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[Terry Shea]

Last I checked US 31 was completed years ago.  So will the old section become US 31 SPUR?

Completion of the freeway near Benton Harbor, which should have been done decades ago.  They left a 2-and-a-half-mile gap and rerouted the connection to I-94 because they didn't want to disturb some butterflies.
http://www.michiganhighways.org/indepth/US-31Freeway_Berrien.html

I know that.  It is unbelievable that so much money is spent of just 2 miles of non controlled access highway that translated into an additional nine miles.

I suggest you both take some courses in biology.  The butterflies here are likely also an indicator of unique habitat that houses other rare species. 

The rate of species decline is appalling.  Even the American robin’s population is declining rapidly.  Species are interdependent.  There will be a point where once we lose enough species, the jenga tower that is our planet will collapse.  Heaven forbid that a invasive/alien pathogen/predator like the varroa mite or murder hornet succeeds in killing off crop-pollinating honeybees. 

Rerouting a road to preserve a pollinator species seems like a small price to pay. MDOT did the right thing. 

The brainwashing is strong in this one.

[Rothman]

Last I checked US 31 was completed years ago.  So will the old section become US 31 SPUR?

Completion of the freeway near Benton Harbor, which should have been done decades ago.  They left a 2-and-a-half-mile gap and rerouted the connection to I-94 because they didn't want to disturb some butterflies.
http://www.michiganhighways.org/indepth/US-31Freeway_Berrien.html

I know that.  It is unbelievable that so much money is spent of just 2 miles of non controlled access highway that translated into an additional nine miles.

I suggest you both take some courses in biology.  The butterflies here are likely also an indicator of unique habitat that houses other rare species. 

The rate of species decline is appalling.  Even the American robin’s population is declining rapidly.  Species are interdependent.  There will be a point where once we lose enough species, the jenga tower that is our planet will collapse.  Heaven forbid that a invasive/alien pathogen/predator like the varroa mite or murder hornet succeeds in killing off crop-pollinating honeybees. 

Rerouting a road to preserve a pollinator species seems like a small price to pay. MDOT did the right thing. 

The brainwashing is strong in this one.

Nah.  Although the statement's a little exaggerated, environmental protections are indeed warranted.

[TheHighwayMan394]

And as I said earlier in the thread, if these are federal protections, it's not like Michigan can just say F that and build the road without consequences.

[JREwing78]

I drove it last night. The WBD I-94 to SBD US-31 curve is more forgiving than the 30 mph suggested speed suggests, which should help. There seems to be enough runoff room to keep the inevitable folks who misjudge the corner from sliding onto the WBD on-ramp back to I-94.

On the I-94 overpass itself, it's begging for some kind of guardrail or reflective markers to better delineate the lanes merging from Bus I-94 to US-31 and I-94 to US-31, the lane for the left-turn to EBD I-94, and the on-coming WBD Bus I-94 lane. In the rain or damp pavement, it's a sea of (unlit) black asphalt (or, in winter, unplowed snow) without a lot of obvious cues what goes where. Once past the overpass the location of the lanes become clearer and all is well.

It's considerably simpler headed on NBD US-31. It's obvious I need to keep left to either continue into Benton Harbor or to head onto WBD I-94. The lack of delineators/barriers while crossing the I-94 overpass again is initially confusing, but the lane locations become clearer once west of the I-94 overpass.

Most of the expense here, as should be obvious, was not to build the US-31 mainline north from Napier Ave. It went into rebuilding the I-94 mainline and replacing overpasses along I-94. US-31's path between the I-94/I-196 interchange and Napier Ave is built in the cheapest way possible for MDOT to call it a freeway-to-freeway interchange with a straight face. But it does the job, and MDOT has room to build a WBD I-94 to SBD US-31 flyover if and when it becomes warranted.

If not already mentioned, Google Maps now shows the current I-94/Bus I-94/US-31 interchange layout. I also noticed the old speed limit and "must exit" signage is gone on NBD US-31 approaching Napier Ave.

[dlovechio]

I drove it last night. The WBD I-94 to SBD US-31 curve is more forgiving than the 30 mph suggested speed suggests, which should help. There seems to be enough runoff room to keep the inevitable folks who misjudge the corner from sliding onto the WBD on-ramp back to I-94.

