1920-1960: Allen County Roads

Today is the second of the series covering state roads in Indiana’s counties in alphabetical order. Today, I will cover, as the title states, Allen County. And, just like the last post of this series, it will be done with a lot of maps, and start with the history of the formation of the county.

The creation of Allen County happened on 17 December 1823, when the Indiana General Assembly issued the following news: “Formation by statute, effective April 1, 1824. The formation affected Randolph and Delaware counties.”

“Beginning at a point on the line dividing this state and the state of Ohio, where the township line dividing townships twenty-eight and twenty-nine north, intersects the same; thence north with said state line twenty-four miles; thence west to the line dividing ranges ten and eleven east; thence south to the line dividing townships twenty-eight and twenty-nine north, thence east to the place of beginning.” (Revised Laws of Indiana, 1823-1824, pp 109)

One month after the creation of the county, Fort Wayne was made the seat of the county’s government.

1920 Indiana Official State Highway Map

Allen County is one of those few counties that actually acquired its first modern state road with the original creation of the Indiana State Highway Commission in 1917. One of the five Main Market Roads, as they were called at first, connected Fort Wayne to near Chicago. Of course, it was built as the Lincoln Highway. That Auto-Trail would be given the number Main Market Road 2.

In 1919, Main Market Road 2 would become State Road 2. By 1920, four more state highways would be added to Allen County’s landscape: OSR 11; OSR 13; OSR 21; and OSR 44. OSR 11 would connect Fort Wayne to Huntington, ultimately ending in Greenfield at the National Road. OSR 13 would be the road from Fort Wayne to Bluffton, again ending at the National Road, this time at Lewisville. As mentioned in the Adams County entry, OSR 21 travelled from Fort Wayne, through Decatur, Portland, Winchester and Richmond to end at Liberty in Union County.

1923 Kenyon Map of Allen County, Indiana

Due to location, and the fact that Fort Wayne had, for decades, been one of the largest cities in the Hoosier State, the city, and Allen County, would find itself along quite a few Auto Trails during that era. In 1923, as shown on the map to the left, the following Auto Trails crossed Allen County: Hoosier Highway [B]; Yellowstone Trail [N]; Wabash Way [O]; Ohio, Indiana, Michigan Way [S]; Lincoln Highway [X]; and the Custer Trail [BB].

The Hoosier Highway has been covered numerous times in this blog. It started in Evansville, ultimately winding its way through the entire state to Fort Wayne on the way to Detroit, Michigan. Coming from the south, it was given the designation OSR 13 to Fort Wayne, but no state highway number was assigned to it leaving Fort Wayne to the northeast.

The Yellowstone Trail and Lincoln Highway would be intertwined, even though the only place they multiplex was east of Fort Wayne. Both of them would meet again at Valparaiso. The Lincoln Highway left to the northwest of Fort Wayne, with the Yellowstone heading more west. In 1920, as mentioned above, Lincoln Highway was OSR 2, and Yellowstone Trail was OSR 44.

The Wabash Way left Fort Wayne to the southwest, winding its way through Huntington, Wabash, Peru, Logansport, Delphi, Lafayette, and Attica, crossing the Illinois State Line to end at Danville. The ISHC gave it the number OSR 11 in 1920.

The Ohio-Indiana-Michigan Way was mentioned in the Adams County entry. It was OSR 21 into Fort Wayne from the south. Leaving to the north, it wasn’t part of the state highway system. Neither was the Custer Trail, which started in Fort Wayne, leaving to the north for Auburn and Angola on a winding trail through Steuben county to enter Michigan.

1923 Indiana Official State Highway Map

In the fall of 1923, the ISHC decided to rearrange state highway numbers to make them easier to understand and follow. This led to numerous changes in Allen County. The Lincoln Highway, which had been OSR 2 for the previous six years was now OSR 46 heading northwest out of Fort Wayne. The OSR 2 label, while maintained on the Lincoln Highway east of Fort Wayne, became attached to the Yellowstone Trail west of the city. OSR 11, the Wabash Way, was changed to OSR 7. OSR 13 and 21 remained the same south of Fort Wayne, but a new addition to SR 31 was added north of the Allen County Seat. It encompassed neither the OIM or the Custer Trail. It was a “new” road, without any special designation prior to its addition to the state highway system.

