In the early 1950’s, much had been done to help with traffic issues throughout the city of Indianapolis. With the exception, as pointed out by the Indianapolis News Editorial Staff on 21 June 1954, of the south side. But things were going to be changing soon. The Indiana State Highway Commission decided that there will be another upgrade to US 31 in the state. This time, in the city of Indianapolis on the south side. But many things not only had to come together to do this project, many controversies were unleashed with the project, as well.
First mention of the project, at least in the newspapers, came in August 1953. The Indianapolis News of 6 August 1953 covered the project on page 23. The $3 million project would lower the roadway of Madison Avenue, at the time US 31, some 20 feet to allow for the road to pass under the Pennsylvania Railroad’s Louisville line and the Indianapolis Belt Railway. A large chunk of the money for the project was to be paid out for the acquisition of properties in the 15 block project area. However, most of the coverage in that day’s News was the fact that the State Highway Commission was creating a “District of Dead Ends.” Apparently, the original plan was to start at Morris/Prospect Streets, working south. It was later decided that the work would begin at Terrace Avenue, leaving that street connected to Madison Avenue at the north end of the project.
However, from Terrace to the Indianapolis Belt Railway, no less than six streets were going to be cut in two. Palmer, which actually connected to Madison Avenue at the Pennsylvania Railroad crossing was sure to be removed. Lincoln would be cut off at the Pennsylvania Railroad. Both Minnesota and Iowa would be truncated, as they both crossed Madison in a straight line. Caven did a stutter step type crossing of the state highway. Adler ended at Madison, just north of the Belt. South of the Belt, LeGrande Avenue stutter stepped its way across Madison Avenue, as well.
While the expressway was the major part of the project, that wasn’t the entire scope. From Southern Avenue, one half mile south of Raymond Street, to where Madison Avenue becomes Delaware Street near what was Wilkins Street (now the I-70 overpass), the road would be widened to a six lane facility. Right-of-way would be purchased on opposite sides of the road, with the section from Southern to Pleasant Run Parkway, and from the Pennsylvania Railroad north to Delaware Street being taken from the east side of the street. Between Pleasant Run Parkway and the PRR, the west side would be taken for the project.
A look at a satellite image of the area today shows exactly how much property was taken in each section. The new Madison Avenue is actually west of Old Madison Avenue. (Old Madison Avenue is one of the very few roads in Marion County that includes a hint that it used to be an important facility. And even then, this only occurred when the new street signs started showing up around the year 2000, because prior to that, the street was officially called “Madison Avenue.”) The old road, which sits along the top of the hill that was created with the new road, is in two sections, the the old Belt Railway crossing removed, connecting where Iowa Street was to Raymond Street. All of the property from the old road to the alley between Delaware Street and Madison Avenue was taken for the new canyon expressway.
As an Indianapolis history aside right here, one of the most famous restaurants on Indianapolis’ south side, the Key West Shrimp House, existed in this section of Madison Avenue. It was half way between LeGrande Avenue and Raymond Street (2138 Madison Avenue). By 1955, due to pending construction, it had moved to its more famous location, 2861 Madison Avenue. Almost anyone, of sufficient age, can tell you about the pink building on Madison Avenue that once housed the Key West. Now, they still have a location…at the other end of the road – in Madison, Indiana.
Not only was the road going to be part of the project, in October 1953, it was announced that the ISHC was going to take a “pedestrian census” to see whether a pedestrian bridge would have to be built somewhere in the project area. Plans were to have pedestrian crossings at both Terrace and LeGrande Avenues. However, the project removed the LeGrande Avenue crossing when the construction was completed. The only true pedestrian specific accommodation made in the project area would be a walking bridge crossing at Palmer Street.
Contracts for the first phases of construction of the new Madison Avenue were announced in May 1954. And while the south side of Indianapolis had always been hampered by narrow roads and railroad crossings, causing it to lag behind the rest of the city, it wasn’t long until newspaper editorial staffs began to realize what was about to become a real problem. The Indianapolis News Editorial of 21 June 1954 spelled it out quite succinctly: this is gonna get bad. “Of course, the Madison Avenue expressway is coming – but there will be a crisis for the south side motorists before the expressway is completed.” With the pending closure of Madison Avenue during construction, something that could last up to two years, an already strained city traffic system would be stretched to the limit. And most of that traffic, according to the thoughts of the Indianapolis News, through Fountain Square. “Cars pile up along Shelby, Virginia and Prospect trying to get through the area. This goes on morning, noon and night.” “One improvement has been made. Woodlawn has been straightened and widened between Virginia and Shelby. But the project primarily has provided more parking space and does not help move traffic.”
