User:Alessa/Sandbox
See also: User:Alessa/Sandbox/Maurit
Collapsible table for cities
Minneuka
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Des Nonnes
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Prairie City
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New Harmony
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Fort Constable
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Mennowa City
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Twin Rocks
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Mitchell City
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Morgansville
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Belle Plaine
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Lion City
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Parsons
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Governor's Ferry
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Mennowa county table
Note: All counties in Mennowa are known by two reference codes, a two-letter alphabetic code and a two-digit numeric code. The alphabetic code is the primary means of identifying counties in the state and goes back to the late 1800s. License plates, official documents, civil forms, and even road department signs use the two-letter code. The numeric code was created in the 1940s to conform to federal numeric designations for places. The numeric codes were drafted from south to north and west to east. They are most commonly found as the first two digits of the postal code in the state. For example, ME-4700 is found in Templin County (47), and ME-66Y2 is found in Jackson County (66).
Highways in Mennowa
Federal States Motorways in Mennowa
| Number | Routing | Map links |
|---|---|---|
2
 |
Connects the Minneuka area with Lake City and Massodeya City. The motorway itself no longer enters Minneuka proper, as crosses into Gnaerey near Almswood along a new alignment of the Minneuka Bypass. Its former alignment followed FS-61 into Minneuka (The Riverway) and crossed the Seventeenth Street Bridge into South Minneuka (now part of FS-40). | |
20
|
A national transcontinental motorway, it crosses the southernmost points of the panhandle, along the lake via New Harmony. | westbound* • eastbound* |
30
|
A national transcontinental motorway, it crosses through the panhandle to connect Mennowa City and Twin Rocks to points outside the state. | |
36
|
Multistate motorway from Des Nonnes eastward to Morgansville, Fort Constable, and across the Alormen River to points east. | |
40
|
Follows the old Alexandrine Trail from Minneuka westward into Tennewa and beyond. The motorway designation originally ended in downtown Minneuka but was extended into Gnaerey with the rerouting of FS-2 onto the Minneuka bypass. | Western portion westbound • eastbound |
61
|
Transcontinental motorway from Makaska to Alormen. It enters Mennowa at New Harmony and forms a north–south spine through the eastern part of the state, connecting most of the state's largest cities. | Southern portion: northbound* • southbound* Northern portion: southbound • northbound |
67
|
This short three-state motorway connects Des Nonnes to points southeastward. | southbound • northbound |
71
|
Transcontinental motorway from Makaska to Alormen. It provides primary north–south service through Des Nonnes and the high prairie. | Southern portion: southbound • northbound |
161
|
Connector highway from FS-61 at Governor's Ferry to FS-40 at Prairie City that provides motorway access to the lower Des Nonnes valley. | |
240
|
An inner western leg of the Minneuka Beltway network. It provides a connection through Cloverfield from FS-40 to the New Alormen Crossing (FS-2), southwest of Minneuka. | |
471
|
Partial Des Nonnes beltway segment. | |
555
|
Part of the Minneuka Beltway network. It enters Mennowa from Gnaerey at Port Mennowa and travels northwestward to Sherwood. | |
661
|
The western leg of the Minneuka Beltway network. It provides a more direct routing for north–south traffic through the Minneuka area in lieu of FS-61 into the city. | |
740
|
Former proposed alignment of FS 40 along the Alormen River in downtown Minneuka. It connects the city's motorway network to the Port of Minneuka. | |
840
|
Suburban Minneuka connector motorway |
Mennowa State Trunkline Highway System
The network of state-jurisdiction highways in Mennowa was official established by the state government with the Roadway and Trunkline Act in 1918. This system is the successor to the short-lived Intercounty Roadway System that had been established back in 1909 to oversee major market roads in the state. Many of these former market roads are still locally known by their once-official names. For example, the stretch of M-54 between Valoria and Mercy Tree is still called the Franklin Highway, which was its designation from 1910 until being replaced by a numerical reference marker in 1920.
