Michigan Notes

[rhen_var]

Always a sad day to see an interchange removed and replaced with an at-grade intersection.

[JREwing78]

There's more to come. US-12 at M-51 and US-12 @ M-60 in Niles are both slated to be replaced with at-grade intersections in the coming years.

None of these were ever meant to be there for these short bypasses; they were to be extended as freeways for far longer distances.

[catch22]

Here's another intersection that had a bridge removed and not replaced, likely to save costs (US-12 & Business US-12 east of Ypsilanti).

Before:



After:

[JoePCool14]

Removal of many of these removals wouldn't be necessary if the state of Michigan knew how to budget correctly.

[triplemultiplex]

One could also argue the removals would not be necessary had Michigan not overbuilt in a few places decades ago.

But that of course ignores the trends planners were observing in the post-war era.  They had every reason to believe Michigan would keep adding millions of taxpayers for decades, so not only would they be able to pay to maintain their roads, they'd better invest in building stuff now to stay ahead of demand.  It was not obvious the state's population was about to plateau and several of its major cities were about to decline.

Here we are a lifetime removed from that optimistic era and there are hard choices to make.  The interchange built for a cancelled freeway or a closed manufacturing plant no longer has the traffic demand, so when it comes time to replace the bridges involved, it's just cheaper to downgrade the junction.

We've done the same thing in a few places here on the other side of Lake Michigan with quirky old legacy interchanges downgraded to at-grades.  The north end of US 51, for example, was this neat, if out of place, trumpet interchange that hearkened back to headier times up in the Snow Belt when iron was still coming out the ground and politicos were eager to get their share of highway dough.

[rhen_var]

Here's another intersection that had a bridge removed and not replaced, likely to save costs (US-12 & Business US-12 east of Ypsilanti).

Before:



After:

That whole area by Willow Run has seen some very sad changes in recent years.  At least the triple level interchanges were saved by the ACM (and hopefully will thus be preserved for a long time to come) and the removal of the publicly accessible freeway-like attributes of US-12 and Wiard Rd is offset a little bit by the ACM test track "freeway."

[JREwing78]

One could also argue the removals would not be necessary had Michigan not overbuilt in a few places decades ago.

But that of course ignores the trends planners were observing in the post-war era.  They had every reason to believe Michigan would keep adding millions of taxpayers for decades, so not only would they be able to pay to maintain their roads, they'd better invest in building stuff now to stay ahead of demand.  It was not obvious the state's population was about to plateau and several of its major cities were about to decline.

1970 was pretty much the point that massive population increases ended. Every decade prior, population in Michigan increased 15 to 30%. Ever since, it's been low single digits. The entire state had a population of 8.9 million in 1970, and 10.1 million in 2020. Michigan ranked #7 in 1970, but only #10 in 2020. That's pretty much on par with the rest of the Great Lakes region, however, where every single Midwest and Northeast state had low or stagnant population growth while the south and west increased their population substantially.

So, yeah, MDOT is being more selective about where to put massive overpasses and elaborate interchanges. They're trying not to sink major investments into corridors that aren't seeing rising levels of accidents or traffic counts. US-127 between St. Johns and Ithaca is one example where planners have decided massive investment is not warranted, and instead has seen a bunch of Band-Aids to eke out another decade or two before a full rebuild is necessary.

The Grand Rapids region is the outlier, with Kent and Ottawa counties growing 10-20% per decade. It's not surprising that MDOT has put more investments into this region in the past 20 years, with the building of the M-6 freeway and M-231 Grand River crossing, plus select widening of US-131. If the trends continue, the pressure to bypass Holland with a new-alignment US-31 will become more evident.

Elsewhere, the main reason you're seeing widening is that the roads were already overloaded, but have now come to require ground-up rebuilds and design to modern standards. There's no way I-94 in Jackson could legally have been rebuilt as its late 1940's design, or I-94 around Kalamazoo as its late 1950's design. But even then, you see the (lack of) extravagance, with Kilgore Rd rerouted to eliminate an overpass, and the interchange with US-127 rebuilt as an at-grade affair instead of a freeway-to-freeway interchange.

