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Highways 30 through 39M-30 | US-31 | M-32 | US-33 | M-33 | M-34 | M-35 | M-36 | M-37 | M-38 | M-39 | Jump to Bottom | |
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Southern Terminus: | US-10 at Sanford |
| Northern Terminus: | M-55/BL I-75 on the western edge of West Branch (cnr Court St & Houghton Ave) | |
| Length: | 46.43 miles | |
| Map: | Route Map of M-30 | |
| Notes: | In 1962, all of M-30 south of US-10 at Sanford to M-46 was removed and turned back to county control. | |
| History: | c.1920 - M-30 runs roughly along its present-day route, but only north of Van Dyke Rd, five miles south of Winegars in southern Gladwin Co. South of that point, the road is designated as part of M-18, as was present-day Van Dyke Rd. | |
| 1928 - By 1928, M-18 has been extended due south from Beaverton and the M-30 designation is applied to all of the former M-18 routing from M-30 southerly through Edenville and Sanford to end at M-46 two miles west of Merrill. The former M-18 along Van Dyke Rd between Beaverton and M-30 is re-designated as M-80. | ||
| c.1952 - A new alignment opens just south of M-55/M-76 southwest of West Branch, smoothing out a pair of sharp curves. | ||
| 1960 - New alignment opens near Elk Lake in northern Gladwin County. | ||
| 1961 - The final 15 miles of gravel-surfaced M-30 are paved, from Sanford to the Midland/Saginaw Co line. | ||
| 1962 - All of M-30 south of the new US-10 freeway at Sanford is removed from the state highway system with the southern terminus at its present location. Old M-30 south to M-46 is turned back to county control. | ||
| Freeway/Expwy: | No portion of M-30 is freeway or expressway. | |
| Photographs: | ||
| Weblinks: | • M-30 @ Michigan Highway Ends - photos of the termini of M-30 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Southern Entrance: | From Indiana southwest of Niles in Berrien County |
| Northern Terminus: | I-75 at Exit 336, three miles south of Mackinaw City | |
| Length: | 356.04 miles | |
| Map: | Route Map of US-31 Map of US-31 Freeway in Berrien County |
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| Notes: | US-31 is a major highway corridor leading up the western side of the Lower Peninsula, connecting the cities of South Bend, Ind., Benton Harbor/St Joseph, Holland, Muskegon, Ludington, Traverse City and Petoskey. Approximately 40 percent of US-31 (about 145 miles) is currently constructed to freeway standards, with two additional freeway segments proposed for the next decade. US-31 is a major artery carrying tourist traffic to Michigan's North Country and, as such, has been experiencing congestion issues in such northern cities as Traverse City and Petoskey for many years now. Improvements in those areas may not be forthcoming, however. | |
| The US-31 corridor has seen a variety of major activity in each of the last five decades and that activity will continue for at least another two decades! In the 1950s, the highway saw major upgrades between Holland and Grand Haven and even some of the first freeway mileage built in West Michigan. The 1960s saw the freeway mileage extended from Benton Harbor/St Joseph to Holland and from Grand Haven toward Oceana Co. The 1970s saw major freeway projects push ever closer to Ludington through Oceana Co and the beginnings of the freeway upgrades in Berrien Co, which all continued into the 1980s. The 1990s continued that progress, with more of US-31 converted to freeway in Berrien and Mason Cos with even more freeway mileage added in the the first decade of the 21st Century. In the next 15-20 years, the final freeway connection in Berrien Co will be completed and the gap in freeway between Holland and Muskegon will be bridged. At that time, more than 180 miles of US-31 in Michigan will be built to freeway standards. | ||
| Some of the ongoing projects noted above have not been without controversy. In Berrien Co, the completion of the freeway gap there has been delayed for environmental reasons and the design and route of the freeway have been altered as well. Further north in Ottawa Co, the decision to route the US-31 freeway though the largely-agricultural central portion of that county has raised howls of protest. Farther north, the proposed US-31 bypasses of the cities of Traverse City and Petoskey have had no shortage of controvery as well. Full details on each of these US-31 projects can be found on their own pages: | ||
| Some of the historical information presented here was clarified by Marc Fannin... many thanks! | ||
| History: | 1920s - Before the debut of the US Highway system in 1926, the route of present-day US-31 in Michigan consisted of two state highways: M-58, from a connection with Indiana SR-1 at the state line south of Niles to M-11 (later US-12) in St Joseph; and M-11 from St Joseph up the entire western shore of the Lower Peninsula to end with M-10 (later US-23) in downtown Mackinaw City. | |
| 1926 - As the US-31 designation replaces the trunkline routings noted above, the former designations—M-58 and M-11—go on to exist on other routes elsewhere in the state. Also, the US-31 designation is chosen over the US-23 designation to run across the state highway ferries at the Straits of Mackinac—the first route designation to cross the Straits. US-31 runs an additional nine miles northerly from St Ignace to end at US-2 at Rogers Park. US-31 is one of only three route designations to ever cross the Straits. The others will be US-27 (1957-1960) and I-75 (1960-). | ||
1927 - Several changes along US-31 this year:
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1929 - A trio of realignments and establishments in 1929:
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| 1930 (Sept 10) - The route of US-31 undergoes a realignment southeast of Whitehall in Muskegon Co. Formerly turning northwesterly via Bell Rd, then westerly along Lakewood Rd and northerly via Durham Rd to Whitehall Rd, the new route along present-day Whitehall Rd is officially assumed into the state trunkline system and likely opens to traffic soon after. The former route is turned back to local control. | ||
| 1930 (Dec 2) - A new alignment for US-31 entering Manistee from the south is determined as a state trunkline, but will never be built as specified. The route begins at present day cnr of US-31/Grant Hwy & Preuss Rd and turned northwesterly "across country" to the cnr of Red Apple Rd & Maple St and continued northerly via Maple St to First St, and easterly on First to the existing route of US-31 at Division St. This never-implemented route would be officially cancelled 25 years later. | ||
