Length: 21 Region: SE

Counties: Houston

Legislative Route(s): 198

How numbered: Arbitrary assignment

History: Authorized 1933.

Improvements: Completely paved by 1953.

Comments: Part of Great River Road coming north from Iowa. A beautiful drive. In the original 1934 numbering plan, 26 may have been intended for TH-5, raising the question of what this route was proposed to be. One possibility is 182, the designation on the Iowa route which that state changed to 26 to match this route.

Length: 261 Regions: WC, EC

Counties: Traverse, Grant, Douglas, Todd, Morrison, Mille Lacs, Kanabec, Aitkin, Carlton

Constitutional/Legislative Route(s): 190, 10, 205, 3, 135, 28, 71, 1

How numbered: Arbitrary assignment, or possibly based on adjacent Constitutional Route 27 (U.S. 10 through Little Falls)

History: Between Lake Mille Lacs and MN-65 originally followed current

Current alignment originally designated

Several Constitutional Route segments, others authorized 1933. The segment between Little Falls and Onamia (L.R. 71) was actually originally authorized as the first legislative route in 1923, running from Little Falls to Milaca. This route would have run along Constitutional Route 18 (current U.S. 169) between Onamia and Milaca, but a court found that for this reason the law authorizing the route was unconstitutional. L.R. 71 was authorized again in 1933, except that it runs from Little Falls to Moose Lake. Original route between MN-47 and MN-65 was over what is now MN-18; original designation of current MN-27 between these routes was MN-66. Easternmost segment of TH-27 is old U.S. 61 through Moose Lake.

Improvements: The section southwest of Lake Mille Lacs was still dirt in 1940. The segments east of Isle were gravel into the 50s, and the last segment east of MN-65 was not paved until the 70s.

Comments: Duplexed with MN-65 for 23 miles, perhaps the longest state highway duplex in Minnesota.

Length: 125 Region: WC

Counties: Traverse, Big Stone, Stevens, Pope, Stearns, Todd, Morrison

Constitutional/Legislative Route(s): 28

How numbered: Same as Constitutional Route designation

History: Constitutional Route over its entire length

Improvements: Entire route was paved by 1940.

Length: 125 Region: WC

Counties: Chippewa, Swift, Pope, Douglas, Otter Tail, Wadena

Constitutional/Legislative Route(s): 38, 29

How numbered: Part of route is Constitutional Route 29; remainder numbered for route continuity.

History: Entire route Constitutional Route.

Improvements: Most of the route was paved by 1940.

Length: 253 Regions: SW, SE

Counties: Pipestone, Murray, Cottonwood, Watonwan, Blue Earth, Waseca, Steele, Dodge, Olmsted, Fillmore

Constitutional/Legislative Route(s): 89, 47, 92, 82, 41, 77

How numbered: Arbitrary assignment.

History: West of MN-15 originally designated

Two separate Constitutional Route segments: between MN-23 and MN-4, and between U.S. 218 and MN-56. Other segments authorized 1933. Originally designated as MN-47 from SD State Line to MN-4. Renumbered in 1963.

Improvements: In 1940, only the western segment was paved. In the 1950s, the central portions were still gravel. Paved in its entirety by 1963.

Counties: Norman, Mahnomen, Clearwater, Hubbard, Cass

Constitutional/Legislative Route(s): 176, 6, 31, 168, 138

How numbered: Part of route was Constitutional Route 31; remainder numbered for continuity

History:

Westernmost segment originally

Eastern segments originally

Entire route now designated

In 1934, T.H. 31 designation extended east to U.S. 71. In early 1950s, extended west over former U.S. 71 and T.H. 116 to North Dakota border, and east over former T.H. 85, later T.H. 92, to Walker. In 1969, renumbered MN-200.

Length: 146 Region: WC, NW

Counties: Clay, Norman, Polk, Red Lake, Pennington, Marshall, Roseau

Constitutional/Legislative Route(s): 177, 32

How numbered: Part of route is Constitutional Route 32; remainder numbered for route continuity.

History: Northern segment Constitutional Route; southern segment authorized 1933.

Improvements: In 1940, the route was mostly gravel north of U.S. 2. By 1953, only southernmost five miles were gravel.

Length: 19 Region: NE

Counties: Carlton, St. Louis

Legislative Route(s): 164 (also incorporates 55)

How numbered: Arbitrary assignment.

