Unsigned State Trunklines & Connectors

Unsigned State Trunklines | Signed & Unsigned Connectors | Jump to Bottom

When people think of the state trunkline system, most immediately think of the Interstate, US and State-numbered highways which crisscross the state. Few, however, realize there are many miles of unsigned state trunklines and connectors (both signed and unsigned) maintained by MDOT but carrying no route number or other identifying markings.

Of the unsigned state trunklines, there are two types: numbered but unsigned routes, of which there are only a few, and formerly numbered routes which have been superceeded by other highways or are earmarked for being turned back to local control. The former are included with the regular route listings elsewhere on this site, while the latter are usually designated as "Old M-nn" or "Old US-nn" officially by MDOT. The information on unsigned state trunklines is taken from MDOT sources and is believed to be accurate and correct to date.

Unsigned State Trunklines

Western Terminus:

E Main St at the Berrien/Cass Co line, 1-3/4 miles southeast of downtown Niles

Eastern Terminus:

Jct US-12 & M-60, two miles southeast of downtown Niles

Length:

0.348 miles

Map:

Route Map of OLD US-12

Notes:

This OLD US-12 routing is a very small remnant of what was once part of the BUS US-12 routing through downtown Niles from January 1962 until January 1994. Prior to that it was part of BUS US-112 from the late-1950s and even earlier, it was designated as mainline US-112. Interestingly, OLD US-12 was never signed as mainline US-12.

OLD US-12 is known as E Main St.

History:

1994 (Jan 3) – The portion of BUS US-12 from BUS M-60/Oak St southeasterly via Main St to the US-12 & M-60 interchange southeast of Niles is removed from this routing and transferred onto the 11th St alignment, joining BUS US-31 there and supplanting the US-33 designation in the process. US-33 is scaled back to a terminus at the US-12 interchange south of the city at the new eastern terminus of BUS US-12 as well. Main St from BUS M-60/Oak St southeasterly to the Berrien/Cass Co line is turned back to local control, while the (very) short portio of the former BUS US-12 from the county line to the US-12 & M-60 junction remains as a short unsigned state highway stub. It has been reported, however, that this change may have been made in 1987 in terms of signage in the field with the actual jurisdictional transfer taking place in 1994. —Thanks Marc!

Western Terminus:

Washtenaw/Wayne Co line along Ann Arbor Rd (at cnr Napier Rd)

Eastern Terminus:

Redford Twp/City of Detroit boundary along Plymouth Rd (1/2 block east of Hazelton St)

Length:

14.749 miles

Map:

Route Map of OLD M-14

Notes:

This former alignment of M-14 was bypassed in 1977–1979 when the I-96/Jeffries Frwy and the M-14 freeway connecting Ann Arbor with Detroit via Livonia was completed and opened to traffic. While the portions of the former M-14 within Washtenaw Co to the west and the City of Detroit to the east were turned back to local control, this segment in Plymouth & Redford Twps and the City of Livonia was never transferred.

While OLD M-14 has not been a signed state trunkline since the late-1970s, that has not prevented the posting of some M-14 route markers along or near Plymouth Rd in the Redford area. In addition, even though the route does not appear on any official state highway maps, a few commercial mapmakers have either continued to label M-14 as running along Plymouth Rd east of I-275 or have shown the route as BUS M-14—a designation which has never existed.

History:

1979 – The final segment of the M-14 freeway opens between the current end of the freeway at M-153 northeast of Ann Arbor and the I-96/I-275 interchange near Plymouth. The former route of M-14 along Plymouth Rd in Washtenaw Co is turned back to local control, while the portion between the Washtenaw/Wayne Co line and I-275 in Wayne Co is retained as an unsigned state trunkline.

1989 (Mar 3) – The 5.897-mile segment of OLD M-14 (Plymouth Rd) in the City of Detroit, from OLD BS I-96/Grand River Ave westerly to the Detroit west city limit (halfway between West Parkway St and Hazleton Ave) is cancelled as a state trunkline route and turned back to city control. This portion of what had been M-14 had been essentially replaced by the I-96/Jeffires Frwy a dozen years earlier in 1977.

Western Terminus:

South jct of US-131 & M-20 west of Stanwood

Eastern Terminus:

Cnr 8 Mile Rd & 200th Ave west of Stanwood

Length:

0.158 miles

Map:

Route Map of OLD M-20

Notes:

OLD M-20 is the nearly 3/10th mile segment of 8 Mile Rd immediately east of the US-131 interchange at Exit 131 near Stanwood.

Interestingly, OLD M-20 was never actually part of a signed portion of M-20, although it was once part of the temporary routing for US-131 from 1983 to 1984. Once the US-131 freeway was opened to traffic from 8 Mile Rd northerly to 19 Mile Rd northwest of Big Rapids, 8 Mile itself from US-131 to Northland Dr was turned back to local control. When the present-day route of M-20 between White Cloud and US-131 near Stanwood was transferred to state control in 1998, the Mecosta Co Road Commission transferred all of 8 Mile Rd from the west county line to 200th Ave just east of US-131, while M-20 runs only up to US-131 where it turns northerly toward Big Rapids. It is unclear why this short 0.283-mile long portion of 8 Mile Rd was transferred as well.

History:

1998 (Oct 1) – As noted above, this portion of 8 Mile Rd is transferred from county to state control as part of the M-20 Rationalization changes.

Western Terminus:

Grandville/Wyoming city limit along Chicago Dr southwest of Grand Rapids

Eastern Terminus:

Jct BS I-196 & Chicago Dr near I-196 Exit 72 in Wyoming

Length:

0.210 miles

Map:

Route Map of OLD M-21 (Wyoming)

Notes:

OLD M-21 in Wyoming occupies part of the original routing for M-21 between Grand Rapids and Holland along Chicago Dr, however the route designation immediately preceeding this one was BUS M-21, as noted in the history section below. This unsigned state trunkline is a very short remnant of this former route not turned back to local control when BUS M-21 was "decommissioned."

History:

1974 – Approximately 34 miles of M-21 are lopped off the western end with the completion of I-196 between Holland and Grandville. The former route from US-31 at Holland to east of Zeeland becomes a part of a new BL I-196. The portion of Chicago Dr (Old M-21) from Zeeland to I-196 at Grandville becomes an un-numbered state trunkline. The former BUS M-21 between I-196 and the Grandville/Wyoming city limit is turned back to local control, while the remaining portion of BUS M-21 from that point to US-131 becomes a new BS I-196.

Western Terminus:

Intersection of E Fulton St & Cascade Rd in eastern Grand Rapids

Eastern Terminus:

Jct M-37/East Beltline Ave & M-21/E Fulton St east of Grand Rapids

Length:

0.931 miles

Map:

Route Map of OLD M-21 (East G.R.)

Notes:

This is a rather short "spur" unsigned state trunkline—the reason for its existence is not apparent. When the remainder of E Fulton St in Grand Rapids was turned back to local control, this 9/10 mile stretch was not included and remains on the state trunkline system to date.

History:

1972 – BUS M-21 in Grand Rapids is sliced in half, with the portion to the east of US-131 along Franklin St, Eastern Ave and Fulton St is removed and turned back to municipal control, except for the portion along E Fulton St from Cascade Rd easterly to M-37/M-44/East Beltline Ave. The remaining portion of BUS M-21 between Grandville and US-131 becomes a "spur" business routing.

Western Terminus:

Cnr M-81/N State St & Frank St in downtown Caro

Eastern Terminus:

Cnr M-24/Mertz Rd-Ellington St & Frank St-Dayton Rd on the east village limits of Caro

Length:

0.483 miles

Map:

Route Map of OLD M-24

Notes:

For fifty years, from 1942 until 1992, M-24 approached the village of Caro from the south via Mertz Rd, then turned westerly via E Frank St to a terminus in downtown Caro at M-81. Plans for a northerly extension of M-24 through the heart of Tuscola Co from Caro to Unionville began years earlier, but in the early 1990s the first change along these lines rerouted M-24 due northerly via Ellington St to a new terminus at M-81, leaving the former route along Frank St as an unsigned trunkline as OLD M-24.

History:

c.1992 – M-24 is rerouted off E Frank St and onto Ellington St in Caro in preparation for the completion of the M-24 extension. The former route of M-24 along Frank St from M-24 into downtown Caro at M-81 remains as an unsigned state trunkline.

1997 – The M-24 extension north of Caro opens to traffic. From M-81 in Caro, the extension runs northerly for 1.5 miles via Cleaver Rd, then westerly for 4 miles on newly-built highway, then northerly again along Unionville Rd to M-138 east of Akron. From there, M-24 replaces the M-138 designation northerly into Unionville.

Southern Terminus:

I-69 at Exit 92 near Dimondale southwest of Lansing

Northern Terminus:

I-496/Ransom E Olds Frwy at Exit 4 in Lansing

Length:

7.136 miles

Map:

Route Map of OLD US-27 (Eaton)

Notes:

This unsigned state trunkline is the former route of US-27 and TEMP I-69 between Charlotte and I-96 southwest of Lansing as well as what was designated BUS US-27 for a time from I-96 into Lansing. Some of the original highway was obliterated when the existing I-69 freeway was built in the very early-1990s, however the route was not turned back to local control and remained an unsigned trunkline. A large portion of the former route of US-27 was turned back to County in 2008.

History:

1992 (Oct 22) – The final segments of the new I-69/US-27 freeway open between Charlotte and I-96 southwest of Lansing. The former route of TEMP I-69/US-27 (Lansing Rd) becomes an unsigned state trunkline, as does the decertified BUS US-27 (Lansing Rd) from I-96 into Lansing. BUS US-27 now runs from the junction of I-69/US-27 near DeWitt southerly to end at Michigan Ave in Lansing. BUS US-27 along Lansing Rd between I-69/US-27 Exit 72 and I-496 Exit 4 becomes an un-signed trunkline, while "officially" retaining the BUS US-27 designation for a time for internal MDOT purposes.

2008 (Dec 2) – More than half of the route of OLD US-27 in Eaton Co (8.72 of 15.86 miles) is cancelled as an (unsigned) state trunkline route and transferred to County jurisdiction, beginning at the northern end of BL I-69 in Charlotte and continuing northeasterly along Lansing Rd past Potterville to I-69 at Exit 92 near Dimondale. This former trunkline was superseded by the I-69/US-27 freeway when that route was completed between Charlotte and I-96 southwest of Lansing in 1992. The portion of OLD US-27 from I-69 at Exit 92 northeasterly to I-496 at Exit 4 in Lansing remains as an unsigned trunkline.

Southern Terminus:

Jct BL I-96 at the intersection of Cedar-Larch Sts, E North St & N East St on the north side of Lansing

Northern Terminus:

Jct BUS US-127 at cnr Old 27 & Price Rd south of St Johns

Length:

12.431 miles

Map:

Route Map of OLD US-27 (Clinton)

Notes:

While this unsigned/old trunkline route was once part of US-27 in its entirety, modern day OLD US-27 is actually made up of two former routes. From Lansing northerly to I-69 at DeWitt, OLD US-27 was previously designated as unsigned BUS US-127 for a short time and, prior to that, as signed BUS US-27 for many years. Prior to 1984, this portion of the route was part of mainline US-27. From I-69 at DeWitt northerly to Price Rd south of St Johns, OLD US-27 is just that: the former route of US-27 before the US-27 (now US-127) freeway was completed to the east in 1998.

At present, it's unclear when MDOT began referring to the portion of N East St from the north side of Lansing northerly to I-69 at DeWitt as part of unsigned OLD US-27. After the decommissioning of US-27 and redesignation as US-127 in May 2002, several MDOT documents and construction reports referred to the former BUS US-27 at Lansing as BUS US-127, however when the department removed all of the BUS US-27 route marker assemblies along that potion of the route, they were not replaced with BUS US-127 assemblies, thus signifying that the newly-designated BUS US-127 route was to be an unsigned trunkline. However, at some point since 2004, MDOT has begun referring to the entire route from BL I-96 at Lansing and BUS US-127 south of St Johns as OLD US-27. It appears unsigned BUS US-127 at Lansing is no longer.