| 1930 - The route of US-31 in southwestern Emmet Co is relocated onto a more direct alignment from Bay Shore easterly for 3.4 miles to just east of Townsend Rd west of Petoskey. The former route runs via present-day Church St (in the Bay Shore area) and Old US-31, but in an interesting twist, is NOT transferred to local control while the relocation is also NOT officially established as a trunkline. (See also the November 7, 1949 listing.) | ||
1930-31 - A new shoreline routing for US-31 from downtown Benton Harbor to South Haven is determined on three different dates, although sources indicate the entire route is likely constructed during 1931 and also likely opens at one time. The US-31 routing formerly followed US-12 northeasterly from Benton Harbor to Watervliet, then northerly along what becomes M-140 to South Haven. The new shoreline routing shaves five miles off the total distance. The official determinations for this new shoreline alignment are:
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| 1930-32 - A new easterly bypass of downtown Muskegon debuts. On June 30, 1930, the 1.5 miles of Getty Ave from existing US-31 (present-day BUS US-31 in modern-day Norton Shores) northerly to Sherman Blvd is transferred to the state, but remains unsigned until the remainder of the route is assumed into the system in two years. On October 29, 1932, the rest of Getty Ave from Sherman Blvd northerly to Marquette Ave and Marquette from Getty westerly to existing US-31 along Ottawa St is transferred to state control and the entire Getty-Marquette route is designated as US-31A. | ||
| 1931 (July 22) - A one mile northerly "extension," of sorts, of Pere Marquette Hwy in Mason Co east of Ludington from 6th St northerly to US-10/US-31/Ludington Ave is completed and added to the state trunkline system as US-31A, providing an easterly bypass of Ludington. The mainline US-31 route still turns westerly via 6th St, northerly on Madison St, westerly along 2nd St and northerly again via Washington Ave to US-10 at Ludington Ave where both US-10 and US-31 run easterly out of the city toward Scottville. | ||
| 1931 (Aug 31) - A brand-new alignment for US-31 is officially established on this date from Beulah to Honor in Benzie Co, bypassing Benzonia in part. Beginning two blocks north of the notherly US-31 & M-115 jct in Benzonia, US-31 now veers easterly off Spring Valley St and enters Beulah via present-day Beulah Hwy, bypassing the downtown district. North of downtown Beulah, the new alignment overlaps the old one for a short distance from Benzie Blvd to Crystal Dr, but then veers northeasterly again and completes the trip into Honor via Beulah Hwy and Honor Hwy. The former route via Spring Valley St from Michigan St in Benzonia to Benzie Blvd in Beulah, along Benzie Blvd from Spring Valley to Beulah Hwy and then via Crystal Dr, Edenhill Rd, Worden Rd and Moss Rd from Beulah to west of Honor is turned back to local control. | ||
1932 (Oct 29) - Two new location trunkline establishments occur on this date along US-31:
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1933 - A variety of occurrences along US-31 this year:
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| 1934 (Oct 10) - Two 90-degree corners in the route of US-31 in western Allegan Co are bypassed by a new curving alignment. Formerly turning easterly from 70th St for one mile along 114th Ave, then northerly for 1-1/3 mile via 68th St, US-31 now follows the route of modern-day Blue Star Hwy from Glenn northeasterly. The former route along 114th Ave and 68th St, however, remains as an unsigned state trunkine for the time being and is turned back on August 30, 1937. However, the State Highway Dept notes they ceased maintenance on the former route as of January 7, 1935 as per letter dated December 19, 1934. | ||
| 1935 (Jan 7) - A new route for US-31 in Ottawa Co from Grand Haven southerly to the Lake Macatawa outlet into Lake Michigan is determined, closely following the shoreline of the Big Lake. This route would never see any construction whatsoever and it would be officially deleted 21 years later. | ||
| 1936 (late) - The final few miles of gravel-surfaced US-31, between Charlevoix and the intersection of Boyne City-Charlevoix Rd in Charlevoix Co., are hard-surfaced. | ||
| 1936 (Dec 9) - A new shoreline route for US-31/M-72 is established along the East Arm of Grand Traverse Bay between Traverse City and Acme, beginning at the present-day Holiday Rd intersection and continuing northeasterly to the present-day 5 Mile Rd intersection. Not only does the new alignment bring the highway closer to the bay, it also removes a 90-degree turn and two railroad crossings. The former route along Holiday Rd easterly to 5 Mile Rd and then northerly via 5 Mile back to the the location is retained, however, for nearly a year. | ||
1937 - Several realignments and route determinations during this year:
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| 1936-37 - The mainline route of US-31 is relocated onto what had previously been the US-31A bypass of Ludington following present-day BUS US-31/Pere Marquette Hwy from 6th St northerly to US-10/Ludington Ave. The former route of US-31 into Ludington via 6th St, Madison St, 2nd St and Washington Ave is temporarily redesignated as M-116 until being transferred to local control on August 30 and September 27, 1937. | ||
| 1938 (early) - US-33 is commissioned in Michigan, completely co-signed with US-31 from its entrance at the Indiana state line near Niles northwesterly to downtown St Joseph, US-33's northern terminus. (From downtown St Joseph, the co-signed US-12/US-31 route continues northeasterly into downtown Benton Harbor, sans US-33.) | ||
| 1938 (Dec 6) - US-31A between Saugatuck and Holland is cancelled as a state trunkline and the route is turned back to local control. This route lasted less than on year, as what was designated US-31A between Saugatuck and Holland was part of the mainline US-31 route until December 29, 1937. | ||
1940 - Five more changes in 1940:
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| c.1942-45 - At some point during World War II, US-33 is extended northerly nine blocks through downtown St Joseph. Formerly terminating at the southern jct of US-12 & US-31 (cnr Niles Ave & Main St), US-33 now ends at the cnr of Main St & Ship St, where US-12 & US-31 turn easterly toward downtown Benton Harbor. The reason for this extension is unknown, although it may have had something to do with the State Highway Dept's plans for a new bridge to be constructed across the St Joseph River at the northern end of Main St immediately following the War. (See October 27, 1949 entry below.) | ||
