1920-1960: Bartholomew County Roads

Today, we look at the third county in alphabetical order in the State of Indiana. Bartholomew County would have very few changes in its state highway history. It was located on the Jackson Highway south of Indianapolis, along what would become State Road 1. That very same road branched at Columbus, with one branch continuing south to Jeffersonville and the other running to Madison. It was the latter branch that gave the name to the same road in southern Marion and northern Johnson counties.

January 8, 1821: Formation by statute effective February 12, 1821. The formation affected Jackson County and Delaware. The county was organized by act January 9, 1821, effective February 12, 1821.

Boundaries: “Beginning at the south west corner of section eighteen in township seven north of range four east, thence north to the northwest corner of township ten north of range four east, thence east with the line dividing townships ten and eleven north to the north east corner of township ten of range seven east, thence south with the range line dividing ranges seven and eight to the south east corner of section thirteen, in township eight north of range seven east, thence west to the range line dividing ranges six and seven at the north west corner of section nineteen in township eight north of range seven east, thence south with said range line to where it intersects Big Sand Creek, thence down said creek with the meanders thereof to its junction with Driftwood river, thence down said river with the meanders thereof to when an east and west line running through the centre of township seven north strikes the north west side of the aforesaid river, thence west with the said line to the place of beginning.”

The territory of Bartholomew County would change with a law passed on January 16, 1828. All of that territory in Range 3 East, townships 8, 9, and 10 north, would be attached to Bartholomew County. That territory, plus half of Range 4 east in the same townships, and six section in the northwest corner of township 7 north, would be removed from Bartholomew County to create the new Brown County effective 1 April 1836. A law of 17 February 1838 brought Bartholomew County to its present shape, with the removal of the final three sections of the northwest quarter of Range 4 East, Township 7 North that were still attached to the county. It was moved to Jackson County.

The County Seat location was chosen as part of sections 24 and 25, township 9 north, range 5 east on 15 February 1821. “The name Tiptona was suggested, but on March 20, the name Columbus was adopted.” The decision to change the name of the town, which had actually already been platted and settled, from Tiptona to Columbus upset one person in particular. I covered that in the article “The Location of the Mauck’s Ferry Road, A Case of Revenge” on 11 November 2020.

1920 Indiana Official State Highway Map

We start, as we always do, with the map of 1920. But, like Allen County that I covered last week, Bartholomew County was actually on the state highway system since 1917. Main Market Road 1 connected through the middle of the state from Jeffersonville to South Bend, including Scottsburg, Seymour, Columbus, Franklin, Indianapolis, Kokomo, Peru, Rochester and Plymouth. With the second creation of the Indiana State Highway Commission in 1919, it was changed from Main Market Road 1 to State Road 1.

The branch towards Madison that was mentioned in the first paragraph was given the number State Road 26, and was continued west of Columbus to Nashville in Brown County.

1923 Kenyon Map of Bartholomew County, Indiana

There were only two Auto Trails that connected to the county. The first was also mentioned in the opening paragraph, marked as (C) on the map to the left, which was the Jackson Highway.

1923 Indiana Official State Highway Map

The other, marked (P) was the Terre Haute-Columbus-Cincinnati Highway, connecting, pretty close, those three cities. The Jackson Highway followed what was by then State Road through the County. The THCC was made part of State Road 26 from west of Columbus to the city. East of Columbus, it sued county roads for its journey towards Greensburg. This will come back into play in a few short years with the Great Renumbering of 1926. The official map of 1923 showed no change in the state highway system at all in the county.

1926 Indiana Official State Highway Map

With the Great Renumbering, State Road 1 became what it is still known as today – US 31. The THCC highway through the county became SR 46, although it was only an authorized addition at that time east of Columbus. This road connected the county seats, directly, of Brown, Bartholomew and Decatur Counties (Nashville, Columbus and Greensburg). It connected to more (Bloomington, Spencer, Terre Haute and Lawrenceburg).

The Madison Road would become State Road 7. It would connected directly to the county seat of Jennings County, Vernon, but would end at the county seat of Jefferson County, Madison.

1930 Indiana Official Highway Map

Late 1930, and another state road was being authorized in Bartholomew County. Given the job of state roads was to connect county seats, this one would connect to the seats of Shelby and Hancock Counties (Shelbyville and Greenfield), among others. It was not given a number as of that time, however, it was an extension of State Road 9, which ended at Greenfield. The new extension of State Road 9 was authorized to the junction of State Road 46 between Petersville and Newbern.

