Michigan Highways: Route Listings: US-41

Back to Previous Route:
M-40

On to Next Route:
Former M-41

Southern Entrance:	From Marinette, Wisconsin at the City of Menominee via the Interstate Bridge over the Menominee River
Northern Terminus:	2½ miles east of Copper Harbor (1 mile east of the Fort Wilkins Historic State Park main entrance) at the US-41 Northern Terminus turnaround
Length:	279.004 miles
Maps:	Route Map of US-41 Maps of Proposed US-41: Powers–Marquette (1926–1960, 1930) Map of Proposed US-41: Nestoria-L'Anse (1937–48)
Notes:	While US-2 is often referred to as the Upper Peninsula's "Main Street," as it runs nearly the entire length of the UP and passes through or around many of the peninsula's largest cities, a case could also be made that US-41 is "the UP's Other Main Street." Only 26 miles shorter than US-2, US-41 also hits many of the UP's largest communities and also provides access to the two largest public universities (Michigan Technological University and Northern Michigan University) as well as two of the three National Park Service units (Isle Royale National Park and Keweenaw National Historical Park) in the UP.
	The northern terminus of US-41 is not at another highway or in a city or town, but at a cul-de-sac 2½ miles east of Copper Harbor in remote Keewenaw County. A gravel logging/forest access road leads away from the end of the highway, which has a monument and sign signifying the northern end of a highway which begins in Miami, Florida.
	US-41 follows a somewhat convoluted routing in Michigan's Upper Peninsula, first running northerly, then easterly to Escanaba, then northerly again to Marquette. From there US-41 runs westerly for 56 miles, until heading northerly again toward Houghton and Hancock. On the Keweenaw Peninsula, US-41 slowly bends to the east before ending east of Copper Harbor. Also, the shortest and quickest route between Menominee and Escanaba is not US-41, rather M-35 follows the more direct route along the Green Bay shoreline. When laid out in the 1920s, initial plans for US-41 north of Green Bay, Wisconsin were to run northerly through Iron Mountain and Crystal Falls to Covington, then via its eventual route up the Keweenaw Peninsula to Copper Harbor. The route from Rapid River through Marquette to Covington was to be designated US-102. In the final configuration, though, US-41 was routed from Green Bay, Wisconsin northerly through Menominee following M-15 to a junction with US-2 at Powers, then northerly along a yet-to-be-constructed route directly to Marquette, then lateral west following M-15 to Covington and north again, still replacing M-15, through Houghton, Hancock, and Calumet to Copper Harbor. (See map at right.) As there was no highway extant between US-2 at Powers and Marquette, US-41 was "temporarily" routed east along US-2 through Escanaba and Gladstone to Rapid River, then northerly and northwesterly along existing M-15 to Marquette until such time as a direct Powers-to-Marquette highway could be contructed.
	With the signed route of US-41 from Powers through Escanaba, Gladstone and Rapid River to Marquette ostensibly a "temporary" routing, the State Highway Department maintained long-range plans to complete the US-41 Powers-to-Marquette route. Work on a nearly 5¾ mile long segment of highway in the midst of this "gap" between Powers and Marquette was actually performed in the alte 1920s, but only got as far as the "grading and drainage structures" phase before further work was paused and this segment remained in lumbo until 1937 when it was officially cancelled as a trunkline route. This odd stretch of highway was never connected to any other state trunkline route, coming only within 10 miles, as the crow flies, of another route. (See Proposed US-41: 1930 MSHD Map.) After the state ceased working on it, this short segment of highway was later finished by the Marquette Co Road Commission and incorporated into the route of Co Rd 557, which it remains to this day. The direct Powers-to-Marquette route was featured as an active proposal on planning maps on and off from 1926 (prior to US-41 actually being signed by a year) into the 1960s but those plans were likely shelved by the 1970s when road-funding shortages became more acute and the focus eventually shifted to maintaining existing infrastructure instead of building new roads. (See Proposed US-41: Powers-Marquette (1926–1960, 1930) maps.)
	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 many changes to the route of US-41 during that timeframe, including: The most major change proposed for US-41 involved a major relocation between Powers and Negaunee. Instead of running concurrently with US-2 from Powers to Rapid River, US-41 was proposed to run due northerly from Powers to Neguanee before turning west on its existing alignment. The proposed US-41 would have followed an all-new highway alignment from Powers to the small hamlet of Arnold on Co Rd 426 in southern Marquette Co. From Arnold, it would have followed present-day Co Rd 557 to approximately 2 miles north of the Big West Branch of the Escanaba River where it would have continued due northerly on a new alignment to M-35 at Princeton west of Gwinn. From there, US-41 was proposed to have continued northerly in the M-35 corridor to Negaunee, although on a new, straighter alignment with the former route of M-35 turned back to local control. US-41 would have turned westerly in Negaunee to follow BUS M-28 back to the existing US-41 route west of Ishepeming. M-35 was then proposed to take the place of US-41 from Gladstone to Rapid River and then north to Marquette and westerly back to Negaunee. The portion of M-35 from Gladstone through Perkins, Rock, Little Lake, and Gwinn to Princeton was proposed to be redesignated as M-41 (possibly a placeholder designation that would have never made it onto signs in the field). This entire proposed realignment of US-41 from Powers to Negaunee and Ishpeming was to have been undivided highway and the proposal was never acted upon. Converting the exsting alignment of US-41/M-28 to an uncontrolled-access divided highway from the west limits of Ishpeming westerly to the Clarksburg area in Marquette Co. From the Clarksburg area westerly, US-41/M-28 was to be relocated to a new alignment as an uncontrolled-access divided highway on an arrow-straight route to the community of Beacon just west of Champion, with the former route being turned back to local control. The new alignment portion of this proposal was not constructed, but the portion of the route heading west from Ishpeming was eventually converted to a five-lane cross section with a continuous left-turn lane. Constructing another new alignment for US-41 beginning at the Pilgrim River crossing just north of the Portage Lake Golf Course southeast of Houghton and continuing northwesterly on a direct route, not following any existing or historic roadway to a junction with a proposed new alignment M-26 bypass of Houghton approximately at the location of the present-day Houghton Elementary School south of the intersection of Military Rd & Jacker Ave. US-41 and M-26 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 US-41 between the Pilgrim River and Houghton was to have been designated as BUS US-41. This proposal was never implemented.
History At-A-Glance :	A comprehensive and detailed history of US-41 appears after this section below. The major historical milestones of US-41 include: May 2, 1927 – US-41 officially debuts with the erection of temporary route markers over top of existing route markers. US-41 replaces the vast majority of M-15 through the Upper Peninsula. Permanent US-41 signs will be in place by midsummer. January 9, 1928 – US-41 in Hancock is relcoated off the extremely steep White St alignment and onto its present-day, much more gentle uphill route. June 26, 1931 – Starting in 1928, a new route for US-2/US-41 between Escanaba and Gladstone is constructed in stages with the final portion opening June 26, 1931. July 22, 1931 – US-2A/US-41A designated through Escanaba and Wells. August 31, 1931 – US-41 is realigned at Carney and Nadeau in Menominee Co; US-2/US-41 is realigned to the south side of the C&NW Ry tracks between Powers and Narenta in Menominee and Delta Cos; and US-41/M-28 is realigned west of Marquette. October 29, 1932 – US-41 north of Hancock now bypasses Boston on a new alignment. July 12, 1933 – US-41 bypasses downtown Stephenson and Daggett in Menominee Co. January 7, 1935 – US-2A/US-41A are decomissioned at Escanaba and Wells. December 9, 1936 – US-41 is realigned in Menominee Co south of Carney and between Carney and Powers, bypassing Nadeau. August 30, 1937 – Several changes to the route of US-41: US-2/US-41/M-35 through downtown Gladstone in Delta Co is rerouted. The route of US-41 from northwest of Trenary to Kiva in Alger Co is straightened. The northern US-41/M-28 bypass of Ishpeming and Negaunee is completed. A bypass of the community of Keweenaw Bay north of Baraga is completed. A realignment and new bridge over the Snake River near Portage Entry in Houghton Co is completed. December 28, 1937 – US-41 is rerouted to bypass downtown Rapid River in Delta Co as well as a additional relaignment in north central Delta Co north of Rapid River. December 29, 1937 – A short bypass of the new Ford Motor Co. milltown of Alberta in central Baraga Co is completed. March 1, 1938 – Trenary in Alger Co is bypassed on a new alignment. December 6, 1938 – The Ford Motor Co builds a bypass for US-41 of its new sawmill complex in L'Anse which also routes the highway out of the downtown district as well. November 12, 1940 – Bypasses for US-41 around Carlshend in eastern Marquette Co and downtown Baraga in Baraga Co are established. A new BUS US-41 route is established at Baraga along the former route. Early July, 1948 – The first segment in a major relocation for US-41 in Baraga Co opens from Nestoria westerly. November 10, 1949 – Seven changes to the route of US-41 include: A bypass of the community of Green Garden in eastern Marquette Co. A bypass of "downtown" Harvey just southeast of Marquette. A bypass of the communities of Greenwood and Clarksburg in west-central Marquette Co. A major segment of the central Baraga Co realignment project opens from west of Nestoria westerly then northerly to the south end of the Alberta bypass. Plus three realignments in the Calumet/Laurium area in northern Houghton Co: in the Osceola Area south of Calumet/Laurium, in the Hecla area just south of Calumet, running through the former Hecla No.14 mine shaft location, and in the Albion area north of Calumet at the jct of M-203. November 10, 1950 – The last two stretches of relocated US-41 in central Baraga Co opens between Alberta and L'Anse, reportedly filling the last unpaved gap in the entire route of US-41 between Miami, Florida and Copper Harbor! 1953 – The M-35 designation is added to the route of US-41 between Negaunee and Baraga in order to make M-35 one, continuous route again after its cancellation through the Huron Mountains in mid-1939. September 22, 1953 – The hamlet of Humboldt in Marquette Co is bypassed to allow for the establishment of the open-put Humboldt iron mine. June 17, 1957 – US-41 is realigned on the south end of Chassell in Houghton Co. June 24, 1957 – Baraga's BUS US-41 route is cancelled and decommissioned. July 3, 1958 – A seven-mile stretch of divided highway US-41/M-28 opens between Marquette and Ishpeming. September 16, 1958 – Former US-41/M-28 through downtown Ishpeming and Negaunee is re-established as BUS M-28 with the State Highway Dept starting the attempt to also designate it as BUS US-41 as well. December 20, 1959 – The Portage Lake Lift Bridge opens to traffic spanning the Portage Waterway and connecting Houghton and Hancock with a new, wider, modern bridge. August 30, 1961 – US-41 through downtown Houghton is reconfigured to utilze a one-way pair, with existing US-41 on Shelden Ave becoming nbd only and Montezuma Ave one block to the south now handling sbd US-41 traffic. October 30, 1962 – A 2.2-mile long expressway bypass of downtown Gladstone opens. October 15, 1963 – US-41 through downtown Hancock is now also shifted to a one-way pair, with existing US-41 on Reservation and Quincy Sts use for nbd traffic and Lincoln Ave and Hancock St now used for sbd traffic. November 22, 1963 – The expressway bypass of downtown Marquette opens, with the former route through downtown designated as BUS US-41. January 1969 – The concurrent M-35 designation is removed from US-41 between Negaunee and Baraga when the western part of M-35 is redesignated as M-38. September–October 1969 – Townsend Dr, a bypass of MTU's central campus in Houghton is completed. The former route is later converted to a pedestrian mall. November 6, 1970 – After making several attempts since 1961 to establish a BUS US-41 route along BUS M-28 through downtown Ishpeming and Negaunee, AASHO officially denies the request due to too many at-grade railroad crossings. November 22, 1971 – The 6-mile US-2/US-41 expressway from Gladstone to Rapid River opens to traffic. December 15, 1971 – US-41/M-26 is realigned through a former copper mine site southwest of Mohawk in Keweenaw Co. 1994 – The 18-mile stretch of US-41 from Central to Copper Harbor is designated as the state's first Scenic Heritage Route. 2002, 2004 – Much of the remainder of US-41 in Keweenaw Co, from Mohawk to Central, is also designated as part of the Scenic Heritage Route in 2002. The portion of US-41 from Houghton northerly to Mohawk was tacked on in the spring of 2004. October 10, 2005 – Marquette's BUS US-41 is cancelled and transferred to municipal control as part of a route swap for the last gap in M-553. November–December 2005 – The Interstate Bridge connecting Menominee with Marinette, Wisconsin is opened to traffic on November 3 and officially dedicated on December 3.
