M-6 (Michigan highway)

Route map:
Source: Wikipedia, the free encyclopedia.

M-6 marker

M-6

Paul B. Henry Freeway
South Beltline Freeway
Map
Grand Rapids metro area with M-6 highlighted in red
Route information
Maintained by MDOT
Length19.696 mi[1] (31.698 km)
ExistedNovember 20, 2001 (2001-11-20)[2]–present
Major junctions
West end I-196 near Hudsonville
Major intersections US 131 in Cutlerville
Alaska
East end I-96 near Cascade
Location
CountryUnited States
StateMichigan
CountiesOttawa, Kent
Highway system
M-7

M-6, or the Paul B. Henry Freeway, is a 19.7-mile-long (31.7 km) east–west

Western Michigan
. Each end is in a rural area while the central section has suburban development along the trunkline.

The freeway was originally conceived in the 1960s. It took 32 years to approve, plan, finance, and build the freeway from the time that the state first authorized funding in 1972 to the time of the ribbon-cutting ceremony in 2004 that opened the South Beltline to traffic. The project cost around $700 million or around $35 million per mile (approximately $22 million per kilometer). Initial construction started in November 1997, with the first phase opened in November 2001. The full freeway was opened in November 2004. The first phase of construction was completed in asphalt, while the second and third phases were built in concrete. The project was built with two firsts: the first single-point urban interchange (SPUI; /ˈsp/) in Michigan, and a new technique to apply the pavement markings, embedding them into the concrete to reduce the chance of a snowplow scraping them off. In advance of the opening of the freeway to traffic, the Michigan Department of Transportation (MDOT) allowed the public to walk or bike the South Beltline in an open-house event called the "Southbelt Shuffle".

Route description

The overhead gantry with signs at
M-6 westbound near junction with I-196

M-6 starts at exit 64 on I-196 in

collector-distributor lanes on each side. The auxiliary lanes funnel the traffic using the interchange off the main carriageways to eliminate conflicts between merging streams of traffic. In the eastbound direction, the collector-distributor lane also has access to a ramp for traffic bound for 68th Street, which runs parallel to, and south of, the M-6 freeway. No such access to 68th Street is provided for westbound M-6 traffic, although 68th Street traffic can access each direction of M-6 or US 131.[3][4][5]

Aerial photo of
Cloverleaf interchange for US 131/M-6/68th Street in Wyoming

East of US 131, M-6 crosses over Division Avenue and enters Gaines Township through a series of sound barrier walls as the freeway ramps merge back into the main lanes.[3][4][5] This area had the highest traffic counts in 2011 at 55,236 vehicles per day.[6] Near Kalamazoo Avenue, the freeway passes through an area with retail businesses and movie theaters on each side of the interchange; to the northeast is East Kentwood High School. On the approach to the East Paris Avenue underpass, M-6 curves first to the northeast and then back to the southeast, passing near one of Steelcase's office buildings, the pyramid-shaped Corporate Development Center. The freeway begins to curve to the northeast as it crosses into Caledonia Township, with an interchange for M-37 (Broadmoor Avenue) and an overpass for 60th Street. M-6 curves around the southeast side of the Gerald R. Ford International Airport in Cascade Township. As the South Beltline nears I-96, it crosses 48th Street next to the Thornapple Pointe Golf Course. The carriageway splits into ramps for each direction of I-96, the ramps to eastbound I-96 crossing over the Thornapple River in the process. This interchange marks the eastern terminus of the Paul B. Henry South Beltline Freeway.[3][4][5] The entire length of the freeway is listed on the National Highway System,[8] a system of roads important to the nation's economy, defense and mobility.[9]

The

Paul Henry Rail Trail at 60th Street and Wing Avenue by Paris Park in Kentwood.[10]

History

Earlier designations

Map
Section of the 1936/7 Official Michigan Highway Map showing M-6 in the Keweenaw Peninsula

The first appearance of M-6 was in 1926 as a two-mile (3.2 km) road in

Michigan State Highway Department[b] redesignated the highway as M-111 in 1938, and it was redesignated two years later to become a part of the route of M-26.[13]

