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Highways 50 through 59

M-50 | M-51 | M-52 | M-53 | M-54 | M-55 | M-57 | M-58 | M-59 | Jump to Bottom


M-50 PLEASE NOTE: The M-50 route information has moved to its own page: M-50 Route Listing.

M-50 PLEASE NOTE: The M-51 route information has moved to its own page: M-51 Route Listing.

M-52 Southern Terminus: Ohio state line (connection w/OH SR-109), 12 miles south of Adrian
Northern Terminus: M-46 nine miles west of Saginaw
Length: 128.16 miles
Map: Route Map of M-52
Notes: The modern-day M-52 is made up of three older, shorter state highways. M-52, itself, from the Ohio state line northerly toward Tecumseh, M-92 from Tecumseh northerly to M-36 north of Stockbridge (replaced by M-52 in 1962), and M-47 from US-16 near Webberville northerly to M-46 west of Saginaw (replaced by M-52 in 1969).
In the 1950s or 1960s, plans were laid to construct an M-52 expressway/freeway northerly from Adrian. The portions of M-52 completed in 1959 and 1962 from M-50 northerly to Manchester were constructed to limited-access standards with access only at crossroads and ample right-of-way to add an additional set of two lanes. A full cloverleaf interchange was graded out for a planned fully-controlled access interchange with a proposed US-12 freeway just north of the M-52 & US-12 junction. This interchange is still visible, especially the twin mounds of dirt for the US-12 overpasses. Why the planned expressway/freeway was cancelled is not yet clear.
History: c.1920 - M-52 follows roughly its modern-day alignment from the Ohio state line via Adrian to M-50, then easterly via M-50 into Tecumseh where M-52 turns north again into Clinton, terminating there.
1942 (Jan 28) Updated - South of Adrian, a new 1.27-mile segment of state trunkline highway following Cadmus Rd from US-223 at Treat Hwy westerly to M-52/Adrian Hwy is determined and the US-223 routing is transferred onto it. At M-52, US-223 now turns northerly with M-52 into downtown Adrian where it meets up with its former routing. The former route of US-223 from M-52/Main St east along E Church St, south along S Center St, east and southeast vis Treat St and then southerly along Treat Hwy to existing US-223 is redesignated as BUS US-223. (See map.)
1943 (Feb 26) Updated - Winter St from US-223/Church St southerly for a bit more than one block to US-223/M-52/Main St in downtown Adrian is determined as a state trunkline highway and the US-223 route is moved onto it, acting as a "cut-off" of sorts. The US-223 route along Main St from Winter St to Church St remains designated M-52, while the portion of Church St from M-52/Main St westerly to Winter St now becomes a short westerly extension of the BUS US-223 routing. (See map.)
1954 - M-92 (to be designated as part of M-52 in eight years) is extended southerly from its terminus at US-12 south of Chelsea to jct US-112 & M-52 in downtown Clinton, thus creating a situation where two north-south trunklines terminate at the same intersection, staring at each other across US-112.
1956 (Mar 26) Updated - The concurent US-223 designation along M-52 in Adrian becomes a concurrent BUS US-223 route when a new US-223 southwestern bypass of Adrian is officially assumed into the system.
1959 - A new segment of M-92 (to be designated as part of M-52 in three years) is completed between Austin Rd (former M-11) on the east side of Manchester and US-112 west of Clinton. This segment is constructed to limited-access standards, with access only at cross-roads and ample right-of-way to add an additional set of two lanes in the future.
1959 (Mar 29) Updated - In downtown Adrian, the one block of Front St between Main St and Winter St along with the four blocks of Winter St from Front St southerly to Church St are transferred to state control and become the new southbound route of M-52 through the center of the city. The change for BUS US-223 is that the one block "cutoff" along Winter St between Church St and Main St is now one-way southbound and part of the new southbound M-52 routing. Thus, the "cutoff" is now eastbound BUS US-223 only, while westbound BUS US-223 now continues northerly on Main St one additional block to Church St where it turns west via Church to Winter St to continue on its existing route. (See map.)
1960 (Jan 6) Updated - Less than a year after M-52 was split into a one-way pair routing through downtown Adrian (nbd via Main St, sbd via Front-Winter Sts)—which resulted in BUS US-223 using the southernmost city block of this one-way pair before turning west along Church St—BUS US-223 itself becomes a one-way pair when Maumee St from nbd M-52/Main St westerly for four blocks to Church St is transferred to state control on this date. The new westbound route for BUS US-223 continues north from Church St with M-52 via Main St for an additional block, then turns west along Maumee St for four blocks back to its existing routing. Eastbound BUS US-223 now uses the formerly two-way route along Church St from Maumee St easterly to sbd M-52/Winter St where it turns southerly. Interestingly, the one block of Church St between sbd M-52/Winter St and nbd M-52/Main St remains a state trunkline route, though not "technically" part of the eastbound route of BUS US-223, which turns south with sbd M-52 along Winter St. (See map.)
1962 - A new segment of M-52 is completed from M-50 to the newly-redesignated US-12 (formerly US-112) at jct M-92. The M-52 designation is then extended northerly via the entire length of M-92, terminating at M-36 north of Stockbridge. The M-92 designation is "decommissioned" in the process.
1969 - Stockbridge Rd from M-36 to I-96 at Exit 122 near Webberville is upgraded to state trunkline standards and the M-52 designation is extended northerly over it to meet M-47 at I-96. The M-52 desingnation is then extended northerly via M-47, replacing it, all the way to M-46 west of Saginaw. M-47 is scaled back to end at M-46 (cnr of Midland & Gratiot Rds) just west of Saginaw.
  1973 (June 29) New! - Several trunkline changes in downtown Adrian effectively remove the routes of M-52 and BUS US-223 from the downtown core. Main St from Church St northerly to Front St is turned back to local control, while Church St from Main St easterly to Broad St, Broad northerly from Church to Front St and Front from Broad back westerly to Main becomes the new northbound M-52 route and the westbound BUS US-223 route, which now continues westerly another block via Front St to Winter St, then southerly via Winter to Maumee St where it then continues westerly. Maumee St (formerly part of wbd BUS US-223) between Main & Winter Sts is also turned back to local control. The sbd M-52 and ebd BUS US-223 routes remain unchanged. (See map.)
  1995 (Nov 7) New! - The two blocks of Church St, functioning as ebd BUS US-223 between Maumee St and sbd M-52/Winter St in downtown Adrian, are turned back to city control on this date. This conicides with the first wave of returning some of the downtown streets to two-way traffic flow. The former ebd BUS US-223 along Church St is now a two-way city street, while the former wbd BUS US-223 from sbd M-52/Winter St westerly to Church St is now the two-way route for both directions of BUS US-223. Since M-52 still occupies the "one-way box" routing around the downtown core, however, wbd BUS US-223 still travels concurrently with M-52 north via Main St, east via Church St, north via Broad St, west via Front St, and south via Winter St to Maumee St. Ebd BUS US-223 now turns southerly from Maumee St onto sbd M-52 via Winter St. Thus the only one-way portions of BUS US-223 in downtown Adrian are portions shared with M-52. (See map.)
  2010 (May 28) New! - Apparently the removal of the one-way pair for BUS US-223 along Church and Maumee Sts is a success, as the City of Adrian decides to remove the remainder of the one-way streets in its downtown area, after a 51-year experiment with that configuration. The 1959 southbound routing for M-52 via Front St from Main St to Winter St and along Winter St from Front south to Main St is turned back to city control. Since the City still does not want through trunkline traffic to use the two main streets through its downtown core—north/south Main St and east/west Maumee St—MDOT converts Church St east of Main St, Broad St from Church St to Front St and Front St from Broad back to Main to two-way traffic and, with it, that becomes the sole route for M-52 through the city. So as to not cause a discontinuity in the BUS US-223 route, the 1995 jurisdictional transfer of Church St from Maumee St to Winter St is "undone" and Maumee St from Winter St to Church St is, this time, downloaded to city control. Coupled with the one block of Church between Main and Winter that has not technically had a trunkline designation since 1960 once again regains the BUS US-223 designation that segment of street had from 1943 to 1960. Now M-52 and BUS US-223 enter downtown Adrian from the south via M-52/Main St, to Chruch St where BUS US-223 heads west and M-52 turns east for one block before turning north along Broad St and west along Front St back to Main St. (See map.)
Freeway: No portion of M-52 is freeway.
Expressway: The portion of M-52 from M-50 west of Tecumseh northerly to Austin Rd on the eastern limits of Manchester is built as a two-lane, undivided expressway, with access only at select crossroads.
Continue on: SR-109 into Ohio - John Simpson's website.
Photographs:
Weblinks: M-52 @ Michigan Highway Ends - photos of the termini of M-52 at Dan Garnell's excellent Michigan Highway Ends website.
  New! Adrian Downtown: Trunkline Routing History map - A map showing ALL of the state trunkline routes through Adrian since 1915, including the various changes from 2010. Includes EVERY state trunkline designation on each segment of highway, including the dates of determinatio or designation.