History:	1918–1927 – During the first half of the 1920s, prior to the creation of the U.S. Highway System, the route of US-41 in Michigan is desginated M-15 in its entirety, from Menominee via Powers, Escanaba, Rapid River, Marquette, L'Anse, Houghton, Hancock to Copper Harbor. Interestingly, the southerly continuation of M-15 into Wisconsin at Menominee-Marinette is designated STH-15 (Wisconsin State Trunk Highway 15). While Wisconsin did designate their state highways with route numbers and post them on signs along the roadways first, it could be assumed Michigan simply felt the "15" designation sufficed for the primary north-south route through the Upper Peninsula and just carried that number north from Marinette, Wisconsin. For a complete history on the route of what became US-41 during the years it was designated as M-15, please see the M-15 route listing.
	1927 (May 2) – The fourteen year history of the route of M-15 comes to an end when crews begin replacing its route markers with US-41 signs along most of its length, with the exception of the Marquette-Negaunee segment. Here, US-41 departs Marquette and travels west along what was likely a "third leg" of M-35 established in 1919 along present-day Northwoods Rd, Northwoods Trl and Midway Dr to M-35 (present-day Co Rd 510) at Midway, then concurrently with M-35 from Midway into Negaunee via present-day Midway Dr, Forest Dr, Heritage Dr and present-day US-41/M-28. The southern route between Marquette and Negaunee along present day Co Rd 492 is designated as part of the extended route of M-28 from Covington to Sault Ste Marie. The two "third legs" of M-15 in Keweenaw Co are given their own new state route designations as well: M-6 along the Eagle River Spur from Phoenix to Eagle River (present-day M-26) and M-9 along the Eagle Harbor Spur via present-day Eagle Harbor Rd. Long-range plans also have US-41 continuing due north from its western jct with US-2 at Powers via a new highway toward Marquette, where it would then turn westerly toward the Copper Country. What is "temporarily" designated as US-41 along former M-15 from Rapid River to Marquette may have been planned to be redesignated as M-54 in the future once the proposed Powers-Marquette route is constructed.
	1927 (June 29) – A 0.2-mile segment of US-41 in Menominee from 43rd St north to 48th St is officially established as a state trunkline route. (It had previously been a "marked-and-maintained" route.)
	1927 (Sept 28) – A new 3.1-mile long section of US-41 in Menominee Twp is established from the hamlet of Eagles Nest at the present-day southern intersection of US-41 & Bay de Noc Rd northerly to the hamlet of Hansen, staying to the east of the Chicago & North Western Ry line and eliminating two at-grade crossings in the process. The former 3.3-mile long route via Bay de Noc Rd west across the tracks, then along present-day Old US-41 (O-1 Dr) back to relocated US-41 between Sobieski No.8 Rd and Linsmeier No.8.5 Rd is cancelled and turned back to county control.
	1928 (Jan 9) – A major relocation for US-41 through the City of Hancock sees the existing 0.75-mile route along Reservation St from Quincy St to White St, then northwesterly up a steep grade along White St to Oak St (present-day Lincoln Dr) cancelled as a state trunkline route and turned back to city control. Replacing it is a much longer, but much more gradual 1.8-mile route up the hill, from the cnr of Front & East Sts (at the north end of the Houghton-Hancock swing bridge), then westerly along Front St, northerly via Reservation St, west along Quincy St, northwesterly on Lincoln Ave (present-day Lincoln Dr), then easterly via Anthony St (present-day Lincoln Dr), northerly on Elevation St, then easterly along Oak St (present-day Lincoln Dr) to White St is established as the new US-41 trunkline route.
	1928 (Mar 8) – A new alignment for US-2/US-41 as it enters Escanaba from the west is established as a state trunkline along its present-day route from 13.75 Rd near the Ford River bridge then easterly along a new highway into the city, then continuing easterly on Ludington Ave to the existing route at Stephenson Ave, for a total of 5.9 miles. The former 6.8-mile route along 13.75 Rd from near the Ford River easterly into Escanaba, continuing via 8th Ave S, jogging north on S 19th St, then easterly again along 8th Ave St, turning northerly via S 14th St to Ludington St is cancelled as a trunkline and turned back to local control. The newly-constructed highway segment likely is completed and opens to traffic by the end of the construction season.
	1928 (Late) – A new 75-foot long bridge spanning the West Branch of the Escanaba River (also known as the Big West Branch) in southern Marquette Co is completed along with the grading and drainage structures along a 5.71-mile segment of Proposed US-41 from Co Rd 426 at Arnold northerly to the Wells/Forsyth Twp line. This portion of highway is part of a much larger project to construct a new route for US-41 running directly from US-2 at Powers/Spalding northerly through Gwinn to Marquette. See Proposed US-41: Powers-Marquette (1926–1960, 1930) maps. (The bridge would last for 90 years on Co Rd 557 before being replaced in 2018.) However, further work to complete this segment is put on hold.
	1928–1931 – From 1928 to mid-1931, a new route for US-2/US-41 between Escanaba and Gladstone in Delta Co is constructed in stages with trunkline establishment and cancellations taking place along the way as well: 1928 (May 2) – A new 3.1-mile trunkline route for US-2/US-41 is established along Lincoln Rd (N 23rd St) from the existing route at Ludington Ave northerly to 14th Ave N, although the new highway has not yet been completed. Simultaneously, the 0.7-mile portion of the route along Stephenson Ave from Ludington Ave north to Washington Ave at Sheridan Rd is cancelled as a trunkline route, but remains signed as a "marked-and-maintained" route. 1928 (Fall) – A new concrete highway is completed (and opened to local traffic) from existing US-2/US-41/Ludington Ave northerly along Lincoln Rd (N 23rd St) to approximately 14th Ave N by the Upper Peninsula State Fairgrounds. The state highways remain signed on their existing routes for now. 1929 (Aug 26) – The remaining 3.4 miles of the new alignment for US-2/US-41 between Escanaba and Gladstone is established from 14th Ave N in Escanaba northerly to the existing route (present-day Co Rd 517/P Rd). The 3.5-mile stretch of the existing route on Sheridan Rd from the Chicago & North Western Ry crossing (present-day 17th Ave N) in Escanaba northerly to the north city limit, then northerly along Co Rd 426/N 3rd St, northeasterly into Wells on Main St, northerly again along N 1st St, crossing the Escanaba River on the Bay Shore Road Bridge, continuing northerly Co Rd 517/P Rd to the new alignment of US-2/US-41 is cancelled as a state trunkline route as well. However, work on the new highway continues and the former route remains a "marked-and-maintained" route. A failure of the Bonney Falls Dam and the resulting flood damages a central pier in the not-yet-completed Escanaba River bridge on the new highway, necessitating removal and rebuilding of the pier, delaying completion of the new highway. 1931 (June 26) – With the completion of a storm drain to carry rainwater from the new highway under the C&NW Ry underpass in north Escanaba and the final concrete paving completed, the new US-2/US-41 route between Escanaba and Gladstone is finally opened to traffic. (It has been the established route for 10 months.) The former route, which had been cancelled and transferred to local control in 1928 and 1929 is re-established and signed as US-2A/US-41A with M-35 likely remaining concurrently designated along that route for now.
	1928 (June 30) – The southernmost 1.5 miles of US-41 in Michigan in Menominee are established as a state trunkline route beginning at the midpoint of the Interstate Bridge at the Wisconsin state line, northeasterly, then easterly and northerly to 7th St.
	1929 (Jan 19) – The new alignment for US-41 heading "up the hill" in Hancock which was established less than a year prior is adjusted when the 0.3-mile stretch of the route along Lincoln Ave from Ethel Ave [south] northwesterly then easterly on Anthony St (present-day Lincoln Dr) to Elevation St, then northerly on Elevation St to Oak St (present-day Lincoln Dr) is cancelled as a trunkline route. Replacing it is a 0.3-mile segment closely following the cancelled route via Lincoln Ave from Ethel St [south] northwesterly then easterly on Anthony St (Lincoln Dr) to Second St, then northeasterly via a new alignment to the cnr of Elevation St & Oak St (Lincoln Dr).
