1912 Proposed Indianapolis Street Name Changes, Part 2

Today, I want to continue the list of streets that were proposed to have name changes during the City Council meeting of 4 March 1912. The list was quite long. And most of them didn’t happen. Or if they did, they are long gone now. This is a follow-up to yesterday’s “1912 Proposed Indianapolis Street Name Changes, Part 1.”

The first one today never was completed, but also didn’t retain the name it had before the proposal. Cooper Avenue between Lafayette Road and the line that separates Wayne and Washington Townships (now 38th Street) was to become Concord Street. At the time, Cooper Avenue did end at Lafayette Road. But a relatively straight line due south would connect to Concord Street just north of 16th Street (between 17th and 18th, actually). By 1926, Concord Street would be completed from Lafayette Road to 16th Street (also still known as Crawfordsville Road by some). It would have a name change as well…but not to Cooper. Concord from 16th to Lafayette, and Cooper from Lafayette to 56th (Centennial Road), would be given the name Kessler Boulevard. It is still called Cooper Road between 56th Street (Centennial Road) and 62nd Street (Isenhour Road).

Before the subject proposal, Brightwood’s Depot Street, from Massachusetts Avenue south to 21st Street, and (what looks like) Laycook Avenue (hard to read on most maps) from 21st south to 19th would be renamed Avondale Place. A street that connected Pratt to 16th Street would be built, and, with Avondale Place, would become Avondale Street. This never happened. Avondale Place still exists, and from what I can tell, what was supposed to be Avondale Street south of 16th Street became known as Kealing Street. Avondale Place south of 21st Street would be removed for industrial development. Avondale Place would be ripped in two by the construction of Interstate 70 in the early to mid 1970’s. (The interstate opened to traffic in 1976.)

The next street name change also never occurred. The new name for the many sections of streets would be Chase. It was to include the first alley west of Bloomington Street from Washington Street to White River, Inwood Street from White River to Michigan Street, Kane Street from Michigan to Walnut Street and Dexter Street from 18th to 22nd Streets. I am not sure about the alley, but I believe it went away when White River Parkway was bent to connect to Washington Street outside the new Indianapolis Zoo. Inwood and Kane Streets are long gone, buried under IUPUI concrete. Dexter Street still exists.

Another large number of segments that would be proposed to become one name was Blake Street. At the time, Blake Street existed from the White River end of Washington Avenue (the original path of the National Road and location of the National Road covered bridge over White River until 1904) north to Pratt Street northeast of Indiana Avenue. Dett Street at Southern Avenue, Brooks Street from 10th to 13th Street, Isabella Street from Myrtis to Udell, Fairview Terrace from Haughey Avenue and 44th Street, and Crown Street from 44th to 45th Street were all included in this change. Dett Street no longer exists…but did at the White River end of Southern Avenue west of Meridian Street. The original Blake Street still exists, in sections. It runs through the IUPUI campus today. Brooks Street still exists. Isabella Street would become Franklin Place. The last two sections are near Butler University. Fairview Place still exists to 43rd Street. Crown Street is between 43rd and 44th Street. I would bet that the street numbers were wrong in the proposal, and that 44th was meant to be 43rd, and 45th was meant to be 44th.

Thomas Street between Brookville Road and English Avenue, Mineral Street from 10th to 19th Streets and Brightwood’s Foundry Street would actually be changed…but not immediately due to this proposal. Those streets would be changed to the name that the street along that line had between Washington Street and 10th Street – Denny Street.

There are still more on the list. As the Indianapolis News mentioned in the last paragraph of the story: “These ordinances are a part of about five hundred contemplated changes in street names. It is Copeland’s plan to give a common name to several streets of different names on the same line. The plan has been approved by postoffice authorities.”

1912 Proposed Indianapolis Street Name Changes, Part 1

I have been covering Indianapolis street name changes for the past couple of days. It seems that almost every decade along the way had some major changes. I covered a major change with the annexation of the town Irvington and the Tuxedo neighborhood last Friday (Tarkington Street? Not so fast. ITH Blog, 18 December 2020). Today, I want to move into the 1910’s to see what I can find and share.

And it starts in 1912 with a very large proposed change. Most of these never made the maps of Indianapolis in an official way. Councilman Copeland introduced an ordinance that would make a ton of street name changes in the city. These were all submitted to the city council on 4 March 1912.