History:

1998 (Aug 31) – At 9:17am on Monday, August 31, 1998, the northbound lanes of the final link in the long-awaited US-27 "St Johns Bypass," were opened to through traffic. The southbound lanes open within a couple hours of the northbound side. With the opening of the new freeway, the 7.73 miles of former US-27 from I-69 (at Exit 87 near DeWitt) to Price Rd (5 miles south of downtown St Johns) is now an un-numbered state trunkline, erroneously labled as BUS US-27 on some commercial maps.

2001 – As part of US-27's decommissioning in Michigan, most of the US-27 route markers are removed from the 89-mile portion of the route concurrent with I-69, between the Indiana state line and jct US-127 at DeWitt north of Lansing. Most of the signs were removed in June and July, with most of the stragglers being removed later in the year. A few markers remained, though, into 2002. It is assumed that the existing BUS US-27 route markers along N East St from Lansing to DeWitt are also removed at this time, making it an unsigned trunkline.

2002 (May) – The Big Changeover from US-27 north of Lansing to US-127 occurs. Starting in May in the Bay and North Regions (Gratiot, Isabella, Clare and Roscommon Counties), new US-127 markers go up along the freeway and the various Business Connections. This signals the end of US-27 in Michigan. Former BUS US-27 at Lansing becomes BUS US-127, although unsigned.

c.2004–05 – At some point during this timeframe, MDOT begins referring to unsigned BUS US-127 as part of OLD US-27

Southern Terminus:

Jct US-127 & BUS US-127 north of St Johns (at the northbound ramps)

Northern Terminus:

Dead end of US-127 frontage road approximately 6/10th mile north of jct US-127 & BUS US-127 north of St Johns

Length:

0.583 miles

Map:

Route Map of OLD US-27 (St Johns)

Notes:

This unsigned/old trunkline is essentially made up of the portion of the former route of US-27 from the northern BUS US-127 interchange at St Johns running northerly for approximately 6/10th mile to a cul-de-sac near where the US-127 freeway merges back into the uncontrolled-access, divided highway portion of US-127. Several homes are served by this frontage road.

While currently a dead-end road, this short spur is designed to be re-connected to what is now the northbound side of US-127 (formerly US-27) from Livingston Rd northerly once the contemplated US-127 freeway project from St Johns to Ithaca is actually completed at some point in the future. At present, the current northbound lanes of US-127 north of this point would become a frontage road for the contemplated freeway to be constructed immediately to the west of the existing highway. Thus, this dead-end road would again be connected to the north.

History:

1996 (Dec 15) – The full "St Johns Bypass" opens around St Johns and the US-27 designation is transferred onto it. The former route of US-27 through St Johns becomes BUS US-27, while the short portion from the northern BUS US-27 interchange northerly becomes an unsigned trunkline.

Former
Western Terminus:

I-94 at Exit 30 (Napier Ave interchange) southeast of Benton Harbor

Former
Eastern Terminus:

US-31/St Joseph Valley Pkwy at Exit 24 (Napier Ave interchange) southeast of Benton Harbor

Former Length:

2.046 miles

Map:

Route Map of Former OLD US-31 (Berrien)

Notes:

This approximately two-mile long segment of Napier Ave southeast of Benton Harbor served as the "temporary" connector between the northern end of the US-31/St Joseph Valley Pkwy freeway westerly to I-94 for 19 years while planning on the final segment of the US-31 freeway stalled for environmental and funding reasons. Originally thought to have just been a so-called "marked-and-maintained" route, this portion of Napier Ave was actually jurisdictionally transferred to state control in 2003. With the completion of the US-31/St Joseph Valley Pkwy between Napier Ave and I-94 in late 2022, Napier Ave became an unsigned state trunkline highway internally designated within MDOT as OLD US-31. MDOT and the County came to an agreement over a jurisdictional transfer back to the county, which was finalized in November 2023.

History:

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. Additionally, the 1.91 miles of Napier Rd from I-94 at Exit 30 easterly to the northern end of the new freeway segment is "temporarily" transferred from County to MDOT control. According to MDOT documents, "The county road, Napier Road, will provide a temporary link between the temporary northern terminus of new US-31 freeway and I-94. It is unknown how long the "temporary" situation will exist, so MDOT and the public are best served by having a trunkline-to-trunkline connection in this area for the duration." More info: US-31 Freeway in Berrien County.

2022 (Nov 9, 3:00 pm) – The final segment of the US-31/Saint Joseph Valley Pkwy freeway in Berrien Co is finally completed, 43 years after the first segment opened to traffic west of Niles. As detailed at US-31 Freeway in Berrien County, the discovery of the Blue Creek Fen and the Mitchell's satyr butterfly in 2004 caused the originally-proposed route for the US-31 freeway to be taken off the table. The new route bends to the northwest and meets I-94 at a newly constructed interchange with BL I-94 (at US-31 Exit 27 and I-94 Exits 33 A-B). The I-94/US-31 concurrency remains between Exits 33A-B and 34, while what had been posted as I-94/US-31 between Exits 30 and 33 reverts back to just I-94. The 19-year "temporary" route of US-31 along Napier Ave between I-94 at Exit 30 and US-31/St Joseph Valley Pkwy at Exit 24 becomes an unsigned state trunkline route, internally designated by MDOT as OLD US-31.

2023 (Nov 17) – The 2.05 miles of OLD US-31/Napier Rd from I-94 at Exit 30 easterly to US-31/St Joseph Valley Pkwy at Exit 24 which had been a "temporary" routing of US-31 from 2003 until late-2022 and is cancelled as a state trunkline route and transferred to county control.

Southern Terminus:

M-20/Hayes Rd at cnr Oceana Dr north of New Era (excludes portion in City of Shelby)

Northern Terminus:

North end of the Pentwater River bridge along Oceana Dr at Hart

Total Length:

8.215 miles

Length (No. Part):

5.951 miles (north of Shelby)

Length (So. Part):

2.264 miles (south of Shelby)

Map:

Route Map of OLD US-31 (Oceana)

Notes:

OLD US-31 in Oceana Co follows Oceana Dr, the former route of US-31 prior to the completion of the US-31 freeway to the west between 1975 and 1980. At first, none of the former route of US-31 along Oceana Dr was turned back to local control, however MDOT has been working with the Oceana Co Road Commission and the local municipalities since 2000 and several segments of the old route have now been transferred. The remaining segments run from M-20 north of New Era northerly to the southern city limit of Shelby and from the northern limit of Shelby northerly to the Pentwater River bridge at Hart, making OLD US-31 a two-segment, discontinuous route at present.

With the progress MDOT has made in turning back segments of OLD US-31 in northern Muskegon and Oceana Cos since 2000, it could be surmised that the remaining 8.2 miles of OLD US-31 in Oceana Co will be transferred to local control in the coming years, marking and end to this longstanding unsigned trunkline route.

History:

1975 – Two US-31 freeway developments in Oceana and northern Muskegon Counties:

• (Apr 16) – An 18.09-mile long northerly extension of the US-31 freeway from just north of the Fruitvale Rd interchange north of Montague northerly to Polk Rd west of Hart is officially established as a state trunkline route. The freeway is not yet complete at this time, however, and would be opened in two stages, the first of which would come later in the year. Also transferred to state control on this date is Polk Rd itself from the new US-31 freeway interchange easterly to State St and State northerly from Polk to Lincoln St, ostensibly for a new BUS US-31 route once the freeway is completed and is likely not signed in the field at this time.
• Later in 1975, the first stage of the US-31 freeway extension into Oceana Co opens from the northern end of the completed freeway three miles north of Montague to the new M-20 extension at Stoney Lake Rd near New Era, where US-31 temporarily turns easterly via the M-20 extension back to its former alignment. The former US-31 routing via Whitehall Rd in Muskegon Co (north of B-15/B-23/Fruitvale Rd) and OLD US-31/Oceana Dr in Oceana Co becomes an unsigned state trunkline as OLD US-31.

1976 – Two more US-31 freeway developments in Oceana Co:

• Another new portion of US-31 freeway is completed and opened to traffic from M-20 at New Era northerly to Polk Rd west of Hart. There, US-31 traffic is routed easterly via Polk Rd to the existing US-31. OLD US-31/Oceana Dr from M-20 northerly through Shelby to Polk Rd at Hart becomes an extension of the unsigned state trunkline.
• (Dec 14) – With constrution yet to begin in earnest, a 5.66-mile long extension of the US-31 freeway in Oceana Co from Polk Rd at Hart northerly to just north of the BUS US-31/Monroe Rd interchange southeast of Pentwater is officially established as a state trunkline. This portion of the freeway would not open for nearly two years.

1978 – The US-31 freeway is extended northerly 5½ 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.

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.

2000 (Nov 9–17) – The segments of OLD US-31 in the villages of New Era and Shelby in Oceana Co are officially cancelled as state trunkline routes and turned back to municipal control. On November 9, the 1.08-mile segment of OLD US-31/First St from the south New Era village limit to the north village limit is turned back to village control. Then, eight days later on November 17, the 1.83-mile portion of OLD US-31/State St from the Shelbuy south village limit to the north village limit is also turned back to village control. These segments of OLD US-31 were replaced by the nearby US-31 freeway in late-1975 and late-1976, respectively.

2001 (Oct 9) – The 1.999-mile portion of OLD US-31/Oceana Dr from the Muskegon/Oceana Co line northerly to the south limits of Rothbury in southern Oceana Co is cancelled as a state trunkline route and turned back to local control. MDOT pays the Oceana Co Road Commission $860,000 in lieu of performing any upgrading or reconstruction of the segment of highway.

2002 (Mar 20) – Two segments of OLD US-31/Oceana Dr are transferred to local control on this date: 2.993 miles from the north village limit of Rothbury to the south village limit of New Era and 0.371 miles from the north village limit of New Era to M-20.

2003 (July 3) – The 1.96-mile long stretch of OLD US-31/Whitehall Rd in northern Muskegon Co from jct BUS US-31 & B-15 north of Montague northerly to the Muskegon/Oceana Co line is turned back to local control.

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.

Western Terminus:

Jct BUS US-31 at cnr Russell St-Polk Rd & S State St-Water Rd on the south side of Hart

Eastern Terminus:

Cnr OLD US-31/Oceana Dr & Russell St-Polk Rd on the southeast side of Hart

Length:

0.380 miles

Map:

Route Map of OLD US-31 (Hart)

Notes:

This segment of OLD US-31 runs along Polk Rd (Russell St) at Hart and was originally to be a temporary routing for US-31 as the existing US-31 freeway made its way northerly through Oceana Co in the late 1970s. Polk Rd was transferred from local to state control in the late-1970s when the US-31 freeway was completed to Polk Rd west of Hart. Traffic was shunted off the new freeway and easterly via Polk Rd to Oceana Dr, the existing route of US-31. However, when the US-31 freeway was completed from Polk Rd northerly toward Pentwater and the temporary US-31 routing along Polk (east of State St in Hart, as the portion to the west was earmarked to be part of a new BUS US-31 routing) was not transferred to local control and became an unsigned/old state trunkline, which it remains to this day.

History:

1976 – A new portion of US-31 freeway is completed and opened to traffic from M-20 at New Era northerly to Polk Rd west of Hart. There, US-31 traffic is routed easterly via Polk Rd to the existing US-31.

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 the present day, this "temporary" connector remains an unsigned trunkline route.)

1978 – The US-31 freeway is extended northerly 5½ 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.

1987 – A new "spur" business routing debuts as BUS US-31 via Polk Rd and State St into downtown Hart.

