Be aware of fake MDOT texts demanding toll or traffic ticket payments. MDOT does not operate any toll roads. Contact the Michigan Attorney General for information on how to identify scams and file a complaint.
Our goal is to keep Michigan's motorists safe, informed, and mobile. That is why MDOT offers many ways to help ease the stress of commuting by providing information that commuters want and need as they make daily travel decisions.
Did you know that millions of people visit the Great Lakes State every year? Whether you are from out of state or right here in Michigan, we want to ensure your travel throughout Michigan is informative, comfortable, and fun.
At MDOT, safety is paramount. It is our goal to improve overall safety for all road users, internal staff, contractors performing work on roads, and emergency responders.
Every year, MDOT produces an updated version of the state transportation map. The department also produces numerous geographic information system maps to assist commuters, tourists, and businesses.
In Michigan, there are three publicly-owned and operated bridges: Mackinac Bridge, Blue Water Bridge, and International Bridge. There are also two privately-owned and operated border crossings: Ambassador Bridge and Detroit-Windsor Tunnel.
A vibrant and sustainable multimodal transportation system is vital to Michigan's future economic viability and competitiveness. From aviation to public transportation, rail, freight, and marine, MDOT is involved in all modes of transportation.
MDOT's Office of Business Development (OBD) manages external civil rights programs, such as the Disadvantaged Business Enterprise (DBE) Program, the On-the-Job Training Program, and the Small Business Program, and ensures compliance with Title VI of the Civil Rights Act of 1964, equal opportunity requirements for contractors, and the Americans with Disabilities Act of 1990.
MDOT is committed to ensuring that projects, programs and services are performed without discrimination, under Title VI.
Contractors and vendors who work on federally assisted projects are required to establish and carry out policies to assure that applicants are employed and that employees are treated during employment without regard to their race, religion, sex, sexual orientation, gender identity, color, national origin, age, or disability.
The Bureau of Bridges and Structures is responsible for statewide policy, procedure development, and execution to ensure all bridges and structures are designed, constructed, maintained, and operated to ensure safety.
MDOT provides funding for competitive grant and loan programs primarily, but not exclusively, for state and local road agencies for the greatest impact on economic development and job creation.
MDOT's highway programs focus on the development and management of the department's roadsides, environmental efforts and policies, and federal-aid highway information.
The Bureau of Transportation Planning develops and implements a comprehensive transportation planning process which results in investments that are consistent with the policies of the State Transportation Commission.
Research Administration supports and promotes innovative research that encourages safe, sustainable and cost-effective transportation solutions throughout Michigan.
MDOT provides technologies and partnerships in order to make the transportation system safer and less congested.
MDOT has ongoing government-to-government communication with 12 federally recognized sovereign tribal governments whose lands are situated within Michigan.
The Office of Communications works with the media to inform the public of MDOT's mission, policies and practices in a positive, consistent and credible manner. The office is responsible for media relations, social media, and website development.
Public participation is integral to efficient, effective and responsive transportation decisions. At MDOT, we want to ensure your voice is not only heard, but makes a difference in moving Michigan forward.
Transportation Reality Check takes on transportation myths and misconceptions, and explains why MDOT does things the way they do.
Resources for the development of quality transportation project documents and services.
Resources for specialized engineering and technical support for construction staff.
Resources for prequalification, bid letting, contract awards, and payments.
Resources for consultant advisories, prequalification information, contracts, and proposals.
Resources for grant and economic development opportunities and project coordination.
Resources for MDOT real estate standards, policies and procedures, and training.
Resources for general work zone mobility guidelines for engineering and technical staff.
Resources for rules, guidelines, restrictions, and permits to safely transport goods.
Open data refers to data that has been officially classified as public that can be made freely available for everyone to use without credentials or restrictions. MDOT promotes transparency, innovation and informed decision-making by providing datasets classified as public freely available to everyone.
MDOT's goal is to support the implementation and use of GIS software and hardware through innovative solutions that solve spatial problems and support more informed decisions about Michigan's transportation infrastructure.
The technical training (TT) course schedule lists the various technical training courses offered through the Office of Organizational Development during the construction off-season months for the local agencies and consultants.
The Internship Program offers undergraduate and graduate students interested in civil engineering and construction management careers, valuable experience by working with professional field staff.
MDOT's Engineer Development Program (EDP) is a rotational program that provides new engineers experience in multiple work areas while being assigned a senior-level mentor.
The Veteran Internship Program assists honorably discharged veterans of the United States Armed Forces as they transition into the civilian workforce.
The MDOT Transportation Career Pathways Program is committed to helping you build a fulfilling and rewarding career in the transportation industry, even if you're not entirely sure where to start.
The STEM Outreach Program engages high school and middle school students in solving real-world problems, such as designing bridges or analyzing the environmental effects of building a highway.
Engineering Week videos and lesson plans are all-inclusive resources to show early elementary to high school students the career of civil engineering at MDOT.
At MDOT, we are here to help. If you can't find what you are looking for in our popular topics, frequently asked questions or website search, give us a call at 517-241-2400 or fill out our contact form.
MDOT's seven region offices each handle transportation-related construction, maintenance and programs within the region's geographic boundaries.
