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{{Short description|Interstate Highway in Detroit, Wayne County, Michigan, United States}}
{{Short description|Interstate Highway in Detroit, Wayne County, Michigan, United States}}
{{Use mdy dates|date=May 2022}}
{{Use American English|date=May 2022}}
{{Infobox road
{{Infobox road
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|state=MI
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'''Interstate 375''' ('''I-375''') is a north-south [[List of auxiliary Interstate Highways|auxiliary Interstate Highway]] in the city of [[Detroit]], Michigan, United States. It is the southernmost leg of the [[Walter P. Chrysler Freeway]] and a spur of [[Interstate 75 in Michigan|I-75]] into downtown Detroit, ending at the unsigned [[#Business spur|Business Spur Interstate 375]] (BS I-375), better known as [[Jefferson Avenue (Detroit)|Jefferson Avenue]]. The freeway opened on June 12, 1964. At only {{convert|1.062|mi|km|2}} in length, it once had the distinction of being the shortest signed [[Interstate Highway]] in the country before [[Interstate 110 (Texas)|I-110]] in [[El Paso, Texas]], was signed. The [[Michigan Department of Transportation]] (MDOT) announced in 2013 that it may remove I-375 in the future, and in 2021 announced plans to move forward converting the freeway to a boulevard.
'''Interstate 375''' ('''I-375''') is a north–south [[auxiliary Interstate Highway]] in the city of [[Detroit]], Michigan. It is the southernmost leg of the [[Walter P. Chrysler Freeway]] and a spur of [[Interstate 75 in Michigan|I-75]] into [[Downtown Detroit]], ending at the unsigned [[#Business spur|Business Spur I-375]] (BS I-375), better known as [[Jefferson Avenue (Detroit)|Jefferson Avenue]]. The freeway opened on June 12, 1964. At only {{convert|1.062|mi|km}} in length, it once had the distinction of being the shortest signed [[Interstate Highway]] in the country before [[Interstate 110 (Texas)|I-110]] in [[El Paso, Texas]], was signed. The [[Michigan Department of Transportation]] (MDOT) announced in 2013 that it may remove I-375 in the future, and, in 2021, announced plans to move forward converting the freeway to a boulevard.


==Route description==
==Route description==
I-375 and the Chrysler Freeway begin at Jefferson Avenue between St. Antoine Street and Beaubien Street in downtown Detroit near the [[Renaissance Center]].<ref name=greenwood2006-05-10>{{cite news |first = Tom |last = Greenwood |title = Both Directions of I-375 in Detroit Will Close Today |work = [[The Detroit News]] |date = May 10, 2006 |page = 2A |issn = 1055-2715 |oclc = 137348716 }}</ref> The freeway runs east before turning north. Just about a mile (1.6&nbsp;km) after the southern terminus, I-375 meets the Fisher Freeway which carries I-75 north of downtown. At this interchange, I-75 takes ramps to leave the Fisher Freeway and use the Chrysler Freeway, replacing I-375. I-375 is a four-lane freeway south of the I-75 interchange, where it widens to six lanes.<ref name=MDOT13D>{{cite MDOT map |year = 2013 |inset = Downtown |section = H13 }}</ref> The entire length of I-375 is included on the [[National Highway System (United States)|National Highway System]],<ref name=NHS-D>{{cite map |url = http://www.fhwa.dot.gov/planning/national_highway_system/maps/mi/detroit_mi.pdf |title = National Highway System: Detroit, MI |author = Federal Highway Administration |author-link = Federal Highway Administration |scale = Scale not given |location = Washington, DC |publisher = Federal Highway Administration |date = August 2003 |access-date = November 13, 2010 |format = PDF |archive-url = https://web.archive.org/web/20111028112916/http://www.fhwa.dot.gov//planning/nhs/maps/mi/detroit_mi.pdf |archive-date = October 28, 2011 }}</ref> a network of roadways that are important to the country's economy, defense, and mobility.<ref name=NHS>{{cite web |first1 = Stefan |last1 = Natzke |first2 = Mike |last2 = Neathery |first3 = Kevin |last3 = Adderly |name-list-style = amp |title = What is the National Highway System? |url = http://www.fhwa.dot.gov/planning/national_highway_system/ |work = National Highway System |publisher = Federal Highway Administration |date = June 26, 2013 |access-date = July 1, 2013 }}</ref>
I-375 and the Chrysler Freeway begin at Jefferson Avenue between St. Antoine Street and Beaubien Street in Downtown Detroit near the [[Renaissance Center]].<ref name=greenwood2006-05-10>{{cite news |first = Tom |last = Greenwood |title = Both Directions of I-375 in Detroit Will Close Today |work = [[The Detroit News]] |date = May 10, 2006 |page = 2A |issn = 1055-2715 |oclc = 137348716 }}</ref> The freeway runs east before turning north. Just about {{One2a|{{convert|1|mi|km|spell=in}}}} after the southern terminus, I-375 meets the Fisher Freeway which carries I-75 north of downtown. At this interchange, I-75 takes ramps to leave the Fisher Freeway and use the Chrysler Freeway, replacing I-375. I-375 is a four-lane freeway south of the I-75 interchange, where it widens to six lanes.<ref name=MDOT13D>{{cite MDOT map |year = 2013 |inset = Downtown |section = H13 }}</ref> The entire length of I-375 is included on the [[National Highway System (United States)|National Highway System]],<ref name=NHS-D>{{cite map |url = http://www.fhwa.dot.gov/planning/national_highway_system/maps/mi/detroit_mi.pdf |title = National Highway System: Detroit, MI |author = Federal Highway Administration |author-link = Federal Highway Administration |scale = Scale not given |location = Washington, DC |publisher = Federal Highway Administration |date = August 2003 |access-date = November 13, 2010 |format = PDF |archive-url = https://web.archive.org/web/20111028112916/http://www.fhwa.dot.gov//planning/nhs/maps/mi/detroit_mi.pdf |archive-date = October 28, 2011 }}</ref> a network of roadways that are important to the country's economy, defense, and mobility.<ref name=NHS>{{cite web |first1 = Stefan |last1 = Natzke |first2 = Mike |last2 = Neathery |first3 = Kevin |last3 = Adderly |name-list-style = amp |title = What is the National Highway System? |url = http://www.fhwa.dot.gov/planning/national_highway_system/ |work = National Highway System |publisher = Federal Highway Administration |date = June 26, 2013 |access-date = July 1, 2013 }}</ref>


