Length: 11 Region: M

Legislative Route(s): 125

How numbered: Arbitrary assignment

History: Authorized 1933. Original alignment on the south end was from West 7th St. up Edgecumbe Road to Snelling. This part later realigned to Montreal Avenue. On the north end, the originally authorized route ran up Snelling Avenue to County Road B, then jogged west to Fairview Avenue and ran north along Brighton Road to U.S. 8 in New Brighton. By 1935, Snelling was extended north to the point where MN-51 now turns to follow Hamline Avenue. North end of the route was at U.S. 10 (today's junction of Snelling and County Road E). There was a plan until the 1970s to extend this route beyond its current terminus northward to I-35W around Lexington Avenue.

Improvements: Paved in its entirety by the time Snelling was extended north to U.S. 10. Currently a.divided highway through Roseville and Arden Hills.

Length (MN): 134 (Iowa-St. Paul), 377 total Regions: SE, M (N/S segment only)

Constitutional/Legislative Route(s): (N/S segment only) 20, 50, 116, 334

Historical Constitutional/Legislative Routes of E/W segment (before re-routing onto I-94):
231, 64, 153, 3

How numbered: U.S. Route

NHS: Iowa State Line north to I-94 at St. Paul

History (E/W Segment):

Part originally marked

Part now marked

Created 1934. From Moorhead to St. Cloud, was originally U.S. 10S until 1934. The route as originally authorized followed Constitutional Route 64, Constitutional Route 3, a county road (later L.R. 153 [1934]), and Constitutional Route 3 to Minneapolis.

I-94 was generally constructed along the alignment of U.S. 52 between Moorhead and St. Cloud. When the freeway was first completed (even after completion St. Cloud to the Twin Cities), 52 exited I-94 at St. Cloud (along MN-23) to U.S. 10, then followed 10 to Anoka where it followed current U.S. 169 to current CSAH 81, then to Washington Ave. in Minneapolis (current CSAH 152). The original alignment through downtown was along Washington Avenue to the University of Minnesota. When the new Washington Avenue bridge was built in the mid 60s, this alignment was shifted to 3rd and 4th Streets. East of the University of Minnesota, it followed University Avenue to Robert Street in St. Paul, then south from downtown. U.S. 52 was duplexed with U.S. 12 between downtown Minneapolis and St. Paul.

Around 1980, the segment between St. Cloud and I-94 in Brooklyn Park was rerouted to I-94. U.S. 52 continued to follow the surface route now designated CSAH 81 through Robbinsdale and north Minneapolis (Lakeland Avenue and West Broadway) until completion of I-94 in 1982.

When I-94 was completed through North Minneapolis around 1982, U.S. 52 was shifted to I-94 to downtown Minneapolis, where it ran down the 4th Street ramp. It then ran north on 3rd Avenue and Central Avenue to University, where it replaced MN-47 on this route and ran east along University and (where these streets are a one-way couplet) 4th Avenue SE. Between 1988 and 1995, the section of University between I-35W and the Ramsey County line was turned back to Hennepin County, and there was actually a gap in U.S. 52. The current realignment along I-94 to St. Paul took place around 1995.

History (N/S Segment):

Parts originally marked

Robert St. segment now marked

Originally U.S. 55 from the Iowa border to the current junction of MN-50 and U.S. 52 (U.S. 55 followed present-day MN-50 west from there). From this point to St. Paul, L.R. 116 was authorized in 1934, the same time U.S. 52 was marked. The original route followed U.S. 52 and MN-55 to the junction with MN-3 (originally MN-218, South Robert Trail), at which point it turned north and followed Robert Street into St. Paul. By 1995, the segment north of MN-55 to St. Paul was relocated to the east from Robert Street to the Lafayette Freeway (which had been numbered MN-3 and MN-103). BTW, Robert St. from I-494 to downtown is still a trunk highway, with the invisible designation TH-952A. It will be turned back to the counties (and/or city of St. Paul) about 2002.

Improvements (E/W segment): In 1940, still gravel between U.S. 59 S of Fergus Falls and Evansville. This segment paved by 1942. First divided section west of St. Cloud by 1949. Today, from ND State Line to St. Paul, it runs along I-94 but is not marked.

