More US 31 upgrades between Indy and South Bend

[SEWIGuy]

If they did that, Interstate 196 should be renumbered to Interstate 67. Of course, 196 will never be extended, since where would it end? If the US 31 corridor between Indianapolis and South Bend ever becomes a full freeway, and gets the Interstate 67 designation (which I consider unlikely at the present time), then the 67 designation could potentially continue up the St. Joseph Valley Parkway to Interstate 94, then replace 196 to Grand Rapids. Outside of 31 becoming completely freeway between Indianapolis and South Bend, I would recommend no new Interstates being designated along the US 31 corridor.

Why just have it as an intrastate Interstate? Grand Rapids is a big enough metro to have an interstate corridor south to 465 in Indy.

Cough, cough . . . Wausau, WI?

Mike

I-39 is no longer an intrastate Interstate.

Why does it matter if its intrastate or not? It's just a number.

[hobsini2]

If they did that, Interstate 196 should be renumbered to Interstate 67. Of course, 196 will never be extended, since where would it end? If the US 31 corridor between Indianapolis and South Bend ever becomes a full freeway, and gets the Interstate 67 designation (which I consider unlikely at the present time), then the 67 designation could potentially continue up the St. Joseph Valley Parkway to Interstate 94, then replace 196 to Grand Rapids. Outside of 31 becoming completely freeway between Indianapolis and South Bend, I would recommend no new Interstates being designated along the US 31 corridor.

Why just have it as an intrastate Interstate? Grand Rapids is a big enough metro to have an interstate corridor south to 465 in Indy.

Cough, cough . . . Wausau, WI?

Mike

I-39 is no longer an intrastate Interstate.

Why does it matter if its intrastate or not? It's just a number.

It doesn't really.

[ITB]

I don't think Indiana is in a hurry to upgrade the rest of US 31 to freeway, and they shouldn't, as getting more of I-65 and I-70 expanded to 6 lanes should be a higher priority.

Still, you can have a Grand Rapids-South Bend interstate right now, and I think it should be done.

INDOT appears to be taking a measured, balanced approach toward upgrading US 31. True, there's no urgency, no dramatic push, but the process is steadily moving forward. In November, the contract to improve 31 in Hamilton County to a limited access facility will be let. In addition, the ProPEL US 31 study is nearing completion. That will set the framework for future upgrades to 31 further north, in Tipton, Miami, and Fulton counties.

In time, US 31 in Indiana probably will be upgraded to interstate standards. But we're looking at 20 to 30 years at a minimum. It's also very possible that it may never happen. It will depend on a myriad of factors, such as where economic development occurs and concomitant population growth. Gut wise, it just seems like a natural progression as Indiana moves toward the mid-century milepost.

In regards to population growth, if the same level of growth is maintained in Indiana as in the previous 30 years, or since 1990, the state is bound to add at least one million new residents by 2050. That's only 26 years away. The future growth by decades could be broken down as follows:

2020–2030    +400,000 est
2030–2040    +400,000 est
2040–2050    +200,000 est

Right now, Indiana is on track to add between 400,000 and 500,000 more residents by 2030. Housing development is booming in the counties surrounding Indianapolis. So far this year through August, construction of 2,155 new single family homes have been permitted in Hamilton County. In Boone and Hendricks counties, respectfully, the numbers are 698 and 787. Moreover, this development is not just a one year phenomenon, but has been ongoing for several years, to a greater or lesser extent. Not every housing permit issued equates to a housing start, but it's well over 90%. Bear in mind, too, that the permit figures are just for single family homes, not apartments or condos. And it's not just the Indianapolis region where housing development is booming, but Fort Wayne, Evansville, northern Indiana, and the Lafayette area.

To dig deeper into the Indianapolis region figures, check out the permit statistics available on the website of the Builders Association of Greater Indianapolis (under Market Info) or click here to see the permit numbers for 2024.

[mgk920]

If they did that, Interstate 196 should be renumbered to Interstate 67. Of course, 196 will never be extended, since where would it end? If the US 31 corridor between Indianapolis and South Bend ever becomes a full freeway, and gets the Interstate 67 designation (which I consider unlikely at the present time), then the 67 designation could potentially continue up the St. Joseph Valley Parkway to Interstate 94, then replace 196 to Grand Rapids. Outside of 31 becoming completely freeway between Indianapolis and South Bend, I would recommend no new Interstates being designated along the US 31 corridor.