History: Authorized 1933. Original route ran southwest from Cloquet parallel to U.S. 61, and intersected 61 south of U.S. 210. By 1953, the route ran along its current alignment.

Improvements: Mostly paved except the former segment south of 210 by 1940. Being constructed to expressway standards (except for portion through Cloquet) with a 65 mph limit.

Comments: Major connecting route between I-35 and U.S. 53 toward the Iron Range.

Length: 103 Regions: WC, NW

Counties: Becker, Hubbard, Cass

Constitutional/Legislative Route(s): 182, 34

How numbered: Part of route is Constitutional Route 34; remainder numbered for route continuity.

History: East of Walker now part of

Constitutional Route east of U.S. 10; west segment authorized 1933. Portion east of MN-371 redesignated MN-200 around 1969.

Improvements: In 1940, this westerly segment was unpaved. East of U.S. 10, ran along the current alignment of MN-225 through Ponsford until about 1942. By 1953, all but the west segment was paved.

Length (MN): 220 not including mileage on I-35W or 35E Regions: SE, M, EC, NE

Counties: Freeborn, Steele, Rice, Scott, Dakota, Anoka, Washington, Chisago, Pine, Carlton, St. Louis

Legislative Route(s): 390, 395, 396

How numbered: Interstate Highway

History: South of Twin Cities generally follows previous route of

North of Twin Cities generally follows previous route of

Authorized as part of primary interstate network in the mid-50s. The segment from northeast of downtown Duluth was authorized using interstate substitution money.

Improvements: The first segment to open (the first interstate highway opened in Minnesota) was about 10 miles north of Owatonna west of existing MN-218. By 1961, the segment around Hinckley and Sandstone was under construction. Last segment around downtown Duluth completed in the early 90s. Three lanes each way between I-35W/35E north to U.S. 8, and on Thompson hill entering Duluth. Tunnels through downtown Duluth and under Leif Erickson Park.

Travelogue: Entering Minnesota from Iowa, you are situated about halfway between U.S. 69 and 65. Through much of your travels through Iowa you have been closer to U.S. 69, but swung east south of Mason City. These routes converge at Albert Lea. Upon entering the state, you will find relief from the flat farmland that characterizes Iowa north of Des Moines. This part of Minnesota has much more in the way of rolling terrain. You will pass I-90 at Albert Lea (destination cities are Sioux Falls and LaCrosse, both in the adjoining states). Major cities along this segment are Owatonna and Faribault, neither of which at this point are exurbs of the Twin Cities. The Twin Cities housing boom starts around the Scott County line south of Lakeville. At Lakeville, the highway splits into I-35W and I-35E (signed for Minneapolis and St. Paul, respectively). Look for a travelogue summary for these routes as well; this narrative continues north of the Twin Cities.

I-35W and I-35E join again at Forest Lake. This area is still part of the extended metropolitan area. You will observe that, in contrast to the rolling terrain south of the metropolitan area, this region is quite flat. This is the Anoka Sand Plain, an area that was formed by outwash under the last glaciers that lay over this area as they melted. This is an extensive region that continues north for another 20 miles or so. Instead of the extensive farmland south of the Twin Cities, you have pretty much exited the corn belt for land that better supports grass and alfalfa. At North Branch, you have mostly escaped the urban sprawl though there are still some housing developments catering to commuters. Pass Pine City, and at Hinckley you can visit a museum commemorating a forest fire that burned through this area in the 1890s. Between Sandstone and Moose Lake, the landscape makes a dramatic change. You start to see exposed granite at the surface, and the deciduous forest changes to evergreens. This area is underlain by the Canadian Shield. Climb a steep hill approaching Duluth, then top the hill and look down on the city and Lake Superior. You then slow for Duluth, with numerous exits. The freeway passes the exit for I-535 to Superior, Wisconsin, then dives underground. You pass through several tunnels beneath a park along the Duluth shoreline. Then, I-35 bends left and deposits you on MN-61, London Road, which takes you northeast along the Lake Superior north shore.

Comments: Generally constructed along former routes of U.S. 65 south of Twin Cities and U.S. 61 north of Twin Cities. Divides at Twin Cities into I-35W and I-35E. Legislative route designation and mileposts follow I-35E. U.S. 61 parallels both I-35E and I-35 from St. Paul to Wyoming, just north of Forest Lake, but has been decommissioned from Wyoming north. The original plan for construction through Duluth was to build along the lakeshore and connect with the U.S. 61 expressway. That plan was scrapped east of 26th Avenue, but the new design actually rescued the downtown Duluth lakeshore.