| 1942 (Jan 28) - A new bypass around South Haven is completed and assumed into the state trunkline system along present-day Blue Star Hwy from M-140 south of the city northeasterly around the city, returning to the existing route at North Shore Dr northeast of the city. The former route through downtown via La Grange St, Phillips St, Broadway, Dyckman Ave and North Shore Dr is redesignated as BUS US-31. | ||
| 1942 (Jan 28) - Also on this date, a new location for US-31 between Charlevoix and Bay Shore in Charlevoix Co is established as a state trunkline highway, but since this is within the first two months of the U.S. involvement in World War II, no work on the new alignment will be done until after the war is over. In the meanwhile, US-31 remains posted along the former route: Charlevoix-Boyne City Rd from Charlevoix easterly two miles, then northeasterly via present-day N Old US-31 to Murray Rd just west of Bay Shore. While this former route is officially turned back to local control, it remains "marked-and-maintained" by the State Highway Department until the new route is completed. | ||
| 1943 (Feb 26) - A minor realignment at the 109th Ave intersection between South Haven and Glenn removes a sharp curve in the highway and also shortens the route by several hundreths of a mile. The former route via Ben St is turned back to local control. | ||
| c.1945 - For a time, US-31 is concurrently signed with ALT US-16 between Grand Haven and Muskegon Heights. This concurrent designation is removed by 1947. | ||
1949 - Several changes along US-31 during this year:
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1950 - A few changes to US-31 during 1950:
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1951 - Two minor realignments in two communities along US-31 this year:
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| 1952 (Feb 14) - Fifteen months after being superceeded by a new alignment for US-31 northeast of Holland, the former route from downtown at 8th St northerly via N River Ave, 136th Ave, and West Olive Rd to West Olive is turned back to local control. | ||
| 1953 (Nov 6) - In a project designed to remove through traffic and trucks from the heart of Traverse City's downtown core, the entire length of Grandview Parkway running along the shoreline of the West Arm of Grand Traverse Bay is established as a state trunkline on this day and likely opens to traffic at the same time. Simultaneously, Division St from 14th St northerly to the new Grandview Pkwy is also established as a state trunkline, carrying US-31/M-37 northerly from the southwest corner of the city to the parkway where both routes turn easterly along with M-72 to follow Grandview bypassing downtown before merging back into Front St near Railroad Ave. (The rest of Grandview Pkwy from Division St northwesterly to M-72 becomes part of M-22/M-72.) The former route of US-31/M-37/M-72 along Front St from Division St easterly to the new Grandview Pkwy is transferred to local control. | ||
| 1954 (Jan 4) - The "Elk Rapids bypass" realignment for US-31 is officially established, departing the exisiting route south of the village and swinging northeasterly then northerly following the Elk River shoreline bypassing downtown, across the Elk River, terminating at the existing route along Dexter St-Ames St, where all US-31 traffic turns easterly onto Ames St. The former route of US-31 through Elk Rapids via South Bayshore Dr, Ottawa St, Spruce St, River St and Dexter St is turned back to local control. | ||
| 1954 (Jan 25) - A new alignment of US-31 opens beginning in downtown St Joseph at the corner of Ship & Main Sts, then north-northeasterly parallelling the Lake Michigan shoreline for about 4 miles to the former alignment at Paw Paw Ave. This former alignment along Paw Paw Ave from US-12/Main St in downtown Benton Harbor to the new highway is redesignated as an extension of M-139. This new route utilizes the new Blossomland Bridge, a bascule span over the St Joseph River, opened nearly 4-1/2 years earlier. | ||
1955 - Several occurrences along the route of US-31 this year:
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| 1956 (Mar 26) - The route of US-31 in western Charlevoix Co is completely reconstructed from the west Charlevoix city limit southwesterly toward Norwood. While much of the 1956 alignment lies directly atop the previous route, a few minor relocations result in abandonments and obliterations of the old route. The one major relocation and cancellation occurs just southwest of the Charlevoix Municipal Airport where the road known today as "Old US-31 S" is bypassed by the present route of US-31 and turned back to local control. | ||
| 1956 (Mar 26) - The shoreline routing of US-31 in Ottawa Co from Grand Haven southerly to the Lake Macatawa outlet, unconstructed since its determination in 1935, is officially removed from the books and cancelled as a potential trunkline routing. | ||
1957 - Various changes to the route of US-31 during this year:
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1959 - Major changes come to US-31 from Grand Haven northerly through the Muskegon area:
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| 1958 (Sept 9) - In a northerly continuation of the 1954 "Elk Rapids bypass," US-31 is relocated onto a new limited access alignment for approximately 7 miles beginning at Dexter St-Ames St in Elk Rapids northerly, merging back into the former route at Cairn Hwy north of Kewadin. The highway is a two-lane facility built on four lane right-of-way, though the proposed northbound lanes would never be constructed. The former route along Ames St and Cairn Hwy from Elk Rapids through Kewadin is turned back to local control. | ||
1959 - A new drawbridge and a new freeway completion for US-31:
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1960 - A pair of changes along the route US-31 this year:
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| 1960 (Aug 19) - A sweeping curve is added to the route of US-31 in northernmost Mason Co to replace two sharp 90-degree turns in the highway. The former route via Hoague and LaSalle Rds is turned back to local control on this date. —Thanks to John McDowell for the heads-up! | ||
| 1961 (Sept 25) - The "downtown Petoskey bypass" route for US-31, also known as Sunset Dr, is officially determined as a state trunkline and likely opens at this time as well. The new two-lane bypass takes traffic out of Petoskey's downtown core and removes three 90-degree turns from the route as well. The former route along Mitchell St from Elizabeth St easterly to Howard St, northerly via Howard to Bay St, easterly on Bay to Lewis St and northerly via Lewis back to Sunset Dr is turned back to local control. | ||
