Length: 35 Region: SE

Counties: Houston, Winona

Legislative Route(s): 76

How numbered: Same as Legislative Route number.

History: Authorized 1933

Improvements: By 1953, only the segment in Houston County was paved. All paved by 1963.

Legislative Route(s): 149 (Duplexed withU.S. 12 only)

History:

Now marked

U.S. 77 formerly extended north from its current terminus at Sioux City IA into South Dakota. It passed through Sioux Falls and headed north (along current SD-15) to U.S. 12. The route was decommissioned when I-29 was constructed, since much of the interstate south of Sioux Falls had been built along the route of U.S. 77. Around 1930, the U.S. 77 designation was extended northeastward into Minnesota along U.S. 12 and ended at the junction with U.S. 75 in Ortonville. (This probably explains why there was no MN-77 in the original set of state routes from 1934, though there was never an independent segment of U.S. 77.) The duplexed segment with U.S. 12 was probably marked as late as the mid-60s. (The only clue to this is how the short segment in South Dakota is marked on maps, and U.S. 77 is shown in this segment on mid and late 1960s Minnesota highway maps, but not earlier maps after the 1930s. So, who knows?)

Length: 11 Region: M

Counties: Dakota, Hennepin

Legislative Route(s): 279

How numbered: Arbitrary assignment

NHS: Entire length, and south of its terminus along Dakota CSAH 23 to CSAH 42

History:

Part originally marked

The segment of this route north of MN-13 was originally designated MN-36. When the portion of TH-36 west and south of Roseville was turned back in 1980, this route was formed from the southerly segment of 36. TH-36 had been designated south to TH-5 as far back as 1934 (most of pre-1949 TH-36 along Cedar was probably LR 118, the rest marked on a city street for continuity). A separate L.R. designation for the Cedar Avenue segment was established in 1949. By the late 1950s, it was designated a trunk highway as far south as MN-13, then after the change to TH-77 was extended south of MN-13 along Cedar Avenue, then east along McAndrews Road to Minnesota Zoo. The east-west segment between Cedar Avenue and Zoo (now CSAH 38) was turned back around 1994.

Improvements: No part of this, while a trunk highway, was ever unpaved. The route is now constructed to freeway standard over its entire length (most posted 65 mph). The Minnesota River crossing was formerly two bridges, both with a wooden deck and steel superstructure, constructed around 1890. ("Trucks must not meet on bridge.") One of these is still in place as access to the National Wildlife Refuge. The span over the main channel was a swing bridge to allow barges to pass on the river. These were replaced about 1980 with the current six-lane freeway bridge, itself a striking structure with a pair of steel arch superstructures from which the bridge decks are suspended by steel cables. For reasons I can't fathom, it is three lanes southbound between MN-13 and County 38, but only two lanes northbound. Still a major pain: the interchange with MN-62, where traffic backs up for a mile every morning.

Exit List: Visit Adam Froehlig's exit list for Highway 77.

Length: 47 Region: WC

Counties: Grant, Otter Tail

Legislative Route(s): 180, 181

How numbered: Arbitrary assignment

History: Both segments authorized 1933.

Improvements: The south end of this route was still gravel in 1953. All paved by 1960.

Length: 12 Region: WC

Counties: Grant, Douglas

Constitutional/Legislative Route(s): 3

How numbered: Arbitrary assignment

History: A small segment of Constitutional Route 3, but never part of a U.S. route. This was part of the Constitutional Route 3 segment that was originally bypassed by the short county road segment of U.S. 10S. That segment was added to the trunk highway system in 1933. However, in the original 1934 numbering plan, this segment, as well as the west side of the triangle formed with U.S. 10S, was proposed to be part of U.S. 10. Instead, the original route of 10S became U.S. 52, and this was assigned MN-79. That number had originally been proposed for what became MN-139 in far southeast Minnesota.

Improvements: Paved by 1940

Length: 12 Region: SE

Constitutional/Legislative Route(s): 80

How numbered: Same as its Legislative Route number

History: On its new alignment, later marked

Now marked

Authorized in 1933, originally ran south from Wykoff along what is now Fillmore CSAH 5 to the vicinity of present-day Forestville State Park, then east along what are now several minor county roads to Preston. Ran through the historic (and by-then disappeared) village of Forestville, which is now operated as a historic site by the Minnesota Historic Society near the state park. When the direct route between U.S. 16 and Preston was completed around 1949, the road was renumbered U.S. 16 and the MN-80 designation was moved onto former U.S. 16.

