Just a short post to show how state roads have changed.
I have covered Auto Trails and the original state road numbers several times over the past nearly two years. I had done a post about the rerouting of the Pike’s Peak Ocean-To-Ocean Highway through Indiana. But the original route, as covered by fellow blogger (and ITH Facebook Group co-admin) Jim Grey, traveled across the western part of the state using the US 36 corridor. (The latest is “US 36 and the Pikes Peak Ocean-to-Ocean Highway in Danville, Indiana,” among others) I’d like to say it followed the current US 36, but it’s been moved several times over the years.
As I had mentioned in other posts along the way, many of the roads that were added originally to the state highway system were part of the Auto Trails systems that crossed the United States. When the Pike’s Peak road was taken into the state system, it was given the designation “State Road 31.” Well, sort of.
OSR 31 started in the west at OSR 10, across the Wabash River west of Montezuma. From there, it went through Montezuma, Rockville, and Bainbridge to Danville. From Danville, the PPOO rumbled across Hendricks and Marion Counties along what is now Rockville Road (and Rockville Avenue – because Rockville Road didn’t connect to Washington Street directly until later). The original SR 31, however, connected to the National Road (then Original State Road 3) at a completely different location.
Strangely, the route of the original SR 31 is now not part of the state highway system. Current SR 39 leaves Danville via Cross Street south towards Martinsville. Original State Road 31 turned south from Main Street on Jefferson Street. Jefferson Street turns into Blake Street, then Cartersburg Road. The state road connected to OSR 3 southeast of Cartersburg.
The drive from Danville to Cartersburg is quite a nice one.
With the Great Renumbering in October 1926, original state road 31 became US 36. Again, sort of. The section from Danville to Cartersburg was removed from the highway system at that time. US 36 continued on into Marion County, as shown in the article “Road Trip 1926: US 36.” Just like the original eastern end of OSR 31, the original eastern end of US 36 is now gone, ending at a parking lot.
When the original state roads were built, the state of Indiana created a road that connected Indianapolis to Rockville, via Danville. That road, still known today as Rockville Road in Marion County, is almost as straight as any road can get in this state. However, there were places where straight just wasn’t possible. Such a place is in Putnam County.
It should be noted that there were two things at play when it came to the building of the original state roads. First, the construction was done to keep costs to a minimum. There was no need to cat a path through a hill when one could just go around it. Path of least resistance was the motto of the day. Second, as a general rule, the state didn’t tend to take people’s property to build a road that would just be turned over to the county after it was built. This is one of the reasons that a road connecting two towns in early Indiana didn’t always go directly between two points. While it isn’t as noticeable on maps today, a quick glance at older maps shows the curvy way someone got from point A to point B in the early days of the state.
The Rockville State Road was (mostly) built along a section line, meaning very little property would have to be taken to create it. Generally, property lines in Indiana tend to work along the survey lines. Survey line separate townships, ranges and sections. Most of the time, property was purchased in one section or another, usually not crossing the section line. But there were several places that the old road did have to venture off of the survey lines beaten path.
One was east of Danville. Main Street through the city was the original Rockville State Road. When a short bypass between Danville and Avon was built, the old road was kept in place, but turned slightly at both the western and eastern ends. The following Google Map snippet shows the old property lines when it came to the western (Danville) end of old Main Street/SR 31/US 36. Main Street turns southwest, while the old property lines turn due west to connect to Danville itself.
The other section was a much larger bypass built by the state in 1933. East of Bainbridge, the old state road took a dive to the south of the survey line…sometimes venturing almost a mile south of the line itself. The following map is from 1911, showing the postal routes that were followed at that time, and showing the old Rockville State road in its original alignment.
As shown on the map, going west to east, the old road started turning southeastward in Section 12, continuing further southeast in Section 7, and hitting its southern most point in Section 8. From there, it worked its way back northeastward until it reached the section line again in Section 10. This created a variance from the section line that was nearly four miles long.
