 52 years! Needless to
say, MDOT no longer uses the Continuous Reinforced Concrete technique! |
|
|
*Under
the "Length" heading above, two separate and rather different figures are
quoted as to the length of I-275, slightly less than five miles apart!
This is because the Federal Highway Administration (FHWA) does not share
the opinion with MDOT that I-275 continues northerly from the I-96/Jeffries
Frwy & M-14 jct concurrently with I-96 to
the massive I-96/I-275/I-696/M-5 interchange
in Novi/Farmington Hills. (The 34.903 mile length is measured to the "I-275
ENDS" sign on nbd I-96/I-275
just shy of 10 Mile Rd.) |
|
History: |
1968 (Mar 29) - The route of I-96/I-275 is officially determined as a
state trunkline for the 7 miles from 5 Mile Rd on the western edge of Livonia
in Wayne Co northerly to jct I-696 and existing I-96 on the City of Novi/Farmington
Twp line. It would be 8½ years before the freeway along this route would
be completed and opened to traffic, however. |
|
|
1968 (Nov 13) – In response to the passage of the Federal-Aid Highway Act of 1968 which, among other things, authorizes an additional 1,500 miles of Interstate highway nationally, the State Highway Commission announces a request containing 600 miles of additional Interstate mileage within the state. Since the entire nationwide allotment for additional Interstate mileage is 1,500 miles, MSHD officials are aware, however, their request is unlikely to be granted in its entirety. One of the requests is to extend the proposed I-275 western bypass of Metropolitan Detroit northerly from its junction with I-96 & I-696 west of Farmington for an additional 21 miles to a new terminus at I-75/US-10 northwest of Clarkston in Oaklanc Co. This request is ultimately not granted by the federal government. |
|
|
1970 (Jan 14) - Even though no portion of I-275 is yet complete and open to traffic, the State Highway Dept holds a public meeting at Brook School in Milford on the proposed construction of am 8.5-mile segment of M-275 freeway from M-59/Highland Rd northerly to I-75/US-10 northwest of Clarkston in Oakland Co. The cost of the segment of freeway is estimated at $20 million with construction expected to begin in late 1974. |
|
|
1972 (July 14) - The remaining 30.16 mile stretch of I-275 from I-75 north
of Monroe northerly to 5 Mile Rd on the western limit of Livonia in Wayne
Co (at the future I-96 merge) is assumed as a state trunkline routing. As
with the 1968 segment above, it would be several years before any of this
freeway was complete and open to motorists. |
|
|
1975 - The first 4 miles of I-275 freeway are opened to traffic from M-153/Ford
Rd in Canton Twp northerly to temporary ramps constructed at Schoolcraft
Ave in Plymouth Twp between Plymouth and Livonia. |
|
|
1976 (Nov 10) - I-96/I-275 is completed and opened to traffic from the
not-yet-completed interchange with the future route of I-96/Jeffries Frwy
(including a connection with I-275 at Schoolcraft Ave and removal of the
temporary ramps there) northerly to the I-96/I-696 interchange on the Novi/Farmington
Hills city limit. It is assumed I-96 markers are not erected on this segment
of freeway pending the completion of the Jeffries Frwy from Livonia to M-39/Southfield
Frwy. |
|
|
1976 (Late) - The southernmost three miles of I-275 between its southern terminus at I-75 near Newport and US-24/Telegraph Rd southeast of Carleton in Monroe Co is completed and opened to traffic. |
|
|
1977 - Two major milestones for I-275 this year:
- (Jan 14)
- The remaining portion of I-275 from US-24/Telegraph Rd north of Monroe
to M-153/Ford Rd is completed and opened to traffic six months ahead
of schedule. The highway now stretches from I-75 through to I-696, it's
present-day length.
- Also in early 1977, as the MDSH&T and the motoring public are still
celebrating the completion of all of the original portion of I-275 on the
west side of Detroit, the State Highway Commission cancels the long-standing
plans for a northerly extension of I-275 through central Oakland Co to meet
up with I-75 near Clarkston. Originally proposed as I-275, a slightly scaled-back
version of the highway designated as M-275 is taken off the drawing boards
in the advanced stages of planning. The "ghost ramps" and "ghost
bridges" at the I-96/I-275/I-696/M-102 interchange originally intended
for the northerly extension of the freeway will remain idle for a decade
and a half until the coming of the M-5/Haggerty Connector.
|
|
Freeway: |
Entire route. |
|
NHS: |
Entire route. |
| Photographs: |
|
| Weblinks: |
I-275 @ Michigan Highway Ends - photos of the termini of I-275 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-275
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Interstate
275 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
Southern Terminus: |
I-94 at Exit 100
southeast of Battle Creek |
Northern Terminus: |
M-96/E Columbia
Ave southeast of downtown Battle Creek |
Length: |
1.532 miles |
| Map: |
Route Map of M-294 |
| Notes: |
One of the many changes
occurring as part of the Rationalization
process was the addition of more
than 50 miles of formerly county roads and city streets in Calhoun Co into
the state highway system. The actual transfers took place October 31, 1998.
