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Highways 60 through 69

M-60 | M-61 | M-62 | M-63 | M-64 | M-65 | M-66 | M-67 | M-68 | I-69 | M-69 | Jump to Bottom


M-60 PLEASE NOTE: The M-60 route information has moved to its own page: M-60 Route Listing.

M-61 PLEASE NOTE: The M-61 route information has moved to its own page: M-61 Route Listing.

M-62 PLEASE NOTE: The M-62 route information has moved to its own page: M-62 Route Listing.

M-63 PLEASE NOTE: The M-63 route information has moved to its own page: M-63 Route Listing.

M-64 PLEASE NOTE: The M-64 route information has moved to its own page: M-64 Route Listing.

M-65 PLEASE NOTE: The M-65 route information has moved to its own page: M-65 Route Listing.

M-66 Southern Terminus: Indiana state line 3 miles south of Sturgis (connection w/IN SR-9)
Northern Terminus: US-31 on the south side of Charlevoix
Length: 268.95 miles
Map: Route Map of M-66
Notes: M-66 runs the length of the Lower Peninsula, the only "M-numbered" route to do so.
The routing of M-66 south of M-46 has varied over the years. Until World War II, M-66 turned westerly via M-46 at Six Lakes, then southerly via present-day M-91 through Greenville and Belding, to end near Lowell. At that time, M-66 was switched to its current routing to replace M-14 from M-46 southerly through Stanton, Ionia and Nashville, to end north of Battle Creek. Then in 1965, M-66 was once again extended southerly, this time replacing much of M-78 from Battle Creek to the Indiana state line south of Sturgis.
History: c.1920 - The earliest form of M-66 runs via a routing that would someday become M-91 in its entirety—beginning at M-16 (present-day M-21) in downtown Lowell, proceeding northeasterly to Belding, then north through Greenville and Langston, ending at M-46 near Lakeview (M-91's present-day northern terminus).
1925 - M-66 is extended easterly from Lakeview via M-46 to Six Lakes, then northerly for 91 miles via its present-day routing through Remus, Barryton, Marion and Lake City, terminating at M-13 (later US-131) in Lodi, 7 miles south of Kalkaska.
c.1929-30 - The route of M-66 is extended by another 55 miles, being extended northerly from Lodi via M-131 (later US-131) through Kalkaska to Mancelona, then westerly for 1/2-mile via M-88, then northerly through East Jordan and Ironton to end at US-31 in downtown Charlevoix. Seven miles of this new extension via Airport Rd from M-88 in Mancelona to Eddy School Rd (Co Rd 620) are shown into 1933 on official maps as being "under construction." Also, by 1931, M-66 has been extended southerly from Lowell for 3 miles to end at US-16 one mile east of jct US-16 & M-50.
1933 - By 1933, the "under construction" segment of M-66 via Airport Rd north of Mancelona is withdrawn in favor of aligning M-66 along Mancelona-East Jordan Rd from Eddy School Rd (Co Rd 620) southerly to M-131, then along with M-131 southerly less than a mile into downtown Mancelona.
1934 - M-66 is realigned to run on the west side of the Jordan River in extreme northern Antrim and extreme southern Charlevoix Cos south of East Jordan. Formerly, M-66 ran via Webster Bridge Rd near the Echo/Jordan Twp line in Antrim Co, crossing the Jordan River via the Webster Bridge. On the other side of the river, M-66 ran northwesterly on Mount Bliss Rd into East Jordan where M-66 ran via Maple, State, Mill, Bridge and Water Sts through town. The portion of the former route along Webster Bridge and Mount Bliss Rds is turned back to local control, while the portion from M-32 through East Jordan becomes an extension of M-32. The realignment shaves a mile from the route of M-66. Also in 1934, a small realignment at Old State Rd (Co Rd 624) in Chestonia "smoothes out" a set of sharp curves in the highway.
1936 - M-46 is realigned to bypass the community of Six Lakes in northern Montcalm Co, which also adds about a mile to the length of M-66.
1939 - The concurrent M-66/M-131 segment from Lodi south of Kalkaska to Mancelona changes to a concurrent US-131/M-66 routing when all of M-131 from Fife Lake to Petoskey is redesignated as a northerly extension of US-131.
1941 - Just before the U.S. joins World War II, the Michigan State Highway Dept is able to complete a new 8-mile realignment of US-131 from South Boardman to Kalkaska, signalling the removal of the US-131 designation from M-66 on the stretch between Lodi and downtown Kalkaska.
c.1944 - During World War II, the State Highway Dept removes the entire M-14 designation from the state trunkline system and replaces it with a rerouting of M-66 south of Six Lakes. Instead of heading westerly via M-46 from Six Lakes, M-66 now heads easterly via M-46 for 3 miles, then southerly replacing M-14 through Stanton, Ionia, Nashville and Assyria, ending at M-78 seven miles north of downtown Battle Creek. The former concurrent M-46/M-66 designation between Lakeview and Six Lakes becomes just M-46, while all of the former routing of M-66 from US-16 south of Lowell to M-46 at Lakeview is redesignated M-91.
