Michigan Highways: Route Listings: M-26

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Former US-27

Southern Terminus:	US-45 two miles east of Rockland
Northern Terminus:	US-41 in downtown Copper Harbor (cnr Sixth St & Gratiot St)
Length:	96.357 miles
Map:	Route Map of M-26 M-26 at South Range: 2006 and M-26 at South Range: 2005 The Ontonagon Reversal (1971–73) animated map
Notes:	M-26 is, for much of its length, a main through highway running along the "spine" of the Keweenaw Peninsula, branching off from US-45 near Rockland in eastern Ontonagon Co and running northeasterly through many former mining locations into Houghton Co. At Houghton, M-26 meets US-41 for the first time and joints with it to cross the iconic Houghton-Hancock Lift Bridge spanning the Keweenaw Waterway which technically makes the northern portion of the peninsula into an island. On the north side of the bridge, M-26 splits from US-41 to run along the Waterway and then up along Torch Lake through the former mining communities of Dollar Bay, Hubbell and Lake Linden, where the highway then turns northwesterly into the Laurium and Calumet area, a major center of the copper mining activity in the region. At Calumet, M-26 meets US-41 for the second time and the two routes join back together to run northeasterly through many more small former mining locations into Keweenaw Co. After running through Mohawk, M-26 splits from US-41 yet again at Phoenix, where it heads down to the Lake Superior shoreline at Eagle River, becoming more of a secondary scenic route, then turns to run along the shoreline past Great Sand Bay and into Eagle Harbor, continuing east past Agate Harbor and finally into Copper Harbor, the northernmost community in Michigan, where it meets US-41 for a final time and terminates.
	Prior to 1933, M-26 was one of several highways which ran completely across the U.P. in a cross-ways (north-to-south) fashion, beginning at the Wisconsin state line at a connection with (then-) STH-26, continuing northerly onto the Keweenaw Peninsula. When US-45 was extended northerly from Chicago through Wisconsin to end at Ontonagon in 1934, M-26 was removed from the portion of the route which was renumbered as part of US-45.
	Even earlier than its days as a state highway, the general route of what became M-26 in the 20th Century was a federal military road in the previous century. Much as M-26 did later, the military road entered from Wisconsin, headed northerly, then northeasterly, through the Keweenaw Peninsula, terminating at Fort Wilkins near Copper Harbor—ironically, today's northern terminus for M-26. The military road was used in troop movements to and from the fort, which itself was erected to maintain order during the copper boom of the 1840s. The route remained a heavily-travelled one, and when Michigan set up their state highway system, that route became M-26. Even today, some stretches of the original military road survive as gravel roads or "two-tracks."
	M-26 is the northernmost state trunkline highway in Michigan at Dans Point in Keweenaw Co approximately one mile west of Hebard Park, 4¼ miles west of downtown Copper Harbor and 9¾ miles east of Eagle Harbor. The highway comes within 90 feet of the same northernmost line about ½ mile east of Hebard Park as well. Northernmost Point: 47° 28' 47.154" N, 87° 58' 29.321" W. (The northern terminus of M-26 at US-41 in Copper Harbor is approximately 4,000 feet south of the northernmost line, which is the northernmost state highway junction int he state.)
	In "State Trunkline Needs, 1960–1980," a set of maps prepared by the State Highway Dept's Office of Planning, Programming Division in 1960 showing possible additions, upgrades and improvements to the state trunkline system over the ensuing twenty years, MSHD staff recommended some realignments and upgrades to the route of M-26 during that timeframe. They included: Constructing a short realignment from the Houghton/Ontonagon Co line and continuing for one mile to the west where the existing route of M-26 skirts around the north side of some significant relief, with the old route being either turned back to local control or completely abandoned altogether. A significant amount of cut-and-fill would have been required for this proposed realignment, which may have been why this proposal was never acted upon. Constructing another new alignment for M-26 beginning at the northern limit of the Village of South Range and continuing northeasterly on a direct route, not following any existing or historic roadway to a junction with a proposed new alignment US-41 bypass of Houghton approximately at the location of the present-day Houghton Elementary School south of the intersection of Military Rd & Jacker Ave. M-26 and US-41 were then proposed to continue together northerly via Military Rd and then Bridge St back to the existing route at the foot of the newly completed Houghton-Hancock Lift Bridge. The former route of M-26 between South Range and Houghton was to have been turned back to local control. While not implemented on the grand scale, a rather major realignment on the west side of Houghton was completed in 1979–80, while a bypass of the community of Atlantic Mine was completed almost a decade later. Converting the existing alignment of M-26 between Lake Linden and the southern limits of Laurium to a divided highway. Interestingly, on the 1960 planning maps, this was the only segment of divided state trunkline highway proposed in the entire Keweenaw Peninsula! The copper mining industry was still producing in the Keweenaw at the time—it would be another eight years until the Calumet & Hecla strike would shut down the majority of the remaining copper mining operations in the region—so traffic on this portion of M-26 may have been anticipated to increase in conjunction with continued mining activity. This proposal never saw the light of day, however. Constructing a pair of new alignments in Keweenaw Co: Beginning at US-41 just east of the fourth junction with M-26 at Phoenix (at the intersection of US-41 & Phoenix Farm Rd) and continuing roughly parallel to and just east of the existing route of M-26 back to the existing route in Eagle River. It is unclear from the maps whether this new alignment was to have been on the east or west side of the river itself, but the former route was to have been turned back to local control. It was never implemented. Beginning where the existing M-26 route curves inland away from Lake Superior 2.1 miles west of downtown Copper Harbor and continuing east-southeasterly directly into downtown Copper Harbor. The former route was to have been turned back to local control. It, too, was never implemented.
History:	1913 (Aug 15) – The 27.2-mile stretch of Trunk Line 26 (T.L. 26) in Houghton Co from the Ontonagon Co line northeasterly through Twin Lakes, Donken, Painesdale, Trimountain, South Range and Atlantic Mine to Waterworks Rd near the village limit of Houghton is officially established as a state trunkline route. The established trunkline route generally follows the route of modern-day M-26, except between Donken and Painesdale where it utilizes the Old Military Road route closer to Elevenmile, Twelvemile, and Thirteenmile Lakes.
	1914 (Mar 6) – A 27.4-mile long, vaguely "U"-shaped route consisting of portions of two different trunklines is established in Ontonagon Co along the Ontonagon–Rockland Rd running northwest-southeast between those communities, then generally via the 1865 Old Military Road from Rockland northeasterly through Mass City and Lake (Mine) to the Houghton Co line near Winona. Oddly, the western 40% of the route is earmarked as part of T.L. 68 (Trunk Line 68) while the remaining 60% northeasterly from Rockland is part of T.L. 26 (Trunk Line 26). Generally, initial trunkline route establishments consist of just one route, not major portions of two different routes.
