Michigan Highways: Highways 20 through 29

Home | Highway Listings | County Highways | Other Highways | In-Depth: News & Articles | About this Site

	Highways 20 through 29 M-20 \| M-21 \| M-22 \| US-23 \| US-24 \| M-24 \| US-25 \| M-25 \| M-26 \| US-27 \| M-27 \| M-28 \| M-29 \| Jump to Bottom

	Western Terminus:	US-31, 2.5 miles west of New Era
	Eastern Terminus:	US-10 at the BUS US-10 interchange east of Midland on the Midland/Bay Co line
	Length:	129.35 miles
	Map:	Route Map of M-20
	Notes:	A major change in the routing of M-20 took place on October 1, 1998 when the portion of M-20 from M-37 north of White Cloud to the Newaygo/Mecosta County line west of Big Rapids was turned back to county control. Simultaneously, all of county B-88 in Newaygo and Mecosta Cos was transferred to state control. The route of B-88 in its entirety (from White Cloud to US-131 at Stanwood) was then redesignated as M-20. The resultant gap in M-20 between Stanwood and Big Rapids was filled by running M-20 concurrently with US-131 between Exits 131 and 139. The former route of M-20 is now an un-numbered county road in Newaygo Co. The short portion of the former M-20 in Mecosta Co, has since been turned back to local control and is now also an un-numbered county road.
		By early February 1999, all but a handful of the M-20 route marker assemblies from White Cloud to US-131 at Big Rapids had been removed, even the ones at the junction of M-20 & M-37, potentially leaving motorists unfamiliar with the area without guidance! As of April 1999, only one lonely M-20 marker remained, obviously overlooked in the process, and all traces of B-88 were removed. Also in April, M-20 route marker assemblies had been erected at the US-131 & 8 Mile Rd interchange (Exit 131) near Stanwood, as well as a solitary M-20 marker on the east side of White Cloud. No other indication of the changes was apparent on M-37 or on eastbound M-20 as one approached the junction with M-37. By May 1999, the new highway routing was completely signed.
		From White Cloud, M-20 formerly ran southwesterly via Fremont to end in Muskegon. The White Cloud-to-Fremont stretch was for many years an un-numbered state trunkline, while the remainder was re-designated as portions of M-82 and M-120. On October 31, 1999, the un-numbered "Old M-21" between Fremont and White Cloud was turned back to county control.
		One of the earlier stretches of freeway in Michigan was the M-20 freeway between Bay City and Midland. This is now part of the US-10 freeway.
	History:	1920 - Before the debut of the US Highway system, M-20 begins in Ludington and runs easterly along the present-day route of US-10 through Baldwin, Reed City, Clare to Midland. There, M-20 heads due easterly to end in Bay City.
		1925 - When the US Highway system was first proposed, the majority of M-20—from Ludington to the east side of Midland—was to be replaced by a brand new US-12 designation, which would depart M-20 east of downtown Midland to follow M-24 to Saginaw and M-10 into Detroit. However, that plan is greatly revised during 1925 and early 1926 (see below).
		1926 - When the final US Highway System plan is adopted in 1926, US-10—not US-12—is designated along most of M-20 in Michigan, along the general alignment that highway uses today. The M-20 designation from Midland westerly is then dropped down onto a new routing via Mount Pleasant, Big Rapids, White Cloud and Fremont, ending in Muskegon at the newly-designated US-31. M-20 will maintain this general routing until 1969.
		1928 - The route of M-20 is realigned to run directly from Twin Lakes to Holton in Muskegon Co. The former route along Ryerson & Holton-Duck Lake Rds is turned back to local control.
		c.1932 - M-20 is extended westerly from North Muskegon along the north shore of Muskegon Lake to end at the Muskegon Lake Channel in Muskegon State Park.
		1933 - M-20 is realigned in the vicinity of Mount Pleasant from Broadway Rd (east of US-27) and Shepherd Rd and onto Pickard Rd (its present-day routing).
		1935 - M-20 is realigned onto a more direct routing from Holton to Brunswick in northeastern Muskegon Co. The former route along Marvin Rd from Holton easterly is turned back to local control, while the portion of Maple Island Rd from Marvin Rd northerly to M-20 becomes an extension of of M-213.
		1939 - While some sources show M-20 being extended into Muskegon State Park in c.1932, the actual roadway from Scenic Dr southerly to the Muskegon Lake Channel is not completed until this year. (This is now the main park road within the state park.)
		1941 - With the completion of a new bridge over the Chippewa River in Mount Pleasant, M-20 is realigned from Broadway St downtown to run along High St, then northerly along US-27/Mission St. The former route is turned back to city control.
		1957 - The final few miles of gravel-surfaced M-20, near Woodville in Newaygo Co, are paved.
		1958 - A new 13-mile long M-20 freeway opens from US-23/Euclid Ave on the west side of Bay City to Bay City Rd near the Bay/Midland Co line east of Midland. The former route of M-20 along Midland Rd is turned back to local control.
		1960 - With the completion of the new I-75/US-10/US-23 freeway to Bay City, US-10 is rerouted onto the M-20 freeway to Midland. M-20 is then scaled back from Bay City to end at the US-10 & BUS US-10 interchange east of Midland with BUS US-10 and M-20 running concurrently into downtown Midland.
		1961 - M-20 is rerouted beginning in North Muskegon, running southerly along with US-31 into Muskegon, then southwesterly with BUS US-31 into Downtown Muskegon. In downtown, the route becomes BUS US-31/M-20/M-46 and continues to US-16. The US-16/M-20/M-46 routing turns westerly for a couple blocks to end at the Wisconsin & Michigan Steamship Company's carferry dock on Lake Muskegon. The former route of M-20 from North Muskegon into Muskegon State Park is redesignated as M-213.
		1962 - The concurrent US-16/M-20/M-46 designation in downtown Muskegon becomes BS I-196/M-20/M-46 with the completion of I-196 between Grand Rapids and Muskegon.
		1963 - The concurrent BS I-196/M-20/M-46 designation in downtown Muskegon becomes BS I-96/M-20/M-46 with the re-designation of I-196 between Grand Rapids and Muskegon to I-96. Also, BUS US-31 is extended north along M-20 past North Muskegon to the newly completed US-31 freeway until the BUS US-31 connector in 1964.
		1964 - With the completion of the new BUS US-31 connector on the north side of Muskegon, the M-20 designation is scaled back to end at BUS US-31. The former route through downtown becomes just BUS US-31, concurrent BUS US-31/M-46, and concurrent BS I-96/M-46.
		1969 - M-20 is rerouted along One Mile Rd due westerly from M-37 north of White Cloud through Hesperia and along the former route of M-82 to US-31 at New Era. The fomer route of M-20 from White Cloud to M-82 outside of Fremont becomes an un-numbered state trunkline (known to MDOT officially as "Old M-20"), while the concurrent segment with M-82 retains the M-82 and the section from M-82 to Muskegon becomes designated as M-120.
		1975 - M-20 is exteneded at New Era for approximately two miles from its former terminus at Oceana Dr to meet up the new US-31 freeway.
		1984 - M-20/BUS US-131 is realigned along a newly extended Perry St from State St in Big Rapids to the new US-131 freeway on the west edge of town. The former route of M-20 along 15 Mile Rd is turned back to local control and a portion of the former route on the campus of Ferris State University becomes Ferris Dr.
		1998 (Oct 1) - The portion of M-20 from the northern jct with M-37 north of White Cloud, northeasterly to the Mecosta/Newaygo Co line is turned over to county control. Simultaneously, the route of B-88 from White Cloud to Stanwood is turned over to state control. The M-20 designation is then relocated onto the White Cloud-to-Stanwood routing of B-88, then northerly along US-131 back to its former alignment at Big Rapids. The former routing of M-20 between White Cloud and Big Rapids is relieved of its state designation and reverts back to Newaygo Co control. In addition, the state-maintained "Old M-20" from White Cloud to Fremont is also turned back to local control.
		1999 - February 1999 saw the removal of most of the M-20 route markers between M-37 and US-131. As of April 1999, only one lonely M-20 marker remained, obviously overlooked in the process, and all traces of B-88 were removed. Also in April, M-20 route marker assemblies had been erected at the US-131 & 8 Mile Rd interchange (Exit 131) near Stanwood, as well as a solitary M-20 marker on the east side of White Cloud. No other indication of the changes was apparent on M-37 or on eastbound M-20 as one approached the jct with M-37. All signage changes are completed by May 1999.
	Freeway:	Two segments: Concurrently with US-131 from Exit 131 at Stanwood to Exit 139 at Big Rapids. Concurrently with BUS US-10 between Saginaw St and US-10 in Midland.
	NHS:	Two segments: Concurrently with US-131 from Exit 131 at Stanwood to Exit 139 at Big Rapids. US-127 (formerly US-27) in Mount Pleasant to US-10 east of downtown Midland.
	Photographs:
	Weblinks:	• M-20 @ Michigan Highway Ends - photos of the termini of M-20 at Dan Garnell's excellent Michigan Highway Ends website.

	Western Terminus:	M-37/M-44 (cnr East Beltline Ave & Fulton St) on the east side of Grand Rapids
	Eastern Terminus:	I-475/UAW Frwy at Exit 7 in downtown Flint
	Length:	99.75 miles
	Map:	Route Map of M-21
	Notes:	Prior to the coming of the Interstates, M-21 was a key "Coast-to-Coast" highway in the Lower Peninsula, stretching from Holland on Lake Michigan to Port Huron on Lake Huron, passing through Grand Rapids and Flint en route. After the main north-south "Grand Rapids Expwy" (US-131) was nearing completion through that city, an east-west freeway was proposed with the designation M-21. While the M-21 designation did grace that freeway for a time, it was—and is—more principally known as I-196. The first leg of M-21 to be severed was the Holland-to-Grand Rapids portion, replaced by a completed I-196 freeway in the mid-1970s (with much of the former route re-designated as M-121 in 2007). The next, and bigger, leg to be severed was the Flint-to-Port Huron segment, replaced by I-69 a decade later. Since that time, no major changes to this once-key route have taken place.