	1929 (Feb 2) – A one-block long segment fo 15th St from US-41 coming off the Interstate Bridge in Menominee northerly to 10th Ave is officially established as a state trunkline route and referred to by the State Highway Dept as "US-41 SPUR," although it is unlikely any "SPUR US-41" route markers are posted along that short segment.
	1929 – The surface of the Portage Canal Swing Bridge on US-41/M-26 connecting Houghton and Hancock is rebuilt using prefabricated concrete slabs over 6x6 timber crossties.
	1930 – A relocation project, albeit one oddly lacking any available State Highway Dept establishment or cancellation information, is completed for US-41/M-28 on the northeastern shores of Lake Michigamme in western Marquette Co just northwest of Champion. The relocation involves the construction of a new Peshekee River bridge to replace the first ever state trunkline bridge ever constructed in 1914 just to the south along with approximately 1.7 miles of realigned highway (one mile west of the river and 0.7 mile east of it). The 1¾ miles of former route of US-41/M-28 is largely abandoned with the exception of present-day Purple Rd, although portions of it would later become an informal hiking trail leading from the Van Riper State Park area to Trunkline Bridge No.1.
	1931 (mid-Jan) – While the officially established route for US-2/US-41/M-35 through Gladstone enters the city from the north via N 9th St, jogs west for one block along Wisconsin Ave, then turns southerly again along 10th St (Central Ave), the city commission requested the route be changed for the signed trunkline route to contine southerly along 9th St for two additional blocks before using Dakota Ave to lateral over to 10th St (Central Ave), then head southerly again from there. The State Highway Dept agrees to the proposal and route markers are changed to indicate the new route, even though the established route does not change. (Actual trunkline route mileage remains unchanged.)
	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, thereby officially incorporating them as state trunkline highways. The following segments of formerly city-controlled streets are assumed into the system as part of US-41: Marquette, 4.5 miles in two segments: Section A: From the south city limit northwesterly along the Lake Superior shoreline to the cnr of Hampton St & Front St Section B: From the cnr of Front St & Fisher St, northerly via Front St, then westerly on Washington St to the west city limit at Meeske Ave Negaunee, 2.2 miles beginning at Water St, southeasterly on Teal Lake Ave, southwesterly via Main St, westerly on Jackson St, south via Silver St and westerly and southwesterly via County Rd. Ishpeming, 3.1 miles from the east city limit to the west city limit via County Rd, Division St and Greenwood Ave.
	1931 (July 22) – While the new US-2/US-41 "bypass" of Escanaba and Wells in Delta Co opened to traffic on June 26, just 3½ weeks later, most of the former route of US-2 and US-41 which had been cancelled in 1928–29 is re-established as a trunkline route. Specifically, the 4.8-mile segment from Ludington St in Escanaba northerly along Stephenson Ave, then northeasterly and northerly via Sheridan Rd to the north city limit, continuing northerly via 3rd St, then Main St and 1st St through Wells, across the Escanaba River and northerly via present-day Co Rd 517/P Rd back to the relcoated US-2/US-41 route three miles south of Gladstone. (This route also still seems to be used by M-35 as well for now.) The newly re-established route is designated as US-2A and, possibly, as US-41A as well. The six block, 0.4-mile stretch of Ludington St from 23rd St (present-day Lincoln Rd) easterly to Stephenson St in downtown Escanaba was not re-established, however, and seems to be a "marked-and-maintained" route as part of the new US-2A/US-41A.
	1931 (Aug 31) – Several changes to the route of US-41 are officially made: A new 4.5-mile segment of US-41 in Menominee Co is established from 31.75 Rd northerly and northeasterly via present-day Old 41, then northerly along present-day US-31 through Carney and Nadeau to 35.5 Rd. The former 4.8-mile route from Old 41 south of Carney, westerly across the Chicago & North Western Ry via 31.75 Rd, then northerly along Guard St/L-2 Ln, east on 34 Rd at Nadeau, north via 4th St, then easterly back across the railroad on 35.5 Rd to present-day Old 41 is cancelled as a trunkline route and turned back to county control. The original route for T.L.12 and T.L.15 (later M-12 and M-15, now US-2 and US-41) between Powers/Spalding in northern Menominee Co easterly via Wilson into Delta Co, through Bark River to M-69 near Narenta follows the north side of the Chicago & North Western Ry where it then crossed to the south side from there into Escanaba. The majority of the route on the north side of the railroad, the 11.6-mile stretch from Co Rd 563 at Dougherty easterly into Delta Co, is cancelled with a new 11.4-mile route paralleling the south side of the C&NW tracks between those same two points officially established as a state trunkline route. The new alignment is also opened to traffic at this point. A new 2.0-mile stretch of US-41 leading west from Marquette is established beginning at Westwood Dr (just east of McClellan Ave), then westerly via Washington St, northwesterly and westerly via the present-day US-41 to just west of Wright St where it merges into the M-35 "third leg" which had been established in August 1919. From there, US-41 then follows the "M-35 third leg" and then M-35 into Negaunee. Two segments of the former route—a 0.2-mile stretch from the Marquette west city limit westerly and a 0.214-mile diagonal route from present-day Brookton Rd northwesterly to present-day US-41/M-28 west of Co Rd 492 (just east of today's Walmart entrance)—are both cancelled and turned back to local control. (The portion of the former route from Co Rd 492 to present US-41/M-28 has since been obliterated and no longer exists.)
	1932 (Oct 29) – US-41 (and a portion of US-2) in the Powers/Spalding area in north-central Menominee Co is rerouted when the existing 2.1-mile route of US-2/US-41 is cancelled from Co Rd 563 westerly along present-day Old US-2&41, Ashland St (through Spalding where US-2 departs US-41) and Main St into Powers, then along 2nd St to the existing US-41 route is cancelled and turned back to local control. A new 1.8-mile route is established from Co Rd 563 westerly on the south side of the Chicago & North Western Ry tracks bypassing Spalding to a new jct with US-2, then continuing southwesterly into Powers to 2nd St. Of the new 1.8-mile route, approximately 1½ miles belong to both US-2 and US-41, while the remainder is just US-41. All but 1,100 feet (0.208 mile) is completed and opened to traffic, with the remainding short segment left to settle over the winter before being paved and opened to traffic. (US-2 traffic is routed through Spalding via a temporary route until a new C&NW Ry underpass is completed between Spalding and Powers.
	1932 (Oct 29) – A new 4.0-mile alignment for US-41 in Franklin Twp in north-central Houghton Co is officially established as a trunkline route beginning at Pontiac Rd–Mesnard Location then northeasterly to Boston–Oneco Rds. The former 4.3-mile route from Pontiac Rd–Mesnard Location northeasterly then easterly via Boston Rd through Boston to the new alignment is cancelled and turned back to county control.
	1933 (Mar 14) – A new routing of US-41/M-28 on the south side of Marquette is officially added to the state highway system, although sources peg the actual completion date during the middle of 1933. The new route follows a new highway alignment of S Front St from Fisher St southerly to Hampton St south of downtown. The former route along Lake St between Fisher and Hampton is abandoned as a public way and the right-of-way is transferred to the DSS&A Railroad for use as a railroad yard. This relocation removes the dangerous situation where the DSS&A tracks ran down the route of US-41/M-28 on Lake St and was pursued both by DSS&A and the local business community.
	1933 (July 12) – A new 5.222-mile US-41 route in central Menominee Co is established from the southern end of Stephenson northerly to present-day Old US-41 about a mile north of downtown Daggett, bypassing the downtowns of both villages. The former route from the south end of Stephenson northerly along Menominee St, west one block via Mill St, north on Railroad St and Old US-41 from Stephenson to Daggett, then east along Daggett Ave, north along Railroad Ave and Old US-41 to the relocated route is cancelled as a state trunkline route and turned back to local control.
	1934 – Another relocation project oddly lacking any available State Highway Dept establishment or cancellation information (similar to the 1930 Peshekee River crossing near Champion) is completed for US-41/M-35 at the head of Keweenaw Bay between L'Anse and Baraga in Baraga Co. A 0.625-mile stretch of the highway is bypassed by a 0.61-mile, straighter alignment, which bypasses Trunk Line Bridge No.86 spanning Backwater Creek built in 1917 (and remaining in place to the present day). The old bridge was constructed when US-41/M-35 in this area was still T.L. 15 (Trunk Line 15) and, interestingly, two years before T.L. 15 was actually established as a trunkline through much of the county.
	1935 (Jan 7) – A pair of changes to the route (or former route) of US-41: The 4.8-mile route of US-2A/US-41A from Escanaba northerly through Wells to US-2/US-41 /M-35 south of Gladstone is cancelled as a state trunkline route and turned back to local control. US-2A/US-41A is the former route of US-2/US-41 through Escanaba and Wells. M-28 is transferred to run concurrently with US-41 between Marquette and Negaunee in central Marquette Co when the 10.9-mile long former route of M-28 (the original Trunk Line 15 route between those cities) along Brockton Rd, Co Rd 492, Cemetery Rd, and Prince St, Cherry St, Healy Ave and Main St to Teal Lake Ave in Negaunee is cancelled as a state trunkline route and turned back to county and city control.
	1936 (Dec 9)—1937 (Sept 27) – A new 1.226-mile route for US-41/M-28 in the southern portion of Marquette is established from Lake St northerly along the present-day route to Hampton St on December 9, 1936. Nearly ten months later on September 27, 1927, the 1.3-mile route along Lake St from the Carp River northwesterly along the Lake Superior shoreline, then westerly on Hampton St to Front St is cancelled and turned back to city control.
	1936 (Dec 9) – Two new segments of US-41 in Menominee Co are established, although official State Highway Dept documentation is missing on one: From approximately one mile north of Talbot, a new alignment approximately 4.85 miles in length is established to the east of the existing route from near 28 Lane north-northeasterly back to exisitng US-41 (present-day Fence Plant Rd) on the south side of Carney. Internal State Highway Dept trunkline determination maps from the time, however, do not include this establishment, but it is assumed it occurs at the same time as the establishment of a new alignment for US-41 from Carney northerly (see below). An additional 4.879-mile realignment of US-41 from near 33.5 Lane between Carney and Nadeau north-northeasterly past Nadeau to just north of LaBelle 38 Rd south of Powers is established as a trunkline route. In both instances, the existing route of US-41 is retained as an unsigned state trunkline route for the time being (although this is assumed on the first segment, owing to the missing trunkline determination information). 1937 (Aug 30) – The two segments of the former route of US-41 in Menominee Co bypassed by the new alignments established the previous December are cancelled and turned back to local control. The former routes include the segment of present-day Old US-41 Rd from near 28 Lane north of Talbot northerly through Bagley to Fence Line Rd on the south side of Carney, plus Fence Line Rd between Old US-41 and the relocated route, as well as Old US-41 Rd from near 33.5 Lane northerly through Nadeau to the relocated route near LaBelle 3 Rd south of Powers. (Again, the first cancellation is assumed, based on missing trunkline determination information.)