1932 Indiana Official State Highway Map

By 1932, the extension of the now built State Road 9 was pushed all the way through the county to a point east of Seymour, through Elizabethtown. Another authorized addition coming from Bedford to Columbus was granted, as well.

1933 Indiana Official State Highway Map

That state road that would come in from Bedford would be completed the following year and given the number State Road 58. Ultimately, it was built to connect to US 31 south of Columbus and Garden City.

The State Road 9 extension listed in 1932 was removed from the maps of 1934 and 1935. That addition to State Road 9 would, however, still by in the hearts and minds of the Indiana State Highway Commission. In 1936, a new State Road 9 was being built from State Road 7 south to US 50 east of Seymour. And an authorized addition connecting State Road 46 to State Road 7 was in the works.

1936 Indiana Official State Highway Map
1937 Indiana Official State Highway Map

The State Road 9 extension would be added to maps for the 1937 issue. The connection from State Road 46 south to a point on the under construction new SR 9 west of Elizabethtown was complete. At that point, State Road 9 just dead ended at the construction. It is important to note that the route used by the extension of State Road 9 was in place for many, many years before the state decided to add it to the state highway system. Today, that route, coming off of State Road 46 (old State Road 9, I’ll get to that!) uses County Road 750 East and Legal Tender Road where it connects to US 31 southeast of Columbus.

1939 Indiana Official State Highway Map

By 1939, State Road 9 would be completed to its greatest extent. North of what is now Legal Tender Road going east into Elizabethtown, the new highway was given the designation State Road 9W. This, as you will see, would be a temporary thing.

1941 Indiana Official State Highway Map

A reroute of US 31 was in order in 1941. There had been talk of moving the old route of US 31 throughout the state. In Bartholomew County, this would happen twice. First, a new bypass of Columbus was under construction. At that point, State Road 7 from downtown Columbus to the new State Road 9W would become part of US 31, then all of State Road 9W, and State Road 9 from the end of SR 9W to Seymour, would be changed to US 31. Old US 31 would be redesignated US 31A. By the time the 1942 maps came out, the new US 31 was completed, and State Road 9 was removed from Elizabethtown, having been routed along what became County Road 200 South to its junction with the new US 31 (old SR 9W).

1942 Indiana Official State Highway Map
1945 Indiana Official State Highway Map

The other change in US 31 happened with the creation of Camp Atterbury in Johnson and Bartholomew Counties west of Edinburgh. To facilitate traffic to the new Army camp, the state expanded US 31 to a four lane divided highway. This required the bypassing of Edinburg, since the towns streets were narrow at that time. It did, however, add a new state road to the landscape. It was given the highest “mother” number of the state roads in Indiana (other than SR 135, which began life as SR 35…but that is another story). The old US 31 through Edinburgh would be given the designation State Road 79.

1950 Indiana Official State Highway Map

The only other changes in the state highway system in Bartholomew County prior to 1960 was 1) the construction of a new connection between US 31 and US 31A north of Columbus and 2) the widening of US 31 north of Columbus.

In the years to come, Interstate 65 would come to the county, US 31A would be renamed State Road 11, State Road 58 would be moved further south, State Road 46 would replace State Road 9 south of Newbern, and State Road 7 west of US 31. And State Road 79 would be given to the town of Edinburgh and removed from the state highway system. Ultimately, SR 11 from Columbus north would be also removed from the state highway system.

1957 Indiana Official Highway Map
1959 Indiana Official State Highway Map

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.

1920-1960: Adams County Roads

Today, I want to start a series, with a lot of maps, that shows the evolution of the state highway system in each county from 1920 to 1960. Starting with the first county, alphabetically.

First, let’s start with the creation of Adams County. Dated 7 February 1835, “formation by statute, effective on publication. The formation affected territory attached to Allen and Randolph counties. Adams was organized under an act of January 23, 1836, effective March 1, 1836.” The county was legally described as follows: “Commencing at the south east corner of Allen county, thence west with the southerly border of said county, to the north east corner of section five in township twenty eight range thirteen, thence south with the section lines to the township line between townships twenty four and twenty five, thence east with the said township line to the eastern boundary line of the state, thence north with the state line to the place of beginning.” This information was included on page 44 of the Laws of Indiana, 1834-35.

The county seat was also included in my source: “Commissioners appointed under the organization act reported to county commissioners on May 18, 1836, their choice of a site in section 3, township 27 north, range 14 east of the second principal meridian, where Decatur now stands.”