The Roadway and Trunkline Act gave the Mennowa Roadway Commission (predecessor to the Mennowa Transportation Bureau) broad control over setting up an organized and efficient highway classification system. By this point, the network of named market roads, local municipalities, and even associations of private or corporate interests had banded together to form early motor roads in the state. The market roads had minimum standards but were not well marked along the roads themselves outside of towns. The local names were inefficient for long-range travel. Many of the early motor roads were even more irregularly marked, and standards were nonexistent. When the state took over the market roads and intercounty connections in 1919, then–Roadway Commissioner Felix Randally laid out the first iteration of a numbering scheme, set to work improving roads, and chartering new highways. With the passage of the Mennowa Motor Road Act in 1920, he also took control over the early motor roads, throwing the weight of the state behind the initiative and setting basic standards. Mennowa viewed the motor roads as interstate highways and historically important designations of major interregional thoroughfares. The highway numbering system went through a major renumbering in 1931 and a major expansion in 1962 that resulted in a few renumberings. Despite the changes, the majority of state highways is the same as was found in the 1931 renumbering.
Roads added to the state trunkline highway system in the 1920s were set to basic standards, all of which have evolved over time from gravel roads with soft shoulders to minimum pavement depths, shoulder width, and minimum turn radii. Commissioner Randally used a simple square with a number in it to indicate the highway along the roadside. According to the story he recalled, he saw a bent sign while inspecting a new highway in Templin County. The upper left and lower right corners had been damaged in high winds, and he thought the sign looked like a leaf. Thinking it was creative and reflective of agriculture (farm-to-market highways), the state transitioned to the leaf-shaped shield for state highways in the 1931 renumbering.
Unlike most states, Mennowa's highways are known in common language with the "M" prefix as "M-n." Following the 1931 renumbering, the state has three classifications of its "trunklines:" primary, secondary, and tertiary. The difference in these is standards of engineering and design, connectivity, and length.
- Primary Trunklines: Primary Trunklines (original and supplemental) must conform to the highest standard of design and engineering. As a result, these roads are highly improved and all-season. In some cases, portions of Primary Trunklines were decomissioned or renumbered to avoid upkeep of standards or being deemed no longer as essential to the state network of market roads.
- Routes 1–10 are classified as "diagonal" routes, meaning that they are (or were) major state thoroughfares that did not often fit neatly into a cohesive numbering scheme. All but M-9 were numbered as they are presently even before the 1931 renumbering scheme.
- Routes 11–99 are arranged in a general pattern, wherein even numbers are generally aligned east–west in orientation, and odd numbers are generally aligned north–south. The numbers are lowest closest to the Alormen River and Lake Leighton and highest in the high prairie.
- Routes 101–199 and 200–299 are a class of Supplemental Primary Trunklines. These routes can be major routes in their own right, but they are numbered as offshoots of a two-digit highway.
- Secondary Trunklines: Routes 301–399, 401–499, and 501–599 are a class of Secondary Trunklines. These routes are state highways that have a lower level of standards but are controlled and maintained by the state. In practice, most drivers never notice a difference between primary and secondary classifications of highways. Generally, these routes are shorter, and serve as farm-to-market connections for smaller communities. When this classification was added in the 1962 update, about five dozen highways were renumbered into the 300s.
- Tertiary Trunklines: These are routes in the ranges 601–699 (bypass routes), 701–799 (spur and connector routes), and 801–899 (link routes). Despite being in a tertiary class, bypass routes must conform to the standards of Primary Trunklines. Other tertiary routes have the standards of secondary highways but are otherwise capped at a length of no greater than 10 miles. Many times, spur/connector and link routes are old alignments of state highways that are still deemed important to the network as farm-to-market roads. In some cases, these routes exist because Mennowa tries to connect any incorporated municipality over 1,000 people not immediately adjacent to another municipality should be connected by a state highway.