1905 map of the Arbor Avenue area on the
near westside of Indianapolis

The first one involved was was Shover Avenue on the near west side of the city. The recommendation was to turn Shover Avenue into an extension of Arbor Avenue. And it was. From Oliver to Gillette Street, Shover Avenue became Arbor Avenue. But somewhere along the way, the section from the north alley of Oliver Avenue to Henry Street was vacated for the Chevy plant. Arbor Avenue was moved to the east alley Coffey Street, and Division Street was removed completely. Today, Arbor north of Henry exists for a short distance, before being blocked off by a fence and a railroad spur that served the Chevy plant. Also, Division and Gillette Streets are on the private property side of that fence, no longer accessible be the general public.

In addition to Arbor Avenue, an Arbor Street was included in the ordinance along the same line as the Avenue. The new Arbor Street was to include Greeley Street from Washington Street to White River, Limestone Street from Owosso to Michigan, and Porter Street from North to Walnut. The only section of those three streets that still exist is that of Limestone Street, which now connects the end of the New York Street White River bridge to Michigan Street, where it turns into Eskenazi Avenue.

Another one that didn’t quite make it was the renaming of Mobile Street between Senate and Illinois, and Jackson Place, between Illinois and Meridian, to Bates Street. It is on the line of Bates Street east of East Street. No, the name of Jackson Place didn’t go away. It is still called that in front of Union Station.

Poplar Street, between Union and Chestnut Streets, and Bicking Street between Delaware and East Streets to be changed to Bradshaw Street. Not only did this change not happen, the streets in question are now missing from the landscape of Indianapolis. Both fell victim to Eli Lilly and Company.

Bedford Avenue between Raymond and Morris, and King Avenue between Vermont and Tenth Streets to Addison Street. Both King Avenue and Bedford Street are along the same line as Addison Street, but the change was never made.

Mulberry Street between McCarty and Frank Streets, and Union Street between LeGrande Avenue and first alley north of Schiller Street to Pennsylvania Street. I can tell you that at least the southern section, from LeGrande to the alley, did change its name to Pennsylvania. I used to live practically on the corner of both. The name of Chestnut Street would be removed from maps of Indianapolis, becoming an alley between Union and Talbott Streets from Morris to Adler Streets.

Paca Street between Indiana Avenue and Tenth Street was to become Bright Street. This Ransom Place street still maintains its name.

McCormick Place between Muskingum and Illinois Streets to become Anderson Street. This was the name of one of the downtown alleys. The city directory of 1913 states that McCormick is listed under W. Ohio Street.

Smith Lane, between Merrill Street and Stephan Place to Adelaide Street. Adelaide was the name of the alley between New Jersey and East Streets. This change didn’t happen. Today, it wouldn’t matter as Eli Lilly has mowed the entire neighborhood down.

1945 Polk Indianapolis City Directory S

The last one that I want to cover is one that actually did happen, eventually. On 20 June 2019, I covered the “The Indianapolis end of the Brookville (State) Road.” The original end of Brookville Road was at the National Road west of what is now Sherman Drive. The road that winds behind the shopping center at Sherman Drive and Washington Street was originally part of the Brookville Road. By 1900, the section west of Sherman Drive was called Brookville Avenue. In 1912, it was recommended that it be changed to Ewing Street. At some point, S. Brookville Avenue was changed to Brookville Boulevard, and Brookville Avenue east of Sherman Drive reverted to Brookville Road, the name it had originally. Maps and city directories into the 1940’s still show Brookville Avenue/Boulevard. It would be 1945 until the Polk City Directory would list the following entries: Brookville Avenue – Changed to N. Ewing. Brookville Boulevard – Changed to S. Ewing.

US 50 West from Aurora

Today, I want to focus on US 50 on the other side of the state. Yesterday, I covered the original US 50 from Vincennes to Wheatland. Today, the last eight miles heading into Aurora. When the Indiana State Highway Commission was created in 1917, the future US 50 was included…but not as a single road. From Mitchell north to Bedford, then east, it was original state road 4. From Mitchell west, it was original state road 5.

The other thing I want to look at it the location of the original road. Unless you have driven in that section of Indiana, it is hard to fathom the difficulty in building a road through southern Indiana. Most of the state is (relatively) flat. Along the Ohio River, not so much. As someone whose family came from Pennsylvania, I realize the sheer insanity of building a road where the land has to be followed…not plowed through.