Improvements: Most of this route was unpaved until it was bypassed by the new roadway alignment. Even today, only CSAH 5 is paved, and this route otherwise consists of dirt county roads.

Length: 8 Region: SE

Counties: Fillmore

Constitutional/Legislative Route(s): 9

How numbered: See comment below

History: Originally marked

Part of Constitutional Route 9, and originally designated U.S. 16. Upon reconstruction of L.R. 80 (original TH-80) as a direct bypass of Wykoff and Fountain, that road was given the designation of U.S. (now MN-) 16, and this original alignment of U.S. 16 from Wykoff to Fountain was given the MN-80 designation.

Improvements: This route (then called U.S. 16) was paved in 1940. The original MN-80 (L.R. 80), now MN-16, was constructed along its current alignment by 1949 and paved by 1953.

Comments: This road shows up in District turnback lists, but it's difficult to see how they can do this. The description of CR 9 includes Fountain, implying that there has to be a trunk highway connecting Spring Valley, Fountain and Preston.

Legislative Route(s): 175

How numbered: Arbitrary assignment

History: Now marked

The designation for the segment of current U.S. 75 between MN-200 and U.S. 2 from 1933 until the mid-1950s. At that time, U.S. 75 followed present-day T.H. 200 and 9 to Crookston.

Constitutional/Legislative Route(s): 3, 104

Counties: Hennepin

How numbered: Arbitrary assignment

History: Originally marked

Upon completion of I-94 through north Minneapolis and Brooklyn Center in 1982, former U.S. 52 was duplexed with I-94 and the portion of former 52 between T.H. 100 and I-94 was renumbered MN-81. Part of Hennepin County/MnDOT highway swap in 1988. Now designated Hennepin CSAH 81.

Legislative Route(s): 211, 179

How numbered: Arbitrary assignment

History: Now marked

Marked from 1933 till mid-1950s. Former designation for part of what is now MN-9 between U.S. 75 at Breckenridge and MN-200.

Length: 24 Region: SE

Counties: Waseca, Blue Earth

Legislative Route(s): 201

How numbered: A former westerly extension of this route (now MN-68) was LR 83, and this segment was likely numbered the same for route continuation.

History: Part now marked

Authorized 1933.

Improvements: Paved by 1953.

Comments: Originally an east-west route, but the western leg was incorporated into MN-68. A future addition of the new Blue Earth County 90 to the trunk highway system (as a swap for other other area trunk highways) might make it logical to add that segment back into this route, or to combine 68 and 83 into a single route.

Length: 30 Region: NE

Counties: Cass

Legislative Route(s): 139

How numbered: Arbitrary assignment

History: Authorized 1933

Improvements: Mostly paved in 1940, and all paved by 1949.

Legislative Route(s): 138

How numbered: Arbitrary assignment

History:Subsequently marked

Now marked

Authorized 1933, renumbered around 1950 as extension of MN-92, then by late 1950s as MN-31, and is now part of MN-200.

Length: 23 Region: SW

Counties: Jackson

Legislative Route(s): 86

How numbered: Same as legislative route number

History: Authorized 1933

Improvements: Gravel south of U.S. 16 in 1942, all paved by 1953.

Length: 82 Regions: NW, NE

Counties: Becker, Wadena, Hubbard, Cass

Legislative Route(s): 207, 197

How numbered: Arbitrary assignment

History: Both segments authorized 1933

Improvements: Still had gravel segments in 1953, paved by 1960.

Constitutional/Legislative Route(s): 1, 102

How numbered: Arbitrary assignment

History: Subsequently marked

Now marked

Former route of U.S. 65, renumbered as 88 in 1933 and around 1950 renumbered again as an extension of MN-49. Since about 1981, called MN-149 between MN-3 and MN-5.

