In the field of road transport, an interchange is a road junction that uses grade separation, one or more ramps, to permit traffic on at least one highway to pass through the junction without interruption from other crossing traffic streams. It differs from a standard intersection. Interchanges are always used when at least one road is a controlled-access highway or a limited-access divided highway, though they are sometimes used at junctions between surface streets. Note: The descriptions of interchanges apply to countries where vehicles drive on the right side of the road. For left-side driving, layout of the junctions is the only left/right is reversed. A freeway junction or highway interchange or motorway junction is a type of road junction linking one controlled-access highway to another, to other roads, or to a rest area or motorway service area. In the UK, most junctions are numbered sequentially. In the US, interchanges are either numbered by interchange number. A highway ramp or slip road is a short section of road that allows vehicles to enter or exit a controlled-access highway.
A directional ramp tends toward the desired direction of travel: A ramp that makes a left turn exits from the left side of the roadway. Left directional ramps are uncommon, as the left lane is reserved for high-speed through traffic. Ramps for a right turn are always right directional ramps. A non-directional ramp goes opposite to the desired direction of travel. Many loop ramps are non-directional. A semi-directional ramp exits in a direction opposite from the desired direction of travel turns toward the desired direction. Many flyover ramps are semi-directional. A U-turn ramp leaves the road in one direction, turns over or under it, rejoins in the opposite direction. Weaving is an undesirable situation where traffic veering right and left must cross paths within a limited distance, to merge with traffic on the through lane; the German Autobahn system has Autobahn-to-Autobahn interchanges of two types: a four-way interchange, the Autobahnkreuz, where two motorways cross. Some on-ramps have a ramp meter, a dedicated mid-ramp traffic light that controls the flow of entering vehicles.
A complete interchange has enough ramps to provide access from any direction of any road in the junction to any direction of any other road in the junction. A complete interchange between a freeway and another road requires at least four ramps. Complete interchanges between two freeways have at least eight ramps, as having fewer would reduce capacity and increase weaving. Using U-turns, the number for two freeways can be reduced to six, by making cars that want to turn left either pass by the other road first make a U-turn and turn right, or turn right first and make a U-turn. Depending on the interchange type and the connectivity offered other numbers of ramps may be used. For example, if a highway interchanges with a highway containing a collector/express system, additional ramps can be used to link the interchanging highway with the collector and express lanes respectively. For highways with high-occupancy vehicle lanes, ramps can be used to service these carriageways directly, thereby increasing the number of ramps used.
An incomplete interchange has at least one or more missing ramps that prevent access to at least one direction of another road in the junction from any other road in the junction. A cloverleaf interchange is a two-level, four-way interchange where all turns across opposing traffic are handled by non-directional loop ramps. Assuming right-handed traffic, to go left vehicles first cross over or under the target route bear right onto a curved ramp that turns 270 degrees, merging onto the target route from the right, crossing the route just departed; these loop ramps produce the namesake cloverleaf shape. Two major advantages of cloverleaves are that they require only one bridge which makes such junctions inexpensive as long as land is plentiful, that they do not require any traffic signals to operate. However, weaving is a major shortcoming of cloverleaves, as the four total offramps and onramps are present, merge on the main routes; the capacity of this design is comparatively low. Cloverleaves use a considerable area of land, are more found along older highways, in rural areas and within cities with low population densities.