	History:	1920 - M-21 begins at the jct of M-16 & M-44 in South Ionia (present-day cnr of M-66/State Rd & Riverside Dr) and continues easterly along the south side of the Grand River through Lyons to Pewamo. From there, M-21 continues along its present-day route through St Johns to Ovid, where it diverges slightly from its present alignment to travel along Simpson Rd to Five Points, then continues easterly into Owosso. There, M-21 bends southerly travelling through downtown Corunna and continues into Lennon along Lytle Rd. From Lennon, M-21 then continues easterly along its present route into downtown Flint. Between Flint and Goodells, M-21 travels roughly along its pre-1980s routing through Lapeer, Imlay City and Emmett. M-21 ends at M-19 in Goodells.
		1922 - By 1922, M-21 is extended easterly concurrently with M-19 from Goodells into downtown Port Huron.
		c.1925 - M-16 is realigned in Ionia and Kent Cos onto what would later become US-16 (now Grand River Ave in Ionia Co and Cascade Rd in Kent Co) and the M-21 designation is extended westerly for an additional 25 miles via Saranac, Lowell and Ada, ending at M-16/Cascade Rd 6 miles east of downtown Grand Rapids. Also, M-21 is realigned to run directly east from downtown Owosso on its present-day alignment for 10 miles to just north of Lennon. The former route of M-21 between Owosso and Lennon is redesignated as M-71.
		1926 - With the debut of the US Highway system, M-21 is extended on the west concurrently with US-16 (formerly M-16) into downtown Grand Rapids, then southwesterly via Hudsonville to Holland, replacing the M-51 designation along Chicago Dr. This adds about 33 miles to the length of M-21. Also, on the east, the concurrent M-19/M-21 designation becomes just M-21 from Goodells into Port Huron when M-19 is realigned to run south from Yale to Richmond.
		c.1927-28 - In this timeframe, M-21 is realigned between Grand Rapids and Ada, running along Fulton Ave between those communities, north of its previous alignment. The portion of the former M-21 between US-16 and Ada is turned back to local control. M-21 is also realigned to run along the north side of the Grand River between Lowell and Saranac, with the former route along the south side of the river being turned back to local control. In addition, the routing of M-21 between Ovid and Five Points (west of Owosso) is straightened and placed onto its modern-day alignment. The former route is, again, turned back to local control.
		1929 - M-21 is realigned between Flint and Lapeer. Beginning at the cnr of Court St & Lapeer Rd in Flint, M-21 now continues easterly along Court St to US-10/Dort Hwy, jogging northerly with US-10 to Davison Rd, then easterly along Davison Rd through Davison, merging with the old route just west of Lapeer. The former route along Lapeer Rd from Court St in Flint to M-15/State Rd south of Davison was redesignated as M-21A. From M-15 easterly to Davison Rd at Lapeer, the former route is turned back to local control.
		1929 (Aug 26) - A more direct trunkline alignment between Holland and Zeeland is completed and officially determined as a state trunkline, designated M-21, running via Chicago Dr directly between the two cities. The former route via Eighth St and Holland-Zeeland Rd (present-day Paw Paw Dr) is turned back to local control on this day. Also at this time, a new route for M-21 through Zeeland is put into service with the inclusion of Washington Ave from W Main Ave on the western edge of the city easterly to Colonial St in the state trunkline system. Between Colonial & Carlton Sts, Washington Ave is signed as M-21 but is a locally-maintained street.
		1930 - About 8 miles of M-21 is realigned to the north side of the Grand River in Ionia Co, from Saranac to the east side of Ionia, crossing the Grand at Cleveland St and back to its original route there. The former route between Saranac and Ionia is turned back to local control.
		1931 - The Dykstra Act this year allows the State Highway Dept to actually maintain state trunkline facilities through cities. The portions of M-21 within cities along its route are transferred to state control.
		c.1931-32 - The final 11 miles of M-21 in Ionia Co to be moved to the north side of the Grand River is completed, running along its present-day alignment from Ionia to Pewamo. The former route on the south side of the river is turned back to local control. Also, in Lapeer Co, M-21 is moved onto its "classic" routing between Lapeer and Imlay City along Imlay City Rd. Previously, M-21 ran through downtown Lapeer, then easterly along Bowers Rd to Lake Pleasant Rd, southerly on Lake Pleasant to Attica Rd, then easterly on Attica Rd (4th St in Imlay City) to M-53. This route is turned back to local control. In yet another realignment in St Clair Co, M-21 is transferred onto its "classic" alignment there along Lapeer Rd from near Goodells via Wadhams and into downtown Port Huron. The former route, along Goodells, Sparling and Griswold Rds, is turned back to local control. In all, these changes also signified the completion of hard-surfacing to all of M-21 from coast-to-coast.
		1932 (Oct 29) - Carlton St in Zeeland from Main Ave northerly to M-21/Washington Ave, no longer a signed portion of M-21 since August 1929, is finally transferred to local control.
		1933 - A 3-mile, gravel-surfaced bypass of Pewamo opens (thus reversing the completed paving of M-21 just a year or two earlier!). The bypass is completely hard-surfaced within a year, however. The former route of M-21 through Pewamo is designated M-210. (In more modern times, M-210 would have been designated BUS M-21 instead.)
		1939 - In early-1939, the former M-21 (redesignated as M-210) through Pewamo is removed and turned back to local control.
		c.1945 - A new BYP M-21 (Bypass M-21) is created in the Grand Rapids area, beginning at jct M-21 & BYP US-16 (cnr 28th St & Chicago Dr) in Grandville, running easterly with BYP US-16 and BYP US-131 along 28th St to East Beltline Ave, then northerly with BYP US-131 along East Beltline Ave back to M-21 east of Grand Rapids.
		1948 - All of M-21A from Flint to Davison is "decommissioned" as a state trunkline and turned back to local control.
		1950 - The highway is realigned at Capac to remove two sharp 90-degree turns.
		1952 - In mid-1952, the highway is realigned at Emmett to remove two more sharp 90-degree turns.
		1953 - M-21 is rerouted in the Grand Rapids area to replace the BYP M-21 designation created a decade earlier along 28th St and East Beltline Ave. The former route of M-21 through Grand Rapids (along Chicago Dr, Grandville Ave, Franklin St, Eastern Ave and Fulton Ave) is re-designated as BUS M-21.
		1954 - With the completion of the new US-31 bypass of Holland, M-21 between the new bypass and downtown is co-signed with a new BUS US-31 designation (and is not truncated at the bypass as previously believed). Why M-21 is not truncated at US-31 is not clear.
		1956 - In mid-1956, a new southerly partially limited-access bypass of Zeeland begins appearing on official State Highway Dept maps, although it would not be officially assumed into the state trunkline highway system for another two years. While it is likely M-21 route markers are posted along the new bypass and removed from the former through-town routing (via Chicago Dr & Washington Ave) also likely has its route markers removed.
		1958 (Mar 6) - The new "Zeeland Bypass" is officially assumed into the state trunkline system, although it appears to have opened to traffic two years earlier. At this same time, the former route of M-21 through downtown Zeeland via Chicago Dr and Washington Ave is turned back to local control, although it likely has not been marked as M-21 since mid-1956.
		1964 - With the completion of the new I-196 freeway through Grand Rapids from I-96 east of town to Chicago Dr in Grandville, M-21 is rerouted to follow I-96 westerly (from present-day Exit 39) to I-196, then westerly along I-196 through Grand Rapids, then back onto its original routing (Chicago Dr). BUS M-21 is slightly extended at each end: from 28th St to the new I-196/M-21 freeway along Chicago Dr in Grandville; and from East Beltline Ave (M-44) to M-21 at I-96. The former M-21 routing along 28th St becomes a part of M-11, while the routing along East Beltline Ave becomes a part of M-44.
		1966 - M-21 is rerouted onto a newly-constructed freeway from the Wadhams area into downtown Port Huron. The former route of M-21 (Lapeer Rd) is turned back to local control.
		1971 - With the completion of the freeway connecting downtown Flint with M-24 south of Lapeer, the M-78 designation along that stretch is supplanted by the M-21 designation. The former M-21 along Davison and Genesee Rds is turned back to local control. West of Flint, M-21 is rerouted at M-13, heading southerly on M-13 through Lennon to the M-78 freeway, then easterly concurrently with M-78 into downtown Flint. The M-78 designation ends at BUS M-54/Saginaw St while the M-21 designation continues toward Lapeer. The former M-21 along Corunna Rd, Miller Rd and Court St between M-13 at Lennon and BUS M-54/Saginaw St in downtown Flint is re-designated as M-56.
		1972 - BUS M-21 in Grand Rapids is sliced in half, with the portion to the east of US-131 along Franklin St and Eastern Ave & Fulton St is removed and turned back to municipal control. The remaining portion of BUS M-21 between Grandville and US-131 becomes a "spur" business routing.
		1973 - The M-78 designation is removed from the portion of M-21 freeway concurrently designated with M-78 between M-13 at Lennon and downtown Flint and replaced by the newly-extended I-69 designation from Charlotte.