1962 - Two changes come to US-31 this year:
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| 1963 (Sept 30) - The I-196/US-31 freeway (recently redesignated from I-96/US-31 within two years) from I-94 northeast of Benton Harbor northerly to the Van Buren/Allegan Co line at South Haven is determined as part of the state trunkline highway system. The first seven miles from I-94 to Hagar Shore Rd opened to traffic in 1962, while the remainder northerly from there past South Haven likely opens at this time. The former route of US-31 along Blue Star Hwy from Hagar Shore Rd in northern Berrien Co northerly to M-140 south of South Haven is turned back to local control, while the portion bypassing South Haven is redesignated as part of a brand-new BL I-196 routing. | ||
| 1963 (Sept 30) - Also determined on this date in Manistee Co are two slight realignments to the route of US-31: from northeast of Milarch Rd northeasterly to Lyman Rd in the Norwalk area and in the immediate vicinity of the 9 Mile Rd Linderman Rd intersection. The two segments of the former route of US-31 are both turned back to local control. | ||
| 1963 (Dec 16) - Two trunkline determinations for the I-96-turned-I-196 freeway in Allegan Co, with the route likely being determined as I-196/US-31 instead of the originally-proposed I-96/US-31 designation. The determinations are from the Van Buren/Allegan Co line to existing US-31 (at Exit 36) south of Douglas, and from existing US-31 (at Exit 41) northeast of Saugatuck to existing US-31/Washington Ave on the southside of Holland. The former route of US-31 from the cnr of Dyckman Ave & North Shore Dr in South Haven to south of Douglas and from northeast of Saugatuck to the southside of Holland is turned back to local control. | ||
| 1964 (June 30) - A major extension of the US-31 freeway from Lawrence Ave (north of M-46/Apple Ave) in Muskegon northerly past Whitehall and Montague is assumed into the state trunkline system and likely opens to traffic at this time. The new freeway narrows down immediately north of the Fruitvale Rd interchange north of Montague and merges back into the existing highway near Meinert Park Rd. The former route of US-31 along Whitehall Rd from M-20 (present-day M-120/Holton Rd) in North Muskegon northerly to Colby Rd on the east side of Whitehall is turned back to local control. In related transfers, Colby Rd from Whitehall Rd easterly to the new US-31 freeway interchange and Fruitvale Rd from Whitehall Rd easterly to the freeway are transferred to state control as part of a new BUS US-31 route through Whitehall and Montague, running primarily along the former route of US-31 through those cities. | ||
| 1964 (July 31) - The I-196/US-31 Douglas/Saugatuck "bypass" is determined from existing US-31 at Exit 36 to existing US-31 at Exit 41 and likely opens at the same time. The former route of US-31 along Blue Star Hwy is turned back to local control. | ||
1965 - To compliment the Seaway Dr alignment completed in late 1959 leading into downtown Muskegon from the southeast, the loop route is certified as a state trunkline in two segments this year and likely opens as BUS US-31 at this same time:
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| 1966 (July 1) - Two realignments to the route of US-31 in northeastern Grand Traverse Co are officially certified on this date. The first realignment at Yuba straightens the route of the highway with the former route being either abandoned or obliterated. The second relocation removes two sharper turns in the highway beginning at Bates Rd and continuing southwesterly, with the former US-31 from Bates Rd southwesterly being abandoned as a public road and the portion along Bates Rd itself being turned back to local control. | ||
| 1967 (June 16) - A minor realignment in the Village of Honor in Benzie Co shaves a few hundredths of a mile from the route of US-31, with the former route being turned back to local control. | ||
| 1969, 1971 - The former US-31 (Blue Star Hwy) between South Haven and Holland is designated as A-2 in 1969, one of two original County Designated Highways. A-2 is extended in 1971 southerly along Blue Star Hwy to end at US-33 in Berrien County. | ||
| 1972 - The former US-31/Blue Star Hwy alignment around South Haven, designated as BL I-196 in 1963, is redesignated as a portion of A-2, although it remains a state trunkline into the 1980s. (This, ironically, was the original bypass of South Haven from the mid-1940s, which itself was bypassed twenty years later.) The route of BL I-196 is then transferred to the downtown route through South Haven on its present-day alignment. | ||
| 1972 (Dec 15) - A minor realignment just west of Petoskey in Emmet Co shaves a few hundredths of a mile from the route of US-31 between Black Bird Rd and Resort Pike, with the former route being relinquished and obliterated. | ||
| 1973 - The new I-196 freeway is completed between exisiting I-196/US-31 southwest of Holland and Grand Rapids. At this time, a new BL I-196 designation is routed along US-31 northerly toward Holland, then northerly on BUS US-31 into and through downtown, and finally easterly along the former M-21 past Zeeland back to I-196. | ||
1975 - Two new freeway developments in Oceana and northern Muskegon Counties:
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1976 - Two more freeway developments in Oceana Co:
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| 1977 (Mar 23) - The 0.37 mile portion of Polk Rd at Hart from State St easterly to Oceana Dr is "temporarily" transferred to state control on this date, primarily because Polk Rd is now operating as the temporary connector between the northern end of the new US-31 freeway west of Hart and the existing highway along Oceana Dr southeast of downtown. As of 2006, this "temporary" connector is still an unsigned state trunkline. | ||
| 1977 - A nine-mile stretch of US-31 Freeway in the wooded hills of Oceana Co is named most beautiful highway in the country in a forest environment in a national competition sponsored by the Federal Highway Administration. | ||
| 1978 - The US-31 freeway is extended northerly 5-1/2 miles from Polk Rd at Hart to the southern leg of BUS US-31 (at the Monroe Rd interchange) southeast of Pentwater and US-31 is temporarily directed easterly via Monroe Rd (formerly part of BUS US-31) back to its previous route at Oceana Dr. OLD US-31/Oceana Dr from Polk Rd at Hart northerly to Monroe Rd becomes yet another extension of the unsigned "OLD US-31" state trunkline, as does Polk Rd from the US-31 freeway easterly to Oceana Dr/OLD US-31. | ||