Editor’s Note: As is typical of the original surveys, sections along the western edge of the range [sections 6, 7, 18, 19, 30 and 31] are smaller than one mile wide. The Range Line between those sections listed above, and sections 1, 12, 13, 24, 25 and 36 of the range west, is known as a correction line. This can be spotted throughout the state, not only by the less than one mile wide sections, but the occasional deviance from a straight line going west to east. In Marion County, Shelby Street and Franklin Road are those correction lines…and looking at the roads crossing them shows the correction. The survey line along the north edge of the map is the township line, separating survey townships 15 North and 16 North. Following that line to the east, it becomes part of the Danville State Road in eastern Hendricks County, 10th Street (the geographic center) through Marion County, and the numbering center of Hancock County. It is also a correction line in the surveys, so sometimes survey lines jog a bit when crossing it as well.
This section of the old road was very curvy, narrow, and did not lend itself well to the pending explosion of traffic that would be coming its way with the creation of the Auto Trails and, later, the State Highway System. When the Pike’s Peak Ocean to Ocean highway was created, it followed the old Rockville Road from Rockville to Indianapolis. Thus, it followed this curvy, winding line through Putnam County.
Things would change in 1933, when the Indiana State Highway Commission announced that construction would begin on US 36 from Danville to Bainbridge. This project would complete the straightening of the federal highway from west of Indianapolis to the Illinois-Indiana State Line. The Indianapolis Star of 1 April 1933 reported “a twenty-five mile detour from Danville to Bainbridge on United States Road 36 over pavement and dustless type road has been established to take care of traffic pending completion of new pavement between Danville and Bainbridge which will complete the project from Indianapolis to the Illinois state line.”
The above Google map snippet shows the exact same area as covered by the 1911 USPS map shown above. The route of US 36 through the area, shown in yellow, is the 1933 bypass built by the ISHC. The old road is still very narrow and winding, but still can be traveled to this day. The Indiana Official Highway map of 1933 shows the new road under construction, with the old road removed from the map. By the time the next official map was released for June 1934, the new road was completed and opened. The following is the 1936 survey map of Putnam County roads, including road width, constructing materials and bridge of the same area.
The new roadway included bridges marked as AS, AT, and AU on this map. The old road included CN, CM, CH, CG, and CK. (Note, they are marked on the map in lower case letters. I am using upper case to denote them since it is easier to read.) Both AS and AU were built 24 feet wide, while AT was built 20 feet wide. All three had a safe working load of 20 tons.
The old road’s bridges were a bit more complicated. CN was 12.7 feet high, 12.7 feet wide, and had a safe working load of three tons. CK was 16 feet wide and could handle 15 tons. CM was 19.5 feet wide, with a working limit of 20 tons. This would make it almost equal to the bridge that replaced it (AT), only being six inches narrower with the same work load limit. Both CG and CH were 20 feet wide with a 20 ton safe load limit.
The old road, according to the figures on the 1936 map, had a right-of-way 40 feet wide. The new US 36 through the area had a right-of-way of 60 feet in width. Most of the county roads in the area had a right-of-way narrower than the old Rockville State Road, usually less than 10 feet.
The other part of this realignment project was through Bainbridge itself. The old road traversed the town along Main Street. The new road bypassed Main Street to the north…by only one block. It still does to this day.
Jim Grey, on his old web site, covers the sections of the old road that connect to the current US 36 fairly well. That page is at: http://www.jimgrey.net/Roads/US36West/04_Bainbridge.htm. I think I have read somewhere that this website will be migrated over to his WordPress blog, “Down The Road.” If this is the case, get it while you can. And who knows, maybe after all the “stay at home” mess is over, I might make a trip out to this section of the old road to take some onsite surveys. (I would love to say take pictures…but my lack of photography skills is only surpassed by my complete lack of patience to take the time to make them good. Not gonna lie here, folks.)