	1916 (May 18) – A 28.6-mile segment of T.L. 26 is established in southeastern Ontonagon Co beginning at the Gogebic Co line about five miles south of Paulding, northerly generally following the 1865 Old Military Road route through Bruce's Crossing (modern day Bruce Crossing) and across the East Branch of the Ontonagon River to the established route for T.L. 68 & 26 from 1914 on the southern edge of Rockford. While the established route largely follows the Old Military Road, the northernmost 1.4-mile portion south of Rockland does not seem to follow any established roadway, which would need to climb up and over the steep South Bluff running east-west south of the community.
	1916 (Oct 6) – Much of the remainder of TL. 26 in Houghton Co not yet established is officially brought into the trunkline system between Hancock and Red Jacket (now Calumet) in two segments: From the Franklin/Osceola Twp line on the west end of Dollar Bay (approximately 250 feet west of Sixth St) northeasterly through Hubbell to the south Lake Linden village limit on present-day N Ave immediately south of 1st St (Lake Linden St). From cnr Calumet & 10th Sts on the north side of Lake Linden through Florida (Location) to the south Laurium village limit.
	1920 (May 1–15) – T.L. 26 is signed in the field as M-26 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 3–9) – Three segments of the newly-signed M-26 in northern Houghton Co are officially established as a state trunkline route: The 3.11-mile stretch from the northern end of the Portage Canal Swing Bridge (across the Keweenaw Waterway) on the eastern limit of Hancock, then easterly along the northern shore of the Waterway through Ripley to the Franklin/Osceola Twp line just west of Sixth St on the edge of Dollar Bay. A short 0.1-mile (1½ mile) portion of Lake Linden Ave from Allouez St on the south Laurium village limit northerly to S Florida St. The northernmost 0.25 mile segment along Depot St from Calumet St/Boundary St on the west Laurium village limit northwesterly for five blocks to M-15/Calumet Ave (present-day US-41) between Laurium and Red Jacket (now Calumet).
	1920 (June 10) – The 13.9-mile portion of M-26 across eastern Gogebic Co is established in two segments. The first, is a 9.0-mile stretch from the Wisconsin state line, where it connects with Wisconsin's STH-26 (and, hence the designation of the route on the Michigan side of the border), then northerly to M-12/First St (later US-2) in Watersmeet. The second is a 4.5-mile stretch from M-12 (later US-2, present-day Old US-2 East) on the north end of Watersmeet, northerly passing Bass Lake to the east and passing through the hamlet of Boniface to the Ontonagon Co line where it connects to an existing, established section. The 0.41-mile segment in between M-12 junctions is concurrently designated along M-12 through Watersmeet.
	1921 (Apr 6) – The 0.88-mile stretch of M-26 from Waterworks Rd at Houghton, then northerly along Park Ave, northeasterly via Park Drive to Canal Rd, then east-northeasterly via Shelden Ave (to be renamed Memorial Rd later in the year) to Bridge St (jct M-15) on the west edge of downtown Houghton is officially established as a state trunkline. This stretch has been signed as part of M-26 for the past year, just under municipal jurisdiction.
	1921 (Jul 1–Oct 31–Nov 11) – As with similar "memory lane"-type memorials to fallen World War I soldiers, the local American Legion Post in Houghton decides on July 1 to plant sixteen elm trees alongside M-26/Shelden Ave starting at Bridge St on the west end of downtown westerly. The one-year-old trees are planted later in the summer forty feet apart on the north side of the street, four foot off the curb line and each tree features a six foot concrete flowerbox planter and a bronze plaque with each fallen soldier's name and date of death. On October 31, the Houghton Village Council passes a resolution recognizing the honor and renames W Shelden Ave to Memorial Rd, which becomes official at 11:00 am on November 11 during public ceremonies dedicating the memoral trees. (Unfortunately, some of the memorial elms did not survive the arrival of Dutch Elm disease in the mid-1960s, while the remainder seccumbed to a road widening project where two additonal lanes are added to M-26 along Memorial Dr in Houghton in 1979.
	1921 (Aug 18) – Act 181 of the Public Acts of 1921 is passed and becomes effective, adding the Portage Canal Swing Bridge (built 1898, rebuilt 1905) spanning the Portage Lake Waterway, connecting Houghton and Hancock, to the state trunkline highway system, although it has been considered as part of M-15 and M-26 since route markers were first posted in the field. The verbiage from the statute states: Sec. 1. The bridge across Portage lake extending from Dakotah street in the village of Houghton to Front street in the city of Hancock, Houghton county, is declared a part of the state trunk line highway system, and the improvement, repair and maintenance thereof shall be under the supervision and control of the state highway commissioner. The county of Houghton is hereby relieved of all duties, powers and obligations with respect to the future repair, maintenance and improvement of said bridge.
	1922 (Apr 18) – The 0.71-mile portion of M-26 through Lake Linden in northeast Houghton Co is officially established as a trunkline route from the south village limit northerly along N Avenue, easterly on 1st St (Lake Linden St), then northerly again through the downtown area along Calumet St to 10th St where the route turns westerly toward Laurium.
	1924 (Sept 17) – The northernmost 1.4 miles of the segment of M-26 established as a trunkline in May 1916 is cancelled as a state trunkline route, having never been constructed on the originally-proposed alignment, as it would cross directly over the steep South Bluff just south of Rockland. Instead, a new 1.4-mile stretch is established beginning at a point about a mile north of the East Branch of the Ontonagon River bridge and heading northeasterly to meet the existing trunkline route about 1½ miles east of Rockland. The 1½ miles of trunkline route west of the new M-26 & M-68 jct toward Rockland becomes an extension of M-68.
	1927 (May) – M-26 is extended from its northern terminus between Laurium and Red Jacket (to be renamed Calumet in two years' time) to run northerly with M-15 (in the process of being re-designated as US-41) to Mohawk in southern Keweenaw Co, then replacing the M-83 designation along Mohawk-Gay Rd southeasterly for 11.1 miles to the shoreline community of Gay. This marks the end of the second iteration of M-83, which is quickly reused on a trunkline route in the Thumb region. This extends the length of M-26 by approximately 17½ miles, now running for a total of approximately 120 miles from the Wisconsin state line at Land O' Lakes south of Watersmeet to Gay. The exact date of this transition from M-83 to M-26 isn't exactly clear, although M-83 between Mohawk and Gay is referred to in a construction report from early May, indicating the switch is likely one of the many around the state occurring due to the debut of the U.S. Highway System in Michigan.
	1928 (Mar 23) – In a case of opposites, a new seven-mile realignment of M-26 in central Houghton Co between Donken and Painesdale replaces a shorter, six-mile long section, although the new route now runs through two additional communities and stays closer to the Copper Range Railroad. The 6.0-mile former route along the historic Old Military Road is cancelled as a trunkline route is eventually abandoned as a public roadway. (This stretch still exists today, but as an unmaintained two-track road through the forest.) The new 7.0-mile route now runs just east of the railroad stop of Stonington and directly through the community of Toivola.