Among other changes in the Battle Creek area, a brand-new trunkline routing
was established and assigned M-294, in reference to its relation
to I-94. The new M-294 begins at I-94 and
continues northerly via Beadle Lake Rd, merging with Main St several hundred
feet south of its northern terminus at E Columbia Ave, also designated as
an extension of M-96 in the
Rationalization process. |
|
History: |
1998
(Oct 31) -
As one of several state trunkline transfers in the Rationalization program,
Beadle Lake Rd from I-94 to M-96/Columbia
Ave in the Battle Creek area is transferred to state control and designated
M-294. |
|
|
2001 (Jan) - During the second week of January,
M-294 route markers are erected along the new highway. |
| Freeway/Expwy: |
No portion of M-294 is freeway or expressway. |
| Photographs: |
|
| Weblinks: |
M-294 @ Michigan Highway Ends - photos of the termini of M-294 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
Southern Terminus: |
Jct US-131 & I-196/Gerald
R Ford Frwy in downtown Grand Rapids |
Northern Terminus: |
Jct US-131 & I-96/M-37 in Walker, north of downtown Grand Rapids |
Length: |
3.403 miles -
according to MDOT data
3.43 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
Map: |
Route Map of I-296 |
Notes: |
I-296 is a little-known, unsigned Interstate highway connecting I-96 with
I-196 in downtown Grand Rapids. One of the "original Interstates" from the
initial Interstate plans of the late-1950s, I-296 was built simply as a part
of the already-proposed "Grand Rapids Expressway," which traces its roots
back to plans in the late-1940s. In fact, by the time the I-296/US-131 freeway
was opened to traffic, US-131 itself had been completed from M-43 at Kalamazoo
northerly to downtown Grand Rapids—a distance of more than 45 miles! The
I-296/US-131 freeway completed the "Grand Rapids Expressway" north through
the city to I-96 on the north side of town. From that point, the US-131 freeway
would push on northerly over the next few decades past Cadillac. |
|
|
I-296 was co-signed with US-131 from the time the freeway was completed
until some point around 1980, when all I-296 route
markers were removed from the freeway, leaving it signed solely as US-131.
This was done to minimize motorist confusion, having a second route
designation appear for only a 3.4-mile stretch on a US-131 freeway stretching
from south of Kalamazoo to the North Country. I-296 is still an "active"
route designation and the 3.43 miles of US-131 from I-196 to I-96 is still
an Interstate highway, even though it is not signed as such in the field. |
| |
From an MDOT/FHWA report prepared in 1981 to follow-up on a freeway signing project along I-96 north of Grand Rapids, the following information on the "un-signing" of I-296 is included, confirming what had been previously surmised regarding the removal of I-296 signs:
"Review of the route marking system, as part of the Positive Guidance project, indicated that the I-296 markers were confusing and unnecessary. The red, white, and blue Interstate shields for I-96 and I-296 were easily confused. In addition, the previous signing system included shields for US-131 NORTH, US-131 SOUTH, and M-37. The five route markers may have resulted in an information "overload"; elimination of the I-296 markers resulted in a simpler signing system."
"I-296 formerly was coincident with US-131 for a three-mile segment between I-96 and I-196. Since US-131 is the major north/south freeway in the area, the I-296 designation served no useful purpose other than to designate an Interstate routing. With concurrence from the FHWA and AASHTO (American Association of State Highway and Transportation Officials), the I-296 designation was eliminated from all road signs, as well as from the official transportation map. However, the three-mile segment of US-131 remains as part of the official Interstate system even though it is not so designated on the signs." |
|
History: |
1962 (Dec 26) - The entire 3.4-mile long I-296/US-131 freeway route from
the proposed junction with I-96 (present-day I-196) in downtown Grand Rapids
northerly to an interchange with I-196/US-16 (present-day I-96) north of the
city is determined as a state trunkline and likely opens around this time as
well. |
|
|
1969 - The concurrent M-37 designation is removed from the I-296/US-131 freeway in Grand Rapids and relocated onto I-96 around the northeast side
of the city. |
|
|
1978 (Oct 28) – At its regular meeting in Hartford, Connecticut, the U.S. Route Numbering Subcommittee of the American Association of State Highway & Transportation Officials (AASHTO) approves a request from the Michigan Dept of State Highways & Transportation to "eliminate the I-296 signing between I-96 and I-196 in Grand Rapids" but to "retain [the] route as a part of the Interstate system." |
|
|
1980 - The last Official Michigan Highway Map with I-296 indicated is
the 1979 edition; all references to I-296 are removed on the 1980 map. Sources seem to indicate the I-296 route markers were removed in 1980, in part due to a freeway signage upgrade project in the Grand Rapids area. I-296 remains as an unsigned Interstate routing from this
time forward. |
|
Freeway: |
The entire length of I-296 is freeway. |
| NHS: |
Entire route. |
| Photographs: |
|
| Weblinks: |
I-296
@ Interstate-Guide.com - photos of the termini of I-296 are
included (scroll down) on AARoad's excellent Interstate-Guide.com website. |
|
|
I-296
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Southern Terminus: |
M-60 in downtown Burlington at the cnr of Marshall & Leroy Sts |
Northern Terminus: |
I-94 at Exit 104 east of Battle
Creek |
Length: |
13.717 miles |
Map: |
Route Map of M-311 |
Notes: |
One of the many changes
occurring as part of the Rationalization
process was the addition of more than 50 miles of formerly county roads
and city streets in Calhoun Co into the state highway system. The actual
transfers took place October 31, 1998. Among other changes in the Battle
Creek area, a brand-new trunkline routing was established and assigned M-311,
in reference to a large portion of the route travelling via 11 Mile Rd.
The new M-311 was originally shaped like an upside-down and backward letter
"J" (see description in the "History" section below), but was later shortened
to its present length. |
| |
Until December 2009, M-311 was an unsigned state trunkline, one of three such routes to come
out of the Rationalization process in
the late-1990s. It could be assumed M-311 was originally to remain an unsigned
trunkline due to its rather convoluted routing via several roads making many
turns and actually intersecting Michigan Ave twice within a short distance.