		1974 - Approximately 34 miles of M-21 are lopped off the western end with the completion of I-196 between Holland and Grandville. The former route from US-31 at Holland to east of Zeeland becomes a part of a new BL I-196. The portion of Chicago Dr (Old M-21) from Zeeland to I-196 at Grandville becomes an unsigned state trunkline (then M-121 in 2007). The former BUS M-21 between I-196 and the Grandville/Wyoming city limit is turned back to local control, while the remaining portion of BUS M-21 from that point to US-131 becomes a new BS I-196. M-21 proper is extended westerly from I-96 at Exit 39 to end at M-37/M-44/East Beltline.
		1983-84 - The first segment of the new M-21 freeway opens from M-19 at Emmett to the existing M-21 freeway west of Wadhams (west of Port Huron). The former route of M-21 between M-19 and Taylor Rd becomes an unsigned state trunkline. The remaining gap from M-24 at Lapeer to M-19 at Emmet is under construction as the M-21 freeway.
		1984-85 - The entire freeway from Lapeer to Wadhams opens, not as M-21, but rather as an easterly extension of I-69! The length of M-21 is reduced by approximately 70 miles to end in Flint. Firstly, the M-56 designation which had replaced M-21 along Corunna & Miller Rds and Court St between M-13 and I-475/UAW Frwy in downtown Flint is re-designated as M-21. (M-56 ceases to exist as a state highway designation). The former M-13/M-21 through Lennon reverts back to just M-13, while the concurrently-designated M-21/I-69 between Lennon and Flint becomes just I-69. Between Flint and Port Huron the highway, including the M-21 freeway segments (I-475-to-M-24 and M-19-to-I-94) becomes I-69. The former route along Imlay City Rd from Lapeer to the Lapeer/St Clair Co line is turned back to local control, while the remainder in St Clair Co to Emmet becomes an unsigned state trunkline. The former M-21 into downtown Port Huron along the Griswold-Oak Sts pair is designated as BS I-69, ending at M-21's former terminus at M-25/Huron Ave.
		2003 - The 9.2 miles of unsigned OLD M-21 in St Clair Co, from M-19 at Emmett easterly to Taylor Rd, is turned back to county control.
		2005 (Mar 3) - The last 12.1 miles of unsigned OLD M-21 in St Clair Co, from the Lapeer Co line easterly to M-19 at Emmet, is transferred to county control.
	Freeway/Expwy:	No portion of M-21 is freeway or expressway.
	NHS:	From I-75/US-23 at Exit 118 on the west side of Flint to Saginaw St in downtown Flint.
	Photographs:
	Weblinks:	• M-21 @ Michigan Highway Ends - photos of the termini of M-21 at Dan Garnell's excellent Michigan Highway Ends website.

	Southern Terminus:	US-31 five miles northeast of Manistee
	Northern Terminus:	Jct US-31/M-37 & M-22/M-72 (cnr Grandview Pkwy & Division St) in Traverse City
	Length:	114.45 miles
	Map:	Route Map of M-22
	Notes:	M-22 is one of a handful of Michigan state highways which have a pronounced change in direction at some point along their route. In this route's case, the change in direction occurs at Northport, at the tip of the Leelanau Peninsula, Michigan's "Little Finger." M-22 approaches Northport from the Leland area on the south, comes to a "T" intersection at M-201's southern terminus, makes a hard right, and continues southerly toward Suttons Bay and Traverse City. Unlike some of Michigan's other "direction changing highways," M-22 does not have any signage indicating the change. In fact, in most of Leelanau Co, cardinal direction plates are not used in M-22 assemblies, for obvious reason.
		According to Michigan State Highway Dept maps and sources from the 1930s, the department originally planned a "lakeshore alignment" for M-22 from CR-604/Glovers Lake Rd at Arcadia into CR-606/Grace Rd just south of Elberta. The shoreline route would have run between Lake Michigan and Lower Herring Lake as well, though several miles of sand dunes. Just over two miles of this shoreline route were graded out from Arcadia northerly to the Manistee/Benzie Co line before the plan was apparently halted for several years. By the mid-1940s, however, the plan for the shoreline route between Arcadia and Elberta was still in place, and an additional proposed shoreline route had been added from Point Betsie nrotheasterly along the Lake Michigan shore, merging back with the existing M-22 alignment at the Benzie/Leelanau Co line south of Empire. While not certain, it can be assumed these shoreline routings for M-22 were dropped in the 1950s, and M-22 continues to run generally along its 1930s alignment in Benzie Co. Additional evidence that the State Highway Dept had plans to relocate these two segments of M-22 as they were two of the last three gravel-surfaced stretches of the highway.
		Approximately 60 miles of M-22 in Leelanau Co, from Empire to the jct with M-72, have been designated as a Scenic Heritage Route.
	History:	1920 - The early route of M-22 is very close to the present-day routing of the highway, although in 1920, M-22 begins in Manistee and runs concurrently with M-11 (now US-31) for several miles before setting out on its own course. M-22 also uses the modern-day M-109 route between Empire and Glen Arbor, as well as a more inland route from Suttons Bay to Greilickville.
		1922 - M-22 is realigned onto its modern-day course from the southern end of present-day M-109 (which is not a state trukline in 1922) to Glen Arbor, including a bridge crossing the constriction in Glen Lake. The former route of M-22 (along present-day M-109) is turned back to local control. It was also during the 1920s when the southern end of M-22 was scaled back to end at M-11 (now US-31) northeast of Manistee.
		1929-30 - For a few years, sources seem to indicate the Glen Lake bridge was out of service and M-22 is temporarily rerouted to run around the south and east shores of Glen Lake via Burdickville. A state-maintained M-22 spur is retained westerly into Glen Arbor. A new Glen Lake bridge is completed in 1930 and M-22 is restored to its "regular" alignment into Glen Arbor from the south at this time.
		1936 - A portion of M-22 is realigned to is present routing in Leelanau Co just north of Greilickville. Running northerly along the shore of the West Arm of Grand Traverse Bay along West Bay Shore Dr, M-22 continues northerly for 3 miles on this new alignment, then cuts back over to the former route along Center Hwy (Co Rd 633) via Crain Hill Rd. An additional 1.6 miles of state-maintained highway have been constructed along the bay shore northerly from Crain Hill Rd to the Elmwood/Bingham Twp line. It is assumed this spur does not carry a separate route designation, as it will later be incorporated into M-22.
		1942 - As part of the "shoreline relocation" mentioned in the notes above, a short segment of new highway was graded from Arcadia northerly to the Manistee/Benzie Co line by the Works Progress Administration by 1939, but construction temporarily halted. That segment is finally completed in 1942, and the roadway is curved east from the northern end of the segment to meet back up with the existing M-22 alignment at Matzinger Rd in southwestern Benzie Co. The former route of M-22 along Glovers Lake and St Pierre Rds is turned back to local control.
		1945 - The final gravel segment of M-22, between Leland and Northport, is paved.
		1949 - In late-1939, M-22 is realigned between Crain Hill Rd north of Greilickville and downtown Suttons Bay to follow the western shore of the West Arm of Grand Travese Bay, finishing the process begun in the mid-1930s. The former route along Crain Hill Rd and Center Hwy is turned back to local control.
	Freeway/Expwy:	No portion of M-22 is freeway or expressway.
	Circle Tour:	Lake Michigan Circle Tour: Entire route.
	Photographs:
	Weblinks:	• M-22 @ Michigan Highway Ends - photos of the termini of M-22 at Dan Garnell's excellent Michigan Highway Ends website.
		• M-22 Transportation Corridor - from The Leelanau Conservancy.
		• M-22 in Leelanau awarded National Scenic Byway funding - from MDOT.

	Southern Entrance:	From Ohio southeast of Ottawa Lake and southwest of Lambertville (17 miles south of Dundee)
	Northern Terminus:	I-75 at Exit 338 in Mackinaw City
	Length:	364.07 miles
	Map:	Route Map of US-23
	Notes:	For details on the proposed US-23 freeway, please see the "The Tug-of-War that is the US-23 Freeway" article in the In-Depth section. A summary of the Environmental Impact Statement for the proposed US-23 Standish-Tawas freeway is available for your perusal, as it originally appeared on the MDOT website.
		In the early days, US-23 between Toledo and Flint was considered somewhat of a "secondary" route. Today, however, it is one of Michigan's busier freeways through that stretch, carrying traffic around Metro Detroit as well as high levels of Ann Arbor commuter traffic.
		According to site contributor Ron Wilbanks, the original alignment for a US-23 bypass of Ann Arbor was along the present-day routing of Huron Parkway in the eastern portion of the city. This early bypass, proposed in the early 1950s according to Mr. Wilbanks, would not have been a controlled-access freeway, and if it had been constructed, might have drastically altered the freeway development in the Ann Arbor area. In anticipation of the new "bypass," the University of Michigan purchased a great deal of land in the northeastern portion of Ann Arbor so as to be able to expand their campus toward the new highway. After re-evaluating their plans for freeways around the state in the mid-1950s, Mr. Willbanks states that the of State Highway Dept. decided instead to build the current limited-access freeway bypass futher away from town in order to have enough room for interchanges and right-of-way. Later, the present-day Huron Parkway was constructed on the proposed US-23 bypass alignment as a four-lane boulevard. This information has also been supported by various MDOT maps and sources from the 1930s and 1940s. —Thanks Ron!
		In the decades before the completion of the Mackinac Bridge, the northern terminus of US-23 (and US-27 & US-31, for that matter) was at the State Ferry Docks in Mackinaw City. In the village of Mackinaw City, all three highways combined together and ran to the docks. In the years leading up to the construction of the Bridge, massive traffic delays were all too common, at times backing up as far as Cheboygan more than 15 miles distant! When the Mackinac Bridge was opened on November 1, 1956, the US Highway designations were similarly grouped together and extended to the southernmost end of the Bridge where they ended. (US-27 did continue across the bridge for a short time before I-75 replaced it.) US-23 and US-31 shared a common northern terminus at the southern end of the Bridge until the early 1990s.