	1937–48 – The State Highway Dept begins planning on a major realignment of US-41 through Baraga Co by purchasing right-of-way for a new route between Nestoria and the L'Anse village limit southeast of downtown. The proposed route is part of a larger program of major realignments for US-41, US-141 and M-28 through Baraga Co which would basically form a triangle with US-141 proposed to run due northerly from Covington to Baraga, M-28 to run easterly from Covington to Nestoria, and US-41 to form the "hypotenuse" from Nestoria to L'Anse. Right-of-way is purchased on portions of the proposed US-41 route between L'Anse and Herman during 1937 (while none is purchased for the other two proposed relocations), although work on the proposed relocation does not progress beyond that stage and all purchased parcels are relinquished by 1948. (See Proposed US-41: Nestoria-L'Anse 1937–48 map.)
	1937 (Aug 30) – Several additional changes are officially made to the route of US-41, including Gladstone: A new curving street is constructed in Gladstone connecting Lake Shore Dr from its terminus at Central Ave (9th St) arcing northerly to the beginning of 10th St as it heads north into downtown. The new section of roadway plus the four blocks of 10th St (totaling 0.377 mile) is established as the new route for US-2/US-41/M-35, while the former 0.43-mile established route along Central Ave (9th St) from Lake Shore Dr to Wisconsin Ave, then east one block to 10th St is cancelled as a state trunkline route and turned back to city control. Since January 1931, the signed route for US-2/US-41/M-35 has jogged easterly from Central/9th via Dakota Ave then northerly on 10th to Wisconsin based on a request by the city council for better traffic management. The one block of Dakota Ave was only a marked-and-maintained route, and maintenance of that block also ceases at this point. Trenary Area: A new 5.332-mile segment of US-41 is officially established from near Neimi Rd south of Trenary northerly, to the existing route west of Trenary (present-day M-67), then northwesterly in the existing corridor to the southeastern-most intersection with River Rd (approximately 4½ miles northwest of Trenary)—however the short segments of former US-41 from Trenary to River Rd have no cancellation documentation. The new alignment from Trenary northwesterly 4½ miles subsumes much of the existing highway. The former 1.5-mile route of US-41 from the new route easterly along Old 41 then northerly via Trenary Ave into Trenary at M-67 is cancelled as a trunkline route and turned back to county control. (Former US-41 from downtown Trenary west to the new US-41 route becomes a westerly extension for M-67.) Construction on this section, however, is not complete until early the following spring. Kiva Area: An additional 4.715-mile establishment for US-41 from the southeastern-most intersection with River Rd (approximately 4½ miles northwest of Trenary) then northwesterly to the Marquette Co line replaces a 5.0-mile stretch of the route between the same points, some of which is subsumed into the new routing, with the bypassed sections along River/Whitefish Rds and King Rd being turned back to county control. Ishpeming-Negaunee: A new 5.646-mile long northern US-41/M-28 bypass of the twin cities of Ishpeming and Negaunee in central Marquette Co is established beginning at Teal Lake Ave north of downtown Negaunee then westerly via Water St, curving southwesterly into Ishpeming via part of present-day Juniper St, then westerly along a now-obliterated Elm St to Hickory St, then continuing southwesterly to Wildwood Rd west of Ishpeming where it merges back into the previous route. The former route from M-35 south of downtown Negaunee westerly through downtown Ishpeming to the new relocation west of town temporarily remains an unsigned state trunkline route. Keweenaw Bay Area: A new 2.121-mile route bypassing the community of Keweenaw Bay in northern Baraga Co is established as a trunkline route from Jurumu Rd northerly to present-day Old US-41 north of the community. The former 2.2-mile route from relocated US-41 south of Keweenaw Bay northerly via Jurumu Rd, then north through the community via Old US-41 to the new realignment is cancelled as turned back to county control. Portage Entry: A new 0.514-mile alignment for US-41 is established from about 0.2-mile southeast of North Entry Rd northwesterly to approximately 0.3 mile northwest of North Entry Rd, including a new Snake River bridge. The former 0.52-mile route between those same points is cancelled and turned back to local control. (The old Snake River span is eventually removed as well.)
	1937 (Aug 30) – Along with the above changes to the signed route of US-41, the 5.71-mile stretch of highway constructed by the State Highway Dept in southern Marquette Co along present-day Co Rd 557 from Co Rd SU northerly to the Forsyth/Wells Twp line about 0.4 mile north of the West Branch of the Escanaba River is cancelled as a state trunkline route and turned back to county control. It is incorporated into Co Rd 557, which it remains to this day. This was the only part of the propssed Powers-to-Marquette route to ever be constructed by the State Highway Dept. (See Proposed US-41: Powers-Marquette (1926–1960, 1930) maps.)
	1937 (Sept 27) – The 5.6-mile former route of US-41/M-28 from M-35 south of downtown Negaunee westerly through downtown Ishpeming to the new Ishpeming-Negaunee bypass, which was established 28 days prior, is cancelled and turned back to city and county control. (Much of this route would later be re-established as BUS M-28.)
	1937 (Dec 28) – Two US-41 relocations in central Delta Co: A new 0.773-mile western "bypass," of sorts, of Rapid River is officially established from US-2 about 0.35 mile west of downtown Rapid City and continuing northerly to 27.75 Rd. The former route fronm downtown Rapid River northerly along Main St then west via 27.75 Rd is cancelled and turned back to county control. A new 3.75-mile long segment of US-41 from 30th Rd near Maplewood northerly to the cnr of T Rd & S.15 Rd is established as a state trunkline route, while the former 4.6-mile route northeasterly along 30th Rd, then north via T Rd back to the relocated route at the cnr of S.15 Rd is cancelled as a state trunkline and turned back to county control. The new alignment also eliminates two grade crossings of the Minneapolis, St Paul & Sault Ste Marie Railway as well several curves along the way.
	1937 (Dec 29) – A new 1.8-mile bypass of the hamlet of Alberta in central Baraga Co is officially established as a state trunkline route, from a point ¾ mile southeast of the community to a point 0.6 mile norheast of town. The former 1.9-mile route through the center of Alberta is cancelled as a trunkline route and turned back to county control. The bypass is built to avoid the newly-constructed Ford Motor Co company town, which began operations the year prior. Alberta houses a Ford sawmill to provide lumber for the company's vehicles and upon establishment contains a dozen homes, two schools and the modern steam-driven sawmill. Plumbago Creek is also dammed to create a reservoir the mill and townsite with water and energy. (See Michigan Tech Univ's Ford Center site for more information.)
	1938 (Mar 1) – The new "Trenary bypass" portion of the US-41 realignment officially established the previous August from southwest of town northerly to M-67 is completed and opened to traffic along with the segment of reconstructed US-41 from M-67 northwesterly for 4½ miles.
	1938 (Dec 6) – An additional 4.026-mile stretch of US-41 on new alignment is officially established as a state trunkline route in north-central Delta Co, beginning at the north end of the segment established the prior December at the cnr of T Rd & S.15 Rd, 6¾ miles north of Rapid River, then northerly to the northernmost intersection with S.15 Rd, 10¾ miles north of Rapid River. The former 5.2-mile route of US-41 northwesterly, northerly and easterly via S.15 Rd between those same points is cancelled as a state trunkline route and turned back to county control.
	1938 (Dec 6) – The 1.2-mile long "Ford Sawmill bypass" route in L'Anse which was established as a state trunkline route in December as part of M-15 in the months prior to it being redesignated as US-41 but never actually constructed on the alignment as established is cancelled as a state trunkline route. In its place, the roadway actually constructed by the Ford Motor Co in 1924 when the company initially requested the former route of M-15 past its new L'Anse sawmill be rerouted away from the complex is now established as the trunkline route. Interestingly, the roadway signed as US-41/M-35 bypassing L'Anse has effectively only been a "marked-and-maintained" trunkline route for the past 14 years until now.
	1940 (Nov 12) – Two realignments for US-41 are established in Marquette and Baraga Cos: Carlshend Bypass: In southeast Marquette Co, a 4.011-mile realignment is certified bypassing the hamlet of Carlshend beginning at Carlshend Rd near Maple Grove then heading northwesterly to a second intersection with Carlshend Rd south of Skandia. The 5.9-mile former route through Carlshend via Carlshend Rd is cancelled and turned back to county control. Downtown Baraga Bypass: A new 4.461-mile long route for US-41 bypassing downtown Baraga from Superior St just north of Baraga State Park then northerly along the Keweenaw Bay shoreline to the exisitng route (present-day Old US-41) north of Assinins is certified as a state trunkline route. The 2.9-mile portion of the former route of US-41 from M-35/Michigan Ave northerly out of Baraga via present-day Old US-41 to the relocated route north of Assinins is cancelled as a trunkline route and turned back to local control, while the section of former US-41/M-35 through downtown Baraga along Superior St northerly to State Ave is re-designated as a new BUS US-41 route. At State Ave, the new BUS US-41 route turns southeasterly to connect back with the relocated US-41 route (to form a complete loop), while M-35 uses State Ave to connect from the new downtown bypass back to its former route. (Former US-41/M-35 along the one block of Superior St between State Ave and Michigan Ave becomes just M-35.)
	1948 – The surface of the Portage Canal Swing Bridge on US-41/M-26 connecting Houghton and Hancock, which had been rebuilt 19 years prior using prefabricated concrete slabs over 6x6 timber crossties, is rebuilt again with steel I-beams replacing the timbers and covered with concrete to provide a smooth driving surface.
	1948 (early July) – The first 5.6 mile segment of the proposed major relocation of US-41/M-28 in Baraga Co is completed and opened to traffic from Nestoria westerly to the existing route of US-141/M-28. Ony the first four miles of the new highway is signed as US-41/M-28, however, pending the completion of the remainder of the project. US-41 turns northwesterly upon reaching its former route west of Nestoria to head toward Alberta and L'Anse, while the remaining 1.6 miles of the newly-opened roadway is signed as just M-28 until it reaches existing US-141/M-28. The former routes are all retained as unsigned trunkline routes for the time being, however.