1950 - Late in 1950, two sharp 90-dergee curves at the Missaukee/Osceola Co line are replaced by two sweeping curves.
1953 - In mid-1953, M-66 is rerouted between Maple Grove and M-79 south of Nashville onto brand new alignment. The former route of M-66 (Assyria Rd) from Maple Grove to Lawrence Rd is turned back to local control, as is the former stretch of M-66/M-79 (Lawrence Rd) from Assyria Rd easterly to the southern (formerly eastern) jct of M-66 & M-79 south of Nashville. With the realignment, M-79 is altered to run concurrently with M-66 from the cnr of Lawrence Rd & Clark Rd south of Nashville northerly into Nashville, when M-79 turns westerly replacing M-214 toward Hastings.
1954 - M-66 is realigned in northeastern Barry Co to run northeasterly from the cnr of Carleton Center Rd (newly designated as M-43) & Clark Rd to the corner of Saddlebag Lake Rd & Lakehead Rd/Saginaw Hwy along the Eaton/Barry Co line, then northerly for 1 mile to the cnr of Saddlebag Lake Rd & Brown Rd/Grand Ledge Hwy (M-50) in Woodbury to meet back up with M-66. M-43 is concurrently designated on this new route as well. The former routing of M-66 via Clark Rd is turned back to local control and the former concurrent M-43/M-50/M-66 designation on Brown Rd becomes just M-50.
1957 - In mid-1957, the final 11 miles of gravel-surfaced M-66 are paved, from Nashville to M-43 in eastern Barry Co.
1963 - The northernmost 14 miles of M-66 are now concurrently designated with an extension of M-32 north of East Jordan.
1965 - M-66 is extended southerly for 50 miles with the re-designation of most of M-78 south of the M-66 jct as part of M-66. Beginning at the jct of M-66 & M-78 four miles south of Assyria, M-66 now assumes M-78's routing through Battle Creek and Athens to M-60, where the M-66 extension heads westerly via M-60 through Leonidas, before the new M-66 extension heads southerly again on S Sturgis Rd to M-86. (The former M-78 from M-60 to Colon is turned back to local control, while the former M-78/M-86 becomes just M-86.) From M-86 southerly through Sturgis to the Indiana state line, the M-66 extension again supplants the former routing of M-78. With this extension and re-designation, M-66 now runs the length of the Lower Peninsula—from Indiana to Lake Michigan at Charlevoix.
1966 - The final 1.3 miles of the I-194/M-66 freeway are fininshed at Battle Creek, linking the completed portion of the freeway at Columbia Ave to Michigan Ave near downtown. The former route of M-66 (which was M-78 until the year previous) via Capital Ave SW and Columbia Ave is turned back to local control.
1972 - A small rerouting on new alignment is completed in Missaukee Co cutting off a 90-degree turn in the route from Morey Rd to Phelps Rd north of Lake City. The realignment shaves less than a mile from the route.
1974 - M-66/M-72 is realigned on the south side of Kalkaska onto a new highway constructed as a continuance of M-72 to US-131 southwest of downtown. M-66/M-72 then continues northeasterly via US-131 into downtown to the highways' former alignment. The former routing of M-66/M-72 via (present-day) Old M-66 and Court and Elm Sts is eventually turned back to local control (although it is not clear when this jurisdictional transfer took place).
1974 - The eleven-year old M-32/M-66 concurrency from East Jordan to Charlevoix is removed, with M-32's western terminus scaled back to East Jordan and M-66 continuing by itself to Charlevoix.
1981 - A realignment in northern Missaukee Co continues the work begun in 1970. The new highway, completely on new alignment between Phelps Rd and the Smithville just north of the Missaukee/Kalkaska Co line, shaves about 4 miles from the route. The former route via Phelps Rd and Old M-66 is turned back to local control.
Freeway: Concurrently with I-194 from I-94 (at Exit 98) to Michigan Ave in downtown Battle Creek
Expressway: From E Dr South south of Battle Creek to jct I-194 & I-94 in southeastern Battle Creek.
NHS: Two segments of M-66 are on the NHS:
  1. Concurrently with I-194 from I-94 to northern end of I-194 in downtown Battle Creek.
  2. Concurrently with M-72 and US-131 from Kalkaska to Mancelona.
Continue on: SR-9 into Indiana - via the Indiana Highway Ends website
Photographs:
Weblinks: M-66 @ Michigan Highway Ends - photos of the termini of M-66 at Dan Garnell's excellent Michigan Highway Ends website.