	1929 (Oct) – Work on a mile-long relocation of M-26 just west of Lake Linden in northern Houghton Co is completed and opened to traffic, along a less-steep grade as the highway leaves the Trap Rock Valley and ascends the southern end of St Louis Hill toward Laurium. The shorter 0.84-mile long former route, much of which is modern-day Henwood North Rd, is turned back to county control, athough official State Highway Dept records have yet to be located with the date and exact length of the cancellation—and the corresponding establishment of the new route. The northernmost 1,000 feet of the former route, the portion closest to Houghton-Douglass Falls, is eventually abandoned as a public roadway.
	1931 (May 19) – Act 131 of 1931—the Dykstra Act—is passed allowing the State Highway Dept to take over control of state highways running into and through incorporated cities and villages, thereby officially incorporating them as state trunkline highways. The only segment of formerly municipally-controlled street assumed into the system as part of M-26 is the final segment of heretofore "un-established" portion of the route through Laurium in northern Houghton Co. Beginning at S Florida St on the south side of Laurium, the newly-established 0.7-mile section continues northwesterly along Lake Linden Ave for five blocks, then north-northeasterly via Hecla St through the downtown district for two long blocks, then west-northwesterly on Third St for two more blocks to Calumet St/Boundary St on the west Laurium village limit.
	1932–33 – The Keweenaw Co Road Commission restores, rebuilds and upgrades the 14-mile roadway known as the "Old Military Road" or "Lower Military Road," a route established in the 1840s during the construction of Fort Wilkins, between Eagle Harbor and Copper Harbor. During 1932, the 4½ mile segment from Eagle River easterly to 1½ miles west of Agate Harbor is completed with the remainder from there easterly to Copper Harbor completed in 1933. The old military road had fallen into disrepair after completion of the US-41 route inland, being primarily used by cottagers along Lake Superior. The Road Commission is widening the roadway to a 24-foot with with full shoulders and will someday factor into the extension of M-26 in the area, but will first bear a different route designation for short period of time.
	1933 (May 24, July 12) – The highway committee of the State Administrative Board approves the cancellation of the 11.1-mile Mohawk-to-Gay segment of M-26 in southern Keweenaw Co as well as the addition of the 13.8-mile stretch of shoreline roadway between Eagle Harbor and Copper Harbor along the Lake Superior shoreline on May 24. Initially, however, it appears these two actions are directly connected, other than occurring in the same county, albeit on opposite ends of Snippet from May 1, 1934 Official Michigan Highway Map showing M-129 and M-206 in Keweenaw County. This map presentation ©2026 Christopher J. Bessert. All Rights Reserved. (Click/tap on map for larger version.) the county. However, the road the Keweenaw Co Road Commission has been constructing for the past year is established as a state trunkline on July 12, beginning at the northern end of the M-129 spur route into Eagle River, and becomes an easterly extension of M-129 into Copper Harbor. Formerly a five-mile long spur, M-129 is now an 18.8-mile long loop beginning at US-41 west of Central and terminating at US-41 in downtown Copper Harbor, its length nearly quadruplied. (See M-129 1935 map.) But a direct connection between this action and the route of M-26 would occur within two years. Construction on the middle portion of M-129 would not be completed for another year, however. In the meantime, the 11.1-mile M-26 spur route from Mohawk to Gay is officially cancelled, also on July 12, and tured back to county control. The concurrent M-26 along US-41 between Mohawk in Keweenaw Co and the Calumet area in northern Houghton Co is then removed and the M-26 designation is scaled back to end at its 1916–27 northern terminus at US-41 between Calumet and Laurium. The overall length of M-26 is consequently shortened by 17½ miles.
	1933 (Dec) – A half-mile relocation of M-26 in eastern Ontonagon Co is completed and opened to traffic beginning at a point approximately ⅔ mile northeast of the M-26 & M-35 jct near Lake Mine, then northeasterly across an unnamed tributary of the West Branch of the Firesteel River, crossed with a new concrete culvert. Thhe former route is abandoned as a public roadway (but remains in use as a private access roadway, in part). The project cost $17,400 in total, whith $15,000 of that coming from a federal highway grant.
	1934 (Oct 13) – The final 3½ mile section of the M-129 lakeshore drive in Keweenaw Co connecting Eagle Harbor and Copper Harbor along the Lake Superior shoreline is completed and opened to traffic, running from the Silver River easterly to the Hebard Park area at Dans Point. Upon its completion, State Highway Commissioner Murray D. Van Wagoner states, "The new highway should answer a long-felt need in the Keweenaw Peninsula. It opens up the country to extensive tourist travel. It is an alternate to route to US-41 from Copper Harbor west and south." While all indications point to the entire Eagle Harbor–Copper Harbor route being signed as M-129, it would become part of a northerly extension of M-26 within a year.
	1934 (Nov 1) – The American Association of State Highway Officals (AASHO, today's AASHTO) approves a northerly extension of US-45 from its existing terminus at Des Plaines, Illinois through Wisconsin to the Michigan state line at Land O' Lakes, where it will replace the M-26 designation northerly through Watersmeet and Bruce Crossing, then replaces the portion of M-35 through Rockland to a new northern terminus in downtown Ontonagon. This would make US-45 run from the Gulf of Mexico all the way to the shores of Lake Superior. M-26 remains, however, on its existing route through the winter until the new route markers are fabricated and installed.
	1935 (Summer) – M-26 is officially shortened by more than 40 miles when the new US-45 route markers are installed by highway crews along the portion between the Wisconsin state line at Land O' Lakes northerly through Watersmeet and Bruce Crossing to the southern jct of M-26 & M-35 southeast of Rockland, which is now the southern terminus of M-26 and western terminus of M-35. (M-26 and M-35 remain co-signed between US-45 and Lake Mine east of Greenland.) From this point, US-45 takes over the route of M-35 into Ontonagon. With the truncation of M-26, the route is now just approximately 60 miles long.
	1935 (September) – By September, the State Highway Dept has made the decision to extend the M-26 route designation northerly from the Calumet-Laurium area once again, this time concurrently with US-41 for 16½ mile through Kearsarge, Allouez, Mohawk and Phoenix to a point just over a mile west of Central. From there, M-26 now replaces the M-129 designation along the Eagle Harbor Cut-Off into Eagle Harbor, then easterly along the new lakeshore drive, completed in stages between 1932 and 1934 and given a final course of gravel surfacing during the 1935 construction season, to US-41 in downtown Copper Harbor. Overall, M-26 is extended by nearly 36 miles to its new northern terminus at Copper Harbor with the route now measuring approximately 96 miles in length. (The short M-206 leading from M-26 through Eagle Harbor is retained. The M-206 designation is a pure conincidence and not related to the new M-26 routing, as it was designated prior to the arrival of M-26 in the area.)