Southern Terminus:

Southernmost extent of the US-31/BL I-196 & Washington Ave/Blue Star Hwy interchange on the south side of Holland

Northern Terminus:

Cnr Washington Ave & Matt Urban Dr, 8/10th mile north of the US-31/BL I-196& Washington/Blue Star interchange on the south side of Holland

Length:

0.793 miles

Map:

Route Map of OLD US-31BR (Holland)

Notes:

OLD US-31BR in Holland is the only remnant of the former BUS US-31/BL I-196 routing through downtown Holland which was turned back to local control in September 2004. While the rest of the business route through town was transferred to the city, MDOT kept this 8/10th mile segment of the former BUS US-31 reportedly to accommodate a future reconstruction of the US-31 interchange, once the proposed US-31 "bypass" through Ottawa Co is completed in c.2020.

History:

2004 (Sept 9) – The portion of BUS US-31/BL I-196 along Washington Ave from Matt Urban Dr northerly toward downtown Holland is turned back to local control on this date. While the BL I-196 routing is technically transferred to the US-31 bypass of Holland at this time, it will go unsigned for the next few years. The remaining segment of the former BUS US-31 route from Matt Urban Dr southerly through the US-31 interchange is retained as an unsigned trunkline route.

NORTH SEGMENT:

Southern Terminus:

Pere Marquette Hwy at the north limits of the Village of Pentwater just south of the Pentwater Twp Cemetery

Northern Terminus:

US-31 at the Oceana Dr interchange (Exit 158) northeast of Pentwater

Map:

Route Map of OLD US-31BR (Pentwater)

Notes:

Pentwater's BUS US-31 officially ceased to exist as of May 4, 2023 when the 1.948-mile portion of the route within the village limits—which consisted of 0.21 mile of Monroe Rd, 0.66 mile of Sixth St and 1.08 miles of Hancock St—was transferred to village control. The remaining "spurs" of the former BUS US-31 route north and southeast of Pentwater remained as unsigned state trunklines, known internally to MDOT as OLD US-31BR. The two unsigned trunkline segments were then transferred to county control exactly two weeks later and OLD US-31BR ended its 14-day existence. The jurisdictional transfers end almost 68 years of BUS US-31 through Pentwater and nearly 104 years of the route as a trunkline route under state jurisdiction.

Notes:

*The length of the North Segment of OLD US-31BR at Pentwater included the 0.183 miles (966.24 feet) of the extremely short portion of OLD US-31/Pere Marquette Hwy between the Oceana Dr & Pere Marquette Hwy intersection and the Oceana/Mason Co line. Apparently when the former route of US-31 along Pere Marquette Hwy in Mason Co was transferred to county control in 2003, the 0.183 miles (966.24 feet) portion of that roadway which fell in Oceana County was not included and that short stub of highway remained under MDOT jurisdiction until it was transferred to the county along with OLD US-31BR. The "total length" similary includes this short stub as part of the total.

History:

2023 (May 4) – The portion of BUS US-31 within the Village of Pentwater is transferred to village control and is no longer a state trunkline route. The remaining "spurs" of the former BUS US-31 route north and southeast of Pentwater have their route markers removed and become a two-segment, discontinuous route, known internally at MDOT as OLD US-31BR. The official routings for the Lake Michigan Circle Tour and the West Michigan Pike Historic Byway are shifted to run along mainline US-31 between Exits 154 and 158.

2023 (May 18) – The remaining 5.349 miles of what was temporarily OLD US-31BR—the portions of the old BUS US-31 outside the Pentwater village limits as well as a 0.183 mile (966.24 foot) segment of OLD US-31 along Oceana Dr from the former BUS US-31 northerly to the Oceana/Mason Co line—are transferred to county control, exactly two weeks to the day the portion of the route within the village was transferred to village control. MDOT plans to remove all non-freeway BUS US-31 route signage at Pentwater during the summer of 2023 with modifications to the freeway exit signage being examined as well.

Former
Western Terminus:

W Main St-16 Rd & Sturtevant Ave-41½ Rd on the west Manton city limit.

Former
Eastern Terminus:

Main St & BUS US-131/Michigan Ave in downtown Manton.

Former Length:

0.497 miles

Map:

Route Map of OLD M-42

Notes:

All of M-42 from Manton westerly to its former western terminus at M-37 was transferred to county control in June 2007. After more than 85 years as a state trunkline highway, the 14.39 miles of 16 Rd from the west city limit of Manton westerly to M-37 was be turned back to the Wexford Co Road Commission. The 0.497-mile portion of W Main St from BUS US-131/Michigan Ave to the west city limit was not transferred, however, and became an unsigned state trunkline highway as OLD M-42.

As noted in the History timeline below, in late 2016, OLD M-42 was transferred to the City of Manton and is no longer an unsigned state trunkline highway.

History:

2007 (June 6) – As noted in the "Notes" section above, the 14.39 miles of M-42 from M-37 at Mesick easterly to the western Manton city limit are transferred to county control. The 0.497 miles of M-42 along W Main St from the west Manton city limit easterly to BUS US-131/Michigan Ave becomes unsigned as OLD M-42, while the 0.494 miles of what had been concurrently designated M-42 and BUS US-131 along Michigan Ave retaining just the latter designation. The western terminus for M-42 is now at the Michigan Ave (BUS US-131 northerly) & 7th St (BUS US-131/M-42 easterly) intersection on the south side of Manton.

2016 (Dec 20) – The 0.497-mile-long, unsigned OLD M-42 trunkline route in Manton along W Main St west of BUS US-131/Michigan Ave to the west city limit at Sturtevant St/41½ Rd is transferred to city control and is no longer an unsigned state trunkline highway. As part of the transfer agreement, MDOT agrees to pay the City of Manton $299,872.79 for the City to reconstruct the downloaded segment instead of MDOT undertaking the project.

Western Terminus:

Eastern Terminus:

Cnr W Main St & Douglas Ave in Kalamazoo

Length:

3.229 miles

Map:

Route Map of OLD M-43

Notes:

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. To retain "route connectivity," MDOT decided to reroute M-43 along US-131 from Kalamazoo to Plainwell, then southeasterly concurrently with M-89 to Richland where it meets back up with the existing route. Unfortunately, this left several "stub routes" terminating at random locations around the city. MDOT employed three different strategies to deal with this:

• Retaining the existing route designation, which is the case for the northern "stub" of BUS US-131 from US-131 Exit 41 to the northern Kalamazoo city limit. It remains BUS US-131, but is a spur route now instead of being a complete loop route through the city.
• Removing any signed designation and maintaining the route as an unsigned state trunkline, as was the case with the former BL I-94 segment along King Hwy from M-96 to Mills St, the former BL I-94/BUS US-131 segment along Stadium Dr from US-131 at Exit 36 to Rambling Rd, and the former M-43 along W Main St from US-131 at Exit 38 easterly to Douglas St.
• Assigning a new route desigation, as was done to the former segment of M-43 along Gull Rd from Richland southwesterly to Riverview Dr northeast of downtown Kalamazoo. This portion of highway was designated M-343 by MDOT Southwest Region staffers in early 2019. Also, the stub of what had been BL I-94 east of the city is redesigated as BS I-94 (Business SPUR I-94).

History:

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. For M-43, this affects the entire route from Douglas St west of downtown to the intersection of Riverview Dr & Gull Rd/Gull St northeast of downtown, including the one-way pair of Michigan Ave (eastbound) and Kalamazoo Ave/Douglas St (westbound) through the heart of the city.

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. Thus, in the field, M-43 becomes a two-segment, disconnected route with route markers trailing off northeast of downtown Kalamazoo and picking back up at the western edge of the city at US-131. At this point, the portion of what had been designated as M-43 along W Main St from Douglas St west of downtown Kalamazoo westerly to US-131 west of the city becomes an unsigned state trunkline highway as OLD M-43. Additionally, the E Michigan Ave bridge spanning the Kalamazoo River on the east side of downtown also remains on the state highway system as E MICHIGAN AVE.

Western Terminus:

At cul-de-sac at the Grand River (at site of former M-45 Grand River bridge) in Tallmadge Twp between Allendale and Walker

Eastern Terminus:

M-45/Lake Michigan Dr near the intersection of 26th Ave in Tallmadge Twp between Allendale and Walker

Length:

1.306 miles

Map:

Route Map of OLD M-45 (Ottawa)

Notes:

As noted in the history section below, OLD M-45 in Ottawa Co, also known as Riverhill Dr, is the bypassed segment of the former route of M-45 which was relocated to the south in 2001-02.

History:

2001-02 – MDOT completes a major upgrade to M-45 from Walker westerly past the Grand Valley State University campus to downtown Allendale, mostly upgrading the route to four-lane divided highway, some on new alignment, including a brand new pair of Grand River bridges. The eastbound lanes open in late 2001 with two-way traffic sharing the roadway, while the westbound lanes are completed in early 2002. The existing Grand River bridge east of the GVSU campus is removed, while the portion of former M-45 west of the river becomes an access road for 40th Ave. The former M-45 east of the river is initally named "Old M-45" but later the name is changed to Riverhill Dr. The former route of M-45 remains an unsigned state trunkline as OLD M-45.

Western Terminus:

M-55/M-115 at cnr Sunnyside Dr & Cadillac Hwy on the west side of Cadillac

Eastern Terminus:

BUS US-131/Mitchell St at cnr Granite-Paulster Sts & S Mitchell St on the south side of downtown Cadillac

Length:

2.762 miles

Map:

Route Map of M-55 (Wexford—West Segment)

Notes:

This segment of unsigned/old trunkline is the former route of M-55 from downtown Cadillac westerly along the south shore of Lake Cadillac to M-115 on the west side of town. When the first phase of the US-131 "Cadillac Bypass" was completed and opened to traffic from BUS US-131 south of the city northerly to M-55 east of town in 2000, MDOT rerouted M-55 out of downtown Cadillac via M-115 southeasterly to the US-131 freeway then northerly along the freeway to the new Exit 180 interchange east of downtown. The standalone portions of M-55 through Cadillac then became unsigned trunklines with this portion being that part west of BUS US-131/Mitchell St.

MDOT had reportedly attempted to turn back this segment of OLD M-55 in c.2002 or 2003 but was refused by the City of Cadillac.

History:

2000 (Nov 1) – The first 2.9 miles of the "Cadillac Bypass" opens to traffic and while that freeway would eventually bear the US-131 designation, for the next year, it will only be signed as a rerouted M-55. From the north end of the opened freeway about 1.5 miles east of downtown Cadillac, M-55 now turns southwesterly via the new freeway (joining with US-131 at Exit 177) to M-115 at Exit 176, then runs concurrently with M-115 northwesterly back to the former route of M-55 in the "Lakes Area" on the west side of Cadillac. The former portions of M-55 along E Division St, E Cass St, Granite St and Sunnyside Dr becomes an unsigned state trunkline designated OLD M-55. The formerly concurrent US-131/M-55 via Mitchell St in downtown Cadillac between Granite St and E Cass St remains only US-131.

2001 (Oct 30) – The remainder of the US-131 "Cadillac Bypass" is opened to traffic on this day from the M-55 EAST interchange (Exit 180) northerly to existing US-131 north of Cadillac. US-131 now officially joins M-55 on the portion of the freeway opened November 1, 2000 between Exits 177 and 180.

Western Terminus:

East city limit of Cadillac along E Division St east of the Crosby Rd intersection

Eastern Terminus:

Jct US-131 & M-55 (at US-131 Exit 180) east of Cadillac

Length:

0.044 miles

Map:

Route Map of M-55 (Wexford—East Segment)

Notes:

This segment of unsigned/old trunkline is the former route of M-55 left over from when that highway continued westerly into downtown Cadillac via Division and Cass Sts prior to the completion of the US-131 "Cadillac Bypass." While the portion of the former route of M-55 from BUS US-131/Mitchell St eaterly to the east city limit wast transferred to the city in late-2003, this 0.044-mile long segment remains an unsigned trunkline.

