ISHC’s “Dotted Line System,” Roads to be Added in 1932

On 7 January 1932, the Indiana State Highway Commission announced the plans to make the biggest expansion of the state highway system since its creation to date. The plan was announced in newspapers the next day. This particular post will be coming from the Richmond Palladium-Item of 08 January 1932. This particular expansion adds more than 1000 miles to the state highway system. According to Ralph E. Simpson, assistant director of the ISHC, this additional mileage will bring the state highway system to 10,000 miles.

Marion County, 1932, from the Indiana Official State Highway Map of the same year.

The new roads were called part of the “dotted line system,” due to the way they were depicted on the 1932 Indiana Official State Highway map (available here from the Indiana State Library). Most of the list below (which comes from the article in the Palladium-Item) is included on that map. Some roads, however, are not. The one that stands out the most is shown in the map to the left: a loop road around Indianapolis. This would be a forerunner, if it were built, of SR 100 built closer to both the route of the Dandy Trail (see Jim Grey’s posts here, here, and here) and the county lines than the ultimate plan of SR 100 (and as such, I-465, which replaced SR 100 officially) would be. I covered the beginnings of SR 100 here. Another standout is not because it is planned, but because it is under construction: the new US 31 (bypass) along North Meridian Street.

Without further ado, let’s cover the list as announced by ISHC:

Columbus to Bedford, via Norman Station. The number given to this project is definitely out of place. It was given the number SR 58 when it was completed. The road never did connect directly to Columbus, actually ending at US 31 (later SR 11) south of the city. When Interstate 65 was completed through the area, SR 58 would be moved even farther south.

Bloomfield to Worthington to Clay City to the Lewis Road west to Middletown. This project became two different state roads. First, SR 157 covered the section from Bloomfield to Worthington to Clay City. At Clay City, SR 246 completed the project from the Lewis Road west to Middletown. The section of SR 246 from Clay City (Martz) to Lewis is in place in 1932. The Middletown listed is now called Prairie Creek.

Willshire (Ohio) through Monroe and Bluffton to Peru. From SR 5 east to SR 527 and Ohio SR 54, this road was given the number SR 124. Ohio SR 54 and Indiana SR 527 would change its number with the arrival of US 33 to the two states. SR 124 is still in the same place, although it now ends at the state line suddenly.

Logansport north through Culver to US 30. SR 17 north out of Logansport is this project. It relates to another project mentioned later connecting Logansport to Kokomo, which started as SR 17, but ended up US 35.

Union City to Ridgeville to Albany. Built as an extension to SR 28 from SR 67 (at Albany) to SR 32 (at Union City). It is still SR 28 to this day.

Kendallville north to state road 20. An extension of SR 3, which at the time ended at US 6. SR 3 would ultimately be extended to SR 120.

From SR 200 and SR 227, west through Lynn, Modoc and Springport to Pendleton. SR 200 is actually a continuation Ohio SR 200 on the Indiana side. The road in question would become the extension of US 36 from east of Indianapolis. More information about US 36 is covered here.

West of New Castle to McCordsville. This route became a daughter of SR 34, known as SR 234. More about SR 34 and “Daughters” here.

Warren on SR 5 west through Pleasant View to LaFontaine. The section from SR 105 and SR 9 was the only part of this plan built. It was, and still is, designated SR 218. Pleasant View is actually Pleasant Plain.

From SR 9 just south of Banquo, north through Andrews and Bippus to South Whitley. This project that relates to one above. This road became SR 105, which is where SR 218 ended.

Wheeling to Converse. Added as SR 21, this route is now parts of SR 18 and SR 19. SR 21 was completely decommissioned in Indiana, replaced by numerous state roads.

Markle to SR 3 south of Fort Wayne. This gets a bit complicated. In 1932, SR 1 existed in several places at once. One place it didn’t exist is from Fiat to Fort Wayne. SR 3 did, however, exist in that area…because in 1934, that road was changed from SR 3 to SR 1 when the subject road was added to the state highway system as SR 3. There was a four way intersection at Fiat involving three state roads: north, SR 3; west, SR 3 & 18; south, SR 1; and east, SR 18. What gets better is that at Roll, there was another four way intersection involving three state roads: north, SR 5; west, SR 18; south, SR 3; and east, SR 3 & 18. By 1934, Markle would be connected to Roll via the new SR 3, the SR 3 & 18 multiplex would be no more, SR 1 would take over SR 3 from Fiat north and SR 5 would end at SR 118.