Improvements (N/S segment): Only pavement in 1929 was north of Cannon Falls. From Pine Bend, the original alignment ran west along 105th Street to Rich Valley Blvd., and west to Jefferson Highway (today's MN-149). All paved by 1940, with construction on expressway segments between St. Paul and Rochester mostly completed in the 1960s and 1970s. Freeway around Rochester to U.S. 63 built by 1963. Freeway segment south of St. Paul completed by 1995. Expressway from MN-55 to the Rochester north city limits, and freeway from there south to the junction with I-90 at Rochester.

MnDOT's extended plan is to improve this highway to freeway all the way from St. Paul to Rochester. In the meantime, there are a number of intersections that are designated as potential interchanges, and MnDOT has also indicated that it will be reluctant to install additional traffic signals in this segment. (Currently, there are two signals at Cannon Falls and one at 117th St. near Koch Refining). I'm interested to see whether the newly extended Dakota County 46, which will intersect 52 at Coates in the next one or two years, will require a signal. A newly announced project will be to install an interchange at 117th St. by 2003, using the additional highway funding authorized in 2000.

Comments: See also discussion of historic U.S. 55. Nationally, this is one of a few U.S. routes that runs at an angle, as shown by its termination points (North Dakota to South Carolina)

Exit List: Visit Adam Froehlig's exit list for Highway 52 (Twin Cities metro area only)

Length (MN): 165 Region: NE

Constitutional/Legislative Route(s): 106, 11, 315

How numbered: U.S. route

NHS: Entire length in Minnesota

History:

Part originally marked

Constitutional Route north of Duluth city limits (except for short connector to international bridge at International Falls). This U.S. route was introduced in 1934. Previously, the segment between Virginia and International Falls was marked as U.S. 169 between 1930 and 1934..

Improvements: All paved by 1940. Expressway segments between Duluth and Virginia constructed by 1970 except just north of Duluth. This segment and a bypass around Virginia completed in the 1970s.

Length: 11 Region: WC

Constitutional/Legislative Route(s): 54

How numbered: Same as its Constitutional route designation

History: Constitutional Route its entire length.

Improvements: Still gravel in 1949, but paved by 1953.

Constitutional/Legislative Route(s): 20, 50

History:

Part now marked

Parts subsequently marked (now changed)

U.S. 55 existed from 1926 until around 1934. It ran along present day U.S. 52 (which did not then exist in Iowa or Minnesota) to the junction with current MN-50. It then followed 50 west through Farmington and Lakeville, then north along Lyndale Avenue to Minneapolis. The segment between Farmington and Minneapolis later became U.S. 65. The original 1934 numbering plan routed U.S. 55 on a new alignment to St. Paul that actually became U.S. 52. I believe 55 was intended to extend west to downtown Minneapolis. U.S. 52 was introduced in 1934, and the new routing of U.S. 55 was never actually marked.

Length: 221 Regions: WC, EC, M

Constitutional/Legislative Route(s): 142, 4, 22, 69, 188, 116, 53

How numbered: I have long thought there was a connection to U.S. 55, which in the original 1934 numbering plan would have run along University Avenue to downtown Minneapolis. MN-55 would have been a logical westward extension of U.S. 55. However, the only 1934 map I've seen with U.S. 55 on it shows today's 55 west of Crystal as TH-5. So, who knows...it may have just been a case of using an available number with no connection intended to U.S. 55.

NHS: I-494 east to U.S. 61

History: Several Constitutional Route segments, rest authorized and current route designated in 1933.

Improvements: The original route for 55 from downtown Minneapolis west was along (then) U.S. 52/MN-218 to Rockford Road (now CSAH 9), then west to where this intersects the current alignment of 55. The routing along then 6th Street North to the newly constructed Olson Highway took place in the early 1950s. The Minnesota River crossing is the Mendota Bridge, constructed in 1926 by Hennepin and Dakota Counties. This is a beautiful series of over 12 concrete arches across the river valley, nearly a mile long. The bridge was widened in 1992-93 and many of the original design elements (such as streetlights and railings) were restored. See the Photo Gallery page for photos of the bridge. Major improvements underway in Minneapolis southeast of downtown. A four-lane divided boulevard is mostly complete between I-94 and Lake Street, completed since the early '90s between there and 46th St., and under construction between 46th St. and MN-62 (see under Comments below).