Length: 39 Region: M

Counties: Dakota, Hennepin, Ramsey, Anoka

Legislative Route(s): 394

How numbered: "West" branch of I-35

History: South of Minneapolis generally follows former route of

Minneapolis to I-35E replaced former

For more details on history see I-35

Special Commentary. On August 1, 2007, the 40 year old Mississippi River bridge on I-35W collapsed just after 6:00 p.m. A large number of vehicles (50-100) went down with the bridge, with some landing in the river and others being destroyed as the pavement buckled.. The final death toll was 13. Still, given the number of people on the bridge at the time, the death toll could have been far worse. Fortunately, for many drivers, the center part of the river span fell more or less intact straight down, the speed of the fall may have been cushioned slightly by the collapse of the structure under the bridge, and because there was construction on the bridge at the time, traffic was moving very slowly. Furthermore, the river was low due to drought, which gave some people an opportunity to escape from their vehicles in the water.

The bridge was a steel deck truss design - all the infrastructure was underneath, and the truss itself was about 20 feet deep. This design is one which is subject to total failure if any major structural component is lost. There were three truss spans, one over each shore adjoining the river and one long span, 458 feet long, over the river itself. Steel beam approach spans over the shores connected to the truss spans on both sides. A security camera at the lock and dam on the south side of the river next to the bridge captured the collapse. It was evident that the river span began to fall from the southwest side of the bridge, and the connection to the pier on the opposite shoreline was immediately severed, bringing the river span down almost all at once. The span on the northeast shore stood for about seven seconds, and then, with the tension that had held it severed, fell backwards. Pieces of the approach spans fell as well. The video suggests, and subsequent investigation seems to bear out, that the collapse began on the downstream side of the southwest side of the bridge - the structure collapsed in that direction.

While the National Transportation Safety Board (NTSB) has not released a final report (as of April 2008), it is pretty clear that the cause will be underdesigned gusset plates (the metal plates that fasten the truss members together) which were 1/2 inch thick instead of the 1-inch thickness that the design criteria of the day would have required. The initiating event may have been the construction on top of the bridge, which had resulted in heavy equipment and materials being concentrated in small areas. A 2003 photograph taken by MnDOT's bridge consultant clearly shows a bent gusset in the area thought to be the failure point. Strangely, this gusset was not documented on any of MnDOT's otherwise thorough bridge inspection reports.

Traffic will be detoured along I-94 east and MN-280 north to the I-35W junction in Roseville. I-35W is open between MN-280 and University Ave., but southbound is signed as "Local Traffic Only," and southbound ramps at Johnson St. and Hennepin Avenue are closed. Some temporary modifications will be applied to I-94 and MN-280 to help accommodate the additional traffic, such as closing the MN-280 at-grade intersections at Broadway and County Road B to eliminate the use of the traffic lights there. Congress is appropriating funds for cleanup and a new bridge, and MnDOT let a design-build contract for a new span in September 2007.

A contract was awarded to Flatiron Contractors of Colorado to construct a new crossing. Work on a new concrete box girder structure was begun in October 2007, and is scheduled to be complete by December 2008.

Improvements: First segment completed was from Burnsville through Bloomington to the current Lyndale Avenue connector in south Minneapolis, completed around 1959 (a segment of freeway or expressway possibly planned for U.S. 65 prior to development of the interstate system). Last segment byukt was through northeast Minneapolis, completed around 1977. Two lanes from the split with I-35 northward, shortly thereafter widens to three lanes at Burnsville Pkwy. (much of this segment has one lane as a HOV lane) from I-35 to 66th St. There is a short two-lane section from 66th Street to where traffic from EB MN-62 enters. There are then three lanes north to 46th. St. Four lanes to the downtown interchange, two lanes continue from that point. Three lanes after Hiawatha Avenue onramp to the MN-36 split before MN-280, and from the MN-280 junction to the southerly U.S. 10 junction. Four lanes from there to U.S. 10 westbound, three to Lake Drive and two from there north. At the junction with I-35E to form I-35, narrows to one lane.