M-67 Southern Terminus: US-41 one mile west of downtown Trenary
Northern Terminus: M-94 on the south side of Chatham, one mile south of downtown
Length: 12.05 miles
Map: Route Map of M-67
Notes: The routing of M-67 has remained largely unchanged since the 1920s! The highway's southern terminus was originally at M-15, which later became US-41. On the same token, M-67's northern terminus has changed from M-25 to M-28 to M-94, all the while remaining physically in the same place!
History: c.1920 - M-67 follows its present-day routing from M-15 (present-day US-41) in downtown Trenary to M-25M-28, present-day M-94) at Chatham.
c.1936-37 - US-41 is realigned to run west of Trenary and M-67 is extended westerly via part of the former US-41 for exactly one mile to its present western terminus. No other significant changes have occurred to the routing of M-67 since 1937!
Freeway/Expwy: No portion of M-67 is freeway or expressway.
Photographs:
Weblinks: M-67 @ Michigan Highway Ends - photos of the termini of M-67 at Dan Garnell's excellent Michigan Highway Ends website.

M-68 Western Terminus: Alanson at US-31 (cnr Chicago St & Burr Ave)
Eastern Terminus: Downtown Rogers City at BUS US-23 (cnr Erie St & Third St)
Length: 52.67 miles
Map: Route Map of M-68
Notes: All of M-68 from the western jct of M-33 eastward to Rogers City was a part of US-23 in the late 1920s and 1930s.
M-68 is the northernmost east-west state highway of any reasonable length in the Lower Peninsula. Technically, M-212—the three-quarters-mile long spur-route connecting M-33 with Aloha State Park—runs east-west and exists north of M-68.
History: c.1920 - Early on, M-68 is located in the western Upper Peninsula. The route begins near the White Pine Mine (present day White Pine), continues northerly to Silver City, then easterly into downtown Ontonagon before heading southeasterly through Rockland to end at M-26 just southeast of Rockland.
1926 - By 1926, some sources show the western terminus of M-68 being scaled back from White Pine Mine to end approximately one mile west of the community of Green (about halfway between Ontonagon and Silver City), shortening the route by 12 miles.
c.1927 - By 1928, the portion of M-68 from M-26 near Rockland to downtown Ontonagon is redesignated as part of a westerly extension of M-35, thus bringing and end to the first iteration of M-68 in Michigan.
c.1936-37 - A second life for M-68 begins when the route is designated from US-31 at Alanson to US-27 just south of Indian River on the south side of Burt Lake. This segment is only 9 miles in length.
1940 - M-68 becomes a discontinuous highway when a second segment is designated via a portion of the former US-23 in Cheboygan and Presque Isle Cos. The new eastern segment of M-68 begins at a 90-degree turn in M-33 about 2.5 miles east of Afton in central Cheboygan Co, heads easterly concurrently with M-33 to Onaway, then continues easterly on its own to Rogers City, where the route crosses M-33 and ends in downtown at M-65 (present-day BUS US-23).
c.1946 - The gap between the two disconnected segments of M-68 is filled when 9 miles of Onaway Rd from US-27 in downtown Indian River to M-33 east of Afton is designated as M-68. A one mile concurrency with US-27 also results.
1961 - M-68 is rerouted onto new alignment from Onaway Rd west of Afton to US-27 on the south side of Indian River. The former routing via Onaway Rd is turned back to local control. Also, the final gravel-surfaced segment of M-68 along Onaway Rd is bypassed with the completion of the 1961 relocation—which is entirely paved.
1970s(?) - At some undetermined time, this highway's routing is shortened when the concurrent M-68 designation is removed from US-31 from Petoskey to Alanson to its present western terminus. The precise reason why M-68 had been extended westerly via US-31 into Petoskey is rather unclear to begin with. If hazarding a guess, one could speculate it was so that M-68 could run from "shore-to-shore" (Lake Michigan at Petoskey to Lake Huron at Rogers City). Just when the concurrent designation was added is also unclear.
Freeway/Expwy: No portion of M-68 is freeway or expressway.
Photographs:
Weblinks: M-68 @ Michigan Highway Ends - photos of the termini of M-68 at Dan Garnell's excellent Michigan Highway Ends website.
Ocqueoc Falls Hwy/Ocqueoc River Bridge - from MDOT: "Located some four miles north of Millersburg, this graceful concrete arch bridge spans the Ocqueoc River on the Ocqueoc Falls Highway."