1920 Indiana Official State Highway Map

When the state highway system was officially created in 1919, state roads were being all over Indiana. The major purpose of the system was to connect to each county seat. To that purpose, the first of the new state roads to be added in Adams County was known as State Road 21. It was laid out, as shown on the 1920 map to the right, in a not so straight path connecting Geneva, Berne, Monroe and Decatur. From Decatur, it aimed off towards Fort Wayne.

I have access, through the state library online, to two different maps from 1923. The state did two things in that year. First, it issued the first official highway map since 1920, and two, the reason it was issued was due to the fact that the Indiana State Highway Commission was going through what I have referred to as the “Little Renumbering.” The other map, one that I use quite a bit, lists the state roads prior to the renumbering.

1923 Kenyon Map of Adams County, Indiana

The non-official map included the state road numbers in use at the time, as well as the Auto Trails that were in place. That map uses circles with numbers for the state roads. As shown on the map to the right, state road 21 is still the only state road in the county. But it was also known as the “Ohio, Indiana and Michigan Way” Auto Trail.

OIM Way Marker

The other road marked on that map, shown as “GG” is the “Huntington, Manitou, Culver Trail.” While the title cities were on the trail, it did connect to someplace in Ohio and possibly beyond. I am trying to find any information I can to figure it out. At the west end, the road went at least as far as Chicago.

The first renumbering of state highways in September 1923 didn’t affect Adams County at all. The former state road 21 remained the same afterwards.

1926 Indiana Official State Highway Map

The number of state roads in Adams County doubled with the Great Renumbering on 1 October 1926. The new SR 16 would cross through the county west to east, connecting Decatur to Huntington. What is now County Road 600 North east of Decatur was, at that time, SR 16. The road ended abruptly at the state line. There was a state road in Ohio (Ohio SR 109) that ended at the state line, as well. But it was one mile north of the new SR 16.

The old state road 21 would become part of the United States Highway system, given the number 27. The original route of OSR 21 was still followed across Adams County as US 27, including the curvy route from Geneva to Berne. Today, that route is known as County Road 150 West.

By 1930, State Road 16 was moved one mile north east of Decatur, to connect to what was Ohio State Road 17 (formerly Ohio SR 109). (Ohio changed state road numbers quite a bit…and have done that since.)

Indiana Official State Highway Map, 1 September 1932

1931 brought another state road to Adams County: SR 118. But there were also authorized additions to the state highway system crossing from Bluffton, in Wells County, through Monroe, to the Ohio state line near Willshire, Ohio. Another authorized addition, also starting near Willshire, crossed northwest bound to end in Decatur.

SR 118 started at SR 5 along the Huntington-Wells County line, due east through Berne to end at a county road at the Indiana-Ohio state line in Mercer County, Ohio.

1933 Indiana Official State Highway Map

The two authorized additions to the state highway system were given designations in 1932. The east-west route through Monroe was called SR 124. The northwest/southeast route was made a daughter of US 27, given the name SR 527.

1933 made another change to the state highway numbers in Adams County. State Road 16 would be removed from the county, with the road redesignated part of the United States Highway system as US 224.

1935 Indiana Official State Highway Map

Changes kept occurring in the connections to Adams County. In 1935, an authorized addition to the highway system was added to maps as SR 101. This road would start at the new US 224 (old SR 16), going north toward Monroeville in Allen County.

Another state road to US highway change was made in 1938, when the US 33 designation replaced SR 527.

By 1941, a US 27 Decatur bypass, moving outside the town to the west, would be in operation. US 33 still traversed Decatur, meeting US 27 north of the town. The new US 27 would also bypass Monmouth to the west, while US 33 still used the old route of US 27 to northwest of Monmouth.

Also that year, another state road was added to Adams County. That road, starting in Geneva and working its way west, north, and northwest towards Bluffton. It would be designated SR 116.

1941 Indiana Official State Highway Maps

Changes continued during World War II…but mainly with just marking the roads. According to the Indiana Official State Highway map of 1945, SR 101 was extended in its line from US 224 to SR 124. SR 116 was extended through Geneva, down to New Corydon and along the south county line.

Along the way, US 33 would connect to US 224, then “travel over” US 224 to US 27, where US 27 and US 33 would join forces again like they did when US 33 was created.

1945 Indiana Official State Highway Map

No changes were made for the next nearly decade and a half. By 1959, SR 101 between US 224 and SR 124 was moved to the east one mile. to its current location.