Why just have it as an intrastate Interstate? Grand Rapids is a big enough metro to have an interstate corridor south to 465 in Indy.

Cough, cough . . . Wausau, WI?

Mike

I-39 is no longer an intrastate Interstate.

I-43 . . . Green Bay?

Mike

[hobsini2]

If they did that, Interstate 196 should be renumbered to Interstate 67. Of course, 196 will never be extended, since where would it end? If the US 31 corridor between Indianapolis and South Bend ever becomes a full freeway, and gets the Interstate 67 designation (which I consider unlikely at the present time), then the 67 designation could potentially continue up the St. Joseph Valley Parkway to Interstate 94, then replace 196 to Grand Rapids. Outside of 31 becoming completely freeway between Indianapolis and South Bend, I would recommend no new Interstates being designated along the US 31 corridor.

Why just have it as an intrastate Interstate? Grand Rapids is a big enough metro to have an interstate corridor south to 465 in Indy.

Cough, cough . . . Wausau, WI?

Mike

I-39 is no longer an intrastate Interstate.

I-43 . . . Green Bay?

Mike

I generally don't like a 2 digit used for an intra-interstate. And without going way off tangent, I do have thoughts about extending I-43 South but that's for the fictional thread.

[silverback1065]

If they did that, Interstate 196 should be renumbered to Interstate 67. Of course, 196 will never be extended, since where would it end? If the US 31 corridor between Indianapolis and South Bend ever becomes a full freeway, and gets the Interstate 67 designation (which I consider unlikely at the present time), then the 67 designation could potentially continue up the St. Joseph Valley Parkway to Interstate 94, then replace 196 to Grand Rapids. Outside of 31 becoming completely freeway between Indianapolis and South Bend, I would recommend no new Interstates being designated along the US 31 corridor.

Why just have it as an intrastate Interstate? Grand Rapids is a big enough metro to have an interstate corridor south to 465 in Indy.

Cough, cough . . . Wausau, WI?

Mike

I-39 is no longer an intrastate Interstate.

I-43 . . . Green Bay?

Mike

I generally don't like a 2 digit used for an intra-interstate. And without going way off tangent, I do have thoughts about extending I-43 South but that's for the fictional thread.

I-45 is a main interstate but only in Texas

[Rothman]

This thread certainly devolved into just people posting sporadic, already well-known examples of intrastate Interstates.

[monty]

I don't think Indiana is in a hurry to upgrade the rest of US 31 to freeway, and they shouldn't, as getting more of I-65 and I-70 expanded to 6 lanes should be a higher priority.

Still, you can have a Grand Rapids-South Bend interstate right now, and I think it should be done.

INDOT appears to be taking a measured, balanced approach toward upgrading US 31. True, there's no urgency, no dramatic push, but the process is steadily moving forward. In November, the contract to improve 31 in Hamilton County to a limited access facility will be let. In addition, the ProPEL US 31 study is nearing completion. That will set the framework for future upgrades to 31 further north, in Tipton, Miami, and Fulton counties.

In time, US 31 in Indiana probably will be upgraded to interstate standards. But we're looking at 20 to 30 years at a minimum. It's also very possible that it may never happen. It will depend on a myriad of factors, such as where economic development occurs and concomitant population growth. Gut wise, it just seems like a natural progression as Indiana moves toward the mid-century milepost.

In regards to population growth, if the same level of growth is maintained in Indiana as in the previous 30 years, or since 1990, the state is bound to add at least one million new residents by 2050. That's only 26 years away. The future growth by decades could be broken down as follows:

2020–2030    +400,000 est
2030–2040    +400,000 est
2040–2050    +200,000 est

Right now, Indiana is on track to add between 400,000 and 500,000 more residents by 2030. Housing development is booming in the counties surrounding Indianapolis. So far this year through August, construction of 2,155 new single family homes have been permitted in Hamilton County. In Boone and Hendricks counties, respectfully, the numbers are 698 and 787. Moreover, this development is not just a one year phenomenon, but has been ongoing for several years, to a greater or lesser extent. Not every housing permit issued equates to a housing start, but it's well over 90%. Bear in mind, too, that the permit figures are just for single family homes, not apartments or condos. And it's not just the Indianapolis region where housing development is booming, but Fort Wayne, Evansville, northern Indiana, and the Lafayette area.