According to the [[Michigan Department of Transportation]] (MDOT), I-375 is {{convert|1.062|mi|km|}}.<ref name="PRFA"/> At the time it opened until at least 2007, I-375 was the shortest signed Interstate in the country.<ref name="aashto"/> Based on FHWA data, there are three Interstates that are shorter: [[Interstate 110 (Texas)|I-110]] in Texas ({{convert|0.92|mi|km|disp=or|abbr=on}}), [[Interstate 878|I-878]] in New York ({{convert|0.70|mi|km|disp=or|abbr=on}}) and [[Interstate 315|I-315]] in Montana ({{convert|0.83|mi|km|disp=or|abbr=on}}).<ref name="fhwa">{{cite web |author = Federal Highway Administration |url = http://www.fhwa.dot.gov/reports/routefinder/table2.htm |title = Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways as of October 31, 2002 |work = Route Log and Finder List |publisher = Federal Highway Administration |date = October 31, 2002 |access-date = March 25, 2010 |oclc = 47914009 }}</ref> The latter two designations are not signed on their respective roadways,<ref name=RMN13>{{cite book |author = Rand McNally |author-link = Rand McNally |year = 2013 |title = The Road Atlas |location = Chicago |publisher = Rand McNally |edition = 2013 Walmart |isbn = 0-528-00626-6 |oclc = 773666955 }}
According to [[Michigan Department of Transportation|MDOT]], I-375 is {{convert|1.062|mi|km}}.<ref name="PRFA"/> At the time it opened until at least 2007, I-375 was the shortest signed Interstate in the country.<ref name="aashto"/> Based on [[Federal Highway Administration]] (FHWA) data, there are three Interstates that are shorter: [[Interstate 110 (Texas)|I-110]] in Texas ({{convert|0.92|mi|km|disp=or|abbr=on}}), [[Interstate 878|I-878]] in New York ({{convert|0.70|mi|km|disp=or|abbr=on}}), and [[Interstate 315|I-315]] in Montana ({{convert|0.83|mi|km|disp=or|abbr=on}}).<ref name="fhwa">{{cite web |author = Federal Highway Administration |url = http://www.fhwa.dot.gov/reports/routefinder/table2.htm |title = Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways as of October 31, 2002 |work = Route Log and Finder List |publisher = Federal Highway Administration |date = October 31, 2002 |access-date = March 25, 2010 |oclc = 47914009 }}</ref> The latter two designations are not signed on their respective roadways,<ref name=RMN13>{{cite book |author = Rand McNally |author-link = Rand McNally |year = 2013 |title = The Road Atlas |location = Chicago |publisher = Rand McNally |edition = 2013 Walmart |isbn = 0-528-00626-6 |oclc = 773666955 }}
*"Montana" (Map). 1:190,080. pp. 60–1. Great Falls inset. § N16.
*"Montana" (Map). 1:190,080. pp. 60–1. Great Falls inset. § N16.
*"New York: New York City" (Map). 1:126,720. pp. 72–3. New York City & Vicinity inset. §§ J13–14.
*"New York: New York City" (Map). 1:126,720. pp. 72–3. New York City & Vicinity inset. §§ J13–14.
</ref> and I-110 in Texas has since been signed.<ref>{{cite sign |author = Texas Department of Transportation |author-link = Texas Department of Transportation |year = 2010 |url = https://commons.wikimedia.org/wiki/File:Interstate-110-El-Paso.jpg |title = I-110, US&nbsp;54, I-10 and US&nbsp;180 |type = Highway guide sign |location = El Paso, TX |publisher = Texas Department of Transportation |access-date = April 11, 2014 }}</ref>
</ref> and I-110 in Texas has since been signed.<ref>{{cite sign |author = Texas Department of Transportation |author-link = Texas Department of Transportation |year = 2010 |url = https://commons.wikimedia.org/wiki/File:Interstate-110-El-Paso.jpg |title = I-110, US&nbsp;54, I-10 and US&nbsp;180 |type = Highway guide sign |location = El Paso, TX |publisher = Texas Department of Transportation |access-date = April 11, 2014 }}</ref>


Every year, MDOT conducts a series of surveys on its highways in the state to measure traffic volume. In 2009, MDOT calculated that 14,112&nbsp;vehicles per day used the southernmost section of I-375, [[average annual daily traffic|on average]], and 53,900&nbsp;vehicles used the northernmost section near I-75. These vehicles included 798&nbsp;trucks.<ref name="TMIS">{{cite web |author = Bureau of Transportation Planning |url = http://mdotnetpublic.state.mi.us/tmispublic/ |title = Traffic Monitoring Information System |publisher = Michigan Department of Transportation |year = 2008 |access-date = November 13, 2010 }}</ref>
Every year, MDOT conducts a series of surveys on its highways in the state to measure traffic volume. In 2009, MDOT calculated that 14,112&nbsp;vehicles per day used the southernmost section of I-375 [[average annual daily traffic|on average]] and 53,900&nbsp;vehicles used the northernmost section near I-75. These vehicles included 798&nbsp;trucks.<ref name="TMIS">{{cite web |author = Bureau of Transportation Planning |url = http://mdotnetpublic.state.mi.us/tmispublic/ |title = Traffic Monitoring Information System |publisher = Michigan Department of Transportation |year = 2008 |access-date = November 13, 2010 }}</ref>