In northern and central Indiana, most roads can be built in a straightish line. Obviously, there are hills one has to skirt, and rivers to cross. But most of the land is relatively flat. That ends about 40 miles south of Indianapolis. And abruptly. I am only going to use snippets from one map (and a quick Google map) for this post…that of the 1943 USGS Topographic Map of the Aurora, Indiana, quadrangle. I have made five snippets…one a complete overview, and the other four are basically two miles at a time. I will be going from east to west in this case.

I know this is hard to see. That is why I have broken it down into smaller chunks. But this gives the overview of the whole area. Consider that each of the brown lines on this map are 10 feet changes in elevation. This gives a whole new meaning to up and down, eh?

The original US 50 entered Aurora from the north on what is now Main Street. North of Hogan Creek, Google Maps lists it as George Street. Where George Street meets US 50 north of Aurora, US 50 pretty much follows the old path, for a while, on its way to Lawrenceburg. A turn west on Third Street, and following the old road is still possible. Another turn south on Bridgeway Street, then west on Fourth Street, then original US 50 leaves the small burgh of Aurora. Google Maps shows the old road as Conwell Street. Before it connects into the current US 50, it turns south on Indiana Avenue, still staying south and east of the current US highway.

The problem with following the old road from here is that it has been cut off from the rest of the highway system. Indiana Avenue, before it would connect to current US 50 again, it curves east away from its old path. The Google map snippet to the left shows a blue line where the old road crossed the area that is now US 50, changing from what is now Indiana Avenue into Trester Hill Road.

As you can see from the topo maps of before the new road was built, the frontier path, later state road, that became US 50 originally skirted the edges of the topographical lay of the land. Without looking closer, I can not tell if it is a valley or the top of the ridge that the old road follows. A look on Google Earth shows it may be a valley that the road is keeping to.

The last four miles that I will be covering in this entry are pretty much using the old road as it was created in the early to mid 1800’s. Yes, the road is that old. The area that the road follows is called the Mount Tabor Ridge on this map. And the old road tries to keep climbs and descends as small as possible. This made sense, since getting horses, or even worse, oxen, to climb a hill was a chore in itself. Now, add a wagon, or saddlebags, and it got worse. There are stories abound that tell of someone hurt, or worse, killed trying to traverse steep hills.

This map shows the end of today’s coverage area. Not that I don’t want to keep going west from here. The next topo map available is the Dillsboro quadrangle, but it is dated 1958.

Following the original US 50 through the area gives an idea of what was required when a road was commissioned to go from point A to point B. Just looking at this route shows why the first team that went into “the wild” when it came to building a road would be the surveyors. Of course, this has always been true, for any road built in history. It wouldn’t have been good to draw a straight line on a map and just told someone to build that straight line. Especially through the landscape of southern Indiana.

Indianapolis: Indiana Avenue Bridge Over Fall Creek

Early in the history of town of Indianapolis, when the state started building roads to connect the fledgling capitol to the rest of the state, a road was built from the northwest corner of the original Mile Square, traveling northwest. That road would be called both the Lafayette Road and the Crawfordsville Road, since it went to both. After the road crossed Fall Creek one mile north of the center of the town, it took a route closer to White River. That section would later be called Speedway Avenue and Waterway Boulevard. But the bridge over Fall Creek, connecting the two sections, would take nearly two decades for a true resolution. And it required the removing of several streets, including the historic Lafayette/Crawfordsville Road.

1937 MapIndy Aerial photograph of the Indiana Avenue & 10th Street area.

The bridge is question is shown on the above 1937 MapIndy photo. At that time, the intersection at the bridge was a confusing jumble of streets running in different directions. At what became the intersection of 10th Street and Indiana Avenue, there were also connections to Locke Street (heading south past the City (Wishard) Hospital, and Torbett Street running north of 10th heading east. Many people still referred to 10th Street between this intersection and the White River Parkway as Fall Creek Parkway…but that was its old name by the time this photo was taken.

Indiana Avenue had become a major route for people leaving downtown Indianapolis for the northwest suburbs. The northern end of both of Indiana and Speedway Avenues were connected to 16th Street, which ran west from Indiana Avenue to the Emrichsville Bridge over White River. The state had connected separate sections of 16th Street from Indiana Avenue east to Northwestern Avenue as part of State Road 34. Traffic, therefore, was heavy across the bridge.