A variant design separates all turning traffic into a parallel carriageway to minimize the problem of weaving. Collector and distributor roads are similar, but are separated from the main carriageway by a divider, such as a guard rail or Jersey barrier. A stack interchange is a four-way interchange whereby a semi-directional left turn and a directional right turn are both available. Access to both turns is provided by a single offramp. Assuming right-handed driving, in order to cross over incoming traffic and go left, vehicles first exit onto an off-ramp from the rightmost lane. After demerging from right-turning traffic, they complete their left turn by crossing both highways on a flyover ramp or underpass; the penultimate step is a merge with the right-turn on-ramp traffic from the opposite quadrant of the interchange. An onramp merges both streams o
U.S. Route 75
U. S. Route 75 is a major north–south U. S. Highway that extends 1,239 miles in the central United States; the highway's northern terminus is in Noyes, Minnesota, at the Canada–US border, where it once continued as Manitoba Highway 75 on the other side of the now-closed border crossing. Its southern terminus is at Interstate 30 and Interstate 45 in Dallas, where it is known as North Central Expressway. U. S. 75 was a cross-country route, from Canada to the Gulf of Mexico at Texas. However, the entire segment south of Dallas has been decommissioned in favor of Interstate 45, a cutoff section of town-to-town surface road having become Texas State Highway 75; the first freeway in Texas was a several-mile stretch of US 75 --The Gulf Freeway, opened to Houston traffic on October 1, 1948. The stretch of US 75 between Interstate 30 and the Oklahoma state line has exits numbered consecutively from 1 to 75, excluding 9-19. All other Texas freeways that have exit numbers are coordinated with mile markers. From Denison north to the Oklahoma border, US 75 is concurrent to U.
S. Route 69. US-75 remains concurrent to US-69 from the Texas border north to Atoka. While US-69 continues to the northeast as a multilane highway, US-75 turns north to serve several small communities between Atoka and Henryetta. Through travellers bypass this segment of US-75 via US-69 and the Indian Nation Turnpike, where the speed limit is 75 miles per hour. From Henryetta through Tulsa and on through Bartlesville to the Kansas State Line, US-75 is once again a multilane highway. In the early 1990s, some portions of US-75 in Oklahoma were slated to become part of the Interstate Highway System; the 1991 Intermodal Surface Transportation Efficiency Act states that "upon the request of the Oklahoma State highway agency, the Secretary shall designate the portion of United States Route 69 from the Oklahoma-Texas State line to Checotah in the State of Oklahoma as a part of the Interstate System." This would have created an Interstate route from Interstate 40 south to the Texas line, including the portion of US-75 co-signed with US-69 south of Atoka.
The legislation was unclear whether the route would enter Texas to connect with or become an extension of Interstate 45. A current plan is to construct a new segment of the Oklahoma Turnpike along the US-69 corridor to bring it to corridor standards. A major north–south artery in Kansas, US-75 enters the state at Caney, it crosses Interstate 35 south of Olivet at the BETO Junction. From I-35 to Melvern Lake, US-75 is a Super-2 highway, with controlled access interchanges at Township Road, K-278, K-31 southbound. From Melvern Lake to just north of Lyndon, US-75 and K-31 share a long concurrency. At U. S. Route 56 near Scranton US-75 becomes a freeway. There is no direct access to the Kansas Turnpike from US-75, but the highway joins with Interstate 470 less than 1 mile from 470's interchange with the turnpike. US-75 and Interstate 470 run together along the west side of Topeka to Interstate 70. US-75 turns east along Interstate 70 for about 3 miles before exiting northbound as a freeway; this freeway segment runs to Elmont becomes an expressway to Holton.
The remainder of US-75 in Kansas is two lanes. The highway exits the state north of Sabetha. There was a US-75 Alternate in Kansas, it was on Topeka Boulevard and was the route US-75 took through Topeka. U. S. 75 enters Nebraska south of Dawson. From Nebraska City northward, it parallels the Missouri River. A brief section which serves as a bypass for Nebraska City is an expressway called the J. Sterling Morton Beltway. Nebraska City itself is served with Business Route U. S. 75. U. S. 75 and U. S. Route 34 overlap from Union to Plattsmouth. North of Plattsmouth, U. S. 75 becomes the Kennedy Freeway, serving as an arterial highway through Bellevue and the South Omaha neighborhood of Omaha. It follows Interstate 480 through central Omaha before branching off as the North Omaha Freeway. From Interstate 680 northward to Nashville U. S. 75 is an expressway. North of Nashville it becomes a two-lane road again, it is concurrent with U. S. Route 30 in Blair, it joins with U. S. Route 77 at Winnebago; the two highways run together until their junction with Interstate 129 and U.