1926 Indiana Official State Highway Map

Allen County became the home of quite a few United States Highways with the Great Renumbering of 1 October 1926. The 1923 version of SR 2, leaving Fort Wayne along State Boulevard and Leesburg Road, was rerouted to connect to the new SR 2, which was the route of the original Lincoln Highway, at what is now Lincoln Highway and Washington Center Road. From that connection, SR 2 continued its journey across the county to Churubusco. East of Fort Wayne, the OSR 2 that had existed since 1917 was changed to US 30.

The OSR 11 (1920)/OSR 7 (1923) was practically abandoned in Allen County. The old State Road 7 route was moved north, and would be changed to US 24. East of Fort Wayne, a new route US 24, one that had not been part of the state highway system before, was in the process of being added. It would connect to Ohio’s US 24 after leaving east-northeast from New Haven.

OSR 13 was given two designations. South of Fort Wayne, it became SR 3. North of the city, it became, along with OSR 21 south of Fort Wayne, US 27. This left Allen County with two state roads (SR 2 and SR 3) and three US highways (US 24, 27 and 30)..

September 1930 Indiana Official State Highway Map

With the number of additions that were made to the state highway system in 1930, the September map of that year showed many changes. Not in the way of the routes that had been established in 1926. No. The old OIM Way north out of Fort Wayne was added to the state highway system as an extension of State Road 3. The old Custer Trail route was also added, becoming the northern State Road 1. There was also an authorized addition shown on the map. It would come into Allen County from the west, travel through Fort Wayne, and leave to the northeast. The western end of that authorized addition was at State Road 15 at Silver Lake. A look at the map shows it to be an extension of State Road 14.

January 1932 Indiana Official State Highway Map

When it was finally added to the state highway system in 1931, that’s what it was: an extension of SR 14 across Allen County. SR 14 connected to Ohio State Road 18 at the state line. But the early 1932 map showed two more authorized additions the ISHC wanted to make. First, a road connecting to SR 1 north of Fort Wayne, heading due east to Leo, then roughly along the St. Joseph River heading northeast.

The second left SR 3 south of Fort Wayne, heading southwest through Nine Mile and Zanesville.

Other than that, still no real changes had been made to the 1926 highways that Allen County had been originally given.

1933 Indiana Official State Highway Map

Three “new” state roads were added in 1932 for the 1933 official map. First, the authorized addition through Zanesville and Nine Mile, which turned southwest off of SR 3 from Waynedale, was officially added, and given the number SR 3. The old SR 3, which had that number since the 1926 number shuffle, became the new SR 1 south of Waynedale.

But that wasn’t the only change in SR 1. The ISHC changed their minds, instead of routing a new state road due east into Leo, it was decided to use what is now Clinton Street toward what were the separate villages of Cedarville and Leo. This was given the number State Road 1. The old SR 1, that ran north along what is now Tonkel Road, was given the number State Road 427, another daughter route to US 27. Both routes connected at Auburn, with US 27 coming in from the west, and SR 427 coming in from the south.

1937 Indiana Official State Highway Map

Travelling east across Allen County, from New Haven to Edgerton, along what is now Dawkins Road, was a daughter route to US 30, State Road 230. SR 230 connected to Ohio State Road 113 at the state line.

The period between 1932 and 1936 saw very few changes. The Indiana State Highway Commission decided to authorize the building of an extension of SR 101, north and south, through eastern Allen County. At the time, SR 101 did exist in Adams County, but ended at the Adams-Allen County Line. The new SR 101 would directly connect to State Road 1 in Dekalb County at State Road 8. Although it was an authorized addition, State Road 101 was not, at least according to the maps of 1937, located. The route shown on the map was pure conjecture…and hoping. Also, SR 14 was then connected to both Ohio State Road 18, but a new Ohio State Road 2. The multiplexed route from the Ohio State Line connected to Hicksville, before Ohio 2 and Ohio 18 went separate ways.

1938 Indiana Official State Highway Map

There were two changes made in 1937, as shown on the 1938 map to the left. First was the building of SR 101 from the Adams-Allen County line to US 30. Second, US 33 came to Indiana. From Decatur, US 27 and US 33 used the same road to connect to Fort Wayne. But leaving Fort Wayne, the road that had been State Road 2 was then called US 33. This eliminated the State Road 2 designation east of South Bend. Both Lincoln Highways were now part of the US Highway System in Allen County. The original was now US 33, the replacement (marked in the mid to late 1920’s) had been marked US 30 since 1926.

1939 Indiana Official State Highway Map

1938, as shown by the 1939 Official Map, saw the completion of SR 101 through the county.