I'll throw out M-20 between Mount Pleasant and Midland as another example. No divided highway here (except for a short stretch of narrow-median boulevard in front of the Soaring Eagle casino. A 5-lane arrangement (with Two-Way Left Turn Lane) was deemed adequate for traffic loads. Given the (lack of) population growth in either Isabella or Midland counties, don't hold your breath for a M-20 freeway supplanting this 5-lane during the remainder of your lifetime.

[Flint1979]

One could also argue the removals would not be necessary had Michigan not overbuilt in a few places decades ago.

But that of course ignores the trends planners were observing in the post-war era.  They had every reason to believe Michigan would keep adding millions of taxpayers for decades, so not only would they be able to pay to maintain their roads, they'd better invest in building stuff now to stay ahead of demand.  It was not obvious the state's population was about to plateau and several of its major cities were about to decline.

1970 was pretty much the point that massive population increases ended. Every decade prior, population in Michigan increased 15 to 30%. Ever since, it's been low single digits. The entire state had a population of 8.9 million in 1970, and 10.1 million in 2020. Michigan ranked #7 in 1970, but only #10 in 2020. That's pretty much on par with the rest of the Great Lakes region, however, where every single Midwest and Northeast state had low or stagnant population growth while the south and west increased their population substantially.

So, yeah, MDOT is being more selective about where to put massive overpasses and elaborate interchanges. They're trying not to sink major investments into corridors that aren't seeing rising levels of accidents or traffic counts. US-127 between St. Johns and Ithaca is one example where planners have decided massive investment is not warranted, and instead has seen a bunch of Band-Aids to eke out another decade or two before a full rebuild is necessary.

The Grand Rapids region is the outlier, with Kent and Ottawa counties growing 10-20% per decade. It's not surprising that MDOT has put more investments into this region in the past 20 years, with the building of the M-6 freeway and M-231 Grand River crossing, plus select widening of US-131. If the trends continue, the pressure to bypass Holland with a new-alignment US-31 will become more evident.

Elsewhere, the main reason you're seeing widening is that the roads were already overloaded, but have now come to require ground-up rebuilds and design to modern standards. There's no way I-94 in Jackson could legally have been rebuilt as its late 1940's design, or I-94 around Kalamazoo as its late 1950's design. But even then, you see the (lack of) extravagance, with Kilgore Rd rerouted to eliminate an overpass, and the interchange with US-127 rebuilt as an at-grade affair instead of a freeway-to-freeway interchange.

I'll throw out M-20 between Mount Pleasant and Midland as another example. No divided highway here (except for a short stretch of narrow-median boulevard in front of the Soaring Eagle casino. A 5-lane arrangement (with Two-Way Left Turn Lane) was deemed adequate for traffic loads. Given the (lack of) population growth in either Isabella or Midland counties, don't hold your breath for a M-20 freeway supplanting this 5-lane during the remainder of your lifetime.

And the last half mile when you are crossing the Tittabawassee River in Midland.

[afguy]

I stumbled across the presentation for the upcoming U.S. 127 reconstruction and widening project in Lansing. Some highlights include adding a third lane between I-96 Road and Trowbridge Road. In addition, freeway lighting will be added between Dunckel and Trowbridge Roads. Below are some of the slides from the presentation.

us127project by Brandon Dolley, on Flickr

us127project2 by Brandon Dolley, on Flickr

us127project3 by Brandon Dolley, on Flickr

us127project4 by Brandon Dolley, on Flickr

us127project5 by Brandon Dolley, on Flickr

https://www.michigan.gov/mdot/-/media/Project/Websites/MDOT/Projects-Studies/US-Route/US-127/I496-US127-Public-Mtg-Presentation.pdf?rev=74c2054c38e940e38e81b7402baeac04&hash=1008C6CD8EE1E857EC21ACE0A20D1674

[Terry Shea]

In NYC they do toll you as you are coming into the city but when you are leaving you don't pay a toll. The toll of course is off set as if you paid in both directions it's like $17 to cross the GWB. Even our toll bridges don't cost that much, for a round trip over the Mackinac Bridge it's $8. I think the Ambassador Bridge is like $7 to cross in each direction which is more expensive than the tunnel, Bluewater Bridge and International Bridge.