Indiana has been known as the “Crossroads of America” for most of its history. No other place in the state exemplifies that more than the Hoosier Capitol. Although Indianapolis, as a town, started as a remote outpost in the forests and swamps of central Indiana, it would soon become a transportation center. The National and Michigan Roads started the journey toward Indianapolis’ connections to the rest of the country. The coming of the railroads from 1847 to the middle 1850’s accelerated it. The automobile would seal the deal.
A quick look at a Rand McNally Auto Trails map of 1920 shows that Indianapolis was well served when it came to the new routes. Some of these were old roads, using names that had been used for almost a century. Others were new names on old country roads. Today, I want to look at the Auto Trails of 1920 radiating from Indianapolis. For this, I will be using that mentioned Rand McNally map, and using Rand’s numbering system.
8 – Range Line Road: Leaving Indianapolis due north, earlier on Illinois Street, later on Meridian, this route connected Indianapolis to South Bend via Kokomo, Peru, Rochester and Peru. In Marion County, the Range Line followed the Central Canal into Broad Ripple, then northeast along the Westfield Pike, which once it crossed the Hamilton-Marion County Line followed a survey range line north to Kokomo and beyond. In 1926, this would be the route of US 31.
22 – National Old Trails Road: In Indiana, this old route followed what was the first United States road that had been built to connect Cumberland, Maryland, to Vandalia, Illinois. This was called the National Road. In Indianapolis, it followed that route as closely as it could. (Downtown, the original path of the National Road had been removed in 1904 with the demolition of the covered bridge over the White River.) In 1926, it became US 40.
24 – Hoosier Highway: This road crossed the city southwest to northeast. It would come into Marion County along the old Mooresville State Road, also known as the West Newton Pike/Maywood Road/Kentucky Avenue. It left the city along Massachusetts Avenue where it became the Pendleton Pike at the city limits. The Pendleton Pike was also called the Oakland (Oaklandon) Toll Road for a time. This routing, both ways, would become SR 67 in 1926.
25 – Dixie Highway: Indianapolis found itself in a very nice position when it came to this road. It was created by an Indianapolis resident, Carl G. Fisher. And it used four roads to enter and exit the Hoosier capitol. From the north, it entered Indianapolis along the path of the historic Michigan Road. From the west, the Dixie followed the old Crawfordsville Pike. Southward, the Dixie Highway left using the Bluff Road heading toward Waverly, Martinsville and Bloomington. The route also followed the National Road to the east toward Richmond and Dayton, Ohio. The former three routes are still known by those names today. With the Great Renumbering, Michigan Road became SR 29, Crawfordsville became SR 34, and Bluff Road became SR 37.
26 – Michigan Road: The historic old Indiana state road connecting the Ohio River to Lake Michigan. Through Indianapolis, that would be Southeastern Avenue and Dr. Martin Luther King Jr. Street/Michigan Road. The Michigan Road Auto Trail to the north ended at South Bend, even though the historic road left the west toward Michigan City. The entirety of the Michigan Road was made SR 29 in 1926.
42 – Hills And Lakes: This route was created to make a more or less direct route from Indianapolis to Lake Wawasee. It left Indianapolis along the Range Line Road, until it reached the Maple Road (now 38th Street), where the H&L turned east to follow the old Fort Wayne State Road, also known as the Allisonville Pike, out of the county. It did not get a state road number until 1932, when it became SR 13. It would later be renumbered SR 37.
47 – Pikes Peak Ocean-to-Ocean Highway: The original route of this road came through Indianapolis, using Rockville Road on the west and Washington Street/National Road to the east. It would later be moved to north of the city through Lebanon, Noblesville and Anderson. The original PPOO was made US 36 and US 40 in 1926.
69 – Jackson Highway: The Indianapolis section of this north-south long distance road used the old Lafayette State Road from the north (US 52 in 1926) and the old Madison State Road (US 31 in 1926) to cross the city.
92 – Terre Haute & Indianapolis Scenic Route: In Marion County, this duplicated the National Old Trails Road from downtown to the west, diverging in Belleville in Hendricks County.