1941 Indiana Official State Highway Map

Changes made in the 1939-1940 time frame included the extension of SR 37 to Fort Wayne and beyond. SR 37 had ended at Indianapolis to this point, coming up from southern Indiana. It replaced, in Marion and Hamilton Counties, the original Indianapolis-Fort Wayne State Road, known as Allisonville Road in that area. It entered Allen County multiplexed with US 24. The designation SR 37 then replaced the SR 14 designation northeast of Fort Wayne. At the Ohio state line, it connected to only Ohio SR 2, as Ohio SR 18 was removed from that section of road in that state. But that wasn’t the end of SR 14 east of Fort Wayne. What was formerly SR 230 became the new SR 14.

1942 Indiana Official State Highway Map

1941 added another state road to Allen County. In the extreme northwest corner of the county, SR 205, which had ended at the county line, was extended as far as the Allen-Noble county line at Ari. SR 205 would eventually be extended into Dekalb County to end at what is now SR 327, but was, at the time, US 27.

1949 Indiana Official State Highway Map

Another state road was added in 1948, and showed up on maps in 1949. Connecting US 30/US 33 northwest of Fort Wayne to SR 3, US 27, SR 1 and SR 427 to end at SR 37 northeast of Fort Wayne was State Road 324. It would appear that the route of SR 324 is what is now Coliseum Boulevard.

1956 Indiana Official State Highway Map

The next change is shown on the first available map that has it. It seems that Indiana did not issue, that I can find, Official Highway maps for the years 1954 or 1955. I can not find them if they exist. I do not have any in my personal collection, nor does the state library have them in their digital collection.

There were two changes between 1953 and 1955. One was the continuation of SR 324 as a bypass to the east of Fort Wayne. That state road ended at New Haven Avenue, which was given the designation State Road 230 from SR 324 to the junction of US 30/US 24/SR 14 less than a mile east of the junction with SR 324.

1957 Indiana Official State Highway Map

The following year, 1956, saw the end of both State Road 230 and State Road 324. SR 324 was replaced with the US 30 designation. SR 230 was completely removed from Allen County.

The 1960 map, which I can not share here, shows the beginnings of Interstate 69 under construction from SR 3 in the north to US 24 in the south. (I can not share this map, as the one on the state library site has a big section missing through Steuben, Dekalb and Allen Counties. And I can not scan my personal copy since my scanner is not working properly at this time.)

1961 Indiana Official State Highway Map

I do want to share one last map, showing the state highway situation in Allen County according to the 1961 official map (meaning 1960 changes).

Interstate 69 is officially under construction at that time from US 24 in the south to the Allen-Dekalb County line. Also, a replacement for US 30 west of Fort Wayne is under construction.

Thus are the state highway changes in Allen County from 1920 (or, actually, 1917) to 1960.

The Beginning, and End, of SR 534

As the Indiana State Highway Commission’s inventory of state roads was growing, the thought of putting a bypass around the city of Indianapolis hit the planning sheets. The original plan started appearing on official highway maps in 1932. But little would be done for almost a decade. In 1941, the start of a bypass road was contracted…and built. But there was more to it than just a section along the east side from Fort Harrison to Nora.

Yes, that’s right. From Fort Harrison to Nora. The original road that was started in 1941 followed 56th Street from Fort Harrison out to a new construction road along what was, and still is, the Shadeland corridor. At the time, it was Shadeland Road. But that corridor only ran from 10th Street to 56th Street, creating a dead end road north of 56th Street into the Woolen Gardens. A complete history of the road is available as “SR 100: How did it come to be?

The Indianapolis News, 24 July 1941
Legal notice for contract to build SR 534 from
56th Street to Castleton.

Things started happening on the bypass route in 1941, when the first contracts were let. As is typical of the ISHC at the time, the road was contracted separately from the bridges. The first contracts for the road were let in July 1941. The legal notices were published for the contract, as shown on the left. The bids were to be in the hands of the ISHC by 5 August 1941 at 10 AM Central Standard Time (the time zone Indianapolis was in at the time). The plan was for a reinforced concrete road surface north from 56th Street to the old state road that turned west along what is now 82nd Street.

The bridge over Fall Creek was let out for contract in September 1941, with the description “structure on State Road 534” details as a five span arch bridge “over Fall Creek, 2.7 Mi. North of Lawrence.” Those spans were to be, in order: one at 40 feet; three at 80 feet, and one at 40 feet. The bridge was to be of reinforced concrete arch design. Bids were to be at the ISHC by 10 AM CST on 7 October 1941.