S. Route 20 at South Sioux City. U. S. 75 follows I-129 and U. S. 20 towards the Missouri River and Iowa. U. S. 75 is a major north–south artery in the northwestern corner of Iowa. It enters the state by a Missouri River crossing at Sioux City concurrent with Interstate 129 and U. S. Route 20. U. S. 75 and U. S. 20 run together on a freeway bypass around the southeast side of Sioux City before U. S. 20 turns east at Gordon Drive. U. S. 75 continues as a freeway to the Woodbury County/Plymouth County line, where it becomes an expressway. This expressway becomes a freeway bypass of Le Mars. North of Le Mars, U. S. 75 exits off the freeway bypass, which continues on as Iowa Highway 60, turns north. U. S. 75 continues as a two-lane, undivided highway passing through Sioux Center and Rock Rapids before leaving the state north of Iowa Highway 9. The segment from the Missouri River to LeMars is part of a larger expressway project which will provide a direct connection between Sioux City and the Twin Cities region in Minnesota.
In Minnesota, U. S. 75 stays close to the state's western border. It passes through few large towns. U. S. 75 enters Minnesota south of Luverne near Ash Creek and Steen, passes though Pipestone and Breckenridge. It is the main north–south route through Moorhead. North of Moorhead, the route turns northeast to pass through Crookston turns northwest towards the Red River of t
U.S. Route 59
U. S. Route 59 is a north–south United States highway. A latecomer to the U. S. numbered route system, US 59 is now a border-to-border route, part of NAFTA Corridor Highway System. It parallels U. S. Route 75 for nearly its entire route, never much more than 100 miles away, until it veers southwest in Houston, Texas, its number is out of place since US 59 is either concurrent with or west of U. S. Route 71; the highway's northern terminus is nine miles north of Lancaster, Minnesota, at the Canada–US border, where it continues as Manitoba Highway 59. Its southern terminus is at the Mexico–US border in Laredo, where it continues as Mexican Federal Highway 85D. U. S. Highway 59 in the U. S. state of Texas is named the Lloyd Bentsen Highway, after Lloyd Bentsen, former U. S. Senator from Texas. In northern Houston, US 59, co-signed with Interstate 69, is the Eastex Freeway. To the south, co-signed with I-69, it is the Southwest Freeway, one of the busiest sections of freeway in the United States with a vehicle count, as of 2006, over 330,000 vehicles per day just outside the Loop.
US 59 straddles the border between Texas and Arkansas north of I-30 near Texarkana, with the east side of the highway on the Arkansas side and the west side of the highway on the Texas side. In the past, both highways remained on the border past I-30 as State Line Avenue to downtown Texarkana. Nearly 90% of this route is designated to become part of I-69 in the future. 75 mph speed limits are allowed on US 59 in Duval County and portions of northern Polk County. From the southwestern suburbs of Houston to Downtown Houston, U. S. 59 is referred to as the "Southwest Freeway," sometimes derisively as the "Southwest's Best Freeway." Supporting 371,000 vehicles per day, it is one of the busiest freeways in the United States. U. S. 59 is known as the "Eastex Freeway" in the north/northeast part of the Houston region. At the Mexico -- US border, it ends at the World Trade International Bridge in Texas. In Laredo, U. S. 59 is co-signed with both Interstate 69W and Loop 20 and has an intersection with Interstate 35 which ends at the Juarez-Lincoln International Bridge.