To dig deeper into the Indianapolis region figures, check out the permit statistics available on the website of the Builders Association of Greater Indianapolis (under Market Info) or click here to see the permit numbers for 2024.

A recent study indicated that Hamilton County may become the state's second most populated Indiana county in 25 years. Already, the new-ish US 31 interchange is being improved at I 465 due to this growth. US 31 runs through the middle of this housing boom and as noted here, is a large reason for further highway upgrades in the area. I'm looking forward to learning about the Propel study results and then how the new 2025 governor and legislature and INDOT responds.

[Great Lakes Roads]

The US 31 ProPEL study came out with Level 3 Screening...

NOTE: All of the freeway improvements along the US 31 corridor are not being recommended, but they are instead being carried forward as part of this study.

East Union Segment
Package 2 (Arterial Free-Flow)- interchange at 276th Street, cul-de-sac at 281st Street, RIRO at 286th Street, RCI at 296th Street, directional median opening at W 500 S, W 450 S, W 350 S, and W 250 S
Package 3 (Expressway Lite Free-Flow)- interchange at 276th Street, cul-de-sac at 281st Street, RIRO at 286th Street, 296th Street, W 500 S, W 450 S, W 350 S, and W 250 S

Tipton Segment
Package 3 (Arterial Free-Flow)- interchange at SR 28, overpass at W 100 S, cul-de-sac at 50 S, RCI at W Division Road, directional median opening at W 100 N
Package 4 (Expressway Lite Free-Flow)- interchange at SR 28, overpass at W 100 S, cul-de-sac at 50 S, interchange at W Division Road, RIRO at W 100 N

Sharpsville Segment
Package 2 (Arterial Free-Flow)- directional median opening at W 200 N, W 300 N, W 375 N, & W 450 N, RCI at W 550 N, overpass at W 600 N
Package 3 (Expressway Lite Free-Flow)- RIRO at W 200 N, W 300 N, W 375 N, W 450 N, & W 550 N, overpass at W 600 N

South Miami Segment
Package 2 (Arterial Free-Flow)- RIRO at Ida Drive, directional median opening at Nancy Drive, W 550 N, Walnut Street, Apperson Way Ln, E 600 N, & W 1350 S, RCI at SR 18, directional median opening at W 1200 S, W 1150 S, & CR 1100 S, RCI at W 1050 S
Package 3 (Expressway Lite Free-Flow)- RIRO at Ida Drive, intersection closed at Nancy Drive, RIRO at W 550 N, Walnut Street, intersection closed at Apperson Way Ln, overpass at E 600 N, RIRO at W 1350 S, interchange at SR 18, RIRO at W 1200 S, W 1150 S, & CR 1100 S, overpass at W 1050 S

Grissom Segment
Package 3 (Arterial Free-Flow)- directional median opening at W 900 S, W 850 S, RCI at W 800 S, SR 218 S, directional median opening at Hoosier Boulevard, RCI at SR 218 N, directional median opening at Pipe Creek Mill Road, CR 560 S, RCI at W 500 S, directional median opening at Graber Drive
Package 4 (Expressway Lite Free-Flow)- RIRO at W 900 S, interchange at W 850 S, intersection closed at W 800 S, directional median opening at SR 218 S, RIRO at Hoosier Boulevard, Green T interchange at SR 218 N, RIRO at Pipe Creek Mill Road, CR 560 S, W 500 S, intersection closed at Graber Drive

Peru Segment
Package 3 (Expressway Lite Free-Flow)- overpass at W 400 S, intersection closed at W 300 S, S 300 W, interchange at BUS 31, intersection closed at Airport Road, directional median opening at Sease Drive, interchange at Logansport Road, directional median opening at W Blair Pike Road/W Division Road

(north of the US 24 interchange in the next post)

[silverback1065]

they should put an interchange at division road and sign it from 31 to 19 as 28. it already is signed TRUCK 28.