Comments: One of several routes that run radially into the Twin Cities. Named Olson Memorial Highway west of Minneapolis, Hiawatha Avenue southeast of downtown Minneapolis.

Construction is complete on the new alignment between 46th Street and MN-62 in Minneapolis, with a temporary signalized intersection with 62 just south of the previous intersection. The new alignment skirts the southern edge of Minnehaha Park, and area activists fought its construction until the asphalt was poured. Though dirt has not yet been moved to fill in around a new tunnel in the new segment, Minnehaha Park will pass over Hiawatha Avenue on top of the tunnel. A light-rail transit line is in the beginning stages of construction along Hiawatha Avenue from downtown Minneapolis to the International Airport and the Mall of America.

An interchange is now under construction with MN-62 --- however, construction on this interchange has been halted (Fall 2001) because the 2001 Legislature enacted a law protecting Camp Coldwater Spring. This spring is not readily accessible to the public, and although it was used by soldiers at Fort Snelling in the early 1800s, it is almost forgotten and serves no public purpose. MnDOT could not demonstrate that construction on the interchange would not divert groundwater from the spring and therefore halted construction. MnDOT hopes to bring the issue to the 2002 Legislature and ask them to repeal the law. Otherwise, expensive modifications to the interchange are likely to be needed.

An early 1934 route numbering draft (shown on the 1934 Wisconsin travel map) showed the Hastings to downtown Minneapolis segment as MN-261. Other maps show it as U.S. 261. The segment west of downtown Minneapolis, as noted above, was originally to be TH-5. Why 5 was moved to its current route instead of being used for 55, we probably have no way of knowing.

Length: 98 Regions: SE, M

Constitutional/Legislative Route(s): 81, 56, 116

How numbered: Part of route is Constitutional Route 56; remainder numbered for route continuity.

History:

Parts of original routing now marked

Constitutional Route between I-90 and U.S. 52, rest authorized 1933. Formerly extended considerably north of its current terminus at U.S. 52. It followed U.S. 52 to Concord Avenue (now Dakota CSAH 56 and MN-156), then followed Concord Avenue into St. Paul to Wabasha. Until around 1960 it followed University Avenue (multiplexed with U.S. 12/52 and MN-218) to Minneapolis, then followed the entire extent of current MN-47 from Minneapolis to Aitkin. Later, it terminated in downtown St. Paul, temporarily was the designation for the Lafayette Bridge when the Lafayette Freeway ended at Concord, then terminated at the junction with the Lafayette Freeway (former MN-3) until completion of that freeway south of I-494 and its redesignation as U.S. 52 in 1994.

Improvements: Only the segment betwen U.S. 14 and MN-60 paved in 1940. All paved by 1953. Two lane entire length.

Length: 28 Region: SE

Constitutional/Legislative Route(s): 57, 128

How numbered: Part of route is Constitutional Route 57; remainder numbered for route continuity.

History: The shortest 1920 "Constitutional Route" is Constitutional Route 57 for the three miles from U.S. 14 to Mantorville. The remainder of the route north to U.S. 52 was authorized 1933.

Improvements: Mostly gravel in 1940. Not shown as all paved until 1958.

Length: 23 Region: SE

Constitutional/Legislative Route(s): 58

How numbered: Same as its Constitutional Route designation

History: Constitutional Route its entire length.

Improvements: Paved by 1940

Constitutional/Legislative Route(s): 59

How numbered: Apparently, Minnesota intended to establish a U.S. 59 --- which would have been more or less in the right location for this route --- along its existing Constitutional Route. 59. The route would have entered Iowa and intersected U.S. 63 southeast of Des Moines. Whether it was intended to enter Wisconsin or end at Lake City is not known.