The Office of Policy and Government Relations represents MDOT's interests as new or amendatory legislation is developed or moving through the legislative process.
Commissions and councils provide a public forum for policy development and implementation.
Policies are used to ensure and maximize the quality, objectivity, utility and integrity of the MDOT's work.
Allows MDOT's regions and engineers to expand their knowledge on how Michigan freeways are operating over time and how they compare to each other.
MDOT and the American Council of Engineering Companies of Michigan (ACEC/MI) have entered into a Partnership Charter Agreement to continue to develop an enhanced business partnership based on mutual trust, collaborative teamwork, effective communication, continuous product and process improvement, and timely resolution/avoidance of problems.
Search is currently unavailable. Please try again later.
The web Browser you are currently using is unsupported, and some features of this site may not work as intended. Please update to a modern browser such as Chrome, Firefox or Edge to experience all features Michigan.gov has to offer.
Beginning in fall 2026, MDOT plans to replace the northbound and southbound I-75 bridges over M-32 in Gaylord and rebuild M-32 between Edelweiss Village Parkway/Meecher Road and Wisconsin Avenue. These bridges were built in 1961, are currently in poor condition and need to be replaced. This provides an opportunity to consider alternatives for this interchange that provide safe and efficient movement of people and goods through the Gaylord area and accommodate future increased traffic. Based on community input and engineering review, MDOT has selected a diverging diamond interchange (DDI) design for the I-75/M-32 interchange rebuilding project.
A DDI is an alternative interchange that improves safety, increases traffic flow and can reduce construction costs. They have been successfully implemented at several locations throughout Michigan in recent years, helping reduce crashes and congestion. To navigate a DDI, drivers follow signs, signals and pavement markings to cross to the left side of the roadway after the first set of traffic signals. Vehicles going straight proceed through a second set of traffic signals and cross back to the right side of the road. All left turns onto the freeway are free flowing.
In addition to rebuilding the interchange, this project will include:
Fall 2026 - Fall 2028
Work is expected to begin in fall 2026 with construction of temporary traffic crossovers on I-75 north and south of the interchange, tree clearing and detour route improvements. In 2027, work will focus on replacing the northbound I-75 bridge and pavement, and rebuilding; M-32 east of West Street. In 2028, work will focus on replacing the southbound I-75 bridge and pavement, and rebuilding M-32 through the interchange and to the west. Landscaping is expected to occur in 2029.
Gaylord
Otsego County
$54 million
Rendering of the proposed DDI at I-75/M-32 interchange. MDOT and its consultant considered three primary options for the interchange:
While initially considered as an option, MDOT ruled out the option of roundabouts for the interchange early on due to the capacity limitations of roundabouts.
In the quest to determine the interchange that will be part of Gaylord’s future, the Diverging Diamond Interchange (DDI) emerged as the frontrunner, backed by a wealth of supporting data:
Overall, the DDI not only optimizes traffic operations and safety but also aligns with the community's preferences.
Examples of Diverging Diamond Interchanges in Michigan include:
The decision to not choose a Single Point Urban Interchange (SPUI) for this location was carefully considered throughout MDOT's study. While the SPUI was initially a strong candidate, several factors led to its exclusion.
In terms of traffic efficiency, the SPUI and the Diverging Diamond Interchange (DDI) were closely matched, with little discernible advantage or disadvantage for either. However, the SPUI introduced an additional signal phase compared to the DDI, impacting signal timing flexibility along the corridor.
Despite apparent community support for the SPUI, three significant drawbacks influenced the decision against it. First, there were conflicting needs for left-turn storage for Dickerson Road and the northbound I-75 Ramp. Additionally, the dependency on visible pavement markings in snowy regions posed a challenge. Last, the absence of options to place a center pier for the I-75 bridges resulted in very long bridge span lengths, affecting bridge costs.
While SPUIs perform well under heavy traffic loads, they can create perceived excessive wait times during off-peak traffic. Moreover, the expansive section of pavement required by SPUIs, coupled with limitations in aesthetic appeal, contributed to the decision.
In summary, the choice against a SPUI considered a comprehensive evaluation of traffic efficiency, community input, conflicting needs, environmental considerations, and aesthetic concerns.
The modified and improved design of the current interchange initially appeared as a favorable option for MDOT due to its perceived cost savings over alternatives like the Single Point Urban Interchange (SPUI) and Diverging Diamond Interchange (DDI). However, this option faced challenges, particularly concerning the Dickerson Road intersection.
The requirement for Dickerson Road to align directly across from the I-75 southbound off-ramp, creating a 4-legged intersection, posed a significant issue. This additional leg necessitated an extra signal phase at the intersection, leading to complications in traffic flow. As a result, traffic modeling showed increased delays and longer travel times due to traffic demands, especially in the design year (2045). Looking beyond current traffic volumes revealed significant weaknesses in the resiliency of this design.
Despite MDOT's obligation to investigate the design year (2045), the evaluation extended beyond to assess the model’s long-term resiliency. Ultimately, the modified design did not meet the project goals concerning traffic operations, and it became unsustainable. Additionally, when considering both project cost and benefits, the option with the lowest cost turned out to have the lowest overall project value, further influencing the design decision.
Media questions? Contact James Lake, Media Representative, at 906-250-0993.