M-00 Southern Terminus: Indiana state line two miles south of Kinderhook
Eastern Terminus: Ontario provincial boundary on the Blue Water Bridges (concurrently with I-94) connecting Port Huron, Michgian with Point Edward and Sarnia, Ontario
Length: 201.39 miles
Map: Route Map of I-69
Notes: For its first 81 miles, I-69 is signed a north-south highway. At Mile 81, I-69 is signed as an east-west highway. Until 2001, signs proclaiming "I-69 NORTH BECOMES I-69 EAST" (northbound) and "I-69 WEST BECOMES I-69 SOUTH" (westbound) were located at Mile 81. They were removed, however, during a freeway sign rehabilitation project, those signs were removed and the direction change was signed directly on I-96.
From its debut in Michigan until 2001-02, I-69 ran concurrently with US-27 for its first 89 miles, to Exit 89 southeast of DeWitt. This concurrent designation, as well as all of US-27 in Michigan, was removed when MDOT was given the go-ahead by AASHTO to redesignate all of that highway north of DeWitt as US-127 in 1999. Not wanting to rush into the changes, MDOT planned for US-27's removal for a few years before actual signage changes occurred. In 2001, most of the US-27 route markers along the concurrent stretch with I-69 between the Indiana state line and DeWitt were removed, although a few stragglers remained. The year 2002 saw the complete removal of US-27 from Michigan, being replaced north of I-69 by US-127.
I-69 was the last two-digit Interstate in Michigan to be completed. The last segments were northeast of Lansing near Perry (opened 1990-91) and southwest of Lansing between I-96 and Charlotte (completed October 22, 1992).
While many maps of the "original" Eisenhower Interstate System from the late 1950s and 1960s show I-69 running only as far north as I-94 at Marshall, the Michigan State Highway Dept seemed to have other plans in mind, for I-69's interchange with I-94 was constructed as a full cloverleaf-style interchange, complete with collector/distributor ramps, indicating this wouldn't be the end of the new freeway. In 1968, the northern end of the actual freeway dead-ended almost a mile north of I-94. Extension would come in 1970 and 1971.
Updated I-69 is one of two so-called "NAFTA Highways" in Michigan. With the signing of the North American Free Trade Agreement in the early 1990s, many border points between Canada, the United States and Mexico became increasingly important points of international trade, with I-69 and I-94 being two Interstates leading directly from Canadian border crossings to large cities in the Midwest. Proponents of extending I-69 southeasterly into Texas use the "NAFTA Highway" concept in their defense of the extension, while opponents cite the lack of a need for such a highway and the environmental concerns. As of now, I-69 begins in Michigan and ends in neighboring Indiana. In the past several years, "bits and pieces" of the I-69 extension have been completed, opened to traffic, and signed as I-69 in southwest Indiana, Kentucky and Mississippi. Work is ongoing to connect existing I-69 at Indianapolis with the new segment north of Evansville.
On August 31, 1998, the final segment of the US-27 (now US-127) freeway between DeWitt and St Johns opens to traffic. Since the new freeway was constructed approximately 1.25 miles east of the former US-27, the concurrent I-69/US-27 designation was extended by about 1.7 miles, replacing the former I-69/US-127 concurrency. US-127 was then terminated at the I-69/US-27 interchange (Exit 89A-B) southeast of DeWitt. Since then, however, US-27 north of I-69 has been replaced by the US-127 designation.
History: 1967 - The first segments of the new I-69/US-27 freeway open:
  • (Nov 1) The segment of the I-69/US-27 freeway from the Indiana state line northerly to the Branch/Calhoun Co line is certified, and much of the former route of US-27 is turned back to local control on this day. The exception is the 3 miles from Fenn Rd northerly to US-12/Chicago St downtown Coldwater, which becomes part of a new BL I-69.
  • (Dec 15) Six weeks later, the segment of the I-69/US-27 freeway from the Branch/Calhoun Co line northerly to I-94 at Marshall is certified. Old US-27 here remains an unnumbered state highway for several more months.
  • At Marshall, the I-69 designation terminates at I-94, while the US-27 routing turns easterly via I-94 for about 1-1/2 miles back to the original US-27 alignment, then northerly toward Olivet and Charlotte. A brand new BUS US-27 designation is commissioned, beginning at I-69/US-27 on the west side of Marshall (present day Exit 36), and running easterly via Michigan Ave into downtown, then northerly via the former route of US-27 (Kalamazoo Ave & Brewer St) to the jct of I-94 & US-27 north of town at Exit 110. The BL I-94 routing at Marshall is realigned, also, to run westerly from downtown via Michigan Ave (newly co-designated as BUS US-27) to the new I-69/US-27 freeway, then northerly via the freeway to end at I-94. The former routing of BL I-94 northerly from downtown Marshall is redesignated as a part of the new BUS US-27.