Hm.  You're right.  MI had better toll both directions.

I think you have the terms toll and troll confused.  Lurk under bridges much?

[Terry Shea]

One could also argue the removals would not be necessary had Michigan not overbuilt in a few places decades ago.

But that of course ignores the trends planners were observing in the post-war era.  They had every reason to believe Michigan would keep adding millions of taxpayers for decades, so not only would they be able to pay to maintain their roads, they'd better invest in building stuff now to stay ahead of demand.  It was not obvious the state's population was about to plateau and several of its major cities were about to decline.

1970 was pretty much the point that massive population increases ended. Every decade prior, population in Michigan increased 15 to 30%. Ever since, it's been low single digits. The entire state had a population of 8.9 million in 1970, and 10.1 million in 2020. Michigan ranked #7 in 1970, but only #10 in 2020. That's pretty much on par with the rest of the Great Lakes region, however, where every single Midwest and Northeast state had low or stagnant population growth while the south and west increased their population substantially.

So, yeah, MDOT is being more selective about where to put massive overpasses and elaborate interchanges. They're trying not to sink major investments into corridors that aren't seeing rising levels of accidents or traffic counts. US-127 between St. Johns and Ithaca is one example where planners have decided massive investment is not warranted, and instead has seen a bunch of Band-Aids to eke out another decade or two before a full rebuild is necessary.

The Grand Rapids region is the outlier, with Kent and Ottawa counties growing 10-20% per decade. It's not surprising that MDOT has put more investments into this region in the past 20 years, with the building of the M-6 freeway and M-231 Grand River crossing, plus select widening of US-131. If the trends continue, the pressure to bypass Holland with a new-alignment US-31 will become more evident.

Elsewhere, the main reason you're seeing widening is that the roads were already overloaded, but have now come to require ground-up rebuilds and design to modern standards. There's no way I-94 in Jackson could legally have been rebuilt as its late 1940's design, or I-94 around Kalamazoo as its late 1950's design. But even then, you see the (lack of) extravagance, with Kilgore Rd rerouted to eliminate an overpass, and the interchange with US-127 rebuilt as an at-grade affair instead of a freeway-to-freeway interchange.

I'll throw out M-20 between Mount Pleasant and Midland as another example. No divided highway here (except for a short stretch of narrow-median boulevard in front of the Soaring Eagle casino. A 5-lane arrangement (with Two-Way Left Turn Lane) was deemed adequate for traffic loads. Given the (lack of) population growth in either Isabella or Midland counties, don't hold your breath for a M-20 freeway supplanting this 5-lane during the remainder of your lifetime.

I travel M-20 between Mt. Pleasant and Midland at least twice a week.  There is absolutely no reason to build a freeway along this stretch.  In fact, most of the 5-lane stretch seems to be a case of over-building.  There isn't much traffic at all between Oil City and M-30.

[afguy]

MDOT is hosting a public open house on March 22nd for the automated vehicle lane planned for I-94 between Ann Arbor and Detroit. From what I gather, a lane will be built along I-94 each way. I wonder if MDOT will try to start this project next year since its planning to rebuild I-94 between Wayne Road and Beech Daly starting next year. Also, will this project tie in with the I-94 modernization project in Detroit.