	1936 (Feb 20) – The 0.473-mile long relocation of M-26 just northeast of Lake Mine in eastern Ontonagon Co completed and opened to traffic in late 1933 is finally established as a trunkline route, while the former 0.7-mile long route is officially cancelled, although it hasn't been in use for well over two years. Why it takes so long to establish the new alignment and cancel the old route is unclear.
	1937 (Dec 29) – Nine years after being realigned through the Stonington and Toivola in Houghton Co's Adams and Elm River Twps, a 1.5-mile stretch of the route north of Stonington (about 1.4 miles southwest of Toivola) northeasterly to Toivola is cancelled as a state trunkline route and turned back to county control (much of which remains as Old M-26 to the present day). Replacing it is a new 1.4-mile alignment established between the same points, but five sharper turns with one, long sweeping curve.
	1939 (July 13) – Two M-26 realignments in western Houghton Co improve the alignment of the route. They are: Donken: A 0.9-mile long realignment of M-26 at Donken is officially established as a state trunkline route with the former 1.0-mile former route along Low Rd cancelled as a trunkline and turned back to local control. The new stretch of highway runs from approximately 0.45 miles south of Donken Rd northeasterly to approximately 0.45 miles north of it. Perrault Lake–Painesdale Area: A 2.5-mile stretch of M-26 from Perrault Lake Rd (3 miles northeast of Toivola) easterly to a point about 0.4 mile southwest of Painesdale is cancelled as a state trunkline route, replaced by a 2.4-mile route along its present-day alignment. Three segments of the former route measuring 0.75, 0.85, and 0.35 mile repsectively, are abandoned as public roadways, but remain to this day as two-track roadways looping of the existing highway, while the remainder of the former route is subsumed under the improved route.
	Late 1938/Early 1939 – While not part of the route of M-26 at this point, a tangential trunkline route change occurs in Keweenaw Co. The entirety of the M-6 spur trunkline route from US-41/M-26 at Phoenix to downtown Eagle River is redesignated as M-111.
	1940 (July 15, Sept 9, Nov 12) – With the Keweenaw Co Road Commission having improved a route between Eagle River and Eagle Harbor through the sand dunes along Great Sand Bay and Cat Harbor, a push is made to have it incorporated into the shoreline route of M-26. On the July 15 edition of the 1940 Michigan Official Highway Map, M-26 is shown continuing westerly from Eagle Harbor via the Sand Dunes Dr into Eagle River, then replacing the M-111 designation from there back to its previous route along US-41 at Phoenix, although no official jurisdictional changes in the highway system have been made. If, indeed, M-26 is signed on the Phoenix–Eagle River–Eagle Harbor route, it would be as a "marked-and-maintained" highway. Then on September 9, the highway committee of the State Administrative Board approves the changes, with official establishment of Sand Dunes Dr between Eagle River and Eagle Harbor following on November 12. At the same time, the 5.0-mile long Eagle Harbor Cut-Off between US-41 and Eagle Harbor is cancelled as a state trunkline route and turned back to county control. The official route of M-26 now departs US-41 at Phoenix to follow the former M-111 (and, prior to that M-6) into Eagle River, then turns and follows the Lake Superior shoreline for 7.7 miles to M-206 in Eagle Harbor. There, M-26 turns south for approximately ¼ mile (four blocks) along Front St, replacing the M-206 designation, back to the previous alignment on the south side of Eagle Harbor. (It is assumed the remaining 0.15 mile of M-206 leading to the Eagle Harbor Lighthouse is also cancelled at this point and turned back to county control.) This change extends the overall length of M-26 by just over two miles.
	Snippet from May 1, 1945 Official Michigan Highway Map showing the temporary "three-legged" M-26 route in Keweenaw County while the Sand Dunes Dr between Eagle River and Eagle Harbor was washed out. This map presentation ©2026 Christopher J. Bessert. All Rights Reserved. 1943–1947 (Sept 23) – When the Keweenaw Co Road Commission constructs the Sand Dunes Dr route between Eagle River and Eagle Harbor in the late 1930s, much of it is atop the small bluff back from the Lake Superior shoreline or even slightly farther inland. However, the one-mile segment along the eastern shore of Great Sand Bay east of Jacob's Falls (from about 3½ to 4½ miles east of Eagle River) is built down the bluff along the shoreline itself, much closer to the waterline, making it more susceptible to natural forces. Indeed, in 1943, a flash flooding event washes away the portion of highway built much closer to the shoreline, effectively cutting off the Sand Dunes Dr route to all vehicular traffic. Being that this happens during World War II with its wartime materials restrictions and manpower shortages, the State Highway Dept simply closes M-26 between Eagle River and Eagle Harbor to all but local traffic and re-designates the Eagle Harbor Cut-Off as part of M-26 once again (as it had been from 1935 to 1940) as a temporary "marked-and-maintained" route, while also still showing the Phoenix-to-Eagle River segment on official maps as part of the route as well. This renders M-26, at least temporarily, as a three-legged route with through traffic following US-41 from Mohawk through Phoenix to the Eagle Harbor Cut-Off, then on to Eagle Harbor and toward Copper Harbor, with a signed M-26 "spur" route into Eagle River (much as M-6 and M-111 were from 1927 to 1940). Once the war is over, survey work on a relocation of the Sand Dunes Dr in the affected area begins in mid-October 1945 with construction starting the following year. Work on the 1.282-mile long relocation, including an 18-foot gravel surface, is completed and the new section of M-26 is opened to traffic on September 23, 1947, restoring M-26 mainline traffic its 1940–43 route from Phoenix through Eagle River and Eagle Harbor to Copper Harbor. County maintenance resumes on the formerly "marked-and-maintained" route for M-26 along the Eagle Harbor Cut-Off.
	1949 (Nov 10) – On the northeast fringe of Calumet and Laurium in northern Houghton Co, a new 0.378-mile alignment for US-41/M-26 is established from the present-day jct of US-41/M-26 & M-203 northeasterly, merging back into the existing route at Larch St. The former route running easterly one block along Pine St, then northeast for two blocks via Rockland St to Larch St is cancelled as a trunkline route and turned back to county control.
	1951 (Sept 15, Nov 30) – A project to both realign M-26 in northeast Ontonagon Co to modernize the route and remove several curves as well as provide two new modern bridges spanning the West and East Branches of the Firesteel River is completed by September 15 and opened to traffic. The new alignment begins at the northern end of the 1933 relocation (see above) about 1.2 miles northeast of the M-35 jct (present-day east jct of M-38) at Lake Mine and continues northeasterly for just over 1¼ miles to a point 0.4 mile east of the East Branch Firesteel River. Then 2½ months later on November 30, the 1.258-mile relocation is officially established as a state trunkline route, while the 1.4-mile former route, much of which is either abandoned, obliterated or becomes a private roadway, is cancelled as a state trunkline route. (The two new bridges spanning the branches of the Firesteel River would serve M-26 traffic for 68 years from this point.)