Tipton to Noblesville. Added as SR 19, but not for more than a decade (at least in Tipton County). It wasn’t built in Hamilton County until 1953, and even then only to Cicero, with the portion from Noblesville to Cicero being under construction at that time. Since I have no maps available for 1954 and 1955, it is safe to assume that the road was completed in either of those years since it appears on the 1956 map.

Turkey Run to Danville through Russellville, Roachdale and North Salem. This road became the first “daughter” of US 36, being given the number SR 136. When US 136 was added to Indiana, this changed numbers to SR 236.

SR 15 east of Roann to SR 5. Built as an extension of SR 16. It still is to date.

SR 9 north of Columbia City past Tri-Lakes to SR 2 at Churubusco. Added as SR 205, this plan did not come into fruition until 1937.

Auburn east to Ohio SR 193 to Hicksville, Ohio. Added as an extension to SR 8. Ohio SR 193 would later become SR 18 in 1940.

From SR 1 north of Fort Wayne through Leo, St. Joe, Butler and Hamilton north to Michigan state line. This one is weird. It starts out as a road that connects to SR 1. By construction completion, it BECAME SR 1. Old SR 1 at that point became SR 427, a daughter of the now, non-existent, US 27 north of Fort Wayne.

Princeton to Union to SR 56. This project was an extension of SR 65. It still has that designation today.

Dillsboro, Cross Plains to Madison. This plan was to be the extension of SR 62 from Madison east to US 50 at Dillsboro.

Mitchell to Medora to US 50. This plan never came to fruition.

Linton to Sandborn. Extension to SR 59 south from Linton. Sandborn is located on SR 67.

Sunman to Harrison. This road would become a extension of SR 46 It wouldn’t last long, as it would be replaced with a more straight route between Penntown and New Trenton. The strange thing is that on the 1932 map, the dotted lines show both routes as additions…what is now SR 46 and what originally became SR 46. This road is no longer part of the state highway system.

Mooresville to Plainfield. The beginnings of the road that would become SR 267, which is covered more in depth here.

Bloomington to Helmsburg. A continuation of SR 45 that now ends at Bean Blossom. At the time, it ended at SR 35 (which actually used the SR 45 route from Bean Blossom to Helmsburg, then south on the Helmsburg Road to Nashville). SR 35 was rerouted, and renumbered as SR 135.

Washington to Haysville. A direct route was never built.

Brownstown, Uniontown, Dupont, East Enterprise. This road was never completely built, but its sections were all numbered SR 250. The two sections of SR 250 were shown to be connected by the dotted line on the 1932 map.

Bellmore to Waveland. This route became SR 59 when it was finally built in 1947.

Blocher to Austin. SR 256 would be the designation given this route.

Lexington to SR 62. According to the “dotted line map” of 1932, this road was to run due east (more or less) from Lexington to SR 62 near Chelsea. The road that was ultimately built connected more northeast as SR 356.

Bennettsville, New Albany, Elizabeth, Mauckport. This road, when construction started, would be designated SR 33. When US 33 expanded to Indiana, this road was renumbered SR 11.

From SR 62 south of Tennyson, through Selvin and Holland, to Huntingburg. This would be added as an extension of SR 161.

Rising Sun to Dillsboro. Became SR 262, which mostly still exists today.

Dana to Clinton. This road was never directly built. Dana is a town just north of what is now US 36 on the old B&O railroad. At US 36, going south, the ISHC added SR 71, connecting to SR 163, already in place, near Klondyke (Blanford). SR 71 was added north of US 36, connecting Dana to SR 63 near Newport.

Newburg to Boonville. The designation of this plan became SR 261. It connected SR 66 to SR 62 between those two towns. It still does, even though SR 66 now bypasses Newburgh.

Mishawaka, through Bourbon, to SR 25. When completed, this became SR 331. More recent information about SR 331 is covered here.

Kokomo to Logansport. This road, while ultimately built, wasn’t added until 1940. When US 35 was brought to Indiana, it followed (much like it still does for a while) SR 22. It would follow SR 22 across to SR 29, then north on SR 29 into Logansport. This route would be built as an extension of SR 17. Well, sort of. When construction was complete, it would be US 35.

Burlington to Lafayette. Planned as an extension to SR 22 that would connect Kokomo directly to Lafayette. It was never added to the state highway system.