The proposed CAV corridor project is a partnership between Cavnue and MDOT and envisions creating a CAV lane along each direction of I-94 between Ann Arbor and Detroit. The CAV lanes will enable a mix of CAVs, traditional transit, shared mobility, and personal vehicles.  The proposed project will involve the installation of technology to enhance safety and efficiency for all users of the corridor. A public outreach process is underway pursuant to the requirements under the National Environmental Policy Act of 1969 to identify potential project impacts. Visit the CAV Corridor webpage for more information.

https://www.michigan.gov/mdot/news-outreach/mdot-events/2023/03/22/public-open-house-to-discuss-proposed-connected-and-automated-vehicle-lane-along-i-94

[wanderer2575]

MDOT is hosting a public open house on March 22nd for the automated vehicle lane planned for I-94 between Ann Arbor and Detroit. From what I gather, a lane will be built along I-94 each way. I wonder if MDOT will try to start this project next year since its planning to rebuild I-94 between Wayne Road and Beech Daly starting next year. Also, will this project tie in with the I-94 modernization project in Detroit.

The proposed CAV corridor project is a partnership between Cavnue and MDOT and envisions creating a CAV lane along each direction of I-94 between Ann Arbor and Detroit. The CAV lanes will enable a mix of CAVs, traditional transit, shared mobility, and personal vehicles.  The proposed project will involve the installation of technology to enhance safety and efficiency for all users of the corridor. A public outreach process is underway pursuant to the requirements under the National Environmental Policy Act of 1969 to identify potential project impacts. Visit the CAV Corridor webpage for more information.

https://www.michigan.gov/mdot/news-outreach/mdot-events/2023/03/22/public-open-house-to-discuss-proposed-connected-and-automated-vehicle-lane-along-i-94

This open house is to begin gathering public input for an upcoming environmental assessment process.  I imagine it will be quite some time (read: years) before any construction actually begins.  Contrary to your wonder, I wonder if this means MDOT will postpone the reconstruction planned for next year.

The one light of hope is that it appears this project is a public-private partnership, and that might accelerate the construction timetable once it proceeds (if it proceeds).  A public-private partnership is the reason the current I-75 reconstruction/modernization in Oakland County is being completed in eight years instead of the 20-or-so years MDOT originally projected.

The press release says only that the corridor is "between Ann Arbor and Detroit."  No specific endpoints mentioned.  Whether it would stretch so far east as to be able to tie into the current I-94 Detroit modernization project is a good question.  If it does, it would probably include reconstruction of I-94 between Michigan/Wyoming avenues and I-96 (unless that will be a system gap), which alone would involve the huge regulatory review hassle the current I-94 project faced.  And how it might impact the timetable of the current I-94 project is a good question, as those designs are pretty much finalized and approved.

Oh, but wait:  It says "creating a CAV lane along each direction" but doesn't actually say it would involve adding a lane.  Maybe it would just take one of the existing lanes.

"Traditional transit, shared mobility, and personal vehicles" somehow seems redundant.

[afguy]

If MDOT did take away a current lane for the automated vehicles, would they prohibit non-automated vehicles from using them? If that's the case it would be a bad idea as that would reduce the number of driving lanes for general drivers and traffic along 94 between Detroit and Ann Arbor is fairly heavy as it is now. I think the best route would be to build new lanes and segregate the automated vehicles from everyone else.

[JREwing78]

I stumbled across the presentation for the upcoming U.S. 127 reconstruction and widening project in Lansing. Some highlights include adding a third lane between I-96 Road and Trowbridge Road. In addition, freeway lighting will be added between Dunckel and Trowbridge Roads. Below are some of the slides from the presentation.

<pictures galore>

https://www.michigan.gov/mdot/-/media/Project/Websites/MDOT/Projects-Studies/US-Route/US-127/I496-US127-Public-Mtg-Presentation.pdf?rev=74c2054c38e940e38e81b7402baeac04&hash=1008C6CD8EE1E857EC21ACE0A20D1674

This is much-needed and will be a great improvement once construction is finished. It will definitely be hell from a traffic standpoint while under construction.