	1956 (May 4) – A new 1.356-mile long alignment for M-26 is officially established as a state trunkline in western Houghton Co beginning approximately ⅓ mile east of the Copper Range Railroad crossing southwest of Winona and proceeding easterly then northeaterly, running to the east of Winona Lake, to a point about ¼ mile east of Pike Lake Rd just east of Winona. Much of the 1.4-mile former route running west of Winona Lake abandoned as a public roadway, although it remains as an uncertified, local access roadway (to this day), while the remainder of the old route is obliterated and subsumed under or immediately adjacent to the new highway alignment.
	1956 (Sept–Oct) – During a project to upgrade and pave the six-mile section of M-26/M-35 between the 'Rockland-Y" at the US-45 jct southeast of Rockland and the "Greenland-Y," the present-day western jct of M-26 & M-38 east of Greenland, several of the curves along the route are slightly realigned to "flatten" them and make the highway safer for motorists. Most notably, the realignments flatten the curves from about 950 feet to 3,100 feet east of the present-day US-45 jct and Turner Ave in Mass City northerly for about ¾ mile, including the crossing of the Copper Range Railroad spur leading to the Adventure copper mine. Overall, the minor realignments result in the route of M-26/M-35 becoming about 125 feet shorter in the area. The project is completed with a gravel surface in September, with a contract let to pave the roadway for completion in October. Upon completion of the project, the last segment of gravel-surfaced M-26 and M-35 is paved and both routes are now hard-surfaced throughout.
	1959 (Nov 3) – A new route for US-45 leading southerly away from M-26/M-35 in central Ontonagon Co through the Military Hills area and over the East Branch Ontonagon River via a newly-constructed bridge is completed and opened to traffic. Since the new alignment for US-45 intersects M-26/M-35 approximately 0.3 mile east of the existing junction at the "Rockland-Y" (wye), the southernmost 0.3 mile stretch of M-26 (and the westernmost 0.3 mile of M-35) is replaced by the US-45 designation. This moves the southern terminus of M-26 and western terminus of M-35 east by 0.3 mile, shortening both routes by that same amount.
	1959 (Dec 20, 8:00am) – The Houghton-Hancock Lift Bridge (officially the Portage Lake Lift Bridge) is completed and opens to traffic, replacing the old swing bridge completed in 1895 (and rebuilt in 1906 after an accident with a boat), which is then removed. The following taken from "Historic Highway Bridges of Michigan" by Charles K Hyde (1993, Wayne State University Press, ISBN 978-0814324486): The state of Michigan completed the present bridge in 1959 at a cost of $13 million... The Houghton-Hancock Bridge is a double-deck structure, with a four-lane roadway on the upper deck and railroad tracks on the lower deck. The bridge has a total lengh of 1,310 feet, with a lift span 268 feet long, supported by twin steel towers 180 feet tall. When trains use the bridge [which hasn't happened for many years—ed.], it remains in its lowest position, and highway traffic uses the automobile level. When the railroads are not using the bridge, the operator leaves the structure in an intermediate position, with vehicular traffic using the railroad deck, allowing small boats to pass underneath. For the passage of large ships, the main span can be raised to provide clearance of 104 feet. Portage Lake is part of the Keweenaw Waterway, which bisects the Keweenaw Peninsula and offers Great Lakes vessels a sheltered passage from storms, especially the gales of November.
	1961 (July 18, Aug 30) – Although it has been open to traffic since December 1959, on July 18, several changes in trunkline routings relating to the completion and opening of the Portage Lake Lift Bridge linking Houghton and Hancock in the Keweenaw peninsula occur: The new bridge itself as well as its approaches from Selden Ave in Houghton to Front St in Hancock, measuring 0.280 mile, is officially established as a trunkline route. The old Houghton-Hancock Swing Bridge, closed in 1959 and then dismantled, is officially cancelled as a state trunkline route, subtracting 0.3 mile from the highway system. The one-lane, eastbound only "bypass roadway" for traffic along Front St coming from sbd US-41 in downtown Hancock heading for M-26 nbd toward Lake Linden which passes underneath the new bridge is also officially established, coming in at 0.259 mile. Additionally, in conjunction with the new bridge opening, state highway traffic patterns in downtown Houghton are modified by converting existing US-41 through the central business district to one-way traffic westbound (for nbd US-41), while the 0.696-mile stretch of Montezuma Ave from M-26/Memorial Rd west of downtown, easterly to Franklin St is converted to eastbound-only movement and is established as a state trunkline route on July 18 for nbd M-26 traffic (from Third St to the new bridge approach) and sbd US-41 traffic (from Second St easterly). Actual construction work to convert Montezuma Ave for nbd M-26 and sbd US-41 traffic as well as the so-called "Yooper Loop" itself, which is the complex intersection on the south end of the bridge for distributing US-41 and M-26 traffic between the two routes, is completed and opened to traffic by August 30. Existing M-26 from Third St easterly to the new bridge approach is realigned for the Yooper Loop and turned into a one-way route for sbd M-26 traffic.
	1967 (Mar 30) – The State Highway Dept holds a hearing at Lake Linden-Hubbell High School to entertain public comment on a proposed three-mile-long, $800,000 project to modernize M-26 between Lake Linden and Laurium. Highway officials plan to convert the route between the two communities into a four-lane divided highway with some relocation where needed, likely in support of the (admittedly waning) copper mining industry. A major Calumet & Hecla mining operation is located in the Calumet area, while Lake Linden is home to a major C&H copper smelter and stamping mill operation, although all copper mining, smelting and related works would be shut down over the next two years, drastically cutting the amount of industrial (and other) traffic between the two communities. The route is, however, eventually modernized and widened with addition of an uphill truck-climbing lane and a new railroad overpass carrying the Calumet & Hecla Railroad (Trap Rock Valley Railroad) over the highway is constructed in 1969. (Interestingly, this railroad line would be abandoned and removed almost exactly two years after the new overpass is completed!)
	1967 (Oct 27) – A 0.174-mile long realignment of M-26 on the southern edge of Lake Linden in northern Houghton Co is officially established, removing two nearly-90° turns in the route as it enters the village form the south. The new alignment departs the existing route directly in front of the Houghton Co Historical Museum (between W 33rd and W 34th Sts), swings to the east then back to the north to plug directly into Calumet St, Lake Linden's main street, at 1st St (Lake Linden St). The 0.188-mile former route along N Avenue from W 34th St to 1st St (Lake Linden St) and 1st St (Lake Linden St) from N Avenue to Calumet St is turned back to local control. The new route eliminates the hard turns from N Ave onto 1st St and from 1st St onto Calumet St. (Later, the connection from N Ave to M-26 would be severed and you can now only access W 34th St from N Ave at this location.)