Merrillville, through Shelby and Goodland, to Fowler. This road would become SR 55 north from Fowler to Crown Point, then SR 53 from Crown Point to US 30. SR 55 was built to the EAST of this section of SR 53 from Crown Point north. This lasted until 1941, when SRs 53 and 55 were swapped.

Shelbyville to Andersonville. This road became SR 244, connecting Michigan Road (SR 29/US 421/Old US 421) to US 52 at Andersonville. The 1932 plan, according to the Indiana Official State Highway Map of that year, involved the road that follows, as well.

1932 Indiana Official State Highway Map showing the future SR 244 and SR 121 from Michigan Road (SR 29) through Andersonville to Laurel and Connersville.

Connersville to US 52 via Laurel. This road would become, and still is, SR 121. According to the 1932 official map, this road actually was to connect to US 52 at Andersonville (see road above). The plan was to use what is now Old US 52 (which was never US 52, discussed here) to connect US 52 to Laurel. That never happened. SR 121 connected straight to US 52 along the Whitewater River.

Brookville to Penntown. This road was never built. A direct route would be replaced with a trip down SR 56 (now SR 1) from Cedar Grove to St. Leon then across what would become, when built, SR 46.

Leavenworth via Marengo to state road 150. Although this road is north-south, it was added as an extension of SR 66. It still is today.

Edinburgh to SR 35, via Trafalgar. This road, while originally not ever making it to Trafalgar, would become SR 252. The history of this road was covered here.

Morgantown to Martinsville. Another part of the route that became SR 252 mentioned above. Ultimately, SR 252 and SR 135 would multiplex between Trafalgar and Morgantown.

New Haven east to Ohio state line. This state road would begin, actually, near the point where US 24 and US 30 go there separate ways on their way to Ohio. When it was added to the ISHC system, it started as SR 230. This connected to Ohio SR 113. Between 1939 and 1941, the number was changed to SR 14. In 1986, Ohio changed SR 113 to SR 613. This portion of SR 14 would be removed in 1993 or 1994.

Crawfordsville via Wingate to Attica. This road would become part of SR 55. In 1934, SR 55 was added to the state highway system connecting Crawfordsville to Wingate at SR 25. This would survive until 1976.

Perrysville to Illinois state line near Danville. Using the Danville-Perrysville Road, this section would become, and is still part of, SR 32. In the beginning, this was an orphaned part of that state road. Eventually, it would be extended across the Wabash River to Crawfordsville, connecting to the rest of SR 32. The extension of SR 55 from Wingate to US 41 south of Attica, which still exists today, was completed in 1935.

Matthews north to SR 18. At the time, Matthews was on SR 21, a road that would later be completely replaced (eventually) by US 35. This road would become a daughter of SR 21, called SR 221. This road would also be part of SR 22, and later SR 26, where the 22 and 26 came together heading for Hartford City. SR 26 headed south from this intersection, SR 22 north. SR 221 would eventually be extended all the way to Huntington. The section of the road mentioned in this description, from Matthews to SR 18, was removed from the state highway system in 1972 as SR 221. From SR 22 north to SR 18 was added back into the system as SR 5 in 1986. Both the SR 22 and SR 26 portions still exist. At the junction of the two is where SR 22 now ends, where it has since 1977.

SR 5 extension: US 30, through Cromwell, to SR 2. Strangely, this road, which still exists with minor changes to improve traffic flow, connected the original Lincoln Highway (US 33, then SR 2) south of Ligonier to the replacement Lincoln Highway (US 30) north of Larwill. The one change in the road that is quite obvious is at the north end of the described section. At US 33, the road was curved to the northeast to make an intersection with a gentler curve on the original Lincoln Highway.

Maxville to Santa Claus to state road 162. This one would be hard to place if someone is looking through Google Maps for Maxville. The Maxville mentioned in this description is an unincorporated community in Spencer County. It is located along SR 66 near the place where the Anderson River enters the Ohio River. The town is shown on maps from the ISHC and its successors. The direct route mentioned in this article would become SR 245 when it was built. 1951 would see an addition/extension to SR 245 from SR 70 west of Newtonville south to Grandview. Between 1953 and 1956, SR 245 was rerouted due south from Lamar, removing the section directly to Maxville from the state highway system.

Azalia to Elizabethtown. This addition would end up with several designations in its history. Today it’s part of US 31. More information can be found on my US 31 at Columbus post of 26 April 2019.

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