After crossing the bridge into Mexico, Interstate 35 continues as Mexican Federal Highway 85 in Nuevo Laredo which runs through Mexico and Central America and ends in Panama at the Panama Canal. In Arkansas, US 59 is concurrent with U. S. Route 71 from Interstate 30 at Texarkana to Acorn, with U. S. Route 270 from Acorn to the Oklahoma state line; the Third Loop was to be Extended on Interstate 49 from its original northern end to US-71 at the Texas state line opened on May 15, 2013 and was extended to State Line Road, where it intersects US-59 and US-71 in Texas. US 59 and U. S. Route 412 are co-signed for 10 miles in Oklahoma. US 59 is co-signed with U. S. Route 270 from the Arkansas State Line to Heavener and U. S. Route 271 from Poteau to west of Spiro, it is co-signed with U. S. Route 64 in Sallisaw. U. S. 59 runs nearly directly north across the state. U. S. 59 runs concurrently with U. S. 169 starting about five miles south of Garnett and diverges north again south of Garnett. The intersection south of Garnett used to be a "braided" intersection with stop and yield signs.
It was identified as a high crash location in 2001, was rebuilt as a roundabout that opened in April 2006. The Kansas Department of Transportation is rebuilding or planning to rebuild several other rural intersections as roundabouts for increased safety; until 2012 US 59 passed through Ottawa and had to be shut down or detoured every time the Marias Des Cygnes floodwall gates were closed across the highway. The highway now bypasses around Ottawa, running concurrently with Interstate 35 for five miles and utilizing that highway's bridges over the Marias Des Cygnes. US 59 passes through Lawrence; the street name of US 59 in Lawrence is Iowa Street 6th Street as it joins U. S. 40 and jogs east to cross the Kansas River near downtown. North of the U. S. 40 and 59 Bridges, it splits with U. S. 40 as it joins U. S. 24 and jogs back west before resuming a northerly course. It continues north to Nortonville northeast to Atchison, where it crosses the Missouri River over the Amelia Earhart Bridge. U. S. 59 has been rebuilt and rerouted just to the east between Lawrence and Ottawa as a divided highway, as the former road was one of the most dangerous stretches of highway in the state.
The project began in mid 2007 and was completed and opened to the public on October 17, 2012. In Missouri, US 59 follows the Missouri River in the northwest corner of the state, from its entrance at Winthrop. In Saint Joseph the highway is paired with Interstate 229 through downtown. US 59 departs from I-229 as Saint Joseph Avenue, joining with U. S. Route 71 at Interstate 29; the two highways separate in Savannah. US 59 follows Interstate 29 closely until turning northward at Craig, it exits the state 10 miles north of Tarkio. This section of US 59 is immortalized in the Brewer and Shipley song "Tarkio Road". In Iowa, US 59 is a main north–south artery in the western part of the state, it junctions Interstate 80 at Avoca. It passes through the county seats of Harlan, Denison and Primghar. Except for small stretches of expressway near Avoca and Holstein, the entire length of US 59 in Iowa is an undivided two-lane road. US 59 exits the state near Hawkeye Point, the highest p
Kandiyohi County, Minnesota
Kandiyohi County is a county in the U. S. state of Minnesota. As of the 2010 United States Census, its population is 42,239; as of November 20, 1871, its county seat is Willmar. Kandiyohi County comprises the US Census Bureau's "Willmar, MN Micropolitan Statistical Area". Kandiyohi County is named for a Dakota word meaning "where the buffalo fish come".. It was organized on March 1858, with Kandiyohi as the county seat; the original county occupied only the southern half of its current area. Development was slow, in 1870 the state legislature called for Monongalia County to merge with Kandiyohi, it took until November 1871 to agree on the centrally located Willmar as the county seat. The terrain of Kandiyohi County consists of rolling hills wooded devoted to agriculture; the territory slopes to the south and west, with the highest point near its NE corner, at 1,306' ASL. The county has a total area of 862 square miles, of which 797 square miles are land and 66 square miles are covered by water. Kandiyohi County is one of seven southern Minnesota counties.
