M-6, or the Paul B. Henry Freeway, is a east–west freeway and state trunkline highway in the United States that serves portions of southern Kent and eastern Ottawa counties south of Grand Rapids, Michigan. Although the freeway is named for Paul B. Henry, local residents and the press continue to use the original name, South Beltline as well on occasion. The freeway connects Interstate 196 (I-196) on the west with I-96 on the east. M-6 also provides a connection to U.S. Highway 131 (US 131) in the middle of its corridor while running through several townships on the south side of the Grand Rapids metropolitan area in 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; ) 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
M-6 starts at exit 64 on I-196 in Ottawa County near Hudsonville. The freeway runs southeast from the interchange through the rural Georgetown and Jamestown townships toward the county line. Through this area, MDOT traffic surveys measured a traffic count of 27,117 vehicles on average per day, the lowest along the freeway, in 2010. At Kenowa Avenue, the South Beltline crosses into Byron Township in Kent County. The freeway corridor is bounded on each side by farmland, scattered subdivisions, and small pockets of woodland. Near the Wilson Avenue interchange, M-6 curves to the northeast around the edge of the Ironwood Golf Course and heads for the interchange with Byron Center Avenue. On either side of the freeway at Byron Center Avenue, there are two hospitals, Metro Health and St. Mary's Southwest, the former located on the very southern edge of the city of Wyoming. Continuing east, the beltline curves to the southeast and into the cloverleaf interchange complex at US 131. This "mammoth" interchange stretches over a half mile (0.8 km) in one direction and over a mile (1.6 km) in the other,As measured by mainline freeway lane lengths. encompassing 27 bridges and 18 retaining walls. This makes it the largest freeway interchange in Western Michigan. There are four overpasses which carry M-6 over the US 131 freeway: two for the main carriageways in each direction and two for the 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.
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. This area had the highest traffic counts in 2011 at 55,236 vehicles per day. 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. The entire length of the freeway is listed on the National Highway System, a system of roads important to the nation's economy, defense and mobility.
The right-of-way along M-6 includes a pedestrian path known as the Frederik Meijer Trail. Previously called the M-6 Trail, it links the Kent Trails west of Byron Center Avenue in Wyoming with the Paul Henry Rail Trail at 60th Street and Wing Avenue by Paris Park in Kentwood.
History
Earlier designations
The first appearance of M-6 was in 1926 as a road in Keweenaw County in the Upper Peninsula. The highway ran from US 41 at Phoenix to north of Eagle River. The Michigan State Highway Department 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.
In the late 1970s, during the second phase of construction of 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. 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. By the time the eastern freeway segment was completed in 1979, the signage for M-6 was removed and replaced with I-696 signage, leaving an gap in the I-696 freeway until completion of the central section in 1989.
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. The 1955 planning map for the Grand Rapids area Interstate Highways included a freeway roughly along the M-6 corridor before I-96 and I-196 were shifted north and east to their current locations. An increase in the state 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 $– in ) in June 1975 with an expected groundbreaking in 1982–85. The highway was studied in January 1981 for $144,000 (equivalent to $ in ). 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.
As this study was initiated, the route for the proposed freeway was located between 60th and 68th streets with a western end in Hudsonville and an eastern end in Lowell Township. The consultants were asked to study a full freeway and a 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 $– in ). The road was to be started no sooner than 1990.
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". 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. 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". 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.
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. 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.
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. The South Belt Citizens Committee actively started to oppose the roadway during the fall of 1982, pressing local candidates for political office to take positions on the project. The group called the roadway a "holocaust" in its mailings to the candidates. Future Lieutenant Governor Dick Posthumus, then a member of the Michigan State Senate, called for an end to the studies in 1983; he would later reverse and become one of the project's biggest supporters.
MDOT hired a new consultant, Schimpeler/Coradino Associates, in 1984 to study the proposed freeway. 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. The South Beltline was touted as "[cutting] travel time around Grand Rapids virtually in half".