Lebanon, county seat of Boone County. Boone County was created in 1830, effective 1 April 1830. Lebanon would become the seat of Boone County after Jamestown was not met with a great deal of approval. The choice was made when Commissioners chosen to find a new site met at the center of the county and basically said “yep, this is it” on 1 May 1831. In 1833, the move was officially made…and the town was given a name. From that point on, Lebanon had been a crossroads town both in trails and trains.
The town would find itself along the paths of several “state roads” the were created in the 1830’s. The first I want to mention is the Richmond-Crawfordsville State Road. As the name suggests, it started at Richmond. I covered parts of this road several times in the past year. It basically follows what is now SR 38 out of Richmond to Noblesville, then SR 32 across Indiana through Westfield and Lebanon to Crawfordsville. This road would connect the town to the cross-state highway called the Michigan Road.
The second road that would traverse the town would be the Indianapolis-Lafayette State Road. This road started in near downtown Indianapolis, leaving Marion County on what was the original US 52. This is a topic we will come back to. This historic route would continue through the town to its terminus in Lafayette, where it ended right at the banks of the Wabash River. Through Lebanon, it would become Indianapolis Road southeast of town, and Lafayette Road northwest of it.
Another road connecting the town would become an important feed to Lebanon in the early 20th Century would be the Frankfort State Road. Frankfort would become the county seat of Clinton County in May 1830, two months after the creation of the county and one month after the creation of Boone County. (Yes, you read that right…Clinton County is one month older than Boone County!) The Frankfort State Road left Lebanon along what is now SR 39. But, like other early state roads, the path between the two towns was anything but a straight line.
The next topic of this crossroads town is the railroad. Lebanon would come to have three railroads connecting it to the rest of the country, and all three would be in the hands of the two largest railroads in the United States east: New York Central and Pennsylvania. The third would be, eventually, owned by both.
The Lafayette & Indianapolis Railroad was created on 19 January 1846 to connect the title cities. The route that was chosen took the railroad through Lebanon. (It should be noted that this railroad did some street running in Zionsville on its way to Lebanon.) The Lafayette & Indianapolis would be consolidated into several different companies to eventually become part of the Big Four – Cleveland, Cincinnati, Chicago & St. Louis.
The second railroad that connected to the town was the Midland Route, which started life in 1871 as the Anderson, Lebanon & St. Louis Railroad. The railroad would find itself in constant financial bad times, as most smaller roads did in Indiana. After one of its bankruptcies, the ownership of the company fell into the hands of both the New York Central (through the Big Four) and the Pennsylvania Railroad. It was planned to be used as an Indianapolis bypass. That plan never really came to fruition.
The last railroad that would connect to Lebanon would be the Indianapolis & Frankfort, a Pennsylvania Railroad line that would commence construction from Ben Davis, near what is now the Indianapolis International Airport, in 1913. The road was built because up to that point, the Pennsylvania had no direct route from Indianapolis to Chicago, and it was using trackage rights on other routes to connect to PRR tracks heading into Logansport. The railway was completely elevated through Lebanon, along the western edge of the town.
Before the Indianapolis & Frankfort came to town, though, Lebanon was already the center point of another railroad empire – the interurban. For a smaller city, Lebanon had three interurban routes crossing the town. The Terre Haute, Indianapolis & Eastern Traction Company connected the town to Indianapolis, Crawfordsville, Frankfort and Lafayette. A short line connected to Thorntown. Unfortunately, the lines would be abandoned relatively quickly when they started going out of business. The Lebanon-Thorntown like would be abandoned 27 August 1926. The Indianapolis-Lafayette line would end services on 31 October 1930. In 1933, the Indiana State Highway Commission was attempting to acquire the right-of-way from Lebanon to Frankfort for SR 39. But the traction company that owned it had quit claimed the deed to the property…causing it to revert to the 66 owners of the land prior to the coming of the interurban.
When the Auto Trail era came into being, Lebanon was included in that, as well. The Indianapolis-Lafayette State Road, into Lebanon, and the Frankfort State Road north out of Lebanon, became part of the Jackson Highway. The Jackson Highway started in Chicago, roughly following the Dixie Highway, usually on a different path, to Nashville, Tennessee. From there, it connected to New Orleans. It entered Lebanon from the north on Lebanon Street, leaving town along Indianapolis Avenue.