[Great Lakes Roads]

(continued from previous post)

Miami Central Segment
Package 2 (Arterial Free-Flow)- directional median opening at W 100 N, Eel River Cemetery Road, W 200 N, W 300 N
Package 3 (Expressway Free-Flow)- RIRO at W 100 N, Eel River Cemetery Road, overpass at W 200 N, RIRO at W 300 N

Mexico Segment
Package 1 (Arterial Free-Flow)- RIRO at Eel River Road S, directional median opening at Eel River Road N, two-way stop at CR 400 N, CR 450 N, CR 550 N, CR 600 N
Package 2 (Arterial Free-Flow)- RIRO at Eel River Road S, directional median opening at Eel River Road N, RCI at CR 400 N, directional median opening at CR 450 N, two-way stop at CR 550 N, directional median opening at CR 600 N

Denver Segment
Package 1 (Arterial Free-Flow)- directional median opening at SR 16, two-way stop at Old Route 31 Connector, directional median opening at CR 800 N, two-way stop at CR 400 W, CR 900 N, CR 1000 N, CR 1050 N
Package 2 (Arterial Free-Flow)- RCI at SR 16, directional median opening at Old Route 31 Connector, CR 800 N, CR 400 W, CR 900 N, RCI at CR 1000 N, directional median opening at CR 1050 N

Macy Segment
Package 1 (Arterial Free-Flow)- two-way stop at CR 825 S, CR 1200 N, CR 750 S/CR 1250 N, CR 650 S/CR 1350 N, CR 500 S/CR 1500 N, CR 450 S/CR 1550 N, CR 400 S
Package 2 (Arterial Free-Flow)- directional median opening at CR 825 S, CR 1200 N, CR 750 S/CR 1250 N, RCI at CR 650 S/CR 1350 N, CR 500 S/CR 1500 N, directional median opening at CR 450 S/CR 1550 N, CR 400 S

Rochester South Segment
Package 1 (Arterial Free-Flow)- two-way stop at CR 350 S, CR 300 S, Wabash Road S, RIRO at Wabash Road N, RCI at CR 150 S/Wabash Avenue, Old US 31/Southway, improve SR 25 interchange
Package 2 (Arterial Free-Flow)- directional median opening at CR 350 S, CR 300 S, Wabash Road S, intersection closed at Wabash Road N, two-way stop at CR 150 S/Wabash Avenue, overpass at Old US 31/Southway, improve SR 25 interchange

Rochester North Segment
Package 1 (Arterial Free-Flow)- directional median opening at CR 50 E/Sweetgum Road, overpass at SR 14, two-way stop at CR 50 N/13th Street, CR 100 N/6th Street, directional median opening at 3rd Street, two-way stop at Monticello Road, Olson Road
Package 2 (Arterial Free-Flow)- directional median opening at CR 50 E/Sweetgum Road, overpass at SR 14, directional median opening at CR 50 N/13th Street, RCI at CR 100 N/6th Street, directional median opening at 3rd Street, Monticello Road, RCI at Olson Road

Fulton North Segment
Package 1 (Arterial Free-Flow)- two-way stop at CR 375 N, CR 450 N, CR 550 N, CR 600 N, overpass at CR 700 N
Package 2 (Arterial Free-Flow)- directional median opening at CR 375 N, RCI at CR 450 N, directional median opening at CR 550 N, CR 600 N, overpass at CR 700 N

South Argos Segment - (Not part of this study)
INDOT has a project planned to close all intersections between SR 110 and SR 10. New interchanges will be built at both SR 110 and SR 10 as well as a new overpass at CR 700 N.

North Argos Segment
NO BUILD ALTERNATIVE SELECTED FOR THIS SEGMENT

13th/Michigan Segment
Package 1 (Arterial Free-Flow)- RCI at 13th Road/Michigan Road, RIRO at 12B Road, two-way stop at Michigan Road, RIRO at 12th Road
Package 2 (Expressway Lite Free-Flow)- overpass at 13th Road/Michigan Road, RIRO at 12B Road, two-way stop at Michigan Road, RIRO at 12th Road

South Plymouth Segment
Package 1 (Expressway Free-Flow)- directional median opening at 11th Road, overpass over Lincoln Highway, two-way stop at 9A Road

[The Ghostbuster]

There is still more work to be done to eliminate all driveways and at-grade intersections on the IN 38-to-276th St. segment of US 31. The latest update to Google Maps Street View (September 2024) shows good progress of what has already been done to this portion of US 31.

[jnewkirk77]

they should put an interchange at division road and sign it from 31 to 19 as 28. it already is signed TRUCK 28.

It's signed as Truck 28, but it actually is 28.

[silverback1065]

they should put an interchange at division road and sign it from 31 to 19 as 28. it already is signed TRUCK 28.

It's signed as Truck 28, but it actually is 28.

I don't think that's true. 28 is cosigned with 26 from 31 to 19 and cosigned on 19 down to its old alignment.