	1949 (Nov 4) – The short 0.08-mile trunkline along State Ave in Baraga between the US-41/M-35 "downtown Baraga bypass" and Superior St carrying both the M-35 and BUS US-41 designations is cancelled as a state trunkline route and turned back to village control. Replacing it is a new 0.07-mile route along Michigan Ave from the US-41 "bypass" route westerly across the Duluth, South Shore & Atlantic Railroad line to the existing M-35 route at Superior St. BUS US-41 now continues northeasterly one additional blocks along Superior St to Michigan Ave, then turns easterly along the new roadway back to US-41 where it terminates. M-35, in turn, now continues northeasterly with US-41 along the 1940 bypass route, then turns westerly via the new Michigan Ave roadway back to its former route at Superior St.
	1949 (Nov 7) – A short, new 0.996-mile alignment for US-2/US-41 on the north side of Gladstone is completed and opened to traffic, cutting across a small inlet on Little Bay de Noc via landfill shortening the route by 0.2 mile. The new alignment runs along present-day N 9th St from Court St northerly, continuing via Lake Shore Dr to Buckeye Ave. The former route along Buckeye Ave southwesterly to Bay Dr is turned back to local control. It is assumed the portion from Bay Dr southerly parallelling the Soo Line Railroad to 9th St at Court St is also turned back to local control and remains open, although this portion of roadway would be abandoned and partially obliterated by the construction of the US-2/US-41 expressway between Gladstone and Rapid City in the early 1960s.
	1949 (Nov 10) – A series of seven changes are officially made to the route of US-41 in Marquette, Baraga and Houghton Cos: Green Garden Area: In eastern Marquette Co, a 1.5-mile long realignment for US-41 is established in the Green Garden area from Green Garden Rd northwetserly to S Big Creek Rd, while the former 1.6-mile route between those two points is cancelled and much of it is abandoned as a public roadway and obliterated with the exception of the portion along present-day Country Ln, which is transferred to county control. Harvey: A new 0.859-mile route for US-41/M-28 bypassing the central area of Harvey (southeast of Marquette) is established from just south of Silver Creek (just north of the M-28 jct) northwesterly to approximately Van Epps St. The former 1.0-mile route through Harvey along Corning Ave and Main St is cancelled and turned back to county control. Greenwood–Clarksville Area: A third realignment for US-41/M-28 in western Marquette Co runs 6.593 miles and is established as a state trunkline route from halfway between Westwood Rd and Dow Rd west of West Ishpeming, then wetserly to just east of the Ely/Humboldt Twp line west of Clarksburg. The former 7.4-mile route from halfway between Westwood Dr and Dow Rd west of West Ishpeming weterly via Co Rd 495/Diorite Rd through Greenwood and Snowville, then via Co Rd CKC and Co Rd CKL through Clarksville to just east of the Ely/Humboldt Twp line is cancelled and turned back to county control. Baraga Co: The entirety of the 12.764-mile realignment for US-41 (and a portion of M-28) in central Baraga Co between Nestoria and Alberta is established as a state trunkline route. The first 5.6 miles from Herman-Nestoria Rd (one mile west of Nestoria) westerly to the new jct with M-28 and US-141 (where M-28 departs toward Wakefield) was opened to traffic in July 1948 and the US-41 designation is now posted along this section. The remaining 7.16 miles from there northerly to the south end of the 1938 bypass of Alberta is the new route for US-41. The former 11.8-mile segment of US-41 from the relocated route west of Nestoria then northwest via Herman-Nestoria Rd, southwest along Nestoria Cut-Off Rd and Old 41, then north along King Lake Rd before turning northwesterly via Old US-41 to just south of Alberta is cancelled as a state trunkline and turned back to county control. Calumet/Laurium Area (Osceola): A new 0.871-mile realignment for US-41 is established south of Calumet in the Osceola area from about 450 ft southwest of Golf Course Rd then northeroy to Old County Rd just south of School St. The former route between those same two points is cancelled and Old County Rd is turned back to county control while a portion just north of Golf Course Rd is abandoned as a public roadway and obliterated. Calumet/Laurium Area (Hecla): Closer in to the communities of Calumet and Laurium, a new 0.232-mile alignment for US-41 is established, beginning at the intersection of County Rd (present-day US-41), Rockland St & Division St then heading northwesterly to the intersection of Calumet Ave & Agent St, passing through the location of the former Hecla No.14 mine shaft. The former 0.2-mile route northeasterly along Rockland St then northwesterly via Agent St to Calumet Ave is cancelled and turned back to county control. Calumet/Laurium Area (Albion): And on the northeast fringe of Calumet and Laurium, 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.
	1950 (Nov 3, 15) – A 3½ mile long project at Ishpeming and Negaunee involving both an upgrading of the US-41/M-28 bypass as well as a realignment of the portion of the route is completed and opened to traffic by November 15. From Hickory St in the northern part of Ishpeming northeasterly into Negaunee to Teal Lake, then southeasterly along the shoreline of the lake to M-35/Teal Lake Ave, the highway is slightly relocated and straightened onto a new alignment which stays within 325 feet of the former route, while also running along portions of the old roadway. From M-35/Teal Lake Ave in Negaunee, US-41/M-28 now heads almost due northeasterly (partially on a new alignment and partially subsuming existing Maple St from Baldwin Ave to Oak St), merging back into its existing route just northeast of Croix St. The project costs $315,000 and improves the horizontal and vertical alignments of the route and modernizes the highway, although, according official State Highway Dept figures, only shaves approximately 200 feet off the length of the segment. The related trunkline establishments and cancellations, or at least part of them, are completed twelve days earlier on November 3 when the 1.629 mile stretch of the new highway alignment from Water St (the former route) on the south shore of Teal Lake easterly for about ¾ mile to M-35/Teal Lake Ave, then northeasterly to just past Croix St is established as a trunkline route. Similarly, the 0.8 mile portion of Water St from the new alignment east-southeaterly to M-35/Teal Lake Ave and the 1.1 mile of Croix St from the relocated US-41/M-28 along Teal Lake then easterly back to the relocated highway are both cancelled as trunklines and turned back to municipal control. Oddly, though, internal State Highway Dept trunkline determination maps show the remainder of the relocated route from Water St in Negaunee westerly into Ishpeming is not officially established as a trunkline route, nor is the former route cancelled, for almost exactly a decade on June 21, 1960. While the new highway is definitely completed and opened to traffic in November 1950, it is unclear whether the western portion was overlooked in terms of official recordkeeping, only remedied ten years later, or if the "June 21, 1960" dates on the internal MSHD maps were actually supposed to read "June 21, 1950" instead. At present, this listing will use the 1960 dates at face-value until and unless additional State Highway Dept documentation is located which shows the dates were actually meant to be recorded as 1950.
	1950 (Nov 3, 10) – The final stretch of the major relocation in the route of US-41 in central Baraga Co is completed and the 7.744-mile long portion from present-day Old US-41 north of Alberta through Bovine into L'Anse at a point just southeast of the Winter St and Broad St intersections (at the present-day locations of the Baraga Co Sherriff's Office and the MDOT L'Anse Facility) is established as a trunkline route on November 3. Not only does this project complete the paving of US-41 throughout the Upper Peninsula from Menominee to Fort Wilkins, but it was reportedly the final stretch of gravel-surfaced US-41 between Miami and Copper Harbor remaining! This final portion of the project cost $199,600 to complete and media reports state it had been delayed "an unusually long time" due to "negotiations on right-of-way and procedure." The former 8.9-mile route is cancelled as a state trunkline route on November 3 with the 6.2-mile present-day Old US-41 from north of Alberta to south of Bovine and the one-mile segment of Denomme and Jack-O'-Lantern Rds turned back to county control and the new "turned-in approach" from Jack-O'-Lantern Rd to relocated US-41 in L'Anse turned over to municipal control. The old portion of US-41 from south of Bovine to Denomme Rd is subsumed under the reconstructed roadway. The roadway itself opens to traffic by November 10.
	1953 – The M-35 designation is routed concurrently with US-41/M-28 from Negaunee westerly into Baraga Co, resulting in a three-way concurrency, then continues northerly with US-41 to Baraga, to connect the two previously discontinuous portions of M-35. See the article "M-35: The Highway Henry Ford Stopped" for more information.
	1953 (Sept 22) – A 3.2-mile long bypass of the Humboldt Mine area in western Marquette Co is officially established as the new route for US-41/M-28/M-35 beginning approximately 0.6 mile east of Wolf Lake Rd (Co Rd FX) at Humboldt and continuing westerly through a new junction with M-95 before merging back into the existing highway near Wabic. The 3.5-mile former route is cancelled with portions being turned back to county control from Wabic southeasterly along Co Rd FNO for about ¾ mile to a dead end and from M-95 easterly for about 0.6 mile via Co Rd 601 and a short spur section at Humboldt along Co Rd FNP. The remaining segments are either obliterated or abandoned as public roadways: From the end of Co Rd FNO to M-95, due to the construction of a spur railroad line into the Humboldt Mill (although the former concrete highway surface remains to this day), and between the Co Rd 601 and Co Rd FNP sections, which are overtaken by the Humboldt Mine, an open pit mine which would operate from the following year untll 1972, and no longer exist.
	1954 (Late) – A 0.675-mile long relocation for US-41 in southeast Marquette Co, including a new bridge spanning the Chocolay River, is completed and opened to traffic at the end of the construction season. The new route begins approximately 0.2 mile north of East Johnson Rd (Co Rd ON) north of Skandia and continues north-northwesterly to a point approximately 0.2 mile northwest of the Chocolay River. The former route is assumedly cancelled and mostly obliterated as a public roadway, although no establishment or cancellation information has yet been found for this change on internal State Highway Dept maps. A portion of the former roadbed is left in place both north and south of Yalmer Rd (Co Rd OA) and exists to the present-day on either side of DeVooght’s General Store (the gas station portion of the store was constructed directly atop the former highway).
	1957 (June 17) – A slight realignment on the south side of Chassell 'smoothes out' a sharp turn in the highway and includes a new bridge across the Pike River. The new 0.568-mile route for US-41 is established beginning about ¼ mile east-southast of the river, curves around over the river and merges back into the former route about 215 ft south of the 6th St & Wilson Memorial Dr intersection in Chassell. The 0.6-mile long segment of former US-41 bypassed by the new alignment is cancelled and largely turned back to county control as "Old 41."