Constitutional/Legislative Route(s): 114, 63

How numbered: Probably deriviative of its former designation, U.S. 8

History:Previously marked

In Minneapolis, St. Anthony and Roseville, New Brighton Blvd. (now Hennepin and Ramsey CSAH 88) between its two junctions with I-35W. Originally designated U.S. 8 until about 1980. Between 1988 and 1996, MN-88 ran from I-35W in Roseville one mile to the Ramsey-Hennepin County line, where the Hennepin County segment had already been turned back as part of the 1988 highway swap.

Length: 144 Region: NW

Counties: Beltrami, Clearwater, Marshall, Roseau

Legislative Route(s): 136, 218

How numbered: Arbitrary assignment

History: Authorized 1933 from Bemidji to Roseau, 1949 from MN-11 to the Canadian border

Improvements: Still largely gravel in 1953. Last segment to be paved was west side of Red Lake, around 1963.

Comments: Runs around the west side of Red Lake from Bemidji to Roseau. "Moose" signs can be seen along this road. Has the longest concurrent numbering section (or "duplex", as road geeks like to say) with another state highway --- 28 miles with MN-1 on the southwest side of Red Lake.

Legislative Route(s): 118

How numbered: Arbitrary assignment

History: Subsequently marked

Former designation for W. 50th and W. 46th Streets between U.S. 169/212 / MN-100 and Cedar Avenue (then MN-36) in Edina and Minneapolis. MN-90 was redesignated MN-190 in the late 1950s to avoid duplication with I-90. See MN-190 for later history. Now a county or city route over its entire length (CSAH 21 and 46).

Comment: The segment between MN-100 and the Minneapolis city limits (France Avenue) was probably not a trunk highway even though it was marked MN-90. There has not been a defined route in the statutes that would meet that description. MN-36 south of 46th Street in Minneapolis was also marked on a road not part of the trunk highway system from 1934 to 1949 (called an "accommodation route").

This route was envisioned in the 1940s as part of an east-west expressway route. The "Crosstown", built in the 1960s by Hennepin County (now TH-62), was the later outgrowth of this plan.

Length (MN): 276 Regions: SW, SE

Counties: Rock, Nobles, Jackson, Martin, Faribault, Freeborn, Mower, Olmsted, Winona

Legislative Route(s): 391

How numbered: Interstate Route

History: Part of original interstate network (1956)

Improvements: First segment was bypass of Austin (around 1960). Completed by 1980. A short three-lane segment between the two junctions with U.S. 61 west of LaCrosse.

Travelogue: As you have crossed South Dakota, you have made a significant transition from the western landscape west of the Missouri to the beginnings of corn belt farmland. Since crossing the Missouri, you have been traveling on the deposits left by the most recent glaciation, characterized by flat to gently rolling terrain. Southwest Minnesota continues this slow transition from the arid west to the wetter midwest, and you will note that the area east of Sioux Falls is still tallgrass prairie. Rock County, where you enter Minnesota, is the only county in the state lacking a natural lake. The change from semi-arid to a wetter climate happens slowly as you move east through the gently rolling farmland. East of Austin, there is a more dramatic change, however. I-90 moves away from the route of former U.S. 16, and you enter a much more hilly landscape. This is the "driftless" area of southeast Minnesota. Unlike the rest of the state, where the most recent glaciations left terrain that is either flat or rolling under a deposit of glacial till, this area escaped the most recent glaciation. You will actually note bedrock to the top of road cuts. The other notable feature of this area are deep, steep valleys cut by water that poured through this area as the ice cap melted. The most beautiful part of this drive is just west of Dresbach as you drop into the Mississippi River valley. The freeway lanes split apart as you drop down, then rejoin west of the junction with U.S. 61. You then parallel the Mississippi River before turning east and crossing into Wisconsin.

Comments: I-90 closely follows the route of former U.S. 16 over most of its route except from just east of Austin, where it turns toward Rochester and is constructed on a new alignment not previously covered by a state highway. The segment east of Rochester is just south of U.S. 14, but passes well south of Winona.

The two interstate routes that cross Minnesota west to east have different personalities. I-90 is really the crossroad of America. You will see many more license plates from east coast states on this road than on I-94, making it seem that cross-country drivers prefer this route even though both interstates come together in Montana. Traffic seems to move faster on this road as well. This is the longest interstate route in the U.S.

Length: 64 Region: SW

Counties: Nobles, Murray, Lyon

Legislative Route(s): 91

How numbered: Same as Legislative Route number.