History:

Now

Pre-1934 Trunk Highway 59 was renumbered U.S. 59 between 1934 and 1935. This is shown on the Minnesota highway map for 1934 and referenced in Minnesota Highway News during that year, as well as on the Gousha Minnesota map for that year. I suspect it was not marked in any other state. In 1935, it was redesignated U.S. 63. 63 had previously ended at Des Moines, and was re-routed north to Minnesota that year.

Length (MN): 430 Regions: SW, WC, NW

Constitutional/Legislative Route(s): 265, 16, 17, 88, 66, 144, 3, 30, 174

How numbered: U.S. Route

NHS: From junction with U.S. 212 at Montevideo north to Thief River Falls

History:

Originally

By 1934, several legislative routes connected other Constitutional Route segments into a continuous route from Worthington to just south of the Canadian border. This route was originally marked as MN-73 from 1934 to 1935. U.S. 59 was in its current location by 1935. Segment four miles long from Iowa border to MN-60 was marked on a county road from around 1940 when a separate MN-60 coming in from Iowa was established, until late 1940s when L.R. 265 was authorized. Northernmost segment, north of Lancaster, originally ran west to U.S. 81 in North Dakota just south of Canadian border along route of present MN-171. This route was constructed to the Canadian border in the mid-1950s.

Improvements: In 1940, only segments paved were between Worthington and U.S. 14, U.S. 212 to U.S. 12, and MN-55 to U.S. 2. North of Thief River Falls (TRF), the road originally followed MN-32 for about 20 miles before angling west and northwest. Original alignment on north end was west of Lancaster to U.S. 75 just south of the border and west to North Dakota (current MN-171). By 1953, a gravel segment still existed north of Marshall. The connection to Canada was completed in the mid-1950s, and the section west of MN-32 north of TRF was completed around 1961.

Comments: U.S. 59 is an "out of sequence" U.S. highway. From its relative east-west position between Texas and Minnesota, it ought to be U.S. 73. It was not one of the original 1926 U.S. routes, but was added in the mid 1930s, thus possibly explaining its numbering out of sequence. U.S. 59 comes within about 2 miles on its south end in Texas of being a border-to-border highway.

Length: 219 Regions: SW, SE

Constitutional/Legislative Route(s): 85, 16, 60, 21, 73, 214

How numbered: Part of route is Constitutional Route 60; remainder numbered for route continuity.

NHS: From Iowa State Line south of Worthington east to the junction with U.S. 169

History: Several Constitutional Route segments were combined with new routes in 1933 to form nearly a border-to-border state highway. The last segment (the Wabasha bridge to Wisconsin) was authorized in 1943.

Improvements: On its current alignment east of Worthington by 1940, but gravel from there to Windom. Also gravel east of U.S. 14 and U.S. 52 at that time. Last gravel segment was east of U.S. 52 in the early 1950s. Expressway constructed from St. James to Lake Crystal around 1980, and two-lane road was greatly improved from Worthington to St. James around 1990, bypassing the small towns along this stretch (but still two lane). Expressway segment northeast of Worthington completed 1997.

Comments: The only state-numbered route that crosses the state line on both ends. Provides a good access route from the Twin Cities (via U.S. 169 to Mankato) southwest into Iowa and Nebraska. Should be an extension of U.S. 77, at least as far as its junction with U.S. 169.

Length (MN): 166 Regions: SW, M, EC

Constitutional/Legislative Route(s): 3, 104, 102, 1

How numbered: U.S. Route

NHS: From Wisconsin state line at La Crescent to I-94 in St. Paul except for segment between two junctions with MN-316 south of Hastings

History: North of Twin Cities generally replaced by

Authorized as two Constitutional Route segments linked by an original U.S. highway in 1926 from the Wisconsin border to the Canadian border. After construction of I-35, U.S. 61 was first duplexed with the Interstate, and then around 1990 decommissioned from the Canadian border south to its current junction with I-35 at Wyoming.

Improvements: See MN-61 below for discussion of former northern segment. In 1929, paved from Duluth south to Hastings and from Wabasha to Winona. All paved by 1940. Expressway segments south of Wabasha built in 1960s and 1970s, new segment between MN-316 and Red Wing completed 1997. Freeway segment between Newport and Cottage Grove.

