Dandy Trail – Revisited

In the early days of the automobile, the Hoosier Motor Club created a scenic tour of Marion County. That tour, an 88 mile journey through the countryside around Indianapolis, was named the Dandy Trail. When one looks at a map, the only part of Dandy Trail that exists by that name is in the northwestern part of the county. And almost none of it was part of the original scenic tour route.

This particular route has been covered by me before in a post called “Dandy Trail.” Jim Grey, another blogger and co-admin of the Facebook companion to this blog, also covered it with his article “It’s 1921, and you’re taking a pleasure drive on the Dandy Trail.” But today, I want to put the Dandy Trail, and its changes, into a historical context.

Starting off with an overview of the section of the original Dandy Trail from about 65th Street south to its original connection with Crawfordsville Road from back in 1953. Above 56th Street, it wandered through the Eagle Creek valley on the west side of that stream. It crossed the creek at 56th Street, then followed the lay of the land on the east side of Eagle Creek. From 56th Street south, it was also mostly a dirt road…never having been improved over its 30+ years of existence.

The connection to Crawfordsville Road was made at what is now called Salt Lake Road, although, as one can tell by looking at the map, that name was actually applied to what is now 34th Street. The current westerly bend of the road, connecting it to the dotted line in the bottom left corner of the snippet, came later. I will cover that. That dotted red line is County Club Road.

The next snippet shows the next point of interest…crossing Eagle Creek. Now, I have shown this several times, but I have not been able to do so with maps that actually show the lay of the land before the reservoir was built.

The northern end of the interest area shows the town of Traders Point. The following snippet is from 1953, as well. Traders Point was located on the old Lafayette Road, just north of Big Eagle Creek.

Historical Topographic Map Collection

Several changes occurred in the path of the Dandy Trail between 1953 and 1967. First, the building of Eagle Creek reservoir. Second, the building of Interstate 74. And, as show in the following map snippet, the almost complete removal of Dandy Trail between 38th and 46th Streets. Also, the southern end was connected to Country Club Road, as it is today.

And as shown in this map, from 46th Street north to the northern end of this particular quad of USGS topo map, most of the original route was either placed in the flood plain, or in the actual reservoir. One can still see the outline of the old bridge over Eagle Creek near 56th Street in the topographical data. At this time, Dandy Trail didn’t connect between 46th Street and 56th Street.

Historical Topographic Map Collection

The northern end didn’t fair much better. Traders Point, a town prior to the building of the reservoir, was no more. But it wasn’t because it was in the reservoir…it was in the flood plain. I will post a link to that particular map to show exactly how much area the reservoir was expected to cover in case of emergency. This particular map shows the area in 1966. The road that is broken by Interstate 65 in the center of the snippet is the original Dandy Trail. Notice that it skirts the northern bank of the reservoir. It is still there today, although accessibility is questionable.

The last image I want to share is the 1967 topo map that had been updated showing conditions in 1980. The purple marks on this map show the updates. A new map was not made, just modifications to the old one. This shows the new Dandy Trail from 38th Street north to 56th Street.

In 1980, 46th Street became Dandy Trail as it turned north toward Eagle Creek Park. Today, that traffic situation is reversed, as 46th Street turns south to become Dandy Trail. Also, the intersection at 38th Street, which was 38th Street ending at Dandy Trail, has been changed over the years to become 38th Street westbound turning south to become Dandy Trail.

Very little of what is called Dandy Trail today is what was originally given that name. But the name survives…as if there is still a connection to the past. The name Dandy Trail seems strange on the Hoosier landscape. But it remains, even if we have to explain why it’s there.

The link to the Traders Point topo map showing the flood plain of the Eagle Creek Reservoir according to the United States Geological Service is this: https://ngmdb.usgs.gov/ht-bin/tv_browse.pl?id=16e9e185f52a80db3128924a7ab11716

US Highways: They are actually State Roads

I originally posted the following in the Indiana Transportation History group on 11 Jun 2014. It has been slightly edited to correct some “oopsies” in my original.