[jnewkirk77]

they should put an interchange at division road and sign it from 31 to 19 as 28. it already is signed TRUCK 28.

It's signed as Truck 28, but it actually is 28.

I don't think that's true. 28 is cosigned with 26 from 31 to 19 and cosigned on 19 down to its old alignment.

I had to check on that. Wow. That routing makes absolutely no damn sense at all. Should've just split the route like they've done everywhere else.

[monty]

It will be most interesting on which options INDOT decides on. I bet they will go with the cheaper options that diminish crossing traffic but will include full interchanges at several of the most accident prone intersections. That would also eliminate stoplights.

The new governor will have a lot of say in the decision.

The end goal should still be a full freeway.

Wondering if the new modifications will allow for a 65 mph speed limit.

[I-55]

It will be most interesting on which options INDOT decides on. I bet they will go with the cheaper options that diminish crossing traffic but will include full interchanges at several of the most accident prone intersections. That would also eliminate stoplights.

The new governor will have a lot of say in the decision.

The end goal should still be a full freeway.

Wondering if the new modifications will allow for a 65 mph speed limit.

As long as at grade intersections remain, the speed limit will be 60. In order for a road to be posted at 65 or higher it must be either an interstate or a designated "INDOT Freeway". As the recommended "expressway" and "expressway lite" options are not freeway, the speed limit will remain 60 mph until either the road becomes a freeway or the general assembly changes the law.

If the new route creates short "pockets" of freeway, I still don't see speed increases to 65 on those segments in the name of inconsistency. While I'd like to see the portions of new freeway in Hamilton county get 65 mph limits it's important to note the existing freeway portions have a 55 mph limit right now, and having the speed limit toggle over the course of 25 miles seems inadequate.

[ysuindy]

Trying to understand some of the terminology. Do I have this right?

Directional median opening - will allow left turns off of US 31 but no cross traffic for the intersecting road.

RCI - will allow left turns off of US 31 with cross traffic turning right on 31 then executing a U turn a few hundred yards up the road on 31. Like a J turn.

Am I close to what these mean?

Imagine I can look at the document and see maps but too lazy / too hard on the phone

Thanks.

[ilpt4u]

As long as at grade intersections remain, the speed limit will be 60. In order for a road to be posted at 65 or higher it must be either an interstate or a designated "INDOT Freeway". As the recommended "expressway" and "expressway lite" options are not freeway, the speed limit will remain 60 mph until either the road becomes a freeway or the general assembly changes the law.

If the new route creates short "pockets" of freeway, I still don't see speed increases to 65 on those segments in the name of inconsistency. While I'd like to see the portions of new freeway in Hamilton county get 65 mph limits it's important to note the existing freeway portions have a 55 mph limit right now, and having the speed limit toggle over the course of 25 miles seems inadequate.

I can't believe INDOT is that much a stickler on 65 vs 60. IDOT doesn't post 65 often on 4 lane divideds with at-grade crosses, but it is done in parts of the state

[JREwing78]

"We are not moving!" So proclaims Wilson Farm Market. And, at least for the moment, it looks to be the case.

Captured in Google Street View for posterity:
https://maps.app.goo.gl/d829PUio8AFmbWAK7

[I-55]

As long as at grade intersections remain, the speed limit will be 60. In order for a road to be posted at 65 or higher it must be either an interstate or a designated "INDOT Freeway". As the recommended "expressway" and "expressway lite" options are not freeway, the speed limit will remain 60 mph until either the road becomes a freeway or the general assembly changes the law.

If the new route creates short "pockets" of freeway, I still don't see speed increases to 65 on those segments in the name of inconsistency. While I'd like to see the portions of new freeway in Hamilton county get 65 mph limits it's important to note the existing freeway portions have a 55 mph limit right now, and having the speed limit toggle over the course of 25 miles seems inadequate.

I can't believe INDOT is that much a stickler on 65 vs 60. IDOT doesn't post 65 often on 4 lane divideds with at-grade crosses, but it is done in parts of the state

It's not necessarily that INDOT is much of a stickler as it is that state law. In the same way that the law allows roads to go to 65 mph, it only allows Interstates to be 70.

(5) Sixty-five (65) miles per hour on:

(A) U.S. 20 from the intersection of U.S. 20 and County Road 17 in Elkhart County to the intersection of U.S. 20 and U.S. 31 in St. Joseph County;

(B) U.S. 31 from the intersection of U.S. 31 and U.S. 20 in St. Joseph County to the boundary line between Indiana and Michigan; and

(C) a highway classified by the Indiana department of transportation as an INDOT Freeway.