	1957 (June 24) – The 1.2 miles of Superior Ave through downtown Baraga from US-41 south of the village northerly to M-35/Michigan Ave (present-day M-38), which has been designated as BUS US-41 since 1940, is cancelled as a state trunkline route and turned back to local control. The 17-year existence of Baraga's BUS US-41 comes to a close.
	1957 (Nov 25) – A new 6.685-mile alignment of US-41/M-28 is officially established as a state trunkline along its present-day routing from just southwest of Heritage Dr/JAD in Neguanee to east of Northwoods Rd/HIA (at the present-day Menards east entrance) west of Marquette. The former 7.2-mile route along Heritage Dr/JAD, Forest Cir/JB, CR-502/Midway Rd, Co Rd JPC-HPB and Northwoods Rds/HIA is cancelled as a state trunkline route and turned back to local control, although the new alignment is not yet completed and opened to traffic. The former route is retained as a "marked-and-maintained" route for the time being.
	1958 (July 3) – The seven miles of divided US-41/M-28 highway from Marquette westerly to Negaunee that were officially established the previous November are completed and opened to traffic, with the former alignment, already officially transferred to local control, no longer being "marked-and-maintained" as a state trunkline route.
	1958 (Sept 16) – Most of the former route of US-41/M-28 through the downtowns of Ishpeming and Negaunee that was cancelled in 1937 when the bypass of those two cities was completed is re-established as a state trunkline route. (The only portion of the pre-1937 US-41/M-28 route not included in this re-establishment is Randall Dr from US-41/M-28 easterly through West Ishpeming to North Lake Dr.) The newly-re-established route is ostensibly designated BUS M-28, however a number of sources (many of which are not State Highway Dept-related and include local news media) repeatedly use "US-41A" and "M-28A" when referring to this route: See the BUS M-28 route listing for complete details. Regardless of the actual designation, the new route joins with M-35 to run concurrently through downtown Negaunee via Silver St from County Rd northerly to Jackson St, easterly on Jackson St, northeasterly via Main St, then northwesterly along Teal Lake Ave back to US-41/M-28 north of downtown Negaunee.
	1959 (Nov 15, Dec 4) – A new Sturgeon River bridge and approaches southeast of Chassell in Houghton Co are completed and opened to traffic on November 15. The new bridge costs $177,431 to construct. On December 4, the 0.556-mile segment of US-41 consisting of the new bridge and its approaches is officially established as a state trunkline route from about 600 ft southeast of the bridge northwesterly to about 1,500 ft west of it. The former 0.6-mile route between those same points is cancelled as a trunkline route and the former bridge is removed with much of the former roadway obliterated.
	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 fout-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 since the 1982 —CB], 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.
	1960 (June 21) – As noted in the November 3–15, 1950 listing above, a 1.752-mile stretch of US-41/M-28/M-35 from Hickory St in Ishpeming to Water St in Neguanee, which had been realigned and reconstructed in 1950, is noted on internal State Highway Dept trunkline determination maps as finally being established as the official trunkline route. Similarly, the former 1.5-mile long segment between those same points, which was partially subsumed under the new highway, partially closed and obliterated as a public roadway, and partially turned back to municipal control in places, is officially cancelled as a trunkline route. As noted above, it is unclear why this establishment and cancellation is listed almost exactly a decade after the completion of the project—whether it was a rectification of a previously-overlooked determination or a cartographic error ("1960" used on the maps instead of "1950") is not known. One plausible reason for the 1960 date is the completion of a widening project along US-41/M-28 in Ishpeming and Negaunee in 1959 which may have brought to light an omission in the recordkeeping from ten years prior.
	1961 (May 8, June 28) – On May 8, the State Highway Dept submits a request to the U.S. Route Numbering Subcommittee of the American Association of State Highway Officials (AASHO) for the relocation of US-41 (along with M-28) through Marquette onto a new bypass route, the removal of the former route through the central business district, and the designation of a business route, although actual construction of the bypass won't be complete for more than 2½ years. The AASHO subcommittee approves all requests at its regular meeting on June 28.
	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 Dr west of downtown, easterly to Franklin St is converted to eastbound-only movement and is established as a state trunkline route for sbd US-41 traffic on July 18. Actual construction work to convert Montezuma Ave for 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. At the east end of Montezuma Ave at Franklin St, a new angling "cut-across" allows sbd US-41 traffic to merge back into the existing US-41 route along College Ave.
	1962 (Sept 10, Oct 20) – A 2.205-mile long limited-access expressway (no private driveway access, but featuring intersections at select crossroads) bypass of the downtown area of Gladstone for US-2/US-41/M-35 is officially established as a state trunkline route on September 10. The new route runs from Lake Shore Dr southwest of downtown Gladstone to a point just north of jct M-35/4th Ave to the north where it merges back with the former route at the intersection of present-day Rains Dr. The 2.405-mile former route of US-2/US-41/M-35 through downtown Gladstone via Lake Shore Dr and 9th St—as well as the one block (0.1 mile) of former M-35 along 4th Ave from 9th St to the new bypass—is cancelled as a trunkline route but remains a "marked-and-maintained" route for 40 days. At that point, the new $1.1 million bypass is opened to traffic on October 30 and maintenance on the former route through downtown ceases and returns to city control. The limited access expressway project was initially supposed to have continued on through from Gladstone to Rapid River, however protests from motel and other tourist-oriented business owners along the existing highway caused the State Highway Dept to shelve the plans for the project north of Gladstone initially, even though 40% of the right-of-way for the new expressway alignment have been acquired at this point, mostly on the southern end of the Gladstone-Rapid River segment.
	1963 (Late) – As part of a 9.9-mile long project to improve the route of US-41 between Delaware and Copper Harbor in Keweenaw Co, the highway is realigned near Clear Lake about ¾ mile west of Mandan straightening the route to remove several turns around a small swampy area. Official State Highway Dept trunkline determination records do not indicate any establishment or cancellation dates/mileages for this realignment, however, for some reason.
	1963 (July 11, Oct 15) – Mirroring the new one-way pairing for the route of US-41 through downtown Houghton implemented in 1961 following the completion and opening of the new Portage Lake Lift Bridge, a similar arrangement is put in place for traffic through downtown Hancock. On July 11, a new 0.700-mile route for sbd US-41 traffic is established from the cnr of Quincy St & Lincoln Dr on the western edge of downtown, then proceeding southeasterly parallel to the Mineral Range R.R. line on a newly-constructed alignment to Hancock St, then easterly along Hancock St from Scott St back to exisitng US-41 at Reservation St. When construction is completed by October 15 and the new sbd route is opened to traffic, existing US-41 along Reservation St from Hancock St to Quincy St and along Quincy St from Reservation St west to Lincoln Dr is converted to nbd only traffic.
	1963 (Nov 22, 12:00 Noon; Dec 5) – A 1.834-mile long, limited-access expressway bypass of downtown Marquette for US-41/M-28 traffic is completed and opened to traffic at Noon on November 22. The route is a partially-limited access expressway, with access only at select crossroads. (Other intersecting roads are either closed off or are grade-separated via overpasses.) The new bypass helps alleviate significant congestion problems through the central business district by allowing through traffic a higher-speed route around the downtown area. The former route of US-41/M-28 through downtown Marquette along Front St & Washington St is redesignated as BUS US-41. Thirteen days later on December 5, the bypass is officially established as a state trunkline route by the State Highway Dept.
	1963 (Dec 5–7) – The State Highway Dept announces on December 5 the four-year old Portage Lake Lift Bridge on US-41/M-26 linking Houghton and Hancock is to be named the John F. Kennedy Memorial Bridge for the late President, slain 13 days prior. However, two days later on December 7, the Houghton City Council objects to the naming and passes a resolution against it, stating the name "Portage Lake Lift Bridge" is a better moniker for the span.
	1964 (Dec 29) – A 7.318-mile long modernization of the route of US-41 in southeastern Marquette Co from M-94 (the present-day south junction) northerly to Green Garden Rd is officially established, on a mixture of new construction on a relocated alignment and upgrades in the existing (or expanded) right-of-way, where the new highway is constructed immediately adjacent to the existing pavement. The new alignment stretches include between the School Rd (Co Rd OGA) intersections southeast of Skandia, between Kreiger Dr (Co Rd OC) intersections on either side of Skandia, and between Foster Creek Dr (Co Rd BAF) intersections north of Skandia. The 7.85-mile former route of US-41, including both the bypassed segments along School Rd, Kreiger Dr and Foster Creek Dr, as well as the portions supplanted by the new highway in the existing ROW, are cancelled with the bypassed segments turned back to county control.
	1964 (Dec 29) – The southbound side of the newly-commissioned US-41 one-way pair in downtown Houghton gets an improved connection between the eastern end of Montezuma Ave and College Ave on the east end of the downtown district. A new 0.128-mile segment of sbd US-41 is established from the cnr of Montezuma Ave & Portage St then bending slightly to the north away from existing Montezuma Ave, merging more directly into College Ave at Franklin St where the nbd and sbd US-41 separate as they enter the downtown area from the east. The former 0.132-mile route of US-41 along Montezuma Ave is cancelled, with the section between Ripley St and Franklin St turned back to municipal control (becoming a westerly extension of Ruby Ave), while the part from Portage St to Ripley St is obliterated as a public roadway. (The new route for sbd US-41 is then named as part of Montezuma Ave.)
	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.
	1969 (Sept–Oct) – As part of a plan to remove through traffic from the center of the campus of Michigan Technological University in Houghton, a new divided roadway for US-41 traffic is constructed to bypass the heart of campus to the south, allowing for much of the former route along College Ave to be converted into a pedestrian-only "mall." The new bypass, officially named Townsend Dr, opens to traffic in September or October, although any official establishments or cancellations for the project will come in eight or nine months the following summer. The new roadway begins on College Ave at Pearl St and curves to the southeast and continues through campus, passing directly north of Wadsworth Hall—the largest residential building on campus and longest at ¼ mile in length!—at which point it merges back into its former route at College Ave in front of the building. The former route of US-41 through the MTU campus is permanently disconnected from US-41/Townsend Dr on the eastern end as part of the project, with the pedestrain mall creation to come in the years following. The new central campus bypass was not universally liked by all, however, as can be seen in a November 1969 photo taken by Ted Ellis, showing a homemade sign attached to the post below a US-41 reassurance marker with a skull-and-crossbones next to the words "U.S. 41." According to some sources, Townsend Dr through the MTU campus is named for Charles Elroy Townsend a lawyer from Concord, Michigan, who served as a U.S. Representative (1903–11) and U.S. Senator (1911–23) and was partially responsible for the establishment of the U.S. Highway System. In 1921, a collection of highway routes linking Mobile, Alabama and Copper Harbor, Michigan were designated the "Townsend National Highway," although the moniker didn't seem to gain much recognition and likely faded quickly once the new U.S. Highway routes he helped create debuted in 1927. —Many thanks to reddit users Napoleonjewfro and SpicyWaffel!