| 1979 (Jan 24, 1980) - A portion of the new US-31 freeway extending northerly from Indiana near South Bend to US-12/Pulaski Hwy just southwest of Niles is opened to traffic in late 1979. From the northern end of the new freeway, US-31 is routed easterly via US-12 for approximately one mile, then northeasterly via BUS US-12 (Chicago Rd, Lincoln St/Grant-St Joseph Sts & W Main St) into downtown Niles, where it meets up with its former route and the co-signed US-33. The former US-31/US-33 between South Bend, Indiana and Niles becomes solely US-33. Oddly, though, the freeway itself from the state line to US-12 is not officially determined as a state trunkline until January 24, 1980. —Thanks to Marc Fannin for clarification on this routing! | ||
| 1980 (Oct 16-21) - The US-31 freeway in Oceana Co is extended northerly from the southern leg of BUS US-31 (at the Monroe Rd interchange) southeast of Pentwater to the northern jct of BUS US-31 & US-31 on the Oceana/Mason Co line, where the new freeway merges back down into the existing two-lane alignment of Pere Marquette Rd just inside Mason Co. This designation is official on October 16 and the freeway likely opens to traffic at this time. OLD US-31/Oceana Dr between the junctions of BUS US-31 east of Pentwater becomes an extension of the existing unsigned state trunkline. Across the county line in Mason Co, a further northerly extension of the US-31 freeway is officially determined as a state trunkline a few days later on October 21 all the way from the county line to US-10 east of Ludington. It would be a decade before all of this portion of the freeway will be open to traffic, however. | ||
| 1984 - The entire routing of BS I-96 in Muskegon/Muskegon Heights is removed and BUS US-31 becomes the sole routing along Seaway Dr. | ||
| 1986 (Aug 25) - US-31's companion route through much of Berrien Co, US-33, is drastically scaled back from north of Coloma to end at jct US-31 & BUS US-12 in downtown Niles. The former US-31/US-33 between Niles and Scottdale becomes solely US-31 and all of the ex-US-33 between Scottdale and I-196/US-31 at Exit 7 north of Coloma is redesignated as M-63. While the changeover from US-33 is made official on this date, it's unclear precisely when the route markers themselves are changed, although it appears to be around this same time. | ||
1987 - A couple changes to US-31 and associated routes in 1987:
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| 1989 - The US-31 freeway is extended northerly from BUS US-31 at the Oceana/Mason Co line to the existing route southeast of Ludington, approximately 3 miles south of US-10. The former route of US-31 via Pere Marquette Hwy from the Oceana/Mason Co line to the northern end of the new freeway segment becomes an extension of the unsigned "OLD US-31" state trunkline. | ||
| 1990 - The second segment of the US-31 freeway in southern Mason Co is completed and opens to traffic from the end of the existing freeway at the Old US-31/Pere Marquette Hwy interchange southeast of Ludington to US-10/US-31 east of the city. The section of former US-31 via Pere Marquette Hwy between the US-31 freeway interchange and US-10 at Ludington is retained as an unsigned state trunkline as "OLD US-31," but would become BUS US-31 fifteen years later. | ||
| 1991 - A new two-lane Scottville bypass is completed from US-10 around the west side of Scottville in Mason Co. The former route of US-31 from US-10 in downtown Scottville to the new bypass is turned back to local control. | ||
| 1992 - The US-31 freeway is extended northerly from Walton Rd (Exit 7) northwest of Niles to existing US-31 (present-day Exit 15) immediately northwest of Berrien Springs. This highway, orignally intended to be a fully-controlled access freeway, is opened as a four-lane, divided, partially-controlled access expressway with access only at the many crossroads. This new expressway was first opened with two-way traffic on one side of the highway in early November, with the other half of the expressway opening approximately a week later. (Thanks Marc!). The portion of what had been signed as US-31 along Walton Rd between Old 31/BUS US-31 is now signed as an extension of BUS US-31, while the remainder of the former route from Walton Rd northerly through Berrien Springs becomes an unsigned state trunkline designated as "OLD US-31" while locally referred to as "Old 31." | ||
| 1996-97 - Conversion of the US-31 expressway in Berrien County to full freeway is all but completed (with the exception of the Matthew Rd intersection) with four new overpasses and two new interchanges constructed. Also, the concurrently designated portions of BUS US-31 (with US-12 and BUS US-12) between Exit 3 and downtown Niles is removed, making BUS US-31 at Niles a "spur-route" into downtown from the north. | ||
| 1997 - Construction begins on the third of three pairs of St Joseph River bridges at Berrien Springs as work commences on the fourth of five "phases" of US-31 Freeway construction in Berrien Co. This "phase" will eventually include the extension of the freeway northerly from the existing US-31 routing at Berrien Springs to Napier Ave east of Benton Harbor. | ||
| 1998 - The conversion of the third "phase" of the US-31 freeway to full freeway standards is complete as the seemingly-unnecessary Matthew Rd overpasses northwest of Niles are completed. Until this time, the speed limit on this portion of US-31 had to be artificially lowered from 65 mph (then the upper limit of freeway speed limits in Michigan) to 55 mph because of this one remaining intersection. With the overpassing of Matthew Rd, a narrow, gravel-surfaced, sparsely-inhabited country lane, the last intersection on the US-31 freeway north of Walton Rd has been removed and the speed limit is raised to 70 mph, the recently-increased maximum rural freeway limit. | ||
| 1999 (June 21) - MDOT announces its selection of the 120th Ave Corridor in Ottawa Co as it's choice in the completion of the US-31 freeway in the area. Their choice is the so-called "F/J1" alternative, which includes a new Grand River crossing almost eight miles upstream from the current Grand Haven US-31 drawbridge. Construction is projected to begin in 2010 running through 2024. More info: US-31 Freeway in Ottawa County. | ||
| 2000 (Nov 9) - All 1.08 miles of OLD US-31/First St (Oceana Dr) within the Village of New Era and the 1.83 miles of OLD US-31/State St in the City of Shelby, both in Oceana Co, are turned back to local control. | ||
