West Marion County and I-465

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The first part of the new beltway (almost) around Indianapolis started on the westside of Marion County. As mentioned in other articles, the original plan was to start Interstate 465 at Interstate 65 on the northwest side, with the replacement for State Road 100 (which I-465 officially was) heading south from there to circle around the county from there. Interchanges were planned at I-65, I-74/US 136, 10th Street, US 36 (Rockville Road), US 40 (Washington Street), Weir Cook Municipal Airport (Airport Expressway), Interstate 70, and SR 67 (Kentucky Avenue). According to USGS topo maps, like that included below, show that there was a stub ramp connecting I-465 to 62nd Street, although the ramp connecting to 62nd Street was listed as still proposed six years later.

1962 USGS topographic map showing the original interchange connection Interstate 65 and Interstate 465.

Construction started along the corridor in 1959. The Indianapolis News ran a series of pictures showing the plans set out by the State Highway Department. If you noticed the list of interchanges above, there were no plans for 56th Street or 38th Street to have ways to access 465. Bridges were to be built over 465 at 56th, 46th, 38th, 34th, and 21st Streets. (21st Street was a very special, and contentious, situation. I covered it in the article: “Building I-465 at West 21st Street. [8 May 2020]”)

Indianapolis News, 14 December 1959, showing the Indiana State Highway Department’s plans for the new Interstate 465 (also still called State Road 100 at the time) at the northern terminus of the highway.

The plans for Interstate 65 at that point were to continue to have it replace US 52 (Lafayette Road). The US 52 bypass at Lebanon was made part of the new I-65. The temporary plan was to connect I-65 just southeast of I-465 directly to US 52 until construction could continue. Then I-65 would also be US 52 from that point to northwest of Lebanon. I mention this only because the loop around Indianapolis was, apparently, easier to get approved than trying to run I-65 through town. (And since it would take another 16 years to complete, even to the point that an addition was planned to I-465 and completed before I-65 through Marion County says it all.)

It wouldn’t take long after the original plans for the interstate were laid down that changes were made. The non-planned 38th Street interchange was added to the deal. It was to be a partial cloverleaf interchange connecting to 38th Street at that point. Marion County had decided to build 38th Street from Lafayette Road east to the new White River bridge to be built by the city. At that point in history, 38th Street was a county road with nothing resembling the connections it has today as a major west side thoroughfare.

Indianapolis News, 11 December 1959, showing the future connection to 38th Street from I-465. This ramp would be built much later, when 38th Street was finally connected as a thoroughfare across Marion County.

The next interchange south of the “gonna be built someday” 38th Street was the connection to another interstate highway, Interstate 74. The plans shown in the Indianapolis News differ slightly from what was actually built. US 136 (Crawfordsville Road) is directly connected to the east end of the proposed interstate connection. This would change. It looks like the proposed interchange was moved slightly north, and Crawfordsville Road west of High School Road was turned north to connect to High School Road. This would be where US 136 would ultimately officially end.

Indianapolis News, 10 December 1959, showing the proposed connection between interstates 74 and 465. The original plan, and this was carried out, is that Interstate 74 would “travel over,” ISHD/INDOT term for multiplex, with I-465 from northwest to southeast Marion County.
1953 Topo map showing the intersection of West 10th Street and High School Road.

The next section did change, at least at one interchange, quite a bit. But before I describe that, let’s talk about the placement of I-465 from Vermont Street north to about where 16th Street would be, if it continued to High School/Girls School Road. The new interstate was planned, in that section, to be built directly over High School Road. This is not really a stretch, since High School Road, from Washington Street south to the Airport, was the original State Road 100. And I-465 was, for all intents and purposes, State Road 100 according to ISHD.

I have written a detailed history of SR 100 (SR 100: How did it come to be? [9 March 2019]) and an article about how, at one point, the connection between SR 100 on BOTH sides of Marion County were to have cloverleaf interchanges (“The Cloverleaf Interchanges at US 40 and SR 100” [20 November 2019]). If SR 100 had been completed on the west side, like it was on the north and east sides, I have no doubt that it would have followed High School Road north, probably, ultimately, to 86th Street, which was SR 100 along the northwest side.

The change in interchanges happened at 10th Street. The original plan was for a full cloverleaf interchange at that intersection. This would have pushed the eastbound 10th Street to southbound 465 ramp back closer to Glen Arm Road, where High School Road was rerouted to miss the interchange. What was ultimately built was a jumbled three-quarter cloverleaf with a flyover from westbound 10th to southbound 465.

In the end, High School Road was basically built over by 465 from Vermont to 10th Streets. 10th Street is a survey correction line, so High School actually moves slightly to the east at that point, as shown in the topo map to the left. For more information about survey lines, check out “Survey Lines and County Roads. (29 March 2019)”

Indianapolis News, 9 December 1959, showing the Indiana State Highway Department plans for I-465 from just south of the New York Central railroad tracks to just north of the Baltimore & Ohio Railroad tracks, including what was to originally be full cloverleaf interchanges at 10th Street and Rockville Road.
1953 USGS topo map of the area of Washington Street and High School Road. The area marked “Ben Davis” would be the location of the new cloverleaf interchange between US 40 and I-465.

From the looks of aerial photos in 1959 as shown in the Indianapolis News, the interchange at Washington Street was going to be very destructive. (Keep in mind that as of the writing of this article, MapIndy, my go to source for historic aerial photos of Marion County no longer offers that service. Maps are available, but the aerial photos are gone.) In addition to the shunting of Morris Street (a survey line and historic route of its own accord), most of where the interchange between US 40 and I-465 was basically what had been the town of Ben Davis.

Another thing would have to happen before this interchange would be built. It was determined, and reported, in July 1959 that an improvement of West Washington Street would have to occur before the interstate reached that point. US 40 was to be widened in the area. The work on Washington Street, however, would have to wait until sewer work in the area was completed…probably in 1961. Plans to widen Washington Street from 40 feet to 68 feet wide, with a four foot median and an eight parking lane on each side, were decided upon. Very little of that plan exists today…and if it does, it’s hard to find.

Indianapolis News, 8 December 1959, showing the proposed area of US 40 and Interstate 465.

The last area covered by the Indianapolis News in the series of articles (actually, it was the first since the editor staff decided to post them south to north, even though the interstate was built north to south!) shows the area of I-465 near Weir Cook Municipal Airport. The one change that I can see is what would become Airport Expressway (check out “Indianapolis’ Raymond Street Expressway” [4 February 2020] for the history of what started out as the Bradbury Expressway) was proposed to connect to the airport heading slightly north of due west, just above Southern Avenue. This section of the (now) Sam Jones Expressway is due east-west at the point it connects to Interstate 465. For a history of what is now Indianapolis International Airport, check out “Indianapolis Municipal Airport.” (20 August 2019)

Indianapolis News, 7 December 1959. This newspaper snippet shows the area of proposed I-465 near the (then) Weir Cook Municipal Airport (now Indianapolis International).

That covers the first of the construction of the State Road 100 replacement. I want to share this one last snippet from the Indianapolis News of 19 October 1960. It shows the construction of I-465/I-65/US 52 at 62nd Street…or the original northern end of Interstate 465.

Indianapolis News, 19 October 1960, showing the original northern end of Interstate 465.

The Beginning, and End, of SR 534

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

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

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

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

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

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

Then World War II started.

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

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

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

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

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

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