Comments: Follows Arcade Street to the north out of downtown St. Paul, and closely parallels I-35E and I-35 from St. Paul to Wyoming. May therefore be terminated at downtown St. Paul as some of these routes are turned back in the future.

Exit List: Visit Adam Froehlig's exit list for Highway 61 (Twin Cities metro area only)

Length: 151 Region: NE

Constitutional/Legislative Route(s): 103, 1

How numbered: Formerly U.S. 61

NHS: Entire length in Minnesota

History:

Originally

The section of U.S. 61 north of Duluth was redesignated MN-61 around 1990. Before completion of I-35 around downtown Duluth, this route began at Mesaba Avenue and I-35, then ran through downtown along Superior Street, then northeast of downtown along London Road. The downtown segment was turned back in 1997, and 61 now begins at the end of I-35.

Improvements: On current lakeshore alignment north of Duluth by 1929, and paved by 1940. The north end from Hovland to the Pigeon River formerly ran inland, bypassing Grand Portage. The new highway and border crossing were constructed in the early 1960s. Expressway between Duluth and Two Harbors constructed inland in the 1960s. Two new tunnels (the only hard rock tunnels in Minnesota) were constructed between Two Harbors and Silver Bay in the early 1990s to bypass sections of the road that were threatening to fall into the lake.

Comments: One of the most scenic highways in the state, and part of the "Lake Superior Circle Route" that runs through Minnesota, Ontario, Michigan and Wisconsin. This is the "Highway 61" made famous by Bob Dylan, commemorating his near-fatal motorcycle accident along it.

Length: 24 Region: SW

Constitutional/Legislative Route(s): 16

How numbered: Arbitrary assignment

History: Constitutional Route its entire length (part of a longer Constitutional Route 16 that includes U.S. 59 and MN-60).

Improvements: Paved by 1942.

Comments: See discussion of other MN-62 below.

Length: 12 Region: M

Legislative Route(s): 384

How numbered: For its former county designation, CSAH 62. Actually, Hennepin County assigned that number because it often uses the Minneapolis street number for its routes through the city (e.g., 42nd Street is CSAH 42). Much of this route runs along 62nd Street. Thus, this is the only instance where a state highway is (indirectly) numbered for a city street name.

NHS: Entire length

History: This route is a freeway (previously named the "Crosstown Highway", but don't look for that name marked anywhere) built by Hennepin County mostly in the late 1960s. MnDOT assumed control in 1988 in the highway swap.

Improvements: No major improvements since becoming a trunk highway except to straighten out a very sharp curve at the junction with MN-55 that had been built to protect a patch of native prairie grass. The grass is still there, but the road is much straighter. Freeway its entire length except for western 1/2 mile, which is an expressway with two signalized intersections. The interchange with I-494 is a diamond rather than cloverleaf. The dreaded "Crosstown Commons", a classic interchange built to please politicians, is where this road intersects I-35W. A major project to partially correct this interchange is underway.

Comments: This is the only situation where two state-numbered routes have duplicate numbering. MnDOT gave this route its former Hennepin County numbering because of its local familiarity, and further determined that it was not necessary to renumber existing MN-62 because of what MnDOT perceived as low potential for confusion of the two routes. Also noteworthy on this route are the mileposts: rather than a Mile 0 at its junction with I-494, the highway has Mile 104 marked about 1/2 mile east of the junction. What "Mile 0" is for this route is not immediately evident.

Reconstruction of the Crosstown Commons interchange, scheduled to begin in 2001, was delayed for one year by the 2001 Legislature. MnDOT is required to prepare a study to determine if a continuous lane from eastbound 62 to northbound 35W can be accomplished within the limited new right-of-way authorized for the reconstruction. Hmmm...35W will be three lanes south of the interchange and four lanes north of it. There is already an added lane provided for the westbound 62-northbound 35W movement. So, MnDOT, figure out how you can make 3+1+1=4. Looks like fuzzy math to me.