| 2001 (Oct 9) - The two miles of OLD US-31/Oceana Dr from the Muskegon/Oceana Co line northerly to the south limits of Rothbury in southern Oceana Co are turned back to local control. | ||
| 2002 (Sept 24) - MDOT announces it will not proceed with plans for the proposed Petoskey Bypass at this time. At present, it seems the project is dead. More info: US-31 Bypass at Petoskey. | ||
2002 - Several jurisdictional transfers along OLD US-31 in Muskegon and Oceana Counties:
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| 2003 (Aug 27) - A 9.1-mile extension of the US-31 freeway in Berrien Co is opened to traffic, connecting the northern end of the existing freeway at Berrien Springs with Napier Ave east of Benton Harbor. This is the fourth of five informal "phases" of the freeway in Berrien Co and it removes through traffic off the rather dangerous former route of US-31 between Berrien Springs and I-94. This portion of the freeway features the third (and final) pair of St Joseph River crossings as well as interchanges at Tabor Rd, Pipestone Rd/Sodus Pkwy and Napier Ave. The former route of US-31 between the freeway at Berrien Springs (at Exit 15) and I-94 south of Benton Harbor/St Joseph is redesignated as an extension of M-139, instead of an extension of M-63 as had been originally proposed and confirmed by several MDOT documents. More info: US-31 Freeway in Berrien County. | ||
| c.2004 - The 6.71 miles of OLD US-31 along Pere Marquette Hwy in southwestern Mason Co is transferred to local control from BUS US-31 on the Oceana/Mason Co line northerly to the US-31 interchange with Pere Marquette southeast of Ludington. | ||
| 2005 (Spring) - A brand-new BUS US-31 designation is signed for the first time along Pere Marquette Hwy, the former route of US-31, on the east side of Ludington, from the Pere Marquette Hwy interchange along the US-31 freeway northerly to US-10. As of early May 2005, BUS US-31 route marker assemblies are posted along the new route, but not along the intersecting highways. It is also unclear if MDOT will sign this new route as a spur, terminating on the north at US-10, or as a full loop, by co-signing it along US-10 between Pere Marquette Hwy and the US-31 freeway interchange. | ||
| 2005 (Aug 3) - An additional 8.4 miles of OLD US-31/Oceana Dr in Oceana Co is turned back to local control: beginning at the north end of the South Branch Pentwater River bridge north of Hart and continuing northerly to the north jct of BUS US-31 & US-31 on the Oceana/Mason Co line. Also transferred on this date is the 1.11-mile long segment of OLD BUS US-31 along Monroe Rd between US-31 and OLD US-31/Oceana Dr, also in northern Oceana Co. | ||
| 2006 (Nov 8) - MDOT announces the route designation for the northernmost seven miles for the proposed US-31 Freeway in Ottawa County will be M-231. | ||
| Freeway: | Currently, three segments of US-31 are constructed as freeway:
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| Expressway: | At present two segments of US-31 exist as expressway:
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| NHS: | Entire current route. | |
| Circle Tour: | Lake Michigan Circle Tour in seven segments:
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| Business Connections: | BUS US-31 - Niles. Spur route from US-31 at Exit 7 to BUS US-12 in downtown. Scheduled for decommissioning, 2006. | |
| FORMER BUS US-31 - Holland. Formerly ran from US-31 (at Exit 47) on the south side of the city to jct US-31 & BL I-196 east of downtown. Decommissioned in August 2004. | ||
| BUS US-31 - Muskegon. From jct US-31 & I-96 in Norton Shores to US-31 northeast of downtown Muskegon. | ||
| BUS US-31 - Whitehall/Montague. From US-31 east of Whitehall to US-31 north of Montague. | ||
| BUS US-31 - Hart. Spur route from US-31 west of Hart into downtown. | ||
| BUS US-31 - Pentwater. Loop through Pentwater from the Monroe Rd interchange southeast of town to the Oceana Dr interchange northeast of town. | ||
| BUS US-31 - Ludington. From US-31 at the Pere Marquette Hwy interchange southeast of Ludington to US-10 east of the city. | ||
| Continue on: | US-31 into Indiana - via the Indiana Highway Ends website | |
| Photographs: | ||
| Weblinks: | • Detailed, in-depth information on four US-31 projects can be found on their own pages: | |
| • US-31 @ Michigan Highway Ends - photos of the termini of US-31 at Dan Garnell's excellent Michigan Highway Ends website. | ||
| • Michiana Roads - part of Marc Fannin's Roadfan.com website dedicated to the area of Southwest Michigan and Northern Indiana known by many as "Michiana." | ||
| • US-31 Freeway Connection to I-94 - from MDOT, giving information on the alternatives and plans for the final phase of the US-31 Freeway in Berrien Co. | ||
| • St. Joseph Valley Parkway Extension - a page documenting the portion of the US-31 freeway opened to traffic in August 2003 by Dan Garnell. | ||
| • Grand Haven US 31 Bridge - an informative page from the Loutit District Library in Grand Haven, complete with historical photographs. | ||
| • [Old] US-31 / Pentwater River Bridge - from MDOT, "This long-span steel bridge crosses the Pentwater River at the northern periphery of Hart, the Oceana County seat." | ||
| • US-31 / Manistee River Bridge - from MDOT, including two photographs of the structure. | ||
| • US-31 / Island Lake Outlet Bridge - from MDOT, "The double-leaf bascule bridge spans Island Lake Outlet, also known as the Pine River Channel." | ||
| • US-31 & M-68 / Bear Creek Bridge - from MDOT, "This is the fourth longest concrete girder bridge in Michigan, with seven spans providing an overall length of 265 feet." | ||
| • Mackinac Straits Historical Photos - a collection of photos from the 1950s with scenes during and just after construction of the Mackinac Bridge. | ||
| • US-31 Freeway Rest Area Trail - from Joan H Young's "Get Off The Couch" website: "Admittedly this isn't much of a hike, but it is a great site for an afternoon stroll, exploring the woods, views of Lake Michigan, and perhaps a picnic." | ||
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Western Terminus: | M-66 in East Jordan (cnr Lake & Water Sts) |
| Eastern Terminus: | US-23 in downtown Alpena (cnr 2nd Ave & Chisholm St for eastbound traffic; cnr 3rd Ave & Chisholm St for westbound traffic) | |
| Length: | 100.14 miles | |
| Map: | Route Map of M-32 | |
