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M-12 is a former state trunkline route existing from July 18, 1913 to May 2, 1927*.
Western Terminus*:	Wisconsin state line at Ironwood.
Eastern Terminus*:	International ferry terminal in downtown Sault Ste Marie
Final Length*:	405.9 miles*
Maps:	Route Map of Former M-12
	Trunk Line 12 Establishment Map: Mackinac County (1914–15)
Notes:	* The termini and final length for M-12 reflect the beginning and ending of the route and its length as of the time of route's decommissioning in May 1927.
	M-12, originally referred to as "Trunk Line 12" or "T.L. 12," was the third state trunkline route to be designated in Michigan in 1913. Originally, Michigan followed the pattern established by Wisconsin and assigned numeric designations for its trunkline routes beginning with 10, instead of 1, and continued numerically with each new route established. T.L. 10, later M-10, was the first route to be established up the eastern side of the Lower Peninsula while T.L. 11, later M-11, ran up the West Michigan Pike along the western side of the Mitten, both terminating at Mackinaw City. The third route established, running the length of the Upper Peninsula, was T.L. 12, later M-12, from Ironwood through Iron River, Crystal Falls, Iron Mountain, Escanaba, Gladstone, Manistique, and St Ignace, terminating on the St Mary's River in downtown Sault Ste Marie. It generally followed the later route of US-2 across the Upper Peninsula, although it ran easterly from Crystal Falls along what would later be designated M-69 to Sagola, then southerly via modern-day M-95 to Iron River. When US-2 debuted as part of the U.S. Highway System replacing M-12 in 1927, it would dip into Wisconsin via Florence instead, as that route was four miles shorter between Crystal Falls and Iron Mountain. Otherwise, the remainder of M-12 was replaced by US-2. And since 1927, no other highway in the state has been designated as M-12, likely to limit confusion with US-12 running across the southern Lower Peninsula.
	As was somewhat more common at the time, T.L. 12 (and later M-12) featured a few "spur" routes which were officially designated as part of the route of T.L. 12/M-12 and, after 1920, possibly signed as part of the route of M-12. The known and presumed M-12 "spurs" included: The 0.4-mile long spur in northwest Breitung Twp in Dickinson Co, about five miles north of downtown Iron Mountain, leading from M-12 (present-day Co Rd 607/Bass Lake Rd) over the Upper Twin Falls Bridge. This short segment of highway is assumed to have been designated as a spur of M-12, but became part of the US-2 mainline route in 1927. When originally designated as a state trunkline, T.L. 12 (later M-12) did not run along the Lake Michigan shoreline west of St Ignace. Rather, it approached the area from the west along Worth Rd and used the modern-day M-123 corridor to Mackinac Trl at Rogers Park. There, mainline M-12 turned northerly to run via Pickford toward Sault Ste Marie. The 8.6-mile trunkline route from Rogers Park southerly along Mackinac Trl/State St into downtown St Ignace at the State Ferry Dock was designated as a spur of T.L. 12 until 1927 when it became the northernmost segment of US-31. A short segment of highway running along modern-day M-129 from the Rockview area on the Mackinac/Chippewa Co line toward Cedarville was a "third leg" spur route of M-12 until the coming of US-2, when it was designated as M-5.
	As with all other early state trunkline routes, T.L. 12 and later M-12 was only designated along highway segments outside of incorporated citites, although after a few years, segments of highway within city limits but still outside of the Central Business Districts of those cities were officially established as parts of the route. The remaining segments of the route through the downtowns of the cities along the route were signed as part of M-12 (after 1920) but were still technically under the control and jurisdiction of the municipalities. It wasn't until Act 131 of 1931—the Dykstra Act—that all portions of state trunklines through cities could be officially established as trunkline routes and placed under state control, although that was four years after M-12 was replaced by US-2 (and M-69 and M-45 between Crystal Falls and Iron Mountain).