	1969 (Oct 26) – At its regular meeting at the Sheraton Hotel in Philadelphia, the U.S. Route Numbering Subcommittee of the American Association of State Highway Officials (AASHO) defers action on a request from the Michigan Dept of State Highways to also designate the BUS M-28 routing at Ishpeming-Neguanee as BUS US-41. This would indicate that this route had never been officially designated as BUS US-41 before this time.
	1970 (July 1) – The 0.603-mile Townsend Dr bypass of the central portion of the campus of Michigan Technological University in Houghton, opened to traffic the previous fall, from College Ave at Pearl St southeasterly to the former location of College Ave halfway down the length of Wadsworth Hall (about 900 ft east of McInnes Dr) is officially established as a state trunkline route. Meanwhile, the 0.589-mile former route of US-41 along College Ave between those same two points through central campus, part of which is obliterated as a public roadway, is cancelled as a trunkline route and the extant portions are transferred to municipal or university control. (While July 1, 1970 is the official date, MDOT Right-of-Way maps oddly indicate an abandonment date for the former route to be two years earlier on March 18, 1968, which even pre-dates the acquisition of most of the parcels for the project.)
	1970 (Nov 6) – Following up on its previous meeting in October 1969, at the regular meeting the U.S. Route Numbering Subcommittee of the American Association of State Highway Officials (AASHO) at the Shamrock-Hilton Hotel in Houston, the group officially denies the Dept of State Highways' request for a BUS US-41 designation along BUS M-28 at Ishpeming-Neguanee. The existence of several at-grade railroad crossings along the route of the proposed BUS US-41 is the subcommittee's reason for the denial.
	1971 (Nov 15–22) – A new 6.077-mile long limited-access expressway routing of US-2/US-41 is completed and opens between Gladstone and Rapid River on November 22. The new highway has access only at key intersections, no driveways or intersections with lesser roads. In fact, this expressway had originally been intended to be a full freeway, according to State Highway Dept sources. This new segment of highway was officially established as a state trunkline route one week earlier on November 15, with the 5.712-mile forner route cancelled as a state trunkline route and turned back to county control (although it remained "marked-and-maintained" as US-2/US-41 for the week in between.)
	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)
	1976 (July 29) – The one-block long segment known internally to Dept of State Highways & Transportation as "US-41 SPUR" along 15th St from US-41 coming off the Interstate Bridge in Menominee northerly to 10th Ave is officially cancelled as a state trunkline route and turned back to city cntrol.
	1978–81 – Oddly, the route of BUS US-41 through downtown Marquette (also marked as BUS M-28, although no other proof exists it was ever designated as such) is removed from the 1978 Official Michigan Transportation Map issued to the public by the Michigan Dept of State Highways & Transportation, both on the main statewide map and on the Marquette inset on the reverse. However, the "BUS US-41/BUS M-28" routing is restored on the 1980 edition (but only labeled on the Marquette inset, not on the statewide map), with the BUS M-28 symbol removed from the Marquette inset on the 1981 edition. While no evidence of there ever being a BUS M-28 routing at Marquette has yet been located, with internally-produced MDSH&T/MDOT Control Section Atlases consistently show BUS US-41 through downtown Marquette throughout the 1970s and 1980s, implying the modifications to the Official Transportation Map are in error. MDOT Trunkline Determination Maps also indicate no trunkline cancellations occur in this timeframe, leaving the removal of the downtown Marquette business route as a cartographic error.
	1982 (Oct)—1983 (Mar) – Some MDOT staffers internally propose terminating M-28 at its eastern jct with US-41 at Harvey south of Marquette, removing the concurrent designation between Harvey and Covington, and then giving the remainder of M-28 from US-41 at Covington to US-2 at Wakefield a new route designation. By March 1983, however, the proposal is deemed "impractical" and no changes are made. (See Notes section in the M-28 route listing for details.)
	1993 (June 30–July 14) – After the Soo Line (formerly Mineral Range and then DSS&A) railroad through Hancock was abandoned and removed in the 1980s, MDOT takes advantage of the newly-available railroad right-of-way to reconfigure the existing sharp 135° curve from S Lincoln Dr ("Lower Lincoln") onto N Lincoln Dr ("Upper Lincoln") at Ethel Ave. The new roadway, established as a state trunkline highway route on July 14, now swings out father to the west into the old railroad right-of-way to make the extremely tight corner slightly more rounded. Simultaneously, two portions of the former route from Elevation St northwesterly for 1,231.41 feet (0.233 mile) and 84.93 feet east of Summing St westerly for 345 feet (0.065 mile) are cancelled as a state trunkline highway via obliteratation (the new street is consturcted immediately adjacent to the old route and partial atop it). Two weeks prior on June 30, the 0.62 mile segment of the former route of US-41 along S Lincoln Dr beginning 438.85 ft northwest of Michigan St and continuing for 330 feet to a dead-end is also cancelled as a state trunkline route and turned over to city control. (It is reconfigured into a service road to serve seven residences with a new single access point onto the new alighment for US-41 at the southern Ethel Ave intersection.) At the same time, the City of Hancock closes several alleys in the area, closes off access from US-41/N Lincoln Dr to Lincoln–Pine Sts, and accepts control of the realigned approaches of Ethel Ave (north and south) to the relocated US-41.
	1994 – The 18-mile stretch of US-41 from Central to Copper Harbor is designated as the state's first Scenic Heritage Route.
	1996 – A 1.1-mile long relocation project in western Marquette Co just northwest of Van Riper State Park involves replacing the 1930 Peshekee River bridge (which, itself, had replaced the first ever state trunkline bridge ever constructed in 1914, which remains in an abandoned state just to the south) and the corresponding approach roadway. The realigned segment of US-41/M-28 runs from the Champion/Michigamme Twp line westerly to approximatley 0.15 mile west of the CR-607/Peshekee Grade Rd and lies either immediately adjacent to the existing highway to the north or the south. The 1.05-mile segment of the existing route is obliterated as a public roadway and left to return to a natural state.
	2002, 2004 – Much of the remainder of US-41 in Keweenaw Co, from Mohawk to Central, is also designated as part of the Scenic Heritage Route in 2002. The portion of the route from Houghton northerly to Mohawk was tacked onto to the Scenic Heritage Route in the spring of 2004.
	2004 (Nov 1) – The Interstate Bridge spanning the Menominee River and carrying US-41 from Marinette, Wisc into Menominee, Mich is closed and demolition begins. This 75-year-old structure is being completely removed and replaced with a brand new bridge on the same location. The new bridge is scheduled to open to traffic by December 1, 2005. [MDOT Press Release (archived)]
	2005 (Sept 22) – The route of US-41 from Houghton to its northern terminus at Copper Harbor is designated as a National Scenic Byway.
	2005 (Oct 10) – Negotiations between MDOT and the City of Marquette result in several jurisdictional transfers, including the cancellation and transfer of the entirety of BUS US-41 through downtown to municipal control. Also transferred on this date are all of unsigned M-554 to the City of Marquette and McClellan Ave from (former) M-554 northerly to US-41/M-28 west of downtown to MDOT as part of M-553.
	2005 (Nov 22) – The US-41 Interstate Bridge connecting Menominee with Marinette, Wisc is opened to traffic today, having been closed for nearly 13 months. The final details will be complete in the next few weeks and a ribbon-cutting ceremony is to be held in early December.
	2005 (Dec 3, 3:30pm) – The US-41 Interstate Bridge connecting Menominee with Marinette, Wisc is officially completed today with a ribbon-cutting held at the center of the bridge. This wraps up a 16-month project which saw the complete removal of the 1929 structure and the construction of a brand new bridge from the ground (er, water) up. Additional work was performed along US-41 through downtown Marinette, Wisconsin. According to the late Dick Lund's excellent photo-essay of the construction, the Honorary Ribbon-Cutter at the ceremony was Mrs. Catherine (VanCamp) Anderson, "who, as a girl of 12 was a holder of the ribbon which was cut to open the previous Interstate Bridge in a 1930 ceremony."
	2007 – Two segments of US-41 are included in the overall designation of the U.P. Hidden Cost Recreational Heritage Route between Menominee and Gladstone: From the Michigan/Wisconsin state line on the Interstate Bridge in Menominee northerly through the city to the M-35 jct. From the southern US-2/US-41 & M-35 jct at Escanaba northerly to the northern Gladstone city limit at Mather Ave.
	2009 (Fall) – An approximately 0.85-mile long realignment for US-41/M-28 immediately east of Michigamme in western Marquette Co replacing a sharper reverse curve with a pair of gentler curves is completed and opened to traffic. The majority of the 1.0-mile long former route is obliterated and abandoned as a public roadway, while a short segment becomes an expanded parking area and access roadway for the Michigamme Roadside Park.
	2010 (Aug 9) – After a three-month construction project, a brand new roundabout replaces the somewhat confusing intersection at the eastern end of the Marquette Bypass, where US-41/M-28 intersects Front St (formerly BUS US-41) south of the downtown district. The previous intersection was original to the bypass when it was constructed in 1962–63.
	2010 (October) – A 1.2-mile long segment of US-41 is relocated away from the Keweenaw Bay shoreline by approximately 100 feet due to ongoing erosion of the cliffs along the shoreline. The segment is approximately 5 miles north of Baraga near the community of Keweenaw Bay, beginning at the Old US-41-Jurmu Rd intersection to a point approximately 0.7-mile north of the Sturgeon Rd intersection. The old roadway is obliterated.
Controlled Access:	No portion of US-41 is freeway.
	Expressway: Two segments of US-41 exist as expressway: From 0.3 mile north of Lake Bluff Rd just south of Gladstone to Brampton Rd-75 Rd intersection, just west of the the jct of US-2 & US-41 at Rapid River. (8.6 miles) In Marquette from the intersection with Jackson St just south of the eastern jct of Former BUS US-41 at Front St to the western jct of Former BUS US-41 at Washington St. (1.8 miles)
NHS:	US-41 from its southern entrance at the Wisconsin state line at Menominee to jct M-26 in downtown Houghton is on the National Highway System (NHS).