==History==
==History==
Construction on the first segments of the Chrysler Freeway started on January 30, 1959.<ref name=barnett>{{cite book |last = Barnett |first = LeRoy |title = A Drive Down Memory Lane: The Named State and Federal Highways of Michigan |location = Allegan Forest, Michigan |publisher = Priscilla Press |year = 2004 |page = 233 |isbn = 1-886167-24-9 |oclc = 57425393 }}</ref> The area where the freeway was built was called [[Black Bottom, Detroit|Black Bottom]], a historic district that received its name from the soil found there by French explorers.<ref>{{cite book |last = Binelli |first = Mark |title = Detroit City Is the Place to Be: The Afterlife of an American Metropolis |publisher = Metropolitan Books |location = New York |year = 2012 |isbn = 978-0-8050-9229-5 |oclc = 753631067 |url = https://books.google.com/books?id=YlLyr7hX25IC&pg=PA20 |page = 20 |via = [[Google Books]] }}</ref> In the 1940s and 1950s, the area was home to a community of African-American entrepreneurs and businesses that rivaled [[Harlem]] in New York City. Black Bottom was one of the oldest neighborhoods in the city, and at the time of freeway construction, it had wooden sewers and dilapidated buildings.<ref name=gallagher2013-12-15/> In the 1950s and 1960s, many lower-class African-American residents lived in overcrowded and run-down housing in Black Bottom. These residents could not afford to maintain their homes because of their low income, leading outsiders to view the area as neglected and in need of updating and development.<ref>{{cite book |last1 = Sugrue |first1 = Thomas J. |year = 1996 |title = The Origins of the Urban Crisis |location = Princeton, New Jersey |publisher = Princeton University Press |isbn = 0-691-12186-9 }}{{page needed|date=November 2019}}</ref> The area, like [[Corktown, Detroit|Corktown]] to the west of downtown, was targeted by urban planners for urban renewal and infrastructure improvements in the 1950s and 1960s, which included the Chrysler Freeway and public housing projects.<ref name=gallagher2013-12-15>{{cite news |last = Gallagher |first = John |date = December 15, 2013 |title = When Detroit Paved over Paradise: The Story of I-375 |url = https://www.newspapers.com/clip/21827991/when_detroit_paved_over_paradise/ |work = [[Detroit Free Press]] |pages = 17A, [https://www.newspapers.com/clip/21828026/when_detroit_paved_over_paradise_part/ 18A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = [[Newspapers.com]] }}</ref> In the case of the construction of the Chrysler Freeway, some of the most crucial entertainment and cultural communities in Detroit, Black Bottom and Paradise Valley were destroyed.<ref name= vejendla >{{Cite news |last = Vejendla |first = Nithin |date = July 5, 2020 |title = Freeways Are Detroit's Most Enduring Monuments to Racism. Let's Excise Them |department = Opinion |url = https://www.freep.com/story/opinion/contributors/2020/07/05/detroit-freeways-racism-segregation-white-flight/5366081002/ |access-date = November 19, 2020 |work = Detroit Free Press }}</ref>
Construction on the first segments of the Chrysler Freeway started on January 30, 1959.<ref name=barnett>{{cite book |last = Barnett |first = LeRoy |title = A Drive Down Memory Lane: The Named State and Federal Highways of Michigan |location = Allegan Forest, Michigan |publisher = Priscilla Press |year = 2004 |page = 233 |isbn = 1-886167-24-9 |oclc = 57425393 }}</ref> The area where the freeway was built was called [[Black Bottom, Detroit|Black Bottom]], a historic district that received its name from the soil found there by French explorers.<ref>{{cite book |last = Binelli |first = Mark |title = Detroit City Is the Place to Be: The Afterlife of an American Metropolis |publisher = Metropolitan Books |location = New York |year = 2012 |isbn = 978-0-8050-9229-5 |oclc = 753631067 |url = https://books.google.com/books?id=YlLyr7hX25IC&pg=PA20 |page = 20 |via = [[Google Books]] }}</ref> In the 1940s and 1950s, the area was home to a community of African-American entrepreneurs and businesses that rivaled [[Harlem]] in New York City. Black Bottom was one of the oldest neighborhoods in the city, and, at the time of freeway construction, it had wooden sewers and dilapidated buildings.<ref name=gallagher2013-12-15/> In the 1950s and 1960s, many lower-class African-American residents lived in overcrowded and rundown housing in Black Bottom. These residents could not afford to maintain their homes because of their low income, leading outsiders to view the area as neglected and in need of updating and development.<ref>{{cite book |last1 = Sugrue |first1 = Thomas J. |year = 1996 |title = The Origins of the Urban Crisis |location = Princeton, New Jersey |publisher = Princeton University Press |isbn = 0-691-12186-9 }}{{page needed|date=November 2019}}</ref> The area, like [[Corktown, Detroit|Corktown]] to the west of downtown, was targeted by urban planners for urban renewal and infrastructure improvements in the 1950s and 1960s, which included the Chrysler Freeway and public housing projects.<ref name=gallagher2013-12-15>{{cite news |last = Gallagher |first = John |date = December 15, 2013 |title = When Detroit Paved over Paradise: The Story of I-375 |url = https://www.newspapers.com/clip/21827991/when_detroit_paved_over_paradise/ |work = [[Detroit Free Press]] |pages = 17A, [https://www.newspapers.com/clip/21828026/when_detroit_paved_over_paradise_part/ 18A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = [[Newspapers.com]] }}</ref> In the case of the construction of the Chrysler Freeway, some of the most crucial entertainment and cultural communities in Detroit, Black Bottom, and Paradise Valley were destroyed.<ref name= vejendla >{{Cite news |last = Vejendla |first = Nithin |date = July 5, 2020 |title = Freeways Are Detroit's Most Enduring Monuments to Racism. Let's Excise Them |department = Opinion |url = https://www.freep.com/story/opinion/contributors/2020/07/05/detroit-freeways-racism-segregation-white-flight/5366081002/ |access-date = November 19, 2020 |work = Detroit Free Press }}</ref>