History:	1913–1914 – The majority of Trunk Line 12 (T.L. 12) across the Upper Peninsula is officially established as a state trunkline route between July 1913 and February 1914: 1913 (July 18) – The first segment of T.L. 12 to be officially designated as a state trunkline highway route is the 52.0-mile segment of the route across Iron Co, from the Gogebic Co line on the west, southeasterly and easterly through Iron River and Crystal Falls to the Dickinson Co line on the east. 1913 (Aug 2) – An 11.8-mile portion of T.L. 12 is established in western Delta Co from the Menominee Co line easterly through Bark River and Hyde to the Escanaba west city limit. A second 4.2-mile section is also established from the Escanaba north city limit northerly through Wells to the Gladstone south city limit. 1913 (Aug 8) – Six days later, two segments of T.L. 12 are established in Schoolcraft Co. The first from Co Rd 437/Thunder Lake Rd easterly via present-day Co Rd 442 to the Manistique west city limit. The second from the Manistique east city limit easterly via Tannery Rd, present US-2 (and various Old US-2 routes), Co Rd 432, Co Rd 433, present US-2, Lang Rd, present US-2 again, then north via M-77 to Blaney Park, then due easterly on the section line for three miles via an unbuilt roadway to the Mackinac Co line. 1913 (Aug 15) – The route of T.L. 12 is established in Dickinson Co in three segments: From the Iron Co line for 21 miles easterly on present-day M-69 to Sagola, then southerly on present M-95 through Randville and via Co Rd 607/Bass Lake Rd to the Iron Mountain north city limit. Then for 4.5 miles from the Iron Mountain east city limit through Quinnesec to the Norway west city limit. And, finally, 10 miles from the Norway east city limit to the Menominee Co line. 1913 (Aug 18) – Three days later, T.L. 12 is established in Gogebic Co in two segments: From the Ironwood north city limit easterly 3.0 miles to the Bessemer west city limit, and from the Bessemer east city limit, easterly for 60 miles past Wakefield and through Marenisco and Watersmeet to the Iron Co line. 1913 (Aug 25) – The next week, the 20.6-mile Menominee Co stretch of T.L. 12 is established from the Dickinson Co line southeasterly through Hermansville to T.L. 15 at Spalding, then easterly with T.L. 15 via present-day Old US-2 & 41 to the Delta Co line between Harris and Bark River. 1914 (Jan 3) – The gap in the established route of T.L. 12 between Gladstone and western Schoolcraft Co is filled when a 31-mile segment is added from the Gladstone north city limit northerly and easterly through Rapid River to the Schoolcraft Co line as well as a 5.4-mile section from there northerly and easterly along present-day Old US-2, then via present Co Rd 442 through Cooks to Co Rd 437/Thunder Lake Rd. 1914 (Feb 25) – The remainder of the majority of T.L. 12 is established in three segments in Mackinac and Chippewa Cos. As the route in Mackinac Co is both complex and was completely cancelled and replaced with a new route which largely (but not completely) overlaid it, please consult the Trunk Line 12 Establishment Map for Mackinac Co for help in deciphering the listings below. A 69-mile route is added in western Mackinac Co from the Schoolcraft Co line easterly along a somewhat complex and convoluted route (see map) via Gould City, Engadine, Gilchrist, Garnet, and Rexton, passing Epoufette and Brevort, then through Moran and Allenvile to Rogers Park (later the jct of US-2 & US-31, then M-123 & US-2) at the cnr of Mackinac Trl & Tahquamenon Trl, about 7½ miles north of downtown St Ignace. A 37-mile route from the St Ignace north city limit at Evergreen Shores northerly to Rogers Park (this portion of the established route is a "spur" of T.L. 12), then northeasterly, easterly and northerly through eastern Mackinac Co, including along some yet-to-be-constructed roadways, to Pickford on the Chippewa Co line. (see map) A 22.2-mile stretch of Meridian Rd (present-day M-129) in Chippewa Co from Pickford on the Mackinac Co line northerly to the Sault Ste Marie south city limit at 3 Mile Rd. (Actual distance closer to 21.6 miles.) (State trunkline routes were not established through incorporated cities during this timeframe.)