That was until the summer of 1936.

It was then that the city of Indianapolis limited the bridge traffic to five tons. Trucks and busses found themselves having to go around the closed bridge by using 10th and 16th Streets. In the fall of 1938, the bridge was closed completely to all traffic. Street cars found themselves now being rerouted around the snarl. Indiana and Speedway Avenues north of Fall Creek simply became cul-du-sacs because they had no southern end at all.

The Indianapolis News of 7 May 1943, in an editorial piece, mentions that in 1936, when trucks were banned from the bridge, the Board of Works announced a $110,000 plan to build a new bridge on the site. “In the fall of 1938, the bridge was closed to traffic and a year later the city was promising solemnly to produce a new one almost immediately.”

That was followed in the fall of 1940 by the City Council and the City Engineer coming together to talk about building a new bridge for Indiana Avenue. The City Engineer was “ordered to determine ‘by the next meeting’ the precise status of the matter.” That went nowhere as it was in 1941 that a discussion was held about finding an old bridge from somewhere else to replace the old Indiana Avenue bridge that had, at that point, been completely closed to traffic for three years.

As mentioned above, the editorial was run in the News in May 1943. The bridge was still closed to traffic.

A week later, on 12 May 1943, the Indianapolis News ran another editorial on the same subject. “Mayor Tyndall expresses in one short sentence what many have had in the back of their minds for years about the Indiana avenue bridge over Fall creek. ‘If the army had to cross it, the bridge would be fixed over night,’ he declared. The bridge has stood year after year, closed to all but pedestrian traffic, while tens of thousands of motorists and others have been forced to detour by way of West and Sixteenth streets to get to the baseball grounds and parts of the city northwest of there.”

The News goes on to mention that many times over the past four and a half years, attempts have been made to remedy the situation. Without result. Some of the blame was placed on pending flood control and prevention improvements to Fall Creek. Those improvements still hadn’t happened. The News was advocating for a solution to the bridge issue sooner than later.

And action was taken when Mayor Robert H. Tyndall cut the ribbon on 1 November 1944 to open the newly repaired Indiana Avenue bridge over Fall Creek. Traffic could begin moving across the facility again. Trolley traffic on the Riverside line would start again on 27 November 1944. And everything was great. For almost six years.

The headline in the Indianapolis News of 24 March 1950 read “Indiana Avenue Bridge Out for Baseball Fans.” Simply, it meant that the old bridge over Fall Creek was closed to traffic again. The sticking point, again, came down to whether to spend $35,000 to patch the bridge, or wait until the flood control improvements made it a requirement to replace the bridge. The flood control project, which was estimated to be around $1,000,000, was still in the works as it had been since the early 1940’s.

As it turned out, less than a month later, the city council voted to appropriate $120,000 to fix the old bridge. This was required before bidding could begin on the the contract to fix it. It would seem that it would take longer than expected. It became a political issue when, in October 1951, just prior to the Marion County elections, the political party in charge was blasted for not taking care of a bridge that not only served baseball fans and residents of the northwestern section of the city, but served as an emergency route to Wishard Hospital, which sat just south of the bridge.

The Indianapolis Star said it best in the first paragraph of a story with the headline “City To Spend $120,000 For New Bridge” on 9 April 1952. That first paragraph read “the city is going to sink $120,000 into a new bridge which may be torn down within three years.” While Mayor Clark of Indianapolis was telling the City Engineer to rebuild the bridge, he was also telling the engineer to continue looking into getting Federal money to move Fall Creek 100 feet to the north as part of the flooding control and prevention program.

The flood control issue would finally be resolved in 1959. On 9 August 1960, the old Indiana Avenue bridge was closed once again, this time for good. The bridge was immediately closed and dismantled. It would be replaced by a four lane facility. The flood control project would also require the creek to actually move 100 feet to the north of its then current position, a rerouting of Speedway Avenue, to be renamed Waterway Boulevard, to a new connection with Stadium (Indiana) Avenue two blocks northwest of its historic location, and a removal of Locke Street and Fall Creek Parkway East Drive for the intersection at 10th and Indiana. (The old Torbett Street had long before been cut off from the intersection, becoming a driveway for the old YMCA that stood on the northeast corner of Fall Creek Parkway and 10th Street.)