History: Authorized 1933

Improvements: In 1942, only the segment north of Adrian was paved. The segment to Iowa was paved by 1953 and the remainder of the road by 1960.

Length: 72 Region: NW

Counties: Red Lake, Polk, Clearwater

Constitutional/Legislative Route(s): 65, 169

How numbered: Arbitrary assignment

History: Part subsequently marked

This part now marked

Constitutional Route north and west of U.S. 2.. Between U.S. 2 and MN-200, authorized 1933. Originally extended on the southeast end to U.S. 71 and (later) even further east over what was originally MN-85. This extension later became MN-31 and is now MN-200.

Improvements: Northwest of U.S. 2, paved by 1940. Reminder paved by 1953.

Legislative Route(s): 93

How numbered: Same as its legislative route number

History: Now marked

Authorized 1933. Renumbered in 1963 as an extension of MN-67 to the junction with former T.H. 272 (now 68), then MN-68 from there east.

Length: 6 Region: SE

Counties: LeSueur, Sibley

Legislative Route(s): 259

How numbered: Arbitrary assignment

History: Originally marked

Authorized 1949, originally designated MN-259 until about 1963. Extended over former U.S. 169 alignment into Le Sueur when that road was built around Le Sueur in the mid--60s. Around 2018, the state highways through LeSueur, including MN-112, were turned back.

Improvements: Paved by 1953.

Length: 4 Region: M

Legislative Route(s): 94

How numbered: Same as Legislative Route number

History: Now marked

Marked from 1934 to 1935. Became the east end of U.S. 10 in Minnesota in 1935 when that route was separated from U.S. 12 and given a separate route across western Wisconsin.

Designation originally assigned in 1933 to L.R. 94 , current U.S. 10 between U.S. 61 and the Wisconsin border. Re-designated as U.S. 10 in 1935.

Originally marked

Now marked

Original designation for MN-194, renumbered in the late 1950s to avoid duplication with I-94. When first established in 1934, this route was MN-69 until 1935. See MN-194 for history.

Length (MN): 258 Regions: WC, EC, M

Counties: Clay, Wilkin, Otter Tail, Grant, Douglas, Todd, Stearns, Wright, Hennepin, Ramsey, Washington

Legislative Route(s): 392

How numbered: Interstate Route

History: Part of original interstate network (1956)

Improvements: Completed by 1985. First segments were constructed from St. Cloud west in the early 1960s and between St. Paul and Minneapolis in 1964. Last segments were north Minneapolis (1984) and east of I-694 (1985). Three lanes from MN-101 to the I-694 split --- in 2004 a major headache was relieved when a third lane was opened between County 61 (just east of the west I-494-694/94 interchange) and Brooklyn Blvd. There is a short two lane section from the I-694 "second chance" ramp around the curve to the MN-252 onramp. After the onramp from MN-252 enters, there are four lanes south to downtown Minneapolis. At I-394, two lanes continue, with the onramp from I-394, three lanes are continuous to MN-280. Four lanes (except at Snelling Avenue) to downtown St. Paul, three lanes through downtown to White Bear Ave. Between White Bear and Century Avenues, only two lanes, then three to the Wisconsin border.

Future Improvements: The segment between White Bear and Century Avenues is slated for expansion to three lanes by 2011. Why did they wait so long???

Travelogue: As you enter from North Dakota at Fargo-Moorhead, you have been traveling across some of the flattest country you will ever see. This is the basin formed by Glacial Lake Agassiz, a vast lake that formed as the glacial cap melted and left a layer of lacustrine clay. Eventually, the dam of glacial deposits that held this lake in place near Browns Valley gave way and sent a torrent of flood water down the Minnesota River into the Mississippi. Traveling east from Moorhead, you will notice several places where the elevation rises slightly; these are "beaches" that formed as the glacial lake rose or fell, and provide extensive sand deposits that are mined for construction materials. Finally, at Rothsay you climb the last beach line and enter terrain more typical for Minnesota. From here to the Twin Cities, the terrain is rolling with frequent lakes visible from the highway. Pass Fergus Falls, Alexandria, Sauk Centre ("Original Main Street" here commemorates the Sinclair Lewis novel that skewered this town), and finally St. Cloud. From St. Cloud to the Twin Cities, it's difficult to tell where the sprawl from one city ends and the other begins. Monticello is roughly the midpoint, and is an exurb for both cities. At Monticello, look north at the massive Sherco power plant and a nuclear power plant.