	1915 (July 15) – As noted above, the entire 106-mile length of T.L. 12 in Mackinac Co is cancelled as a state trunkline route, including the "St Ignace spur," and replaced by a set of new established routes totaling 98 miles. Interestingly, between 75–80% of the two routes are completely conincidental, meaning they differ by only 20–25%, but the State Highway Dept chose to cancel the entire Mackinac Co portion of the route and re-establish it all at once. Also interestingly, the original 1914 establishment consisted of two segments, one running from Schoolcraft Co to Rogers Park and the other from St Ignace north through Rogers Park to the Chippewa Co line, while the replacement 1915 establishment consists of routes from Schoolcraft Co to St Ignace and from Rogers Park to Chippewa Co. Essentially, the "St Ignace spur" of T.L. 12 was initially established as part of the eastern route, while the spur was included in the western route in 1915. (See the Trunk Line 12 Establishment Map.)
	1916 (Apr 13) – A 1.5-mile section of T.L. 12 is established in Sault Ste Marie along present-day M-129/Ashmun St from the south city limit at 3 Mile Rd northerly to T.L. 25 (present-day BS I-75), although the actual distance of this segment is almost exactly 1.0 mile.
	1917 (Dec 19) – An additional mile of T.L. 12 is established in Manistique, running westerly from the east city limit via Elm St, southerly along Maple Ave, westerly on Elk St, across the Siphon Bridge to Weston St.
	1918 (Dec 17) – Almost exactly one year later, two more establishments along T.L. 12 occur in Gogebic Co. First, in Ironwood, from the cnr of Lake St & Cloverland Dr easterly and northeasterly to the north city limit (via present-day US-2). Second, through Bessemer via Lead St (present-day US-2) from the west city limit to the east city limit.
	1919 (Oct 27) – A new route for T.L. 12 is established in western Mackinac Co beginning at Rexton and continuing easterly on Hiawatha Trl for 2½ miles to Caffey Corner, then southerly via Hiawatha Trl for 8 miles back to its former route outside Epoufette (at present-day cnr Hiawatha Trl & Cut River Rd). The former 10-mile long route via Hog Island Rd from Rexton southerly 3½ miles, crossing Davenport Cr on a bridge (no longer extant), then southeasterly in stair-step fashion for 5¼ miles along Sand Lake and Paquin Creek Rds, turning southeasterly via a no-longer extant road to the new route at Hiawatha Trl (at Cut River Rd) is cancelled as a state trunkline route and turned back to county control.
	1919 (Dec 3) – The route of T.L. 12 is officially realigned in eastern Schoolcraft Co to follow an existing roadway, removing it from a roadway that may have never been constructed. From Blaney Park at present-day M-77 (which, interestingly, would itself be established from Blaney Park northerly toward Seney the very next day), then easterly for 3.0 miles along the section line to the Mackinac Co line, which is cancelled as a trunkline route. Simultaneously, a new 3.0-mile route from the present day US-2 & M-77 junction due easterly to the Mackinac Co line (to a connection with the trunkline established along this line in Mackinac Co in 1915) is established as the new route, which happens to follow an existing county road.
	1920 (Jan 16) – The 2.9 miles of State St in St Ignace from the north city limit southerly through downtown to Fitch St (near the present-day cnr of State St & BL I-75/"US-2 West") is established as a state trunkline route as part of the T.L. 12 "spur" from Rogers Park into St Ignace.
	1920 (Mar 16) – Three segments of T.L. 12 just inside two corporate boundaries are established: 1.0 mile in Iron Mountain from the north city limit southerly via Milwaukee Ave to Main St. 1.2 miles also in Iron Mountain from a point between G St and H St, southeasterly and easterly to the east city limit (approximately ½ mile east of Hydraulic Falls Rds). 0.96 mile in Norway, from the west city limit easterly to the Chicago & North Western Ry overpass, approximately 900 ft southeast of the Scenic Dr intersection.