Routes with the designation 901–999 are temporary designations and are only subject to state jurisdiction when activated. Most recently, M-990 was created on paved county roads as a three-mile bypass of a portion of M-90 that had been damaged in flooding of the Alormen River. The state paid for minor upgrades to the county roads and reimbursed the Nenninshire County for the right to "lease" the road while M-90 was being rebuilt and repaired. It should also be noted that Mennowa does allow for counties to sign routes with four digit numbers on the "leaf"-shaped shield with conditions attached, but these are not part of the state system. Only three counties have opted to do this.
An oddity of the Mennowa State Trunkline Highway System is its inclusion of "commercial maritime highways" directly into the network. As part of these maritime highways, the state contributes to the maintenance of shipping lanes, navigability for small craft (less than 66ft LWL), and select access points. Recreational rivers designed for small craft vessels and recreational vessels (less than 26ft LWL) are the responsiblity of other state departments. The commerical maritime highways are numbered as 0 and spurs accordingly. Vehicular disembarkment points along these maritime highways are in fact signed with the state highway shield. Roads leading to ports and other maritime connections do periodically include road signs that say with the "TO" sign and the shield for the maritime route.
- Mennowa State Highway 0: Alormen River shipping lanes
- Mennowa State Highway 100: Des Nonnes River modern navigable waters and lock-dam system (Des Nonnes to Governor's Ferry)
- Mennowa State Highway 200: Lake Leighton near-shore waters off Lake County and Ellington River estuary access points.
- Mennowa State Highway 300: Mennowa's short Kinnowa River jurisdictions
- Mennowa State Highway 400: Mennowa River river-barge and small-craft (< 66ft LWL) navigable waters and lock-dam system
- Mennowa State Highway 500: Gisquash River small-barge and small-craft (< 66ft LWL) navigable waters (Twin Rocks to Mennowa City)
- Mennowa State Highway 700: Des Nonnes River small-craft navigable waters (Tennewa to Des Nonnes)
- Mennowa State Highway 800: Kansesippi River small-craft navigable waters (St. Openge Falls to the Kinnowa River)
- Mennowa State Highway 900: Rifle River barge connections (Mitchell City to the Des Nonnes River)
| Primary Trunklines (Routes 1–99, 101–199, 201–299) | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| — | 1 (map, map, map) |
2 (map, map) |
3 | 4 | 5 (map) |
6 | 7 | 8 | 9 |
| 10 (map)* |
11 | 12 | 13 | 14 | 15 (map) |
16 | 17 | 18 | 19 |
| 20 | 21 | 22 | 23 | 24 | 25 (map)* |
26 | 27 | 28 | 29 |
| 30 | 31 | 32 | 33 | 34 | 35 | 36 | 37 | 38 | 39 |
| 40 | 41 | 42 | 43 | 44 | 45 | 46 | 47 | 48 (map) |
49 |
| 50 (map) |
51 | 52 | 53 | 54 (map) |
55 | 56 | 57 | 58 | 59 |
| 60 | 61 | 62 | 63 | 64 | 65 | 66 | 67 | 68 | 69 |
| 70 (map) |
71 | 72 | 73 | 74 | 75 | 76 | 77 | 78 | 79 |
| 80 | 81 | 82 | 83 | 84 | 85 (map) |
86 | 87 | 88 | 89 |
| 90 | 91 (map) |
92 | 93 | 94 (map) |
95 (map) |
96 (map) |
97 | 98 | 99 (map) |
| — | 101 | 102 | 103 | 104 | 105 | 106 | 107 | 108 | 109 |
| 110 | 111 (map) |
112 | 113 | 114 (map)* |
115 | 116 | 117 | 118 | 119 |
| 120 | 121 | 122 | 123 (map)* |
124 | 125 | 126 | 127 | 128 | 129 |
| 130 | 131 | 132 | 133 | 134 | 135 | 136 | 137 | 138 | 139 |