History:

2000 (Nov 1) – The first 2.9 miles of the "Cadillac Bypass" opens to traffic and while that freeway would eventually bear the US-131 designation, for the next year, it will only be signed as a rerouted M-55. From the north end of the opened freeway about 1.5 miles east of downtown Cadillac, M-55 now turns southwesterly via the new freeway (joining with US-131 at Exit 177) to M-115 at Exit 176, then runs concurrently with M-115 northwesterly back to the former route of M-55 in the "Lakes Area" on the west side of Cadillac. The former portions of M-55 along E Division St, E Cass St, Granite St and Sunnyside Dr becomes an unsigned state trunkline designated OLD M-55. The formerly concurrent US-131/M-55 via Mitchell St in downtown Cadillac between Granite St and E Cass St remains only US-131.

2003 (Dec 4) – The portion of OLD M-55 along E Cass St from BUS US-131/Mitchell St easterly to E Division St and along E Division from Cass to the east city limit of Cadillac just west of the US-131 interchange at Exit 180 is transferred to city control. This just leaves the 0.044-mile long segment of OLD M-55 from the east Cadillac city limit at Crosby Rd to the sbd US-131/M-55 on-ramp as an unsigned state trunkline.

Western Terminus:

M-55 in central Roscommon Co, just southwest of jct I-75 & M-55 (Exit 227)

Eastern Terminus:

Jct I-75 & M-55 (Exit 212) west of West Branch

Length:

11.992 miles

Map:

Route Map of OLD M-55 (Roscommon-Ogemaw)

Notes:

This segment of unsigned/old trunkline is the former route of M-55 between Prudenville and West Branch superseded by I-75 in the early-1970s. The route of M-55 was transferred onto the new freeway, however the former route was retained as an unsigned trunkline as OLD M-55.

History:

1973 – The final segment of the I-75 freeway in Michigan is completed and opened to traffic between West Branch and Roscommon. Between the Maple Valley and West Branch areas, the M-55 routing is transferred onto the newly opened I-75 while the old route becomes an unsigned state trunkline as OLD M-55.

Western Terminus:

Cnr Auburn Rd & Adams Rd on the Aurburn Hills/Rochester Hills city limit

Eastern Terminus:

Cnr Auburn Rd & M-150/Rochester Rd in Rochester Hills

Length:

3.984 miles

Map:

Route Map of OLD M-59

Notes:

This segment of unsigned/old trunkline is the last portion of the former route of M-59 between Pontiac and Utica yet to be transferred to local control. The M-59 freeway between Opdyke Rd on the eastern edge of Pontiac and Mound Rd west of Utica was completed in the late-1960s and early-1970s, however the former route of M-59 along Auburn Rd remained an unsigned/old trunkline routing for many years. The portion within the City of Auburn Hills has been transferred to the city, however the four miles of Auburn across the a good portion of the City of Rochester Hills has yet to be and it is unclear when such a transfer may take place, although the easternmost third of the former route was finally transferred in the fall of 2018.

History:

1967 (Oct 8) – The first segment of the M-59 freeway opens from Opdyke Rd on the eastern limits of Pontiac easterly to Auburn Rd just west of Rochester Rd. The portion of old M-59 along Auburn Rd from Opdyke Rd to the eastern end of the freeway is retained as an unsigned state trunkline, designated "OLD M-59." Opdyke Rd between Auburn Rd and the new freeway temporarily becomes M-59.

1972 (Dec 6) – The remainder of the M-59 freeway is completed from Auburn Rd in Avon Twp (now the City of Rochester Hills) to Mound Rd west of Utica. The former routing of M-59 along Auburn Rd becomes an extension of the unsigned OLD M-59 trunkline route.

2000 (Sept 11) – The portion of OLD M-59 along Auburn Rd within the City of Auburn Hills from Opdyke Rd on the west to Adams Rd on the east is turned back to local control. This segment of Auburn Rd had been bypassed by the M-59 freeway in 1966.

2018 (May 21) – The 2.03-mile portion of OLD M-59 along Auburn Rd in Rochester Hills from M-150/Rochester Rd easterly to Dequindre Rd on the Oakland/Macomb Co line is cancelled as a state trunkline route and turned back to city control, 45½ years after being bypassed by the M-59 freeway which opened in this area in December 1972. With this transfer, only four miles of OLD M-59—from the Rochester Hills west city limit at Adams Rd easterly to M-150/Rochester Rd—still remains as unsigned trunkline.

Former
Western Terminus:

Loud Dam Rd (at site of former intersection of M-65 & Loud Dam Rd) approximately ½ mile west of the AuSable River bridge.

Former
Eastern Terminus:

End of roadway at the (1930) AuSable River bridge.

Former Length:

0.500 miles

Map:

Route Map of OLD M-65

Notes:

This short segment of roadway, less than one-half mile in length, was the remnant of the former route of M-65 south and west of the 1930 steel truss bridge which, until late 2004, carried M-65 over the AuSable River at this location adjacent to the Five Channels Dam. A brand new span was built just downstream from the older one, necessitating new approach roadways and a general realignment of M-65 in the area of the crossing. While the 1930 bridge remains as a pedestrian crossing, a portion of the former M-65 route from just west of the bridge westerly to the former intersection of M-65 & Loud Dam Rd remained on the trunkline system as an unsigned state highway until early 2006. From the former Loud Dam Rd intersection southwesterly to the intersection of M-65 and River Rd, the old highway was obliterated. A new connector roadway, named Loud Dam Access Rd, between M-65 relocated and OLD M-65 was built and was also part of the unsigned trunkline route.

History:

2004 (Oct 8–13) – In conjunction with the construction of a new 760-foot long AuSable River bridge in Iosco Co, two miles of realigned M-65 are opened to traffic with a ribbon-cutting ceremony on the 13th. The historic truss bridge (see Weblinks below) remains as for pedestrian and recreational use. The portion of the former route not obliterated or abandoned as a public roadway remains an unsigned state trunkline as OLD M-65. Archived MDOT Press Release.

2006 (Mar 9) – All 0.41 miles of OLD M-65 near the Loud Dam in northern Iosco Co are transferred to local control, as well as 0.09 mile of Loud Dam Access Rd, bringing to an end the 17-month history of this unsigned/old state trunkline highway.

Weblinks:

• M-65/AuSable River Bridge – from MDOT: "This rivetted Parker truss bridge has two main spans of 120 feet each, and an overall length of 320 feet, making it one of the longest of this type in the state."

Western Terminus:

BL I-69 in southeastern Clinton Co, north of Haslett

Eastern Terminus:

M-52 (at cnr N Main St & Lansing Rd) on the north side of Perry

Length:

10.890 miles

Map:

Route Map of OLD I-69

Notes:

This particular unsigned/old trunkline routing runs parallel to the I-69 freeway from BL I-69 northeast of East Lansing northeasterly past Shaftsburg and Perry, ending unceremoniously where Lansing Hwy transitions from a state trunkline into a county road near Morrice. This transition marks the location where the M-78 freeway from Flint and Durand terminated and merged into the Lansing Rd alignment. When the I-69 freeway was constructed from 1989 through 1991, the westbound side of the formerly divided highway was removed and the freeway was built immediately north of old westbound lanes. Except through the Woodbury Rd interchange, all of OLD I-69 runs along the former eastbound lanes of TEMPORARY I-69 and, before that, M-78.

While a the actual roadname of a portion of this unsigned/old state trunkline is, indeed "Old M-78," the internal MDOT designation for the route is OLD I-69, although I-69 itself never traversed the route. Instead the designation from 1973 through 1991 was TEMPORARY I-69.

On February 21, 2007, the 1.09 miles of OLD I-69 from M-52 at Perry northeasterly to the former terminus of this unsigned trunkline at the pre-1992 beginning of the I-69 (formerly M-78) freeway near Morris were transferred from state to Shiawasse County control. The unsigned/old state trunkline OLD I-69 now runs from BL I-69 north of Haslett to M-52 at Perry.

History:

1987 (Nov 23) – With the opening of a new segment of I-69 freeway between US-127 and Peacock Rd in southeastern Clinton Co, the I-69 designation is re-routed around the west and north sides of Lansing before heading easterly along the eight miles of new freeway. Between State and Peacock Rds, traffic from the newly completed freeway segment is shifted back onto the original TEMP I-69 (formerly M-78) lanes. The TEMP I-69 designation via I-96, I-496 and US-127 around the south and east sides of Lansing is removed. At the same time, the remainder of the TEMP I-69 routing from US-127 on the Lansing/East Lansing city limits northeasterly to the new Exit 94 is redesignated as part of a new BL I-69. The former route of TEMP I-69 along Old M-78 from the new BL I-69 northeasterly to the end of this new freeway segment becomes an unsigned state trunkline designated OLD I-69.

1991 – The last 11 miles of freeway under construction northeast of Lansing are opened to traffic. The westbound lanes of the new I-69 freeway from Peacock Rd in southeastern Clinton Co to Morrice near Perry were actually opened in stages beginning in 1989 and 1990, with the entire freeway completed in 1991. The makeup of Lansing Hwy, the former routing of TEMP I-69 (and M-78 before that) is changed with the completion of the freeway. The westbound lanes of the divided highway were removed to make room for the eastbound lanes and right-of-way of the new freeway, so two-way traffic is now maintained on the former eastbound side of TEMP I-69. The portion of Old M-78 and Lansing Hwy formerly designated as TEMP I-69 is now an unsigned trunkline designated "OLD I-69."

2007 (Feb 21) – The 1.09 miles of OLD I-69 from M-52 at Perry northeasterly to the former terminus of this unsigned trunkline at the pre-1992 beginning of the I-69 (formerly M-78) freeway near Morrice are transferred from state to Shiawasse County control.

Southern Terminus:

Cnr Kloha Rd & the former route of M-84/West Side Saginaw Rd in Bay Co's Frankenlust Twp, between Bay City and Saginaw.

Northern Terminus:

Cnr Amelith Rd & the former route of M-84/West Side Saginaw Rd in Bay Co's Frankenlust Twp, between Bay City and Saginaw.

Length:

0.298 miles

Map:

Route Map of OLD M-84

Notes:

M-84 was widened from a two-lane road into a four-lane boulevard from north of Pierce Rd to Delta Rd in Kochville Township in Saginaw Co and in Frankenlust Township in Bay Co. While most of the improvements take place along the existing alignment of the route, the new boulevard "cuts the corner" softening an existing curve along West Side Saginaw Rd between Kloha and Amelith Rds north of the Saginaw Valley State Univ campus. Where the new highway diverges from the old, the old pavement was obliterated, however old M-84 remains in service between Kloha and Amelith as a connecting local roadway retained as an unsigned/old state trunkline route as OLD M-84.

History:

2004-05 – M-84 is widened from a two-lane road into a four-lane boulevard between Saginaw and Bay City. Where the new highway diverges from the old, the old pavement is obliterated, however old M-84 remains in service between Kloha and Amelith as a connecting local roadway retained as an unsigned/old state trunkline route as OLD M-84.

Western Terminus:

US-131 at Exit 36 southwest of Kalamazoo in Oshtemo Township

Eastern Terminus:

Length:

1.643 miles

Map:

Route Map of OLD I-94BL/US-131BR

Notes:

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. To retain "route connectivity," MDOT decided to reroute M-43 along US-131 from Kalamazoo to Plainwell, then southeasterly concurrently with M-89 to Richland where it meets back up with the existing route. Unfortunately, this left several "stub routes" terminating at random locations around the city. MDOT employed three different strategies to deal with this:

• Retaining the existing route designation, which is the case for the northern "stub" of BUS US-131 from US-131 Exit 41 to the northern Kalamazoo city limit. It remains BUS US-131, but is a spur route now instead of being a complete loop route through the city.
• Removing any signed designation and maintaining the route as an unsigned state trunkline, as was the case with the former BL I-94/BUS US-131 segment along Stadium Dr from US-131 at Exit 36 to Rambling Rd, and the former M-43 along W Main St from US-131 at Exit 38 easterly to Douglas St.
• Assigning a new route desigation, as was done to the former segment of M-43 along Gull Rd from Richland southwesterly to Riverview Dr northeast of dowtown Kalamazoo. This portion of highway was designated M-343 by MDOT Southwest Region staffers in early 2019. Also, the stub of what had been BL I-94 east of the city is redesigated as BS I-94 (Business SPUR I-94).