The next leg of the road was published for contract in December 1941, with a due date of 16 December 1941. It was to include 4.578 miles of reinforced concrete from Nora to Castleton. (For the route prior to SR 534 construction, check out 82nd and 86th Street Before SR 534 (SR 100).) This would complete the first opened section of SR 534 in Indiana.

Then World War II started.

The Indianapolis News, of 21 December 1942, opined that the ISHC was in a holding pattern when it came to the building of the bypass road. The road was not mentioned by number, but the route was discussed. “One link, approaching Ft. Benjamin Harrison by way of Allisonville and Castleton, has been completed and is in use. The belt highway, discussed for years, will extend south, intersection Roads 40, 52 and 29, until it reaches the Thompson Road, where it will continue west, intersecting Roads 31, 37 and 67.” With the Shadeland Road corridor only extending as far as 10th Street, this would require the acquisition of right-of-way and building of four miles of new road from 10th Street to Troy Avenue/Southeastern Avenue/SR 29. South from here, the road was already in place as the Five Points Road.

“At Valley Mills it will turn north, crossing roads 40, 36 and 34, eventually intersecting Road 52, where it will join the northern east-and-west link that has been built.” This would put the road along the High School Road corridor on the west side. This would also include a state road that connected US 40 to the Indianapolis Municipal Airport. That state road was designated SR 100 when it was commissioned.

“The practical value of such a construction program has long been recognized, both for ordinary traffic and for commercial vehicles that will be enabled to by-pass Indianapolis without contributing to traffic congestion be traversing the downtown streets.”

The article concluded as follows: “A belt line around Indianapolis has been considered ever since the old days of the “Dandy Trail” when gravel roads were marked and motorists wore linen dusters. The successor to that trail is one of the numerous tasks that are being held in abeyance until the war is won.”

The designation of SR 534 would be applied to the east leg from Washington Street north to 82nd Street, then along the 82nd/86th Street corridor to SR 29, Michigan Road. In the summer of 1949, the following was published in the Indianapolis News: “Some of our highways are known by name as well as number. Thus the route called State Road 534 could be more easily found if you called it Shadeland Drive. This road, leading north from Road 40, east of Indianapolis, intersects with Roads 31, 431, 37, 52 and 29 and is part of what, some day, will be a belt line around the city. But what we started out to say is that on the new Indiana highway maps it is 534 no longer. The new number is 100.”

And with that, the ISHC removed one of the “daughters” of State Road 34, stretching the SR 100 designation from a short section of High School Road to the entire bypass. Or, at least, the sections that would be completed before it was entirely replaced by Interstate 465.

Dixie Short Line

In the Auto Trail era, roads were popping up everywhere. Road Associations were being formed to cash in on the idea that people in the United States were more mobile than ever with the explosion of automobile manufacturing. Some became quite famous – and still serve as highway names, in spots, to this day. Some came and went without any real notice. Some were pipedreams that would never really happen. One of those was called the Dixie Short Line.

The Dixie Highway was a multi-route major Auto Trail, connecting the north to Florida. Due to this, the Dixie Highway started having a lot of “daughter” roads, although they were never officially related to the original road. One of those daughters traversed western Indiana as the Dixie Bee Line, a play on words because it was designed to be the “B” route of the Dixie Highway, and a “bee” line to the south, or faster way to the same destination.

Another of these “daughters,” although it was specifically mentioned that the name chosen was not to be an “infringement” on the other highway’s name, was the Dixie Short Line. What made this a “short” line is the more direct route that it took from Indianapolis to Cincinnati. The Dixie Highway followed the National Road east out of the Hoosier Capital, then turned southeast out of Richmond towards Eaton, Ohio.

The creation of the DSL was put together by members of the Brookville Commercial Club and the automobile routes committee of the Rush County Chamber of Commerce. This was announced in the Rushville Republican of 2 July 1915. “The Brookville men agreed with the Rushville people that the short route between Cincinnati and Indianapolis should be listed in the auto guides and this will be one of the first things taken up by the two bodies.”

According to the news story, “the name, ‘Dixie Short Line’ was suggested by Brookville and was adopted. The name is not an infringement on the name ‘Dixie Highway.'”