In the late 1970s, during the second phase of construction of the I-696 (Walter P. Reuther Freeway) in Metro Detroit, lobbying efforts and lawsuits attempted to block construction of the central section. If successful, the efforts would have left the freeway with a gap in the middle between the first (western) and second (eastern) phases of construction.[14] During this time, MDOT assigned M-6 to the eastern section of the freeway under construction. Signs were erected along the service roads that followed 11 Mile Road to connect the already built stack interchange at I-75 east to I-94.[15] By the time the eastern freeway segment was completed in 1979, the signage for M-6 was removed and replaced with I-696 signage,[16] leaving an eight-mile (13 km) gap in the I-696 freeway until completion of the central section in 1989.[14]

Current freeway

Planning

The South Beltline Freeway near Grand Rapids was a project that took about 32 years to complete. The idea dates back to the 1940s, but serious proposals were not made until the 1960s.

gas tax was approved in 1972 with the goal to finance local road projects in the state, including the South Beltline. The project was anticipated to cost $30–100 million (equivalent to $127–424 million in 2023[19]) in June 1975 with an expected groundbreaking in 1982–85.[20] The highway was studied in January 1981 for $144,000 (equivalent to $394,000 in 2023[19]).[21] The choice of consultants on the project was controversial; local planners felt that MDOT picked BKI Inc. only because they used a minority-owned subcontractor and not because they would be qualified for the assignment.[22]

As this study was initiated, the route for the proposed freeway was located between 60th and 68th streets with a western end in

limited access boulevard design. One final option was a "no-build" alternative; under this option, existing roads would be upgraded but no new roads would be built. The City of Grand Rapids opposed the freeway while the suburbs and townships south and west of the city supported it. City officials were concerned about the impact to commercial and industrial business in Grand Rapids. Hudsonville's city manager favored the proposal as a benefit to local vegetable producers who shipped produce to Detroit or Cleveland. Other supporters, such as the Georgetown Township supervisor, were concerned that delays in starting the project could increase costs. State and local officials expected the freeway in January 1981 to cost between $40–100 million (equivalent to $110–274 million in 2023[19]). The road was to be started no sooner than 1990.[23]

The field that was to be
The site of M-6 in 1999 looking eastbound near Kalamazoo Avenue, Gaines Township

The boundaries for the highway corridor were determined by the consultants in April 1982, running between 60th and 84th streets, "dipping like a hammock beneath the cities of Kentwood and Wyoming".[24] The results of the study by BKI were criticized by local planners in May 1982, who called the study "shabby and unprofessional work", and asked the state to fire the consulting firm.[21] Local residents distributed 2,000 fliers to their neighbors in opposition to the freeway. The South Belt Local Advisory Board criticized BKI's 110-page study report as "filled with errors"; the consultants' earlier 26-page paper had been rejected by the board and MDOT as "unusable".[21] An editorial in The Grand Rapids Press stated that the study did not help advance the project in the area, instead opening the proposed freeway up to new controversies. Doubts about the state's budget in 1982 to build the roadway combined with issues over the consultants and their study results.[25]

A second citizens group, the South Belt Citizens Committee, was formed in July 1982 to gain additional public information on the project and supplement the work of the other groups, including the South Belt Local Advisory Board.[26] BKI was fired as consultant on the project by MDOT on September 9, 1982. The switch to a new consultant delayed further study because of the timetable to take bids and interview the candidates. In the interim, work was shifted to local and state planners until a new consultant could be retained in an effort to minimize the delays involved. These local projects were focused on updating the information and maps from BKI's study and refining the scope of the highway's corridor.[27]

Gaines, Cascade, and Caledonia townships and the city of Kentwood circulated a survey amongst their communities' planning commissions and elected boards in 1982. The survey showed an inconclusive preference for a limited-access highway in what was termed a "gut level reaction" to the proposed roadway.