17 July 1961, Indianapolis News

The new channel for Fall Creek and the new Indiana Avenue bridge was completed in July 1961, as shown in the above photograph from the Indianapolis News of 17 July 1961. The bridge would be opened to traffic as soon as reconstruction of the intersection at the southern foot of the bridge was completed on 1 August 1961. The below MapIndy aerial photograph from 1962 shows the reconfiguration of the intersection, the new location of Speedway Avenue, and the removal of the ends of Locke Street and Fall Creek Parkway East Drive.

1962 MapIndy aerial photo of the area around the Indiana Avenue bridge over Fall Creek.

Connecting 16th Street from US 52 to SR 29

When I posted about routes to get to the Indianapolis Motor Speedway, someone of Facebook had posted a comment about the direct route using Indiana Avenue and 16th Street from downtown Indianapolis. I responded that part of the problem was that 16th Street, at the time (1919) did not exist between Lafayette Road and Northwestern Avenue (now Dr. Martin Luther King Jr. Street). After crossing the White River on the Emrichsville Bridge, the streets turned either north onto White River Parkway East Drive or southeast onto what was Crawfordsville Road.

The junction of Indiana Avenue/10th Street/Fall Creek/
Crawfordsville Road

It should also be noted that the most people, at that time, thought of Crawfordsville Road (now Waterway Boulevard) as the first choice as it was the one that had been in place the longest. Indiana Avenue came long after the Crawfordsville Road, and both of those streets connected to Indiana Avenue at 10th Street across Fall Creek. The moving of the south end of Waterway Boulevard, as it is today, didn’t happen until sometime after World War II.

But west of the White River, at 16th Street, was both US 52 (Lafayette Road) and SR 34 (16th Street). The state roads followed White River West Drive to Washington Street, because the road didn’t exist east of the river. This would connect US 52 (and possibly SR 34) to US 40 under what is now the Indianapolis Zoo.

It would be shortly after the 1919 map was published that 16th Street would be built from Indiana Avenue to the Emrichsville Bridge. But that was the extent of the new 16th Street. And even then, the 16th Street that was built was north of where it should have been. 16th Street through Marion County, of most of it, is along the half section line. Since the Emrichsville Bridge was angled north as it crossed west to east, 16th Street would be connected north of the half-section line where it belonged.

1926 Indianapolis map of the sections of 16th Street at that time between White River and Northwestern Avenue.

Fast forward to 1933. The Indianapolis Board of Public Works decided on several projects to be completed during the 1934 construction season. Two of the projects included bridges over Fall Creek. One of those would be on 16th Street. By this time, there was a short section of 16th Street from Gent Avenue to Fall Creek and just barely west of Northwestern Avenue.

The bridge over Fall Creek would allow connection between the two sections of 16th Street. Another part of the project would be widening the road that was there. In 1934 money, the project to construct and widen 16th Street from Northwestern Avenue to the Emrichsville Bridge would cost $280,000. The new bridge over Fall Creek would cost $250,000.

A remodel of the Emrichsville Bridge would also be part of the project. The northwest wing of the bridge would be cut off and the south sidewalk to be completely removed to create a better turning angle between the sections of 16th Street on either end. The city wouldn’t have to foot the entire bill for the new construction and widening. The city was working with the Indiana State Highway Commission for federal funding (at that time, a 50/50 split) for the project as the state would most likely (and did) add that section of 16th Street to the state highway system as part of US 52 and SR 34.

Another part of this project would be the widening of West Street from 16th Street to Bluff Road. From Washington Street north West Street was SR 29. From Washington Street south, it would become SR 37. Again, the cost would be shared between the ISHC and the federal government.

Indianapolis News, 27 October 1948

The Emrichsville Bridge would last another 14 years. It was torn down in 1948 to create a wider, more direct bridge for 16th Street/US 52/SR 34 across White River. Ultimately, the new 16th Street from White River to Dr. Martin Luther King Jr. Street would look as it does in the Google map shown below. It would also remain a state road until the late 1970s, when US 136 (formerly SR 34) was removed from inside the I-465 loop. US 52 had been the first removed and rerouted along I-465 when that road was complete from the northwest side to the southeast side.