The Rushville Daily Republican of 12 May 1916 reported that signs marking the route had been paid for, but hadn’t been installed to that point. The Rush County Chamber of Commerce had asked the county motor club to install the “$18.50 worth of signs to mark the ‘Dixie Short Line,’ through Rush County.” “The club has the matter under consideration.”

“The proposed marking of the ‘Dixie Short Line’ is the outgrowth of several good roads meetings here and at Brookville to boost the motor route from Indianapolis to Cincinnati by way of Brookville and Harrison, Ohio, which is the same route that will be followed by the Cincinnati extension of the I. & C.”

The name of the road was used locally quite a bit…mentions of farm sales into 1920 is the location of the sale as on the “Dixie Short Line.” Most mentions of the road were in 1915 and 1916, as the local businessmen were trying to get the road recognized by outside organizations.

The Dixie Short Line started on the east side of Indianapolis. It started at the corner of what is now Washington Street and Sherman Drive. (Sherman Drive is three miles east of downtown Indianapolis.) The DSL commenced going south on Sherman Drive, crossing the Baltimore & Ohio and Pennsylvania Railroads, to the old Brookville State Road, still called Brookville Road today.

From there, the DSL simply followed the Brookville Road to the title city. This would take travelers through Rushville to Brookville. After Brookville, the DSL followed the Whitewater River to cross the Indiana-Ohio State Line at West Harrison, Indiana/Harrison, Ohio.

While my collection of available maps is not inexhaustible, I have only ever seen this road listed on one map – and that is shown below. It is the “Standard Series Map of Indiana,” published by the Standard Map Company of Chicago in 1919. It is available from the Indiana State Library digital collection.

To end the discussion of the Dixie Short Line, I want to share a paragraph from the Rushville Republican of 24 August 1949. “How many remember the short-lived campaign about 35 years ago (1915 to be exact) to rename the Brookville Road (now U. S. 52) as the ‘Dixie Short Line’? The campaign was sponsored by the Brookville Commercial Club and the Rush County Chamber of Commerce as a means of attracting the increasing automobile traffic between Chicago, Indianapolis and Cincinnati. We don’t think the ‘Dixie Short Line’ name ever stuck, due principally to the fact that the famed ‘Dixie Highway’ through Louisville got its name about the same time and the proposed name for the Brookville Road was too near like it. Anyway the boys tried and a good share of the traffic came through here even if they didn’t get a fancy name for the route.”

By 1920, the route that would have been the Dixie Short Line was taken over by the Indiana State Highway Commission to be known as State Road 39. As mentioned above, it would become part of US 52 in October 1926.

Aviation Around South Bend/Mishawaka

A journey on the Lincolnway West out of downtown South Bend brings one to the South Bend International Airport. The airport has become so important to the area that it required the movement of that very same road…one that had been in place since the 1830’s as the Michigan Road.

But what is currently called South Bend International Airport didn’t actually start life as South Bend Airport. The current airport was originally Bendix Field, also called the St. Joseph County Airport. The original South Bend Airport was actually northeast of the city, north of SR 23 and west of Fir Road. In the late 1920’s, the difference between the two were massive. According to the South Bend Tribune of 01 April 1973, South Bend Airport consisted of “four hangars, fairly good runways for that era, and was the principal air terminal for South Bend.” Bendix Field, in contrast, was just being built, and hence only consisted of a horseshoe shaped driveway to a grass runway “and little else.”

St. Joseph County bought the airport from Bendix in 1937, while the name was retained for some time afterwards. This made Bendix Field the first publicly owned airport in the area. But getting to that point was a struggle. There were reports of fraud and political gamemanship in trying to get the purchase not to happen. Bendix Corporation actually owned the field. Part of the reason for starting the airfield was that Bendix manufactured systems for both automobiles and airplanes. The company had been started in 1924 in South Bend, and became a very important local business. The Vice President of the company mentioned the offer from the county for the airport, also making mention of how South Bend was important to the company. The county voted for the purchase of Bendix Field in July 1936, making a bond issue of $210,000.

The South Bend Tribune of 27 October 1940 published an aviation related article, under the title “Airfax,” about what South Bend, a few weeks earlier, felt was a slight to the city. Both South Bend and Fort Wayne had been lobbying for an Army Air Corps base at their municipal airports. South Bend lost. People for aviation in the city were “feeling sorry for ourselves” because the Army passed up South Bend. But those in South Bend felt better when they found out that when the Army took over, “private operators have been ordered to cease their activities there.” Using the hangars was fine, “but must conduct student instruction and other activities at least six miles from the army air base.”