		According to Scott "Kurumi" Oglesby, the remainder of the "non-freeway" portion of US-23 from Standish to Mackinaw City via Tawas and Alpena was proposed for inclusion in the Interstate Highway System as a part of the Federal Aid Highway Act of 1968. While no route designation is indicated, this route, had it been approved, may have been designated I-73, as that route number had not yet been used back in the late-1960s. For more information, see Scott's Interstate System Add Requests: March 1970.
	History:	1926 - When the US Highway System debuts in 1926, US-23 is routed the length of the Lower Peninsula, entering Michigan from Ohio at Toledo and ending at the Straits of Mackinac. The new US-23 is routed along existing state trunkline highways in its entirety. From the Ohio line northerly through Ida to Ypsilanti, US-23 replaces M-65, then turns westerly—still replacing the M-65 designation—running concurrently with M-17 into downtown Ann Arbor where US-23 again turns northerly supplanting M-65 through Brighton and Fenton, meeting with the new US-10 at Flint. From Flint to Saginaw, US-10 and US-23 run concurrently along what had been M-10. From Saginaw, US-23 continues northerly replacing M-10 into Bay City and further via Pinconning to Standish and northeasterly to Omer. The new US-23 then bends northerly again via Twining and Whittemore before turning east running into Tawas City. From there, US-23—still supplanting M-10—continues northerly and easterly into Oscoda, then northerly again via Lincoln and Spruce to Alpena. US-23 then turns westerly to Lachine and northerly again via Posen and into Rogers City. US-23, following the former M-10, then runs westerly via Onaway and Tower before curving northerly again via Aloha to Cheboyan, bending northwesterly to Mackinaw City and its northern terminus. In all, US-23 replaces all of M-65 and a major portion of M-10 within Michigan.
		1928 - A short realignment moves US-23 off a portion of the present-day Old Mackinaw Tr near the hamlet of Freedom in northwestern Cheboygan Co and onto its present alignment. The former route is turned back to local control.
		1929 - US-23 is transferred from the western to the eastern shore of the Saginaw River between Saginaw and Bay City, along the route of present-day M-13 between those cities. The former route of US-23 west of the river, according to trusted sources, is intially redesignated as US-23A. That designation, however, disappears from all official maps by late 1930 or early 1931, and is replaced by M-47 (now M-84). It can be assumed AASHO (today's AASHTO) denied Michigan's request for the US-23A designation, forcing the state to substitute a state trunkline designation for the route instead. Also in 1929, US-23 is realigned onto the rest of its present alignment from Cheboygan northwesterly toward Freedom, with the former route along Old Mackinaw Tr being turned back to local control.
		1930 - A relatively major realignment occurs in Monroe and Washtenaw Cos. From its junction with M-50 north of Ida, US-23 is rerouted westerly along M-50 into Dundee where US-23 now turns northerly to run through Azalia and Milan and due northerly back to the former alignment at M-17/Washtenaw Ave between Ypsilanti and Ann Arbor. The portion of the former route from M-50 northerly to M-130 is redesignated as part of M-130, with the remainder from there through Maybee, Oakville and Whittaker into downtown Ypsilanti being turned back to local control. The interesting point is that this rerouting is only meant as a temporary measure until a proposed route of US-23 on brand-new alignment can be built linking the existing highway at Ida with the east side of Milan on a roadway running generally along the east side of the Saline River. Throughout the 1930s, the Dundee-Milan routing of US-23 is only considered temporary by the Dept of State Highways.
		1931 - Changes to US-23 this year include: A short realignment is completed in southeastern Livingston Co when US-23 is routed onto present-day Whitmore Lake Rd from 8 Mile Rd northerly to US-16/Grand River Ave southeast of Brighton. From there, US-23 runs northwesterly with US-16 back to its former alignment in Brighton. Much of the former route along Lemen, 9 Mile, Spicer, Musch, Winans Lake and Rickett Rds is turned back to local control, with the exception of the 9 Mile Rd segment, which becomes part of M-36. US-23 is rerouted from Bay City to Kawkawlin westerly from downtown Bay City along M-20/Midland Ave, then onto the present-day route of M-13 along Euclid Ave and Huron Rd northerly to Kawkawlin and the former alignment. The old route of US-23 along Henry St and Old Kawkawlin Rd in Bay City is redesignated as an extension of M-29 (predecessor to present-day M-25). Additionally during 1931, a 6-mile stretch of state trunkline is completed from the 90-degree turn in US-23 east of Omer (present-day jct US-23 & M-65) into the village of Au Gres. This highway, which would become part of a rerouted US-23 within a year, does not carry a route designation during 1931.
		1932 - The realignment in Arenac & Iosco Cos is completed when a segment of new highway is completed from Au Gres via Alabaster to Tawas City, and assigned the US-23 designation. The former segment of US-23 from just east of Omer northerly via Twining and Whittemore to M-55 is designated as M-65, while the east-west portion from there easterly into Tawas City is redesignated as an extension of M-55.
		1933 - US-23 is realigned in Alcona & Alpena Cos along two miles of present F-41 and onto its present-day alignment from the northern jct of F-41 to Werth Rd southwest of Alpena. The former route of US-23 along Roe, Gillard and E Spruce Rds in Alcona Co, and along Spruce and Werth Rds in Alpena Co is redesignated as M-171.
		1933-34 - In 1933, approximately 8 miles of new highway are completed along the Lake Huron shoreline from Au Sable southerly to present-day Scott Rd. This segment is likely not signed until the next year, when five more miles of new highway are completed into East Tawas, connecting with the former alignment of US-23 there. The US-23 designation is transferred to the new lakeshore routing, while the fomer inland route along Monument, Wilber, Galion, Sherman, Curtis, Brooks, Esmond, Wells and Au Sable Rds is turned back to local control.
		1935 - A 14-mile stretch of future US-23 east of Cheboygan is completed as a "graded earth" road to the Presque Isle Co line, but is not yet designated as part of US-23. The remainder of the route between the county line and the northern terminus of M-91 between P.H. Hoeft State Park and Hammond is under construction. Also begun is construction on a new easterly alignment between Harrisville and the Alcona/Alpena Co line. In both instances, US-23 maintains its inland routing.
		1935-36 - Another "shoreline rerouting" project moves US-23 closer to Lake Huron in Alcona Co. A three-mile segment of new highway is completed in 1935 from M-72 in Harrisville northerly, while an eight-mile segment of new highway is completed from the existing US-23 (at present-day northern jct of US-23 & F-41) southeasterly to near the community of Alcona in early 1936. By the end of 1936, the last four-mile stretch in between the completed segments is completed and the entire new highway north of Harrisville is designated as US-23, with all of M-72 from Harrisville southerly to Oscoda being redesignated as part of US-23 as well. The former inland route of US-23 through Lincoln is redesignated as M-171, while the older M-171—itself an older route of US-23—is removed from the state highway system and transferred back to local control.
		1936 - US-23 is routed to the east of Brighton, bypassing the city on the current route of Old US-23 north of Grand River Ave to Hilton Rd. The former concurrent US-16/US-23 designation on Grand River Ave from Whitmore Lake Rd into downtown Brighton reverts to just US-16, while the former US-23 along Flint & Hilton Rds is transferred to local control.
		1938 - The final 17 miles of US-23 from Cheboygan to Mackinaw City are concurrently designated with a northerly extension of US-27. Formerly, US-27 had ended in Cheboygan at US-23.
		1939 - Another 11 miles of new highway are completed from Alpena northerly to the Alpena/Presque Isle Co line in early 1939, but this segment is not yet assigned a highway designation, pending completion of the portion of the highway still under construction from the county line northwesterly to Rogers City. In late 1939, however, the remaining 13 miles of new highway from the Alpena/Presque Isle Co line to the existing US-23 southeast of Rogers City is completed and opened to traffic, signed as US-23. The former US-23/M-32 concurrency from Alpena westerly to Lachine reverts to just M-32, while the portion from Lachine northerly via Posen to just southeast of Rogers City is designated as an extension of M-65.
		1940 - The first segment of the relocated US-23 between Hartland and Fenton opens from just south of Hartland to present-day Faussett Rd along today's Old US-23, but is not designated as US-23 pending completion of the remainder of the relocation.
		1941 - Three realignments of US-23 take place. They are: The remainder of the Hartland-Fenton realignment is completed from Faussett Rd northerly to Shiawassee Rd southwest of downtown Fenton along present-day Old US-23. The former alignment of US-23 along Hartland Rd is turned back to local control. Lafayette Ave and Salzburg Ave in southern Bay City are transferred to state control and designated as US-23, with that designation continuing northerly with M-47 on Euclid Ave back to the existing US-23 (at Midland St) in western Bay City. The former US-23 through downtown Bay City on Garfield Ave, Washington Ave and Midland St is redesignated as BUS US-23, one of a new crop of BUSINESS US routes designated in Michigan this year. The final major relocation of US-23 north of Standish is completed between Rogers City and Cheboygan, running along the Lake Huron shoreline for the entire route. From Rogers City northwesterly to the Hammond Bay area, US-23 supplants the M-91 designation in its entirety. From Hammon Bay northwesterly to Cheboygan, US-23 runs along new highway constructed over the previous six years. The former US-23 from Rogers City westerly to Onaway is redesignated as M-68, with the east-west stretch west of Onaway becoming a concurrent M-33/M-68, and from M-68 northerly to US-27 south of Cheboygan, the former US-23 is redesignated as part of M-33. In all, this new alignment saves about 12 miles on the trip from Rogers City to Cheboygan over the old route.