Exit List: Visit Adam Froehlig's exit list for Highway 62

Now

The original designation for MN-73 from 1934 until establishment in SE Minnesota of U.S. 63 in 1935. I speculate it was so numbered because it was the north-south route between Highways 61 and 65. See MN-73 for route and history details.

Length (MN): 94 Region: SE

Constitutional/Legislative Route(s): 59, 161

How numbered: U.S. route

NHS: From Iowa State Line to U.S. 52 at Rochester

History:

South of U.S. 61, originally

Constitutional Route in its entirety except for Wisconsin bridge at Red Wing (authorized 1933). From 1934 to 1935, marked as U.S. 59 (see above). In 1935, U.S. 63, which had formerly angled westward along what is now IA-163 to Des Moines, was extended northward along IA-59 and Minnesota's original U.S. 59, and then into Wisconsin.

Improvements: Paved by 1940. Expressway segment south of Rochester to I-90 constructed in the 1970s.

Comments: Duplexed with U.S. 61 for 15 miles between Red Wing and Lake City.

Length: 66 Region: NW

Legislative Route(s): 193, 234

How numbered: Arbitrary assignment

History: South of Akeley, authorized 1933. North of Akeley, authorized 1949 but not constructed until mid-1960s.

Improvements: In 1940, this was a primitive road. Paving completed by the late 1950s. Segment north of Akeley built as new road in the mid-1960s.

Comments: Used by knowledgeable motorists as a shortcut between the Twin Cities and Bemidji to avoid congestion on MN-371. The scariest part of this road, between the junctions with MN-87, was reconstructed in 1998. A sharp 90 degree turn along this stretch has been smoothed out, and the road widened through a swampy area that formerly had steep dropoffs on either side to deep, water-filled ditches. Segment north of Akeley constructed as all new roadway during the 1960s and was shown in earlier maps as a future "MN-234", which I doubt was actually marked as such. Wisely designated as a Regional Corridor to reflect its importance as an alternate to MN-371.

Length (MN): 14 Region: SE

Constitutional/Legislative Route(s): 1

How numbered: U.S. Route

History	1934 routing between Faribault and Lakeville subsequently marked			Those segments that are still separate trunk highway are now marked
	About 1958 above segment moved onto route of				Faribault- Farmington	(downtown Mpls)
	Much of original routing now replaced by

Original U.S route authorized over existing trunk highways in 1926. The original (1926) alignment of U.S. 65 north of Faribault ran along current MN-3 and MN-149 (Constitutional Route 1) to St. Paul. After 1934, it was realigned at Farmington along current CSAH 50 and I-35W (Constitutional Route 50) to Minneapolis via Lyndale Avenue. Subsequently, a direct route was imrpoved along L.R. 101 between Faribault and Lakeville. Originally designated MN-165, it later became U.S. 65 just before I-35 was constructed along this alignment. Even after completion of I-35/35W, the U.S. 65 designation formerly ran to Minneapolis. U.S. 65 ran to the intersection of 3rd Avenue and Washington Avenue in downtown Minneapolis, where it became MN-65. Around 1980, the U.S. 65 designation was dropped along I-35 north of Albert Lea, and the small independent segment through downtown Minneapolis was redesignated MN-65.

Improvements: In 1929, paved from Geneva to St. Paul. Paved in its entirety before 1940. Coincident with construction of the initial segments of I-35, an expressway segment was constructed west of downtown Faribault in the late 1950s and connected to former MN-165, bypassing Farmington.

Length: 273 Regions: M, EC, NE

Constitutional/Legislative Route(s): 105, 5, 189, 5, 159

How numbered: Extension of U.S. 65

NHS: I-694 to MN-242

History:

Part originally marked

Originally Constitutional Route from the Minneapolis city limits to U.S. 2. A short-cut north of Mora was authorized in 1933, originally designated as MN-118 over what are now county roads, but then transferred to this route by around 1942. Marked as U.S. 65 as far north as U.S. 2 from 1934 to 1935 (MN-65 from there north), then changed to MN-65 north of Minneapolis. Until decomissioning of U.S. 65 between Albert Lea and Minneapolis, the southern terminus of this route was the intersection of 3rd Avenue and 3rd / 4th Streets South in downtown Minneapolis, where it then intersected U.S. 12/52.