On the I-94 overpass itself, it's begging for some kind of guardrail or reflective markers to better delineate the lanes merging from Bus I-94 to US-31 and I-94 to US-31, the lane for the left-turn to EBD I-94, and the on-coming WBD Bus I-94 lane. In the rain or damp pavement, it's a sea of (unlit) black asphalt (or, in winter, unplowed snow) without a lot of obvious cues what goes where. Once past the overpass the location of the lanes become clearer and all is well.

It's considerably simpler headed on NBD US-31. It's obvious I need to keep left to either continue into Benton Harbor or to head onto WBD I-94. The lack of delineators/barriers while crossing the I-94 overpass again is initially confusing, but the lane locations become clearer once west of the I-94 overpass.

Most of the expense here, as should be obvious, was not to build the US-31 mainline north from Napier Ave. It went into rebuilding the I-94 mainline and replacing overpasses along I-94. US-31's path between the I-94/I-196 interchange and Napier Ave is built in the cheapest way possible for MDOT to call it a freeway-to-freeway interchange with a straight face. But it does the job, and MDOT has room to build a WBD I-94 to SBD US-31 flyover if and when it becomes warranted.

If not already mentioned, Google Maps now shows the current I-94/Bus I-94/US-31 interchange layout. I also noticed the old speed limit and "must exit" signage is gone on NBD US-31 approaching Napier Ave.

I have a dumb question but is it really a freeway-to-freeway interchange if when you're coming from WB I-94 to SB US-31 and people can make a regular left turn to get onto EB I-94? (yes I know they are crossing over the NB US-31 lanes after the exit to get onto EB I-94)

https://drive.google.com/file/d/1ZKfTj_m0vBn8eXILUznffu9dMlUgA_vl/view?usp=sharing

[Flint1979]

My question is regarding Highland Avenue. I thought that the bridge there carrying Highland over I-94 was fairly new. I would think that Highland would dead end on both sides of the new interchange there but with the bridge being new is that bridge even still there? I haven't been in that area in awhile.

[skluth]

I drove it last night. The WBD I-94 to SBD US-31 curve is more forgiving than the 30 mph suggested speed suggests, which should help. There seems to be enough runoff room to keep the inevitable folks who misjudge the corner from sliding onto the WBD on-ramp back to I-94.

On the I-94 overpass itself, it's begging for some kind of guardrail or reflective markers to better delineate the lanes merging from Bus I-94 to US-31 and I-94 to US-31, the lane for the left-turn to EBD I-94, and the on-coming WBD Bus I-94 lane. In the rain or damp pavement, it's a sea of (unlit) black asphalt (or, in winter, unplowed snow) without a lot of obvious cues what goes where. Once past the overpass the location of the lanes become clearer and all is well.

It's considerably simpler headed on NBD US-31. It's obvious I need to keep left to either continue into Benton Harbor or to head onto WBD I-94. The lack of delineators/barriers while crossing the I-94 overpass again is initially confusing, but the lane locations become clearer once west of the I-94 overpass.

Most of the expense here, as should be obvious, was not to build the US-31 mainline north from Napier Ave. It went into rebuilding the I-94 mainline and replacing overpasses along I-94. US-31's path between the I-94/I-196 interchange and Napier Ave is built in the cheapest way possible for MDOT to call it a freeway-to-freeway interchange with a straight face. But it does the job, and MDOT has room to build a WBD I-94 to SBD US-31 flyover if and when it becomes warranted.

If not already mentioned, Google Maps now shows the current I-94/Bus I-94/US-31 interchange layout. I also noticed the old speed limit and "must exit" signage is gone on NBD US-31 approaching Napier Ave.

I have a dumb question but is it really a freeway-to-freeway interchange if when you're coming from WB I-94 to SB US-31 and people can make a regular left turn to get onto EB I-94? (yes I know they are crossing over the NB US-31 lanes after the exit to get onto EB I-94)

https://drive.google.com/file/d/1ZKfTj_m0vBn8eXILUznffu9dMlUgA_vl/view?usp=sharing

SB traffic on US 31 shouldn't have to stop. The only light needed is for those turning left onto EB I-94/ NB US 31. Traffic not turning left shouldn't need to stop for a light.

