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.”

SR 67 in Northeast Marion County

When the Great Renumbering occurred on 1 October 1926, the number 67 was assigned to the Pendleton Pike connecting Indianapolis to Pendleton, through Lawrence and Oaklandon. This would be part of the greater State Road 67 stretching from Vincennes to Muncie…and later to the Ohio State Line. But the route in Indianapolis, and northeast Marion County, would carry the road along Massachusetts Avenue to the city limits, where the name would change to Pendleton Pike.

One of the first changes would involve the adding of US 36 to the same path. Although US 36 is higher in priority, most of the businesses along the old route kept the “67” as part of their names if it included it. As a matter of fact, I find it hard to believe that even today, there are no businesses along that road that include the number “36,” at least as I can recall. But there is a Motel 6t7…with a US route shield shaped sign…as shown to the left.

Changes were being planned for the road in 1933, when it was decided that SR 67 (and as a result, US 36) would be three laned from Indianapolis to Anderson. This would result in a change in the historic path of the Pendleton Pike from northeast of the then town of Lawrence to just south of Pendleton. In Oaklandon, for instance, the old SR 67 followed the current path of Pendleton Pike to what is now Oaklandon Road (formerly Germantown Road, named after the village that is now currently under water in Geist Reservoir at the Marion-Hamilton County line). The road then went north on Germantown (Oaklandon) to Broadway, turning northeast on that street. The old connection between Broadway (old SR 67) and the current Pendleton Pike (US 36/SR 67) still can be seen northeast of Oaklandon.

In 1935, the State Highway Commission decided that the number of miles inside the City of Indianapolis that it had to maintain would best be served if the number was lower. At the time, most of the northern city limit was at 38th Street, the dividing line between the middle tier and northern tier of townships. Where the Pendleton Pike now ends, at 38th Street west of Shadeland, was where the city ended at that point in history.

A bridge contract was let to Edward F. Smith to build a five span, 217 foot long bridge over the Big Four Railroad along 38th Street west of the intersection with SR 67, which was Massachusetts Avenue/Pendleton Pike. The bridge, in 1935, cost $143,825.01. The Indianapolis News of 25 May 1935 states that “Thirty-eighth street, with this and other contemplated improvements, is to become State Road 67. Construction will start in a few days and is scheduled to be completed by November 15.” Plans to move SR 67 to the 38th Street corridor were mentioned in newspapers as far back as June 1933, when plans for a new Fall Creek bridge on 38th Street, near the State Fair Grounds, were in the works.

While construction was going on between Indianapolis and Anderson in 1935, the official detour route had changed in late June. The original detour involved taking US 40 to Greenfield, then north on SR 9 to Pendleton. The new official detour recommended using SR 13 (became SR 37, now Allisonville Road) to SR 32 in Noblesville, then SR 32 to Anderson. This was recommended over the SR 38 route to Pendleton since SR 32 was a hard surface road, and large section of the newly added SR 38 were still gravel.

By 1937, SR 67 would find itself skirting Indianapolis, at least on the north side, along 38th Street. The old SR 67, Massachusetts Avenue, would find itself labelled SR 367. The three lane project between Indianapolis and Anderson would be completed, and Oaklandon would find itself bypassed by one of the two transportation facilities that made it possible. Now, most of what is left of SR 67 on the northeast side of Marion County (Pendleton Pike from I-465 east) is at least five lanes wide…but quite a bit of it is seven.

1917: Main Roads to Fort Benjamin Harrison Need Work

When Fort Benjamin Harrison was built in Lawrence Township, in northeastern Marion County, getting there was quite the chore. It has been built along the Big Four’s Bellefontaine, or Bee, line. This allowed steam locomotives to pass by the new Army post on a regular basis. The Big Four, with its affiliation with the New York Central, could get Army traffic to and from the fort to almost any place in the United States without much effort.

The workforce for the new fort would come on either the Bee line, or the new Indiana Union Traction line that connected Indianapolis to Anderson, Muncie and Fort Wayne. Although it didn’t last much more than three decades, this was an important way to access the fort. The station for that interurban line still exists…and is open to the public as a Mexican restaurant (as of this writing) called the Hacienda.

But automobile traffic was becoming more and more important. Even more important was the transit of Army vehicles to and from Fort Benjamin Harrison. To that end, in the spring of 1917, the commander of the station, General Edwin F. Glenn, sought to get improvements to the road system to the fort. With this in mind, he held a conference with Marion County government and business leaders to share what he had in mind.

The Indianapolis Star, 10 June 1917. Map of the north east side of Marion County, showing improvements needed to access Fort Benjamin Harrison.

First and foremost in the General’s mind was the main road to the fort – the Pendleton Pike. Technically, the Pendleton Pike started at the limits of the City of Indianapolis at Bee Line connection to the Indianapolis Belt Railway just east of Brightwood Avenue (Sherman Drive). West of that point, it was called Massachusetts Avenue. The county had taken over the Pendleton Toll Road in the late 1880s. But little was done for its improvement or maintenance. By the time the Army created the fort, the road was little more than a connection to other roads in rural Marion County and downtown Indianapolis. Many battles were fought about the improvement of the road, lasting past the end of World War I, when such improvements were vital.