The writer, John H. Magill, makes the point that without the private pilot, the very thing that keeps South Bend’s airport the busiest airport in the region. “Its private operators are still making fliers. The federal government, through the civil aeronautics administration, relies on our private operators to carry out the private pilot training program which is destined to play a large part in the national defense scheme.”

The original South Bend Airport would change its name to Cadet Field. This is where research gets a little interesting. According to the South Bend Tribune of 09 August 1942, “Today will mark the official opening of Cadet field, formerly known as the old St. Joseph county airport, located six miles northeast of the city near the Edwardsburg road.” This is in direct contrast to the mention of the South Bend Municipal Airport quoted two paragraphs before. The new purpose of the airfield was to train pilots. It had been used for that purpose before, and was outfitted for such. Now, with the change of the name, and management, it would be more so.

The name Cadet Field becomes somewhat telling with the reports in the South Bend Tribune of 23 March 1942. “The possible location here of a huge naval air training base in the near future was revealed today after a conference involving Mayor Jesse I. Pavey and members of the county board of commissioners.” The plan was to temporarily use South Bend Airport pending the construction of a naval flying field near South Bend. The plan was to create 30 such bases. One had already been awarded to Peru, Indiana.

The problem is that the South Bend Tribune seems to get a bit confused about which airport is which. The St. Joseph County Airport, aka Bendix Field, after the name change at Cadet Field, seems to be called South Bend Airport interchangeably with the other two, official, names in that newspaper.

Labor Day 1934 marked the beginning of another airport in St. Joseph County. At Dragoon Trail and Elm Road, the opening ceremonies of Mishawaka Airport included an air parade and parachute jumps. In January 1935, the airport was listed in he federal bulletin, and described as follows: “Mishawaka – Mishawaka airport, commercial rating. Three and seven-tenths miles southeast of town on Elm road. Altitude, 700 feet. Rectangular, 3,960 by 1,320 feet, sod, level, natural drainage, entire field available. Houses and trees to southwest; wood to north; hangar in southeast courner. Facilities for servicing aircraft, day only.” (Source: South Bend Tribune, 29 January 1935) The last references I have seen to this Mishawaka Airport is in May 1948, when part of the hangar was destroyed in a storm.

The next reference to a Mishawaka Airport is in September 1949, when Sportsmen’s Park, an air facility on Day Road, was dedicated as the “new Mishawaka airport.” (Source: South Bend Tribune, 25 September 1949) It is safe to assume that the old facility that served that purpose, and was named accordingly, didn’t last long after the personal problems of one of the owners of the airport. That person was part owner of a flying service based at Cadet Field and part owner of the Mishawaka Airport. The company’s assets were listed in the South Bend Tribune classifieds as a “business opportunity” shortly after the personal problem was resolved.

Sportsman’s Airport, one of several referenced names for the field, is listed in the South Bend Tribune until at least 01 October 1968, when it is listed a business property for sale. “50 acres, with 2-2,000 ft. runways. 2 large hangars, plus large brick office building and 3 bedroom home. Aircraft dealership could be available with purchase.” In 1974, St. Joseph County Commissioners voted to rezone a tract of land from residential to manufacturing. That tract of land, at 12801 Day Road, had been part of the old Sportsman’s Airport. Plans included using some of the old airport buildings for spaces to manufacture pickup truck enclosures and boat trailers.

Another airport in the area between Crumstown Highway and Grant Road on Pine Road is the Chain O Lakes. The earliest reference I have found to this airport is in 1946, although officially it was activated in November 1945. Today, it is a private airport with grass runways. It is officially listed as a private use airport, requiring landing permission to use. It is listed as only having attendants on site between March and November, and even then only from dawn to dusk. It is still shown on Google Maps as an airport.

According to the South Bend Tribune of 20 Jun 1947, requests were made to bring a sixth airport to St. Joseph County. This one was to be located .25 south of Edison Road on the west side of Snowberry Road. This location was already listed in a Civil Aeronautics Authority airport list “with a ‘civil commerce airfield.’ which identifies it as an emergency landing field.” This was called Gordon Airport, after the owners of the land.

The major airport in the area went from being Bendix Field to St. Joseph County Airport, then it became Michiana Regional Airport. Now, it is South Bend International, with the runways on Bendix Field. A recent expansion caused the historic Michigan Road/Lincoln Highway to be removed. That road is now rerouted around the expansion.