M-53 Southern Terminus: M-3 in Detroit, northeast of downtown (cnr of Van Dyke & Gratiot Aves)
Northern Terminus: M-25 in downtown Port Austin (cnr Lake St & Spring St)
Length: 120.87 miles
Map: Route Map of M-53
Notes: Excepting the freeway portion in Macomb County and inside the cities of Bad Axe and Port Austin, M-53 is known as Van Dyke Rd or Van Dyke Ave in its entirety. Van Dyke Ave/Rd in Macomb County is also known as the Earle Memorial Hwy, named for early highway proponent and first Michigan State Highway Commissioner, Horatio "Good Roads" Earle.
The freeway portion of M-53 from Sterling Heights to Washington in Macomb County is the "Christopher Columbus Freeway." Plans, which were never realized, were to continue the M-53 freeway southerly via the Mound Rd corridor through Sterling Heights and Warren into Detroit to a proposed connection with an extended Davison Frwy, then on to the I-94/Edsel Ford Frwy in Detroit. A full freeway-to-freeway interchange was constructed on I-696/Walter P Reuther Frwy at Mound Rd in anticipation of the completion of the "Mound Road Freeway."
A credible source claims much of Mound Rd in Sterling Heights and Warren will likely become a new routing of M-53 in the future. MDOT's Metro Region is currently in the design stage with "plans for the proposed ramps and 5 lane cross section of 18-1/2 Mile Road...being developed to reconfigure the connection between M-53 and Mound Road." At Mound, the M-53 designation would presumably continue southerly through Warren. No indication of what will happen to the M-53 routing in the City of Detroit, however. The current routing of M-53 along Van Dyke Ave would then offered back to the local jurisdictions. The plan makes a great deal of sense, seeing that Mound Rd has 4- to 8-lanes throughout, divided with "Michigan Left Turns" at intersections. While some of Van Dyke Ave in Sterling Heights was upgraded in the 1990s, much of that road is undivided with little control of business and residential ingress and egress. Ironically, if all had gone the way planners had originally hoped, the Mound Rd corridor would currently be home to an M-53 freeway. Should this change take place, there are no longer any plans to convert Mound Rd into a freeway.
The so-called "Romeo Bypass" in northwest Macomb Co has been an ongoing project to improve the flow of traffic in this part of Metro Detroit. Originally opened in 1992 from 27-1/2 Mile Rd to 34 Mile Rd, the highway was to have been built as a fully-controlled access freeway initially. However, MDOT only completed the bypass as a "Super 2 expressway," a two-lane, undivided highway where some intersecting roads were grade-separated (overpassed or underpassed) while others featured intersections with traffic signals. While this did accomplish part of the goal—to remove heavy traffic from the overburdened old route through downtown Romeo—it was not the freeway as initially envisioned. In the early part of this decade, MDOT announced plans to bring the "Romeo Bypass" one step closer to its eventual "freeway-ization." New northbound lanes were completed in 2004, although intersections remain at 30 Mile and 32 Mile Rds. Sources state freeway interchanges are planned at these two intersections in the long-term, however.
In an interesting twist, in 2006, MDOT and MSP increased the speed limit along the four-lane "expressway" portion of the Romeo Bypass. However, since that portion of highway is not officially a freeway and since Michigan has no "middle ground" in speed limits—freeways can be signed at 70 mph, while ALL other roads are limited to 55 mph or less, even if they are nearly freeway—the portions of the bypass between the remaining intersections is now posted at 70 mph, with very short 55 mph segments right at the intersections. Site visitor Mike Baysdell even notes the speed limit jumps back up to 70 mph before you get to the "Michigan Left" turnarounds! A 70 mph freeway speed limit on an expressway-quality road with interections is rather odd, although assigning an appropriate and reasonable speed limit despite these idiosyncracies is refreshing... —Many thanks to Mike!
History: 1920 - In 1922, M-53 follows the following routing: Beginning at M-19/Gratiot Ave in Detroit and proceeding northerly via Mount Elliot Ave to Seven Mile Rd, easterly to Van Dyke Ave, northerly leaving Detroit via Van Dyke through Centerline and Utica to Washington. From there, M-53 cuts east for 1 mile on 27 Mile Rd, then northerly via Jewell Rd and Main St into Romeo. M-53 continues northerly from Romeo via Van Dyke to Kidder, westerly via 37 Mile Rd to Hipp Rd, and northerly back to Van Dyke Rd at the Lapeer/Macomb Co line. In Lapeer Co, M-53 continues northerly on Van Dyke through Almont, then northerly on Howland Rd, westerly via Hollow Corners Rd, northerly on Shoemaker, Henesy and Fairground Rds into Imlay City. From Imlay City, M-53 runs northerly via Almont Ave, Fairground Rd and Seabury Rd back to present-day Van Dyke Rd, then northerly on Van Dyke into Marlette. There, M-53 turns westerly from Main St onto Marlette St for 3 blocks, then northerly again via Lamotte St to present-day Van Dyke Rd north of town. Northerly via Van Dyke through Sanilac Co into Huron Co. At the community of Popple five miles southwest of Bad Ave, M-52 leaves Van Dyke Rd to head northerly for 3.5 miles via Pinnebog Rd to end at M-31 (present-day M-142) four miles east of Elkton.
1922 - M-53 is realigned in north Detroit: from Mount Elliot Rd, M-53 now turns westerly via Seven Mile Rd to Mound Rd, then northerly via Mound to Eight Mile Rd, then easterly for one mile to Van Dyke Ave and northery from there. Also, between Washington and Romeo in Macomb Co, a new, more-direct alignment of M-53/Van Dyke Ave opens.
1923 - M-53 is removed from Pinnebog Rd between Van Dyke Rd and M-31 (present-day M-142) in Huron Co and transferred onto its present Van Dyke Rd alignment into Bad Axe, where the highway terminates at jct M-19 & M-31 downtown.
1925 - Van Dyke Ave in Detroit becomes the new alignment of M-53, beginning at M-19 (to become US-25 in about a year)/Gratiot Ave and heading northerly into Macomb Co. The former alignment along Mount Elliot, Seven Mile, Mound and Eight Mile Rds is turned back to local control.
1926 - M-53 is extended northerly from Bad Axe for an additional 17 miles along what had been designated M-19, which itself is scaled back to east of Bad Axe. M-53 now ends at M-29 in downtown Port Austin.
1932 - The route of M-53 is transferred onto new alignment beginning at M-21 east of downtown Imlay City, then northerly for 3 miles. The former route north of downtown is turned back to local control.
c.1936-37 - The remainder of M-53 is transferred onto its new alignment from M-21 at Imlay City southerly for 4 miles. The former route through downtown is turned back to local control.
1939 - M-53 is also designated as the "Earle Memorial Highway" to honor Michigan's first State Highway Commissioner, Horatio S. "Good Roads" Earle.
1940 - The final 11 miles of gravel-surfaced M-53 are paved, in Huron and Sanilac Counties.
1947 - A few sharp curves on M-53 north of Romeo are "smoothed out" with a minor realignment.
1952 - Three miles of divided highway are completed along M-53 between 14 Mile and 17 Mile Rds in Sterling Twp. (present-day Sterling Heights) north of Warren.
1953 - An additional two miles of divided highway are open between 12 Mile and 14 Mile Rds in Warren.
1965 - The M-53 Freeway is completed from 18 Mile Rd in Sterling Twp. (south of Utica) northerly to 27-1/2 Mile Rd at Washington south of Romeo. Plans, which were never realized, were to continue the M-53 freeway southerly via the Mound Rd corridor to a proposed connection with an extended Davison Frwy, then on to the I-94/Edsel Ford Frwy in Detroit.
1989 - Construction on the "Romeo Bypass" begins. This route is designed to be a freeway bypass of Romeo from the northern end of the current freeway to 34 Mile Rd.
1992 - The "Romeo Bypass" opens beteen 27-1/2 Mile and 34 Mile Rds in Macomb County. However, either to save money or complete a relief route in less time, the bypass is opened only as a two-lane, limited-access expressway, with a mix of both overpasses and intersections at crossroads. (See "Notes" Section above.)
2002 - Construction on the new northbound lanes of the "Romeo Bypass" begins. While intersections will remain at two locations along the bypass, the limited-access expressway will have four lanes separated by a median when the project is complete.
2003 - Transfer of the remainder of OLD M-53 (Van Dyke Ave) in the Romeo area to local control is completed. All parts of Van Dyke Ave (OLD M-53) superceeded by the "Romeo Bypass" have now been removed from the state trunkline system.
Freeway: From 18 Mile Rd in Sterling Heights to 27 Mile Rd north of Washington
Expressway: From the northern end of the freeway (see above) near 27 Mile Rd north of Washington to 34 Mile Rd north of Romeo.
NHS: From southern terminus at M-3/Gratiot Ave in Detroit to the northern jct of M-142 north of Bad Axe.
Circle Tour: Lake Huron Circle Tour: From the southern jct of M-25 to the northern terminus at the northern jct with M-25 in Port Austin.
Photographs:
Weblinks: M-53 @ Michigan Highway Ends - photos of the termini of M-53 at Dan Garnell's excellent Michigan Highway Ends website.