I hope that you like this possible series of articles. I look forward to your opinions and comments about it.

SR 32/SR 67 in Madison and Delaware Counties

Today on a map of Indiana, there are two state highways connecting Anderson and Muncie. As the subject suggests, they are SR 32 and SR 67 (even though SR 67 actually hasn’t entered either for decades. But it wasn’t always that way.

When the Great Renumbering happened in 1926, SR 32 only connected Crawfordsville to Anderson, much like the Auto Trail of the same name. SR 67 would be applied to Ohio Avenue and Mounds Road. The original road crossed what is now the Anderson Municipal Airport to connect (as now Anderson Road) in Chesterfield to what is now SR 32. From there, SR 67 continued its journey to Muncie. While technically Mounds Road and Anderson Road are still connected, the road in place today is a replacement around the airport, as the old road west straight across what is now the runway.

At Muncie, what is now SR 32 east of the city was originally SR 28. That would change in 1931, when SR 28 (east out of Muncie) was changed to SR 32. According to the map sources that I have seen, however, the only state road connecting Anderson to Muncie was still SR 67. In 1933, the connecting road would share both the numbers 32 and 67.

Things got interesting in the Anderson area in 1934/1935. Two new state highways were being constructed along 53rd Street and 38th Street. The 53rd Street route was being added to the state highway system from SR 9 to Middletown as SR 236. The 38th Street route was, from information available, to become an Anderson bypass of SR 67. That route would travel across 38th Street to Rangeline Road, then connect to the then current SR 32/67 along Mounds Road.

Things changed again in 1936, when it was decided by the State Highway Commission to build a new state highway staying south of the Big Four (“B” Line) railroad, staying south of Daleville, and crossing Delaware County in a relatively straight line to Sharps, then turning toward, but not actually entering, Muncie until meeting SR 21/US 35. By this time, SR 236 was completed to Middletown. The new route would use 53rd Street, and the 38th Street route was removed from the pending state highway status.

53rd Street in Anderson was officially made SR 67 from SR 9 to Rangeline Road in 1937. SR 32 still used the Ohio Avenue/Mounds Road/Anderson Road route. The two state roads would reconnect using what is now Madison County Road 300 East. This short section would connect Mounds Road (SR 32) in the north to Union Township Pike (SR 67) in the south.

The new route of SR 67 would be along the corridor that is still SR 67 today across Delaware County. This would be what is also Delaware County Road 550 South to Honey Creek Road. From there, would again follow what is now SR 67 for a short distance, then the current route turns east before the 1937 route continued northeast to Fusion Road. It would then turn northeast, then north, along Madison Street, where it would combine with SR 21/US 35 into Muncie.

The new State Road 67 route would be completed by 1938. At that time, the State Road 32 route would still be located on the Mounds Road/Anderson Road route. What is now Madison County Road 100 N was given the number SR 232 from between Mounds Road (SR 32) to Union Township Pike (SR 67).

The next change would occur in 1960, when SR 32 was rerouted out of Anderson along the Third Street/University Boulevard corridor. Here it would connect to the original SR 67/32 route at Chesterfield. The old SR 32, along Ohio Avenue/Mounds Road to the Union Township Pike route of SR 67 would be changed to SR 232, which most of it is today. In 1965, the designation SR 232 would be truncated into Mound State Park, no longer connecting to a soon to disappear SR 67.

SR 67 would be rerouted along Interstate 69 from SR 9/67 between Pendleton and Anderson to near Daleville. The 1937 route of SR 67 would be returned to Madison County, and is currently referred to as Old State Road 67.

In the 21st Century, slight changes in SR 67 in Delaware County would occur, making the very long “S” curve that exists today.

Planning and Building I-65 in Southeast Jackson County

When the Federal Aid Highway Act of 1956 was made the law of the land, states throughout the United States started looking at how to cash in on the new superhighway plan. Rough routes had already been laid out. It was up to the states, more or less, to nail it down even more. While there were already sections of road that were going to be added to the new interstate system, I want to focus on one of the built from scratch sections that was planned. This section was so quick to be added to the highway system that it was announced in the Seymour Tribune on 14 February 1958. It would connect US 50 east of Seymour to Uniontown.

“Early Construction May Put New Road Near Here In Use Before Rest Of New Highway.” That was what the sub-headline read in the Tribune that day. Engineer for the Seymour District of the Indiana State Highway Commission, E. C. Willis, announced on that Valentines Day 1958 that the new superhighway, not mentioned by number in the article, was on the 1958 State construction plans.