On June 12, 1964, a surface street highway/freeway in Detroit that ran north from Jefferson Avenue and Randolph Street to the Fisher/Chrysler freeway interchange was opened.<ref name="aashto"/><ref name="TMIS"/> The southernmost segment, built through the Black Bottom neighborhood,<ref name=gallagher/> was designated I-375 at this time.<ref name="aashto"/><ref name="TMIS"/> The freeway cost $50&nbsp;million to build (equivalent to ${{formatprice|{{Inflation|US-GDP|50000000|1964}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}).<ref name=gallagher>{{cite news |first = John |last = Gallagher |date = November 24, 2013 |title = I-375: Walk? Or Drive? |url = https://www.newspapers.com/clip/21828191/i375_walk_or_drive/ |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828264/i375_walk_or_drive_part_2/ 12A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref>
On June 12, 1964, a surface street highway/freeway in Detroit that ran north from Jefferson Avenue and Randolph Street to the Fisher/Chrysler freeway interchange was opened.<ref name="aashto"/><ref name="TMIS"/> The southernmost segment, built through the Black Bottom neighborhood,<ref name=gallagher/> was designated I-375 at this time.<ref name="aashto"/><ref name="TMIS"/> The freeway cost $50&nbsp;million to build (equivalent to ${{formatprice|{{Inflation|US-GDP|50000000|1964}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}).<ref name=gallagher>{{cite news |first = John |last = Gallagher |date = November 24, 2013 |title = I-375: Walk? Or Drive? |url = https://www.newspapers.com/clip/21828191/i375_walk_or_drive/ |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828264/i375_walk_or_drive_part_2/ 12A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref>


==Future==
==Future==
In April 2013, MDOT announced that it was studying whether to repair the freeway at a cost of $80 million (equivalent to ${{formatprice|{{inflation|US-GDP|80000000|2013}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}) or convert the freeway south of Gratiot Avenue into a boulevard to reduce maintenance cost. This change would make the area more pedestrian-friendly and bring new developers and residents into the neighborhood. Converting this segment of the freeway and its [[right of way (transportation)|right-of-way]] to a boulevard would free up {{convert|12|acre|ha}} of land for development.<ref>{{cite news |last = Gautz |first = Christ |title = Among Ideas to Revamp I-375: A Boulevard |url = http://www.crainsdetroit.com/article/20130429/NEWS/304289951/among-ideas-to-revamp-i-375-a-boulevard# |access-date = October 21, 2013 |work = Crain's Detroit Business |date = April 29, 2013 |archive-url = https://www.webcitation.org/6Ovoza3MR?url=http://www.crainsdetroit.com/article/20130429/NEWS/304289951/among-ideas-to-revamp-i-375-a-boulevard |archive-date = April 18, 2014 |url-status = dead }}</ref> The department invited businesses and other groups affected by the potential project to participate in the study in November 2013. Advocates of the conversion cite increased pedestrian access and an improved connection between [[Eastern Market, Detroit|Eastern Market]] and downtown as reasons to remove the freeway.<ref name=gallagher/> Also, because the freeway has outdated geometric conditions, such as ramp widths and curvature, the high crash rates and congestion of I-375 are used to support the freeway's removal.<ref name=summary>{{cite web |author = I-375 Advisory Committee |date = September 17, 2019 |title = I-375 Improvement Project Meeting Summary |url = https://www.michigan.gov/documents/mdot/MDOT_I-375_LAC_GAC_Meeting_666791_7.pdf |publisher = Michigan Department of Transportation |access-date = November 13, 2019 }}</ref> Some people who live or work along the freeway and in the downtown area note the improved access I-375 provides to the area as reasons to retain the freeway.<ref name=gallagher/>
In April 2013, MDOT announced that it was studying whether to repair the freeway at a cost of $80&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|80000000|2013}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}) or convert the freeway south of Gratiot Avenue into a boulevard to reduce maintenance cost. This change would make the area more pedestrian-friendly and bring new developers and residents into the neighborhood. Converting this segment of the freeway and its [[right of way (transportation)|right-of-way]] to a boulevard would free up {{convert|12|acre|ha}} of land for development.<ref>{{cite news |last = Gautz |first = Christ |title = Among Ideas to Revamp I-375: A Boulevard |url = http://www.crainsdetroit.com/article/20130429/NEWS/304289951/among-ideas-to-revamp-i-375-a-boulevard# |access-date = October 21, 2013 |work = Crain's Detroit Business |date = April 29, 2013 |archive-url = https://www.webcitation.org/6Ovoza3MR?url=http://www.crainsdetroit.com/article/20130429/NEWS/304289951/among-ideas-to-revamp-i-375-a-boulevard |archive-date = April 18, 2014 |url-status = dead }}</ref> The department invited businesses and other groups affected by the potential project to participate in the study in November 2013. Advocates of the conversion cite increased pedestrian access and an improved connection between [[Eastern Market, Detroit|Eastern Market]] and downtown as reasons to remove the freeway.<ref name=gallagher/> Also, because the freeway has outdated geometric conditions, such as ramp widths and curvature, the high crash rates and congestion of I-375 are used to support the freeway's removal.<ref name=summary>{{cite web |author = I-375 Advisory Committee |date = September 17, 2019 |title = I-375 Improvement Project Meeting Summary |url = https://www.michigan.gov/documents/mdot/MDOT_I-375_LAC_GAC_Meeting_666791_7.pdf |publisher = Michigan Department of Transportation |access-date = November 13, 2019 }}</ref> Some people who live or work along the freeway and in the downtown area note the improved access I-375 provides to the area as reasons to retain the freeway.<ref name=gallagher/>