Future Construction: The biggest bottleneck is the "Crosstown Commons", the common section with MN-62. This was supposed to be reconstructed beginning in 2001, but controversy over the design held this project back. MnDOT went back to the drawing board in 2002, finally obtained needed approvals in 2005, but when the project was let in 2006 no one submitted a bid. Something about not being paid for a year or more (part of Governor Pawlenty's "creative financing" program.) As of Spring 2007, project has finally begun! See http://www.dot.state.mn.us/projects/crosstown/ for details. A HOV lane will be extended through the interchange as far north as 46th Street, where the freeway currently widens to four lanes. Another project is reconstruction of the interchange at Lake Street (currently accessible northbound only) and possible closure or moving of ramps at 35th-36th Streets, programmed for the next decade.

Travelogue: Leaving I-35 at Burnsville, the highway first climbs a little, then gains a HOV lane and drops steeply toward the Minnesota River. You then climb out of that valley through Bloomington, pass I-494, slow for the urban speed limit (55 as of this writing, maybe to be 60), and approach the dreaded Crosstown Commons. Though planned for construction beginning in 2006, this common section with MN-62 bends sharply east then north again as you enter Minneapolis proper. The highway is three lanes here, but gains a fourth at 46th Street. At downtown, the left three lanes continue straight ahead into downtown or a ramp to I-94 west, while the right two lanes (the second lane splits) bend sharply east and parallel I-94 for a short time. NOTE: the Mississippi River bridge has collapsed and the freeway is closed at this point - traffic detours east along I-94. It is possible to enter the northbound freeway from the ramp north of the river at University Avenue NE. [Resume original freeway description:] There is another bend left and then right through an area at the Johnson Street and New Brighton Blvd. exits that was originally designed to accommodate an interchange with I-335. With the cancellation of that route, we are left with an oddly designed set of bridges and ramps. 35W straightens out as it heads east, then an early ramp for MN-36 splits off to the right but parallels 35W. Detour traffic along MN-280 joins here; westbound, the freeway is open only to Stinson Blvd. These parallel lanes cross over the incoming MN-280 ramp, briefly rejoin 35W, then split straight ahead while 35W bends sharply left as it turns north. You are now in a mixed industrial and residential area between Roseville and New Brighton. The posted speed rises to 65 mph as you pass several main highways in quick succession: I-694, U.S. 10 east (no direct ramp from NB 35W) and U.S. 10 west. At this point 35W is posted 70 mph as you pass through the expanding northern suburbs of Mounds View and Lino Lakes. The highway bends northeast for several miles, and farmland is again visible. At this point, intersect I-35E (no access from NB) and begin again as I-35.

Comments: West leg of I-35 through Twin Cities. North of Minneapolis, closely follows former route of U.S. 8. It is significant that the Twin Cities and Dallas-Ft. Worth --- both on I-35 --- are the only remaining locations where an interstate route has alternate legs with a directional suffix appended to the number. While AASHTO has decreed this practice is no longer acceptable, nearly all the other instances of numbering interstates this way across the U.S. were spur routes that did not return to the parent route, rather than alternate legs. The alternative would be to number one of the branches I-235, but since even prefixes indicate a loop through or around a city while the main route goes around or through, this would not be an accurate numbering method either. One branch could be I-33 or I-37 also, but that wouldn't communicate the fact that the routes rejoin. In the limited cases like this, -W and -E suffixes are the best way of communicating the direction of these routes.

Exit Lists: Visit Adam Froehlig's exit lists for I-35W:
Exit list for I-35W south of I-94
Exit list for I-35W north of I-94

Length: 41 Region: M

Counties: Dakota, Ramsey, Anoka

Legislative Route(s): 390

How numbered: "East" branch of I-35

History: See I-35

Improvements: First segment completed was north of downtown St. Paul, around 1961. Last segment was the segment south of I-494, around 1985. Three lanes, with several auxiliary lanes, from I-35 to MN-110. Counterintuitively, two lanes from there along the "parkway" segment to downtown St. Paul, except that between MN-13 and Shepard Road, there is a third, auxiliary lane on the Mississippi River bridge. There are also three lanes from I-94 to I-694.

Comments: East leg of I-35 through Twin Cities. The segment from W. 7th St. (MN-5) to I-94 in downtown St. Paul was the subject of protracted litigation between area residents and MnDOT. MnDOT finally won the right to construct the freeway after a 15 year battle, but the settlement resulted in construction of a "parkway" section with a truck prohibition and 45 mph speed limit. Actually, this is no New York-style parkway; rather, it's a four-lane freeway with an unrealistically low speed limit, ostensibly to control noise, and a nice planter in the median. This route has the continuation of mileposts and exit numbers from I-35, and also has the same LR number. So, were the directional suffixes to be eliminated, this would be the more likely candidate to carry I-35 through the Twin Cities.