It would be in December 1954 that the state announced a change in the construction plans. The original idea was that Prospect and Morris Streets would connect to Madison Avenue as they always had, as shown in this snippet from a 1915 map of Indianapolis. Morris crossed straight over Madison Avenue, with Prospect being almost one block north. It is important to note that both these streets are important arteries in Indianapolis traffic. And, they are survey roads, meaning that their location is along a survey line. (That line is Morris Street west of Shelby Street, and Prospect west of it. Shelby Street is a survey correction line, so every street corrects to the north at or near Shelby Street on the south side.) It was announced that the state would create an underpass for Morris Street, with connecting facilities to allow traffic access to Morris and Prospect Streets. As it turned out, east bound Prospect Street became a very long ramp to allow northbound Madison Avenue traffic access to west bound Morris Street. In the same vein, a slightly moved westbound Morris Street became the eastbound Morris to northbound Madison ramp.
This change, along with the grade separation at Raymond Street that had been announced the previous August, were recommended by the United States Bureau of Public Roads, which provided half of the funding for the project. These two changes added over $1 million to the entire project. Construction on the Madison Avenue expressway was “probably” going to start in 1955. But plans for the new changes hadn’t even been worked out as of the announcement, so no one was quite sure of that.
June 1955 saw the start of getting rid of “the old Shrimp House, 18 homes, and an undisclosed number of garages near Raymond and Madison.” The state would be auctioning off the properties on 28 June 1955. Those properties would have have to be moved within 30 days of the auction. The same day that the auction was announced, it was also mentioned that construction was expect to begin that summer. As it turned out, November 1955 came news that the construction would begin in 1956, as contracts had just been awarded for the project.
That didn’t apply to other locations along the project area. It was announced that the new Madison Avenue bridge over Pleasant Run would be opened to traffic on 29 July 1955. The plan was to open four lanes of the six lane span that day. Since Madison Avenue had been closed, at this point, for almost a year, traffic had been slowed to a crawl anyway.
Another sticking point with the local news media, especially the Indianapolis News, was the lack of security when it came to all the old buildings that were being removed in the construction area. This was especially apparent when it came to the fact that there were three schools in or near the construction zone: School 31 on Lincoln Street east of Madison; School 35 at Madison and Raymond; and Manual High School at Pleasant Run and Madison. There were a bunch of buildings that looked like tornado damage, and more than fair share of basements that were just open to the public without any protection whatsoever.
The article to the left, which was published on 22 March 1956, shows the opinion of the Indianapolis News, and the parents of students in the area. Especially at School 35.
All wasn’t roses on the ISHC end, either. I will cover it in a later post, but irregularities were exposed in 1957 when it came to property acquirement for the Madison Avenue Expressway project. These irregularities were exposed in April 1957, and found itself in court the following October. It involved someone making a ton of money from real estate purchases and sales in 1954 and 1955. Part of the problem was that these types of shenanigans caused the delay of construction, and hence, an extension of the traffic nightmare on the south side of the city. It was, in June 1957, projected that construction would be completed by September 1958.
That construction projection would be close to true, as the 1959 Indiana Official Highway Map cover shows. The new Madison Avenue Expressway was shown in its brand new, completed, status. But even with the completion of the project, the controversy remained. Stanley T. Siegel, Indianapolis traffic engineer, stated, according to the Indianapolis Star, that the project is a “beautiful road that starts nowhere and leads to noplace.” Mr. Seigel took a lot of criticism for that opinion. The problem is, on the surface, he is absolutely right. What he didn’t take into his consideration is the removal of a narrow, overcrowded street (now Old Madison Avenue), and the constrictions placed on it by two busy railroad crossings (which, at the time, they were very busy), and made a better connection with a very busy United States highway running through south central Marion County.
The Expressway would be completely opened to traffic officially on 23 September 1958. It would still be technically closed for another week for curbing and other details, and the interchange at Morris/Prospect Streets would not be ready for several more weeks after that (for railroad elevation just west of the interchange). The project would cost almost $8 million, more than twice the original estimate. It was also announced that the State Highway Department had plans to extend the expressway another 10 miles. This extension would be along State Road 431, also known as Madison Avenue, in the non-bypassed sections of the old road.
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