As of the 2000 United States Census, there were 41,203 people, 15,936 households, 10,979 families residing in the county. The population density was 51.7/sqmi. There were 18,415 housing units at an average density of 23.1/sqmi. The racial makeup of the county was 93.62% White, 0.51% Black or African American, 0.33% Native American, 0.38% Asian, 0.07% Pacific Islander, 4.17% from other races, 0.91% from two or more races. 8.00% of the population were Hispanic or Latino of any race. 31.4 % were of 9.9 % Swedish and 5.6 % Dutch ancestry. There were 15,936 households, out of which 33.10% had children under the age of 18 living with them, 57.70% were married couples living together, 7.50% had a female householder with no husband present, 31.10% were non-families. 25.70% of all households were made up of individuals and 10.80% had someone living alone, 65 years of age or older. The average household size was 2.53 and the average family size was 3.05. The county population contained 26.60% under the age of 18, 9.50% from 18 to 24, 26.50% from 25 to 44, 22.50% from 45 to 64, 14.90% who were 65 years of age or older.
The median age was 37 years. For every 100 females there were 98.00 males. For every 100 females age 18 and over, there were 94.90 males. The median income for a household in the county was $39,772, the median income for a family was $48,016. Males had a median income of $32,272 versus $22,128 for females; the per capita income for the county was $19,627. About 5.90% of families and 9.20% of the population were below the poverty line, including 11.10% of those under age 18 and 7.90% of those age 65 or over. Kandiyohi County voters have switched from Democratic to Republican in recent years. In no national election since 1996 has the county selected the Democratic Party candidate. National Register of Historic Places listings in Kandiyohi County, Minnesota Category:People from Willmar, Minnesota Kandiyohi County & City of Willmar economic development Commission Kandiyohi County government website MNGenWebUSGenWeb website for Kandiyohi County, Minnesota
Sandstone is a city in Pine County, United States, along the Kettle River. The population was 2,849 at the 2010 census. Interstate 35 and Minnesota State Highways 18 and 23 are three of the main routes in the community. Banning State Park is nearby; the Village of Fortuna was platted by W. A. Porter and incorporated on May 19, 1857, it was platted at the junction of the Point Douglas to Superior Military Road and Kettle River. Fortuna served as the county seat for Minnesota. By 1887, it had 200 residents. Just north of Fortuna, the Village of Sandstone was platted in June 1887 and incorporated on September 28, 1887. On April 14, 1920, the villages of Fortuna and Sandstone merged and re-incorporated as the City of Sandstone; the city's name in the Ojibwe language is Asinikaaning, meaning "At the quarrying place" due to the sandstone quarry located at the edge of the city. According to the United States Census Bureau, the city has a total area of 5.43 square miles, of which 5.26 square miles is land and 0.17 square miles is water.
Sandstone is located on the Kettle River, known for its glacial kettles, rapids well loved by kayakers and canoeists. The town was built-up around a large Sandstone quarry. Railroad conglomerate James J. Hill built many of the remaining sandstone structures in the town; the city has Robinson Park, an historic and natural area that serves as the picnic area for the community, hosts ice climbing in the winter, preserving the Sandstone Quarry history and is an access point for the Kettle River. The Sandstone Ice Festival sandstoneicefest.com celebrates the coming of winter and is held in the beginning of December each year. The event welcomes in the winter with winter camping and snow shoeing. In the spring local paddlers host the Kettle River Paddle Festival kettleriverpaddlefest.com, an event for canoeists and kayakers. A down river race and a whitewater rodeo attract paddlers from all over the mid-western United States; the community is surrounded by Banning State Park, has a connection to the Munger Bicycle Trail and is home to the Audubon Center of the North Woods, a residential environmental education and conference facility that offers programs for schools, adults and retreats.