| 140 | 141 | 142 | 143 | 144 | 145 | 146 | 147 | 148 (map) |
149 |
| 150 | 151 | 152 | 153 | 154 (map) |
155 | 156 | 157 | 158 | 159 |
| 160 | 161 | 162 | 163 | 164 | 165 | 166 | 167 | 168 | 169 |
| 170 | 171 | 172 | 173 | 174 | 175 | 176 | 177 | 178 | 179 |
| 180 | 181 (map) |
182 | 183 | 184 | 185 | 186 | 187 | 188 | 189 |
| 190 | 191 | 192 | 193 | 194 (map) |
195 | 196 | 197 | 198 | 199 |
| — | 201 | 202 (map) |
203 | 204 | 205 | 206 | 207 | 208 | 209 |
| 210 | 211 | 212 | 213 | 214 | 215 | 216 | 217 | 218 | 219 |
| 220 | 221 | 222 | 223 | 224 | 225 | 226 | 227 | 228 | 229 |
| 230 | 231 | 232 | 233 | 234 | 235 | 236 | 237 | 238 | 239 |
| 240 | 241 | 242 | 243 | 244 | 245 | 246 | 247 | 248 | 249 |
| 250 | 251 (map) |
252 | 253 | 254 (map) |
255 | 256 | 257 | 258 | 259 |
| 260 | 261 | 262 | 263 | 264 | 265 | 266 | 267 | 268 | 269 |
| 270 | 271 | 272 | 273 | 274 | 275 | 276 | 277 | 278 | 279 |
| 280 | 281 | 282 | 283 | 284 | 285 | 286 | 287 | 288 | 289 |
| 290 | 291 | 292 | 293 | 294 | 295 | 296 | 297 | 298 | 299 |
| Secondary Trunklines (Routes 301–399, 401—499, 501–599) | |||||||||
| 310 (map)* |
311 (map) |
395 (map) |
481 (map) |
||||||
| Tertiary Trunklines (Routes 601–699, 701—799, 801–899) | |||||||||
| 696 (map) |
854 (map) |
||||||||
| Maritime Trunkline Highways (Routes 0, x00s) | |||||||||
| 0 | 100 | 200 | 300 | 400 | 500 | 700 | 800 | 900 | |
Mennowa State Historic Motor Roads
With the passage of the Motor Road Act in 1920, the state assumed responsibility over the national motor trails that had started to form in the state through regional and private initiatives. The act was controversial in the state, as there was fear that the state government would not uphold its responsibilities in ways that collections of private interests had in a few cases. While there were three motor trail associations that were successful, well financed, and effective, the other nine at the time were disorganized, unfinanced, and erratically put together. Although the state assumed control over the motor roads, the three effective organizations were retained in an advisorial role for nearly 20 years: Alexandrine Trail, Leighton Post Motor Road, and the Sullivan Trace.
With the weight of the state government behind it, then–Roads Commissioner Felix Randally invested heavily in the idea of motor trails. He wanted this to be the backbone of the system in such a large state and the starting-point focus to ensure that rural areas were not being neglected in favor of urban areas. The state was an early leader in assigning motor trails in the Federal States, with promises from neighboring states to participate. Although most neighboring states neglected to participate in the motor trails initiative, Mennowa went ahead with them and improved those roads quickly. By the time the Federal States Motorway System was being constructed in Mennowa, the motor trail network was largely being viewed as obselete nationwide. Since Mennowa's numbered highways system had existed concurrently through the 1960s, rural leaders in the state were unwilling to see the motor trail system retired. They pushed for it to exist, even if it meant being signed on county roads. In some cases, the old motor trail only exists on county or city-maintained roads. The state helps pay for signage upkeep in these situations but otherwise provides no special funds to maintain the road apart from grants given for all types of infrastructure improvements.