Improvements: By 1940, this road was paved to north of McGrath. A segment replacing MN-118 and bypassing Grasston to the west was constructed by 1942. Still gravel north of Libby in 1949, and on its current alignment south of U.S. 2 by 1953. Paving of sections north of U.S. 2 proceeded through the 1960s and 70s. The last unpaved segment of this route through the Nett Lake Indian Reservation was paved in 2000. North of Minneapolis, a divided highway was constructed on new alignment between (now) I-694 and north of U.S. 10 in 1953. Expressway bypass of Cambridge completed about 1993, and the road is now divided from Cambridge to Minneapolis, with a 65 mph speed limit beginning in northern Anoka County.

Comments: See also discussion of U.S. 65. *To be turned back in downtown Minneapolis during 2001. It will terminate at Washington Avenue, and an amendment to the description to L.R. 105 is in the 2001 MnDOT technical amendments bill being considered by the Legislature. Further turnbacks in the future may include the entire segment south of I-694 or south of the Minneapolis city limits (37th Avenue NE).

Legislative Route(s): 186

How numbered: Arbitrary assignment

History:

Now marked

Initial designation of MN-27 east of MN-47 to MN-65, and MN-18 east of MN-65 to the point where it intersected MN-23 just west of Askov (this section of 23 later designated 123, then turned back). This route would have been designated MN-52 had U.S. 52 not been added in 1934 after the original route numbering plan ws established.

Length: 11 Region: SE

Legislative Route(s): 256

How numbered: Arbitrary assignment

History:

Originally

Authorized 1949, marked as MN-256 until 1963. . Defined route extends further into the city of Mankato than the current marked trunk highway.

Improvements: Paved by 1953

Comments: This would fit the definition of a "short connecting route" as in the note prior to MN-221.

Length: 76 Region: SW

Constitutional/Legislative Route(s): 48, 67, 93

How numbered: Part of route is Constitutional Route 67; remainder numbered for route continuity.

History:

Part originally

West of MN-19, two separate Constitutional Route segments. Southeast of MN-19, authorized 1933. This segment (half of which is currently MN-68) was designated MN-93 until about 1963.

Improvements: In 1940, paved from U.S. 75 to Granite Falls. All paved by 1953.

Comments: Duplexed with MN-19 for about 10 miles. Eastern L.R. 93 segment of route originally designated MN-93.

Length: 141 Regions: SW, SE

Constitutional/Legislative Route(s): 154, 68, 272, 93, 83

How numbered: Part of route is Constitutional Route 68; remainder numbered for route continuity.

History:

Parts originally marked

Original Constitutional Route segment extends from U.S. 75 to Marshall. Remaining segments were authorized in 1933 and 1949. Current route was consolidated from MN-68, MN-93 and MN-83 in 1963.

Improvements: Canby to Marshall paved in 1940. Even by 1953, the L.R. 272, 93 and 83 segments were gravel at least in part. All paved by 1960.

Later marked

Now marked

The original designation for MN-94 (now MN-194) from 1934 to 1935. Route designation was changed when U.S. 69 was established in 1935. See MN-194 for route details.

Length (MN): 12 Region: SE

Legislative Route(s): 195

How numbered: U.S. Route

History:

Originally marked

Authorized 1933. When this route was first established, U.S. 69 had not been extended north from Iowa, and for a short time around 1934, the route was designated as a southward extension of MN-13. U.S. 69 was marked as such by 1935.

Improvements: Paved around 1941.

Comments: Note that this U.S. route ends at MN-13 even though I-90 is only 2 miles north of the junction. This unusual termination point occurred after construction of I-90 and discontinuance of U.S. 16 through Albert Lea. There is almost no signage on I-90 indicating a connection to U.S. 69 at the junction with MN-13. Interesting to note that both of this route's national termini are on state-numbered roads.

Length: 25 Region: EC

Constitutional/Legislative Route(s): 5, 133

How numbered: Numbered to correspond with Wisconsin 70.