As you pass MN-101, the freeway widens to three lanes. You then encounter the poorly signed (by virtue of lack of any destination cities) interchange with I-494. Bear left, and you are now on a jointly marked I-94/694 duplex; you will also note that exit numbers have reverted to beltway miles rather than I-94 miles. The freeway is now three lanes across this entire stretch (posted 60 mph). I-694 splits to the left, then I-94 bends sharply right. You are now headed directly south toward downtown Minneapolis on a newly designated 60 mph section of freeway to just north of downtown, where it drops to 55. The highway expands to four, then five lanes at Dowling Avenue (the widest piece of freeway in the state). These lanes are shed as you approach downtown, first to I-394, then to the Lyndale/Hennepin exit. Only three lanes continue through the Lowry Hill tunnel, which dives beneath the area around the Basilica and Guthrie Theatre and bends east. Exiting the tunnel, you then encounter I-35W, which parallels I-94 for a short distance. You then exit the downtown area, and cross the Mississippi. At this point, you are still in Minneapolis until you bend around the interchange at MN-280 where you enter St. Paul.

The freeway across St. Paul is relatively straight until you get downtown. Here, it bends to conform with the angled downtown streets (which in turn parallel the Mississippi River). At the junction with I-35E northbound, I-94 bends southeast, then northeast, and finally east. You climb out of the downtown area and settle into a straight stretch across eastern St. Paul. Leave St. Paul and then Ramsey County, pass the cloverleaf interchange at I-494/694 (remember those routes?), and then as the speed limit jumps to 65 mph you head straight across Washington County for Wisconsin. This area is farmland that is rapidly developing into more suburban sprawl. Then, drop down into the St. Croix River valley, cross that river and you have left Minnesota.

Comments: I-94 follows the original route of U.S. 52 from Moorhead to St. Cloud, then stays south of the Mississippi River along (more or less) former MN-152 to the Twin Cities. It then passes through both downtowns and exits toward Wisconsin along the former route of U.S. 12. Between the split with I-694 in Brooklyn Center and downtown Minneapolis, it runs north-south (but is signed east-west). I-94 is co-numbered officially with U.S. 52 from North Dakota to St. Paul, and U.S. 12 from Minneapolis to Wisconsin, but neither U.S. route is actually marked (except at the I-94-394 interchange in downtown Minneapolis, where U.S. 12 is shown on guide signs for both interstates). Co-numbered with I-694 where it forms the northwest corner of the I-494-694 beltway, and in this stretch, the mileposts and exit numbers correspond with I-694, not I-94. However, there are no exit numbers duplicated between the mile 28-34 segment of I-94 in northwest Minnesota and the segment duplexed with I-694.

This is the only all east-west 2di interstate route that crosses the Canadian border on one end. (It was pointed out to me that I-69 in Michigan is marked east-west from Lansing to Port Huron).

While the last segment to be completed was the 10 miles from I-494/694 to the Wisconsin border, completion of this segment was really never in doubt. There was originally a plan to construct it about 1/4 mile north of old Highway 12, but eventually it was constructed along the U.S. 12 alignment. The most contentious segment, and one which could have prevented completion of I-94 through Minneapolis, was the north-south segment between I-394 and I-694. Among other problems, the highway was routed through an industrial lime pit. For a time in the 1970s, it seemed that I-694 could have been the route for I-94 and the freeway through St. Paul and Minneapolis could have been a spur route.

Exit Lists: Visit Adam Froehlig's exit list for I-94 between I-694 and MN-280
Exit list for I-94 from MN-280 to Wisconsin
Exit list for I-94/694 common section.

E/W Segment -
West terminus: MN-23 E of St. Cloud
East terminus: U.S. 8 at Taylors Falls
Counties: Benton, Mille Lacs, Isanti, Chisago
Legislative Route(s): 132

Length: 128 Regions: EC, M

How numbered: Part is numbered the same as its Legislative Route designation, with the remaining segment numbered for route continuity.

History: Both segments authorized 1933.