Nine years after the route was shortened to run via a rather straight course using only 11 Mile Rd, MDOT began erecting M-311 route markers along the course of the highway. |
|
History: |
1998
(Oct 31) - As one of several state trunkline transfers in the Rationalization
process, a new rather convoluted route in Calhoun Co is transferred from
county to state control and designated M-311. The route begins at BL
I-94/E
Michigan Ave east of Battle Creek and heads northerly via Raymond Ave to
Emmet St, easterly via Emmet to Cooper Ave, northerly again via Cooper to
N Dr North, easterly along N Dr North to 11 Mile Rd and southerly via 11
Mile from N Dr North to M-60 in Burlington. None of this highway is signed
in the field, however. |
|
|
2000 (Oct 18) - All of the "U-shaped" northern
portion of M-311 from the routes northern terminus at BL
I-94/E Michigan Ave via Raymond St,
Emmet St, Cooper Ave, N Dr North and the portion of 11 Mile Rd north of I-94 at
Exit 104 is turned back to the Calhoun Co Road Commission and is cancelled
as a state trunkline highway. The portion of 11 Mile Rd from I-94 southerly
to M-60 in Burlington remains as unsigned
M-311. |
|
|
2009 (Dec) - More than nine years after shortening M-311 to its present length, MDOT begins erecting route markers along the entire length of the highway, thus ending its existence as an unsigned state trunline highway. |
| Freeway/Expwy: |
No portion of M-311 is freeway or expressway. |
| Photographs: |
|
| Weblinks: |
M-311 @ Michigan Highway Ends - photos of the termini of M-311 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
Fmr. So. Terminus: |
Cnr Westnedge Ave & Kilgore Rd on the Kalamazoo/Portage city limit |
Fmr. No. Terminus: |
BL I-94/M-43/Michigan
Ave in downtown Kalamazoo; cnr Park St & Michigan Ave for nbd M-331, cnr
Westnedge Ave & Michigan Ave for sbd M-331 |
Former Length: |
3.228 miles |
Map: |
Route Map of FORMER M-331 |
Notes: |
One of the many changes occurring
as part of the Rationalization
process was the addition of all of Westnedge Ave and Park St south of
Michigan Ave in downtown Kalamazoo into the state highway system, designated
M-331. The actual transfers took place October 31, 1998. The M-331 designation
was chosen in reference to the route following the pre-freeway route of US-131. |
|
M-331 was an unsigned state trunkline for its entire existence, one of three
such routes to come out of the Rationalization
process in the late-1990s. It could be assumed M-331 was not signed in
the field because it terminated at the Kalamazoo city limit instead of a
more logical ending place, such as I-94.
Since the City of Portage never transferred control of any of their portion
of Westnedge Ave to state control, M-331 remained
unsigned for its entire 21-year existence. |
|
|
In 2019, every through trunkline route in Kalamazoo—BL I-94, BUS US-131 and M-43—as well as the unsigned M-331 were all turned back to local control by MDOT after many, many years of discussion between City and MDOT planners and engineers. City staffers had long sought to eliminate what they termed as "confusing" one-way streets through the heart of downtown Kalamazoo as well as trying to limit or eliminate large trucks from traversing through the city. MDOT, on the other hand, had long stuck to its mandate to provide a smoothly-operating network of arteries, minimizing delays and congestion. The two sides could never come to a satisfactory solution so, in 2018, MDOT staff in Southwest Region finally gave up and acquiesced to the City's demands by agreeing to transfer all downtown trunkline highway routes to local control. As of January 7, 2019, the downtown trunklines became city streets. |
|
History: |
1998
(Oct 31) - As one of several state trunkline transfers in the Rationalization
program, the portion of Westnedge Ave from ebd BL
I-94/M-43/Michigan Ave
in downtown Kalamazoo southerly to Kilgore Rd on the Kalamazoo/Portage city
limit is transferred to state control along with Park St from ebd BL
I-94/M-43/Michigan
Ave southerly to where that street merges with Westnedge Ave south of downtown.
This route is designated M-331 although it is never signed in the field. |
|
|
2000s–2010s – For many years, disagreement about the proper function of the major thoroughfares through downtown Kalamazoo, the most major of which were state trunkline highway routes, existed between City planners and engineers and the planners and engineering staffs at the MDOT regional office. Several attempts were made to find common ground with little to no success. A push in the mid- to late-2010s resulted in City staff members making headway while MDOT staff grew tired of the impass, resulting in the state agreeing to simply turn back all downtown Kalamazoo state highway routes to the City. |
|
|
2019 (Jan 7) – The Kalamazoo City Commission agrees to the Memorandum of Understanding from MDOT on the conditions of the trasfer of the affected streets in the city, thereby removing them from the state trunkline highway system and transferring them to the city primary street system. This included the entirety of the unsigned M-331 routing along S Westnedge Ave and S Park St. |
|
|
2019 (June 3–7) – MDOT crews remove the state trunkline route markers from both the transferred roadways in dowtown Kalamazoo as well as along those segments which will remain as unsigned state trunkline routes. However, as M-331 was neve actually signed in the field, no signage changes took place along the route. |
| Freeway/Expwy: |
No portion of M-331 was freeway or expressway. |
| NHS: |
Entire route. |
| Photographs: |
|
|
 |
PLEASE NOTE: The M-343 route information can be found on its own page: M-343 Route Listing. |
|
|
Southern Terminus: |
Jefferson
Ave halfway between St Antoine St & Beaubien St in Downtown Detroit, at
connection w/BS
I-375 |
Northern Terminus: |
I-75 at Exit
51 (jct Fisher Frwy & Walter P Chrysler Frwy) north of downtown
Detroit |
Length: |
1.147
miles - according to MDOT data
1.06 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