History: East of MN-107, authorized 1933. Between MN-65 and MN-107, was the original route of Constitutional Route 5 and MN-65 until around 1942 when the current short-cut on 65 was built.

Improvements: Route paved in its entirety by about 1949.

Comments: Western segment between MN-65 and MN-107 was an old alignment of MN-65. The condition of this road (narrow, crumbling pavement) stands in stark contrast to the smooth, wide route it connects with in Wisconsin. This route carries a fair amount of recreational traffic to Wisconsin, as Twin Cities residents try to avoid busy U.S. 8.

Length (MN): 423 Regions: SW, WC, NW, NE

Constitutional/Legislative Route(s): 4, 141, 4

How numbered: U.S. Route

NHS: From Iowa State Line to U.S. 12 at Willmar

History: U.S. 71 was an original U.S. route that originally followed Constitutional Route 4 its entire length. By 1933, the shortcut between New London and Sauk Centre was authorized as a trunk highway, and U.S. 71 was moved onto this route.

Improvements: In 1940, there were still gravel segments from Windom to Redwood Falls, north of Willmar, north of Wadena, and north of Northome. All paved by 1942. Realigned north of Willmar in the late 1960s by construction of new segment west of MN-23. Willmar bypass constructed mid-1980s, but only one carriageway is constructed (though provisions for two roadways have been made). Also realigned to bypass Bemidji in the late 1970s.

Comments: Last block in Int'l Falls duplexed with U.S. 53.

Length: 78 Region: NW

Legislative Route(s): 72, 325

How numbered: Same as legislative route number, with short extension to Canada.

History:

Part of original routing now marked

Authorized as one of the first two legislative routes in 1923. (The other [71] was originally found unconstitutional as first enacted). In 1934, an extension to Lake of the Woods (L.R. 140) marked as 72 was added, but when the border crossing at Baudette was added as L.R. 325, MN-72 was moved onto this route and the former northerly extension was redesignated MN-172.

Improvements: Paved by 1942.

Constitutional/Legislative Route(s): 85, 16, 17, 88, 66, 144, 3, 30, 174

How numbered: Major north-south route between U.S. 71 and 75. Maybe MHD even hoped for a U.S. 73 extension.

History:

This route now marked

After the 1933 route additions, TH-73 was the original designation for present-day U.S. 59 north of Worthington for one year. Redesignated as U.S. 59 in 1935.

Length: 119 Region: NE

Constitutional/Legislative Route(s): 1, 163

How numbered: Arbitrary assignment

History:

Originally marked

Authorized 1933, and was originally assigned the designation MN-63 until that U.S. route was added. Marked as MN-73 by 1935. Designation extended down old U.S. 61 through Moose Lake to I-35 in the mid 1970s.

Improvements: In 1940, mostly gravel south of Hibbing. Last segments paved in mid-50s south of Hibbing.

Length: 30 Region: SE

Legislative Route(s): 74

How numbered: Same as Legislative Route number

History: Authorized 1933. South end formerly extended south of Chatfield to (then) U.S. 16 at Spring Valley until the 1970s.

Improvements: South of U.S. 14, still gravel in 1953. Paved by 1960 except for northernmost ten miles, which is still gravel.

Comments: The only trunk highway that has an unpaved section.

Length (MN): 408 Regions: SW, WC, NW

Constitutional/Legislative Route(s): 6, 175, 6

How numbered: U.S. Route

NHS: A short segment between MN-7 west of Appleton and U.S. 12 at Ortonville

History: Part formerly marked

Part of original routing now marked

An original U.S. route that followed Constitutional Route 6 in its entirety until the mid-1950s. Between current MN-200 and U.S. 2, rerouted along old MN-81 in the mid-1950s, with former U.S. 75 segment redesignated MN-9.

Improvements: All paved by 1940. No significant divided segments along entire route.

Comments: Despite its length and U.S. designation, this road is not designated as a Regional or Inter-regional Corridor anywhere along its route. Probably because it is relatively close to I-29 in North Dakota most of the way, and much of U.S. 59 has a Regional Corridor designation.