For those old enough to remember (and I, unfortunately, am not one of them) before the Interstate system came into being, and US routes were the cross-country method of auto transport, this post is for you.

Somewhere lost in the history of transportation is the true story behind the US Highway system. Believe it or not, the Federal Government was late to the “good roads” party, and really only joined it half-heartedly. Let me explain.

Near the end of the 19th Century, there was a craze sweeping the nation – bicycling. The problem was that most roads at the time were basically dirt paths through the country. Some were graveled, yes. Some were bricked, but mainly only in towns. Those that rode bicycles started clamoring for better roads to reliably and safely use their new-fangled transportation method.

The US Post Office was also involved in this movement, mainly because mail was that important. And delivering the mail in some rural locations was troublesome at best.

With the creation of the automobile boom in the early 20th century, the Good Roads Movement started including the drivers of the horseless carriage. Again, because most roads at the time were dusty at best, and practically impassible at worst.

Clubs started nationwide to encourage auto travel (the Hoosier Motor Club was one). Clubs were also started to encourage the creation of travel routes that were more than dirt roads to the next county seat.

These last clubs led to many named highways throughout the nation. For instance, Indianapolis was served by the (Andrew) Jackson Highway, Dixie Highway, Pikes Peak Ocean-to-Ocean Highway, National Old Trails Road, the Hoosier Highway, Michigan Road, the Range Line Road, the Hills & Lakes Trail, and the Hoosier Dixie.

The most famous of the Road Clubs was the Lincoln Highway Association, which crossed Indiana through the northern tier of counties. On its trip from New York to San Francisco, it passed through Fort Wayne, Ligonier (included because it was the SECOND Ligonier on the route – the other being in Pennsylvania!), Goshen, Elkhart, South Bend, La Porte, and Valparaiso. (As you can guess, it wasn’t exactly a straight line at first!)

In 1926, the American Association of State Highway Officials (AASHO), in cooperation with the Department of Agriculture’s Bureau of Public Roads finalized a national route system that became the US Highways. This was to combat the numerous named highways that led to some major confusion among the automobile traveling public. The system was discussed starting in 1924, with a preliminary list issued in late 1925.

Named highways painted markers on utility poles most of the time. It, apparently, was not unheard of to have numerous colored markers on one pole. And new named highways were popping up monthly. (They even kept appearing after the numbered highways started appearing.)

A misconception is that a US Highway is a Federal road. US Highways have a distinctive shield with a number. It can also have, legally, a State Road marker. That’s because US highways were really just state roads that shared the same number for its entire distance. So SR 40 in Indiana was also SR 40 in Illinois and Ohio, and so on. (INDOT has even posted SR 421 signage on SR 9 at the entrance ramps to I-74/US 421 in Shelbyville.)

While US highway numbers have come and gone across the state, most of them appeared in one of two phases – 1927 and 1951.

The original US Highways in Indiana were: 12, 20, 24, 27, 30, 31, 31E, 31W, 36, 40, 41, 50, 52, 112, and 150.

The second major phase included US 136, US 231, and US 421.

Between these two phases, the following roads were added:
– US 6 (1928)
– US 33 (1937)
– US 35 (1934) It required changing SR 35 to SR 135.
– US 36 – Yes, it is listed twice. US 36 originally ended at Indianapolis from the west. It was extended east in 1931.
– US 152 – Mostly followed US 52 (Lafayette Road) north from Indianapolis from 1934 to 1938. It never left the state, so it was downgraded to mostly state road 53 (which, strangely, was added BACK into the federal numbering system as US 231).
– US 224 (1933)
– US 460 (1947-1977)

These were added to the system in sections. For instance, US 6 came into Indiana from the east and ended up being routed along what, at the time, was Indiana State Road 6.

There have been many changes in the original US highways. Some have bypassed towns in many places (like US 31). Some have just been removed from the system (like the northern end of US 33). Some were replaced by the interstate system created in 1956 (like US 27 north of Fort Wayne).

The beginning of the end of the major importance of the US Highway system started in 1947, when AASHO deemed it “outmoded.” This led to the creation of the interstate system with a law signed by President Eisenhower in 1956.