Bicycling Marion County, 1900, Part 1

Today, we sort of return to a series that I worked on for quite a while – Bicycling Thursday. But the difference between those articles and this two part mini-series is that I will be covering Marion County in its entirety, not just each path. This won’t have the details as published in the Indianapolis News in the Spring of 1896. It will basically cover the routes shown on a map of 1900 – one that is available online from the Indiana State Library.

1900 Road Map of Marion County showing bicycle routes
available in a larger version at http://cdm16066.contentdm.oclc.org/cdm/singleitem/collection/p15078coll8/id/5247/rec/2

If I have happened to cover a specific route in the previous “Bicycling Thursday” series entries, I will make sure to link it here.

Allisonville Pike: Originally built as part of the Indianapolis-Fort Wayne State Road. The town of Allisonville was located at what is now the corner of 82nd Street and Allisonville Road, which is the current name of the Pike.

Brookville Pike: Covering the original Brookville State Road, it entered Marion County at Julietta, following what is now Brookville Road from Julietta to Sherman Drive. The original Brookville Road didn’t end there, however, as covered in the ITH entry “The Indianapolis end of the Brookville (State) Road.” This bicycle route started about one block west of Sherman Drive.

Crawfordsville Pike: As the name explains, this was the Indianapolis-Crawfordsville Road. The route is today Crawfordsville Road (mostly, there have been a couple of changes in the route), Cunningham Road, 16th Street, Waterway Boulevard, and Indiana Avenue.

Darnell Road (Reveal Road): What can be followed today is known as Dandy Trail. Most of the route, however, now sits under quite a bit of water – as in Eagle Creek Reservoir.

Michigan Road (north) and (south): One of the most important state roads in Indiana history, connecting the Ohio River at Madison to Lake Michigan at Michigan City. Inside the Indianapolis city limits, the two sections became known as Northwestern Avenue and Southeastern Avenue. The name Southeastern was extended all the way into Shelby County. Northwestern Avenue would be changed to Dr. Martin Luther King Jr. Street, but only to the old city limits. At the city limits (38th Street), the old road kept its original name. It was also given the name “Augusta Pike” by the toll road company that owned it for around half a century.

Spring Valley Pike: This road name was applied to what would become Mann Road from the old Mooresville Road, then known as the Mars Hill Pike, south to the county line.

Valley Mills Pike: This road started at the point where the original Mooresville Road changed from being the Mars Hill Pike to the West Newton Pike. Basically, it would follow what is now Thompson Road to Mendenhall Road (an intersection that no longer exists). From there, it would travel south along Mendenhall Road to what is now Camby Road. Here, a branch of the pike would continue south into West Newton, where it would end at the West Newton Pike. The main route followed what is not Camby and Floyd Roads to the county line.

Wall Street Pike: This is the old road name for what would become 21st Street west from the old Crawfordsville Pike, now Cunningham Road.

Webb Road: Crossing Marion County from the Spring Valley Pike to what is now Sherman Drive, this road had many names. Its most familiar name was “Southport Free Gravel Road,” shortened to Southport Road.

West Newton Pike: This road, that connected Mars Hill and Valley Mills to West Newton, and beyond that, Mooresville. It was built, originally, as part of the Indianapolis-Mooresville State Road. Today, the route is still called Mooresville Road.

White River & Big Eagle Creek Pike (Lafayette Road): The long name for this road was given to it when Marion County sold the road to a toll road company in the 1840’s. The original name for it, when it was built by the state, was the Indianapolis-Lafayette State Road. With very little exceptions, what is now Lafayette Road still follows the same route.

Zionsville Road: Starting at what is now 52nd Street just east of Lafayette Road, the old Zionsville State Road follows what is today Moller Road, 62nd Street, and Zionsville Road to it namesake town.

Bicycling Indianapolis

In 1896,the Indianapolis News published a series of articles about bicycling in and around Indianapolis. That series of articles is what I have been using to create these “Bicycling Thursday” series of posts here at Indiana Transportation History. These articles generally have covered riding different roads, usually old state roads, leaving Indianapolis. I will include links to all of those below. But this article is about something different. There was a proposed bicycling route that covered quite a bit of the north side of the city and Marion County.

Today’s information comes from the Indianapolis News of 14 March 1896. This plan was to be financed via the sale of subscriptions, much like the way that roads were paid for before this, and how Auto Trails, starting in the 1910’s, were going to be financed afterwards. Most of the route wouldn’t use roads in place. Where it did use roads, it would be built along side that road. Most of the route would make use of riding on the banks of water courses through the county.