I'm a little surprised MDOT didn't elect to perform a full-on closure to save construction time. However, it would force very long detours and cripple Okemos Rd, Grand River Ave, Jolly Rd, and Mt. Hope with additional traffic.

[JoePCool14]

MDOT is hosting a public open house on March 22nd for the automated vehicle lane planned for I-94 between Ann Arbor and Detroit. From what I gather, a lane will be built along I-94 each way. I wonder if MDOT will try to start this project next year since its planning to rebuild I-94 between Wayne Road and Beech Daly starting next year. Also, will this project tie in with the I-94 modernization project in Detroit.

The proposed CAV corridor project is a partnership between Cavnue and MDOT and envisions creating a CAV lane along each direction of I-94 between Ann Arbor and Detroit. The CAV lanes will enable a mix of CAVs, traditional transit, shared mobility, and personal vehicles.  The proposed project will involve the installation of technology to enhance safety and efficiency for all users of the corridor. A public outreach process is underway pursuant to the requirements under the National Environmental Policy Act of 1969 to identify potential project impacts. Visit the CAV Corridor webpage for more information.

https://www.michigan.gov/mdot/news-outreach/mdot-events/2023/03/22/public-open-house-to-discuss-proposed-connected-and-automated-vehicle-lane-along-i-94

I've got so many questions about this that I really don't even know how to properly word them. How? Where? Why? When?

I understand this would be a "first of its kind" type of project. Of course there's going to be many unknowns to answer. But you can call me very skeptical of this.

[thenetwork]

I thought I heard of a "dream" project in Michigan where the "roadway" would recharge electric vehicles as they drove on these lanes:  Is this part of the CAV project, or is this a totally different project idea?

[KelleyCook]

I've got so many questions about this that I really don't even know how to properly word them. How? Where? Why? When?

I understand this would be a "first of its kind" type of project. Of course there's going to be many unknowns to answer. But you can call me very skeptical of this.

Yeah me too.  Now that I know about it, I plan on going to the meeting and being That Guy.

Even the press release makes it sound like a total scam that would be guaranteed to be outdated before ground is even broken on it.

[Flint1979]

Saturday's accident on I-96 had 150 cars involved.

[JREwing78]

More: https://www.lansingstatejournal.com/story/news/2023/03/18/interstate-96-pileup-portland-michigan-50-100-vehicles/70024824007/

Sadly, these kinds of pileup accidents are way too common. I-96 gets heavy traffic, and most of that traffic is too "in the zone" to become aware of sudden changes in travel conditions, or to particularly care too much about them until they've run out of following distance and talent.

This is the kind of situation I wish the folks causing the crashes would automatically get a suspended license for. They've only had 5 months of winter to figure out snow-covered roads get slippery. Having to pay out the ass for Uber to get anywhere for a few months might smarten them up a little? Maybe?

I know... politically unpopular. But I wish the requirements were a little more stringent to get a license beyond fogging a mirror. In the meantime, I try to actively avoid freeways in those conditions.

[Flint1979]

This one happened at the Knox Road over pass on I-96 in Portland but I-94 is also prone for these kind of accidents.

[Terry Shea]

More: https://www.lansingstatejournal.com/story/news/2023/03/18/interstate-96-pileup-portland-michigan-50-100-vehicles/70024824007/

Sadly, these kinds of pileup accidents are way too common. I-96 gets heavy traffic, and most of that traffic is too "in the zone" to become aware of sudden changes in travel conditions, or to particularly care too much about them until they've run out of following distance and talent.

This is the kind of situation I wish the folks causing the crashes would automatically get a suspended license for. They've only had 5 months of winter to figure out snow-covered roads get slippery. Having to pay out the ass for Uber to get anywhere for a few months might smarten them up a little? Maybe?

I know... politically unpopular. But I wish the requirements were a little more stringent to get a license beyond fogging a mirror. In the meantime, I try to actively avoid freeways in those conditions.