[Flint1979]

I drove it last night. The WBD I-94 to SBD US-31 curve is more forgiving than the 30 mph suggested speed suggests, which should help. There seems to be enough runoff room to keep the inevitable folks who misjudge the corner from sliding onto the WBD on-ramp back to I-94.

On the I-94 overpass itself, it's begging for some kind of guardrail or reflective markers to better delineate the lanes merging from Bus I-94 to US-31 and I-94 to US-31, the lane for the left-turn to EBD I-94, and the on-coming WBD Bus I-94 lane. In the rain or damp pavement, it's a sea of (unlit) black asphalt (or, in winter, unplowed snow) without a lot of obvious cues what goes where. Once past the overpass the location of the lanes become clearer and all is well.

It's considerably simpler headed on NBD US-31. It's obvious I need to keep left to either continue into Benton Harbor or to head onto WBD I-94. The lack of delineators/barriers while crossing the I-94 overpass again is initially confusing, but the lane locations become clearer once west of the I-94 overpass.

Most of the expense here, as should be obvious, was not to build the US-31 mainline north from Napier Ave. It went into rebuilding the I-94 mainline and replacing overpasses along I-94. US-31's path between the I-94/I-196 interchange and Napier Ave is built in the cheapest way possible for MDOT to call it a freeway-to-freeway interchange with a straight face. But it does the job, and MDOT has room to build a WBD I-94 to SBD US-31 flyover if and when it becomes warranted.

If not already mentioned, Google Maps now shows the current I-94/Bus I-94/US-31 interchange layout. I also noticed the old speed limit and "must exit" signage is gone on NBD US-31 approaching Napier Ave.

I have a dumb question but is it really a freeway-to-freeway interchange if when you're coming from WB I-94 to SB US-31 and people can make a regular left turn to get onto EB I-94? (yes I know they are crossing over the NB US-31 lanes after the exit to get onto EB I-94)

https://drive.google.com/file/d/1ZKfTj_m0vBn8eXILUznffu9dMlUgA_vl/view?usp=sharing

SB traffic on US 31 shouldn't have to stop. The only light needed is for those turning left onto EB I-94/ NB US 31. Traffic not turning left shouldn't need to stop for a light.

So it would be fine for a freeway to freeway interchange since the northbound traffic would have already used the ramp to get on eastbound I-94 at that point.

[silverback1065]

it is NOT a freeway to freeway interchange. full stop.

[dlovechio]

I drove it last night. The WBD I-94 to SBD US-31 curve is more forgiving than the 30 mph suggested speed suggests, which should help. There seems to be enough runoff room to keep the inevitable folks who misjudge the corner from sliding onto the WBD on-ramp back to I-94.

On the I-94 overpass itself, it's begging for some kind of guardrail or reflective markers to better delineate the lanes merging from Bus I-94 to US-31 and I-94 to US-31, the lane for the left-turn to EBD I-94, and the on-coming WBD Bus I-94 lane. In the rain or damp pavement, it's a sea of (unlit) black asphalt (or, in winter, unplowed snow) without a lot of obvious cues what goes where. Once past the overpass the location of the lanes become clearer and all is well.

It's considerably simpler headed on NBD US-31. It's obvious I need to keep left to either continue into Benton Harbor or to head onto WBD I-94. The lack of delineators/barriers while crossing the I-94 overpass again is initially confusing, but the lane locations become clearer once west of the I-94 overpass.

Most of the expense here, as should be obvious, was not to build the US-31 mainline north from Napier Ave. It went into rebuilding the I-94 mainline and replacing overpasses along I-94. US-31's path between the I-94/I-196 interchange and Napier Ave is built in the cheapest way possible for MDOT to call it a freeway-to-freeway interchange with a straight face. But it does the job, and MDOT has room to build a WBD I-94 to SBD US-31 flyover if and when it becomes warranted.

If not already mentioned, Google Maps now shows the current I-94/Bus I-94/US-31 interchange layout. I also noticed the old speed limit and "must exit" signage is gone on NBD US-31 approaching Napier Ave.