Michigan State Senate, called for an end to the studies in 1983;[30] he would later reverse and become one of the project's biggest supporters.[20]

MDOT hired a new consultant, Schimpeler/Coradino Associates, in 1984 to study the proposed freeway.[31] The consultant recommended the freeway in March 1985. The South Beltline was included in the ten-year highway plan in 1986. By 1989, the state wanted to set the route in 1991 with construction starting in 1993. The freeway was studied as a possible toll road in June 1991 after three alternative routes were proposed the previous year. That September, the final route was set with a projected start date in 1997. The toll road concept was revived in September 1995 to offset the failure of a proposed gas tax increase. As a cost-saving measure, the number of interchanges was reduced to four from eight in June 1996. When a gas tax increase was passed in 1997, Governor John Engler promised at least seven access points for the freeway.[20] The South Beltline was touted as "[cutting] travel time around Grand Rapids virtually in half".[32]

Phase I

Aerial photo of
M-37 interchange incomplete while the remainder of the freeway was under construction

Proposals for the South Beltline Freeway were nearly 25 years old by the time initial construction was started in 1997.

Michigan State Legislature named the South Beltline around the same time for the Congressman Paul B. Henry, who died in office in 1993, serving in Gerald Ford's old US House seat.[32] The cost of the construction of new roads like the South Beltline was a campaign issue when Engler ran for re-election against Geoffrey Fieger in 1998.[33] The entire freeway was projected to open by 2008, with the first phase opening in 2002. MDOT gave the South Beltline its numerical designation on the July 1999 edition of the state map, marking M-6 for the first time as a dotted line, to denote it was "under construction".[20] The legislature approved Engler's "Build Michigan III" program in 2000; the plan accelerated road projects in the state.[34] The capital outlay for the year was $82 million (equivalent to $136 million in 2023[19]).[35] Condemnation proceedings were initiated in the Kent County Circuit Court in 1999 to clear the way for the acquisitions. Land that contained homes, farms, trailer parks, and businesses was purchased by MDOT to acquire the right-of-way needed for the freeway. The land needed measured 360 feet (110 m) wide and 20 miles (32 km) long. Land acquisitions for the South Beltline Freeway were completed in July 2001. Construction started later in the fall of 2001 on the second and third phases of the project.[36]

The first leg of the South Beltline Freeway, located between M-37 (Broadmoor Avenue) and I-96, was finished six months early. Dry summer weather allowed the roadbed contractors to finish their portion of the five-mile (8.0 km) section of the freeway early, earning them a $300,000 bonus (equivalent to $476,000 in 2023[19]).[37] The overpasses for the remaining sections of the freeway were completed while the first phase was under construction, leaving the interchanges at US 131 and I-196 and the connecting roadbed to be completed at that time.[37] The first section was paved in asphalt after MDOT reversed the decision to pave the whole freeway in concrete.[38] That stretch of freeway opened to traffic on November 20, 2001.[2] The state kept the overall project in an accelerated status headed into the next phases in 2002.[39]

Phases II and III

Aerial photo of
Kalamazoo Avenue SPUI under final construction

Construction of the remaining phases between US 131 and M-37 and between I-196 and US 131 was started on April 1, 2002. Area roads that crossed the path of the new freeway were closed to traffic with posted detours so that work could begin on the roadbed for the freeway.[38] The last major project for the freeway was to replace bridge beams in the overpasses from westbound I-196 to eastbound M-6.[40] Design flaws were found in 2002 in the size of the beams in the bridges over eastbound I-196 and the ramp from westbound M-6 to westbound I-196.[41] The replacement was originally supposed to close traffic along I-196 over a weekend in 2004, but kept a lane closed for a full week, backing up traffic on the Interstate for two miles (3.2 km); completion of the work was delayed when human error caused a shortage of nuts and bolts.[42]