| Notes: | On the Federal Highway Administration's NHS System map for Michigan, all of M-32 between US-131 and Alpena is shown as a part of the National Highway System (NHS), with the exception of a "proposed" segment from the cnr of Beckett & Turtle Lake Rds six miles east of Gaylord to the crossroads known as Big Rock five miles west of Atlanta. This suggests a proposed 15-mile long relocation of the highway in eastern Otsego and western Montmorency Cos that MDOT has long proposed may still come to fruition someday. | |
| From 1963 to 1974, while M-32 ran concurrently with M-66 from East Jordan into Charlevoix, this route was a "cross-peninsular" highway: it extended from Lake Michigan at Charlevoix to Lake Huron at Alpena. | ||
| A story in the September 18, 2005 edition of the Traverse City Record-Eagle notes local officials from municipalities in southwest Charlevoix and northwest Antrim counties are interested in petitioning MDOT to extend M-32 westerly from East Jordan through the Ellsworth area to US-31 near Atwood, once again restoring the route as a true "cross-peninsular" highway. Some of the officials are considering asking MDOT to assume control of what is now designated C-48, however the route is currently not up to state trunkline standards throughout, so additional upgrades would be necessary before it could receive the M-32 designation. The article also noted: "Five local governments in Antrim and Charlevoix counties passed resolutions in favor of M-32's extension, with another three expected to take up the issue soon." | ||
| History: | c.1920 - M-32 follows is present-day routing (albeit roughly) from M-13 (later US-131) near Elmira to M-10 (later US-23, present-day M-65) at Lachine in Alpena Co. | |
| 1926 - With the debut of the US Highway system in Michigan, M-32's termini become M-131 (west) and US-23 (east). | ||
| 1933 - By 1933, M-32 is extended from its western terminus at M-131 (later US-131) one mile west of Elmira, westwerly via M-131 for an additional mile, then northwesterly for 15 miles to end at M-66 in East Jordan. Also, some 1933 highway maps show M-32 concurrently designated with US-23 between Lachine and Alpena, possibly as an early signal of the US-23 rerouting to come at the end of the decade. | ||
| 1939 - M-131 becomes US-131 and the concurrent segment of M-32/M-131 becomes US-131/M-32. In addition, the new US-23 routing opens north of Alpena, removing the concurrency between Alpena and Lachine and the route becomes solely M-32. | ||
| 1949 - US-131 is realigned at the M-32 junction west of Elmira. | ||
| 1958 - The final several miles of gravel-surfaced M-32 are paved, at the Antrim/Charlevoix Co line. | ||
| 1963 - In a puzzling move, the route of M-32 is extended northerly from East Jordan concurrently with M-66 to end at US-31 (along with M-66) on the south side of Cheboygan. No reasoning behind this extension has yet been found. | ||
| 1973 - A new alignment just east of Gaylord shaves about a mile off the length of the route and the former route is turned back to local control. | ||
| 1974 - The puzzling M-32 extension via M-66 becomes history when M-32 is scaled back from Charlevoix to its pre-1963 western terminus at M-66 in East Jordan. | ||
| c.1994 - A new bypass on the south side of Hillman opens. Interestingly, M-32 becomes disconnected from BUS M-32 into downtown Hillman at the time. This bypass segment is actually a small portion of a much-grander plan to realign much of M-32 in eastern Montmorency Co. It remains unclear whether the rest of the M-32 relocation west of Hillman will ever be completed. | ||
| 1995 - A new alignment of M-32/M-33 opens east of Atlanta smoothing out some sharper curves and redesigning the M-32 & M-33 intersection. | ||
| Freeway/Expwy: | No portion of M-32 is freeway or expressway. | |
| NHS: | From US-131 to eastern terminus at Alpena, except for a "proposed" segment (as shown on the FHWA's Michigan NHS System map) from the cnr of Beckett & Turtle Lake Rds six miles east of Gaylord to the crossroads known as Big Rock five miles west of Atlanta. | |
| Business Connection: | BUS M-32 - Hillman. From cnr Hillman Rd & Old M-32 on the south side of town to the northern Hillman corporate limit. | |
| Photographs: | ||
| Weblinks: | • M-32 @ Michigan Highway Ends - photos of the termini of M-32 at Dan Garnell's excellent Michigan Highway Ends website. | |
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HISTORIC U.S. HIGHWAY |
A relative late-comer in terms of U.S. Highways in Michigan, US-33 was never a very long highway and, while it came close, never even left Berrien County. It was also concurrently designated with other highways for much of its length and was finally decommissioned due to a situation in another state! Please see the Historic US-33 page for more information on this historic U.S. Highway. |
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Southern Terminus: | I-75 at Exit 202 at Alger |
| Northern Terminus: | M-27 approximately four miles south of downtown Cheboygan | |
| Length: | 122.65 miles | |
| Map: | Route Map of M-33 | |
| Notes: | The portion of M-33 between Onaway and Cheboygan was the former route for US-23 in the 1930s and into the 1940s. | |
| Michigan State Highway Department sources from the 1930s and '40s show a proposed realignment for M-33 between the present 90-degree curve between Mio and Fairview in central Oscoda Co and the western jct of M-32 & M-33 in downtown Atlanta. The proposed route would have been a direct northern continuation of M-33 out of Mio into Atlanta, shaving about ten miles from the route. Of course, such a massive relocation of the highway never occurred, and M-33 has continued to use the same Fairview-to-Atlanta routing since the 1920s. | ||
| In addition to the major proposed relocation noted above, the State Highway Department has also long proposed making major changes to the route of M-32/M-33 east of Atlanta on a more direct alignment between that community and Hillman on the eastern boundary of Montmorency Co. As a part fo that proposal, M-33 would extend in a north-northwesterly direction from the current eastern jct of that highway and M-32 to meet up with the relocated M-32, then turn westerly from there into Atlanta. It seems such a realignment may also be doomed to the history books as it may never come to fruition. | ||
| History: | c.1920 - In the early 1920s, M-33 runs along its present-day routing only from M-32 six miles east of Atlanta to downtown Mio. From Mio, M-33 runs westerly and southwesterly along portions of the routes that would later become M-72 and M-144 (later M-18) to end at M-76 seven miles east of Roscommon on the Crawford/Roscommon Co line. At this time, M-33 is the sole north-south route in northeastern Michigan between the "shoreline" route of M-10 (later US-23) and the "up-the-middle" route of M-18 (later M-14, then US-27, now I-75). | |
