End of Year 1940: ISHC Projects and Contract Bidding

On 13 December 1940, it was announced that the Indiana State Highway Commission was about to open some bidding on projects, and that the bidding would be received by 31 December. These projects included four grade separations, eight bridges and thirty miles of paving and resurfacing.

Sherman Drive and Big Four, 1937
Sherman Drive and Big Four, 1962

One of the biggest projects on the bidding list involved a city street in Indianapolis. Sherman Drive, a major thoroughfare three miles east of the center of Indianapolis, crossed the Big Four Railroad northeast of the railroad’s major yards at Beech Grove. That yard is just over one mile southeast of the Sherman Drive. According to the press release from the ISHC, “among the grade separations to be built are a 13-span structure on Sherman Drive southeast of Indianapolis, to carry traffic over the CCC & St. Louis Railroad yard.” As shown in the picture to the left, this was an at grade crossing of multiple tracks. The picture at the right shows the same area of Sherman Drive in 1962.

Another bridge project opened for bidding at this time was grade separation on the Marion State Road 9 Bypass, crossing over the Chesapeake & Ohio and the Pennsylvania Railroads. That bridge was planned to be a seven span structure. Another bridge to be built in the Marion area was a 392-foot structure over the Mississinewa River on the same SR 9 bypass. The bridge was to have a 28 foot roadway and sidewalks.

Paving projects included in this round of bidding were: 1.291 miles of US 50 realignment in Washington, Daviess County; 4.938 of SR 1 paving from Leo north to Allen-Dekalb County Line in Allen County; and paving 2.391 miles of SR 9 bypass (Baldwin Avenue) from Second Street in Marion, Grant County.

Another SR 9 project in Grant (and Huntington) County included widening and resurfacing 21.30 miles of SR 9 from 1/2 mile north of Marion to Huntington. The road was to be widened to 22-foot wide. Also in Madison County would be the widening of three miles SR 9 from SR 67 north to the Anderson city limits.

The last road project would be the widening and resurfacing of US 31 from the north edge of Franklin to the south edge of Greenwood, through Whiteland and New Whiteland. This contract would include 9.1 miles of highway.

Guard rail projects were also part of the bidding. Those installations would be in Adams, Allen, Dekalb, Elkhart, Floyd, Franklin, Grant, Hamilton, Hancock, Henry, Huntington, Jackson, Jennings, Johnson, LaGrange, Lawrence, Madison, Marion, Miami, Monroe, Morgan, Noble, Randolph, Steuben, Union, Wabash and Whitley Counties. These were on roads 3, 6, 9, 13, 15, 18, 20, 22, 24, 27, 29, 31, 37, 44, 50, 52, 67, 109, 128, 150, 209, 327, 427 and 434.

Expanding SR 37 from Martinsville to Oolitic

20 December 1970. The Sunday Herald-Times (Sunday edition of the Bloomington Herald-Telephone and the Bedford Times-Mail) has as the lead story at the top of page one, “All Four-Lane 37 To Be Started In 1971.” It discusses the last projects that would make SR 37 a divided highway from the Martinsville Bypass to Oolitic. It was the beginning of the projects…all scheduled to start before the end of 1971.

Chairman of the Indiana State Highway Commission at the time, Ruel W. Steele, stated that the ISHC had let eight contracts, totaling over $22.5 million, along the highway corridor. The section between Bloomington and Martinsville was under going right of way purchasing, with construction projected to start in the fall of 1971. Right of way purchasing would consist of one contract. Construction would be divided into two contracts.

“We expect to clear the right of way on the south half of the Bloomington-Martinsville project by some time in July of next year,” said Steele, “and on the north half by September. We expect to have both sections under contract next year – the south half by September, and the north portion before the end of the year.” Construction of this section should go quickly, the newspaper mentions, because it will mostly be widening the current road from two to four lanes in place. “There will be some places along the corridor where the new lanes will be west of the present road, and some where it will be to the east.”

One section was already under construction. A new northbound SR 37 bridge over Indian Creek, south of Martinsville, was being built 60 feet east of the then current two lane bridge. Once the new bridge was completed, traffic would be rerouted to the new facility while the old bridge was rebuilt. In Indiana, most contracts for road construction are let separately for roads and bridges.

Included with the discussions with Mr. Steele was a status report on all of SR 37 from south of Bedford to the south end of the Martinsville bypass. The Bedford bypass was anticipated to start construction in Spring 1972. Due to rough terrain and three sets of bridges having to be built, the Bedford bypass was to be the most expensive part of the entire project. It will be the last project to be put under contract.

4.8 miles of the new highway from Oolitic to south of the Monroe County line was, at this time, 40 percent complete and 15 percent ahead of schedule. Completion was scheduled for December 1971. The next 3.3 mile section, to just north of the Monroe County line, was scheduled for completion by 1 June 1972.

The next 2.5 mile section from 1.5 miles north of the Monroe County line to three miles south of Dillman Road had been let to contract the previous week. This included an interchange at Monroe Dam Road, allowing access to Lake Monroe, and bridges over the Monon and Clear Creek. This section was scheduled for completion by December 1972.

Right of way problems were being resolved for the next 2.5 miles, all south of Dillman Road. Most property had been acquired, but some condemnation suits would have to be filed. The right of way was expected to be cleared within the next two weeks from the publication of this article, except for the condemnation suits which would be filed by 15 January 1971. The new Bloomington bypass would start at the end of this section, one half mile south of Dillman Road.

March 1971 was the scheduled date for the start of right of way purchasing for the south four miles, from south of Dillman Road to SR 45, of the new Bloomington bypass. The Commission expected to have the right of way cleared by August 1971, and contracts to be let by the end of that year.

Herald-Times photo, 20 December 1970. New road for SR 37 bypass west of Bloomington.

Four miles of the middle section of the Bloomington bypass, from SR 45 to SR 46, as shown in the newspaper photo above, was progressing quickly. This section was anticipated completed by 1 September 1971. The next section, however, was being re-let when the bids for the first round of contracts came in over engineer’s estimates. The second round of contract letting would commence on 26 January 1971, with “hopefully the contract will be let January 28.”

“Steele said eight separate projects – five highway and three bridge – are now under contract, including the Ind. 46 companion project which extends from the new four-lane Ind. 37 to Indiana University. There are six more projects to be let to contract in the entire relocation from White River to Martinsville.”

In October, 1971, contracts were opened for four projects as part of the new SR 37: the south section of the Bloomington Bypass; additional two lanes on the Martinsville bypass; bridges over Clear Creek and the Monon; and bridges over the Illinois Central Railroad. The Clear Creek/Monon bridge is a twin bridge, each with five spans. The IC bridge consisted of two bridges each with three spans. With these contracts, the only part of the new SR 37 that still needed to be opened to contract bidding included the Bedford bypass and from the north end of the Bloomington bypass to near the Morgan-Monroe County line. (Source: Bedford Daily Times-Mail, 26 October 1971)