	1920 (Apr 28) – About five weeks later, another 0.54 mile segment of T.L. 12 in Norway is officially established, from the east city limit westerly via 7th Ave to the Chicago & North Western Ry crossing (on 7th Ave, now obliterated in the present-day), just east of Hacey St.
	1920 (May 1–15) – T.L. 12 is signed in the field as M-12 as all state trunkline highways in the Upper Peninsula are scheduled to be signed with route markers during the first half of May.
	1920 (June 25) – The 3.6-mile route of M-12 through the City of Gladstone in Delta Co is officially established as a state trunkline route, beginning at the south city limit and proceeding east-northeasterly via Lake Shore Rd, then northerly five blocks via 10th St, east one block on Wisconsin Ave, northerly again along 9th St before turning westerly and northerly yet again via a now-obliterated roadway (in present-day), then northeasterly along Buckey Ave and N Lake Shore Dr to the north city limit.
	1920 (June 28) – Three days later, the entirety of M-12 through the City of Manistique in Schoolcraft Co is established as a state trunkline route. First, the 1.0-mile long December 1917 establishment between Weston St and the east city limit is cancelled. Then, a new 2.0-mile route starting at the west city limit easterly along Deer St, then southeasterly crossing the Manistique River on the Siphon Bridge, easterly on Elk St, northerly via Maple St, then easterly along Elm St to the east city limit is officially established.
	1920 (July 23) – Two segments of M-12 are established as state trunkline in the City of Escanaba. First, a 2.2-mile stretch from the west city limit at Willow Creek, easterly along 8th Ave S, then jogging north on S 19th St, continuing easterly via 8th Ave S for five blocks, then northerly along S 14th St for eight blocks to Ludington St. Second, a 0.6-mile stretch of Sheridan Rd from the Chicago & North Western Ry crossing (present-day 17th Ave N) northerly to the north city limit.
	1921 (Jan 10) – The Twin Falls Bridge over the Menominee River and its eastern approach roadway northwest of Iron Mountain linking Dickinson Co with Florence Co, Wisocnsin are established as a state trunkline highway route and becomes, assumedly, a short "spur" of the existing M-12 route.
	1921 (Mar 18) – Two more segments of M-12 are established in the City of Iron Mountain, (nearly) completing the establishment of the route through the city. First is the 0.39-mile long segment from Milwaukee Ave easterly via Main St then southwesterly along N Stephenson Ave (present-day US-2/US-141/M-95) from Main St to a point approximately 85 feet north of Fourth St. Second is the 0.94-mile segment from the southern boundary of the Chapin Mine between 3rd St and Kent St, then southerly along S Stephenson Ave (present-day US-2/US-141/M-95) through downtown to a point betweeen G St and H St (where the March 1920 establishment begins).
	1923 (Apr 20)—1924 (May 23) – Three trunkline changes come to the route of M-12 in Ironwood: On April 20, 1923, a 1.3-mile long section of Cloverland Dr in Ironwood from Lake St westerly to Broadway St–Superior St is established as a state trunkline highway. The exisiting 1.3-mile trunkline route along Cloverland Dr established 13 months earlier from Lake St to Broadway St–Superior St is cancelled as a state trunkline route on May 23, 1924. Also on May 23, 1924, a new 0.73-mile trunkline route is established beginning at Cloverland Dr and continuing southerly along Lake St, then westerly via McLeod Ave to approximately Day St. (West of this spot, M-12 is a marked-and-maintained route through downtown Ironwood.)
	1925 (Sept 1) – A 3.0-mile M-12 "spur" route is officially established in Mackinac Co from M-12 at Rockview then southerly along Meridian Rd (present-day M-129) to Swede Rd, three miles north of Cedarville.