History:

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. For BL I-94, this affects the entire route from Ramblind Rd west of downtown to the intersection of Mills St east of downtown, including the one-way pair of Michigan Ave (eastbound) and Kalamazoo Ave/Michikal St (westbound) through the heart of the city.

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. Thus, in the field, BL I-94 is designated as BS I-94 (Business SPUR I-94) beginning at I-94 at Exit 81 east of the city and terminating at Mills St and the portion from Mills St westerly through downtown to Rambling Rd is now a city street. The portion of what had been designated as BL I-94 and BUS US-131 along Stadium Dr from Rambling Rd westerly to US-131 at Exit 36 becomes an unsigned state trunkline highway as OLD I-94BL/US-131BR.

Western Terminus:

Cnr Grand River Ave & 10 Mile Rd, 2/10 mile west of the M-5 & Grand River Ave interchange in Farmington Hills (west of downtown Farmington)

Eastern Terminus:

M-5 at the eastern end of the M-5 freeway in Farmington Hills (southeast of downtown Farmington)

Length:

4.343 miles

Map:

Route Map of OLD BL I-96

Notes:

One can trace this history of Farmington's OLD I-96BL back to 1933 when the State Highway Department constructed the first bypass of the city via Freedom Rd. This bypass for US-16 traffic was, oddly enough, for eastbound traffic only, while existing US-16 along Grand River through the city remained available for both directions of traffic. In 1957, the present-day M-5 freeway bypass of Farmington was completed and signed as part of US-16 with the former route through the city becoming BUS US-16. Within a few years, the bypass was co-signed as I-96 and in 1961 BUS US-16 though downtown Farmington was redesignated as BL I-96. Then in October 1977 when the final portion of the Jeffries Frwy through Livonia was completed, I-96 was transferred to its present routing and the Farmington bypass was integrated into M-102 and the BL I-96 routing through the city was removed and Grand River between the M-102 (now M-5) junctions became the unsigned trunkline it remains to this day.

History:

1976 – Six miles of I-275 are completed between the future I-96/Jeffries Frwy near Plymoth and the jct of I-96 & I-696 in Farmington Hills. Sources show this stretch of freeway is designated only as I-275 pending completion of the Jeffries Frwy through Redford Twp and Livonia. I-96 is still signed along the "Farmington Cutoff," while BS I-96 is still signed along Grand River from Farmington into downtown Detroit.

1977 – The biggest changes to the route of I-96 in 14 years occur as the Jeffries Frwy is completed from M-39/Southfield Frwy in Detroit, through Redford Twp and Livonia, to I-275 near Plymouth. The I-96 designation is applied to this freeway, then runs northerly concurrently with I-275 to the former route of I-96 in Farmington Hills. The former spur-route of I-96 around Farmington is re-designated as an extension of M-102 (present-day M-5). BL I-96 through downtown Farmington loses is posted route markers, but is retained as an unsigned state trunkline designated OLD I-96BL.

Western Terminus:

I-96/Jeffries Frwy at Exit 185 (jct I-96 & M-5) in northwest Detroit

Eastern Terminus:

Cnr Grand River Ave, Middle St & Cass Ave in downtown Detroit.

Length:

7.08 miles

Map:

Route Map of OLD I-96BS

Notes:

This unsigned/old state trunkline was the route along Grand River Ave in Detroit was formerly the route of M-16 into the city from the northwest until 1927, the route of US-16 from 1927-1962 and then was designated BS I-96 from 1962 until 1977. At that point, the western half of BS I-96 became modern-day M-5 while the remainder from I-96/Jeffries Frwy at Exit 105 southeasterly into downtown Detroit became an unsigned trunkline as OLD I-96BS.

There had been consideration to re-sign this trunkline as a southeasterly continuation of M-5 into downtown Detroit over the years, however as the trunkline had a "dangling end," meaning it does not connect with any other trunkline routes at its eastern end and would likely need such a connection before it route markers were again posted along Grand River here, it didn't happen for some time. While MDOT could've signed Grand Rive Ave as M-5 southeasterly from I-96 at Exit 185 to the I-75/Fisher Frwy frontage streets (a "trunkline connection," if you will) leaving only the last few blocks as an unsigned trunkline until any future jurisdictional transfers can be effected, it chose not to for several years.

In c.2000, MDOT moved to more directly control the regular maintenance on the "surface" state trunklines in the City of Detroit. Regular maintenance on all non-freeway state highways within Detroit had long been contracted to the city, but had begun to decline over the years. When MDOT re-took control of maintenance, a few trunkline designation changes within the city were made as well, some actual and some on paper. Beginning with the 2001 Official Transportation Map, it seemed as if MDOT was indicating that M-5 continued southeasterly along Grand River Ave all the way into downtown Detroit, supplanting the OLD BS I-96 unsigned trunkline designation. However, the state made no attempt at signing this portion of Grand River Ave as M-5 and it was later learned that while the department has a general rule to not mark unsigned state trunklines on its official transportation map, the OLD BS I-96 extension of M-5 was included as a red line (indicating state trunkline status) into downtown Detroit for unknown (possibly political) reasons. Then during April–May 2016, as part of a signing and streetlighting upgrade, MDOT erected M-5 route markers along the entire OLD BS I-96 portion of Grand River Ave from I-96/Jeffires Frwy (Exit 185) southeasterly into downtown Detroit at the cnr of Grand River Ave & Cass Ave, thus signalling the end of unsigned OLD BS I-96 as a hidden trunkline designation.

While the appearance of M-5 route markers along the segment of Grand River Ave in Detroit between I-96 at Exit 195 and Middle St-Cass Ave intersection downtown would logically lead one to believe the former unsigned trunkline designation on that segment of highway—OLD BS I-96—was now an obsolete/cancelled route designation, MDOT's own online Physical Reference/Control Section (PR/CS) mapping application clearly delineates this segment as "unsigned" and with a designation as "OLD I-96" or "OLD I-96BS." This could simply be a mapping/data error, or it may be that the Metro Region of MDOT had M-5 signs erected along this segment without the express direction or knowledge of MDOT Central Office in Lansing or trunkline signage plans may have been developed and approved by one unit within the Department while approvals for route numbering chanages happen in another unit and the change was not properly communicated between the two. For the purposes of this site, M-5 will be considered the route designation for Grand River between I-96 Exit 185 and downtown Detroit, while the "FORMER" tag in this listing for OLD BS I-96 has been removed for now.

Washington Blvd in Detroit has long been a thoroughfare where both directions of travel are separated by a wide, 60–80 foot landscaped median. Until 1959, US-16 (and US-112) began at US-10/Woodward Ave, ran concurrently to Washington Blvd where US-16 turned northeasterly for two blocks along Washington Blvd before turning northwesterly via Grand River to head out of the city. In 1959, wbd US-16 was rerouted to continue northerly along Washington Blvd for an aditional block to Clifford St, then northwesterly along Clifford St three blocks, southwesterly for a block via Middle St back to Grand River, with Grand River Ave between Middle St and Washington Blvd converted to one-way for ebd US-16 traffic. When US-16 was decommissioned in 1962, BS I-96, its replacement along Grand River Ave in Detroit, continued to follow the US-16 routing, including the one-way split between Grand River and Washington Blvd-Clifford-Middle (although BS I-96 began at US-12/Michigan Ave instead of at Woodward as US-16 had). Once the portion of BS I-96 in downtown Detroit became an unsigned trunkline route in 1977, Washington Blvd underwent a major change. The northbound lanes of Washington Blvd were removed during 1978–79 and turned into a pedestrian mall complete with concrete planters, a continuous "linear metal truss sculptural element," a tourist trolley line, and an amphitheater. Sbd Washington Blvd was converted to two-way traffic, still as an unsigned state trunkline route (OLD I-96BS), although the northbound lanes were not cancelled as a state trunkline route and remained on the books, officially. In September 1992 the obliterated northbound lanes of Washington Blvd as well as the 52-foot segments of Grand River Ave and Clifford St between the former northbound and southbound lanes (essentially in the median of the formerly-divided Washington Blvd prior to 1979) are officially cancelled as part of the OLD BS I-96 unsigned trunkline route and the short Grand River and Clifford segments are turned back to city control. The pedestrian mall lasted 25 years, but when the City of Detroit decided to restore Washington Blvd to the divided configuration with the 60–80 foot landscaped median it had possessed since the 1800s until 1979, the City and MDOT agreed in April 2004 to transfer the portion of OLD BS I-96 consisting of Grand River between Middle St and Washington Blvd, Washington Blvd from US-12/Michigan Ave to Clifford St, Clifford from Washington Blvd to Middle St and Middle St from Clifford to Grand River—basically all of the route southeast of Cass Ave/Middle St. The northbopund lanes of Washington Blvd were restored and the Washington Blvd project was completed by 2005.

History:

1962 – The final 59 miles of I-96 freeway from the Eagle/Grand Ledge area past Lansing and Howell to Brighton are completed and opened to traffic. As of this time, all of US-16 in the state of Michigan is "decommissioned" and all US-16 route markers are taken down, ending a 36-year run for that route designation in the state. However, since I-96 has not been completed into the City of Detroit, the portion of Grand River Ave from the end of the freeway southeast of downtown Farmington into downtown Detroit is designated as BS I-96 ("Business Spur I-96").

1977 – The Jeffries Frwy is completed from M-39/Southfield Frwy in Detroit, through Redford Twp and Livonia, to I-275 near Plymouth. The I-96 designation is applied to this freeway, then runs northerly concurrently with I-275 to the former route of I-96 in Farmington Hills. The former spur-route of I-96 around Farmington is re-designated as an extension of M-102 (present-day M-5). BS I-96 from the former end of I-96 to M-102/Eight Mile Rd becomes part of the extension of M-102 (now part of M-5), while the portion of BS I-96 from Eight Mile Rd to I-96 at Exit 185 is designated as M-5. From the southeastern end of M-5, BS I-96/Grand River Ave is retained as an unsigned state trunkline as OLD BS I-96.

c,

2004 (Apr 1) – The easternmost 5–7 blocks of OLD BS I-96 in downtown Detroit (5 blks ebd, 7 blks wbd, due to one-way street configuration) are cancelled as a state trunkline route and transferred to city control, likely in preparation for the City of Detroit to restore Washington Blvd to its pre-1978 configuration as a true boulevard with separate north- and southbound lanes. Transferred are Grand River Ave (Middle St to Washington Blvd), Washington Blvd (Michigan Ave to Clifford St), Clifford St (Middle St to Washington Blvd), and Middle St (Grand River Ave to Clifford St). The eastern (southeastern) terminus of the unsigned trunkline OLD BS I-96 is now at the intersection of Grand River Ave, Middle St and Cass Ave.

Weblinks:

• 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.

• M-5 route listing

• Former BS I-96 (Detroit) route listing

Southern Terminus:

Cnr M-99/Carleton Rd & Beck Rd (near Industrial Dr) in northern Hillsdale

Northern Terminus:

Cnr M-99/Carleton Rd just southeast of the M-99 & Moore Rd intersection in Hillsdale

Length:

0.681 miles

Map:

Route Map of OLD M-99 (South Portion)

Notes:

This segment of unsigned/old state trunkline is one of a pair of OLD M-99 routings between Hillsdale and Jonesville resulting from the improvement of M-99 between those communities in the mid-1970s. This section is the southern of the two portions of OLD M-99, the other lying approximately 1/2 mile north of this one on the opposite side of the highway.

History:

1975 (Mar 6) – M-99 between Hillsdale and Jonesville is completely reconstructed, largely on a new, modern alignment with less sharp turns and a new sweeping curve on the south side of Jonesville. Two segments of the former alignment to surive—e.g. that were not obliterated by the new highway—remain as unsigned/old state trunklines, both officially designated internally as OLD M-99. The segments include Beck Rd on the north side of Hillsdale, looping west of the new highway, and Beck Rd/St from south of Jonesville northerly into the village, to the east of the new highway.