1968 (June 28) -The portion of former US-27 from the Branch/Calhoun Co line northerly to BL I-94/Michigan Ave in downtown Marshall, replaced by the new I-69/US-27 freeway six months earlier, is turned back to local control.
1969 (Dec 13) New! - Section 14 of the Federal-Aid Highway Act of 1968 modified Title 23 by authorizing mileage to the Interstate Highway System "not to exceed 1,5000 miles for the designation of routes ... in order to improve the efficiency and service of the Interstate System to better accomplosh the purposes of that System." On this date, Transportation Secretary Boyd announces the USDOT has allocated 1,472.5 miles, in 28 States, of the 1,500 additional Interstate miles authorized by Congress at the then estimated cost of $2.43 billion. The Bureau of Public Roads indicated that the States, in filing applications for the added 1,500 miles, had submitted suggested projects totalling more than 10,000 miles. In Michigan, the Michigan Department of State Highways was granted its request for a 96-mile extension to I-69, then terminating at I-94 near Marshall. The new extension took I-69 by way of Lansing to a new terminus at I-75/US-10/US-23 on the western edge of Flint and carried a 1968 cost of $104.4 million.1   It would not be until 1972 that I-69 would be fully signed along the extended portion, however.
1970 - A pair of changes to I-69 in this year:
  • (Dec 8) Six miles of the new I-69/US-27 freeway are opened to traffic from I-94 at Marshall to Garfield Rd in northern Calhoun Co... but there is a catch! This new segment of freeway is signed for automobile traffic only! The existing US-27 route is retained as a signed state highway for truck traffic, as the temporary connector from the end of the open freeway back to US-27 along Garfield Rd is a substandard county road. According to Tom Ketchum, this connection along Garfield "was a terrible stretch of asphalt in 1971, surface-wise, width-wise and also was very curvy," much as it remains today. Tom relates signs clearly posted the truck route and the cars-only restriction on the new freeway. The Garfield Rd connection was temporarily assumed into the state highway system on December 8th, and it is assumed this coincided with the opening of the 6-mile stretch of the new freeway. —Many thanks to Tom Ketchum for the excellent information!
  • (June 24) The route of the proposed I-69/US-27 freeway from Garfield Rd in northern Calhoun Co to Charlotte is officially certified as a state trunkline on this date, but is about two years from completion and opening to traffic.
1971 (June 30) - The BUS US-27 designation is removed from Marshall and the the portion of the former BUS US-27 (recently part of US-27 itself) between BL I-94/Michigan Ave in downtown Marshall to I-94 north of the city is turned back to local control.
1972 - Changes to I-69 in 1972 include:
  • The I-69/US-27 freeway is opened northeasterly from Garfield Rd in northern Calhoun Co past Olivet and along the Charlotte bypass, ending at the junction of US-27, BUS US-27 & M-78 northeast of Charlotte. While truck traffic is now allowed on the I-69/US-27 freeway north of I-94, the former route of US-27 from Marshall northerly to Charlotte is retained as an unsigned state trunkline for about a year. The temporary connector route along Garfield Rd in northern Calhoun Co, however, is turned back to local control on November 20th.
  • At Charlotte, the BUS US-27 routing between the two junctions of I-69/US-27 is retained.
  • M-78 is realigned between Bellevue and Charlotte, first by running easterly to Olivet, then northeasterly for 13 miles concurrently with I-69/US-27 back to the original US-27/M-78 alignment via Lansing Rd from Charlotte toward Lansing. This creates a 13-mile I-69/US-27/M-78 concurrent segment in Eaton Co. This arrangement was to only last about a year, so it is unclear if any M-78 markers were posted along the route of I-69/US-27 between Olivet and Charlotte.
1973 - Additional changes to I-69 in this year:
  • A major extension of I-69 takes the route from terminating at Charlotte to ending in Flint, generally replacing the M-78 designation in the process. However, since the only the Morrice-to-Flint section of this extension is constructed to freeway standards, the ex-M-78 routing between Charlotte and Morrice is designated as TEMP I-69 (TEMPORARY I-69), as such: With the exception of a portion along Saginaw St in East Lansing, all of TEMP I-69 is either four-lane divided highway or freeway. The "TEMPORARY" white-on-blue plates are posted with all I-69 markers on the entire routing of TEMP I-69, with the abbreviation "TEMP" used on some large freeway guide signs. As an additional side note, the designation of BUS M-78 through Lansing is "decommissioned" and no "BL TEMP I-69" ever existed.)
  • (July 20) The former route of US-27 from I-94 at Marshall to the Calhoun/Eaton Co line is turned back to local control.