In recent years, Sandstone has gained national recognition as the home of the Midwest Country Music Theatre. Performances from this traditional country and western music venue are seen on the RFD-TV satellite network. A Federal Correctional Institution rated for low-security federal inmates is located 2 miles outside of Sandstone; as of the census of 2010, there were 2,849 people, 602 households, 362 families residing in the city. The population density was 541.6 inhabitants per square mile. There were 652 housing units at an average density of 124.0 per square mile. The racial makeup of the city was 71.5% White, 15.5% African American, 5.7% Native American, 0.6% Asian, 0.1% Pacific Islander, 3.6% from other races, 2.9% from two or more races. Hispanic or Latino of any race were 11.0% of the population. There were 602 households of which 36.5% had children under the age of 18 living with them, 31.9% were married couples living together, 21.3% had a female householder with no husband present, 7.0% had a male householder with no wife present, 39.9% were non-families.
33.2% of all households were made up of individuals and 17.8% had someone living alone, 65 years of age or older. The average household size was 2.42 and the average family size was 2.94. The median age in the city was 34.9 years. 14.6% of residents were under the age of 18. The gender makeup of the city was 71.0% male and 29.0% female. As of the census of 2000, there were 1,549 people, 580 households, 359 families residing in the city; the population density was 292.5 people per square mile. There were 634 housing units at an average density of 119.7 per square mile. The racial makeup of the city was 94.84% White, 0.39% African American, 3.55% Native American, 0.32% Asian, 0.06% Pacific Islander, 0.39% from other races, 0.45% from two or more races. Hispanic or Latino of any race were 1.42% of the population. There were 580 households out of which 30.3% had children under the age of 18 living with them, 44.5% were married couples living together, 13.4% had a female householder with no husband present, 38.1% were non-families.
32.1% of all households were made up of individuals and 16.4% had someone living alone, 65 years of age or older. The average household size was 2.41 and the average family size was 3.03. In the city, the population was spread out with 24.9% under the age of 18, 8.0% from 18 to 24, 25.7% from 25 to 44, 17.4% from 45 to 64, 24.0% who were 65 years of age or older. The median age was 38 years. For every 100 females, there were 79.1 males. For every 100 females age 18 and over, there were 73.6 males. The median income for a household in the city was $40,265, the median income for a family was $43,684. Males had a median income of $32,500 versus $21,181 for females; the per capita income for the city was $18,053. About 11.6% of families and 16.7% of the population were below the poverty line, including 24.4% of those under age 18 and 13.9% of those age 65 or over. Doug Carlson and politician Yonassan Gershom and author, early proponent of the Jewish Renewal movement The KanDells, 1960s early garage rock band of cult status The area is served by East Central Schools.
VisitSandstoneMN official tourism website for Sandstone Minnesota Interstate Highway 35 Minnesota Highway 18 Minnesota Highway 23 Minnesota Highway 123 Visit
Granite Falls, Minnesota
Granite Falls is a city in Chippewa and Yellow Medicine counties in the State of Minnesota. The population was 2,897 at the 2010 census, it is the county seat of Yellow Medicine County. The Andrew John Volstead House, a National Historic Landmark, is located in Granite Falls. Granite Falls was platted in 1872; the city was named for deposits of granite rock in the area. A post office has been in operation at Granite Falls since 1870. Granite Falls was incorporated as a city in 1889. On July 25, 2000, the city of Granite Falls and Yellow Medicine County were hit by a powerful tornado; the tornado first touched down in rural parts of the county west-northwest of Granite Falls, hitting the city at 6:10 pm. After tearing through the residential sections of town, the tornado lifted at 6:25PM after being on the ground for over nine miles. One person was killed, more than a dozen were injured, the town and surrounding area suffered millions of dollars in property damage. While the damage in Granite Falls was limited to that of F-2 and F-3 storms, the extent of the damage at the corner of 9th Avenue and 14th Street caused the National Weather Service to classify it as an F-4 storm.