| c.1928 - By 1928, M-33 is realigned south of Mio to follow (roughly) its present-day route through Rose City before ending at M-55 at Campbells Corners (present cnr of Campbell & State Rds), 6 miles northeast of West Branch. The former M-33 southwest of Mio to M-76 becomes a part of the newly designated M-72 from M-76 to Mio, then easterly to Harrisville on the Lake Huron shore, then southerly (along present-day US-23) to Oscoda. | ||
| 1934 - The M-33 routing is extended from its northern terminus at M-32 five miles east of Atlanta, westerly along M-32 to Atlanta, then northerly for 26 miles to end at US-23 (present-day M-68) on the western limit of Onaway. The portion of the new route from M-32 in Atlanta to the Montmorency/Presque Isle Co line runs via a newly constructed "earth-surfaced" roadway. Also farther south, M-33 is realigned to run due south from Rose City along its present-day alignment to M-55 at Old State Rd. | ||
| 1938 - With the southerly relocation of M-55 from West Branch for 14 miles easterly, M-33 is also extended southerly for two miles to meet up with the new M-55 routing (10 miles south of Rose City). | ||
| 1940 - With the realignment of US-23 along the Lake Huron shore between Rogers City and Cheboygan, M-33 is extended concurrently with the newly-designated M-68 west from Onaway for 10 miles to Fingerboard Corner, then northerly for another 17 miles as solely M-33 to end at US-27 four miles south of downtown Cheboygan. Even with the extension, one of the longest continuous sections of paved M-33 is the formerly earthen-surfaced track north of Atlanta, now hard-surfaced into Presque Isle Co. | ||
| c.1944 - M-33 is extended due southerly from its southern terminus at M-55 to end at M-76 one mile northwest of Alger, adding 10 miles to the route. | ||
| 1951 - M-33/M-72 between Mio and Fairview is realigned onto its present alignment, eliminating two 90º turns. | ||
| 1958 - The last segment of gravel-surfaced M-33 is paved, between the communities of Tower and Legrand in Cheboygan Co. | ||
| 1968 - M-33 is extended for a very short distance to end at the newly constructed M-76 freeway at Alger. | ||
| 1973 - The southern terminus of M-33 at M-76, while physically at the same location, becomes I-75 with the completion of the last segment of I-75 at Roscommon. | ||
| 1995 - A new alignment of M-32/M-33 opens east of Atlanta smoothing out some of the sharper curves and redesigning the M-32 & M-33 intersection. | ||
| Freeway/Expwy: | No portion of M-33 is freeway or expressway. | |
| Photographs: | ||
| Weblinks: | • M-33 @ Michigan Highway Ends - photos of the termini of M-33 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Western Terminus: | M-99 at Osseo (cnr Hudson Rd & Pioneer Rd) |
| Eastern Terminus: | BUS US-223/M-52 in Adrian (cnr Beecher St & Main St) | |
| Length: | 28.95 miles | |
| Map: | Route Map of M-34 | |
| Notes: | The M-34 of the early 1920s takes in its entire present-day route (roughly) between Osseo and Adrian, as well as additional length on either end. The western terminus of M-34 is in Jonesville at M-23 (later US-112, now US-12), and the route runs through Hillsdale, then easterly through Hudson to Adrian. From there, M-34 heads southeasterly along present-day US-223 through Blissfield and Ottawa Lake to the Ohio state line near Sylvania. Later, M-34 is even extended northerly through Homer to end at M-17 (later US-12, now BL I-94) in Albion. | |
| History: | c.1924 - M-34 is extended northwesterly from Jonesville (along present-day M-99) through Litchfield to end at M-60 in Homer. | |
| c.1926 - M-34 is extended northerly and easterly from Homer to end at US-12 in Albion. Also, the portion of M-34 between Adrian and the Ohio state line is redesignated as part of the new US-127 routing and the new eastern terminus is located at US-127 (present-day US-223) in Adrian. | ||
| 1928 - On M-34's western end, all portions of the route from Hillsdale northerly through Jonesville, Litchfield and Homer to Albion are redesignated as an extension of M-64, which runs northerly from Ohio via Frontier to Hillsdale. This shortens the route of M-34 by 29 miles. (This routing of M-64 later becomes M-9, then M-99.) | ||
| 1934 - M-34 between Pittsford and western terminus at M-9 (present-day M-99) at Hillsdale is realigned to its present, more-direct routing. | ||
| 1939 - During the first half of 1939, the final 6 miles of gravel-surfaced M-34 are paved, from Pittsford to Hudson. | ||
| 1954 - The US-223 bypass is completed around the south side of Adrian and BUS US-223 is rerouted along M-52 and Old US-223 through downtown. M-34 is shortened by approximately one mile when it is scaled back to end at BUS US-223/M-52 in Adrian. | ||
| 1966 - A new M-99 highway alignment is opened five miles east of the former route, intersecting M-34 at Osseo. The M-34 designation is scaled back by 5 miles to end at the new M-99 routing. | ||
| Freeway/Expwy: | No portion of M-34 is freeway or expressway. | |
| Photographs: | ||
| Weblinks: | • M-34 @ Michigan Highway Ends - photos of the termini of M-34 at Dan Garnell's excellent Michigan Highway Ends website. | |
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Southern Terminus: | US-41 two miles north of downtown Menominee (cnr North Shore Dr & 10th St) |
| Northern Terminus: | US-41/M-28 eight miles west of downtown Marquette | |
| Length: | 125.45 miles | |
| Map: | Route Map of M-35 | |
| Never-Built M-35 through the Huron Mountains | ||
| Notes: | The 1931 "classic" alignment of M-35 is as follows: From US-41 in Menominee, northeasterly along the Lake Michigan (Green Bay) shore to Escanaba, then concurrently with US-2/US-41 to Gladstone. From there, northwesterly through Rock, Gwinn and Palmer to US-41/M-28 at Negaunee, then easterly toward Marquette for 7 miles. From that point, M-35 travels north-northwesterly into the Huron Mountains in northern Marquette Co, where maps of the day label the highway as "IMPASSABLE." Westerly from the Huron Mountains to Skanee and L'Anse at US-41 (the fourth meeting of those two routes!) and Baraga. From Baraga, M-35 heads westerly through Alston to M-26 east of Greenland, then southwesterly with M-26 to the Rockland area. From that point, the route continues northwesterly via present-day US-45 to end at M-64 in Ontonagon. | |
| The portion of M-35 through the Huron Mountains was never completed. To find out why and how Henry Ford himself was involved, see the special page in the In-Depth section, | ||