M-54 Southern Terminus: I-75 at Exit 109 west of Grand Blanc
Northern Terminus: I-75/US-23 at Exit 136 in Birch Run
Length: 27.19 miles
Map: Route Map of M-54
Notes: The modern-day iteration of M-54 was originally conceived as a replacement for the US-10 designation in the Greater Flint area. When the I-75 freeway was completed through Genesee Co in the early 1960s, US-10 was routed via I-75 and I-75/US-23 throughout the area. The Dept of State Highways decided to keep much of the former routing of US-10 and BUS US-10 in the state trunkline system and the M-54 designation was applied to the route. BUS US-10 then became BUS M-54. The new M-54 ran along what had been US-10 from the Oakland/Genesee Co line through Grand Blanc on Saginaw Rd, then turning northerly to bypass Flint to the east via Dort Hwy, returning to Saginaw Rd for a time near Clio, eventually turning northerly to supplant a portion of M-83 into Saginaw Co. At Birch Run Rd in southeastern Saginaw Co, the new M-54 designation was bent to the west, co-signed with M-83, to end at I-75/US-10/US-23 at Birch Run. BUS M-54 followed Saginaw St in its entirety from the southern intersection of Dort Hwy north of Grand Blanc to the northern intersection of Dort Hwy north of Mount Morris.
Only two main changes to this route have taken place over the past four decades. First, in the early 1980s, most of the BUS M-54 signage was removed, leaving an unsigned state trunkline through downtown Flint. For much of its route, the former BUS M-54 was replaced by the nearby I-475/UAW Frwy. It was not until the 1990s and early 2000s that much of Saginaw St was given back to local control. Then in the late 1980s, the southern Dort Hwy extension was completed, routing M-54 out of downtown Grand Blanc to a more direct connection with I-75.
History: c.1920 - The first incarnation of M-54 in Michigan begins at M-16 (later US-16) on the west side of Grand Rapids and continues northerly via the present-day M-37 corridor through Sparta, Newaygo, and White Cloud to end at M-20 (now US-10) in Baldwin.
1926 - The entire 75.5-mile length of M-54 between Grand Rapids and Baldwin becomes a northerly extension of M-37, and the M-54 designation ceases to exit for 12 years.
1938 - The former route of US-2 through downtown Ironwood is designated as M-54 with the opening of the US-2 "bypass" north of the city.
c.1945 - The M-54 designation through downtown Ironwood is removed and replaced with BUS US-2. Once again, no M-54 routing exists in the state.
1962 - With the completion of I-75 south of Flint, US-10 is transferred from its S Saginaw Rd/Dort Hwy/N Saginaw Rd alignment through Genesee Co to run concurrently with I-75. The M-54 designation is reincarnated and applied to the former routing of US-10 from I-75 at Exit 106 south of Grand Blanc northerly to jct M-83 at Clio. From there, M-54 replaces M-83 northerly via Clio and Gera Rds to Birch Run Rd, where both M-54 and M-83 travel west concurrently to I-75/US-10/US-23. In addition, BUS US-10 through downtown Flint via Saginaw St is redesignated as BUS M-54.
1984 - The route of BUS M-54 becomes an unsigned state highway when all BUS M-54 route markers along Saginaw St through Flint are removed.
1987 - The Dort Hwy Extension is completed south from Hill Rd, west past Grand Blanc, to a new interchange with I-75 (EXIT 109). The former alignment of M-54 through Grand Blanc is turned back to local control.
c.1990s - In the late-1990s, much of the former route of BUS M-54 (Saginaw St) is turned back to local control. Specifically, the portions of Saginaw St from north of downtown to the intersection with M-54/Dort Hwy north of Mount Morris; and from Atherton St southerly to the intersection with M-54/Dort Hwy northwest of Grand Blanc.
2002 (June 26) - The remaining portions of OLD BUS M-54 (S Saginaw St) between Atherton St and 2nd St south of downtown Flint are turned back to local control. The highway has not been signed as a state trunkline in nearly twenty years. The only portions of Saginaw St within the City of Flint remaining as state trunkline are the "M-21 Connector" between M-21 and I-69 in downtown and the Thread Creek bridge, which was not relinquished by MDOT.
Freeway: No portion of M-54 is freeway or expressway.
Expressway: The portion of M-54/Dort Hwy from Hill Rd southerly to I-75 is a limited-access, two-lane expressway.
NHS: From southern terminus at I-75 at Exit 109 (west of Grand Blanc) to M-57 east of Clio.
Photographs:
Weblinks: M-54 @ Michigan Highway Ends - photos of the termini of M-54 at Dan Garnell's excellent Michigan Highway Ends website.
14th St./M-54 (Saginaw St.) Bridges - from MDOT, "the Saginaw Street Underpasses are a pair of identical structures - one now open, one closed - that carry Fourteenth Street and an abandoned line of the Grand Trunk Western Railroad over Saginaw Street (M-54 BR) in central Flint."