Six alternative proposals for rebuilding I-375 were unveiled by MDOT in June 2014. They ranged in price from $40&nbsp;million to $80&nbsp;million (equivalent toe ${{formatprice|{{inflation|US-GDP|40000000|2014}}–{{inflation|US-GDP|80000000|2014}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}). These options included rebuilding the freeway as is, reducing it to a [[boulevard]] or multiple [[one-way street]]s, or upgrading the existing freeway [[right-of-way (transportation)|right-of-way]] to include bike lanes and other pedestrian-friendly features.<ref>{{cite news |first = John |last = Gallagher |date = June 8, 2014 |url = https://www.newspapers.com/clip/21828395/reimagining_i375_choose_from_6_ways/ |title = Reimagining I-375: Choose from 6&nbsp;Ways to Rebuild or Replace the Detroit Expressway |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828467/reimagining_i375_part_2/ 10A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> In January 2016, the department announced that any decision on a course of action would be delayed indefinitely.<ref>{{cite news |first = John |last = Gallagher |date = January 26, 2016 |title = What Next for I-375? Final Decision Delayed |work = Detroit Free Press |url = https://www.newspapers.com/clip/21828586/what_next_for_i375_final_decision/ |pages = 3A, [https://www.newspapers.com/clip/21828632/what_next_for_i375_part_2/ 8A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> However, in May 2017, MDOT announced it was going forward with an [[Environmental impact assessment|environmental assessment]] to identify a preferred alternative.<ref>{{cite press release |last1 = Morosi |first1 = Rob |date = n.d. |title = MDOT Hosting Open House to Discuss Next Steps on I-375 Environmental Study in Detroit |url = http://www.michigan.gov/mdot/0,4616,7-151--410643--,00.html |publisher = Michigan Department of Transportation |access-date = May 9, 2017 }}</ref> In December 2017, the department announced that they were down to two alternatives, both of which involved replacing the freeway with a boulevard.<ref>{{cite news |first = John |last = Gallagher |date = December 5, 2017 |title = MDOT Moving Ahead with Plan to Rip Out I-375 |url = https://www.newspapers.com/clip/21828706/mdot_moving_ahead_with_plan_to_rip_out/ |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828738/mdot_moving_ahead_with_plan_to_rip_out/ 11A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> Both alternatives presented included a four-lane surface boulevard between Gratiot Avenue and Atwater Street.<ref name=summary/> In November 2021, Governor [[Gretchen Whitmer]] requested funding for the project from the [[United States Department of Transportation]] under the newly-created Reconnecting Communities program.<ref name="MetroTimes">{{cite web |last1 = DeVito |first1 = Lee |date = November 24, 2021 |title = Email Print Share Whitmer Requests Federal Funds to Fix the Damn I-375, Citing Its Racist Legacy |url = https://www.metrotimes.com/news-hits/archives/2021/11/24/whitmer-requests-federal-funds-to-fix-the-damn-i-375-citing-its-racist-legacy |website = Detroit Metro Times |access-date = January 4, 2022 }}</ref>
Six alternative proposals for rebuilding I-375 were unveiled by MDOT in June 2014. They ranged in price from $40&nbsp;million to $80&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|40000000|2014}}}} to ${{formatprice|{{inflation|US-GDP|80000000|2014}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP|name-list-style=amp}}). These options included rebuilding the freeway as is, reducing it to a [[boulevard]] or multiple [[one-way street]]s, or upgrading the existing freeway right-of-way to include bike lanes and other pedestrian-friendly features.<ref>{{cite news |first = John |last = Gallagher |date = June 8, 2014 |url = https://www.newspapers.com/clip/21828395/reimagining_i375_choose_from_6_ways/ |title = Reimagining I-375: Choose from 6&nbsp;Ways to Rebuild or Replace the Detroit Expressway |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828467/reimagining_i375_part_2/ 10A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> In January 2016, the department announced that any decision on a course of action would be delayed indefinitely.<ref>{{cite news |first = John |last = Gallagher |date = January 26, 2016 |title = What Next for I-375? Final Decision Delayed |work = Detroit Free Press |url = https://www.newspapers.com/clip/21828586/what_next_for_i375_final_decision/ |pages = 3A, [https://www.newspapers.com/clip/21828632/what_next_for_i375_part_2/ 8A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> However, in May 2017, MDOT announced it was going forward with an [[Environmental impact assessment|environmental assessment]] to identify a preferred alternative.<ref>{{cite press release |last1 = Morosi |first1 = Rob |date = n.d. |title = MDOT Hosting Open House to Discuss Next Steps on I-375 Environmental Study in Detroit |url = http://www.michigan.gov/mdot/0,4616,7-151--410643--,00.html |publisher = Michigan Department of Transportation |access-date = May 9, 2017 }}</ref> In December 2017, the department announced that they were down to two alternatives, both of which involved replacing the freeway with a boulevard.<ref>{{cite news |first = John |last = Gallagher |date = December 5, 2017 |title = MDOT Moving Ahead with Plan to Rip Out I-375 |url = https://www.newspapers.com/clip/21828706/mdot_moving_ahead_with_plan_to_rip_out/ |work = Detroit Free Press |pages = 1A, [https://www.newspapers.com/clip/21828738/mdot_moving_ahead_with_plan_to_rip_out/ 11A] |issn = 1055-2758 |id = {{oclc|10345127| 137343179}} |access-date = July 13, 2018 |via = Newspapers.com }}</ref> Both alternatives presented included a four-lane surface boulevard between Gratiot Avenue and Atwater Street.<ref name=summary/> In November 2021, Governor [[Gretchen Whitmer]] requested funding for the project from the [[United States Department of Transportation]] under the newly-created Reconnecting Communities program.<ref name="MetroTimes">{{cite web |last1 = DeVito |first1 = Lee |date = November 24, 2021 |title = Email Print Share Whitmer Requests Federal Funds to Fix the Damn I-375, Citing Its Racist Legacy |url = https://www.metrotimes.com/news-hits/archives/2021/11/24/whitmer-requests-federal-funds-to-fix-the-damn-i-375-citing-its-racist-legacy |website = Detroit Metro Times |access-date = January 4, 2022 }}</ref>