According to the United States Census Bureau, the city has a total area of 3.82 square miles. U. S. Highway 212 and Minnesota State Highways 23 and 67 are three of the main routes in the city. Granite Falls, along with the rest of Minnesota, has a humid continental climate with significant differences between seasons. With a July mean temperature of 22.2 °C Granite Falls just falls into the hot-summer zone of the Köppen classification of the humid continental climate regime. Winters are cold and dry influenced by arctic air masses affecting it through its continental position, while summers are influenced by humid subtropical air masses bringing hot temperatures and significant rainfall. Transitional periods are short, since only April and October are between 0 °C and 10 °C in daily mean temperatures, with May–September being above and November–March averaging below freezing; the middle three months in each of those cycles are clearly warmer and colder than the months at the beginning or at the end of transitional periods.
That is in turn a typical feature of continental climates. As of the census of 2010, there were 2,897 people, 1,282 households, 747 families residing in the city; the population density was 807.0 inhabitants per square mile. There were 1,417 housing units at an average density of 394.7 per square mile. The racial makeup of the city was 89.9% White, 0.6% African American, 5.2% Native American, 0.4% Asian, 1.8% from other races, 2.1% from two or more races. Hispanic or Latino of any race were 4.7% of the population. There were 1,282 households of which 25.7% had children under the age of 18 living with them, 44.1% were married couples living together, 10.1% had a female householder with no husband present, 4.1% had a male householder with no wife present, 41.7% were non-families. 37.2% of all households were made up of individuals and 17.2% had someone living alone, 65 years of age or older. The average household size was 2.17 and the average family size was 2.82. The median age in the city was 43 years.
21.5% of residents were under the age of 18. The gender makeup of the city was 48.4% male and 51.6% female. As of the census of 2000, there were 3,070 people, 1,344 households, 806 families residing in the city; the population density was 890.5 people per square mile. There were 1,472 housing units at an average density of 427.0 per square mile. The racial makeup of the city was 92.35% White, 0.07% African American, 5.70% Native American, 0.16% Asian, 0.42% from other races, 1.30% from two or more races. Hispanic or Latino of any race were 2.15% of the population. There were 1,344 households out of which 27.7% had children under the age of 18 living with them, 50.5% were married couples living together, 7.7% had a female householder with no husband present, 40.0% were non-families. 35.0% of all households were made up of individuals and 18.5% had someone living alone, 65 years of age or older. The average household size was 2.24 and the average family size was 2.91. In the city, the population was spread out with 24.1% under the age of 18, 7.9% from 18 to 24, 24.1% from 25 to 44, 22.0% from 45 to 64, 21.8% who were 65 years of age or older.
The median age was 41 years. For every 100 females, there were 86.1 males. For every 100 females age 18 and over, there were 81.2 males. The median income for a household in the city was $32,031, the median income for a family was $45,536. Males had a median income of $32,905 versus $22,957 for females; the per capita income for the city was $18,356. About 6.6% of families and 9.7% of the population were below the poverty line, including 6.8% of those under age 18 and 10.6% of those age 65 or over. In the film A Prairie Home Companion, the character of Guy Noir, played by Kevin Kline, asks radio host Garrison Keillor to send him a signal if he sees a dangerous woman in white in the audience. One of the multiple signals he chooses is the use of the phrase'Granite Falls'. Media related to Granite Falls, Minnesota at Wikimedia Commons City Website Advocate-Tribune newspaper site NWS statement regarding July 2000 tornado
Hinckley is a city in Pine County, United States, located at the junction of Interstate 35 and Minnesota State Highway 48. The population was 1,800 at the 2010 census. Hinckley's name in the Ojibwe language is Gaa-zhiigwanaabikokaag, meaning "the place abundant with grindstones" due to being located along the Grindstone River. Portions of the Mille Lacs Indian Reservation are located within and adjacent to Hinckley. On September 1, 1894, the Great Hinckley Fire killed more than 400 people. Hinckley is considered the halfway point on Interstate 35 between Minneapolis–Saint Paul and Duluth. According to the United States Census Bureau, the city has a total area of 3.83 square miles, of which 3.78 square miles is land and 0.05 square miles is water. Interstate Highway 35 and Minnesota Highway 23. Interstate 35 runs north–south. Pine County 61 passes through downtown Hinckley. Hinckley is along the Grindstone River; the Kettle River is nearby. Hinckley is the home of sister casino to Grand Casino Mille Lacs.