		1942 - M-65 from US-23 south of Rogers City into downtown and a portion of what had been designated M-91 previously from downtown northwesterly back to the new US-23 northwest of downtown Rogers City is designated as BUS US-23.
		1947 - US-23 is realigned onto new highway (present-day Ann Arbor Rd) from M-50 west of Dundee northerly to Cone Rd just north of Azalia. The former route along Dundee-Azalia Rd is turned back to local control, with a portion of this route now consumed by the Dundee Cement Co plant north of Dundee. Also in 1947, the last remaining gravel-surfaced segment of US-23, in northwestern Presque Isle Co, is paved.
		1951 - A new highway alignment is constructed starting at Cone Rd near Azalia (in Monroe Co) east of the old alignment and bypassing Milan to the east. This new highway is to be later incorporated into the US-23 freeway, explaining the two very narrow, single span railroad overpasses at Milan and Cone Rd, originally not constructed for a four-lane freeway.
		1953 - A new eastern bypass of Saginaw is completed from Bridgeport to M-81 northeast of Saginaw. US-23 is routed along this new bypass to M-81, then westerly with M-81 back to the existing route. The former route through Saginaw becomes BUS US-23.
		1957 - A 10-mile segment of US-23 expressway is completed from north of downtown Ann Arbor to Baker Rd in Whitmore Lake. The former route of US-23 along Whitmore Lake Rd is turned back to local control.
		1957 (Nov 1) - In Mackinaw City, the US-23/US-27 routing is transferred to a new roadway leading to the Mackinac Bridge approach, joining US-31. US-23 and US-31 both end at the southernmost point of the Mackinac Bridge, while US-27 continues across into the Upper Peninsula.
		1958 - US-23 is transferred onto the newly-opened "Fenton-Clio Expressway," a fully controlled-access freeway linking US-23 at the Livingston/Genesee County line at Fenton with Birch Run Rd at Birch Run. The former US-23 from Fenton to downtown Flint is turned back to local control, while the portions paired with BUS US-10 and US-10 retain those other designations. Evidence points to this freeway opening in two segments: Fenton to Miller Rd at Flint, then from Miller Rd northerly to Birch Run, likely within several months of each other.
		1959 - Early in 1958, the initial 8 miles of freeway connecting US-223 at Sylvania, Ohio with M-50 & US-23 at Dundee are completed between M-50 and Summerfield Rd. By the end of the year, the entire 18-mile freeway from Sylvania northerly to Dundee is open to traffic and signed as part of US-23. The former route of US-23 along Lewis Ave from the Ohio state line to M-50 is turned back to local control, while the concurrent stretch along M-50 westerly into Dundee retains the M-50 designation. Also in 1959, another short segment of US-23 freeway is completed from M-81 at the north end of the US-23 Saginaw Bypass to M-13 just northwest, while a new Saginaw River crossing is under construction.
		1960 - Several changes come to US-23 in 1960: The I-75 designation is added to US-23 on the "Fenton-Clio Expressway" from Maple Rd southwest of Flint northerly to the terminus of the freeway at Birch Run Rd east of downtown Birch Run. The US-23 designation is, of course, retained. A segment of US-23 freeway opens from 8 Mile Rd at Whitmore Lake northerly to Lee Rd southeast of Brighton, 1 mile south of jct. US-16. The former route of US-23 along present-day Whitmore Lake Rd is turned back to local control. Additionally, a segment of the I-75/US-10/US-23 freeway opens from the jct of US-23 & M-13, crosses the Saginaw River on a four-lane bascule bridge (drawbridge) and continues northerly past Bay City (where the US-10 freeway departs for Midland), ending in Kawkawlin. The US-10 designation is moved onto the Saginaw bypass and the newly completed freeway north to Bay City. The former alignment of US-23 between Saginaw and Kawkawlin becomes an extension of M-13. The former BUS US-23 through Saginaw becomes, in part, BL I-75.
		1961 - Five more US-23 freeway segments open to traffic: From M-50 at Dundee to the fomer alignment (Carpenter Rd) north of Milan, using much of the two-lane route completed in 1951. The four-lane divided expressway between Ann Arbor and 8 Mile Rd at Whitmore Lake is converted to full-freeway standards. Overpasses and interchanges are constructed making the route fully-controlled access. From the northern end of the freeway at Lee Rd southeast of Brighton, a new segment of freeway ties into a new interchange with the I-96/US-16/Brighton-Farmington Expressway The four-lane divided expressway from just north of M-59 at Hartland to the southern end of the "Fenton-Clio Expressway" at Fenton is completed. Finally, from the northern end of the "Fenton-Clio Expressway" at Birch Run to the southern end of the freeway opened to traffic in 1959 at M-81 northeast of Saginaw, the freeway is opened. Between Bridgeport and M-81, the two-lane bypass completed in 1952 is used for part of the new freeway. The former US-23 south of Bridgeport along Dixie Hwy is turned back to local control. The last two segments above form a 75-mile long US-23 freeway from Hartland in Livingston Co to Kawkawlin in central Bay Co.
		1962 - Two additional segments of US-23 freeway open to traffic, completing a 150-mile long US-23 freeway from the Ohio state line through to Kawkawlin, north of Bay City: From the northern end of the freeway just north of Milan then northerly around Ann Arbor, connecting with the completed freeway north of Ann Arbor (present-day Exit 45). The former route of US-23 between Milan and M-17/Washtenaw Ave is turned over to local control. The portion along Washtenaw Ave, Huron St & Main St through downtown Ann Arbor is designated as BUS US-23. From the north end of the freeway at I-96 at Brighton to south end of the freeway north of M-59, south of Hartland. The former route is turned back to local control.
		1965 - The M-14 freeway connectors are completed east from US-23 (present-day Exit 42) and west (present-day Exit 45), with the three miles in between concurrently designated as US-23/M-14.
		1967 - A thirty-mile segment of US-23 freeway opens from the existing US-23 freeway 3 miles south of Kawkawlin northerly to end at the former alignment of US-23 three miles south of Standish. The former route from Kawkawlin to the north end of the freeway south of Standish becomes ALT US-23 at first, but then is redesignated as a further extension of M-13 when AASHTO refuses to allow the ALT US-23 designation to remain. The three mile segment of former US-23 freeway south of Kawkawlin bypassed by the new freeway is re-designated as CONN M-13.
		1973 - With the completion of the last I-75 freeway segment between Standish and Grayling, the I-75 designation is routed northerly over the US-23 freeway from Bay City to Standish and beyond.
		1977 - US-223 is rerouted to follow the former routing fo M-151 east to US-23 at Exit 5, then southerly along with US-23 into Ohio.
		1987 - US-10 in Michigan is shortened by approximately 110 miles from its former terminus in downtown Detroit to a new terminus at I-75/US-23 Exit 162 at Bay City. I-75/US-10/US-23 from Mile 115 at Flint to Mile 162 becomes just I-75/US-23. It took MDOT seven years to finally remove all the US-10 shields from this portion of the route.
		1993-94 - The bulk of the US-10 route markers posted along I-75/US-23 between Flint and Bay City are finally removed. The US-10 designation was removed from this route in 1987.
		1994 - A new US-23 freeway is announced to run from the north end of the current freeway at M-13 south of Standish to M-55 west of Tawas City at first, then later northeasterly to the Oscoda area. As with such projects many groups and individuals came out for and against the new freeway. Complete information on the proposal can be found in "The Tug-of-War that is the US-23 Freeway" in the In-Depth section of this website.
		1999 - As detailed in "The Tug-of-War that is the US-23 Freeway," the proposed US-23 freeway is dealt a setback by the federal government. MDOT, however, continues to plan for the eventuality of an upgraded facility of some type between Standish and Oscoda.
		2004 (May 6) - US-23 from Standish to Mackinaw City is officialy designated as a Recreational Heritage Route and given the moniker "Sunrise Side Coastal Highway." According to MDOT: "Initiated by Rep. Sheltrown and Tom Ferguson of Michigan's Sunrise Side Travel Association in the summer of 2001, the process began with the collection of resolutions of support from local units of government along the route. Northeast Michigan Council of Governments and East Michigan Planning & Development were contracted to develop a management plan for the route with the guidance and advice of local volunteers." More from the MDOT Press Release.
	Freeway:	Ohio state line to M-13 south of Standish. (190.3 miles)
	NHS:	From its southern entrance at the Ohio state line to M-32 in downtown Alpena.
	Circle Tour:	Lake Huron Circle Tour: From M-13 south of Standish to US-23's northern terminus in Mackinaw City.
	Business Connections:	BUS US-23- Ann Arbor. From US-23 at Exit 37 east of Ann Arbor to jct US-23 & M-14 (at Exit 45) north of Ann Arbor.
		Former BUS US-23 - Fenton. A somewhat unique pair of former spur routes from US-23 at Exit 78 into downtown (formerly mostly unsigned) and from US-23 at Exit 79 into downtown (formerly signed). Decommissioned December 7, 2006.
		BUS US-23 - Rogers City. From US-23 south of Rogers City, through downtown, back to US-23 in the northwestern portion of the city.
	Continue on:	US-23 into Ohio - John Simpson's Ohio Highways Website.
	Photographs:
	Weblinks:	• US-23 @ Michigan Highway Ends - photos of the termini of US-23 at Dan Garnell's excellent Michigan Highway Ends website.
		• The Tug-of-War that is the US-23 Freeway - detailing the proposed US-23 freeway between Standish and Oscoda.
		• US-23/Ocqueoc River Bridge - from MDOT, "This bridge is one of only three known surviving examples of deck truss highway bridges in Michigan.