	1969 (Jan) – As part of a program by the Dept of State Highways to "eliminate all extraneous markings on state highways," the M-35 route west of Baraga is redesignated as M-38. The formerly concurrent US-41/M-28/M-35 from Negaunee to US-141 near Covington becomes just US-41/M-28, while what had been US-41/M-35 from there to Baraga retains just the US-41 designation. M-35 now terminates at US-41/M-28 between Negaunee and Marquette. Additionally, the portion of M-26 which had been concurrently designated with M-35 from US-45 near Rockland northeasterly through Mass City to the Lake Mine area becomes just M-26, with M-38 terminating at the M-26 jct at Lake Mine (about 2½ miles east of Greenland).
	1969 (Sept 29) – The Dept of State Highways purchases a 22.8 acre tract of land surrounding Cat Harbor in Keweenaw Co between Eagle River and Eagle Harbor with the intention to construct a new, more inland route for M-26, running approximately 150–200 feet farther inlsand from the existing highway. However, the relocation has never been constructed and while modern-day MDOT right-of-way maps still show the state owning the land in questions, Keweenaw Co parcel ownership records indicate a large portion of it is now owned by the Michigan Nature Association as part of the Cy Clark Memorial Sanctuary. This likely indicates the proposed "Cat Harbor bypass" will remain unbuilt.
	1971 (June 22) – At its regular meeting at the Edwater Hotel in Madison, Wisconsin, the U.S. Route Numbering Subcommittee of the American Association of State Highway Officials (AASHO) approves a request from the Michigan Dept of State Highways to relocate the route of US-45 between M-26 southeast of Rockland and Ontonagon from its existing route via Rockland and placing it onto a new alignment utilizing the existing M-26 from southeast of Rockland through Mass City to the Greenland area, then northwesterly past Greenland into Ontonagon.
	1971 (Oct 22) – The rerouting of US-45 approved by AASHO in June (see above) is completed and opened to traffic in Ontonagon Co. From the jct of US-45 & M-26 southeast of Rockland, US-45 supplants the M-26 designated northeasterly through Mass City to the Greenland area where it turns westerly and northwesterly via a completely reconstructed Ontonagon–Greenland Rd (present-day M-38) onto Ontonagon. As a result, M-26 is scaled back to the new intersection with US-45 one mile east of Greenland. While a reason for the routing changes has not been found to date, news reports at the time state the new route "will provide traffic east of Greenland with a shorter, modern access route to the western part of the Upper Peninsula." Oddly, though, the new alignment for US-45 is five miles longer than the former route via Rockland (18.3 miles versus 13.3 miles), so US-45 traffic would find the new route a major inconvenience! The reconstruction, modernization, and partial realignment of Ontonagon–Greenland Rd cost $4.06 million. (See The Ontonagon Reversal, 1971–73 for complete details.)
	1971 (Dec 15) – In 1966, the Calumet & Hecla Mining Co shut down operations at the Ahmeek Mine #3–#4 shafts at the western edge of the community of Mohawk in southern Keweenaw Co. Over the next five years, the massive headframe structure (see links below) is demolished along with other structures at the site and the US-41/M-26 highway which formerly skirted around the southern and eastern sides of the site is reconstructed to essentially pass directly through the area formerly occupied by the Ahmeek #3–#4 headframe. The former 0.404-mile segment of highway is cancelled as a trunkline route and largely obliterated as a public roadway, while the new 0.337-mile alignment is officially established as a trunkline route. The linked images below show various views of the site before the highway was rerouted: Ahmeek Mine #3–#4 (1964) – showing US-41/M-26 as it winds past the mine shaft, still in production in the mid-1960s. The buildings between the headframe structure (foreground) and tall smokestack (background) are the ones still extant along the highway today. Ahmeek Mine #3–#4 (1940s) – view from the nbd lanes of US-41/M-26 looking back (southwesterly) at the headframe and associated buildings at the #3 and #4 shafts of Ahmeek Mine. The highway was "straightened" and now passes through the rightmost portion of the large headframe building on the left side of the image. (Paul Petoskey image at geneaologytrails.com) Approaching Ahmeek Mine (1955) – looking easterly along nbd US-41/M-26 toward the #3–#4 shaft of Ahmeek Mine. (Paul Petoskey image at geneaologytrails.com)
	1973 (June 26) – Two years and five days after approving the Dept of State Highways' request to relocate US-45 in Ontonagon Co onto a portion of M-26 and then a newly reconstructed route between Greenland and Ontonagon, the U.S. Route Numbering Subcommittee of the American Association of State Highway Officials (AASHO) approves a request by the Dept of State Highways at its regular meeting held in Washington, D.C. to restore US-45 to its pre-1971 alignment between Rockland and Ontonagon. The Dept of State Highways then removes the US-45 route markers it erected in 1971 and moved them to the pre-1971 US-45 route along Rockland Rd via Rockland and northwesterly into Ontonagon. The M-26 designation is restored to its former routing from Greenland southwesterly through Mass City to US-45 southeast of Rockland. M-38 is then extended westerly concurrently with M-26 for approximately one mile east of Greenland and then northwesterly along Ontonagon–Greenland Rd replacing the (1971–1973) US-45 designation into Ontonagon. (See The Ontonagon Reversal, 1971–73 for complete details.)
	1979–1982 – As contributed by site contributor Dyche Anderson: "Back in 1979, MDOT built a new section of M-26 in Houghton, four lanes, from a few blocks east of the Portage Lake Lift Bridge (near the intersection with the Canal Road) up the hill (straight up), rejoining the former M-26. The distance was less than a mile. The old route pretty much exists, it is called Park Ave (part of the old road may have disappeared). IIRC, the portion of what is now the Canal Road for the first few blocks west of M-26 is also old M-26." MDOT data shows the official establishments and cancellations related to the Van Orden Hill relocation happened in three steps: 1980 (Sept 18) – The new alignment of M-26 up Van Orden Hill within the city limits of Houghton—from Sixth St westerly to the city limit at Canal Rd and from the city limit at Jacker Ave southwesterly to the city limit (between present-day Walmart and the Copper Country Mall)—is officially established as a state trunkline route. 1981 (June 1) – The 0.22-mile segment of the former M-26 along Park Ave, part of which is closed and obliterated as a public road, is cancelled as a state trunkline and turned back to county control. This segment runs from the present-day intersection of M-26 & Canal Rd westerly up the hill (obliterated) and southerly along Park Ave to Jacker Ave. 1981 (Sept 18) – Exactly one year after the portion within the city limits of Houghton is officially established, the 0.30-mile segment of relocated M-26 outside the city limits, from Canal Rd to Jacker Ave, is offically established as a state trunkline route. 1982 (Jan 22) – The short segment of the former route of M-26 along Park Ave from Jacker Ave southerly for approx 500 feet is cancelled and turned back to city control. Although the establishments and cancellations take place in 1980 through 1982, the first phase of the "new-and-improved" M-26 route—which halved the downhill descent into Houghton from a steep 12% grade down to a more manageable 6% grade—was completed and opened to traffic on November 10, 1979 while the highway was widened to four lanes past Copper Country Mall to Green Acres Rd in 1982. —Thanks much, Dyche!