Photo of the
Wilson Avenue overpass

MDOT hosted an open house along the unopened section of M-6 between Kalamazoo and Byron Center avenues. This event took place on October 2, 2004, and was billed as the "Southbelt Shuffle", allowing the public to walk or bike along the freeway. The event was planned to draw attention to the M-6 Trail that runs parallel to the freeway.[43] Some event participants brought their horses for the chance to ride on the freeway.[44] The whole freeway was opened to traffic on November 17, 2004, after a ribbon cutting ceremony.[45] When opened, reconstruction work was still being completed on overpass bridges at the I-196 interchange on the west end.[46] The entire project cost $700 million (equivalent to $1.05 billion in 2023[19]) to complete over the five-year construction period, about $35 million/mi (approximately $22 million/km, equivalent to $53 million/mi or $33 million/km in 2023[19]).[47] When the freeway was opened, it was the first in the state of Michigan to use a SPUI located at the Kalamazoo Avenue exit.[47] All of the bridges and sound barrier walls were painted sienna beige as part of a "color theme" to the freeway. MDOT also used a new technique to recess the pavement markings into the concrete, designed to reduce the likelihood that snowplows would scrape them off.[47] The signs are in miles, but "the entire M-6 freeway was designed and constructed in metric", according to MDOT manager Suzette Peplinski.[47] The final ramps opened to traffic on December 9, 2004.[48]

After construction

Photograph of the
Frederik Meijer Trail looking east at the freeway in Kentwood

MDOT added the completed M-6 to the state maps in an updated printing in June 2005. At the time, the various online mapping services still did not show a complete freeway in eastern Ottawa or southern Kent counties. Services such as

Mapquest and Yahoo! Maps rely on Tele Atlas out of New Hampshire for their mapping information, which, in turn, relies on agencies like MDOT to update their data. MDOT's map update came out nearly eight months after the initial opening due to its inclusion in a large-scale update to the state highway map.[49]

A year after the freeway opened, traffic volumes along parallel roads like 44th, 56th and 68th streets dropped 40–50%.[50] At the same time, roads with interchanges along the freeway saw increased traffic. Wilson Avenue experienced a 120% increase and sections of Byron Center Avenue jumped 100% in traffic levels a month after M-6 opened.[50] Property values in the townships surrounding the freeway increased 11.3–12.4% by 2006 as a result of development attached to the freeway.[51] Local officials credited the freeway for increased access to the area, driving housing starts as residents flocked to the communities for their schools and quality of life.[51] In 2007, the Metro Health Village, a commercial development centered around the Byron Center Avenue exit and the hospital opened. Described as being similar to a mall with the hospital as a tenant, the village features restaurants, shops, offices and a hotel. Metro Health relocated from Grand Rapids to the location in Wyoming in the face of opposition to planned expansions of their previous location.[52] Since opening, even though the freeway was officially named for Paul Henry, the original South Beltline name is still in use.[53]

Reactions to the new freeway were not all positive. In a special editorial in The Grand Rapids Press after the freeway opened in 2004, local resident Curt MacDougall summarized the criticisms of the new freeway. He cited the loss of rural farmland and wetlands as a negative effect of the highway. The editorial also discussed that the freeway does decrease travel times for some residents, but it will mean increased development. That development will mean further urban sprawl, and could spur the creation of additional highways in the area.[54]

The

Frederik and Lena Meijer Foundation. The balance came from Kent County and the townships.[55] Work on the trail was completed in November 2008.[56]

In 2009, the asphalt section of M-6 had to be repaired. This section of roadway between East Paris Avenue and 48th Street was rated poorly by the Michigan Infrastructure and Transportation Association, while the concrete west of Broadmoor Avenue had favorable marks. MDOT budgeted $2 million in repairs on top of previous crack-related fixes that were handled by the original pavement contractor under a warranty in 2006. The local press described the 4.7-mile (7.6 km) stretch of road as "troublesome" in relation to pavement quality issues.[57]

Legislation was signed by Governor Rick Snyder on December 27, 2014, to name the section of M-6 between Byron Center and Kalamazoo avenues the David John Warsen Memorial Highway.[58] Warsen, a US Navy SEAL, was killed in a helicopter accident in Afghanistan in 2012. This section of the highway was dedicated on August 15, 2015.[59]