Business Connection:	Former BUS US-41 – Marquette. Formerly from east jct US-41/M-28 on the south side of downtown to west jct US-41/M-28 on the west edge of the city.
Circle Tours:	Lake Michigan Circle Tour in two segments: From the southern entrance at the Wisconsin state line on the Interstate Bridge in Menominee to jct M-35 on the north side of Menominee. From the southern jct of US-2/US-41 & M-35 in Escanaba to the northern jct of US-2 & US-41 at Rapid River.
	Lake Superior Circle Tour in two segments: From the eastern jct of M-28 at Harvey (near Marquette) to southern jct of M-203 in Hancock. From the third jct with M-26 in Laurium to fifth and northernmost jct of M-26 in Copper Harbor.
Pure Michigan Byway:	Copper Country Trail Scenic Heritage Route & National Byway: From Houghton to the northernmost jct with M-26 in Copper Harbor.
Memorial Highways:	The following Memorial Highway designations have been officially assigned to parts of US-41 by the Michigan Legislature: Samuel R. Costello Memorial Highway – "The portion of highway US-41 in Menominee County beginning at the northern city limits of the city of Menominee and continuing north to the village of Daggett..." From the Michigan Legislature: "Samuel R. Costello was born on July 15, 1930. After graduating from Menominee High School, he enlisted in the United States Air Force. On December 22, 1950, the Dept. of Defense informed James Costello, Samuel's father, that Samuel was reported missing in flight from Okinawa to Clark Air Force Base in the Philippines. His flight reportedly crashed on Mount Tabayoc in Luzon, Philippines. He was 20 years old at the time of his presumed death." United Spanish War Veterans' Memorial Highway – "[...] the portion of US-2 and M-41 [sic] beginning at Wells and extending west to Hermansville..." From MDOT: "The United Spanish War Veterans was an American Veterans organization which consisted of veterans of the Spanish–American War, Philippine–American War and China Relief Expedition." Darryl M. Rantanen Memorial Highway – "The portion of highway US-2 and highway US-41 beginning at the eastern limit of Hyde and extending west to the western limit of Bark River..." From the Michigan Legislature: "Trooper Darryl M. Rantanen was killed in May 1974 while in pursuit of a stolen vehicle. Trooper Rantanen's partner, who was driving their patrol car, attempted to pull alongside the stolen car. Its driver swerved into the patrol car. Both vehicles left the roadway, with the patrol car turning onto its side and its top striking a tree. Trooper Rantanen’s partner was seriously injured. Trooper Darryl M. Rantanen died as a result of his injuries. He was the 29th Michigan State Police officer to die in the line of duty. He was 36 years old." Senator Tom Casperson Memorial Bridge – "The bridge on highway US-2 over the Escanaba River in Delta County..." [said bridge also includes US-41 and M-35, but those designations were omitted from the legislation.] From the Michigan Legislature: "Senator Tom Casperson was born in Escanaba and worked for his family's log trucking business for 25 years before taking ownership of the company for 10 years. In 2002, he was elected as a State Representative for Michigan's 108th House District. He served in that capacity until he was elected to the Michigan Senate in 2011, serving in the 38th Senate District until 2018. On November 29, 2020, Senator Casperson died from lung cancer." AmVets Memorial Drive – "The portion of US-2 and US-41 and M-35 beginning at the northern city limit of Escanaba and extending north 1⅒ miles to the junction of County Road 426, also known as the extension of Sheridan Avenue..." From MDOT: "AMVETS (American Veterans) is the nation’s most inclusive Congressionally-chartered veterans service organization, representing the interests of 20 million veterans. AMVETS is open to and fighting for all who honorably served in the United States military, including the Reserve and Guard, with more than 250,000 members nationwide." Earl DeMarse Memorial Highway – "The portion of highway US-41 beginning at the intersection of US-41 and highway M-28 in the City [sic, ha!] of Harvey and extending north to the intersection of US-41 and Genesee Street in the city of Marquette..." From MDOT: "Earl F. DeMarse was a corrections officer at the Michigan Department of Corrections' Marquette Branch Prison. On September 25, 1973, Mr. DeMarse was stabbed to death by an inmate at the prison. DeMarse has been recognized as the first Michigan corrections officer killed in the line of duty. He was 55 years old and had served as a corrections officer for 26 years. The Earl F. DeMarse Corrections Academy in Lansing is named after him." Jacobetti Highway – "Highway M-28 beginning at the intersection with highway M-123 in Chippewa county and extending west to the east city limit of the city of Negaunee..." From MDOT: "The son of an Italian immigrant miner, Dominic Jacobetti was born in Negaunee, MI July 20, 1920... He was elected to office in 1953, and began his 40 years as Representative in 1954. Because of funding Jacobetti obtained for projects in the Upper Peninsula, his constituents and colleagues regarded him as "Puga," "King Jake," and the "Godfather of the U.P." ... Keeping in mind that Jacobetti often considered the entire Upper Peninsula as part of his District, he promoted the interest of industry (sometimes at the expense of the environment), strove to improve educational opportunities, and worked hard to improve economic conditions for both the State and his District. Veterans Memorial Highway – "Highway M-28, beginning at the eastern city limits of Ishpeming in Marquette county and continuing west through Baraga county, Houghton county, Ontonagon county, and Gogebic county to the intersection of highway M-28 and highway US-2..." From MDOT: "Title 38 of the Code of Federal Regulations defines a veteran as "a person who served in the active military, naval, or air service and who was discharged or released under conditions other than dishonorable."
Photographs:	MTU Campus Buildings – a set of photos taken around the campus of Michigan Technological University in 1968–71 by MTU alum Ted Ellis, with the following pictures specifically showing the US-41 relocation project across campus from 1969: April 1969 – Start of the US-41 relocation A month later and work is well underway. May 1969. New pavement is in place as a cold north wind brings on winter. October 1969. November of 1969. Note the skull & crossbones on the US41 sign Another view of Death Road 41. Looking down where US41 used to be. November 1969. Taken from Room 439 East Wadsworth. November 1969. Interstate Bridge Project (US-41) , Nov. 2004–Dec. 2005 – a very comprehensive photo essay website on the demolition, construction and opening of the new US-41 Interstate Bridge linking Menominee and Marinette from the late Dick Lund.
Continue on:	US-41 into Wisconsin – via the Wisconsin Highways website
Weblinks:	US-41 @ Michigan Highway Ends – photos of the termini of US-41 at Dan Garnell's Michigan Highway Ends website. Interstate Bridge Project (US-41) , Nov. 2004–Dec. 2005 – a very comprehensive photo essay website on the demolition, construction and opening of the new US-41 Interstate Bridge linking Menominee and Marinette from the late Dick Lund. "At 50, US 41 bypass still does the job: Highway stretch in Marquette marks milestone" – article from the December 9, 2013 edition of The Mining Journal of Marquette. [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. Houghton Hancock Bridge: Portage Lake Lift Bridge – an excellent article with photographs from the HistoricBridges.com 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. Historic US-41 Bridges from MDOT's archived Michigan's Historic Bridges site: US-41 / Menominee River – from MDOT, "The Menominee-Marinette Bridge carries US-41 between Menominee, in Michigan, and Marinette, in Wisconsin, on the line between the two states." (This page has not* been updated to reflect this bridge's demolition and replacement by a new span in 2005.)* US-41 (Abandoned) / Peshekee River – from MDOT, "This multiple-span concrete bridge is located in the Champion Beach County Park, about five miles east of the village of Michigamme. The structure carries an abandoned segment of US-41 over the Peshekee River." Abandoned US-41 / Backwater Creek – from MDOT, "The Backwater Creek Bridge carries an abandoned segment of US-41 (now a privately owned road) immediately above the creek’s mouth at L’Anse Bay." US-41 / Sturgeon River – from MDOT, "Known locally as the Canyon Falls Bridge for its proximity to this natural feature, the structure is comprised of a two-hinged, girder-ribbed arch over the river’s channel." US-41 / Portage Lake – from MDOT, "This monumental double-deck, vertical lift bridge is the only one of its type in Michigan." Historic US-41 Bridges, presented in geographic order from south to north, from Nathan Holth's excellent HistoricBridges.org site: Old US-41 Big Cedar River Bridge – "This attractive riveted pony truss is fairly unusual among surviving metal truss bridges in Michigan." 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." (Demolished 2015.) Old US-41 Rapid River Bridge – "This bridge is among the oldest trunk line bridges in Michigan and an early, rare multi-span concrete girder." CR-557 Bridge – "This steel stringer bridge is listed on the National Register of Historic Places as an early long-span steel stringer bridge." (Demolished and replaced, 2018.) Lake Superior & Ishpeming Railroad Overpass – "This bridge is a late example of a plate girder overpass in Michigan." Old Lake Street Bridge – "This small plate girder sits on steel caissons and appears to be a former highway bridge." Old US-41 Peshekee River Bridge (Trunk Line Bridge Number 1) – "Not only is this the longest concrete through girder bridge in Michigan it was the first Michigan state trunk line bridge ever built!" Old US-41 Collapsed Culvert – "This tiny concrete culvert collapsed and had a replacement structure put in place on top of it." Old US-41 Tioga River Bridge – "This appears to be an old, possibly pre-1920 example of a concrete girder bridge." Canyon Falls Bridge – "This graceful arch bridge is one of two distinctive steel deck arch bridges in the Upper Penninsula." Old US-41 Sturgeon River Bridge – "Hidden away on this old highway alignment is this outstanding example of a concrete camelback bridge." Old US-41 Backwater Creek Bridge – "This bridge is an excellent example of an early state standard pony truss bridge." US-41 Sturgeon River Slough Bridge – "One of two stringer bridges with attractive type R4 railings on this section of highway." US-41 Sturgeon River Bridge – "This steel stringer bridge retains original railings, and has a curve with superelevation included in its design." Old US-41 Pike River Bridge (Trunk Line Bridge Number 8) – "This small bridge is one of the first state highway bridges built in Michigan." 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." US-41 Fanny Hooe Creek Bridge – "With attractive locally sourced stone facing, this historic bridge is the northernmost bridge in Michigan."

Back to M-40

Route Listings Home

On to Former M-41