	1987–88 – The 2,030-foot (0.38 mile) segment of M-26 approaching the US-41 jct at Phoenix in central Keweenaw Co is reconstructed and realigned and new bridges spanning the Eagle River and Central Creek are constructed as part of the project. The old Eagle River Bridge here is 17 feet wide, matching its 1915 counterpart over the same river in the community of Eagle River to the north although a year newer, while the Central Creek bridge at Phoenix is 19 feet wide with no date of construction available. The old Eagle River span here is also located in the midst of a somewhat sharp reverse ("S") curve, adding to safety concerns. The new alignment features a 41-foot wide Eagle River structure now on a much gentler sweeping curve while a similar 41-foot wide Central Creek bridge is constructed just east of the former span, which allows M-26 to now slightly bend to the east to meet US-41 at an exactly 90° ⊤-intersection at the Phoenix Store. No exact dates of trunkline abandonment or establishment are currently known for this project, although MDOT bridge databases state the Eagle River bridge is constructed in 1987 and the Central Creek structure in 1988.
	1988 – An approximately 0.6-mile stretch of M-26 in northeastern Ontonagon Co is realigned onto a long, sweeping curve to replace three existing curves in the route beginning immediately east of the Greenland/Bohemia Twp line and continuing southwesterly. The realigned highway segment is located about 150 feet northwest of the existing roadway at its greatest distance. The former roadway is abandoned as a public roadway and allowed to return to nature. Also completed in this timeframe is a set of minor realignments to a set of three curves on M-26 beginning at hte Houghton/Ontonagon Co line and continuing northwesterly for about 0.6 mile. The project converts a set of three curves connected by straight segments of roadway into one long continuous reverse curve. The portions of the former route bypassed are obliterated.
	1988–1990 – In a continuation of the improvements to the route of M-26 into Houghton from the southwest from a decade prior, additional improvements are made to M-26 southwesterly from Houghton and through the Atlantic Mine area. A minor realignment straigtens the highway between Edgewood and Janovosky Rds while the biggest change comes with a 1.35-mile long bypass of the community of Atlantic Mine. Right-of-way for these projects was purchased in 1979–80 even though construction doesn't begin for nearly a decade. 1988 (Sept 21) – Prior to the establishment of the new alignment for M-26 or the cancellation of the portion being bypassed, MDOT transfers control of the two new "connector roads" which provide access from the new Atlantic Mine bypass and the former route (Erickson Dr) to county control. The transferred mileage is 0.069 mile for the south connector and 0.068 for the northern one, for a total of 0.137 mile of newly-constructed roadway now under county jurisdiction. 1988 (Dec 5) – The two newly-built segments of highway are officially established as state trunkline routes, including the main 1.346-mile Atlantic Mine bypass itself as well as the realignment between Edgewood and Janovosky Rds between Atlantic Mine and Houghton. Work is likely wrapped up and the new alignments are likely open to traffic at this time as well. The former alignment of M-26 through Atlantic Mine, not including the newly-built connecting roadways, is retained as an unsigned state trunkline route for now. 1988 (Dec 5) – On the same day, a total of seven former M-26 highway segments which were obliterated and are no longer public roadways—some pertaining to the Atlantic Mine-area project, others relating to the 1979–1982 projects between the Copper Country Mall and 6th St in Houghton—are all officially cancelled as obliterated segments of highway. They include the two obliterated segments of M-22 at each end of the Atlantic Mine bypass (replaced by the connector routes transferred to county control in September), the bypassed segment between Edgewood and Janovosky Rds, the former route from near Green Acres Rd through the Copper Country Mall area then northerly alongside the new highway to the south end of Park Ave north of Econofoods, and the portion of former M-26 from the cul-de-sac at the north end of Park Ave northeasterly past Canal Rd to 6th St in Houghton. Among all seven segments, a total of 2.058 miles of former trunkline are obliterated. 1990 (Oct 8) – The 1.16-mile former route of M-26 through Atlantic Mine, not including the two connecting roadways at each end, now referred to as Erickson Dr, is officially cancelled as a state trunkline route and transferred to county jurisidiction, appproximately two years after the completion of the relocation of M-26 past the community.
	1990 (Late July) – A new, modern span across the Eagle River in its namesake community in Keweenaw Co is completed and opened to traffic, replacing a a single-lane truss bridge dating back to 1915. The old bridge serves as the primary crossing of the Eagle River beginning four years before it was included in the route of a spur of Trunk Line 15 (T.L. 15) in 1919, then as part of M-6 (1927–38) and M-111 (c1938–40), then is incorporated into the route of M-26 when the Sand Dunes Dr is established as a trunkline route in 1940. The truss bridge is only 17 feet wide—somewhat sufficient for 1915 traffic—but entirely too narrow once vehicles started growing exponentially as the 20th Century rolls on. While traffic volumes on M-26 are never very high, the 1915's bridges narrowness combined with a 30° turn on the western end of the bridge and a Y-intersection on the east end followed by another 90° turn in the route less than 350 feet north of the bridge all lead to its replacement. As noted on the Eagle River Timber Bridge, 1991 page, MDOT chooses a timber bridge to replace the old span, which is constructed starting in 1989 and opened to traffic in Late July 1990. The new timber bridge is accompanied by a realignment for M-26 which greatly softens the curves and turns through Eagle River and shortens the route by 210 feet (0.04 mile) in the process. The 1915 bridge is then rehabilitated and reopened as a pedestrian crossing, as it affords spectacular views of both the new 1991 timber bridge just 50 feet downstream and the spectacular Eagle River Falls 200 feet upstream. A parking area for a dozen or more vehicles on the east end of the old bridge is also provided and the entire area is managed as a public park and tourist attraction by the Keweenaw Co Road Commission, MDOT and Houghton Township.
	c.1999–2004 – A new 0.519-mile long route for M-26 is completed and opened to traffic between South Range and Atlantic Mine in central Houghton Co, beginning about 450 feet northeast of Academy St at South Range and continuing northeasterly to about ⅓ mile southwest of Erickson Dr at Atlantic Mine. The new alignment replaces a sharper reverse curve with a much more gentle one. The former 0.525-mile route is abandoned as a public roadway and obliterated.