1973 (Sept 4) New! - Legislation passes the U.S. Congress officially extending I-69 by 3.20 miles from its terminus at I-75/US-10/US-23 on the western edge of Flint easterly to I-475 in downtown Flint.1   This extension did not appear on official Michigan highway maps until 1976, so it is somewhat unclear when I-69 route markers were actually erected along this portion of highway.
1974 - BUS US-27 through Charlotte is redesignated as BL I-69.
1975-76 Updated - Official Michigan highway maps from 1976 show the I-69 extension (approved in 1973—see above) easterly via the M-21 freeway from I-75/US-10/US-23 into Flint to end at I-475 in downtown.
1984 - Two important freeway completions take place in 1984 which do not directly involve I-69 at the time, but would within one- to three years, as follows:
  • A new northern freeway bypass of Lansing opens between I-96 (at Exits 89-91) and the US-27/US-127 interchange near DeWitt and is designated US-27, itself now running northerly from its original route, via I-96 from Exit 98 northerly to Exit 91, then easterly across the north side of Lansing back to its original routing near DeWitt. All of the former US-27 between I-96 (at Exit 98) and US-127 (near DeWitt) is redesignated as BUS US-27. This new 8-mile long freeway, while designated only as US-27 in 1984, will later be incorporated into the completion of I-69 through the Lansing metro area. At this time, TEMP I-69 still bypasses Lansing on the south and east via I-96, I-496/US-127 and US-127.
  • The first segment of the new M-21 freeway opens from M-19 at Emmett easterly to the existing M-21 freeway west of Wadhams. The remaining gap from M-24 at Lapeer to M-19 at Emmet is under construction as well. As with the new US-27 freeway on the north side of Lansing, this section of freeway is designated as M-21, but would later become the easterly extension of I-69.
1984 (Dec) - The entire freeway from Lapeer to Wadhams opens, not as M-21, but rather as an extended I-69! The length of M-21 is reduced by approximately 70 miles, now terminating in Flint. The M-56 designation which had replaced M-21 via Corunna & Miller Rds and Court St between M-13 and I-475/UAW Frwy in downtown Flint is redesignated as M-21, with M-56 ceasing as a state trunkline 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, including the M-21 freeway segments (I-475 to M-24 and M-19 to I-94) becomes I-69. The former route of M-21 along Imlay City Rd from Lapeer to Emmett becomes an unsigned state trunkline as "OLD M-21." The former M-21 into downtown Port Huron along the Griswold-Oak St pair is designated as BS I-69, ending at M-21's former terminus at M-25/Huron Ave. Interestingly, however, the I-69 designation will not be officially extended in the eyes of the Federal government for over a year (see below).
1985 - All of M-25 south of the I-69/I-94 approach to the Blue Water Bridge in Port Huron is redesignated as BL I-94, and the BS I-69 designation is redesignated BL I-69, when BS I-69 is extended concurrently with the "new" BL I-94 from downtown Port Huron northerly via Huron & Pine Grove Sts to end at I-69/I-94 north of downtown.
1987 (Feb 10) New! - Legislation passes the U.S. Congress officially extending I-69 by 63.60 miles from its terminus at I-475 in downtown Flint easterly to I-94 at Exit 271 west of Port Huron.1   This segment of freeway was opened to traffic in December 1984 and has been signed as I-69 since that time. It would seem the federal legislation did not officially extend I-69 concurrently with I-94 for that route's final four miles to the Blue Water Bridge approach, unlike the actual signage in the field seems to indicate.
1987 (Fall) - With the opening of a new segment of I-69 freeway between US-127 and Peacock Rd in southeastern Clinton County in late 1987, the I-69 designation is re-routed via I-96/US-27 northerly from I-96 at Exit 98 southwest of Lansing, northerly to Exit 91, then easterly across the north side of Lansing concurrently with US-27, to DeWitt, then easterly via US-127 for an additional 2 miles, before heading easterly along the 6 miles of new freeway. Between State and Peacock Rds, traffic from the newly completed freeway segment is shifted back onto the original TEMP I-69 (formerly M-78) lanes. The TEMP I-69 designation via I-96, I-496 and US-127 around the south and east sides of Lansing is removed. At the same time, the remainder of the TEMP I-69 routing from US-127 on the Lansing/East Lansing city limits northeasterly to the new Exit 94 is redesignated as part of a new BL I-69. From US-127, the new BL I-69 designation continues westerly via M-43 through the north end of Lansing, to terminate at I-96/I-69/US-27, in Delta Twp at Exit 93. TEMP I-69 remains on the two non-freeway segments from Charlotte to I-96 and from Peacock Rd in Clinton Co to Morrice.