Southern Terminus:

Cnr M-99/Carleton Rd & Beck Rd southeast of the M-99 & Lake Wilson Rd intersection between Hillsdale and Jonesville

Northern Terminus:

Cnr M-99/Olds St & Beck St in Jonesville

Length:

1.430 miles

Map:

Route Map of OLD M-99 (North Portion)

Notes:

This segment of unsigned/old state trunkline is one of a pair of OLD M-99 routings between Hillsdale and Jonesville resulting from the improvement of M-99 between those communities in the mid-1970s. This section is the northern of the two portions of OLD M-99, the other lying approximately ½ mile south of this one on the opposite side of the highway.

History:

1975 (Mar 6) – M-99 between Hillsdale and Jonesville is completely reconstructed, largely on a new, modern alignment with less sharp turns and a new sweeping curve on the south side of Jonesville. Two segments of the former alignment to surive—e.g. that were not obliterated by the new highway—remain as unsigned/old state trunklines, both officially designated internally as OLD M-99. The segments include Beck Rd on the north side of Hillsdale, looping west of the new highway, and Beck Rd/St from south of Jonesville northerly into the village, to the east of the new highway.

Southern Terminus:

BL I-94/BUS US-127/M-50 at the cnr of Francis (formerly Cooper) St & Louis Glic Hwy in downtown Jackson

Northern Terminus:

M-106 at cnr Cooper St & Francis St north of downtown Jackson

Length:

0.551 miles

Map:

Route Map of OLD M-106

Notes:

In 2004, both streets comprising the former one-way pair couplet of M-106 on the north side of downtown Jackson were converted to two-way traffic. The former northbound side along Cooper (formerly Milwaukee) St from Michigan Ave to Francis (formerly Cooper) St retained the M-106 designation while the former southbound side along Francis (formerly Cooper) St from Cooper (formerly Milwaukee) southerly to Glick Hwy became an unsigned trunkline route. (See note below, however, for additional explanation of "unsigned" status.) This action essentially reverses the splitting of M-106 into a one-way pair in Jackson in 1967.

While the former sbd M-106 along Francis (formerly Cooper) St in Jackson is supposed to be an unsigned state trunkline—a likely turnback candidate—either a signing contractor of MDOT themselves made a mistake when all new "OLD M-106" route marker assemblies were posted along this "unsigned" trunkline in 2004. An MDOT source states the local MDOT office has been notified and the errant signs may be removed at some point.

History:

2004 – Both streets comprising the former one-way pair couplet of M-106 on the north side of downtown Jackson are converted to two-way traffic. The former northbound side along Cooper (formerly Milwaukee) St from Michigan Ave to Francis (formerly Cooper) St retains the M-106 designation while the former southbound side along Francis (formerly Cooper) St from Cooper (formerly Milwaukee) southerly to Glick Hwy becomes an unsigned trunkline route.

Southern Terminus:

M-50/Brooklyn Rd, 0.24 mile east of US-127 southeast of Jackson

Northern Terminus:

Cul-de-sac at the north end of the roadway, 4/10th mile north of M-50/Brooklyn Rd

Length:

0.426 miles

Map:

Route Map of OLD US-127 (Jackson)

Notes:

This unsigned/old trunkline was formerly a combination access road and on-ramp leading from M-50 southeast of Jackson to nbd US-127 and dates from the freeway's completion in 1959. For approximately 45 years, this ramp/frontage road remained unchanged until MDOT reconfigured the M-50/BUS US-127 interchange off US-127, severing the connection serving as the freeway on-ramp. This short dead-end roadway is a prime candidate for transferring back to local control.

History:

2004 – With the reconfiguring of the US-127 & M-50/BUS US-127 interchange southeast of Jackson, the former nbd US-127 on-ramp and frontage road leading northerly from M-50/Brooklyn Rd immediately east of the railroad line is truncated and now ends at a cul-de-sac.

So. Term. (Homer):

Cnr Kalamazoo St & Homer St between Lansing and East Lansing at end of US-127 nbd off-ramp

No. Term. (Homer):

Cnr M-43 wbd/BL I-69 wbd/Grand River Ave & Homer St between Lansing and East Lansing at beginning of US-127 nbd on-ramp

So. Term. (Howard):

Cnr Kalamazoo St & Howard St between Lansing and East Lansing at beginning of US-127 sbd & I-496 on-ramp

Map:

Route Map of OLD US-127 (Ingham)

Notes:

This unsigned/old state trunkline routing actually consists of a one-way pair of streets which truly run parallel to each other, one block apart, and never actually meet. Homer St, the northbound roadway, is the frontage road to the US-127 freeway running along the Lansing/East Lansing municipal boundary and runs from Kalamazoo Ave on the south to M-43/BL I-69/Grand River Ave on the north. On the west side of the freeway, Howard St runs southbound as a mirror image, from Grand River on the north to Kalamazoo on the south. Both streets became state trunklines while the State Highway Department planned and built the present-day US-127 freeway during the late 1960s. Once the mainline designation had been transferred up onto the freeway upon completion, Homer & Howard remained on the trunkline system, albeit unsigned, to the present.

History:

1966 (Nov 18) – The new US-127 freeway from Cedar St at Mason to jct I-96 & I-496 is established and opened to traffic. The US-127 designation travels northerly from Mason via the new freeway to I-96, then continues northerly via I-496/M-78 into Lansing/East Lansing, where the freeway ends and US-127 utilizes the one-way pair of Homer & Howard Sts northerly to M-43/BUS M-78 at Grand River Ave–Saginaw St. There, US-127 turns westerly via M-43/BUS M-78/Grand River Ave-Saginaw St to a terminus at US-27 at Cedar–Larch Sts.

1968 (Oct 22) – The US-127 freeway from the on- and off-ramps at Kalamazoo St on the Lansing/East Lansing border northerly into Clinton Co and to US-27 at present-day I-69 Exit 87 is officially established as a state trunkline, although the freeway is not yet complete at this time. Homer & Howard Sts remain the signed route for US-127/M-78.

1969 – A short segment of the US-127/M-78 freeway on the Lansing/East Lansing line from south of Kalamazoo St to Grand River-Saginaw is completed. Homer & Howard Sts, now the frontage streets running parallel to this segment of the freeway and the former route of US-127/M-78 since late 1966, are both retained as unsigned/old state trunkline routes, both designated OLD US-127.

NORTH SEGMENT:

Southern Terminus:

Jct BUS US-131 at the cnr of Northland Dr & 3 Mile Rd between Big Rapids and Paris

Northern Terminus:

Cnr Northland Dr-Mackinac Trail & Meceola Rd on the Mecosta/Osceola Co line between Paris and Reed City

Map:

Route Map of OLD US-131 (Mecosta)

Notes:

This particular segment of unsigned/old state trunkline is simply an example of where a highway was relocated onto a new, parallel freeway alignment but the former route has yet to be turned back to local control. The present-day US-131 freeway through Mecosta Co was completed in segments during the early 1980s and as each segment was completed, the former route of US-131 along Northland Dr outside of the city limits of Big Rapids was not turned back to local control and, to this day, remains an unsigned trunkline designated OLD US-131.

Initially, as far as this website is concerned, this segment of OLD US-131 only encompassed the portion of OLD US-131 running along Northland Dr in Mecosta Co south of Big Rapids (including Cass St in Morley and State St in Stanwood), while the segment of OLD US-131 north of BUS US-131 at Big Rapids to Reed City in Osceola Co was given its own listing as "OLD US-131 (Mecosta–Osceola)". However, in mid-2009—23 years after it had been superseded by the US-131 freeway to the west—MDOT was able to effect a jurisdictional transfer of the Mackinac Trail segment of OLD US-131 in Osceola Co south of Reed City. This the "Mecosta–Osceola" segment was now just the northern Mecosta segment. As such, the two segments of OLD US-131 in Mecosta Co were united into one Unsigned Trunkline listing here, while the former "Mecosta–Osceola" segment was converted to a "FORMER" listing as just "OLD US-131 (Osceola)".

History:

1980 (Oct 21) – A northerly extension to the route of the US-131 freeway from M-46/Edgar Rd northerly to 19 Mile Rd northwest of Big Rapids is officially assumed into the state trunkline system on this date, although the freeway is only complete and open to 8 Mile Rd at Stanwood. US-131 traffic utilizes 8 Mile Rd between the new freeway at Exit 131 to Northland Dr and 8 Mile is temporarily established as a state trunkline. The former route of US-131 via Federal Rd (Montcalm Co) & Northland Dr (Mecosta Co) remains an unsigned state trunkline designated OLD US-131.

1983 (Dec 9) – An additional 11 miles of US-131 freeway is completed and opens to traffic in Mecosta Co from B-88/8 Mile Rd (present-day M-20) at Stanwood northerly to 19 Mile Rd northwest of Big Rapids. The former route via 8 Mile Rd from the freeway at Exit 131 to Northland Dr at Stanwood is turned back to local control, while the portion via Northland Dr from Stanwood to the southern jct of M-20 at Big Rapids remains an unsigned state trunkline as OLD US-131.
     Site visitor John McDowell wrote in to say that only the southbound bridge over the Muskegon River is complete when the freeway opens—northbound traffic is forced off at 8 Mile Rd easterly to the former route of US-131 via Northland Dr, northerly via Northland to 11 Mile Rd, and westerly back to the new freeway where a temporary ramp provides access to the northbound lanes. Thus, Northland Dr between 8 Mile and 11 Mile Rds actually remains posted as US-131 (nbd only) for another year.

1984 – As noted above, the northbound Muskegon River bridge was not yet complete in time for the opening of the US-131 freeway between Stanwood and Big Rapids. It is completed and opened to traffic this year allowing northbound traffic to continue straight through at the 8 Mile Rd interchange. The temporary ramp at 11 Mile Rd is removed and Northland Dr becomes a completely unsigned/old trunkline routing as OLD US-131.

2009 (June 17) – The segment of OLD US-131 along Mackinac Trail in Osceola Co from the southern Reed City city limit southerly to Meceola Rd on the Mecosta/Osceola Co line is transferred to County jurisdiction. This former trunkline was superceeded by the US-131 freeway when that route was completed past Reed City in 1986. The portion of OLD US-131 from the Osceola/Mecosta Co line southerly toward Big Rapids remains as a unsigned trunkline.

Former
Southern Terminus:

Cnr Northland Dr-Mackinac Trail & Meceola Rd on the Mecosta/Osceola Co line between Paris and Reed City

Former
Northern Terminus:

Former Length:

3.008 miles

Map:

Route Map of FORMER OLD US-131 (Osceola)

Notes:

This particular segment of unsigned/old state trunkline is another example of where a highway was relocated onto a new, parallel freeway alignment but the former route has yet to be turned back to local control. The present-day US-131 freeway through northern Mecosta and southern Osceola Cos was completed in the late 1980s and the former route of US-131 along Northland Dr and Mackinaw Trail between Big Rapids and Reed City was not turned back to local control and, to this day, much of it remains an unsigned trunkline designated OLD US-131.

Initially, as far as this website is concerned, this segment of OLD US-131 represented the portion of the unsigned trunkline route from BUS US-131 at 19 Mile Rd north of Big Rapids notherly along Northland Dr through Paris and into Osceola Co, continuing northerly into Reed City along Mackinac Trail and shown here as "OLD US-131 (Mecosta–Osceola). The portion of OLD US-131 running along Northland Dr in Mecosta Co south of Big Rapids (including Cass St in Morley and State St in Stanwood) was given its own listing here as "OLD US-131 (Mecosta)". However, in mid-2009—23 years after it had been superseded by the US-131 freeway to the west—MDOT was able to effect a jurisdictional transfer of the Mackinac Trail segment of OLD US-131 in Osceola Co south of Reed City. This the "Mecosta–Osceola" segment was now just the northern Mecosta segment. As such, the two segments of OLD US-131 in Mecosta Co were united into one Unsigned Trunkline listing for "Mecosta", while the former "Mecosta–Osceola" segment was converted to a "FORMER" listing as just "OLD US-131 (Osceola)".