According to the information put out by the ISHC, interchanges were to be built at US 50, just west of the then current US 31, and at SR 250, east of Uniontown. “This will permit the new stretch of the superhighway to be used between those two points before the remainder of the new limited access highway is completed.” The new highway would run roughly parallel to US 31, the major highway through the area.

“Survey parties of the state highway department still are working on staking the right of way for the proposed new road and one of them is now engaged between U. S. 50 and Kriete’s curve southeast of Seymour. Due to the deeply frozen condition of the ground from the recent continued near-zero temperatures, the survey party is encountering difficulties but is continuing its work with interruption for the extreme cold in order that the project can be rushed under this year’s schedule.”

The article goes on to state that right of way purchase at the Jeffersonville end of the new road had already begun.

Google Maps image of the area known as the Kriete Curve.

“The programming of the Uniontown-U.S. 50 stretch in the 1958 highway plans will permit the early construction of that section of the new road, which will include the utilization of the three sets of new dual-lane bridges south of the present Kriete curve, which have been under construction for some time and are about ready for use when a road is built to them.” I would assume from that statement that the state had already planned to move US 31 southeast of Seymour, and that bridges were already built pending completion of the road. With the creation of the interstate system, those bridges could be easily moved to the replacement highway, to be called Interstate 65. It is also safe to assume that the bridges in question crossed the Muscatatuck River, as shown in the Google Maps image.

The section of Interstate 65 in question was shown as under construction on the 1959 Indiana Official State Highway Map. It was shown as complete to a point north of SR 256 near Austin on the 1960 version of the same map. The same 1960 map shows completion of I-65 north from Jeffersonville to Underwood, with the section between Underwood and Austin under construction.

SR 49 Bypass at Valparaiso

November 1947. The mayoral elections in Valparaiso have just finished, electing Elden Kuehl. This now first term mayor decides that traffic through Valparaiso needs curbing. He recommends that the Indiana State Highway Commission build a bypass of SR 49 around the city. State Senator John Van Ness goes so far as to initiate a feasibility study for the road. And there it sat.

Porter County has always had plenty of roads crossing it to the east and west. Into the Auto Trails age, this included the Lincoln Highway, which entered Valparaiso from the west, leaving via the northeast. But north-south routes were lacking. Valparaiso itself had SR 49 that went right through downtown.

Mayor Kuehl thought there might be a groundbreaking for the new SR 49 by 1950. As it turned out, in the 1950s committees were formed to try to create a route for a bypass. Some plans included using SR 149 to the west of town. But most of the attention was placed on an eastern bypass of Valparaiso. In 1960, then Mayor Don Will said the plans for the eastern bypass were on the drawing board with the state. He announced that before the Valparaiso Lions Club. Later that year, an official from the ISHC told the same Lions Club that “a 49 bypass was not that day’s answer for moving people through the city.” (Source: The Times, Munster, Indiana, 20 July 2003)

The project was still in limbo into the 1970’s when what would become the Northern Indiana Regional Planning Commission stated that they were trying to keep the bypass alive. A bypass of Chesterton had been built in relation to I-94 construction. In 1975, Governor Otis Bowen tried to put locals at ease by saying that the bypass was still a high priority, but that the Federal government places a rather large roadblock in the way. The Governor said that there were now 236 steps from start to completion required according to government officials in Washington, DC. Some didn’t see this as honest, since an eight year completion date in 1975 was the same period that the bypass completion was going to take since 1963.

The Times, Munster, Indiana, photo, 20 July 2003. Groundbreaking for the SR 49 bypass of Valparaiso.

That eight years was an accurate statement. On 10 June 1983, a groundbreaking was held to commence construction on the new SR 49 bypass east of Valparaiso. At the groundbreaking was the then Mayor of Valparaiso…Elden Kuehl, the man that started discussions on the project in the first place way back in 1947. It would be exactly six years later, on 2 June 1989, that the grand opening was held.

A reconstruction project on the road in 2001 turned into a two year project when it was discovered that the soil along the route was inferior when it came to road construction. Previously, craks were starting to form in the concrete as the sub-base of the road was being destroyed by the weight of vehicles using the highway. In 2001, the just poured road had to be ripped up and replaced due to the inferior sub-base. A one year, $12 million project turned into a two year, $18 million project.