		• US-23 Sunrise Coastal Highway - "A peaceful ride along the Lake Huron shore in Alcona County can begin at Greenbush Township on the south or Caledonia Township on the north."
		• Mackinac Straits Historical Photos - a collection of photos from the 1950s with scenes during and just after construction of the Mackinac Bridge.

	Southern Entrance:	Ohio state line five miles south of Erie (15 miles south of Monroe)
	Northern Terminus:	I-75 at Exit 93 west of Clarkston
	Length:	78.58 miles
	Map:	Route Map of US-24
	Notes:	The vast majority of the route (from Toledo, Ohio to Dixie Hwy in Waterford Twp) is known as Telegraph Rd. The road was so named due to the telegraph lines running alongside the road for a great distance more than a century ago. Telegraph Rd was an excellent choice for the lines, as it runs in a straight line for long distances, and as we all know, the shortest distance between two points is a straight line... Michigan's Telegraph Rd is not unique, however, as many other Telegraph Roads exist or once existed around the country.
		US-24 in Michigan exists as an exception to the standard US Highway numbering scheme. Even-numbered US highways were laid out to run east-west, while odd-numbered routes run north-south. Outside Michigan, US-24 is indeed an east-west highway. However, since the route within Michigan runs from Toledo on the south to Clarkston on the north, MDOT has (rightfully) signed this highway as a north-south route.
		Some question as arisen as to the precise northern terminus of US-24 in Oakland Co as the actual "US-24 ENDS" route marker assembly on nbd Dixie Hwy sits north (past) the I-75 interchange. What these "ENDS" signs more accurately indicate is the end of the state trunkline highway (and, therefore, state-funded maintenance) rather than the end of the US-24 route. While it is odd for route terminus signage to be configured in this manner, it is very common for state maintenance on a particular roadway to extend for hundreds of yards or even a half-mile beyond what would be considered the terminus for the route designation.
	History:	1925 - As laid out in the initial US Highway system plans, US-24 would have followed what was then designated M-56 (later US-25, now M-125) from Ohio into downtown Monroe, then jogged west to M-10 (now US-24) along Telegraph Rd and northerly along Telegraph toward Pontiac.
		1926 - When the final plans for the US Highway system are approved and set in place, US-24 enters Michigan from Ohio and follows Telegraph Rd—its present routing—through Monroe and northerly through Wayne County past the western edge of Detroit. From 7 Mile Rd northerly, Telegraph Rd is not yet complete, so a temporary routing from there into Pontiac is necessary. Initially, it seems the US-24 designation runs northwesterly along US-16/Grand River Ave to Farmington, then northerly along Orchard Lake Rd into Pontiac. Soon after, though, sources show US-24 turning easterly along 7 Mile Rd from Telegraph Rd to Southfield Rd, then northerly along Southfield Rd, ending at US-10/Woodward Ave in downtown Birmingham.
		1930 - Telegraph Rd from 7 Mile Rd in Detroit to Square Lake Rd near Pontiac is completed and the US-24 designation is transferred to the new highway. The former route of US-24 along 7 Mile Rd and Southfield Rd is turned back to local control.
		1944 - What would become ALT US-24 is completed from Ohio, 5 miles south of Erie, northerly to US-25 at Erie, then northeasterly along US-25/South Dixie Hwy to M-151/Luna Pier Rd, then west for 0.6 mile to end at US-24/Telegraph Rd. Initially, this route is signed as ALT US-25, however.
		c.1946 - The route of ALT US-25 in southern Monroe Co is redesignated ALT US-24.
		1956 - The first 30 miles of the Detroit-Toledo Expressway opens from ALT US-24 at Erie, northerly past Monroe, ending at the intersection of Fort St & Allen Rd at Gibraltar, and is designated ALT US-24. The ALT US-24 designation continues northerly from the end of the freeway at Fort St along Allen Rd to West Rd, then west for 2 miles along West Rd, ending at the intersection of US-24/Telegraph Rd & US-25/Toledo Hwy. The former ALT US-24 routing from the freeway to US-25/South Dixie Hwy becomes a "connector" route, while the concurrent segments with US-25 and M-151 retain those other designations.
		1957 - The Detroit-Toledo Expressway, designated ALT US-24, is extended northerly from the M-85/Fort St interchange to West Rd. At the end of the highway at West Rd, the ALT US-24 routing continues west back to US-24/US-25 as before. The former route of ALT US-24 along Allen Rd and West Rd east of the new highway is turned back to local control.
		1958 - The ALT US-24/Detroit-Toledo Expwy is extended northerly from West Rd to end at the cnr of US-25/Toledo Hwy & Sibley Rd west of Wyandotte. Temporarily, the ALT US-24 routing does not reconnect with US-24, its parent route, at its northern end.
		1959 - The ALT US-24 designation is removed from the Detroit-Toledo Expwy and replaced by the brand-new I-75 designation.
		1963 - The "TO I-75" designation is added to US-24/Telegraph Rd from Eureka Rd west of Wyandotte to jct M-102/Eight Mile Rd to connect a pair of completed segments of I-75 north and south of Detroit.
		1966 - With the completion of another segment of I-75, the "TO I-75" designation is removed from US-24/Telegraph Rd.
		1970 - With the renumbering of the John C Lodge Expwy from BS I-696 to US-10, the US-10 designation is rerouted onto US-24/Telegraph Rd from Southfield to US-24's northern terminus at Square Lake Rd southwest of downtown Pontiac. Even though the US-10 and US-24 designations are concurrent for US-24's final 8 miles, the US-24 designation is retained and ends at Square Lake Rd while US-10 continues northerly on Telegraph Rd.
		1973 - The US-25 designation is "decommissioned" in Michigan and the co-signed US-24/US-25 segment between Monroe and southern Wayne Co becomes just US-24.
		1986 - With the decommissioning of US-10 south of Bay City, the concurrently-designated portion of Telegraph Rd between Southfield and Pontiac becomes just US-24, while the portions of Telegraph Rd and Dixie Hwy from Square Lake Rd at Pontiac to I-75 at Exit 93 near Clarkston is re-designated as an extension of US-24, replacing the US-10 designation. BUS US-10 through downtown Pontiac along Square Lake Rd, Woodward Ave, Wide Track Dr, Saginaw St and Dixie Hwy is re-designated BUS US-24.
	Freeway/Expwy:	No portion of US-24 is freeway or expressway.
	NHS:	From I-275 at Exit 2 north of Monroe to US-24's northern terminus at I-75 at Exit 93 northwest of Clarkston.
	Business Connections:	CONN US-24 - Erie. From I-75 at Exit 1 south of Erie to US-24/Telegraph Rd.
		CONN US-24 - Woodhaven. From US-24 at the cnr of Telegraph Rd, Toledo Hwy & West Rd in Brownstown Twp to I-75 at Exit 34.
		CONN US-24 - Taylor. From US-24/Telegraph Rd just south of Eureka Rd in Taylor to I-75 at Exit 35.
		BUS US-24 - Pontiac. From US-24 at cnr of Telegraph Rd & Square Lake Rd southwest of Pontiac to US-24 at cnr Telegraph Rd & Dixie Hwy northwest of Pontiac.
	Continue on:	US-24 into Ohio - John Simpson's Ohio Highways Website.
	Photographs:
	Weblinks:	• US-24 @ Michigan Highway Ends - photos of the termini of US-24 at Dan Garnell's excellent Michigan Highway Ends website.

	Southern Terminus:	I-75 at Exit 81 (at jct I-75 & BL I-75) in Auburn Hills northeast of Pontiac
	Northern Terminus:	M-25 in downtown Unionville (cnr Center St & Bay St)
	Length:	74.30 miles
	Map:	Route Map of M-24
	Notes:	A northerly extension of M-24 between Caro and Unionville was completed in 1997. Much of the southern portion of this new extension was built on new alignment north of Caro, while the remainder runs along Unionville Rd, partially replacing the M-138 designation between the junction with that highway and M-25in Unionville. M-24 was extended, in part, to provide an all-weather route between M-81 and M-25. All-weather highways are important in Michigan's Thumb region, as the production of sugar from sugar beets is a leading industry in the area.
		Before the extension from Caro to Unionville was complete, M-24's length from Auburn Hills to Caro was 59.57 miles.
		While M-24 and US-24 seem to pass by rather closely (and at one time, US-24's northern terminus was also M-24's southern terminus), M-24 was never a part of US-24, nor was it intended to be. The two similar and nearby designations is a remnant from an era when the State Highway Department created similar situations elsewhere, including US-25 meeting M-25 at Port Austin, US-131 meeting M-131 (now M-119) at Fife Lake and later Petoskey, and US-112 and M-112 co-existing between Ypsilanti and Detroit.
	History:	1920 - The "original" M-24 in Michigan runs along a route considered to be the "classic" routing of M-20 from Muskegon to Midland via Fremont, Big Rapids and Mount Pleasant, then southeasterly along what later became US-10 then M-47 into Saginaw. In a sense, the first iteration of M-24 is somewhat of a "northern alternate" route to M-46, which also runs between Muskegon and Saginaw.
		1922 - M-24 is realigned in eastern Isabella and western Midland Counties. From Shepherd Rd, M-24 now turns northerly from Broadway Rd to Pickard Rd, then continues easterly on Pickard Rd (Isabella Co) and Isabella Rd (Midland Co) into Midland. The former route along Remus and East County Line Rds (Isabella Co), and along Salt River, Miller and Chippewa River Rds (Midland Co) are turned back to local control.