Improvements: In 1940, paved from Afton to Copas (MN-97) and North Branch to Princeton. All paved by 1953. A recent (late 1998) change in alignment on the south end of the route, between Washington CSAH 18 and I-94: instead of turning east on 40th St. South to St. Croix Trail, the route now continues north along Manning Trail (old CSAH 15). The old route is designated CSAH 18.

Comments: Essentially two distinct routes that meet around Taylors Falls. Mileposts begin at MN-23 in St. Cloud, so the north-south segment has mileposts increasing as you go southward.

Length: 12 Region: M

Counties: Ramsey, Washington

Legislative Route(s): 96

How numbered: Same as Legislative Route designation.

History: Authorized 1933. A former westerly segment (now designated CSAH 96) between I-35W and U.S. 61 was turned back to Ramsey County around 1994. On the east end, the original alignment ran along today's Washington CSAH 64 into central Stillwater.

Improvements: All paved by 1940.

Comments: The 2021 Legislature has authorized turnback of this route from the junction of MN-244 to MN-95. That will leave a short segment along the north shore of WBL as the only remaining section of 96. This change has not been listed here yet because the agreement between MnDOT and Washington County has not yet been completed, to my knowledge. I presume it will retain the 96 designation, as Washington County will likely use that designation on the road they take over. Ultimately, the last remnants of 96 and 244 will be turned back.

Length: 13 Region: M

Counties: Anoka, Washington

Constitutional/Legislative Route(s): 62, 97

How numbered: Largest and original segment numbered the same as its Legislative Route designation; remainder (connection to I-35) numbered for route continuity.

History: Authorized 1933 except for the short connecting segment between I-35 and U.S. 61 which is part of Constitutional Route 62 and was originally U.S. 8. Original western terminus was at U.S. 61.

Improvements: All paved by 1953.

Constitutional/Legislative Route(s): 98

How numbered: Same as the legislative route number

History: Part of original route is the current alignment west of Chisago City of

As originally established in 1933, MN-98 ran south along LR 98 from Chisago City and west to Forest Lake over what are now Chisago County 24 and 23. By the mid 1950s, this route was reconstructed along the current alignment of U.S. 8 to form a more direct route from Chisago City to Forest Lake, and L.R. 98 was redesignated U.S. 8. The MN-98 designation was moved onto former U.S. 8 to Wyoming.

Constitutional/Legislative Route(s): 46

How numbered: Same as the legislative route number of its original alignment

History: Original alignment of

As originally established in 1926, U.S. 8 ran west from Chisago City to Wyoming, where after 1932 it followed U.S. 61 south to Forest Lake. When the new alignment replacing original MN-98 between Chisago City and Forest Lake was constructed around 1955, the U.S. 8 designation was moved onto the new route and the original alignment of U.S. 8 became MN-98. Turned back around 1998, now Chisago County 22.

Length: 41 Region: SE

Counties: Nicollet, LeSueur, Rice

Constitutional/Legislative Route(s): 7, 99, 21

How numbered: One segment numbered the same as Legislative Route number, other segments numbered the same for route continuation.

History: Constitutional Route segments between Nicollet and St. Peter and between MN-13 and MN-21. Connecting segment authorized 1933.

Improvements: Paved in 1940 except between MN-13 and MN-21. This segment paved by 1953.

Length: 15 Region: M

Counties: Hennepin

Current Legislative Route(s): 130, 212
Previous Constitutional/Legislative Routes: 52, 116, 117, 96

How numbered: "Round number" probably chosen because this route was originally planned as a beltway around Twin Cities.

NHS: Entire length

History/Improvements: Part of original route marked	and now
and east side of loop (now county road) was previously marked

1934: Though (I believe) 100 was envisioned from the beginning as ultimately becoming a beltway, this route was originally U-shaped with a gap at the bottom of the "U".  It originally began at U.S. 52 in Robbinsdale and ran south to MN-5 in Edina.  It then ran east, concurrent with MN-5 east to Fort Snelling and MN-55 across the Mendota Bridge, then began again as an independent route east to MN-56 at the Mississippi River.  On the east side of the river it ran east along Highwood Ave. from U.S. 61 on the south end of St. Paul, then north along Century Avenue and White Bear Blvd. to U.S. 61 in White Bear Lake, where it terminated. 100 on the west side was probably initially marked on city streets through St. Louis Park, Golden Valley and Robbinsdale until the construction described below was complete. 100 was not actually marked across the Mississippi River on the south end until about 1940, when it was temporarily routed on the Newport toll bridge.