Camp Nathanael is located 16 miles east of Hinckley on Highway 48. The Ojibwe Indians were the first people to settle the Hinckley area, they hunted on the land and traded furs at the Mille Lacs and Pokegama trading posts. When European settlers came to the Hinckley area, it was a forested area with thick forests of white pine, some of the largest in the state; the first railroad arrived in Hinckley in 1869. Hinckley was founded as the Village of Central Station in 1885, the village was re-incorporated as the City of Hinckley in 1907. Both names were after Hinckley Township. Surrounding Hinckley Township was known as Central Station by the railroads because of its position halfway between the Twin Ports of Duluth and Superior as well as the Twin Cities of Minneapolis and St. Paul. Hinckley Township was named in 1870 after Isaac Hinckley, president of the Philadelphia and Baltimore Railroad. By 1894, Hinckley was a prosperous community that had everything needed to serve residents and the fast-expanding lumber industry.
On September 1, 1894, everything changed with a firestorm wiping out Hinckley and many northeastern Minnesota towns. Today the Hinckley Fire Museum, nine blocks west of Interstate 35 in downtown Hinckley, tells the devastating story of what came to be called the Great Hinckley Fire and the town’s recovery from it; the museum is located in a restored railroad depot downtown, an exact replica of the pre-fire depot, built just after the fire. After the fire, the burned stumps of the forests were cleared to take advantage of the now nutrient-rich soil. Hinckley’s recovery would hinge on agriculture; some of the main crops were potatoes and vegetables. The early harvests were bountiful. Abundant clover helped feed milk cows for a brisk dairy industry. Following the national trend in farming, Hinckley has lost most of its agricultural underpinnings; the Mille Lacs Band of Ojibwe opened Grand Casino Hinckley in 1992. As of the census of 2010, there were 1,800 people, 736 households, 409 families residing in the city.
The population density was 476.2 inhabitants per square mile. There were 785 housing units at an average density of 207.7 per square mile. The racial makeup of the city was 82.4% White, 1.1% African American, 10.3% Native American, 0.8% Asian, 0.3% from other races, 5.1% from two or more races. Hispanic or Latino of any race were 3.5% of the population. There were 736 households of which 33.4% had children under the age of 18 living with them, 31.0% were married couples living together, 17.0% had a female householder with no husband present, 7.6% had a male householder with no wife present, 44.4% were non-families. 35.1% of all households were made up of individuals and 19.2% had someone living alone, 65 years of age or older. The average household size was 2.44 and the average family size was 3.05. The median age in the city was 32.5 years. 28.4% of residents were under the age of 18. The gender makeup of the city was 48.5% male and 51.5% female. As of the census of 2000, there were 1,291 people, 551 households, 332 families residing in the city.
The population density was 454.3 people per square mile. There were 614 housing units at an average density of 216.0 per square mile. The racial makeup of the city was 91.87% White, 0.15% African American, 5.81% Native American, 0.70% Asian, 0.08% from other races, 1.39% from two or more races. Hispanic or Latino of any race were 1.08% of the population. There were 551 households out of which 33.9% had children under the age of 18 living with them, 39.2% were married couples living together, 17.2% had a female householder with no husband present, 39.7% were non-families. 34.5% of all households were made up of individuals and 16.0% had someone living alone, 65 years of age or older. The average household size was 2.33 and the average family size was 2.95. In the city, the population was spread out with 28.4% under the age of 18, 8.7% from 18 to 24, 29.0% from 25 to 44, 19.8% from 45 to 64, 14.2% who were 65 years of age or older. The median age was 34 years. For every 100 females, there were 82.6 males.
For every 100 females age 18 and over, there were 71.9 males. The median income for a household in the city was $29,338, the median income for a family was $37,313. Males ha