Travelogue: Leaving I-35, I-35E angles northeast toward St. Paul. The speed limit through this area continues to be 70 mph on the three lane (each way) freeway as you approach I-494 through Eagan. I-494 east is an important junction for through trucks, since the freeway ahead is restricted; it also provides a bypass for northbound traffic that wishes to avoid the core of the metro area. Past 494, the speed limit drops (as of this writing) to 55, one of the more abrupt slowdowns in the Twin Cities area. You also begin to shed lanes. The highway drops down into the Mississippi River valley, crosses the river on a newly widened bridge, and enters St. Paul. North of W. 7th Street, trucks are prohibited and the speed limit drops to a paltry 45 mph. This is the "parkway" section of I-35E that is the result of a settlement of a long-fought lawsuit. The highway is only two lanes, has a reduced speed limit and a prohibition on trucks. Note the nicely designed overpasses with ornate grillwork and lighting. At downtown St. Paul, you briefly join I-94 eastbound, then angle due north again. From here, it's standard freeway with trucks and a 55 mph limit. North of St. Paul, you intersect I-694, and 35E traffic must travel for about 1.5 miles with that other route. Speed limit in this area is 60 mph. It's necessary to cross the flow of I-694 traffic to continue on 35E (you have joined on the right and must exit on the left --- this is the reason for the "unweave the weave" project that is scheduled for the latter part of this decade). North of 694, the speed limit kicks up to 70 mph and you leave the densely settled urban core for an area with farmland interspersed with new housing developments. A few miles more and you intersect I-35W (no NB access) and rejoin I-35.

Future Construction: The biggest bottleneck is the common section with I-694, where through traffic on each route must weave across traffic from the other route in a one-mile common section to continue. The "Unweave the Weave" project has been delayed several times, was moved up from 2007 to 2005 with the "transportation package", and has again been delayed until 2006. Another major project is widening the highway between I-94 and Maryland Avenue, including a new interchange with Phalen Blvd., programmed for 2010.

Exit Lists: Visit Adam Froehlig's exit lists for I-35E:
Exit list for I-35E south of I-94
Exit list for I-35E north of I-94

Length: 17 Region: M

Counties: Ramsey, Washington

Constitutional/Legislative Route(s): 118, 45

How numbered: Arbitrary assignment

NHS: Entire length

History: Part of former route south of Minneapolis now designated

Easternmost segment originally designated

For history of original route south of MN-62, see MN-77. Authorized 1933 except for portion that formerly ran south of MN-5. Originally ran from Stillwater west to downtown Minneapolis via County Roads C and B (replaced by a divided highway on the current freeway alignment by the early 1940s), connecting to Broadway and Johnson Street. South of downtown Minneapolis, ran along Cedar Avenue. I believe the corresponding legislative route was 118, which then turned west along 46th St. as TH-90, until LR 279 was authorized in 1949; the segment between 46th St. and TH-5 (78th St.) was not part of the trunk highway system until that year, though it was marked as TH-36 from 1934 (as an "accommodation route"). Original terminus was at MN-5 until the mid 1950s, and then the route was extended south across the Minnesota River to MN-13. The section of old MN-36 south of MN-62 is now designated MN-77, remainder (Cedar Ave. through Minneapolis) is CSAH 152. On east end, formerly terminated at MN-212 (now MN-5), with remainder of route to Wisconsin border designated MN-212 until around 1983.

Improvements: Paved by 1940, with divided highway segment between Cleveland Avenue and U.S. 61. Now freeway from I-35W to east of U.S. 61, remainder of route is divided highway to just south of Stillwater (for about 4 miles between CSAH 36 and CSAH 15, posted 65 mph).

Future Improvements: Besides the new river crossing at Stillwater, the major improvements planned for this route are, 1) reconstruction in 2007 between White Bear Avenue and Century Avenue (Hwy. 120) in North St. Paul, involving total closure of the highway from April to September; and 2) reconstruction in 2009 of the 1940s-era Lexington Avenue interchange.