The Crawfordsville Pike, and Its Change in Marion County

Crawfordsville Road. In its history, it has been a state built county road, a toll road, an Auto Trail, a state road, a US Highway, and, ultimately, a connecting city street (in two towns). Most of the original route of the road in Marion County is still used for the (old) route from Indianapolis to Crawfordsville, which was the purpose. But there are three places where the road has changed in a major way. One close to downtown Indianapolis, one at White River, and one at Speedway.

When the Crawfordsville Road was established, it left Indianapolis along what is now Indiana Avenue. At the time, it was also the Lafayette Road. The road then followed Indiana Avenue to Fall Creek (where 10th Street is now). It then crossed Fall Creek in a straight line with Waterway Boulevard, not Indiana Avenue. Both the Crawfordsville and Lafayette Roads, on the same route, followed the north bank of White River to just north of where the 16th Street Bridge is now. The old bridge at what is now 16th Street, called the Emrichsville Bridge, started on the west bank of the river at the same place the 16th Street bridge does. The difference is that the Emrichsville Bridge crossed at a right angle to the river, making a shorter bridge that caused the road to be north of the present route.

The Crawfordsville and Lafayette Roads split at what is now Lafayette Road and 16th Street. Crawfordsville Road continued on what is now 16th Street to what is now Cunningham Road in Speedway. It then connected to what is currently Crawfordsville Road, and more-or-less followed that route through the rest of Marion County, with the small exception of the area at High School Road, I-465 and I-74. It was slightly rerouted there with the construction of I-74. Then, it was rerouted again, closer to the original path, when the I-74 entrance was removed. Also, the old road was just south of the current one west of I-465.

In 1914, the old Crawfordsville Road became part of the Dixie Highway. This would be part of the western leg, connecting Indianapolis to Chicago…but not directly. Indianapolis was the crossroads of both parts of the western leg. This would make the old road part of a highway that stretched all the way to Miami, Florida.

As is almost typical of the old “state roads” in Indiana, the old road had 1) been county responsibility beginning around the turn of the 20th century, and 2) been criss-crossed by a railroad that had been 20 years after the original construction of the road by the state. The railroad, in this case, was, starting in 1890, the Peoria & Eastern, a New York Central property (via the Big Four). In Marion County alone, the P&E, and the THI&E interurban route to Crawfordsville, crossed the old Crawfordsville Road twice in what is now Speedway.

When the State Highway Commission was (re)created in 1919 (it had been formed originally in 1917, but had legal questions that caused a new law to be passed in 1919), the Dixie Highway route was not brought into the new state road system. Even with the expansion of the system in 1923, the Crawfordsville Road would still not be state responsibility.

But 1923 was the year that the major reroute of the Speedway section would be proposed. The map below, as published in the Indianapolis News of 13 April 1923, shows the plan to move the route from 16th Street to a new build north of the Peoria & Eastern/THI&E Traction tracks. As mentioned, the new construction would “eliminate four dangerous railroad and interurban crossings and would straighten and shorten the road materially.”

In 1926, when the state road system was expanded and renumbered, the old road would be added to the new state road system, sort of. The official description, from the ISHC and published in the Indianapolis News of 28 September 1926, was listed as “State Road 34 – Indianapolis to the Illinois-Indiana state line at Beckwith, passing through Pittsboro, Lizton, Jamestown, New Ross, Crawfordsville, Waynetown, Hillsboro, Veedersburg and Covington. (From Crawfordsville west this now is known as State Road 33. Between Indianapolis and Crawfordsville the road has not yet been added to the state system but soon will be.)”

1941 aerial photograph, courtesy of MapIndy (City of Indianapolis website) of the Crawfordsville Road area in Speedway. The thicker white line from the lower right to the upper left is the post-1923 route. In the upper left just below that, is the old road, which ran just south of the new road. The old road then turns south-southeast to connect to what is now 16th Street.

Ultimately, when added to the state system, the new SR 34 would extend along 16th Street to Northwestern Avenue (now Dr. Martin Luther King Jr. Street) where it would end at US 36 and SR 29. This would be the other reroute of the old road to connect to downtown. In 1951, SR 34 would be changed to US 136, ending at what had become US 421 at the same time.

As mentioned above, another change to the US 136 route would come with the construction of I-74 in 1959/1960. The road would be bent slightly northwest to connect to the new interstate, with an intersection allowing drivers to turn left onto US 136. The US 136 designation would be removed from this intersection to Northwestern Avenue in 1975. The last change would be when the connection to I-74 was moved from a direct route to a new entrance directly from US 136 (and then US 136 being truncated again, being removed from the section between the new ramp and High School Road). The old road was curved in such a way to create a more “straight through” traffic pattern on Crawfordsville Road.