==Exit list==
==Exit list==
Line 95: Line 97:
}}
}}


The [[unsigned highway|unsigned]] '''Business Spur Interstate&nbsp;375''' ('''BS I-375'''), which is {{convert|0.167|mi|km|3}} long, continues west on [[Jefferson Avenue (Detroit)|Jefferson Avenue]] from the southern end of I-375, ending at the entrance to the [[Detroit–Windsor Tunnel]] at Randolph Street ([[M-3 (Michigan highway)|M-3]]). Jefferson Avenue past that intersection is [[M-10 (Michigan highway)|M-10]].<ref name="PRFA"/> BS I-375 runs next to the Renaissance Center and under a segment of the [[Detroit People Mover|People Mover]].<ref name=MDOT13D/> This designation was created in 1964.<ref name="aashto">{{cite web |author = American Association of State Highway and Transportation Officials |author-link = American Association of State Highway and Transportation Officials |url = http://www.interstate50th.org/history/2006-06-12.shtml |title = Today in Interstate History: June 12, 1964 |work = The Interstate is 50 |publisher = American Association of State Highway and Transportation Officials |year = 2006 |access-date = March 25, 2010 |archive-url = https://archive.today/20070804221751/http://www.interstate50th.org/history/2006-06-12.shtml |archive-date = August 4, 2007 |url-status = dead }}</ref>{{#tag:ref|The section of Jefferson Avenue that connects I-375 with M-10 is combined with the freeway as I-375 on MDOT [[right-of-way (transportation)|right-of-way]] (ROW) maps that document property transfers and ROW descriptions,<ref>{{cite map |author = Michigan Department of Transportation |location = Lansing |publisher = Michigan Department of Transportation |date = February 11, 2010 |map-url = http://mdotcf.state.mi.us/public/ROWFiles/files/Wayne/sheet173.pdf |map-format = PDF |title = Right-of-Way File Application |map = Wayne County |author2 = Gosselin Group |name-list-style = amp |sheet = 173 |access-date = April 11, 2014 }}</ref> but in the department's ''Physical Reference Finder Application'', the street is marked as BS I-375,<ref name=PRFA/> a designation missing from the official state map for the public.<ref name="MDOT13D"/>|group=lower-alpha}} The 2009 traffic surveys by MDOT reported that 33,376&nbsp;vehicles, including 922&nbsp;trucks, had used BS I-375 on an average day.<ref name="TMIS"/>
The [[unsigned highway|unsigned]] '''Business Spur Interstate&nbsp;375''' ('''BS I-375'''), which is {{convert|0.167|mi|km}} long, continues west on [[Jefferson Avenue (Detroit)|Jefferson Avenue]] from the southern end of I-375, ending at the entrance to the [[Detroit–Windsor tunnel]] at Randolph Street ([[M-3 (Michigan highway)|M-3]]). Jefferson Avenue past that intersection is [[M-10 (Michigan highway)|M-10]].<ref name="PRFA"/> BS I-375 runs next to the Renaissance Center and under a segment of the [[Detroit People Mover|People Mover]].<ref name=MDOT13D/> This designation was created in 1964.<ref name="aashto">{{cite web |author = American Association of State Highway and Transportation Officials |author-link = American Association of State Highway and Transportation Officials |url = http://www.interstate50th.org/history/2006-06-12.shtml |title = Today in Interstate History: June 12, 1964 |work = The Interstate is 50 |publisher = American Association of State Highway and Transportation Officials |year = 2006 |access-date = March 25, 2010 |archive-url = https://archive.today/20070804221751/http://www.interstate50th.org/history/2006-06-12.shtml |archive-date = August 4, 2007 |url-status = dead }}</ref>{{#tag:ref|The section of Jefferson Avenue that connects I-375 with M-10 is combined with the freeway as I-375 on MDOT [[right-of-way (transportation)|right-of-way]] (ROW) maps that document property transfers and ROW descriptions,<ref>{{cite map |author = Michigan Department of Transportation |location = Lansing |publisher = Michigan Department of Transportation |date = February 11, 2010 |map-url = http://mdotcf.state.mi.us/public/ROWFiles/files/Wayne/sheet173.pdf |map-format = PDF |title = Right-of-Way File Application |map = Wayne County |author2 = Gosselin Group |name-list-style = amp |sheet = 173 |access-date = April 11, 2014 }}</ref> but, in the department's ''Physical Reference Finder Application'', the street is marked as BS I-375,<ref name=PRFA/> a designation missing from the official state map for the public.<ref name="MDOT13D"/>|group=lower-alpha}} The 2009 traffic surveys by MDOT reported that 33,376&nbsp;vehicles, including 922&nbsp;trucks, had used BS I-375 on an average day.<ref name="TMIS"/>


'''Major junctions'''<br/>
'''Major junctions'''<br/>

Revision as of 04:27, 8 May 2022

Interstate 375 marker
Interstate 375
Walter P. Chrysler Freeway
Map
I-375 highlighted in red, BS I-375 in green
Route information
Auxiliary route of I-75
Maintained by MDOT
Length1.062 mi[1] (1.709 km)
ExistedJune 12, 1964 (1964-06-12)[2]–present
NHSEntire route
Major junctions
South endBS I-375 in Detroit
North end I-75 in Detroit
Location
CountryUnited States
StateMichigan
CountiesWayne
Highway system
← M-343→ I-475

Interstate 375 (I-375) is a north–south auxiliary Interstate Highway in the city of Detroit, Michigan. It is the southernmost leg of the Walter P. Chrysler Freeway and a spur of I-75 into Downtown Detroit, ending at the unsigned Business Spur I-375 (BS I-375), better known as Jefferson Avenue. The freeway opened on June 12, 1964. At only 1.062 miles (1.709 km) in length, it once had the distinction of being the shortest signed Interstate Highway in the country before I-110 in El Paso, Texas, was signed. The Michigan Department of Transportation (MDOT) announced in 2013 that it may remove I-375 in the future, and, in 2021, announced plans to move forward converting the freeway to a boulevard.