M-55 Western Terminus: US-31 two miles northeast of Manistee
Eastern Terminus: US-23 in downtown Tawas City
Length: 151.16 miles
Map: Route Map of M-55
Notes: One of only three cross-peninsular state (M-numbered) highways in the Lower Peninsula. The other two are M-46 (Muskegon-to-Port Sanilac) and M-72 (Empire-to-Harrisville). In addition, M-55 is often used as a convenient "dividing line" in the Lower Peninsula (eg. separating firearm/bow hunting zones, etc).

Along its course, M-55 crosses the magnificent Cooley Bridge over the Manistee River east of Wellston. The following excerpt was taken from the book "Historic Highway Bridges of Michigan" by Charles K Hyde (1993, Wayne State University Press, ISBN 0-8143-2448-7):

M-55 Mortimer E. Cooley Bridge (1935) over the Pine River, 21 miles east of Manistee, Manistee County, Deck Truss, Cantilevered. The State Highway Department designed this bridge, named in honor of Mortimer E. Cooley, dean of the College of Engineering at the University of Michigan from 1904 to 1928. The Cooley Bridge, with its total length of 555 feet, is notable on aesthetic grounds as well; it won the American Institute of Steel Construction Award for the most beautiful structure in its class built during 1935.

More information and a photo of the bridge at MDOT's website.