Another Auto Trail that came through Lebanon was the Crawfordsville to Anderson. Just as it sounds, it crossed the state between the two titles cities along what would become, in 1926, SR 32. Most of the route is still in the same place, with the state making very few changes in SR 32 over the years (with the exception of north of Nobleville to Lapel). Later, this road would also carry the Pike’s Peak Ocean to Ocean Highway across Indiana. From 1916 to 1922, the PPOO connected to Indianapolis. From 1922 on, it connected (just like the Crawfordsville to Anderson) Crawfordsville, Lebanon, Westfield, Noblesville, and Anderson.
Lebanon also has the distinction of having the very first section of Interstate 65 that was built in Indiana. The section in question was built as a bypass of the town for US 52, skirting Lebanon along the south and west sides. When the interstate system was being created (and it was decided that I-65 would go from Indianapolis to Chicago instead of following US 31 like it did since southern Alabama), the logical route to use was what was already in place around Lebanon…a limited access highway that was wide enough to become part of the Interstate system.
Today, Lebanon sits with most of its transportation facilities close to intact. US 52 had been removed from the city in the early 1950’s. SR 32 and SR 39 still traverse the town. The Big Four railroad line from Indianapolis to Lafayette has long since been removed. The Midland Route to Westfield and Noblesville, likewise gone. CSX now runs trains along the old Indianapolis & Frankfort, which still connects to the title cities.
Indiana. The Crossroads of America. When the Auto Trails came to the state, there were quite a number of them. In 1922, there were 34 to be exact. While the State Highway Commission was busy putting state road numbers everywhere, people at the time still followed the colorful markers that appeared on utility poles throughout the state. In November 1922, an article was published in several newspapers across Indiana describing those Auto Trails. Those articles showed the signs that were posted along the way, and a brief description of the route. Anyone that has seen these lists in person know that the order of the highways is a bit weird. Yellowstone Trail is always listed first. Why? Because Rand McNally, when publishing the “official” Auto Trails maps in the late 1910’s and early 1920’s listed it first. It wasn’t the first such road…but Rand decided it would be.
Now, when I say brought into the system, it should be known that occasionally I will be talking about corridors…although many of the the roads were taken directly by the State Highway Commission.
The Yellowstone Trail: The Yellowstone Trail connected Plymouth, Massachusetts, to Seattle, Washington, and both to the Yellowstone National Park in Wyoming. From Valparaiso to Fort Wayne, the Yellowstone Trail became SR 44 originally. Later, in 1923, it would be changed to SR 2. That designation would be gone in 1926, when the corridor became that of US 30.
Dixie Bee Line: Designed as a more direct route to the south, as opposed to the older and more famous Dixie Highway, the Dixie Bee Highway separated from its namesake at Danville, Illinois. It entered Indiana northwest of Cuyuga, and went roughly due south through Terre Haute, Vincennes and Evansville. In 1920, the section from Cuyuga south became SR 10. It would later become SR 63 to Clinton, then US 41 to Evansville.
Range Line: This route became part of, arguably, the most important north-south route in Indiana. The Range Line Road, connecting Indianapolis to Peru via Kokomo, started life in Indianapolis as the Westfield Road. It got its Auto Trail name from the fact that it followed a survey line, called the Range Line, up to west of Peru, where it ended at the Wabash Way, mentioned later. It was so important that the route would be made a Main Market Road in 1917, given the number 1. It became SR 1 in 1919. It was changed to US 31 in 1926.