1935-42: On the west side, construction began on the divided highway still in existence today (but now being upgraded).  The new highway began near Vernon and 50^th in Edina — then the southerly intersection with U.S. 169-212 — and ran north to a point near today’s intersection of Veracruz and Lakeland (CSAH 81) Avenues in Robbinsdale. Interchanges were built at MN-7, Minnetonka Blvd. and U.S. 12 around 1937.  In a 1999 press release prior to beginning reconstruction of the segment north of Highway 55, MnDOT reported: "This entire segment of highway was historically significant as a joint effort of what was then the Minnesota Department of Highways and the WPA federal public works labor program. The highway was landscaped by one of Minnesota's foremost landscape designers, A.R. Nichols, and [due to his choice of decorative vegetation] was known north of U.S. 12 as Lilac Drive. Several park-like areas were built along the route that included rustic stone picnic tables, benches and fireplaces. This was one of Mn/DOT's largest efforts at designing roadside rest areas for the motoring public."

1945: The north and northwest segments of 100 were completed, completing the loop.  The new segment began at U.S. 52 (slightly southeast of the original intersection), ran northeast to the Mississippi River and then crossed the river and ran east to U.S. 10 in Arden Hills. This is the present-day route of 100 and I-694 — in fact, the 1945 bridge was used as one of the I-694 river bridges until the mid-1980s. The 1943 legislation authorizing this route (L.R. 212) noted that it “afford[ed] necessary and reasonable means of communication to industrial areas engaged in the manufacture of essential war materials” — possibly a reference to the Twin Cities Arsenal in Arden Hills — but the road was not completed until the end of WW II. The circle was completed by marking 100 along existing MN-96 to White Bear Lake. For nearly 20 years, MN-100 truly lived up to its informal name, the “Belt Line.”

1958: The Wakota Bridge was completed, bypassing the Newport Toll Bridge. This four-lane bridge was planned prior to construction of the interstate, and still services I-494, although it became badly deficient and is now in the process of being replaced.

1960-65: With construction proceeding on the I-494/694 beltway, 100 was marked along 494 upon its completion through Bloomington, but by 1963 this part of 100 ceased to be marked. The northern part of 100 was eliminated in 1965 when I-694 was completed across Anoka and western Ramsey Counties, and at that time the remaining southern and eastern segments were renumbered 110 and 120 respectively. Since about 1965, 100 has been marked only between its current termini.

1970-85: Segment between I-494 and Excelsior Blvd. upgraded to six-lane freeway.  Last traffic light in this segment, W. 36^th. St., eliminated about 1985. 

1989-92: Upgraded between Minnetonka Blvd. and Glenwood Avenue as part of I-394 construction. Additional lane added through this segment.

2000-04: Between Glenwood Avenue and CSAH 81, upgraded to 3-lane freeway. Two lane freeway north to I-694, with elimination of the last signals anywhere along the highway. Interchange with MN-55 is now a SPUI instead of a cloverleaf.

2006: The two-lane segment between 36th Avenue and Cedar Lake Road was temporarily widened by adding a third lane on the shoulder. This was accomplished in part by converting the 1937-vintage interchange with MN-7/CSAH 25 from a cloverleaf to a collapsed diamond, thus freeing up the (minimal) weaving lane under the overpass for use as a through lane. Although it created a "suicide onramp" (i.e., no merging lane) from Highway 7, this eliminated the worst bottleneck for through traffic along the highway --- the northbound lane drop at Excelsior Blvd. --- and the highway now has three lanes each way from I-494 to County 81.

Future Improvements: Permanent reconstruction of the last of the 1937 highway between Excelsior Blvd. and Minnetonka Blvd, which will include replacement of interchanges at MN-7/CSAH 25 and Minnetonka Blvd., and of the narrow railroad bridge south of MN-7.  This is currently programmed for 2011, at which time the roadway and its overpasses will be 74 years old.

Comment: Hwy. 100 north of I-394 is one of the metro freeways inside the beltway that has a 60 mph speed limit.

Exit List: Visit Adam Froehlig's exit list for Highway 100.