The original route would also be rerouted near the Indianapolis Motor Speedway. A new roundabout was put in place at Crawfordsville Road, 16th Street and Main Street. Georgetown Road was removed from this connection. To connect to the old road from this point requires a short trip south on Main Street back to 16th Street, which was made discontinuous with the building of that roundabout.

The Indiana Toll Road(s)

Indiana, due to its location, has always been a vital cog in the transportation facilities of the United States. This is obvious when it comes to the Auto Trails age and the highways age. Indiana has been connected to the east coast, Florida, the Mississippi Delta, the Great Plains, and beyond, due to its location on the Auto Trail/US Highway system. But one road in the state shows a connection dependence like no other in Indiana: The Indiana Toll Road.

Any discussion of the “Indiana East-West Toll Road,” its official title, must start with a highway hundreds of miles to the east that opened on 01 October 1940: The Pennsylvania Turnpike. If there ever was a more telling transportation facility of the triumph of cars and trucks over railroads, the “Pike” (what locals call the Pennsylvania Turnpike) is it. Heck, the original section was built on an old railroad right-of-way! The Pennsylvania Turnpike would connect to the Ohio Turnpike in December 1954. The following October, the Ohio Turnpike was completed from the Indiana state line to the Pennsylvania state line. Next came Indiana.

The law creating the Toll Road Commission was passed in 1951, as “Chapter 281, Acts of 1951, page 848.” There was some question about the constitutionality of the law creating the commission. The Indiana Supreme Court settled the question with an unanimous decision handed down on 17 November 1952. The stated reason for the act was to allow Indiana to create a new type of high speed, safer highway: “emboying safety devices, including center division, ample shoulder widths, long-sight distances, multiple lanes in each direction, and grade separations at intersections with other highways and railroads.” (Source: Angola Herald [Angola, Indiana], 03 December 1952, pp 15) Also included in the law was the fact that the Governor must approve the location, with the Indiana State Highway Commission approving alignment and design. The act specifically stated that the Toll Road Commission (ITRC) was “authorized and empowered to construct, maintain, repair and operate toll road projects at such locations as shall be approved by the Governor.” This sounds like the ITRC was allowed to build more than one such road. Since this would happen before the creation of the interstate system in 1956, with basically the same design standards, this makes sense.

It was reported in the Munster, Indiana, Times of 23 October 1953 that the route for the toll road had been set, encompassing 156 miles across northern Indiana. The total cost of the project was expected to be $218 million. The details of the road were reported as “it will be dual lane, separated by grass strips, 156.06 miles long connecting the state lines (Ohio and Illinois) north of Angola and in northwest Hammond. It will be between the Michigan border and U.S. 20.” This route was not without controversies. Some of these included the closing of county roads along the route.

Groundbreaking at South Bend was celebrated 21 September 1954. The Ohio Turnpike had already turned into a successful venture. With the completion of the road, at least to South Bend, it was hoped it would be more so. And, yes. Yes it was. When the Indiana Toll Road opened in 1956, traffic in Ohio skyrocketed.

As mentioned above, the law creating the ITRC allowed for more than just the northern Indiana extension to the Ohio & Pennsylvania Turnpikes. The first such project was a “north-south toll road proposed to begin in the Calumet and end within five miles of Lizton in Hendricks County.” This project was, ultimately, surveyed by the ITRC. But the law creating this project had even more constitutional battles. Mainly, the requirement that the ITRC also improver both SR 100 and US 136 as freeway feeders to the new route. It was that specific requirement with which some legislators had problems. Before the 1851 Constitution, the General Assembly passed hundreds of these “special acts.” Those led to the constitutional rewrite.

The second proposed toll road would have connected Vincennes to Lawrenceburg across southern Indiana. Basically, a limited access replacement for US 50. There was a third proposal for a toll road, connecting Fort Wayne to the East-Wet Toll Road with a 45 mile highway. In the end, these roads were eliminated by the pending interstate system. The US 50 route would never be built as it was not considered for part of the interstates. The closest that came to being is I-64, but that actually was more an upgrade for US 60 for most of the route.