History: c.1920 - M-55 begins at M-13 (later US-131 now BUS US-131) in downtown Cadillac and continues easterly, then northerly to Lake City, then easterly again, ending at M-14 near Merritt (cnr of Star City Rd & Houghton Lake Rd).
1926 - First, with the debut of the U.S. Highway System in Michigan, M-14 ceases to exist in the area and is replaced by US-27, which is routed to the east of the old M-14 alignment at this point. Because of that, M-55 is extended easterly via the former alignment of M-14 to terminate at US-27 in the hamlet of Houghton Lake. Secondly, a second segment of a now-discontinuous routing of M-55 is designated begininng at M-76 in West Branch, continuing easterly to end at US-23 in Whittemore. This routing follows State Rd from West Branch easterly to Henderson Lake Rd, then southerly to Tawas Rd, easterly via Tawas Rd to Clark Rd, then southerly to Greenwood Rd near Prescott. M-55 continues one mile easterly through Prescott, then northerly via Sage Lake Rd to Mills Rd and Prescott Rd into Whittemore.
c.1927 - The gap between disconnected segments is filled when M-55 is routed concurrently with US-27 along the south side of Houghton Lake, then due easterly to M-76, then concurrently with M-76 into West Branch where it meets the eastern segment and continues on to Tawas City.
1929 - M-55 is realigned in eastern Ogemaw and western Iosco Cos. From the intersection of Clark Rd & Tawas Rd, M-55 now runs due easterly via Tawas Rd to end at US-23, three miles north of Whittemore (present-day jct of M-55 & M-65). Approximately 8 miles are shaved from the route with the realignment. The former portion of M-55 southerly into Prescott becomes an extension of M-70, while the remainder between Prescott and Whittemore is turned back to local control.
1932 - The route of M-55 is extended at both ends. On the west, the highway is extended for approximately 50 miles from Cadillac to terminate at US-31 near Manistee. On the east, M-55 is extended by 15 miles along a leg of the former US-23 to end in downtown Tawas City. At this time, M-55 runs roughly along its present-day routing between its present-day termini.
1933 - A realignment shortens M-55 and bypasses Hoxeyville in southwestern Wexford Co. The former route is turned back to local control.
1934 - A short realignment runs M-55 directly between Houghton Lake Heights and Houghton Lake, shaving one mile from the route.
1935 - The magnificent Cooley Bridge over the Manistee River east of Wellston is completed. See note above for more information.
1938 - M-55 is realigned on to its present-day routing along Tawas Rd between West Branch and Henderson Rd, chopping 4.5 miles of the routing. The former alignment along State & Henderson Lake Rds is turned back to local control.
1949 - A major realignment of US-27 to the west of Houghton and Higgins Lakes removes the concurrent US-27/M-55 designation from M-55 between "The Heights" and Prudenville. Approaching the Houghton Lake area from the east, M-55 now turns southerly to run concurrently with the new US-27 (formerly M-169) for two miles, then easterly via the former US-27 into the community of Houghton Lake. The former alignment of M-55 through "The Heights" becomes a relocated M-169.
1950 - By 1950, the newly relocated M-169 (formerly the routing of M-55 until 1949) in the area of "The Heights" at Houghton Lake is redesignated as BUS M-55.
1959 - The final several miles of unpaved M-55 are hard-surfaced, in central Iosco Co.
1961 - With the completion of the US-27 freeway, M-55 is again routed along its former alignment via BUS M-55, which it replaces. The former route of M-55 along (Old) US-27 and Federal Rd is turned back to local control.
1970 - With the completion of another portion of the M-76 freeway around West Branch, the formerly-concurrent portion of M-55/M-76 through downtown West Branch becomes M-55/BUS M-76.
1973 - With the final segment complete, the M-76 freeway is designated as the final link of I-75 in Michigan. Between the Maple Valley and West Branch areas, the M-55 routing is transferred onto the newly opened I-75 while the old route becomes an unsigned state trunkline as "OLD M-55." BUS M-76 through West Branch becomes BL I-75 Also, a short realignment shaves one mile from the route in western Missaukee Co, east of Cadillac.
2000 (Nov 1) - The first 2.9 miles of the "Cadillac Bypass" opens to traffic and while that freeway would eventually bear the US-131 designation, for the next year, it will only be signed as a rerouted M-55. From the north end of the opened freeway about 1.5 miles east of downtown Cadillac, M-55 now turns southwesterly via the new freeway (joining with US-131 at Exit 177) to M-115 at Exit 176, then runs concurrently with M-115 northwesterly back to the former route of M-55 in the "Lakes Area" on the west side of Cadillac. The former portions of M-55 along E Division St, E Cass St, Granite St and Sunnyside Dr becomes an unsigned state trunkline designated OLD M-55. The formerly concurrent US-131/M-55 via Mitchell St in downtown Cadillac between Granine St and E Cass St remains only US-131.
2001 (Oct 30) - The remainder of the US-131/"Cadillac Bypass" is opened to traffic on this day from the M-55 EAST interchange (Exit 180) northerly to existing US-131 north of Cadillac. US-131 now officially joins M-55 on the portion of the freeway opened November 1, 2000 between Exits 177 and 180.
2003 - At Cadillac, the portion of OLD M-55 along Cass and E Division Sts (formerly part of M-55 until 2001) from BUS US-131/Mitchell St easterly to the east city limit at Crosby Rd is turned back to city control. On the other hand, OLD M-55 via Sunnyside Dr from BUS US-131/S Mitchell St westerly to M-115 remains an unsigned state trunkline.
Freeway: Two segments of M-55 are freeway:
  1. From jct US-131 & M-115 (at Exit 176) south of Cadillac to Exit 180 at jct US-131 & M-55 EAST east of downtown Cadillac.
  2. Concurrently with I-75 between Exit 227 east of Prudenville and Exit 215 west of West Branch.
Expressway: No portion of M-55 is expressway.
NHS: Two segments of M-55 are in the NHS:
  1. From northwestern jct of M-55 & M-115 on the west side of Cadillac to the northern jct of US-131 & M-55 east of downtown Cadillac.
  2. Concurrently with I-75 between Exit 227 east of Prudenville and Exit 215 west of West Branch.
Photographs:
Weblinks: M-55 @ Michigan Highway Ends - photos of the termini of M-55 at Dan Garnell's excellent Michigan Highway Ends website.
M-55/Pine River Bridge - from MDOT: "The Mortimer E. Cooley Bridge is one of only two cantilevered deck truss bridges in Michigan."