Exit list

CountyLocationmi[1]kmExitDestinationsNotes
OttawaGeorgetown Township0.0000.000 I-196 (G.R. Ford Freeway) – Grand Rapids, HollandExit 64 on I-196
Jamestown Township
1.7372.79518th Avenue
Grandville
5.7569.2635Byron Center Avenue – Wyoming
7.886–
8.776
12.691–
14.124
8 US 131 – Grand Rapids, Kalamazoo
68th Street – Cutlerville
No access to 68th Street from westbound M-6; exit 77 on US 131 for M-6 and exit 76 on US 131 for 68th Street
Gaines Township10.86717.48911Kalamazoo Avenue – KentwoodSingle-point urban interchange
Caledonia Township15.370–
15.391
24.736–
24.769
15 M-37 (Broadmoor Avenue) – Grand Rapids, Hastings, Gerald R. Ford International Airport
Cascade Township19.69631.698 I-96 – Muskegon, LansingExit 46 on I-96
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

Notes

  1. ^ As measured by mainline freeway lane lengths.
  2. ^ The Michigan State Highway Department was reorganized into the Michigan Department of State Highways and Transportation on August 23, 1973, and the name was later shortened to its current form in 1978.[12]

References

  1. ^ a b Michigan Department of Transportation (2021). Next Generation PR Finder (Map). Michigan Department of Transportation. Retrieved October 11, 2021.
  2. ^
    WZZM-TV. November 21, 2001. Archived from the original
    on February 10, 2013. Retrieved January 8, 2011.
  3. ^ .
  4. ^ .
  5. ^ a b c d e Google (September 19, 2010). "Overview Map of M-6" (Map). Google Maps. Google. Retrieved September 19, 2010.
  6. ^ a b Bureau of Transportation Planning (2008). "Traffic Monitoring Information System". Michigan Department of Transportation. Retrieved November 4, 2011.
  7. OCLC 9975013
    .
  8. ^ Michigan Department of Transportation (April 23, 2006). National Highway System, Michigan (PDF) (Map). Scale not given. Lansing: Michigan Department of Transportation. Archived from the original (PDF) on October 4, 2012. Retrieved October 7, 2008.
  9. ^ Natzke, Stefan; Neathery, Mike & Adderly, Kevin (June 20, 2012). "What is the National Highway System?". National Highway System. Federal Highway Administration. Retrieved July 1, 2012.
  10. Michigan State Highway Department
    (December 1, 1926). Official Highway Condition Map (Map). [c. 1:823,680]. Lansing: Michigan State Highway Department.
  11. OCLC 8169232. Retrieved January 18, 2021 – via Wikisource
    .
  12. . Retrieved October 17, 2019 – via Michigan History Center.
  13. ^ . Retrieved January 7, 2011.
  14. .
  15. OCLC 36134862. Retrieved January 7, 2011 – via Google News
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  16. .
  17. OCLC 4165975. Retrieved January 7, 2011 – via Wikimedia Commons
    .
  18. ^
    Gross Domestic Product deflator
    figures follow the Measuring Worth series.
  19. ^ .
  20. ^ .
  21. .
  22. .
  23. .
  24. .
  25. .
  26. .
  27. .
  28. .
  29. .
  30. .
  31. ^ .
  32. . Retrieved January 8, 2011 – via Google News.
  33. .
  34. Newspapers.com
    .
  35. .
  36. ^ .
  37. ^ .
  38. . Retrieved January 8, 2011 – via Google News.
  39. .
  40. .
  41. .
  42. .
  43. ^ Camp, Barry L. (October 2, 2004). "Roadpix: The M-6 'Southbelt Shuffle'". Archived from the original on July 8, 2011. Retrieved September 19, 2010.
  44. OCLC 49995441
    .
  45. .
  46. ^ .
  47. ^ Nemitz, Brian (December 9, 2004). "Final South Beltline Ramp Opens". Grand Rapids, Michigan: WZZM-TV. Archived from the original on February 9, 2013. Retrieved January 8, 2011.
  48. OCLC 9975013
    .
  49. ^ .
  50. ^ .
  51. .
  52. .
  53. .
  54. .
  55. from the original on January 12, 2012. Retrieved September 19, 2010.
  56. .
  57. ^ eightWest staff (August 3, 2015). "Celebrating the Life of David Warsen". eightWest. Grand Rapids, Michigan: WOOD-TV. Retrieved September 10, 2015.
  58. WXMI-TV
    . Retrieved September 10, 2015.

External links

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