The Pendleton Pike, in 1917, was being improved…slowly but surely. The plan was to concrete the road from the Indianapolis City Limits to 38th Street, just west of what is now Shadeland Avenue. From there, the first of the two sections to the fort’s main north-south entrance, would be improved with heavy stone. This would take the heavy stone from 38th Street to the old Noblesville-Franklin State Road, or Franklin Road. The next section would be graveled. This section ran from Franklin Road to the Yerger or Acre Free Gravel Road, now known as Post Road. The section of the Post Road, connecting Pendleton Pike to the interior of Fort Benjamin Harrison, was being hard surfaced with a “special preparation,” according to the Indianapolis Star of 10 June 1917.

The next road to get attention was the “54th Street Road,” connecting west from the fort to Millersville. Those of you from the area might be a little confused. The village of Millersville was along the Fall Creek, just inside the Washington Township border at what is now Emerson Way. The main drag from Fort Benjamin Harrison is now called 56th Street, not 54th. That road was built along the half-survey line starting where the Millersville and Fall Creek Free Gravel Roads come together near what is now Emerson Way at Millersville Road. The highlighted section of the following MapIndy photo, from 1952, shows the original route connecting the Millersville Road to the old Fall Creek & Mud Creek Road. (At the time, what is now Rucker Road continued south of what is now Fall Creek Road. It would be that way until sometime before 1962, when two lakes were built. The Rucker Road extension would finally be taken out sometime between 1979 and 1986.)

The Millersville Road, according to the Indianapolis Star “is by no means a direct route to the fort. It begins at Thirty-eighth street and Fall Creek and meanders northeast about eight miles to the famous Baker’s bridge and thence southeast a quarter of a mile to the fort grounds.” Baker’s Bridge is along the old Noblesville-Franklin State Road, now called Boy Scout Road, in the northwest corner of the Fort Benjamin Harrison grounds. General Glenn wanted the entirety of the Millersville Road covered with gravel…a job that, according to the General, with five wagons in two days. The first three miles of the Millersville Road had already been improved with asphalt. The next half mile being oiled gravel. The rest of the road was gravel…and work was being done at the time to repair damage done by large, heavy, loads transiting the road.

Other roads being worked on for access to the fort were the National Road from Irvington to Acre Road, Emerson Avenue, Arlington Avenue, 34th Street and the Acre Road itself.

At the time, National Road was the actual name of the Washington Street extension outside the limits of the City of Indianapolis at Sheridan Avenue in Irvington. West of Sheridan, it was Washington. East of that point, it was the National Road. The first mile of the National Road, from Sheridan Avenue, was being concreted. That would end near what is now Shortridge Road and Washington Street. The next two miles from Shortridge Road east were already concreted at that time. That would take it to a point east of Acre (Post) Road. The Acre Road, as of 10 June 1917, was closed for construction of a stone road stretching five miles north to the Pendleton Pike and into the fort.

Emerson and Arlington Avenues were also under construction at the time. Both were being concreted from Washington Street (both are west of Sheridan Avenue) to the Pendleton Pike. Emerson Avenue met Pendleton Pike at roughly 30th Street. Emerson Avenue, at least the southern section of said, ended at the Bee Line. Neither 30th Street nor Emerson Avenue crossed the railroad tracks, and passage past those tracks was done at an underpass on 32nd Street.

Arlington Avenue meets Pendleton Pike (now Massachusetts Avenue) at 34th Street. Improvements along 34th Street included asphalt paving from the Lake Erie & Western (Nickel Plate) Railroad crossing for three miles to the east to what was the northern section of Emerson Avenue. From there to Arlington Avenue, 34th Street was a stone road. Prior to being called 34th Street, the road was the Fall Creek & Warren Township Free Gravel Road.

It would take some time until the roads were improved for to the General’s liking. With the creation of the Indiana State Highway Commission in 1917, the National Road was taken over as Main Market Road #3. It wouldn’t be until 1923 that the Pendleton Pike would find itself part of the state highway system, entering that system as Original State Road 37. By then, the war was over, and traffic to Fort Benjamin Harrison had, while not stopping completely, had slowed considerably as it normally does after the completion of a war. The fort would, eventually, get its connections to the road system other than SR 67/US 36 (Pendleton Pike). In 1941, 56th Street west out of the fort would become part of SR 534, a designation it would only hold for a few years before that state road was routed straight down Shadeland Avenue. With the building of the Interstate system, which was technically built for the defense of the United States, Fort Benjamin Harrison would find itself with two exits from I-465 (Pendleton Pike and 56th Street) and one on I-70 (Post Road). I suppose the Post Road exit on I-74 could technically be listed as part of that…but it is quite a distance from the Fort.