M-57 Western Terminus: US-131 at Exit 101 three miles south of Cedar Springs
Eastern Terminus: M-15 just north of Otisville (cnr Vienna Rd & State Rd)
Length: 109.03 miles
Map: Route Map of M-57
Notes: For many years, long-range plans are to extend M-57 east of M-15 to a connection with M-90 in northern Lapeer Co. However, this extension has merely been "a line on a map" and no concrete plans have been made to actually construct this highway.
A portion of M-57 in Gratiot and Saginaw Counties was once voted the "Second Most Boring Highway in Michigan" by one of the major Detroit daily newspapers, ranking only behind a desolate stretch of M-28 in the central UP. Basically, M-57 was considered the most boring state highway in the entire Lower Peninsula!
History: c.1920 - M-57 is a 12-mile long highway running along present-day M-75, beginning at M-13 (present-day US-131) in Boyne Falls, running northwesterly to Boyne City, then northeasterly back to M-13 in downtown Walloon Lake.
1925 - M-57 is extended by less than one mile when M-13 (soon to be US-131) is realigned out of Walloon Lake to bypass town and M-57 is extended to meet the new highway.
1926 - The entirety of M-57 is redesignated as M-75. Ironically, the individual numerals don't change... they just switch places! (5-7 to 7-5)
1930 - A second iteration of M-57 is created from the route of M-85 and the northern portion of M-43. All of M-85 is redesignated as M-57 from M-66 (present-day M-91) just south of Langston to the former M-43 (which becomes M-14, present-day M-66) in Stanton. From Stanton easterly, the former M-43 is redesignated as M-57 through Ithaca, ending at M-47 (present-day M-52) in downtown St Charles.
c..1937 - The entire routing of M-57 is shifted south by approximately 8 miles to run along a parallel route consisting of former county roads. The entire former route of M-57 through Stanton and Ithaca to Saint Charles—with the exception of the concurrent M-14 and US-27 segments—is turned back to local control. The "new" M-57 begins at US-131 three miles south of Cedar Springs, proceeding easterly through Greenville, Carson City, past Middleton, Pompeii and Ashley, through Chesaning, Montrose and Clio to end at US-10/US-23 just east of Clio.
1940 - M-57 is extended east of US-10/US-23 along Vienna Rd for an additional 6 miles, ending at Belsay Rd, approximately 7 miles east of Clio.
1946 - The routing of M-57 is extended easterly once again: first heading southerly from the former eastern terminus on Belsay Rd for a mile, then easterly via Wilson Rd for 4 miles to terminate at M-15 in downtown Otisville. Also, a set of 90-degree turns on the western edge of Saginaw County are removed, shortening the route by less than one mile.
1948 - M-57 is extended northerly and westerly from its western terminus, first northerly for 3 miles concurrently with US-131 into Cedar Springs, then westerly via 17 Mile Rd to terminate at M-37 in Kent City.
1955 - M-57 is realigned onto a new routing from Carson City to M-66 in mid-1955, shortening the route by two miles. The former route is turned back to county control.
1956 - The eastern end of M-57 is realigned onto a more direct routing between Belsay Rd in northern Genesee Co and M-15 just north of Otisville. The former route along Belsay and Wilson Rds is turned back to county control.
1959 - The last two 90-degree curves in the route at Fenmore in southwestern Saginaw Co are removed with a short realignment of M-57. In conjunction with the short realignment, the final 7 miles of gravel-surfaced M-57 in southeastern Gratiot and southwestern Saginaw Counties is paved.
1962 - With the completion of the M-37 "bypass" of Sparta, Kent City and Casnovia, M-57 is extended by 1/2 mile to meet the new routing of M-37.
1973 - The US-131 freeway in northern Kent and western Montcalm Counties is completed, and M-46 is rerouted to run via the westernmost 10 miles of M-57 from Kent City to the new US-131 freeway at Cedar Springs. The portions of the former M-57 and US-131/M-57 from Cedar Springs south for three miles is turned back to local control. The M-57 routing, though, is extended westerly from the cnr of 14 Mile Rd & Northland Dr for 1.25 miles to end at the new US-131 freeway.
Freeway/Expwy: No portion of M-57 is freeway or expressway.
NHS: From I-75/US-23 at Exit 131 west of Clio to M-54/Saginaw St east of Clio.
Photographs:
Weblinks: M-57 @ Michigan Highway Ends - photos of the termini of M-57 at Dan Garnell's excellent Michigan Highway Ends website.

M-58 Western Terminus: M-47 west of Saginaw at cnr State Rd & Midland Rd in Saginaw Twp
Eastern Terminus: I-675 at Exit 3 on the north edge of downtown Saginaw
Length: 5.14 miles
Map: Route Map of M-58
Notes: Formerly a part of US-10 and M-47, and later M-81.
History: c.1920 - The first incarnation of M-58 in Michigan is the 24-mile long highway connecting M-40 (present-day M-51) in downtown Niles with M-11 (later US-12, now BL I-94) just south of downtown St Joseph.
1922 - The four mile long portion of M-40 between the Indiana state line and downtown Niles is redesignated as a southerly extension of M-58.
1926 - With the debut of the US Highway system, US-31 replaces M-58 in its entirety from Indiana to St Joseph and M-58 ceases as a state trunkline highway designation.
1930 - The M-58 designation is reincarnated as a westerly bypass of Pontiac in Oakland Co. This new M-58 begins at US-10 at the cnr of Woodward Ave & Square Lake Rd south of Pontiac, heads westerly via Square Lake to Telegraph Rd, continues northerly via Telegraph around the west side of Pontiac, terminating at US-10/Dixie Hwy northwest of Pontiac. There is no indication US-24 is co-signed with M-58 between Telegraph Rd and US-10/Woodward Ave.
1938-39 - The eastern M-24 bypass of Pontiac opens in 1938, where both M-24 and M-58 meet and share southern termini at US-10/Woodward Ave south of Pontiac. One year later in mid-1939, the M-24 designation is extended westerly via M-58 to end at US-24 (cnr Square Lake & Telegraph Rds) southwest of Pontiac, creating a 1.3 mile long concurrent M-24/M-58 segment along Square Lake Rd.
1961 - US-10 is rerouted to bypass Pontiac to the west, completely replacing the M-58 designation. Due to this, the former M-24/M-58 segment of Square Lake Rd becomes US-10/M-24, while the remainder of the former M-58 along Telegraph Rd is redesignated as US-10 and M-58, again, ceases as a state trunkline designation.
1971 - After a ten-year absence, the third iteration of M-58 is created with the redesignation of M-81 from M-47/Midland Rd west of Saginaw to I-675 near downtown Saginaw as a new routing of M-58. All of M-81 from M-13 easterly into the Thumb is retained, though.
Freeway/Expwy: No portion of M-58 is freeway or expressway.
NHS: Entire route.
Photographs:
Weblinks: M-58 @ Michigan Highway Ends - photos of the termini of M-58 at Dan Garnell's excellent Michigan Highway Ends website.