		1926 - With the debut of the US Highway system in Michigan, many route designation changes occur across the state. One such change is the redesignation of all of M-24 from Muskegon through to Midland as a new routing of M-20. Much of what had been M-20 is now part of US-10. From Midland to Saginaw, the remainder of the "original" M-24 becomes part of US-10. The M-24 designation is immediately reapplied, though in what seems to be two disconnected segments at first. From the northern terminus of the new US-24 at Pontiac, M-24 now runs along what had been M-36 northerly through Oxford to M-21 at Lapeer. M-24 then picks back up at M-38 in downtown Vassar and runs northwesterly to end at M-29 (present-day M-25) in Bay City.
		c.1927-30 - While a more permanent routing is under contemplation, M-24 is temporarily routed west from the northern end of the southern segment in Lapeer along M-21 to Davison, then northerly with M-15 to Vassar and the southern end of the northern segment. This solves the discontinuous problem noted above.
		1930 - M-24 is realigned to its own routing north of Lapeer, running northerly from M-21 at Lapeer to M-38 at Mayville, then turning westerly, follows along M-38 into Vassar.
		1933 - A new alignment of M-24 is completed from Dryden Rd at Metamora to Lapeer. The old route along Metamora, Hunters Creek and Clark Rds is turned back to local control.
		19___ - A new alignment of M-24 is completed from Metamora Rd north of Oxford to Dryden Rd at Metamora. The old route along Metamora Rd is turned back to local control.
		1934 - From Vassar to its northern terminus at Bay City, M-24 is concurrently designated with M-15.
		1936 - A new M-24 eastern bypass of Pontiac is completed when the M-24 designation is transferred to Opdyke and Square Lake Rds along Pontiac's eastern and southern boundaries, continuing westerly along Square Lake Rd to its terminus at jct M-58 & US-24/Telegraph Rd. The former route of M-24 through downtown Pontiac along Perry St, Parke St and Woodward Ave is designated M-24A.
		1940 - Around this time, the State Highway Department begins embracing a new type of route designation: the Business Connection (e.g. Business Routes, Loops and Spurs). In late 1940, M-24A through downtown Pontiac is, accordingly, redesignated as BUS M-24.
		1942 - The northern end of M-24 is shifted away from Bay City and, instead, toward Caro. Formerly running northwesterly from Mayville to Bay City via Vassar and Richville, M-24 now runs due north from M-38 to end at M-81 in downtown Caro. The fromer route of M-24 along M-38 between Mayville and Vassar retains the M-38 designation, while the concurrent segment with M-15 from Vassar to Bay City retains the M-15 designation.
		1949 - In mid-1949, a new alignment at Mayville simplifies the routing of M-24, which now enters the town from the east instead of the south.
		1950 - M-24 is realigned on the north side of Lapeer, from Saginaw Rd onto a newly constructed portion of Lapeer Rd.
		1953 - M-24 is realigned onto a new highway bypassing the downtown area of Mayville and shaving more than 1/2-mile from the route.
		1957 - The final 5 miles of gravel-surfaced M-24, south of Caro, are paved.
		1961 - US-10 is realigned to bypass Pontiac to the west replacing the M-58 designation in its entirety. Due to this, the former M-24/M-58 segment of Square Lake Rd becomes US-10/M-24, while the former US-10/BUS M-24 segment of Woodward Ave becomes BUS US-10/BUS M-24.
		1963 - With the completion of I-75 around the east side of Pontiac, M-24 is scaled back to end at jct BL I-75 at the I-75 connector at Exit 81 on the northeast side of Pontiac. The former M-24 along Opdyke Rd on the east side of Pontiac is turned back to local control, while the former route along Square Lake Rd between Opdyke and Woodward Ave becomes a part of the newly-designated BL I-75. The remaining portion of the former BUS US-10/M-24 along Square Lake between Woodward and Telegraph Rd becomes just a portion of BUS US-10. All of BUS M-24 through downtown Pontiac becomes a part of the new BL I-75. This is the first time since the mid-1920s that US-24 and M-24 do not touch.
		c.1992 - M-24 is rerouted from E Frank St onto Ellington St in Caro in preparation for the completion of the M-24 extension.
		1997 - The M-24 extension north of Caro opens to traffic. From M-81 in Caro, the extension runs northerly for 1.5 miles via Cleaver Rd, then westerly for 4 miles on newly-built highway, then northerly again along Unionville Rd to M-138 east of Akron. From there, M-24 replaces the M-138 designation northerly into Unionville.
	Freeway/Expwy:	No portion of M-24 is freeway or expressway.
	NHS:	From I-75 at Exit 81 northeast of downtown Pontiac to I-69 at Exit 155 south of Lapeer.
	Photographs:
	Weblinks:	• M-24 @ Michigan Highway Ends - photos of the termini of M-24 at Dan Garnell's excellent Michigan Highway Ends website.

	HISTORIC U.S. HIGHWAY	Existing from 1926 until the mid-1970s, US-25 connected Port Austin and Port Huron with Detroit and on south through Monroe and into Ohio at Toledo. Today, I-94 and I-96 run along much of the general route followed by US-25 during its existence and the reasons for its "decommissioning" in the 1970s. Please see the Historic US-25 pages for more information on this historic U.S. Highway.

	Southern Terminus:	Jct BL I-69/BL I-94 at the cnr of Pine Grove Ave & Hancock St on the north side of Port Huron
	Western Terminus:	I-75/US-23 at Exit 162 with jct US-10 & BS I-75, three miles west of downtown Bay City
	Length:	154.67 miles
	Map:	Route Map of M-25
	Notes:	M-25 has a southern and western terminus, since the highway runs first north, then west, south, then west again, staying near the Lake Huron and Saginaw Bay shorelines for much of its length.
		As those with somewhat longer memories or those who are students of the Michigan state trunkline system may recall, there was a US-25 in Michigan at one time. While US-25 was one of the original US Highways in Michigan, dating back to the system's debut in 1926, it was only routed from Toledo, Ohio northerly into Detroit, then northeasterly from there to Port Huron, where US-25 ended. North of Port Huron, the shoreline highway was part of M-29 which ran northerly from Port Huron to Port Austin, then continued on to Bay City. It was not until the early-1930s that the US-25 designation was extended northerly from Port Huron to the tip of the Thumb, where it ended at Port Austin. Contrary to logical assumption, US-25 never continued on around the Thumb to Bay City, however.
	History:	1919 - The first iteration of M-25 in Michigan roughly runs along the route of present-day M-28 from Sault Sainte Marie westerly through Newberry to Munising, then westerly along present-day M-94 to end at M-15 (later US-102, now US-41) west of Chatham. While officially designated as part of M-25, the segment between Newberry and Brimley was unimproved for several years. This necessitated a temporary "detour" for M-25 southeasterly from Newberry along M-84 (later M-48, now a county route) to Garnet, then easterly along M-12 (later US-2) and M-48 (now H-40) to Rudyard, then north back to the "approved" M-25 alignment near Brimley.
		1922 - By 1922, M-25 runs along is "approved" routing from Newberry to Brimley, generally following the route of today's M-28. Also in 1922, M-25 is realigned to a more direct routing between Seney and McMillan, generally along the route of today's M-28. The former route of M-25 concurrent with M-77 retains the M-77 designation, while the portion from Germfask to south of McMillan is redesignated M-98.
		1926 - The entire length of M-25, running from US-41 near Skandia in eastern Marquette Co to Sault Ste. Marie, is designated as part of M-28. (Although this redesignation comes in 1926, there may be no connection between the coming of the US Highways and the disappearance of M-25 that same year.) The M-25 designation would be absent from Michigan for about seven years.
		1933 - The US-25 designation is extended northerly from Port Huron along the former M-29 to end in Port Austin and the M-25 designation is applied to the portion of the former M-29 from Port Austin to Bay City. The M-25 designation was applied to this route for two reasons: One, to avoid having a discontinuous M-29 and, two, to continue the convention begun with US-24/M-24 and US-131/M-131. In the Bay City area, M-25 enters the city from the east via Center Ave, then turns northerly with US-23 on Washington Ave, continuing westerly with US-23 on Midland St, then turns northerly on its own following Henry St and then northwesterly via Au Sable State Rd and Old Kawkawlin Rd, ending at US-23 in Kawkawlin.
		1934 - The western terminus of M-25 is relocated in the Bay City area. From its former terminus northwest of Bay City in Kawkawlin, M-25 is realigned to run concurrently with US-23, M-15 & M-24 west from downtown Bay City along Midland St. M-15, M-24 & M-25 all now end at the intersection of Midland St & Euclid Ave, with M-20 beginning at that point and continuing westerly toward Auburn and Midland. The former route of M-25 along Henry St from Midland St northerly to Au Sable State Rd is redesignated as a southerly extension of M-111 (the road running out to Bay City State Park), while Au Sable State Rd and Old Kawkawlin Rd from Bay City to Kawkawlin are turned back to local control.
		1938 - In early 1938, M-25 is scaled back in Bay City to end at US-23 in downtown (cnr Washington Ave & Center Ave), instead of running concurrently with US-23, M-15 & M-24 to the west side. This is done assumedly due to a change in route designation policy, as the concurrent M-15/M-24, which also ran with M-25 along Center Ave, Washington Ave and Midland St, is also scaled back as well.
		c.1945 - Just after World War II, a system of one-way streets is implemented in downtown Bay City. As as a result eastbound M-25—which remained on Center Ave—now begins one block west of its previous terminus at Washington Ave, now beginning at sbd BUS US-23/Saginaw St. On the other side, westbound M-25 now jogs northerly from Center Ave via Madison Ave for 3 blocks to 3rd St, then west along third to its terminus at nbd BUS US-23/Washington Ave.