Route description

I-375 and the Chrysler Freeway begin at Jefferson Avenue between St. Antoine Street and Beaubien Street in Downtown Detroit near the Renaissance Center.[3] The freeway runs east before turning north. Just about a mile (1.6 km) after the southern terminus, I-375 meets the Fisher Freeway which carries I-75 north of downtown. At this interchange, I-75 takes ramps to leave the Fisher Freeway and use the Chrysler Freeway, replacing I-375. I-375 is a four-lane freeway south of the I-75 interchange, where it widens to six lanes.[4] The entire length of I-375 is included on the National Highway System,[5] a network of roadways that are important to the country's economy, defense, and mobility.[6]

According to MDOT, I-375 is 1.062 miles (1.709 km).[1] At the time it opened until at least 2007, I-375 was the shortest signed Interstate in the country.[2] Based on Federal Highway Administration (FHWA) data, there are three Interstates that are shorter: I-110 in Texas (0.92 mi or 1.48 km), I-878 in New York (0.70 mi or 1.13 km), and I-315 in Montana (0.83 mi or 1.34 km).[7] The latter two designations are not signed on their respective roadways,[8] and I-110 in Texas has since been signed.[9]

Every year, MDOT conducts a series of surveys on its highways in the state to measure traffic volume. In 2009, MDOT calculated that 14,112 vehicles per day used the southernmost section of I-375 on average and 53,900 vehicles used the northernmost section near I-75. These vehicles included 798 trucks.[10]

History

Construction on the first segments of the Chrysler Freeway started on January 30, 1959.[11] The area where the freeway was built was called Black Bottom, a historic district that received its name from the soil found there by French explorers.[12] In the 1940s and 1950s, the area was home to a community of African-American entrepreneurs and businesses that rivaled Harlem in New York City. Black Bottom was one of the oldest neighborhoods in the city, and, at the time of freeway construction, it had wooden sewers and dilapidated buildings.[13] In the 1950s and 1960s, many lower-class African-American residents lived in overcrowded and rundown housing in Black Bottom. These residents could not afford to maintain their homes because of their low income, leading outsiders to view the area as neglected and in need of updating and development.[14] The area, like Corktown to the west of downtown, was targeted by urban planners for urban renewal and infrastructure improvements in the 1950s and 1960s, which included the Chrysler Freeway and public housing projects.[13] In the case of the construction of the Chrysler Freeway, some of the most crucial entertainment and cultural communities in Detroit, Black Bottom, and Paradise Valley were destroyed.[15]

On June 12, 1964, a surface street highway/freeway in Detroit that ran north from Jefferson Avenue and Randolph Street to the Fisher/Chrysler freeway interchange was opened.[2][10] The southernmost segment, built through the Black Bottom neighborhood,[16] was designated I-375 at this time.[2][10] The freeway cost $50 million to build (equivalent to $376 million in 2023[17]).[16]

Future

In April 2013, MDOT announced that it was studying whether to repair the freeway at a cost of $80 million (equivalent to $103 million in 2023[17]) or convert the freeway south of Gratiot Avenue into a boulevard to reduce maintenance cost. This change would make the area more pedestrian-friendly and bring new developers and residents into the neighborhood. Converting this segment of the freeway and its right-of-way to a boulevard would free up 12 acres (4.9 ha) of land for development.[18] The department invited businesses and other groups affected by the potential project to participate in the study in November 2013. Advocates of the conversion cite increased pedestrian access and an improved connection between Eastern Market and downtown as reasons to remove the freeway.[16] Also, because the freeway has outdated geometric conditions, such as ramp widths and curvature, the high crash rates and congestion of I-375 are used to support the freeway's removal.[19] Some people who live or work along the freeway and in the downtown area note the improved access I-375 provides to the area as reasons to retain the freeway.[16]

Six alternative proposals for rebuilding I-375 were unveiled by MDOT in June 2014. They ranged in price from $40 million to $80 million (equivalent to $50.7 million to $101 million in 2023[17]). These options included rebuilding the freeway as is, reducing it to a boulevard or multiple one-way streets, or upgrading the existing freeway right-of-way to include bike lanes and other pedestrian-friendly features.[20] In January 2016, the department announced that any decision on a course of action would be delayed indefinitely.[21] However, in May 2017, MDOT announced it was going forward with an environmental assessment to identify a preferred alternative.[22] In December 2017, the department announced that they were down to two alternatives, both of which involved replacing the freeway with a boulevard.[23] Both alternatives presented included a four-lane surface boulevard between Gratiot Avenue and Atwater Street.[19] In November 2021, Governor Gretchen Whitmer requested funding for the project from the United States Department of Transportation under the newly-created Reconnecting Communities program.[24]

Exit list

The entire highway is in Detroit, Wayne County. All exits are unnumbered.

mi[1]kmDestinationsNotes
0.0000.000Jefferson Avenue west (BS I-375 south) – Civic CenterContinuation beyond southern terminus
0.4300.692Jefferson Avenue eastSouthbound exit and northbound entrance
0.6891.109Lafayette AvenueSouthbound exit and northbound entrance
0.9191.479
 I-75 south – Toledo

 M-3 north (Gratiot Avenue)		Northbound exit and southbound entrance; exit 51C on I-75
1.0621.709Madison StreetSouthbound left exit and northbound left entrance

 I-75 north – Flint		Northern terminus; exit 51C on I-75; Chrysler Freeway continues north on I-75
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Business spur

Business Spur Interstate 375
LocationDetroit
Length0.167 mi[1] (269 m)
Existed1964[2]–present

The unsigned Business Spur Interstate 375 (BS I-375), which is 0.167 miles (0.269 km) long, continues west on Jefferson Avenue from the southern end of I-375, ending at the entrance to the Detroit–Windsor tunnel at Randolph Street (M-3). Jefferson Avenue past that intersection is M-10.[1] BS I-375 runs next to the Renaissance Center and under a segment of the People Mover.[4] This designation was created in 1964.[2][a] The 2009 traffic surveys by MDOT reported that 33,376 vehicles, including 922 trucks, had used BS I-375 on an average day.[10]

Major junctions
The entire highway is in Detroit, Wayne County.

mi[1]kmDestinationsNotes
0.0000.000
 M-10 north (Jefferson Avenue west)

 M-3 north (Randolph Street)		Southern termini of BS I-375, M-3, and M-10; Jefferson Avenue continues west as M-10
0.1670.269Jefferson Avenue east


 I-375 north to I-75 – Flint		Interchange; northern terminus; southern terminus of I-375
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

Notes

  1. ^ The section of Jefferson Avenue that connects I-375 with M-10 is combined with the freeway as I-375 on MDOT right-of-way (ROW) maps that document property transfers and ROW descriptions,[25] but, in the department's Physical Reference Finder Application, the street is marked as BS I-375,[1] a designation missing from the official state map for the public.[4]