(7) Sixty (60) miles per hour on a highway that:

(A) is not designated as a part of the national system of interstate and defense highways;

(B) has four (4) or more lanes;

(C) is divided into two (2) or more roadways by:

(i) an intervening space that is unimproved and not intended for vehicular travel;

(ii) a physical barrier; or

(iii) a dividing section constructed to impede vehicular traffic; and

(D) is located outside an urbanized area (as defined in 23 U.S.C. 101) with a population of at least fifty thousand (50,000).

There was a proposed bill that would've raised speed limits on portions of US 24, US 30 east of Fort Wayne, and SR 25 to 70 mph that hasn't gone anywhere. US 31 has an 85th percentile speed above 70 mph and some stretches exceed 30,000 vpd, so I'd be concerned with speeds rising as more interchanges get built but the route doesn't fully ascend to "freeway." I'll be able to watch US 30 in Allen County similarly, as when SDI shift change occurs vehicles regularly do 80 back to Fort Wayne, and there are multiple proposed interchanges in this area separate from the PEL study.

[JREwing78]

Directional median opening - will allow left turns off of US 31 but no cross traffic for the intersecting road.

Basically, it's a median crossing that allows either a U-turn or a left turn. It doesn't necessarily have to be tied to an intersection or allow a particular left-turn movement, but they are frequently used at or near intersections to allow safer left turns.

Ideally, every median crossing would be a directional one; that removes the conflict when vehicles in opposing directions want to turn around at the same time. Newer divided highway designs incorporate them, and existing divided highways are being retrofitted with them.

RCI - will allow left turns off of US 31 with cross traffic turning right on 31 then executing a U turn a few hundred yards up the road on 31. Like a J turn.

Yes, RCI is a J-turn by a different name. It's using directional median crossings to allow turning or cross-traffic without the conflict points you get by having all traffic movements happen in the same location.

It's breaking up the movements so that turning traffic only has to watch for one direction of vehicle traffic at a time.

In some places, it's referred to as a "Michigan Left". However, Michigan will deploy these at intersections that have cross-traffic, with movements goverened by a stop light at the cross street, and often at the median crossings themselves. No left turn movements happen at the cross street itself; they happen a few hundred feet past the intersection.

Generally this is in city or suburban areas where there's far too much cross street traffic to remove cross-traffic entirely. But it cuts the number of signal phases needed dramatically - either both directions on the main street move, or both on the cross street move.

[silverback1065]

Directional median opening - will allow left turns off of US 31 but no cross traffic for the intersecting road.

Basically, it's a median crossing that allows either a U-turn or a left turn. It doesn't necessarily have to be tied to an intersection or allow a particular left-turn movement, but they are frequently used at or near intersections to allow safer left turns.

Ideally, every median crossing would be a directional one; that removes the conflict when vehicles in opposing directions want to turn around at the same time. Newer divided highway designs incorporate them, and existing divided highways are being retrofitted with them.

RCI - will allow left turns off of US 31 with cross traffic turning right on 31 then executing a U turn a few hundred yards up the road on 31. Like a J turn.

Yes, RCI is a J-turn by a different name. It's using directional median crossings to allow turning or cross-traffic without the conflict points you get by having all traffic movements happen in the same location.

It's breaking up the movements so that turning traffic only has to watch for one direction of vehicle traffic at a time.

In some places, it's referred to as a "Michigan Left". However, Michigan will deploy these at intersections that have cross-traffic, with movements goverened by a stop light at the cross street, and often at the median crossings themselves. No left turn movements happen at the cross street itself; they happen a few hundred feet past the intersection.

Generally this is in city or suburban areas where there's far too much cross street traffic to remove cross-traffic entirely. But it cuts the number of signal phases needed dramatically - either both directions on the main street move, or both on the cross street move.

Michigan lefts are different from J-turns in that the minor road still crosses the main road.

[ysuindy]

Thanks for the info!

Heading up 31 to Notre Dame tomorrow. So much faster than when I started making that trip 20 years ago

[KelleyCook]

Heading up 31 to Notre Dame tomorrow. So much faster than when I started making that trip 20 years ago

I too went to Notre Dame on Saturday. But I came from the north via the new US-31/I-94 freeflow intersection near Benton Harbor.

Again so much more convenient than my previous route.