1989 (Oct 6) New! The Standing Committee on U.S. Route Numbering of the American Association of State Highway & Transportation Officials (AASHTO) officially approves the "Relocation of I-69" on this day at their scheduled meeting in Atlanta, Georgia. The text of the request reads: "Beginning at the intersection of present I-69 and a new facility at Charlotte, then northeasterly over the facility for 74.2 miles to the intersection of I-96 at Lansing" It is assumed this request is meant to cover for the segments of I-69 opened to traffic 1987 and for those to open in 1991 and 1992 between Charlotte and Morrice. The 74.2 mile number is puzzling, as that is the distance between the temporary end of I-69 northeast of Charlotte and the pre-1987 terminus of I-69 in downtown Flint.
1991 - The last 11 miles of freeway under construction northeast of Lansing are opened to traffic. The westbound lanes of the new I-69 freeway from Peacock Rd in southeastern Clinton Co to Morrice near Perry were actually opened in stages beginning in 1989 and 1990, with the entire freeway completed in 1991. The makeup of Lansing Hwy, the former routing of TEMP I-69 (and M-78 before that) is changed with the completion of the freeway. The westbound lanes of the divided highway were removed to make room for the eastbound lanes and right-of-way of the new freeway, so two-way traffic is now maintained on the former eastbound side of TEMP I-69. The portion of Old M-78 and Lansing Hwy formerly designated as TEMP I-69 is now an unsigned trunkline designated "OLD I-69."
1992 (Oct 22) - The final segments of the new I-69/US-27 freeway are opened between Charlotte and I-96 southwest of Lansing. The former route of TEMP I-69/US-27 (Lansing Rd) becomes an unsigned state-maintained road, as does the decertified BUS US-27 (Lansing Rd) from I-96 into Lansing. The signed BUS US-27 now runs from the jct of I-69/US-27 near DeWitt southerly to terminate at Michigan Ave in Lansing. (For the next decade, MDOT would still refer to Lansing Rd in southwest Lansing as "BUS US-27," even though all signs have been removed from that portion of the route.) As of October 1992, I-69 is now one complete route in Michigan, from Indiana to Ontario.
1998 (Aug 31) - At 9:17am on Monday, August 31, 1998, the northbound lanes of the final link in the long-awaited US-27 "St Johns Bypass," as it is referred to locally, was opened to through traffic. The southbound lanes opened within a couple hours of the northbound side. With the opening of the new freeway, US-27 gains almost 3.6 miles, while US-127 loses about 1.7 miles in length. This was caused by the US-27 designation replacing the US-127 designation along I-69 between Exits 87 & 89 near DeWitt. No changes were made in the routing of I-69.
2001 - Most of the US-27 route markers along the concurrent portion of I-69—from the Indiana state line northerly to DeWitt near Lansing—are removed in preparation for the complete "decommissioning" of US-27 in Michigan. A few US-27 markers remain along I-69 for awhile, though, but are definitely exceptions.
2002 - As noted above, the "decommissioning" of US-27 in Michigan sees the removal of the remaining US-27 markers along I-69 between the Indiana state line and US-127 at DeWitt. Formerly concurrent with US-27 for 89 miles, I-69 now only runs concurrently with I-96 for six miles and with I-94 at Port Huron for approximately five.
2004 (Oct 8) - The 48 miles of I-69 from its southern entrance at the Indiana state line to the Calhoun/Eaton Co line southwest of Olivet is officially designated as a Recreational Heritage Route in ceremonies at the newly-reconstructed Coldwater Welcome Center south of Coldwater.
2006 (July 17) New! - The 22-mile stretch of I-69 in Branch Co is dedicated as the Purple Heart Trail in a ceremony after a bill designating it as such was passed in the state legislature.
Freeway: All of I-69 is freeway.
NHS: Entire route.
Circle Tour: Lake Huron Circle Tour: From M-25 in Port Huron into Ontario and a connection with Hwy 402 on the Blue Water Bridges.
Pure Michigan Byway: Scenic Heritage Route MarkerI-69 Recreational Heritage Route - On October 8, 2004, I-69 in Branch and Calhoun Co was officially designated as a Recreational Heritage Route in a ceremony held at the newly-reconstructed Coldwater Welcome Center south of Coldwater.
Business Connections: BL I-69 - Coldwater. From I-69 at Exit 10 to I-69 at Exit 13.
BL I-69 - Charlotte. From I-69 at Exit 57 to I-69 at Exit 61.
BL I-69 - Lansing. From I-96/I-69 at Exit 93 to I-69 at Exit 94.
BL I-69 - Port Huron. From jct I-69 & I-94 to I-94/I-69 at the foot of the Blue Water Bridges.
Continue on: Hwy 402 into Ontario.
I-69 into Indiana - via the Indiana Highway Ends website
Photographs:
Weblinks: I-69 @ Michigan Highway Ends - photos of the termini of I-69 at Dan Garnell's excellent Michigan Highway Ends website.