| Map: |
Route Map of I-375 |
| Notes: |
I-375 is known as the southernmost
portion of the Walter P Chrysler Frwy for its entire length. I-75 beginning
at I-375 and heading northerly out of Detroit carries the Walter P Chrysler
name toward Pontiac. The freeway is named, of course, for automobile pioneer
Walter P Chrysler, founder of Chrysler. |
| |
I-375 is the shortest Interstate highway in the state,
beating I-194 and I-296 by approximately 2-1/4 miles. |
|
|
Plans are currently afoot to study the possibility of extending I-375 south
past Jefferson Ave and looping it west around the Renaissance
Center—General
Motors' worldwide headquarters—to provide better waterfront access
to the freeway system, as well as eliminate a very sharp curve in the freeway
at Jefferson. General Motors has
expressed much interest in improving the area around its world headquarters
at the Renaissance
Center. |
|
|
Some sources have stated I-375 was originally intended to be the route
of I-75 into downtown Detroit under early proposals. However, the federal
government forced Detroit and the State of Michigan to route I-75 further
away from the river, so the remnant spur was designated I-375. This would
explain why I-75 currently has to change from the Fisher Frwy to the Walter
P Chrysler Frwy north of downtown. |
|
History: |
1964
(June 12) - A new 1.163-mile long state trunkline route from I-75 at the proposed Walter P Chrysler
Frwy & Fisher Frwy interchange
southerly to Jefferson Ave, then westerly via Jefferson to Randolph St in
downtown Detroit is determined as a state trunkline, although it wouldn't open to traffic for another five months. The freeway portion of the route, approximately one-mile
in length from Jefferson Ave merge (at St Antoine St) northerly to the proposed
Fisher Frwy interchange, is designated as I-375, while the remainder
of the route via Jefferson Ave from St Antoine St westerly three blocks to
Randolph St is designated BS I-375, but likely never signed as such in the
field. |
|
|
1964 (Nov 25) - The freeway segment of I-375 officially assumed into the trunkline system five months earlier officially opens to traffic from the Jefferson Ave merge (at St Antoine St) northerly to a completed segment of the I-75/W P Chrysler Frwy from Congress St to I-94/Edsel Ford Frwy. |
|
|
1968 - A portion of the I-75/Fisher Frwy freeway from the I-75/I-375 "transition" westerly
across the north side of downtown Detroit is completed, bringing the odd
transition of I-75 into I-375 at the site of the present-day Chrysler/Fisher
interchange to an end. |
| Freeway: |
Entire length of I-375 is freeway. |
| NHS: |
Entire length. |
| Business Connection: |
BS
I-375 - Detroit. From the southern terminus of I-375 westerly
via Jefferson Ave to jct M-3/Randolph St & M-10. |
| Photographs: |
|
| Weblinks: |
I-375 @ Michigan Highway Ends - photos of the termini of I-375 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-375
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Downtown
Detroit Trunklines Map - PDF map showing the official routings
and termini of all state trunklines in downtown Detroit. Many of these
termini and some of the trunklines themselves are unsigned, making this
map particularly helpful. |
|
|
Interstate
375 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
Southern Terminus: |
I-75 at Exit 111
south of Flint and west of Grand Blanc |
Northern Terminus: |
I-75/US-23 at
Exit 125 northwest of Flint |
Length: |
16.866
miles - according to MDOT data
16.99 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
| Map: |
Route Map of I-475 |
| Notes: |
I-475 is known as the
U.A.W. Frwy for its entire length. The United
Auto Workers (U.A.W.) was organized
in Flint after a long strike held at the Fisher Body assembly plant, which
was located on Saginaw St just east of the current freeway. I-475, incidentially,
replaced the BUS M-54 designation along Saginaw Ave through Flint, and that
street was turned back to local control upon completion of the freeway in
the mid-1980s. |
| |
As originally envisioned, I-475 would have continued
southwesterly from I-75 to hook into US-23 southwest of Flint, to provide
a better access route into downtown Flint from the south via US-23. This
proposal was never acted upon when I-475 was constructed. |
|
History: |
1970
(Apr 10) -
A new 17.487-mile long freeway loop through Flint is determined as a state
trunkline highway and assigned the I-475 designation. |
|
|
1973 (Autumn) - Two segments of the I-475 freeway open, one on either
side of the City of Flint. From I-75/US-10 south of the city, I-475 is completed
and open northerly to the massive multi-level interchange with M-21/M-78 in downtown Flint, while another segment from I-75/US-10/US-23 easterly to
BUS M-54/Saginaw St south of Mount Morris also opens to traffic. |
|
|
1981 (Summer) - The final segment of the I-475/Buick Frwy is completed
and opened to traffic from I-69/M-21 northerly to Saginaw St in Flint. |
|
|
1982-83 - The name of the I-475 freeway through
Flint is changed from the Buick Freeway, honoring David
Buick, an automobile industry pioneer and
founder of the Buick Motor
Car Co, to the U.A.W. Freeway, honoring the United
Auto Workers and their historic 1936-37 sit-down strike at the General
Motors plant on S Saginaw St. Accordingly, the name of the I-69/M-21 freeway
through Flint is changed from the Chevrolet Freeway to the Chevrolet-Buick
Freeway. In such a major organized labor city like Flint, it was probably
a slap in the face to have both named freeways dedicated to automotive pioneers
and none to the labor movement, which began there. |
| Freeway: |
Entire length of I-475 is freeway. |
| NHS: |
Entire route. |
| Photographs: |
|
| Weblinks: |
I-475 @ Michigan Highway Ends - photos of the termini of I-475 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-475
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Interstate
475 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
Western Terminus: |
I-96/I-69 at Exit 95 west of Lansing |
Eastern Terminus: |