Comments: Originally was intended to run along a Cedar Avenue Freeway from downtown. Only the part south of MN-62, currently designated MN-77, was built. On the east end, controversy over the proposed replacement St. Croix River crossing has caused this project, which would provide a four-lane bridge across the river south of Stillwater, to be stalled. Part of the problem is that the St. Croix River is a National Wild and Scenic River in this stretch. MnDOT and WisDOT are working on yet another set of alternatives for crossings. This saga has been going on since the 1970s, was almost resolved in the 1990s until the National Park Service failed to give its approval for a bridge design that would have crossed south of Stillwater, and a new plan will not be approved for several years yet.

Exit list: Visit Adam Froehlig's exit list for Highway 36

Length: 27 Region: NE

Counties: St. Louis

Legislative Route(s): 216, 202

How numbered: Arbitrary assignment, or maybe because it is close to 35 (the former designation for MN-135).

History: Western segment originally designated

East of U.S. 53, authorized 1933. Between Hibbing and Eveleth, authorized around 1950. Segment between U.S. 169 at Hibbing and U.S. 53 originally designated MN-216, like the LR for that segment, until 1963.

Improvements: Paved by 1940. No significant divided segments.

Length: 47 Region: NE

Counties: Itasca

Legislative Route(s): 196

How numbered: Arbitrary assignment

History: Authorized 1933.

Improvements: Paved by 1940.

Comments: A very scenic (if twisty) road extending north from Grand Rapids that is a National Scenic Byway.

Legislative Route(s): 88

How numbered: Arbitrary designation

History: Now part of

Route designated in 1933, combined (along with original T.H. 17) around 1940 with T.H. 23.

Length: 1 Region: NE

Counties: St. Louis

Legislative Route(s): 213

How numbered: Arbitrary assignment

History: Formerly extended west to Carlton via current

Authorized around 1947.

Improvements: Apparently paved by the time it became a trunk highway.

Comments: From about 1958 to 1973, this designation previously extended over what is now MN-210 west to Carlton, where it intersected U.S. 61 (current MN-45) before construction of I-35. The east end of MN-39 crosses the St. Louis River to Wisconsin, over a double-deck bridge with a railroad track on the top deck (photo left, taken from Wisconsin side).

Length: 73 Region: WC

Counties: Lac Qui Parle, Chipewa, Kandiyohi

Legislative Route(s): 276, 144, 145

How numbered: Arbitrary assignment

History: Authorized 1933, except for portion west of U.S. 75, authorized around 1950.

Improvements: All unpaved in 1940. By 1953, mostly paved except for just west of Willmar. All paved by 1958.

Length: 11 Region: M

Counties: Scott, Carver, Hennepin

Constitutional/Legislative Route(s): 260, 12

How numbered: Arbitrary assignment

History: North of U.S. 212, part of Constitutional Route 12. South, authorized 1950.

Improvements: Original segment paved by 1940. Minnesota River bridge constructed early 1950s.

Length: 28 Region: SE

Constitutional/Legislative Route(s): 338, 42

Counties: Olmsted, Wabasha

How numbered: Same as its Constitutional Route designation

History: Constitutional Route in entirety. There may have been an intention around the time I-90 was constructed (around 1970) to extend this route south to I-90; L.R. 314 would have been this connection, but the extension of this route was apparently never marked, and L.R. 314 was deleted in the mid 1970s. This is surprising, since the length of this connecting segment would have been maybe five miles. And now, as of 2002, the road was extended to I-90. (Why not go all the way to U.S. 52, since that segment of CSAH 7 is also a major connector to I-90 eastbound for U.S. 52 traffic?)

Improvements: Paved by 1940, on current alignment by 1953.

Comment: The 2001 legislation that authorized extension of this route to I-90 amended the description of Constitutional Route 42 rather than creating a new route for the I-90-U.S. 14 segment. This is the first time the constitutional route descriptions have been legislatively amended. The 2003 Legislature undid this and created L.R. 338 instead.

Photo: New south end of MN-42 at I-90 (by Monte Castleman)

Length: 44 Region: SE

Constitutional/Legislative Route(s): 78, 43, 75

Counties: Fillmore, Winona

How numbered: Part of route is Constitutional Route 43; remainder numbered for route continuity.

History: Constitutional Route between Rushford and Winona, other two segments authorized 1933.

Improvements: In 1929, was paved from Wilson to Winona. By 1940, only gravel segment was south of Rushford. Entire route paved by 1953. In 1980s, a major project to rebuild the highway from I-90 to Winona as an expressway ran out of money, and only one carriageway was actually paved. There is still visible road bed and bridges east of the roadway in this segment.