Proposed bicycle route through Indianapolis and Marin County as described in the Indianapolis News of 14 March 1896.

The potential route started along Indiana Avenue in downtown Indianapolis. It would follow that road to where it crossed Fall Creek. It is mentioned in the News that the condition of Indiana Avenue, at that time, from West Street to Fall Creek, is such that “no worse road was found in going over the entire course than in this street.” The path would then follow the levee along the north bank of Fall Creek “south of the new pumping station of the Water Company.” The proposed route would continue along Fall Creek, then the east bank of the White River until crossing the Indianapolis Belt Railway. Here, the bicycling route would join the Crawfordsville Free Gravel Road until that road crossed the White River. The Crawfordsville Free Gravel Road is now Waterway Boulevard (after having been named Speedway Avenue), and it crossed the river at the Emrichsville Bridge, later replaced by the current 16th Street bridge.

The proposed path would then continue to follow the White River until after it crossed the “Flack Pike,” now 30th Street, passing “many giant sycamores, winding in and out with the deviation of the stream.” Just north of the Flack Pike the river and the Central Canal come close to one another, where the proposed route would switch over to the tow path along the north bank of the canal on its way to Broad Ripple.

“The ride up the tow-path every wheelman and wheelwoman in the city is familiar with – its beauties, its dangers and it tribulations often.” It is described as a beautiful ride. However, washouts, gullies, chuck holes and soft spots are common along the way, “and a sudden dip into the canal has a most dampening effect on enthusiasm.” The tow path continues through Fairview Park, now the site of Butler University. There is a fairly steep climb before the path would cross Illinois Street. Here, a bicycle rider could choose to use either side of the canal to get to Broad Ripple. But the official route would continue along the north tow path.

At Broad Ripple, the path would follow the Westfield Pike north past the Broad Ripple damn and across the White River on a large iron bridge. After crossing the river, the path then turns south to follow the river along the north/west bank to a point where it crosses White River again at what is now the 82nd Street crossing after passing the Haverstick Farm. After crossing White River, it would follow what was then the Fall Creek and White River Free Gravel Road (FCWRFGR) back towards the city. The first part of that free gravel road doesn’t now exist above what is now 79th Street. From there, it is known as River Road to the point where the FCWRFGR turned south on what is now Keystone Avenue.

The new path would be built along the FCWRFGR until it got to Malott Park, at what is now 56th Street. The route would then turn east “on the dirt road from Malott Park to Millersville.” It is mentioned that this dirt road is very narrow in places, with “scarcely room on either side for the path.” Here, the builders of the route hadn’t decided whether to follow Fall Creek’s north bank or the Millersville Free Gravel Road and the south bank of Fall Creek to Meridian Street. Here, riding down Meridian Street would bring rider back to downtown Indianapolis, and the point where the route started.

Some of the path, as described, has, in more recent times, been added to the Indy Parks trail system. It starts on what is now the White River Trail. It then crosses over to the Central Canal Trail above the old Riverside Amusement Park north of 30th Street. At Illinois Street, where the rider in 1896 had two choices, the path chosen by Indy Parks runs along the opposite bank of the Canal than was chosen to be followed then. Most of the rest of the route, that can still be traveled, can be followed by using the streets that exist now. There are a few places where this can’t happen.

The following is a list of the other entries in this “Bicycling Thursday” series.

Indianapolis and Its Decoration Day Race
Allisonville Pike (Allisonville Road to Noblesville)
Crawfordsville Pike (Old Crawfordsville Road to Crawfordsville)
Madison Road (Madison Avenue from Southport to Indianapolis)
Michigan Road North (MLK/Michigan Road north to Augusta)
Michigan Road South (Southeastern Avenue)
National Road West (Washington Street west to Plainfield)
Pendleton Pike (Pendleton Pike to Oaklandon and beyond)
Reveal Road (Dandy Trail through Eagle Creek valley)
Rockville Road (Old Rockville Road from Danville to Indianapolis)
Shelbyville Road (Old Shelbyville Road from Indianapolis to SE Marion County)
Three Notch Road (Meridian Street south to Southport Road)
Westfield Road (Westfield Boulevard and Illinois Street from Westfield south)