I-96 at Exit 106A-B southeast of Lansing (at jct I-96, I-496 & US-127) |
Length: |
11.910
miles - according to MDOT data
11.78 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
| Map: |
Route Map of I-496 |
| Notes: |
I-496 is known as the
Ransom E Olds Frwy, named in honor of the founder of both the Oldsmobile
Motor Car Co and the REO
Motor Co. Oldsmobile, later acquired by General
Motors, was headquartered in Lansing (1/2 block south of I-496 on Townsend
St) for more than 100 years until 1998, when it was moved into GM's new world
headquarters in downtown Detroit. The REO
Motor Co may be familiar to some,
especially those fans of the rock group REO
Speedwagon, named after one of
REO's vehicles. Incidentally, Ransom E. Olds' magnificent home was torn down
to make way for the freeway which now bears his name. |
| |
I-496 is concurrently designated with US-127 between
EXIT 8 and its eastern terminus. |
|
History: |
1963
(Dec 20–23) - The 3.8-mile long "Pine Tree Connector" freeway opens to traffic on Dec 20 from I-96 (at present-day Exit 106) northerly to the Red Cedar River between Lansing and East Lansing. Traffic from the connector continues via the one-way pair of Homer & Howard Sts between the northern end of the completed freeway and M-43/M-78 at Saginaw St & Grand River Ave. The new freeway is designated as I-496/M-78/BL
I-96 while the Homer–Howard one-way pair of streets becomes part of M-78/BL
I-96. (One State Highway Dept source shows the Homer–Howard one-way pair designated as BS I-496, but the existence of this designation cannot be otherwise verified.) With this new $8.8 million freeway spur, M-78 is routed out of downtown Lansing and now bypasses the city via I-96 from US-27 easterly to I-496, then runs northerly along I-496 and Homer–Howard Sts to its existing route along Saginaw St (ebd) and Grand River Ave (wbd). The former M-78 route through Lansing is designated BUS M-78. The BL
I-96 routing follows the new I-496 spur northerly to Saginaw–Grand River, then westerly via Saginaw–Grand River and Saginaw-Oakland Sts, northerly via Cedar–Larch Sts, then northwesterly via Grand River Ave back to I-96 northwest of the city. The entire "Pine Tree Connector" and the Homer–Howard Sts pair are officially assumed into the state trunkline highway system three days after opening on Dec 23. |
|
|
1964 (Feb 26) - The State Highway Dept okays an engineering report on a proposed $26 million, 8.9-mile long east-west freeway through the heart of Lansing. This freeway is the continuation and completion of the I-496 route. |
|
|
1966 (Nov 18) - The new US-127 freeway from
Cedar St at Mason to jct I-96 & I-496
is determined as a state trunkline 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/M-78 utilize the one-way pair of Homer–Holmes 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. Essentially, the US-127 designation along I-496 (and Homer–Holmes) supplants
the BL I-96 designation on that route and BL
I-96 itself is moved westerly
to utilize the former US-127 routing along Cedar St. |
|
|
1968 - Two developments for I-496 this year:
- (Oct 22) - The 8.38-mile long east-west portion of I-496 through Lansing
(including Trowbridge Rd) is officially determined as a state trunkline
highway, however only the portion from I-96 west of Lansing easterly
to M-99/Logan St opens to traffic around this same time. The rest of
I-496 from M-99/Logan St easterly to the existing spur (I-496/US-127/M-78)
on the Lansing/East Lansing limit is still being built.
- (Nov 29) - The two half-mile long segments of Main St & St Joseph St
acting as "service drives" for the new I-496 freeway from the west
city limit of Lansing easterly to the ebd off- and wbd on-ramps just west
of M-99/Logan St are turned back to local control. Main St & St Joseph
St, two one-way pairs, fomerly carried the US-27/BUS M-78 designations,
which are transferred onto the new I-496 freeway, although the BUS M-78
designation through Lansing will be dropped with about a year.
|
|
|
1970 (Dec 18) - The remainder of I-496 through Lansing—from M-99/Logan
St easterly to the northern end of the I-496 freeway opened in 1963—is
completed and opened to traffic on this date. The two one-mile
long segments of Main St & St Joseph St acting as "service drives" for
the new I-496 freeway from the ebd on- and wbd off-ramps just east of M-99/Logan
St to the Grand River bridge are turned back to local control, with the US-27 designation formerly using those streets transferred to the newly-completed
segment of I-496 from M-99/Logan St easterly to Cedar St. |
| Freeway: |
Entire length of I-496 is freeway. |
| NHS: |
Entire route. |
| Business Connection: |
CAPITOL
LOOP - Lansing. From Exit 5 to Exit 7. |
| Photographs: |
|
| Weblinks: |
I-496 @ Michigan Highway Ends - photos of the termini of I-496 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-496
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Interstate
496 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
Southern Terminus: |
M-35 just east
of Gwinn |
Northern Terminus: |
US-41/M-28 at the McClellan Ave intersection in Marquette, west of downtown |
Length: |
19.618
miles |
| Map: |
Route Map of M-553 |
| Notes: |
One of the many changes
occurring as part of the Rationalization
process was the addition of nearly 30 miles of formerly county roads
in Marquette Co into the state highway system. The actual
transfers took place October 31, 1998. Among other changes in the K.I. Sawyer
area, a brand-new trunkline routing was established and assigned M-553, in
reference to the former county designation of the roadway: Co Rd 553. The
portion of the former Co Rd 553 from McClellan Ave in Marquette to where
the former Co Rd 553 ended and City of Marquette jurisdiction begins was
not included in the route of M-553. Instead, MDOT assigned the "secret" unposted
M-554 designation to this highway. |
| |
Until late 2005, the northern terminus of M-553 fell two miles short
of intersecting the major state trunkline in the Marquette area: US-41/M-28.