References

  1. ^ a b c d e f g Michigan Department of Transportation (2021). Next Generation PR Finder (Map). Michigan Department of Transportation. Retrieved October 11, 2021.
  2. ^ a b c d e f American Association of State Highway and Transportation Officials (2006). "Today in Interstate History: June 12, 1964". The Interstate is 50. American Association of State Highway and Transportation Officials. Archived from the original on August 4, 2007. Retrieved March 25, 2010.
  3. ^ Greenwood, Tom (May 10, 2006). "Both Directions of I-375 in Detroit Will Close Today". The Detroit News. p. 2A. ISSN 1055-2715. OCLC 137348716.
  4. ^ a b c Michigan Department of Transportation (2013). Pure Michigan: State Transportation Map (Map). c. 1:221,760. Lansing: Michigan Department of Transportation. Downtown inset. § H13. OCLC 42778335, 861227559.
  5. ^ Federal Highway Administration (August 2003). National Highway System: Detroit, MI (PDF) (Map). Scale not given. Washington, DC: Federal Highway Administration. Archived from the original (PDF) on October 28, 2011. Retrieved November 13, 2010.
  6. ^ Natzke, Stefan; Neathery, Mike & Adderly, Kevin (June 26, 2013). "What is the National Highway System?". National Highway System. Federal Highway Administration. Retrieved July 1, 2013.
  7. ^ Federal Highway Administration (October 31, 2002). "Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways as of October 31, 2002". Route Log and Finder List. Federal Highway Administration. OCLC 47914009. Retrieved March 25, 2010.
  8. ^ Rand McNally (2013). The Road Atlas (2013 Walmart ed.). Chicago: Rand McNally. ISBN 0-528-00626-6. OCLC 773666955.
    • "Montana" (Map). 1:190,080. pp. 60–1. Great Falls inset. § N16.
    • "New York: New York City" (Map). 1:126,720. pp. 72–3. New York City & Vicinity inset. §§ J13–14.
  9. ^ Texas Department of Transportation (2010). I-110, US 54, I-10 and US 180 (Highway guide sign). El Paso, TX: Texas Department of Transportation. Retrieved April 11, 2014.
  10. ^ a b c d Bureau of Transportation Planning (2008). "Traffic Monitoring Information System". Michigan Department of Transportation. Retrieved November 13, 2010.
  11. ^ Barnett, LeRoy (2004). A Drive Down Memory Lane: The Named State and Federal Highways of Michigan. Allegan Forest, Michigan: Priscilla Press. p. 233. ISBN 1-886167-24-9. OCLC 57425393.
  12. ^ Binelli, Mark (2012). Detroit City Is the Place to Be: The Afterlife of an American Metropolis. New York: Metropolitan Books. p. 20. ISBN 978-0-8050-9229-5. OCLC 753631067 – via Google Books.
  13. ^ a b Gallagher, John (December 15, 2013). "When Detroit Paved over Paradise: The Story of I-375". Detroit Free Press. pp. 17A, 18A. ISSN 1055-2758. OCLC 10345127, 137343179. Retrieved July 13, 2018 – via Newspapers.com.
  14. ^ Sugrue, Thomas J. (1996). The Origins of the Urban Crisis. Princeton, New Jersey: Princeton University Press. ISBN 0-691-12186-9.[page needed]
  15. ^ Vejendla, Nithin (July 5, 2020). "Freeways Are Detroit's Most Enduring Monuments to Racism. Let's Excise Them". Opinion. Detroit Free Press. Retrieved November 19, 2020.
  16. ^ a b c d Gallagher, John (November 24, 2013). "I-375: Walk? Or Drive?". Detroit Free Press. pp. 1A, 12A. ISSN 1055-2758. OCLC 10345127, 137343179. Retrieved July 13, 2018 – via Newspapers.com.
  17. ^ a b c Johnston, Louis & Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
  18. ^ Gautz, Christ (April 29, 2013). "Among Ideas to Revamp I-375: A Boulevard". Crain's Detroit Business. Archived from the original on April 18, 2014. Retrieved October 21, 2013.
  19. ^ a b I-375 Advisory Committee (September 17, 2019). "I-375 Improvement Project Meeting Summary" (PDF). Michigan Department of Transportation. Retrieved November 13, 2019.{{cite web}}: CS1 maint: numeric names: authors list (link)
  20. ^ Gallagher, John (June 8, 2014). "Reimagining I-375: Choose from 6 Ways to Rebuild or Replace the Detroit Expressway". Detroit Free Press. pp. 1A, 10A. ISSN 1055-2758. OCLC 10345127, 137343179. Retrieved July 13, 2018 – via Newspapers.com.
  21. ^ Gallagher, John (January 26, 2016). "What Next for I-375? Final Decision Delayed". Detroit Free Press. pp. 3A, 8A. ISSN 1055-2758. OCLC 10345127, 137343179. Retrieved July 13, 2018 – via Newspapers.com.
  22. ^ Morosi, Rob (n.d.). "MDOT Hosting Open House to Discuss Next Steps on I-375 Environmental Study in Detroit" (Press release). Michigan Department of Transportation. Retrieved May 9, 2017.
  23. ^ Gallagher, John (December 5, 2017). "MDOT Moving Ahead with Plan to Rip Out I-375". Detroit Free Press. pp. 1A, 11A. ISSN 1055-2758. OCLC 10345127, 137343179. Retrieved July 13, 2018 – via Newspapers.com.
  24. ^ DeVito, Lee (November 24, 2021). "Email Print Share Whitmer Requests Federal Funds to Fix the Damn I-375, Citing Its Racist Legacy". Detroit Metro Times. Retrieved January 4, 2022.
  25. ^ Michigan Department of Transportation & Gosselin Group (February 11, 2010). "Wayne County" (PDF) (Map). Right-of-Way File Application. Lansing: Michigan Department of Transportation. Sheet 173. Retrieved April 11, 2014.
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