I have a dumb question but is it really a freeway-to-freeway interchange if when you're coming from WB I-94 to SB US-31 and people can make a regular left turn to get onto EB I-94? (yes I know they are crossing over the NB US-31 lanes after the exit to get onto EB I-94)

https://drive.google.com/file/d/1ZKfTj_m0vBn8eXILUznffu9dMlUgA_vl/view?usp=sharing

SB traffic on US 31 shouldn't have to stop. The only light needed is for those turning left onto EB I-94/ NB US 31. Traffic not turning left shouldn't need to stop for a light.

So it would be fine for a freeway to freeway interchange since the northbound traffic would have already used the ramp to get on eastbound I-94 at that point.

Yes but what about WB I-94 going south on US-31 (like the people coming south on I-196 trying to continue south to South Bend on US-31) once they complete the curve and merge with Main St. (94 Bus) traffic they will probably continue at highway speeds but there are people who could slow down and get into a left turn lane. Doesn't seem very freeway-like to me.

https://drive.google.com/file/d/1gR-dFi32PmD5I5EZGzkzguPrg1nGk2Af/view?usp=sharing

[sprjus4]

This image looks west at US-31, over the southbound lanes, from east of the I-94 interchange.

In the distance, you can see where the southbound cloverleaf comes on, and where the lane from I-94 Business comes in from the left. The area that left turn lane / median cut is located is separated from the southbound loop coming on by a double solid line and space in between.

Nothing is impeding the southbound movement, so I would say it’s a full freeway connection. The single left turn is separated from that lane, and does not cross it.

[NWI_Irish96]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

[roadman65]

First of all the big thing making US 31 a full freeway south an interstate lies mainly in IN. US 31 has lots of at grades.  The only improvement INDOT will make is to build some interchanges and leave the rural parts a rural arterial.  They see no need to implement a red, white, and blue banner for this century.

Basically INDOT is copying Caltrans with US 101 and just making it more expressway than going full interstate standards, as the primary purpose is to go one hundred plus miles without stopping for a signal.

[sprjus4]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

If that were to ever happen, you could simply construct a flyover to address the movement.

[wanderer2575]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

Right now, MDOT is about as concerned with that as they are with preparing for a hurricane.

But, just to play along, note that neither direction of 31 is on the roadway at the point of the wbd 94 onramp.  The turns onto that ramp are from BL 94, which is not a freeway.

[NWI_Irish96]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

Right now, MDOT is about as concerned with that as they are with preparing for a hurricane.

But, just to play along, note that neither direction of 31 is on the roadway at the point of the wbd 94 onramp.  The turns onto that ramp are from BL 94, which is not a freeway.

I get that, but if you wanted to designate US 31 as I-67 from I-94 down to US 30 (or farther if Indiana makes more improvements), you'd have the I-67 NB to I-94 WB movement crossing that turn at grade, which would be problematic, even if I-67 itself is exiting the roadway before that point.

[zzcarp]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

Right now, MDOT is about as concerned with that as they are with preparing for a hurricane.

But, just to play along, note that neither direction of 31 is on the roadway at the point of the wbd 94 onramp.  The turns onto that ramp are from BL 94, which is not a freeway.

I get that, but if you wanted to designate US 31 as I-67 from I-94 down to US 30 (or farther if Indiana makes more improvements), you'd have the I-67 NB to I-94 WB movement crossing that turn at grade, which would be problematic, even if I-67 itself is exiting the roadway before that point.

Not necessarily. There are numerous interstates across the country that have partial interchanges with the other movements performed via surface streets.

[roadman65]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

Right now, MDOT is about as concerned with that as they are with preparing for a hurricane.

But, just to play along, note that neither direction of 31 is on the roadway at the point of the wbd 94 onramp.  The turns onto that ramp are from BL 94, which is not a freeway.

I get that, but if you wanted to designate US 31 as I-67 from I-94 down to US 30 (or farther if Indiana makes more improvements), you'd have the I-67 NB to I-94 WB movement crossing that turn at grade, which would be problematic, even if I-67 itself is exiting the roadway before that point.

Not necessarily. There are numerous interstates across the country that have partial interchanges with the other movements performed via surface streets.