		1957 - At the end of 1957, a new Saginaw River bridge—the Veterans Memorial Bridge—is opened to traffic in downtown Bay City, with BUS US-23 rerouted via this new bridge instead of the Midland St bridge, which is later removed. As a result, M-25 in downtown Bay City is rerouted. From the corner of Center & Madison Aves, both directions of M-25 now turn south along Madison. Two blocks later, wbd M-25 turns westerly via 7th St, ending at BUS US-23 at the cnr of 7th & Washington. Eastbound M-25 begins at BUS US-23 one block south at McKinley & Washington Aves and continues east two blocks via McKinley, turning northerly via Madison, joining the westbound side at 7th St. The former routes of M-25 (ebd & wbd) along Center Ave west of Madison Ave and along Madison and 3rd are turned back to local control.
		1959 - In the last part of 1959, the Midland-to-Bay City M-20 freeway is opened to traffic. Simultaneously, the M-15 designation is extended westerly with M-25 into downtown Bay City, and from here, the M-15 & M-25 designations are extended westerly with BUS US-23—much as they were pre-1938—via Jenny & Thomas Sts through the west side, where all three route designations (BUS US-23/M-15/M-25) all end at the jct of US-23/Euclid Ave & M-20 coming in from the west on the new freeway.
		1960 - With the coming of the I-75 designation to the Tri-Cities area, the entire route of BUS US-23 through Bay City is supplanted by a BL I-75 designation, meaning the concurrent BUS US-23/M-15/M-25 from downtown Bay City to Euclid Ave on the west side becomes BL I-75/M-15/M-25. From Euclid Ave—which changes from US-23/M-47 to M-13 at this time as well—the BL I-75/M-15/M-25 designations are all extended westerly via what had been M-20 to the new I-75/US-23 & US-10 interchange west of the city.
		1966 (Sept 30) - On Sept 30, 1966, the M-25 designation is officially applied to a realignment northeast of Sebewaing from Canboro and Gettel Rds onto reconstructed Kollis and Dutcher Rds. The former route is turned back to local control.
		1970 - For the second time, the northern terminus of concurrent M-15 at Bay City is scaled back to end at M-25/Center Ave & Trumbull St.
		1971 - BL I-75 in Bay City is sliced in half and is rechristened as BS I-75 (Business Spur I-75), a spur route leading into downtown. The former BL I-75/M-25 becomes BS I-75/M-25. Also, in September 1971, M-25 is realigned to bypass Huron City in Huron County. The former route is turned back to local control.
		1973 - With the decommissioning of US-25 in Michigan, M-25 is routed southerly along the former US-25 from Port Austin, through downtown Port Huron, ending at I-94 Exit 266. More than 93 miles are added to the route, well over doubling its length.
		1987 - The route of M-25 is scaled back to end at BL I-94 (now BL I-69/BL I-94) on the north side of Port Huron when the former route through downtown is redesignated BL I-94.
		1998 - The portion of M-25 along Center Ave in eastern Bay City is designated as a Historic Heritage Route.
	Freeway:	From the western terminus at I-75/US-23 Exit 162 (at jct US-10) easterly for approximately 1 mile.
	NHS:	From I-75/US-23 at Exit 162 west of Bay City to the western jct of M-142 south of Bay Port.
	Circle Tour:	Lake Huron Circle Tour: From southern terminus in Port Huron to M-13 in Bay City.
	Photographs:
	Weblinks:	• M-25 @ Michigan Highway Ends - photos of the termini of M-25 at Dan Garnell's excellent Michigan Highway Ends website.

	Southern Terminus:	US-45 two miles east of Rockland
	Northern Terminus:	US-41 in downtown Copper Harbor (cnr 6th St & Lake Shore Dr)
	Length:	96.30 miles
	Map:	Route Map of M-26
		M-26 at South Range (2006)
	Notes:	Prior to 1933, M-26 was one of several highways which ran completely across the U.P. in a cross-ways (north-to-south) fashion, beginning at the Wisconsin state line at a connection with (then-) STH-26, continuing northerly onto the Keweenaw Peninsula. When US-45 was extended northerly from Chicago through Wisconsin to end at Ontonagon in 1933, M-26 was removed from the portion of the route which was renumbered as part of US-45.
		Even earlier than its days as a state highway, the general route of what became M-26 in the 20th Century was a federal military road in the previous century. Much as M-26 did later, the military road entered from Wisconsin, headed northerly, then northeasterly, through the Keweenaw Peninsula, terminating at Fort Wilkins near Copper Harbor—ironically, today's northern terminus for M-26. The military road was used in troop movements to and from the fort, which itself was erected to maintain order during the copper boom of the 1840s. The route remained a heavily-travelled one, and when Michigan set up their state highway system, that route became M-26. Even today, some stretches of the original military road survive as gravel roads or "two-tracks."
		M-26 was being realigned between South Range and Trimountain in south-central Houghton Co in 2006. The project eliminated seven rather dangerous curves in the highway and placed it onto a much better new alignment. The former alignment of M-26 being bypassed outside of the Village of South Range has been completely obliterated, while the portion in the village, including Trimountain Ave, was turned back to local control on October 4, 2006. See the M-26 at South Range map and M-26 at South Range 2006 photo pages.
	History:	1919 - Before the creation of the US Highway system, M-26 begins at the Wisconsin state line at a connection with Wisconsin STH-26, then runs northerly through Watersmeet and Bruce Crossing to Rockland then northeasterly to Houghton and Hancock, looping east through Dollar Bay and Lake Linden to end at M-15 (now US-41) in Laurium.
		1924 (Sept) - A short realignment is completed in September south of Rockland, from M-68 (now US-45 north) southerly for a short distance. A portion of the old route is turned back to local control, while the rest is abandoned as a public way.
		1926 (Sept) - A 6-mile stretch of M-26 along the Old Military Rd in central Houghton Co is turned back to local control in September when the highway is realigned onto a new 7-mile long alignment from Stonington to southwest of Painesdale, via Toivola. Also, M-26 is extended from its northern terminus at US-41 (formerly M-15) in Laurium concurrently with US-41 to Mohawk, then southeasterly replacing the M-83 designation to Gay.
		1933 (July) - The State Highway Dept removes the Mohawk-Gay segment of M-26 from the state trunkline system, turning control of the road back to the local authorities. The M-26 designation is scaled back to end at its 1919-1926 northern terminus at US-41 in Laurium.
		1934 - The first 42 miles of M-26 are redesignated as a part of the new US-45 extension from the Wisconsin state line northerly to 2 miles east of Rockland in Ontonagon Co. Northwest of that point, the new US-45 takes the place of M-35 into Ontonagon. Interestingly, while the US-45 routing replaces M-35 from Rockland into Ontonagon, M-35 remains concurrently posted with M-26 from east of Greenland to US-45 near Rockland.
		1935 - The M-26 designation is extended northerly from Laurium (again!) along US-41 to a point 2 miles east of Phoenix, then northeasterly replacing the M-129 designation to Eagle Harbor, then easterly along the Lake Superior shore to end at US-41 in Copper Harbor. A very short (several hundred yards long) M-206 is designated in Eagle Harbor leading from M-26 to the Eagle Harbor Lighthouse. It is assumed the M-206 designation was only conincidently chosen and not related to the new M-26 routing in the area.
		1939 - Two minor realignments are completed in Houghton Co. A 1-mile realignment takes M-26 further out of the community of Donken while 2.5 miles of the highway are realigned just south of Painesdale to remove two sharper curves. In both cases, much of the original route is abandoned as a public way. As a side note: A two-mile long highway connecting Phoenix and Eagle River in Keweenaw Co that would become a part of M-26 in about one year is renumbered from M-6 to M-111.
		1940 (Nov) - M-26 is realigned in Keweenaw Co. From Phoenix the routing now turns northwesterly replacing M-111 into Eagle River, then turns northeasterly to run along the shoreline for 8 miles rejoining its former alignment in Eagle Harbor. The former alignment of M-26 between US-41 (two miles east of Phoenix) and Eagle Harbor via the Copper Falls Mine location is turned back to local control.
		1946-47(?) - According to some 1946 and 1947 Michigan Official Highway Maps, M-26's route is altered from its former (and present-day) state to an interesting, but curious, configuration. In 1940, M-26 was extended northwest of US-41 at Phoenix travelling into Eagle River. The 1947 map shows that the new segment from Eagle River to Eagle Harbor along the shoreline completed in 1940 was removed and the Phoenix-to-Eagle River routing of M-26 becomes a spur-route. However, according to the 1947 map, M-26 also continues for another 2 miles on US-41, then runs northeast through Copper Falls Mine to Eagle Harbor, the routing for the highway from 1933 to 1940. Thus, there is a "three-pronged" routing of M-26 in Keweenaw Co. By 1948 M-26 was restored to its 1940-46 routing on the official highway maps. It's unclear whether this was a short-term situation, only depicted during 1946-47, or a mapping error on the part of the State Highway Department.
		1949 - A minor realignment is completed at the end of 1949 at Calumet. The routes of US-41 & M-26 are moved from Pine & Rockland Sts and moved onto their current alignment. The former route is turned back to local control.
		1951 - M-26 is realigned along 1.8 miles at the Firesteel River crossings in eastern Ontonagon Co. The old route, which is closely followed by the new highway, is mostly abandoned as a public way.
		1955 - The final 7 miles of gravel-surfaced M-26/M-35 are paved between Greenland Jct and US-45.
		1956 - M-26 is realigned to the south side of Winona Lake near the community of the same name in western Houghton Co. The old road on the north side of the lake is turned back to local control.
		1959 - The Houghton-Hancock Lift Bridge opens to traffic, replacing the old swing bridge completed in 1905. The following excerpt is taken from "Historic Highway Bridges of Michigan" by Charles K Hyde (1993, Wayne State University Press, ISBN 0-8143-2448-7):