If there's a 150 car pileup, how is fault going to be determined?  Maybe fault could be determined on the first collision, but after that, what?  I might stop in time and get rear ended by the vehicle behind me that sends me into the vehicle in front of me and so on.  In Michigan, we sometimes have clear roads that suddenly get icy stretches and/or clear weather that suddenly turns into zero visibility without warning.  Lake effect snow bands can be a tricky thing.  I've been on I-196/US-31 before where it literally alternates about every 3 miles between being completely clear and blizzard-like conditions. 

[JREwing78]

Lake effect snow bands can be a tricky thing.  I've been on I-196/US-31 before where it literally alternates about every 3 miles between being completely clear and blizzard-like conditions. 

I'm intimately familiar with all the back road options to get from Michigan City to Marshall without taking I-94, thanks to lake effect. I don't care if the plows don't have them as clear as I-94 - I'm not in nearly as much danger of being taken out by a fully-loaded semi whose driver is half-asleep (or otherwise distracted).

[afguy]

MDOT is planning replace the I-75 bridges over M-32 beginning in 2025. They are also considering modifying the interchange design as either a DDI, SPUI or traditional interchange with roundabouts.

Beginning in fall 2025, MDOT plans to replace the northbound and southbound I-75 bridges over M-32 in Gaylord and reconstruct M-32 between Edelweiss Village Parkway and Wisconsin Avenue. These bridges were built in 1961, are currently in poor condition, and will need to be replaced. This offers an opportunity to consider alternatives for this interchange that will provide safe and efficient movement of people and goods through the Gaylord area and accommodate future increased traffic.

MDOT will consider replacing the current bridges in the current configuration but will also examine other possible configurations for the interchange, including a Diverging Diamond Interchange (DDI), a Single-Point Urban Interchange (SPUI), or a traditional interchange with roundabouts. These options will be examined for suitability, but no design has been selected yet. MDOT and its consultant will share these options with the community for feedback and suggestions.

https://www.michigan.gov/mdot/projects-studies/i-route-construction/i75-m32-interchange-otsego-county

[nwi_navigator_1181]

MDOT is planning replace the I-75 bridges over M-32 beginning in 2025. They are also considering modifying the interchange design as either a DDI, SPUI or traditional interchange with roundabouts.

Beginning in fall 2025, MDOT plans to replace the northbound and southbound I-75 bridges over M-32 in Gaylord and reconstruct M-32 between Edelweiss Village Parkway and Wisconsin Avenue. These bridges were built in 1961, are currently in poor condition, and will need to be replaced. This offers an opportunity to consider alternatives for this interchange that will provide safe and efficient movement of people and goods through the Gaylord area and accommodate future increased traffic.

MDOT will consider replacing the current bridges in the current configuration but will also examine other possible configurations for the interchange, including a Diverging Diamond Interchange (DDI), a Single-Point Urban Interchange (SPUI), or a traditional interchange with roundabouts. These options will be examined for suitability, but no design has been selected yet. MDOT and its consultant will share these options with the community for feedback and suggestions.

https://www.michigan.gov/mdot/projects-studies/i-route-construction/i75-m32-interchange-otsego-county

As someone who made this exit the final gas stop on I-75 northbound before crossing the Bridge into the UP, this interchange needs a LOT of work, and I'm glad they are addressing it. We would have to wait through two or more light cycles to turn onto M-32 west, and if we weren't in the front of the line to turn left onto I-75 northbound, forget it. No matter which interchange configuration they go with, there has two be at least two left turn lanes in that area. Speaking of which...

Any of those interchange modifications will definitely affect the businesses immediately around the interchange. The southbound exit ramp feeds directly into Dickerson Road, which houses a Shell station and a few restaurants and hotels. The work on M-32 itself between the roads listed should help with that.

Dickerson Road and business entrances wouldn't be altered too much with a SPUI or a DDI, but I think a dogbone would be too invasive.