With rare exceptions, the motor trails are still fully signed across the state. Guide signs on the Federal States motorways do typically omit them to avoid "clutter" per national standards, but even in these instances supplemental directional signs may appear near the exit ramp itself. The shield that developed for the motor trails in Mennowa stemmed from a white rectangle being painted on utility poles or other basic signs, with a two-letter abbreviation for the motor trail. By 1940, the state had begun adding a white triangle adjacent to the white rectangle that pointed upward. This was done to signify 'continuing straight ahead.' By 1960, the "house" shape was the standard, as the triangular "arrow" never caught on as a directional marker. In the 1980s, signs were gradually updated to include the circle of stars from the flag of the Federal States at the apex of the shield. This has since been the standard.
| Current Motor Trails | |||
|---|---|---|---|
| AX | Alexandrine Trail National Motor Trail | Tennewa border (toward Saint Andrew) to Minneuka, via Des Nonnes and Prairie City | |
| CP | Carrioux Post Road National Motor Trail | Zakahigan border (toward Plainsburgh) to Des Nonnes, via Valoria | |
| FT | Old Frontier Turnpike National Motor Trail | Tennewa border (toward Mission Junction) to Fort Constable, via Valoria and Fire City | |
| GR | Great River National Motor Trail | Northern border to New Harmony, along the Alormen River | |
| LP | Leighton Post Motor Road | Follows the coast of Lake Leighton from New Harmony westward | |
| MM | Mère Marrilac National Motor Trail | Southwestern border (toward Eriksburg) to Des Nonnes | |
Miscellaneous Mennowa notes
Administrative divisions:
- County (
admin_level=6): All parts of Mennowa are included in a county area regardless of if preserve land or indigenous-managed land- Townships (
admin_level=7): All unincorporated parts of a county are comprised of townships to provide local management; basic council-lead governments with few responsibilities and privileges - Cities (
admin_level=8): Incorporated cities are self-governing entities within the state that must have an executive (mayor) and have certain responsibilities and privileges; city limits may not cross county boundaries as of 1955 to hem in Minneuka from spreading into Hogan County - Towns (
admin_level=8): Incorporated towns contiguous portions of townships that reach certain population thresholds and therefore incorporate or are rump portions of former townships that incorporated to stave off annexation; council governments with a few more responsibilities and privileges than townships but not nearly to the level of cities - Villages (
admin_level=8): Incorporated villages are not fully self-governing entities but have an executive (mayor or manager) but are administratively only partially separated from their respective township; the township exercises some control over the village on select affairs but villages share in the township's rights and responsibilities in a symbiotic manner - Dissolved villages (
none): Former villages that were dissolved for various reasons and are now solely part of the township; they remain historical placenames and often are seen on signs as "former village" or "historic village"
- Townships (
School districts: Although very few differences remain between the four types of school districts, the historic names are retained in most areas. School district distinctions were wiped away with the reorganization and consolidation of school districts in 1967.
- Area school districts: Rural districts that have an incorporated population center as its key community but unable to be supported by that community itself; must cover more than 40 square miles and provide bussing for all students over one mile from the educational facility but with costs of transportation offset by the state; may tax agricultural and industrial output with a mileage instead of land or property value
- Community school districts: (Sometimes, "City" school districts) Urban and suburban districts, generally with a population of greater than 25,000, that are funded in part by the primary community within the district; land area outside the community must not exceed 60% of the school district's habitable land (parklands and certain other features are excluded)
- Consolidated school districts: Formed from the consolidation of two or more districts, consolidated districts are designed to have provide a balance between area and community schools for more rural environments; these districts function like community school districts but must meet certain requirements for rural students; in suburban areas, "consolidated community" districts are community districts formed through consolidation but do not need to meet certain rural requirements
- Rural school consortia: The rarest of district type, the consortia is a collection of smaller facilities in a district structure with limited overhead and administration; these are found in extremely rural areas where single-building schools or even smaller schoolhouses still dot the landscape
Lakes, Mennowa, and Northern (LM&N) Railroad
LM&N