M-59 Western Terminus: I-96 at Exit 133 west of Howell
Eastern Terminus: I-94 at Exit 240 northeast of Mount Clemens, on the Chesterfield/Harrison Twp line.
Length: 60.50 miles
Map: Route Map of M-59
Notes: Over the years, M-59 has been transformed from a sleepy little two-lane road connecting Howell, Pontiac and Mount Clemens into a major urban thoroughfare and heavily-used commuter route through the northern and northwestern Detroit suburbs. Today, all but the westernmost 12 miles of this highway have been converted into a multilane highway, a divided highway or urban freeway. Planning to convert the final 12 miles in Livingston Co to multilane or divided highway has been underway for years and construction may begin in the 2005-2007 timeframe.
In the late-1990s, M-59 throughout Macomb Co underwent a major transformation. This portion of the route had been long-identified as a congested two-lane highway which had been surrounded by suburban development and urban sprawl. The first segment of the refurbished highway opened from Utica Park Blvd east of Utica to Romeo Plank Rd in c.1995. The next section was the portion from Van Dyke Ave in downtown Utica east to Utica Park Blvd, which was completed in 1997. Both of these sections of divided, six- to eight-lane highway replaced older sections of two- to four-lane undivided highway.
In the summer of 1998, a new 1.5-mile long extension of the M-59 freeway was opened to traffic from west of Mound Rd to the traffic light at Van Dyke Ave in downtown Utica. The new six-lane depressed freeway segment replaces the old divided four-lane surface highway.
Then in November 1998, the final four miles of refurbished highway from Romeo Plank Rd to I-94 were opened to traffic. As with the first two segments, this final link converted a dangerous and congested two-lane roadway to a six-lane divided highway. In conjunction with the reconstruction, M-59 was rerouted off of Gratiot Ave and 23 Mile Rd and, instead, extended easterly from M-3/Gratiot Ave for 1/2 mile to end directly at I-94 at Exit 240.
When the final segment of the upgraded M-59 in Macomb Co was completed through to I-94 in late-1998, MDOT also upgraded the portion of William P Rosso Hwy extending easterly from I-94 for approximately 3/4 mile to match the cross-section of M-59 to the west. While the state trunkline route terminates at the northbound I-94 on-ramp, contractors or the Macomb Co Road Commission (under contract) installed "M-59 ENDS" route marker assemblies 3/4 mile east of I-94. Data from the State of Michigan confirms that William P Rosso Hwy from I-94 easterly is a county primary road, meaning these "M-59 ENDS" route markers have been erected in the wrong location.
History: c.1920 - M-59 begins at M-10 (now BUS US-24) in downtown Pontiac and ends at M-19/Gratiot Ave (later US-25, now present-day M-3) in downtown Mount Clemens.
1932 - The eastern end of M-59 is realigned to follow Hall Rd all the way to US-25/Gratiot Ave. The former route of M-59 via Romeo Plank Rd and Cass Ave between Hall Rd and downtown Mount Clemens is turned back to local control.
1936 - The length of M-59 is almost exactly doubled with a 26-mile long westerly extension from Pontiac to US-23 south of Hartland. The extension runs westerly from downtown Pontiac along W Pike St, then northerly via Williams St and northwesterly via State St to Elizabeth Lake Rd. At M-58/Telegraph Rd (present-day US-24), the new M-59 routing heads northerly from Elizabeth Lake Rd to White Lake Rd (now a part of Pontiac Lake Rd), then westerly via Pontiac Lake Rd to today's easternmost Pontiac Lake Rd & Highland Rd intersection. From there, the extension runs westerly (roughly) along the present-day routing of M-59. At the same time, the routing of M-59 in the eastern portion of Pontiac is changed. From the intersection of Auburn Ave & East Blvd, M-59 now runs northerly via East Blvd to E Pike St, then westerly via E Pike St into downtown. Auburn Rd west of East Blvd is turned back to local control.
1939 - Two changes to the route of M-59 this year:
  • M-59 is rerouted on the west side of Pontiac and in Waterford Twp when the designation is applied to W Huron St and Highland Rd. The former routing via State St, Elizabeth Lake Rd and Pontiac Lake Rd is turned back to local control.
  • M-59 is extended easterly from its terminus at US-25/Gratiot Ave north of Mount Clemens and now continues northerly via US-25/Gratiot Ave for 3 miles to the former routing of the newly-relocated M-29 at 23 Mile Rd, then turns easterly for 5 miles via 23 Mile Rd (the former M-29) to terminate at M-29 on the west side of New Baltimore (cnr of 23 Mile Rd & Jefferson Ave).
1941 - The final few miles of gravel-surfaced M-59 are paved, in eastern Livingston Co between US-23 and the Livingston/Oakland Co line.
c.1946 - M-59 once again extended to the west, this time by an additional 10 miles from US-23 south of Hartland to end at US-16 in downtown Howell (cnr Michigan Ave & Grand River Ave). The extension follows Highland Rd from US-23 to Oak Grove Rd north of downtown Howell, then runs southerly via Michigan Ave into downtown.
1947 - Once again, M-59 is rerouted between Mount Clemens and New Baltimore when a new M-29 bypass of Mount Clemens is completed. From New Baltimore, M-29 again follows 23 Mile Rd (supplanting the M-59 desingation) westerly to US-25/Gratiot Ave, then southerly to M-59/Hall Rd. The former route of M-29 between US-25/Gratiot Ave and New Baltimore via William P Rosso Hwy and Jefferson Ave is then redesignated as M-59.
1949 - In late 1949, a short segment of M-59 is moved onto a newly-built alignment in central Livingston Co between Eager and Latson Rds east of Howell. The former route along Eager and Bigelow Rds is turned back to local control.
1950 - In mid-1950, M-59 is realigned on the east side of Pontiac. Formerly running northerly from Auburn Ave via East Blvd (present-day M L King Blvd) then westerly via E Pike St into downtown, M-59 now runs due westerly via Auburn Ave into downtown, jogging northerly (concurrently with BUS M-24 on Parke St—later Wide Track Dr East, now Woodward Ave nbd) to continue westerly on its former route via W Pike St. The old alignment along East Blvd and E Pike St is turned back to local control.