Length: 34 Region: SE

Counties: Fillmore, Houston

Constitutional/Legislative Route(s): 44

How numbered: Same as its Constitutional Route number

History: Current authorized length is Constitutional Route. A westerly segment from U.S. 63 to Harmony (L.R. 331) existed from the 1970s to 1995, but has been turned back to Fillmore County. Same in extent and number as in 1920.

Improvements: Paved in total by 1940.

Length: 2 Region: NE

Counties: Carlton

Constitutional/Legislative Route(s): 1

How numbered: Arbitrary assignment

History: Surviving segment is part of original

Remaining segment was originally part of U.S. 61, Constitutional Route 1. The route originally designated MN-45 is the extension of this route north of I-35 to Cloquet, which was Constitutional Route 55. This segment was turned back to Carlton County and the City of Cloquet around 1995.

Improvements: Paved as early as 1929.

Comment: This route does not currently include any of its original marked extent.

Length: 47 Region: NE

Counties: Itasca, Koochiching

Legislative Route(s): 165

How numbered: Arbitrary assignment

History: Authorized 1933.

Improvements: By 1953, there was one remaining gravel segment in the middle of this route. It was totally paved by 1958.

Comments: In the original 1934 numbering plan, 46 may have been intended for use on the route that became TH-110 (west of Lake Minnetonka). That raises the unanswered question of what this route was originally proposed to be.

Constitutional/Legislative Route(s): 89, 47, 92

How numbered: Part numbered for its Constitutional Route designation, remainder numbered for continuity.

History: Now part of

In 1933, existing T.H. 47 extended west and east along new Legislative Route segments. In 1963, the T.H. 30 designation was extended west along this route.

Length: 125 Region: M, EC

Legislative Route(s): 156, 110

How numbered: Arbitrary assignment

History: Originally part of

Authorized 1933. Southern end formerly extended down University Avenue to Washington (former junction with U.S. 12/52). The entire route was an extension of MN-56 until 1963 when it was redesignated.

Improvements: In 1940, nearly all gravel north of Anoka. By 1953, only the northerly segment near Aitkin was unpaved. North of Anoka, the route is all two-lane. The southerly segment through Anoka County was divided by about 1970, and the northerly 1/2 mile of this part is freeway, connecting with U.S. 10.

Comments: Eventually, this is likely to be turned back south of U.S. 10. There was a plan (briefly) in the 1960s to construct some interchanges at major intersections between I-694 and U.S. 10.

Length: 25 Region: EC

Counties: Pine

Legislative Route(s): 192

How numbered: Arbitrary assignment

History: Authorized 1933.

Improvements: Paved by 1953. Major access to Grand Casino Hinckley and St. Croix State Park.

Constitutional/Legislative Route(s): (1, 102),126, (326)

How numbered: Arbitrary assignment

History: South end originally designated		Now designated
North end originally designated

Authorized 1933. Extended south along current T.H. 149 (originally T.H. 88) to T.H. 218 (later T.H. 3) around 1950. This segment renumbered T.H. 149 around 1980. North end originally ran north along Hodgson Road (now Ramsey and Anoka CSAH 49) and terminated at Lake Drive, which was originally U.S. 8. However, when I-35W was completed and the U.S. 8 designation moved onto the freeway, MN-49 was extended north along Lake Drive (now designated CSAH 23 in its entirety) to I-35W. At this time, it was consolidated with a state facility service route that extended north and west to the Lino Lakes Correctional Facility (L.R. 326, originally designated MN-326, now CSAH 159). The entire segment north of 694 was turned back in 1997 and the Legislative Route was eliminated in 1998. Final sign changes (indicating that the actual transfer of Rice St. south of I-694 may have been delayed until 2000) seen in summer 2000.

Length: 15 Region: M

Counties: Dakota

Constitutional/Legislative Route(s): 50, 245

How numbered: Part of route is Constitutional Route 50; remainder numbered for route continuity.

History: Part of route of original

Non-Constitutional Route portion authorized 1950. Segment west of MN-3 to I-35 turned back to Dakota County as CSAH 50 in 1994. West of U.S. 52, this was the original route of U.S. 55, which ran west along the alignment of 50 and north along current I-35/35W to Minneapolis. Later, U.S. 65 followed this alignment from Farmington (current MN-3).

Improvements: The original Constitutional Route portion was paved as early as 1929. The newest segment east of Farmington was unpaved in 1953, paved by 1961.