	1927 (Mar 21) – A 4.2-mile stretch of M-12 in western Mackinac Co is established along Hiawtha Trl from exisiting US-2 northeasterly to the existing route at Price Rd southwest of Engadine, eliminating two crossings of the Minneapolis, St Paul & Sault Ste Marie Railroad line. The former 4.2-mile route via present-day US-2 from Hiawatha Trl near Gould City due easterly approximately 3.85 miles, then northerly via Price Rd back to Hiawatha Dr west of Engadine is cancelled and turned back to county control.
	1927 (Mar 29) – The 1.7-mile long segment of the route of M-12 in easternmost Delta Co established in January 1914 ran along the Fourth Correction Line (between T.40N. and T.41N.) from OO.25 Rd due easterly to the present-day route of US-2 northeast of Garden Corners—seemingly along a never-constructed rpadway—is cancelled as a trunkline route, although the actual distance of the cancelled segment is closer to 2.1 miles. Simultaneously, a 1.9-mile (actual distance closer to 2.5 miles) highway route is established for M-12 continuing southeasterly from the Fourth Correction Line along OO.25 Rd to Garden Corners, then easterly roughly along the present-day US-2 corridor to the present-day "Old 2" roadway back at the Correction Line is established as the new trunkline route. This "new" route is likely the roadway used by M-12 traffic all along.
	1927 (Mar 30) – In its last five weeks as M-12—the route would be signed as part of the new US-2 in early May—a slew of official changes are made to the highway in Menominee and Mackinac Cos: Several of the changes occur in northern Menominee Co: At the hamlet of Cunard, a 0.8-mile segment of M-12 consisting of a 90° turn is cancelled. A new 0.6-mile sweeping curve is established at Cunard replacing the 90° turn. In the Spalding area, the 1.7-mile portion of M-12 from Spur 41 Rd southeasterly via Quarry (41) Rd, then easterly and southerly along Birch St, easterly on Oak St, and southerly via Cedar St to Ashland St is cancelled. The cancelled route is replaced by a new 1.6-mile long route established beginning at Spur 41 Rd from Quarry (41) Rd south-southeasterly to present-day US-2, then southeasterly via present-day US-2, southeasterly and easterly along Pine Ave, and southeasterly via Ashland St to the cnr of Ashland St, Main St & Co Rd 566 in Spalding. Meanwhile in western and central Mackinac Co: A 4.2-mile stretch of M-12 is established along Hiawtha Trl from exisiting US-2 northeasterly to the existing route at Price Rd southwest of Engadine, eliminating two crossings of the Minneapolis, St Paul & Sault Ste Marie Railroad line. The former 4.2-mile route via present-day US-2 from Hiawatha Trl near Gould City due easterly approximately 3.85 miles, then northerly via Price Rd back to Hiawatha Dr west of Engadine is cancelled and turned back to county control. (This change actually becomes offical the following day on March 31, 1927.) A new 3.3-mile alignment for M-12 is established between Gilchrist and Garnet along Hiawatha Trl from Black River Rd east of Gilchrist northeasterly to Borgstrom Rd, then easterly through Garnet to the existing route at Park Rd. The former 3.6-mile route (acutal distance is closer to 4.1 miles) from Hiawatha Trl northerly via Black River Rd, then easterly along Park Rd past Garnet Lake and back to Hiawatha Trl is cancelled as a trunkline route and turned back to county control. The 9.0-mile stretch of exisitng M-12 from Worth Rd north of Brevoort Lake, then southerly, easterly and southerly again along Black Point Rd, easterly via Charles Moran Rd, then southeasterly through Moran via Tahquemenon Trl, easterly again along Brevort Lake Rd and southerly along Wartella Rd to Tahquamenon Trl is cancelled as a trunkline route. Replacing the above is a new 7.8-mile route established beginning at Black Point Rd then easterly via Worth Rd, southeasterly on Tahquamenon Trl through Moran, through a 90° turn at Castle Rock Rd (roadway obliterated in modern times), then due easterly to the former route at Wartella Rd.