1956 - M-59 is rerouted in central Pontiac off W Pike St and onto both W Huron St (wbd) and Williams-Orchard Lake Sts (ebd). W Pike St is turned back to local control.
1957 - In mid-1957, a northern "bypass" of the city of Howell is completed and M-59 is routed westerly from the cnr of Highland Rd & Michigan Ave-Oak Grove Rd along the new highway, terminating at US-16/Grand River Ave west of town. The new highway is built on new alignment, immediately adjacent to the original route of Highland Rd between Michigan Ave and Grand River. The former route of M-59 via Michigan Ave in Howell is turned back to local control.
1959 - The portion of ebd M-59 along Williams St south from Huron St in Pontiac, then easterly via Orchard Lake St is relocated to run southerly from Huron St on Cass St (later Wide Track Dr West, now Woodward Ave sbd) to Orchard Lake. The former segment via Williams St and Orchard Lake is turned back to local control. Also, In preparation for a future westerly highway upgrade, M-59 is realigned on the west side of Utica onto a new divided highway segment due westerly from downtown to Mound Rd, then northerly via an upgraded (to divided highway) segment of Mound Rd back to Auburn Rd. The portion of Auburn Rd between downtown Utica and Mound Rd is turned back to local control.
1961 - The easternmost six miles of M-59 via Wm P Rosso Hwy and Jefferson Ave between the junctions of M-29 between Mount Clemens and New Baltimore is given back to local control. M-59 now terminates at M-29/Snover Rd, just east of US-25/Gratiot Ave northeast of Mount Clemens.
1963 - With the completion of I-96 through Livingston and Ingham Cos, M-59 is extended westerly from Grand River Ave (formerly US-16, now BL I-96 in part) along brand-new alignment to meet the new freeway. The newly-christened BL I-96 through Howell shares the new route with M-59 between Grand River Ave and I-96.
1964 - Three changes come to M-59 this year:
  • I-94 in east-central Macomb Co is opened to traffic and M-59 is rerouted once again. From the cnr of Hall Rd & Gratiot Ave north of Mount Clemens, M-59 now heads northerly concurrently with US-25 on Gratiot Ave, then easterly along with US-25 via 23 Mile Rd to end at I-94.
  • In downtown Pontiac, the Wide Track Dr "loop" is completed, encircling downtown. Ebd M-59 runs southerly from Huron St along Wide Track Dr West (present-day Woodward Ave sbd) concurrently with BUS US-10/BL I-75 to Auburn Ave, then easterly. Wbd M-59 runs northerly from Auburn Ave via Wide Track Dr East (present-day Woodward Ave nbd) with BUS US-10/BL I-75 circling northerly, westerly and southerly around downtown on Wide Track Dr to W Huron St, then westerly. Huron St through the heart of downtown becomes a local street.
  • In addition, I-75 opens on the east side of Pontiac without an interchange at M-59. (This would come with the completion of the M-59 freeway in 1967.)
1966 (Oct 18) - The first segment of the M-59 freeway opens from Opdyke Rd on the eastern limits of Pontiac easterly to Auburn Rd just west of Rochester Rd. The portion of old M-59 along Auburn Rd from Opdyke Rd to the eastern end of the freeway is retained as an unsigned state trunkline, designated "OLD M-59." Opdyke Rd between Auburn Rd and the new freeway temporarily becomes M-59.
1968 - The M-59 freeway is extended westerly from Opdyke Rd to end just east of downtown Pontiac. From the end of the freeway, wbd M-59 follows University Dr to BUS US-10/BL I-75/Wide Track Dr West and continues on its pre-1968 alignment. Ebd M-59 now turns northerly from Auburn Ave along Wide Track Dr East to E Huron St, then easterly to the new freeway. Auburn Ave from Wide Track Dr East to Opdyke Rd, and Opdyke Rd between Auburn and M-59 are turned back to local control.
1970 - Ebd M-59 is rerouted through downtown Pontiac via Huron St, shortening the route. Auburn Ave between Wide Track Dr East (present-day Woodward Ave sbd) and Wide Track Dr West (present-day Woodward Ave nbd) is turned back to local control.
1972 (Dec 6) - The remainder of the M-59 freeway is completed from Auburn Rd in Avon Twp (now Rochester Hills) to Mound Rd west of Utica. The former routing of M-59 along Auburn Rd becomes an extension of the unsigned OLD M-59 trunkline route.
1984-86 - Two of three segments of M-59 are converted into a divided highway in Oakland Co's Highland and White Lake Twps in 1984, from east of Bogie Lake Rd to west of Ormond Rd and from west of Waterbury Rd to Tipsico Lake Rd on the Oakland/Livingston Co line. The last segment—from just east of US-23 at Hartland to the Oakland/Livingston Co line is completed by 1986. —Thanks for Mark Taylor for a correction/clarification!
1995-97 - M-59 is completely reconstructed, in segments, from downtown Utica easterly to Romeo Plank Rd on the Macomb Twp/Clinton Twp line. The highway is now six- to eight-lanes divided. See Notes section above.
1998 (June-Nov) - The M-59 freeway is extended easterly for 1.5 miles from west of Mound Rd to Van Dyke Ave in downtown Utica, including a new interchange for Mound Rd/Merrill Rd. The freeway is opened to traffic in June. Also, the final portion of the M-59 reconstruction is completed from Romeo Plank Rd to I-94 northeast of Mount Clemens in November. The former M-3/M-59 designation along Gratiot Ave and 23 Mile Rd in Chesterfield Twp becomes just M-3.
  2000 (Sept 11) - The portion of OLD M-59 along Auburn Rd within the City of Auburn Hills from Opdyke Rd on the west to Adams Rd on the east is turned back to local control. This segment of Auburn Rd had been bypassed by the M-59 freeway in 1966.
Freeway: From University Dr east of downtown Pontiac to Van Dyke Ave in downtown Utica.
Expressway: From western terminus at I-96 to jct BL I-96/Grand River Ave at Howell.
NHS: Entire route.
Photographs:
Weblinks: M-59 @ Michigan Highway Ends - photos of the termini of M-59 at Dan Garnell's excellent Michigan Highway Ends website.

 

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