I-81 and I-690 in Syracuse using Bear Street.

[JREwing78]

US 31 NB --> I-94 WB is the movement that isn't freeway to freeway, and may prevent US 31 from ever being designated as an interstate if that were so desired.

Right now, MDOT is about as concerned with that as they are with preparing for a hurricane.

But, just to play along, note that neither direction of 31 is on the roadway at the point of the wbd 94 onramp.  The turns onto that ramp are from BL 94, which is not a freeway.

I get that, but if you wanted to designate US 31 as I-67 from I-94 down to US 30 (or farther if Indiana makes more improvements), you'd have the I-67 NB to I-94 WB movement crossing that turn at grade, which would be problematic, even if I-67 itself is exiting the roadway before that point.

By the time this portion of US-31 where it meets I-94 becomes a factor in any discussion about an I-67 designation, I predict a few things:

- Many of us will likely be either dead or in a nursing home. This is at least 40 years away from fruition, absent a radical change in politics spurring a massive Interstate construction boom.
- INDOT will have to complete all access management and freeway conversion activities south of the state line, then apply for Interstate designation. MDOT's doesn't care enough to push an Interstate designation.
- If the above happens, MDOT will be in a position to cough up $$$ for a flyover for the WBD I-94/SBD US-31 movement>

I'll go out on a limb and say that 6-laning the remaining 4-lane sections of I-94 west of Ann Arbor happens before I-67 does.

[silverback1065]

if the main movements aren't limited access, it is NOT a limited access facility. full stop. those substandard interchanges are violations. if SB 31 had a flyover then, yes it would be a limited access freeway to freeway interchange.

[zzcarp]

if the main movements aren't limited access, it is NOT a limited access facility. full stop. those substandard interchanges are violations. if SB 31 had a flyover then, yes it would be a limited access freeway to freeway interchange.

The main movements are limited access: US 31 NB to I-94 EB/US 31 NB and I-94 WB/US 31 SB to US 31 SB. From the picture, the left turn from the EB business loop to EB I-94/NB US 31 is before the merge point, so it likely qualifies.

[sprjus4]

if the main movements aren't limited access, it is NOT a limited access facility. full stop. those substandard interchanges are violations. if SB 31 had a flyover then, yes it would be a limited access freeway to freeway interchange.

Did you read anything posted above?

This image looks west at US-31, over the southbound lanes, from east of the I-94 interchange.

In the distance, you can see where the southbound cloverleaf comes on, and where the lane from I-94 Business comes in from the left. The area that left turn lane / median cut is located is separated from the southbound loop coming on by a double solid line and space in between.

Nothing is impeding the southbound movement, so I would say it’s a full freeway connection. The single left turn is separated from that lane, and does not cross it.

[webny99]

I would characterize this new interchange as "free-flowing" for the freeway-to-freeway movements, but not fully "freeway-to-freeway" because of the left turns. But it doesn't need to be. I think just "free flowing" is perfectly acceptable for this situation.

Not necessarily. There are numerous interstates across the country that have partial interchanges with the other movements performed via surface streets.

Yes, but those are mostly in situations where the ramps aren't actually carrying an interstate designation. If US 31 was to become an interstate starting at or north of I-94, the southbound roadway with the left turn would be part of the interstate mainline, which wouldn't meet interstate standards unless it was grade-separated.

Either way, the prospect of US 31 becoming an interstate seems like a distant reality at best, but it is a distinction worth making.

[sprjus4]

If US 31 was to become an interstate starting at or north of I-94, the southbound roadway with the left turn would be part of the interstate mainline, which wouldn't meet interstate standards unless it was grade-separated.

It’s already separated from the single-lane ramp by a double solid line and space in between… put a physical barrier there if you must.

Look at the picture.

[webny99]

If US 31 was to become an interstate starting at or north of I-94, the southbound roadway with the left turn would be part of the interstate mainline, which wouldn't meet interstate standards unless it was grade-separated.

It’s already separated from the single-lane ramp by a double solid line and space in between… put a physical barrier there if you must.

Look at the picture.

The picture was not loading until I opened it in a new tab. I'm not sure if that's technically passable or not, but it's less egregious than I thought.