This was because the City of Marquette had not been willing to transfer
control of McClellan Ave from the northern terminus of M-553 at FORMER
M-554 northerly
to US-41/M-28.
Since local jurisdictions cannot be forced to transfer a road to the state
against their will, the City of Marquette seemed unwilling to simply "give"
the state control of a 4- to 5-lane road built by the city at great expense
during the 1990s. |
|
|
Since the
designation of M-553 along
what had been Co Rd 553 from the southern portion of Marquette to Gwinn in
1998, MDOT has been attempting
to negotiate with the City of Marquette to transfer the last "missing
link" portion of McClellan Ave in order to bring M-553 to
a logical northern terminus at US-41/M-28 west
of downtown. Until 2005 the City seemed unwilling to negotiate when WLUC-TV
6 reported the City was in talks with MDOT to
trade McClellan from the northern end of M-553 to
US-41/M-28 in
exchange for the state turning over jurisdiction of all of BUS
US-41 through downtown as well as M-554 over
to the City along with a $2.5 million lump sum. These jurisdictional transfers
became official on October 10, 2005 and M-553 finally reached what most would
call its logical northern terminus. |
|
History: |
1998
(Oct 31) - As one of several state trunkline transfers in the Rationalization program, all of the 18.5-mile long Marquette Co Rd 553 from M-35 at Gwinn
northerly to Marquette is transferred to state control. The portion of Co
Rd 553 from M-35 at Gwinn to McClellan Ave in southern Marqutte is designated
M-553, while the short 0.9-mile long "spur" portion of Co Rd 553
from the M-553 & McClellan Ave intersection northeasterly to the beginning
of city maintenance is designated as unsigned M-554. |
|
|
1999 (Sept) - During the second half of September,
M-553 route markers are erected along the route of the new highway. |
|
|
2005 (Oct 10) - Negotiations between MDOT and
the City of Marquette result in several jurisdictional transfers today, including
the transfer of McClellan Ave from the northern terminus of M-553 at (former)
M-554 northerly to US-41/M-28 west of downtown. For the first time since
its determination in 1998, M-553 reaches another through state trunkline
route at its nothern end. Also transferred to the City of Marquette on this
date are all of unsigned M-554 and BUS
US-41 through downtown. |
| Freeway/Expwy: |
No portion of M-553 is freeway or expressway. |
| Photographs: |
|
| Weblinks: |
M-553 @ Michigan Highway Ends - photos of the termini of M-553 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
Fmr.
So. Terminus: |
Cnr of McClellan
Ave & M-553 in the southern portion
of the City of Marquette |
Fmr.
No. Terminus: |
Cnr Pioneer Rd & Division St in the southern portion
of the City of Marquette |
Former Length: |
0.830 miles |
Map: |
Route Map of FORMER M-554 |
Notes: |
One of the many changes
occurring as part of the Rationalization
process was the addition of nearly 30 miles of formerly county roads
in Marquette Co into the state highway system. The actual transfers took
place October 31, 1998. Among other changes in the K.I. Sawyer area, a brand-new
trunkline routing was established and assigned M-553, in reference to the
former county designation of the roadway: Co Rd 553. The portion of the former
Co Rd 553 from McClellan Ave in Marquette to where the former Co Rd 553 ended
and City of Marquette jurisdiction begins was not included in the route of
M-553. Instead, MDOT assigned the "secret" unposted M-554 designation
to this highway. |
| |
M-554 was earmarked by MDOT has
a "turnback candidate," whereby the department hoped to be able
to transfer control of the route to the local authorities, likely in exchange
for assuming control of McClellan Ave to complete the route of M-553 northerly
to US-41/M-28.
Thus, MDOT chose
not to erect M-554 route markers along this highway, although the locally-installed
street name signs clearly indicate the existence of M-554. |
|
|
Since the designation
of M-553 along what had been Co
Rd 553 from the southern portion of Marquette to Gwinn in 1998, MDOT had
attempted to negotiate with the City of Marquette to transfer the last "missing
link" portion of McClellan Ave in order to bring M-553 to
a logical northern terminus at US-41/M-28 west
of downtown. Until 2005 the City seemed unwilling to negotiate when WLUC-TV
6 reported the City was in talks with MDOT to
trade McClellan from the northern end of M-553 to
US-41/M-28 in
exchange for the state turning over jurisdiction of all of BUS
US-41 through downtown as well as M-554 over
to the City along with a $2.5 million lump sum. These jurisdictional transfers
became official on October 10, 2005 and M-554 was turned back to local control
and ceased to be a state trunkline highway. |
|
History: |
1998
(Oct 31) -
As one of several state trunkline transfers in the Rationalization program,
all of the 18.5-mile long Marquette Co Rd 553 from M-35 at
Gwinn northerly to Marquette is transferred to state control. The portion
of Co Rd 553 from
M-35 at Gwinn to McClellan Ave in
southern Marqutte is designated M-553,
while the short 0.9-mile long "spur" portion of Co Rd 553 from
the M-553 & McClellan Ave intersection
northeasterly to the beginning of city maintenance is designated as unsigned
M-554. |
|
|
c.2002 - The City of Marquette erects all new street name signs along
the route of M-554. These signs indicate that to the City, the official name
of M-554 is "M-554 Hwy." |
|
|
2005 (Oct 10) -
Negotiations between MDOT and
the City of Marquette result in several jurisdictional transfers today, including
the transfer of M-554 from M-553/McClellan Ave northeasterly to the northern