	2006 (Sept, Oct 4) – A 1¼-mile realigment of M-26 between South Range and Trimountain in central Houghton Co is completed and opened to traffic in September, although the finishing touches would be made over the weeks following. The new route begins where M-26 formerly made a 90° turn from Baltic Ave onto Trimountain Ave in downtown South Range and continues southerly along the final two blocks of Baltic Ave then strikes out on new alignment gradually curving to the west, merging back with the former route on the north edge of Trimountain. The new alignment is officially established as a state trunkline route on October 4 when the 0.06-mile (318-foot), one-block segment of Baltic St from Trimountain Ave southerly to the South Range south village limit is transferred from village to state jurisdiction (and the newly-built segment outside the village is likely established at the same time as well). Simultaneously, the 0.440-mile segment of former M-26 from the west village limit northeasterly along Globe Ave then easterly on Trimountain Ave to M-26 at Baltic Ave is cancelled as a state trunkline highway route and turned back to village control. The remainder of the former M-26 from the west village limit southwesterly is obliterated as a public roadway. [See the M-26 at South Range: 2006 and M-26 at South Range: 2005 maps and M-26 at South Range 2006 photo pages.]
	2021 (Fall) – The 1952-era spans over both the East and West Branches of the Firesteel River in northeast Ontonagon Co are both replaced with new bridges constructed immediately southeast of the existing ones along with a 1.3-mile segment of realigned highway, to minimize impact on the existing roadway and its traffic. The $12.5 million project replaces the old bridges which "have reached the end of their useful service life" with the new bridges up to current standards with wider shoulders. The new bridges and realigned approach highway section is completed and opened to traffic in the fall, with the old spans demolished and the former roadway obliterated during the 2022 construction season.
Controlled Access:	No portion of M-26 is freeway or expressway.
NHS:	The portion of M-26 from its southern terminus at US-45 northerly to its first jct with US-41 in downtown Houghton is part of the National Highway System (NHS). (This segment of M-26 was added to the NHS in 2012 with the passage of the MAP-21 funding and authorization bill. Previously, no portion of M-26 was on the NHS.)
Circle Tour:	Lake Superior Circle Tour: From the west jct of M-38 at Greenland to jct US-41 at cnr of Shelden Ave, Memorial Rd & the Houghton-Hancock Lift Bridge approach in downtown Houghton.
	Lake Superior Circle Tour–Loop/Spur in two segments: From the southernmost jct of M-26 & US-41 in downtown Houghton at the cnr of Shelden Ave, Memorial Rd & the Houghton-Hancock Lift Bridge, northerly across the Keweenaw Waterway via the bridge to the second jct of M-26 & US-41 east of downtown Hancock. From the third jct of M-26 & US-41 at cnr of Calumet Ave & Depot St between Calumet and Laurium northerly into Keweenaw Co to the fourth jct of M-26 & US-41 at Phoenix. See note on the Lake Superior Circle Tour page for more details regarding this "Loop/Spur".
Pure Michigan Byway:	Copper Country Trail Scenic Heritage Route & National Byway: The portions of M-26 running concurrently with US-41 from Houghton, northerly: From the southernmost jct of M-26 & US-41 in downtown Houghton at the cnr of Shelden Ave, Memorial Rd & the Houghton-Hancock Lift Bridge, northerly across the Keweenaw Waterway via the bridge to the second jct of M-26 & US-41 east of downtown Hancock. From the third jct of M-26 & US-41 at cnr of Calumet Ave & Depot St between Calumet and Laurium northerly into Keweenaw Co to the fourth jct of M-26 & US-41 at Phoenix.
Memorial Highway:	Private Wesley Vietti Karna Memorial Highway – in Houghton Co from Hubbard Ave on the south edge of Painesdale northerly to Academy St north of South Range. From MDOT: "Private Wesley Vietti Karna was a member of Company F, 2nd Battalion, 362nd Infantry Regiment, 91st Division, II Corps, Fifth U.S. Army. ... On or near September 24, 1944, while fighting in northern Italy against an enemy force made up of German and Italian forces, Private Karna was killed in action. He was 22 years old. In 1948, Private Karna’s remains were returned to the Upper Peninsula from Italy aboard the U.S. Army Transport Victory, along with 17 other Upper Peninsula service members who lost their lives during World War II." (Designated via Public Act 95 of 2024.)
Photographs:	M-26 at South Range 2006 – two pages containing 22 photos along the existing route of M-26 between South Range and Trimountain.
Weblinks:	The Ontonagon Reversal (1971–73) – a comprehensive history and background of how US-45 was rerouted in Ontonagon Co in 1971, then "de-rerouted" two years later, affecting the routes of M-26 and M-38 in the process. M-26 @ Michigan Highway Ends – photos of the termini of M-26 at Dan Garnell's archived Michigan Highway Ends website. [Houghton-Hancock Bridge] Three Spans over the Portage – "The history of the three bridges to span the canal between Houghton and Hancock" from Kevin E. Musser's excellent Copper Range Railroad historical website. How They Made This Record-Breaking Bridge \| Portage Lake Bridge, Michigan – a marvelous 17-minute video by Alexis Dahl on the history, operation and other details on this important structure! Portage Lake Bridge History – from the City of Hancock website. "The Changing Role of the Portage Lake Lift Bridge" – an article from the October 10, 2013 edition of Lake Superior Magazine. Copper Country Trail National Byway – "Copper Country Trail National Byway, first designated as a Michigan State Heritage Route in 1994, joined the America’s Byways collection in 2005. Defined by its historic significance, Copper Country Trail National Byway highlights the triumphs and tragedies associated with copper mining." Copper Country Trail National Byway Corridor Management Plan – from the Western Upper Peninsula Planning & Development Region. Copper Country Trail National Byway – from the Keweenaw Convention & Visitors Bureau. Copper Country Trail National Scenic Byway, Michigan – from the FHWA's America's Byways website. M-26: Eagle River Timber Bridge – a pair of articles reprinted from an early-1990s MDOT newsletter about this rather unique structure in Eagle River. Time Lapse Photographs of the Huron Creek Watershed Showing Changes over the Last 30 Years – not an actual "time lapse," but a series of three static photos, from "A Comprehensive Land Use History of the Huron Creek Watershed" by Gerald Greer. Work Resumes On Michigan's Firesteel River Bridge – a 2021 article from "Construction Equipment Guide" about the process of replacing the two Fiewsteel River bridges in Ontonagon Co. Historic M-26 bridges from Nathan Holth's comprehensive Historic Bridges website: Old M-26 West Branch Firesteel River Bridge – "This is an unusual arch bridge that sits buried in the woods on a long-abandoned alignment of M-26." M-26 West Branch Firesteel River Bridge – "One of several examples of a Michigan cantilevered haunched deck plate girder in this area." (Now demolished) Houghton Hancock Bridge: Portage Lake Lift Bridge – "The record-setting double-deck vertical lift is the only one of its kind in Michigan and is an icon for the region." M-26 Cedar Creek Bridge – "One of two attractive culverts with stone facing on this highway." M-26 Silver River Culvert: Silver River Falls Bridge – "One of two attractive culverts with stone facing on this highway." (Now demolished) Old Lake Shore Drive Bridge: Old M-26 Bridge – "This bypassed and preserved bridge is one of only a few highway deck truss bridges in Michigan."

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