The Terre Haute Star of 28 October 1960 reports that, at the time, there were 85.8 miles of interstate highways in Indiana, with the 157 mile East-West Toll Road to “become a part of the interstate system, but it was built with bonds before the federal interstate program was started.” It should be noted that the toll road from Chicago to Philadelphia was originally designated some form of I-80. In Indiana, and most of Ohio, it was I-80. West of Youngstown, Ohio, it became I-80S. That designation would be replaced with the number I-76.

I have decided to end the discussion of the Toll Road with the building of the facility. Many changes have happened over the 60+ years since it was opened. It still seems fairly busy, at least that what it looks like when I visit South Bend. South Bend also has one of the longest interchange ramps I have ever seen on a limited access highway. The connector from the toll road to (now old) US 31 comes in at about one mile. I have no idea why…one would assume it has to do with the University of Notre Dame, which is right across SR 933 (Business 31) from the end of the ramp. I don’t know. If any of you are privy to such information, I would LOVE to know. You know…that whole curiosity thing.

As an aside, I find it ironic that the Indiana East-West Toll Road, with its counterparts in Ohio and Pennsylvania, would almost directly rival, and help end, the state named railroad based in Philadelphia. With the three state toll road, it was possible to compete directly with the Pennsylvania Railroad “Broadway Limited” that ran from Philadelphia (actually, New York City…but that’s not on the turnpikes) to Chicago. And I would bet do it both faster and cheaper. Just another nail in the coffin of the railroads in the United States, or at least the passenger railroads.

US 52 at Lebanon

If you ask people that know (or even care), the Interstate system came into being in 1956 when President Dwight D. Eisenhower signed into law the plan to create a system of controlled access highways that would bare his name later in time. But what most people don’t realize is that the first part of what would become part of that system in Indiana predates that law by half a decade. Although not originally built to be a controlled access highway, the US 52 bypass of Lebanon started in 1948 would eventually be added to what is now I-65.

Lebanon would be the next relatively large town on what, in Marion County, was known as the Lafayette Road. The original road’s starting point in Indianapolis has been moved several times. In the Auto Trail era, the section from Lebanon to Indianapolis would be part of the Jackson Highway. It would become, in 1919, the first state road added after the original five 1917 Main Market highways, as OSR 6. The original state road north of Lebanon was not included in the state system until 1924.

With the Great Renumbering, the old Lafayette Road, in its entirety, would become US 52. Between 1934 and 1938, it would also carry the designation US 152. (US 152 didn’t last very long. There is still a small remnant of this highway as SR 152 in Hammond.) As an aside, originally US 52 north of Indianapolis ended at US 41 at Fowler. US 152, in its short lifespan, would be longer (at least north of Indianapolis) than its mother road, as it ended in Hammond.

The route changed very little around the Lebanon area. Entering from the south on Indianapolis Avenue, then following Main Street to then use Lafayette Avenue north out of town. As the (still) most direct route between Indianapolis and Chicago, this route would see way too much traffic for Lebanon to handle. With the State Highway Commission putting a lot of time and money into the expansion of US highways throughout the state (US 40 and US 31 come to mind immediately), the decision was made in 1947 to build a wider US 52 around Lebanon.

Construction would start in 1948. There was an article in the Indianapolis Star of 28 October 1948 concerning the auto accident death of a man that was employed by the construction company that was building the bypass at the time. The accident would involve three tractor-trailers, a dump truck and two passenger cars. The man killed was driving the dump truck.

1950 Indiana Official Highway Map showing the new bypass of Lebanon under construction.

The Indiana Official Highway Map of 1950 shows the Lebanon bypass under construction. The route taken would completely remove US 52 from the Lebanon corporate limits at the time. The bypass would be shown as complete on the 1951 map, although it still shows US 52 as part of the state highway system through Lebanon. It would be shown this way until 1953.

By 1960, this section of highway become I-65 and would join parts of I-74, I-80, I-90 and I-94 as the first officially completed additions to Indiana’s part of the future interstate system. This section of I-65 would be shown from the Hendricks-Marion County line to the end of the old US 52 bypass northwest of Lebanon.

1960 Indiana Official Highway Map showing the US 52 bypass and first sections of I-65 built.

The northern end of the original bypass would have an exit built to US 52 according to the 1961 map. This would be the location where I-65 would aim more north than the old road. I-65 would roughly parallel US 52 to north of Lafayette, listed as under construction starting in 1966.

There were no more real changes to the routing of US 52 around the Lebanon area since. This section of US 52 joins a small section of US 421 in Marion and Shelby Counties as the only US highways in Indiana that were to become directly part of the Interstate Highway system.