terminus of M-554. Also transferred today were McClellan Ave from M-554 to
US-41/M-28 (to MDOT) and BUS
US-41 through downtown (to the City of Marquette). |
| Freeway/Expwy: |
No portion of M-554 was freeway or expressway. |
| Photographs: |
|
| Weblinks: |
M-554 @ Michigan Highway Ends - photos of the termini of M-554 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
Southern Terminus: |
I-75/US-23 at
Exit 150 east of Saginaw |
Northern Terminus: |
I-75/US-23 at
Exit 155 north of Saginaw near Zilwaukee |
Length: |
7.729
miles - according to MDOT data
7.72 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
| Map: |
Route Map of I-675 |
| Notes: |
When originally constructed,
the I-75/US-10/US-23 freeway
bypassing Saginaw crossed the Saginaw River on a narrow, four-lane, low-level
bascule brridge (drawbridge), which caused nothing but massive traffic jams
and headaches for motorists each time the bridge was opened to let a ship
pass through. When considering the alternatives to replacing the bridge,
one proposal was put forth to reroute all I-75 freeway
traffic onto I-675 through downtown Saginaw. Fortunately for the city of
Saginaw, this idea was eventually dismissed for a variety of reasons, and
the new I-75/US-23 Zilwaukee
high-level bridge was constructed instead. |
|
History: |
1969 (Jan 24) - A new 7.930-mile long Interstate freeway loop through Saginaw
is officially assumed into the state trunkline system, designated I-675. The
freeway will not be completed for another 2-1/2 years, however. |
|
|
1971 (Oct 22) - Several jurisdictional transfers of state trunklines to
local control occur on this day for routes effectively replaced by I-675,
so it is assumed the I-675 freeway is completed and opened to traffic about
this time. Other evidence supports this theory as well. |
| Freeway: |
Entire length of I-675 is freeway. |
| NHS: |
Entire route. |
| Photographs: |
|
| Weblinks: |
I-675 @ Michigan Highway Ends - photos of the termini of I-675 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-675
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Interstate
675 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
The
Zilwaukee Bridge -
details the history of both Saginaw River crossings at Zilwaukee, including
information on the old bascule bridge, the new high-level bridge and
the infamous August 1982 construction accident. |
|
|
Western Terminus: |
Jct I-96/I-275/I-696/M-5 on the Novi/Farmington Hills city limt in southern Oakland Co |
Eastern Terminus: |
I-94 at Exit
229 on the Roseville/Saint Clair Shores city limit |
Length: |
29.292
miles - according to MDOT data
29.39 miles -
according to Route Log and Finder List - Interstate Highways, FHWA |
| Map: |
Route Map of I-696 |
| Notes: |
I-696 is known
as the Walter P Reuther Frwy for its entire length. Reuther was an early
leader in the United Auto Workers union, campaigning for the rights of the
line workers at the many automobile factories in Detroit. When originally
opened, I-696 was more commonly referred to as "The Reuther", but "I-696" is
becoming equally popular today when referring to the highway. Even though recent
sign rehab projects by MDOT have been slowly removing signs with the "Walter
P Reuther Frwy" legend on them, the name will likely not fade from use. |
| |
The first portion of the Reuther to be completed was
the stretch from I-96 in Novi to US-24/Telegraph Rd and M-10/John C. Lodge
Frwy (then called US-10/Northwestern Hwy). For several years, a BS I-696
designation ran down the Lodge Frwy from the end of I-696 into downtown Detroit.
The next portion of I-696 to open to traffic was the I-75 to I-94 stretch
on Metro Detroit's east side, leaving a 7 mile gap in the freeway for almost
15 years. In 1989, the final portion of I-696 was completed between US-24/Telegraph
Rd in Southfield and I-75/Walter P. Chrysler Frwy in Madison Heights, using
a variety of techniques, including extensive use of retaining walls and cut-and-cover
tunnels. I-696 today is a major east-west thoroughfare in Metro Detroit. |
|
|
Several
site visitors have written asking if 11 Mile Rd in Macomb Co was designated
M-6 prior to the completion of the
I-696/Walter P Reuther Frwy between I-75 and I-94 in
the mid-1970s. At that time, the only source available which showed an
M-6 running along 11 Mile Rd was
the AAA road map of Michigan from that time period—it never appeared on
any of the Official highway maps of Michigan. It seemed doubtful that the M-6 on
the AAA map was anything but a simple cartographic error. This is until
Mike Austerman, webmaster of the Michigan
Broadcast Guide wrote in with the following:
When construction of phase II of I-696 was
going on (between I-94 and I-75,
primarily in Macomb county) during the 1970's, the service drive was designated
as M-6. Throughout much of Macomb
county, I-696 lies directly on what was 11 Mile Rd. Today, the service
drive is known as 11 Mile Rd. I remember riding my bicycle on the new concrete
on yet-to-be opened freeway- and the road signs with M-6 on
them. As soon as 696 opened to traffic, the M-6 signs
were gone. They never used them for phase III - between I-75 and
the 'Mixing Bowl' (then US-10, US-24,
and M-4). |
|
|
As with much of I-275 in the western Metro Detroit suburbs, portions of
I-696 were constructed in the 1970s using the "Continuous Reinforced
Concrete" method, which eschewed the common practice of adding expansion
joints to the concrete surface in exchange for additional reinforcement in
the concrete. As with I-275, long longitudnal cracks developed in the surface
due to traffic loads and the yearly freeze-thaw cycles of Michigan weather.