	1927 (May 2) – The fourteen year history of the route of M-12 comes to an end when crews begin replacing its route markers with US-2 signs along most of its length, with the exception of a section in Iron and Dickinson Cos. From the Wisconsin state line at Ironwood easterly through Gogebic Co and most of Iron Co to Crystal Falls, M-12 is supplanted by US-2. From Crystal Falls easterly to M-45 at Sagola in Dickinson Co, however, M-12 is redesignated as M-69 and from Sagola southerly to the Twin Falls Bridge north of Iron Mountain, it becomes a southerly extension of M-45. This is because US-2 is routed into Wisconsin for a short stretch through Florence and Spread Eagle before re-entering Michigan at the Twin Falls Bridge. (Interestingly, the M-69 designation which had run from Covington southerly through Crystal Falls to the Wisconsin state line becomes US-102 north of Crystal Falls and part of US-2 south of Crystal Falls, with the M-69 route markers simply re-used along the former M-12 between Crystal Falls and Sagola.) From the Twin Falls Bridge near Iron Mountain, the M-12 signs again yield to the new US-2 markers for the remainder of the route through Norway, Escanaba, Gladstone, Manistique, Engadine, Rexton, Moran, and Pickford, to its eastern terminus at the international ferry dock in downtown Sault Ste Marie. The M-12 designation has not been re-used in Michigan to date, likely to avoid any confusion with US-12.
Controlled Access:	No portion of former M-12 upon decommissioning existed as freeway or expressway, existing largely before modern-day control of access principles are practiced.
Photographs:
Weblinks:	US-2 Route Listing M-69 Route Listing M-45 Route Listing (the portion of M-12 which was redesignated as M-45 was itself redesignated as M-95 in 1932.) Historic M-12 Bridges from Nathan Holth's HistoricBridges.org site: Ramsay Bridge – "This is the longest striaght chord concrete through girder in Michigan, and is also especially impressive to view." Genesee Street Bridge – "This is an unaltered and fairly early example of a concrete arch bridge in Michigan, and it is a remnant of the former US-2 alignment." (Constructed while part of T.L. 12 route in 1917.) M-69 Paint River Bridge: Superior Avenue Bridge – "This bridge is a good example of a compromise preservation solution." (Original span constructed while part of M-12 route in 1924.) Twin Falls Bridge – "This impressive state border bridge is the only pin-connected highway camelback truss in Michigan and one of only two in Wisconsin." (Span on the T.L. 12 and M-12 "spur" route.) Old US-41 Big Cedar River Bridge – "This attractive riveted pony truss is fairly unusual among surviving metal truss bridges in Michigan." (Constructed in 1918 on T.L. 12 & 15.) Bay Shore Road Bridge – "This is the remains of a mostly collapsed bridge that was once one of the longest t-beam bridges in Michigan." This bridge no longer exists. (Built in 1911 even prior to the existence of T.L. 12 & 15.) Old US-2 Little Fishdam River Bridge – "This is one of the smallest through girder bridges known to remain in Michigan." (Constructed in 1920 on M-12.) Siphon Bridge – "With a roadway that once was lower than the water it crosses, this bridge is an unusual structure that crosses an equally unusual waterway." (Built in 1919 on T.L. 12.) Carl Worth Road Bridge – "This is the only example of a concrete girder bridge in Mackinac County." Bridge no longer exists. (Constructed in 1922 on M-12.) Mackinac Trail Bridge – "This attractive arch bridge has several unusual details." (Built in 1920 on M-12.) Rutledge Road Bridge – "A beautiful, yet unusual, former trunkline bridge with historic integrity." (This bridge, which was built in 1914, later moved and then demolished in 2006, may have originally existed on T.L. 12 south of Pickford.)

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