Blue Water Bridges - from MDOT: "Blue Water Bridges are a major international crossing over the St. Clair river at the southern end of Lake Huron."
Interstate 69 Guide - from AARoads' Interstate-Guide.com website.
Interstate 69 Business Routes - from AARoads' Interstate-Guide.com website.
High Priority Corridors 18 & 20 - from the excellent AARoads website.
I-69 from Indianapolis to Port Huron - from the Chris Lawrence's great I69Info.com website.
The National I-69 Steering Committee - is the national-level planning and coordinating entity for the extension of the existing I-69 from Port Huron, Michigan to the Texas/Mexico border.

M-69 Western Terminus: Downtown Crystal Falls at US-2/US-141 (cnr Superior Ave & Crystal Ave)
Eastern Terminus: US-2/US-41 between Bark River and Hyde west of Escanaba
Length: 65.44 miles
Map: Route Map of M-69
Notes: In 1991-92, the length of M-69 was tripled when the route was extended southeasterly via its pre-1960 routing from Sagola to US-2/US-41 near Bark River. The portion of the newly re-designated highway from M-95 to US-2/US-41 had been designated as county-maintained G-30 from 1971 until 1991. Ironically, this also created the interesting occurrence of M-69 intersecting G-69 at Foster City, which it still does. The story, related to the webmaster, why this route was re-assumed into the state trunkline highway system was primarily due to political arrangements. For example, a downstate state legislator may need support for a bill or project so a U.P. legislator agrees to support it in exchange for, in this instance, additional state trunkline mileage.
History: c.1920 - The initial iteration of M-69 begins at the Wisconsin state line between Florence, Wisc. and Crystal Falls and proceeds northerly via present-day US-2/US-141 to Crystal Falls, then westerly and northerly from there via present-day US-141 through Amasa, terminating at M-28 in Vermilac, east of Covington. One source also shows the M-69 designation applied to the short spur of highway between what is today's northern jct of US-2/US-141 & M-95 north of Iron Mountain and the Wisconsin state line. This is supported by the fact that Wisconsin designated the highway between these two segments (via Spread Eagle and Florence, Wisc.) as STH-69 (State Trunk Highway 69).
1926-27 - With the debut of the U.S. Highway system, the entire routing of M-69 is replaced by some of these new route designations. A few sources from 1926 show M-69 being replaced by a US-2/US-41 designation between the Wisconsin state line and Crystal Falls and by just US-41 from Crystal Falls to Covington. However, these 1926 maps were made from preliminary system maps and were often wrong, being corrected in 1927. When the U.S. Highway system was finalized, M-69 is replaced by a solo US-2 into Crystal Falls and by US-102 (present-day US-141) from there to Vermillion. The M-69 designation is then transferred to a route perpendicular to its former one, replacing the M-12 designation, beginning at US-2 in downtown Crystal Falls (it's present western terminus) and proceeding easterly to M-45 (present-day M-95) at Sagola, then southerly via M-45 for several miles, and easterly supplanting the M-90 designation to Foster City, in central Dickinson Co, where it terminated.
c.1928-31 - M-69 is extended southeasterly from Foster City to end at US-2/US-41, lengthening the route by 29 miles. Ironically, M-69 runs (roughly) along its entire present-day routing at this time. For several decades later in the century, though, this would not be the case.
1932 - The route is realigned onto new highway from the east side of Crystal Falls to Colonys Corners in eastern Iron Co. The former route of M-69 (today's Old 69) is turned back to local control.
1956 - The route of M-69 is realigned onto new highway between M-95 and the hamlet of Metropolitan, around a large strip mining operation at the Groveland Mile, which displace a portion of the old route. The portions of the former route not becoming part of the strip mine are turned back to local control.
1960 - All of M-69 east of M-95 is "decommissioned" as a state trunkline and the six-mile concurrency with M-95 becomes just M-95, which trims 52 miles from M-69's 65-mile route. The former route of M-69 east of M-95 is turned back to local control, becoming Co Rd 569.
1972 - The former M-69 routing between M-95 and US-2/US-41 is designated as G-30, one of many new county-designated highways.
1991 - In a rash of new highway designations and elongations in the early 1990s, M-69 is extended by the 52 miles it lost in 1960, restoring the highway to its 1932-1960 routing. The old county G-30 designation, of course, becomes history as M-69 supplants that entire route.
Freeway/Expwy: No portion of M-69 is freeway or expressway.
Photographs:
Weblinks: M-69 @ Michigan Highway Ends - photos of the termini of M-69 at Dan Garnell's excellent Michigan Highway Ends website.
M-69/Paint River Bridge - from MDOT, this bridge "features attractive decorative lamp posts and railings."

 

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