In the late-1990s, all of this "CRC" surface was removed and
replaced using "normal" construction methods. |
|
History: |
1956 – An Interstate Highway corridor is earmarked for the northern suburbs of Detroit, from approximately Farmington Twp in south-central Oakland Co on the west to Saint Clair Shores in southeastern Macomb Co on the east, connecting the Interstate route following US-16 Relocated with the Interstate route following the US-25 Relocated. (Route numbers have not yet been assigned at this point.) The State Highway Dept then makes a request to the US Bureau of Public Roads (now FHWA) to site the route of this Interstate Highway in the "Ten-Eleven Mile Road Corridor." This request is supported by available planning studies. |
|
|
1962 – Even before
any portion of I-696 is complete, the portion of the John C Lodge Expwy currently
open to traffic—from downtown Detroit at Cobo Hall northerly to Meyers
Rd in northwest Detroit—is designated BS I-696. |
|
|
1963 (July) – Public hearings are held in Oakland and Macomb Cos to report the findings of preliminary planning and engineering studies. Six total alternate routes are presented, with two of them eliminated from any further study soon after. The four remaining alternates are located along the basic 10 Mile–11 Mile corridor. During the remainder of 1963, meetings are to be held with individual communities in order to further explain the various routes. Each city is told the Department would accept any of the four alternates providing there is a consensus among the affected communities. This consensus is needed by the end of December in order to meet the then programmed schedule for the freeway. |
|
|
1963 (July 29) - The first 4½-mile long segment of I-696 is completed and opened to traffic from I-96 between Novi and Farmington easterly to Orchard Lake Rd. The remainder of the first phase of I-696 across northern Metropolitan Detroit is under construction and scheduled to open to traffic in four months. |
|
|
1963 (Dec 2) - The remainder of the first phase of I-696 in Metro Detroit—the 3½-mile long segment from Orchard Lake Rd north of Farmington easterly to the jct of US-24/Telegraph Rd & Northwestern Hwy (present-day M-10/Lodge Frwy) in Southfield—is completed and opened to traffic. The entirety of the completed I-696, from I-96 to Northwestern Hwy, is also officially determined as a state trunkline highway route on this date as well. Additionally, the remainder of the BS I-696/John C Lodge Expwy is completed at this time as well, creating one long through freeway route from Novi into downtown Detroit, signed as I-696 to US-24/Telegraph Rd and as BS I-696 via the Lodge
from US-24/Telegraph Rd into downtown. |
|
|
1966 (Jan 5) - The Michigan State Highway Commission receives Federal approval for its plans to extend I-696 easterly from the US-24/Telegraph Rd & BS I-696/John C Lodge Frwy interchange easterly through southern Oakland and Macomb Cos, to a terminus at I-94/Edsel Ford Frwy on the Roseville/Saint Clair Shores boundary. The route for the remaining two-thirds of I-696 has been extremely contentious, especially in the southeastern Oakland Co suburbs through which it is proposed to run, since it was announced in 1965. |
|
|
1968 (Mar 29) - The 10.652-mile long eastern third of the I-696 freeway
is officially assumed into the state trunkline system on this date, from
I-75 on the Madison Heights/Royal Oak city limit easterly to I-94 in Roseville.
This section of I-696, however, will not open to traffic for more than a
decade. |
|
|
1970 - After eight years, the BS I-696 designation along the John C Lodge
Frwy from I-696 at the US-24/Telegraph Rd interchange southerly into downtown
Detroit is "decommissioned" as a trunkline designation, being replaced
by a rerouting of US-10 in the area. |
|
|
1979 (Jan 4) - The eastern third of I-696
from I-75/W P Chrysler Frwy to I-94/Edsel Ford Frwy opens to traffic. However, the freeway will be closed again
in early spring for up to two months for some finish work which could not
be finished in the cold winter months due to the collapse of two sections of sewer tunnel under the freeway, which is what originally posposted completion of the freeway. This section of the freeway was originally
scheduled for completion in late-1976. |
|
|
c.1984 - Work commences on the final middle
section of the I-696/Walter P Reuther freeway from US-24/Telegraph
Rd in Southfield to I-75 on the Madison
Heights/Royal Oak limits. |
|
|
1986 (Spring) - During the spring of this year, the first, albeit short,
segment of the middle portion of I-696 is opened to traffic when the eastbound
freeway is made available to motorists from Campbell-Hilton in Royal Oak
easterly to the I-75 interchange. |
|
|
1988 (June 7) – At its regular meeting at Grand Teton National Park, Wyoming, the U.S. Route Numbering Subcommittee of the American Association of State Highway & Transportation Officials (AASHTO) approves a request from the Michigan Dept Transportation for the extension of I-696, "beginning at the present terminus of I-696 at I-75 and a facility being constructed at Hazel Park, then westerly over the new facility to the intersection of U.S. Route 24 and I-696 in Southfield." This last segment of the I-696/Walter P Reuther Frwy would be completed within 18 months. |
|
|
1989 (Dec 14, 5:00pm) - Just in time for the height of the evening rush,
the final middle section of I-696 is opened to traffic is opened at 5 pm
on this day, finally completing a freeway first envisioned in the late-1950s
and where the first segment opened 26 years earlier. The
Detroit Free Press notes at 6:21 pm—less than an hour and a half after opening to traffic—the new middle segment of the Reuther Frwy experiences its first automobile
accident, when three cars collide on the westbound lanes just east of M-1/Woodward
Ave in Royal Oak. |
| Freeway: |
Entire length of I-696 is freeway. |
| NHS: |
Entire route. |
| Photographs: |
|
| Weblinks: |
I-696 @ Michigan Highway Ends - photos of the termini of I-696 at Dan Garnell's excellent Michigan Highway Ends website. |
|
|
I-696
Michigan - listing at Kurumi's
3 Digit Interstates website. |
|
|
Interstate
696 Michigan - listing at Interstate-Guide.com,
part of the AARoads.com empire. |
|
|
I-275 | M-294 | I-296 | M-311 | M-331 | M-343 | I-375 | I-475 | I-496 | M-553 | FORMER M-554 | I-675 | I-696 | Up to Top |
|
|
|