While one might hope it was an easy task, unfortunately figuring out what the official name of a roadway in some parts of Michigan can be downright frustrating or even impossible, for a wide variety of reasons. (Although, it doesn't need to be... it is.) The portion of Former OLD US-131 in Osceola Co is a great example. For decades, all of US-131 in Oseola Co outside of incorporated cities and villages was named "Mackinac Trail" (or "Mackinaw Trail"—see what I mean?). But when the new US-131 freeway came along in the 1980s and carved Mackinac/Mackinaw Trail into disconnected segments as well as Osceola Co only had jursdiction over portions of the old highway (the rest remained an unsigned state trunkline route for 23 years south of Reed City), the official name of this roadway became... "fuzzy." Add into the mix the online mapping systems which debuted in the first decade of the 2000s which constantly get this information wrong (Google Maps is notorious for this) and things get even "fuzzier." At present, the name for the Osceola Co portion of (former) OLD US-131 may be:

• Mackinac Trail – the name the roadway between the Mecosta Co line and the south Reed City village limit is currently certified as by the Osceola Co Road Commission with the State of Michigan, although there are many instances statewide where the officially certified road name is NOT what is used by local residents or even on street name signs.
• Mackinaw Trail – its historic name, which seems to have morphed over time to the "correct" French spelling instead of the British one.
• Old US-131 – as of last check, there is only one intersecting street name sign for this roadway between Meceola Rd and the Reed City city limit and at 3 Mile Rd and it reads "OLD US-131," although this may be a Reed City-installed sign, so that muddies things up a bit. Also one generally-dependable commercial road map labels this segment also as "Old US-131," but, again, they may have just chosen the one that sounds the best when making their map.
• Old US Hwy 131 – is what Google Maps decided to call it, although there's a 100% chance this is incorrect. If the Average Jane & Joe really knew how often Google Maps was just Flat. Out. Incorrect., they'd be astonished, to be honest...

History:

1986 – Eighteen miles of new US-131 freeway are completed from B-96/19 Mile Rd northwest of Big Rapids past Reed City to the southern end of the freeway southwest of Le Roy, thus completing the US-131 freeway from north of Schoolcraft to just south of Cadillac. The former route from the 19 Mile Rd interchange easterly via 19 Mile to Northland Dr becomes a northerly extension of the BUS US-131 route at Big Rapids, while Northland Dr (Mecosta Co) & Mackinaw Tr (Osceola Co) between 19 Mile Rd and BUS US-10/Church St in Reed City becomes an unsigned state trunkline. The portion of US-131/BUS US-10 through Reed City retains the BUS US-10 designation, while the portions which remain accessible between Reed City and Ashton are turned back to local control.

2005 (Feb 1) – The segment of OLD US-131 along S Chestnut St from the southern Reed City city limit northerly to BUS US-10/Church St is turned back to city control. This former trunkline was superceeded by the US-131 freeway when that route was completed past Reed City in 1986. At this time, though, the portion of OLD US-131 from the southern Reed City city limit into Mecosta Co toward Big Rapids remains as a unsigned trunkline.

2009 (June 17) – The segment of OLD US-131 along Mackinac Trail from the southern Reed City city limit southerly to Meceola Rd on the Mecosta/Osceola Co line is turned back to County jurisdiction. This former trunkline was superceeded by the US-131 freeway when that route was completed past Reed City in 1986. The portion of OLD US-131 from the Osceola/Mecosta Co line southerly toward Big Rapids remains as a unsigned trunkline.

Southern Terminus:

S Michigan Ave/Mackinae Trail at the Manton south city limit

Northern Terminus:

Jct M-42 & BUS US-131 at the cnr of Michigan Ave & 7th St on the south side of Manton

Length:

0.256 miles

Map:

Route Map of OLD US-131 (Wexford)

Notes:

This particular segment of unsigned/old state trunkline was another example of where a highway was relocated onto a new, parallel freeway alignment but the former route had yet to be turned back to local control. The present-day US-131 freeway through eastern Wexford Co was completed in 2003 and the former route of US-131 along Mackinaw Trail between Cadillac and Manton was not turned back to local control and it remainsed an unsigned trunkline designated OLD US-131.

This vast majority of this unsigned, former trunkline route was transferred to county control in the summer of 2018, leaving just a 0.256 mile stub on the south side of the City of Manton.

History:

2003 (Sept 19, 10am) – The so-called US-131 "Manton bypass" is opened to traffic from the north end of the freeway north of Cadillac to north of Manton, just south of the Manistee River bridge in northeastern Wexford Co. The former route of US-131 from the former end of the freeway northerly to the south jct of M-42 at Manton becomes an unsigned state trunkline highway as OLD US-131, while the formerly concurrent US-131/M-42 becomes M-42/BUS US-131 with the BUS US-131 designation continuing northerly out of Manton via the old route to the northern end of the freeway north of Manton.

2005 (Autumn) – More than two years after the US-131 freeway opened to traffic, the US-131 route markers along OLD US-131 between Cadillac and Manton are finally removed, clearing up an annoying source of confusion for motorists unfamiliar with the area. The US-131 freeway is now the only route signed as US-131 and OLD US-131 is truly an unsigned state trunkline.

2015 (Aug 5) – The 2.875-mile segment of OLD US-131 along Mackinaw Trail between BUS US-131 at the cnr of Boon Rd (34 Rd) & Mitchell St just north of Cadillac to 0.35 mile south of the US-131 overpass in northern Haring Twp is turned back to county control. This is the segment south of the northern end of the US-131 "Cadillac Bypass" segment—where the US-131 freeway temporarily terminated and merged back into the old US-131 route from October 2001 to September 2003. The remaining 5.773-mile portion of OLD US-131 in Wexford Co is the is part byapssed by the US-131 "Manton Bypass" in September 2003.

2018 (June 21) – Nearly fifteen years after being bypassed by the "Manton Bypass" segment of the US-131 freeway between Cadillac and Manton, the 5.517-mile long portion of the former route of US-131 along Mackinaw Trail from south of the US-131 overpass in northern Haring Twp to the Manton south city limit, which had been maintained by MDOT as OLD US-131, an unsigned state trunkline highway, is finally turned back to county control. The Cadillac News chose to identify the occurence as a renaming of the roadway—from "Old 131" to "Mackinaw Trail"—althought the name of the road had always been Mackinaw Trail. It was simply that while it was an unsigned state trunkline route, MDOT referred to it by the route designation of OLD US-131. (Often, MDOT doesn't really grasp what the local roadname is of a state trunkline... or doesn't really care. There have been countless ocurrences of the department using the wrong name or simply ignoring the given name of a trunkline highway over the years. It's not just MDOT, though. Many average citizens don't understand the difference between a route designation and a road name for the same piece of roadway.) In any event, the transfer marked the end to 89 years of continual state ownership of this segment of roadway, which was constructed by the State Highway Dept in 1929 and paved in 1930. (The segment of OLD US-131 along S Michigan Ave between the south city limit of Manton and jct M-42 & BUS US-131 at the cnr of Michigan Ave & 7th St is not part of this transfer is remains an unsigned state trunkline route.)

Former
Western Terminus:

Cnr Weston St & Ionia Ave in downtown Grand Rapids

Former
Eastern Terminus:

Cnr Weston St & Former BUS US-131/S Division Ave in downtown Grand Rapids

Former Length:

0.121 miles / 638.8 feet / 2 blocks

Map:

Route Map of OLD US-131BR (Grand Rapids)

Notes:

This unsigned/old state trunkline route is a rather peculiar one with an interesting history. Simply put, the two blocks of Weston St in downtown Grand Rapids which make up this particular unsigned trunkline are a segment of the former southbound side of BUS US-131. In 1962, an on-ramp to the new US-131 freeway through Grand Rapids was constructed leading away from the western end of Weston St at Ionia Ave. Sbd BUS US-131 traffic along Division Ave turned westerly onto Weston for two blocks which then dumped them directly onto the freeway entrance for sbd US-131. Similarly, the nbd off-ramp dumped traffic onto Oakes St, one block south of Weston, which ran easterly for two blocks to Division Ave. However, due to the construction of the Van Andel Arena in the mid-1990s, the ramp connection from Weston to sbd US-131 was severed and sbd BUS US-131 itself was interrupted and became a discontinuous route for several years. Then in conjunction with the "S-Curve 2000" project on US-131, new ramps from the freeway were constructed intersecting with Oakes St, which became two-way and now served both directions of BUS US-131 in downtown Grand Rapids. Weston St remains as a vestige of the former configuration and is a turnback candidate.

History:

1995–96 – To accommodate the construction of the Van Andel Arena in downtown Grand Rapids, Weston Ave (sbd BUS US-131) from Ionia Ave westerly for approximately 1/2 block and southerly for one block is vacated, while the northbound BUS US-131 ramp "plugging into" Oakes St at Ionia Ave remains untouched. The southbound on-ramp to US-131 is tied into eastbound Oakes St just east of Ottawa Ave, however Oakes St itself is not "reconnected" to form a through street. Since southbound BUS US-131 traffic travelling westerly via Weston St at Ionia Ave has no way to access the southbound US-131 on-ramp (without travelling northerly via Ionia, westerly via Fulton St, southerly via Ottawa Ave and easterly via the new Oakes St connection), the route in that direction is effectively broken. The Van Andel Arena officially opens on October 10, 1996, but sbd BUS US-131 would remain discontinuous for more than three more years.

1999 (Dec 17) – Construction, which began in May, to demolish the previous 'elevated' ramp from nbd US-131 to nbd BUS US-131 at the cnr of Oakes St & Ionia Ave and replace it with a new 'surface level' off-ramp, is completed and the ramp opened on this day. The new BUS US-131 ramp passes under the Wealthy St overpass and hugs the freeway before passing through an intersection with a newly-reconnected Cherry St then proceeding northerly for another block to a new "T"-intersection at Oakes St behind the Van Andel Arena. Oakes St is restored not only as a two-way street, but also as a through street between Ottawa Ave and Ionia Ave. Both directions of BUS US-131 now use Oakes St between the end of the new freeway ramps and Division Ave and Division between Oakes and Weston Sts. Weston St from Division Ave westerly two blocks to Ionia Ave (the former sbd BUS US-131) remains as an unsigned state trunkline designated as OLD US-131BR, but now posted for two-way traffic.

2017 (Aug 22) – To accommodate a two-block redevelopment on the south side of downtown Grand Rapids, the closing and vacating the segment of BUS US-131 between Cherry St and Oakes St south of the Van Andel Arena is required. MDOT comes to an agreement with the City of Grand Rapids to transfer several signed and unsigned state trunklines within the city, including the entirety of BUS US-131. From Cherry St to Oakes St, existing BUS US-131 is turned over to the City, which allows the City to sell the right-of-way to accommodate the new development. (The City will construct a one-block southerly extension of Ottawa Ave to the west to take the place of the former BUS US-131 between Cherry and Oakes.) The other segments of BUS US-131 turned back to city control are:

• Oakes St from BUS US-131 easterly to S Division Ave
• Division Ave from Oakes St northerly to Taylor Ave & Plainfield Ave
• Plainfield Ave from Taylor & Division northeasterly to Leonard St
• Leonard St from Plainfield Ave westerly to Turner Ave at the US-131 interchange (Exit 87)
• Turner Ave (US-131 service drive) between the sbd US-131 off- and on-ramps at Exit 87
• Scribner Ave (US-131 service drive) between the nbd US-131 off- and on-ramps at Exit 87
• The two blocks of Weston St between Ionia & Division Aves formerly part of sbd BUS US-131 until the mid-1990s (and unsigned since that time)
• The Michigan St bridge over N Division Ave

Former
Western Terminus:

Jct M-153 at the cnr of Ford Rd, McGraw St & Wyoming Ave on the Detroit/Dearborn city limit

Former
Eastern Terminus:

Jct US-12 at the cnr of Weir St & Michigan Ave, two blocks east of Wyoming Ave in Detroit

Former Length:

0.206 miles

Map:

Route Map of OLD M-153

Notes:

Prior to the construction of the Edsel Ford Expwy in the 1950s, the routing for the eastern end of M-153 consisted of Ford Rd to Wyoming Ave, then McGraw St from Wyoming to Western Ave and Western southerly to its terminus at US-112/Michigan Ave (now US-12) in western Detroit near the Dearborn city limit. When the Edsel Ford Frwy was constructed in the 1950s, the Weir St connector was constructed and Western Ave was severed by the freeway. Also at this time, it is assumed the portion of Wyoming Ave between M-153/Ford Rd–McGraw St and US-112/Michigan Ave was likely transferred to the state as another connection between these trunklines and the new freeway. At present, it's unclear when MDOT began considering the Ford Rd-to-Wyoming Ave routing to be the mainline M-153 route, however. The two blocks of McGraw St from Wyoming Ave to Weir St and the two blocks of Weir from McGraw to US-12/Michigan Ave is now designated OLD M-153.

History:

Pending further research.

c.2015–17 – The entirety of unsigned OLD M-153 is turned back to local control and is no longer a state trunkline highway.

Western Terminus:

End of state trunkline along North Channel Rd, approximately 0.47 miles west of the Ferry Dock Rd "Y" on Harsens Island

Eastern Terminus:

Jct M-154 at cnr North Channel Rd & Ferry Dock Rd at the "Y" intersection leading to the Champion Auto Ferry dock on Harsens Island

Length:

0.471 miles

Map:

Route Map of OLD M-154

Notes:

If you attempt to locate OLD M-154 in the field (which, in this case, is on an island), you will not find it. Why? Because it is still signed as part of M-154! An MDOT source notes that around the year 2000, the department decided to truncate the actual route of M-154 to Ferry Dock Rd near its intersection with North Channel Rd at the "Y" intersection on the north end of Harsens Island. The remainder of what is signed as M-154 along North Channel Dr from the "Y" at Ferry Dock Rd westerly approximately ½ mile was then designated OLD M-154 and earmarked for a future jurisdictional transfer back to local control. It was also noted, though, that no corresponding changes have been made to the signage along the route, so OLD M-154 remains signed as if it was still part of M-154.

History:

c.2000 – As noted in the Notes section above, MDOT officially truncates M-154 to Ferry Dock Rd & North Channel Dr, with the portion of North Channel west of the Ferry Dock "Y" intersection being designated as a turnback candidate, OLD M-154. No signage changes are made, however, and all of the new OLD M-154 route remains signed as M-154.

Southern Terminus:

Site of former Hillcrest Center (Howell State Hospital) southwest of Howell

Northern Terminus:

BL I-96/Grand River Ave at cnr of Michigan Ave in downtown Howell

Length:

3.420 miles

Map:

Route Map of OLD M-155

Notes:

The Michigan State Sanatorium was established at the top of a high point southwest of Howell for the treatment of tuberculosis in 1907 and served in that capacity until 1961. Beginning in 1955, the facility also began to serve patients with mental difficulties and in 1961, the Sanatorium was transformed into the Howell State Hospital when the last tuberculosis patients were discharged. It remained a mental health facility through a renaming to "Hillcrest Center" in 1978 until it was closed in 1982. After being left open to the elements and vandals for several years, the buildings were razed in the late-1980s and much of the former grounds are being redeveloped as an exclusive and expensive housing development.

To serve the Sanatorium (and later the State Hospital), a trunkline spur from Howell was established in 1931 and remained in service even after Hillcrest Center was closed in 1982. For several years, the highway ran to the shuttered complex at the top of the hill southwest of Howell and, after the buildings were demolished, the trunkline effectively served a large, open field until the route markers were removed in 1987.

History:

1931 (Aug 31) – A new spur trunkline route connecting US-16 (present-day BL I-96) in downtown Howell with the Howell State Hospital (or Michigan Tuberculosis Sanatorium) southwest of the city is officially established as a state trunkline route, running via Michigan Ave southerly to Mason Rd, westerly via Mason to Norton Rd, southwesterly along Norton to County Farm where it turns southerly briefly via County Farm to the access road leading up the hill to the hospital grounds (present-day High Hillcrest Dr).

1987 – All M-155 route markers are removed from the route of M-155, although the highway remains an unsigned/old state trunkline routing as OLD M-155.

Southern Terminus:

Michigan/Ohio state line southeast of Ottawa Lake

Northern Terminus:

Cnr US-223 & Old US-223, 0.35 mile east of the Lenawee/Monroe Co line north of Ottawa Lake

Length:

5.740 miles

Map:

Route Map of OLD US-223

Notes:

As noted in the History section below, the mainline route of US-223 followed what is now OLD US-223 until 1977 when US-223 was transferred to the US-23 freeway alignment to the east. The former route has not been transferred to local control and remains an unsigned/old state trunkline to this day.

History:

1977 (Nov 17) – The route of US-223 is altered in southwestern Monroe Co with the US-223 designation relocated onto the route of M-151, which is "decommissioned," easterly to US-23 at Exit 5, then southerly with US-23 into Ohio near Sylvania. The former route of US-223 is retained as an unsigned state trunkline designated OLD US-223.

Western Terminus:

Western end of the E Michigan Ave bridge spanning the Kalamazoo River in downtown Kalamazoo

Eastern Terminus:

Eastern end of the E Michigan Ave bridge spanning the Kalamazoo River in downtown Kalamazoo

Length:

~245 feet (0.046 miles)

Map:

Route Map of E Michigan Ave bridge

Notes:

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. To retain "route connectivity," MDOT decided to reroute M-43 along US-131 from Kalamazoo to Plainwell, then southeasterly concurrently with M-89 to Richland where it meets back up with the existing route. Unfortunately, this left several "stub routes" terminating at random locations around the city. MDOT employed three different strategies to deal with this:

• Retaining the existing route designation, which is the case for the northern "stub" of BUS US-131 from US-131 Exit 41 to the northern Kalamazoo city limit. It remains BUS US-131, but is a spur route now instead of being a complete loop route through the city.
• Removing any signed designation and maintaining the route as an unsigned state trunkline, as was the case with the former BL I-94 segment along King Hwy from M-96 to Mills St, the former BL I-94/BUS US-131 segment along Stadium Dr from US-131 at Exit 36 to Rambling Rd, and the former M-43 along W Main St from US-131 at Exit 38 easterly to Douglas St.
• Assigning a new route desigation, as was done to the former segment of M-43 along Gull Rd from Richland southwesterly to Riverview Dr northeast of dowtown Kalamazoo. This portion of highway was designated M-343 by MDOT Southwest Region staffers in early 2019. Also, the stub of what had been BL I-94 east of the city is redesigated as BS I-94 (Business SPUR I-94).

History:

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. For M-43, this affects the entire route from Douglas St west of downtown to the intersection of Riverview Dr & Gull Rd/Gull St northeast of downtown, including the one-way pair of Michigan Ave (eastbound) and Kalamazoo Ave/Douglas St (westbound) through the heart of the city, with the exception of the bridge spanning the Kalamazoo River.

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. Thus, in the field, M-43 becomes a two-segment, disconnected route with route markers trailing off northeast of downtown Kalamazoo and picking back up at the western edge of the city at US-131. At this point, the Kalamazoo River bridge on E Michigan Ave in downtown Kalamazoo becomes an unsigned state trunkline highway as E MICHIGAN AVE.

Southern Terminus:

Along Sprinkle Rd in southeastern Kalamazoo, approx 0.18 mile (950 feet) south of the eastbound lanes of I-94 at Exit 80

Northern Terminus:

Along Sprinkle Rd in southeastern Kalamazoo, approx 0.26 mile (1,370 feet) north of the eastbound lanes of I-94 at Exit 80

Length:

~2,325 feet (0.440 miles)

Map:

Route Map of Sprinkle Rd

Notes:

In 2015, MDOT completely reconstructed the Sprinkle Rd interchange on I-94 on the eastern city limit of Kalamazoo for the second time in the existence of the interchange. When the original US-12 "Kalamazoo South Belt" freeway opened to traffic on December 28, 1956, a simple diamond interchange is included at Sprinkle Rd, but with an added twist. Since the new interchange was constructed atop the intersection of Sprinkle Rd and Cork St, Cork St actually intersects both on-ramps to the new freeway. While this was a somewhat standard interchange design in the 1950s, by 1964 the limitations of roads intersecting freeway on-ramps was proven to be both substandard and somewhat hazardous, complicated further by the annoucement of the construction of a 2-million sq ft General Motors Fisher Division stamping plant to be built on the southeast quadrant of the interchange. At the same time, the Kalamazoo Co Road Commission began a northerly extension of Sprinkle Rd from BL I-94/Amvets Memorial Pkwy north to G Ave, which would only increase traffic volumes at the underpowered interchange.
      After constructing a new overpass to carry Cork St over I-94 on a completely new alignment bypassing the interchange, six new ramps were built and Sprinkle Rd itself widened with the new $1.1-million interchange completely open to traffic on June 12, 1968. For over four decades, the second Sprinkle Rd interchange served traffic well, but by the 2010s, with overall widening and reconstruction of I-94 in the area in the planning, the decision was made to replace the Sprinkle Rd interchange again. The third interation would find the Cork St overpass and "bypass" roadway removed as well as the removal of the loop ramp in the southwest quadrant taking sbd Sprinkle Rd traffic onto ebd I-94 and replacing the northeast loop with one with a much wider radius. Also included would be a pair of roundabouts to help handle the increased traffic in the area. The entire project was completed during the 2015 construction season with the new interchange completely open to traffic by the end of November. As part of the third iteration of the Sprinkle Rd interchange, the state took over jurisdiction of 0.44-mile segment of Sprinkle Rd through the interchange, making it an unsigned state trunkline route.

Some sources have designated the 0.44-mile segment of unsigned state trunkline along Sprinkle Rd as "OLD I-94," using similar nomenclature to many of the other unsigned state trunkline routes around the state—most of which generally are former alignments of state highways. However, in this case, Sprinkle Rd was never previously a state trunkline route, so appending the "OLD" designator onto any route number would be erroneous. So, while the route number associated with this short, unsigned state trunkline route is still I-94, for purposes of this site, it will be referred to as simply "Sprinkle Rd."

History:

2015 (Mar–Nov) – As noted above, the second iteration of the Sprinkle Rd interchange on I-94 in Kalamazoo, is demolished and replaced by a new one with reconfigured ramps, the removal of one of the existing six ramps, two new roundabouts and the complete removal of Cork St from Sprinkle Rd easterly over I-94. The project runs from early Spring to an opening in late November

2015 (Dec 15) – Although Sprinkle Rd remained a county road through the first two iterations of the interchange at I-94, this time MDOT takes jurisdiction of the 0.44-mile long segment of Sprinkle, likely for maintenance reasons.

Weblinks:

• Sprinkle Road Interchange Reconstruction, Michigan DOT – a page from DLZ Corporation discussing the design services the firm provided MDOT as part of this project as well as various photos of the completed interchange.

Connectors: Signed & Unsigned

Listed here are the various unsigned connector roadways on the state trunkline system around Michigan. While a few connectors are actually signed, such as CONN M-13 at Bay City, CONN M-44 at Grand Rapids and Lansing's Capitol Loop, most are not or simply feature route signage pointing to the trunklines at either end that these connectors "connect." In c.2006–08, MDOT redesignated most of the internal connector designations to make them more closely match one of the highways they connect with. For example, internal "Connector 13" was the BL I-94/M-25 connector in Port Huron, but was given the new designation of "Conncetor 25." (This allowed CONN M-13 to be internally designated as "Connector 13" as well.) For completeness sake, the signed connectors are also listed below, however links to their full route listings elsewhere in the site are included in boldface.

Unsigned State Trunklines | Signed & Unsigned Connectors | Up to Top