Lincoln Highway: The original version of this first transcontinental highway connected across Indiana via Valparaiso, LaPorte, South Bend, Elkhart, Goshen, Ligonier, and Fort Wayne. Again, due to its importance, it became one of the first five Main Market Roads in 1917, given the number 2. It then became SR 2. In 1923, the Fort Wayne to Elkhart became SR 46, Elkhart to South Bend became SR 25 to Rolling Prairie, and the rest of the original Lincoln Highway to Valparaiso became SR 42, while the future Lincoln Highway became SR 2 along the Yellowstone Route corridor. The two ends of the road in Indiana became US 30, while from Valpo to Rolling Prairie, and from South Bend to Fort Wayne, became SR 2 again. Later from South Bend to Fort Wayne became US 33.
National Old Trails Road: While most of the way across Indiana, this Auto Trail follows the nation’s first highway, the National Road, it is not entirely the route. While most of the NOTR became Main Market Road 3 in 1917, then SR 3 in 1919, the portion east of Richmond was left out of the state road system. At Richmond, the NOTR turned toward Eaton and Dayton, before connecting back to the original National Road at Springfield. Later, in 1926, that section of the NOTR would become SR 11…then US 35 in 1935.
Dixie Highway: Ironically, that which was the first transcontinental north-south highway would only become part of the state road system in sections. From Danville, Illinois, to Crawfordsville would become SR 33, the Indiana-Michigan state line to Rochester became SR 1, Martinsville to Bedford became SR 22, Bedford to Paoli would become SR, originally Main Market Road, 4, and from Paoli to New Albany would be SR 42. This changed in 1923. SR 42 became part of SR 5, SR 4 became an extension of SR 22, as did the route from Martinsville to Indianapolis, from Indianapolis to Logansport became SR 15. 1926, and the number of state roads the old Dixie Highway became is large: SR 25, SR 29, US 31, SR 34, SR 37, and US 150.
Pikes Peak Ocean to Ocean: This road had two routes through Indiana in its history. The first route came into Indiana west of Montezuma. From Montezuma to Danville, the original route became SR 31. By 1923, instead of SR 31 connecting to SR 3 (later US 40) near Cartersburg, it connected to SR 3 west of Indianapolis at where the (original) Rockville Road connected to the National Road. The new route would cross Indiana north of Indianapolis, with the route entering Indiana from Danville, Illinois, with the Dixie Highway. From Crawfordsville to Lebanon, it would become SR 33. From Westfield to Union City, the 1920 road number was SR 37. 1923 saw SR 33 extended from Crawfordsville to Union City, with the SR 37 designation from Anderson to Muncie. In 1926, SR 33 would be changed to SR 32. This was also the route of the Crawfordsville to Anderson Auto Trail.
There are far more routes that crossed the state. I will cover more of them at a later date.
When the Pike’s Peak Ocean to Ocean (PPOO) Highway was created in 1915, a meeting in Indianapolis was held “to promote the acquaintance of the people of Colorado with those of the states to the East.” (Source: Indianapolis Star, 21 April 1915) “The Cumberland and the National Roads form the eastern part of the Ocean-to-Ocean highway as it has been mapped by Pike’s Peak boosters.” While this is mostly true, between Richmond, Indiana, and Springfield, Ohio, that route wasn’t. I covered that on 13 September 2019 with the post US 40 East of Richmond.
Starting in 1916, the PPOO started its Indiana journey across the state by entering along what became US 36 from Illinois, connecting Rockville to Indianapolis (along the Rockville State Road). From Indianapolis, the road followed the National Old Trails Road to Springfield, Ohio, via Greenfield, Richmond, Eaton and Dayton. After Springfield, the PPOO connected to Columbus and Coshocton. This will be important soon.
Fast forward to the Muncie Sunday Star of 16 July 1922. The city of Muncie was looking forward to becoming accessible via a transcontinental highway. The PPOO was changing the route through the state. More to the point, the PPOO organization was thinking about it, but “as now seems certain.” This would make Muncie “the largest city in Indiana on the route and probably the largest city for a stretch of 250 miles or more through this section.”
The article goes on to state that “the trail already had been assured as far as Anderson on the west. The success of the effort to orgnaize a local chapter of the Pike’s Peak Ocean-to-Ocean Highway Association will determine whether the highway will continue on east over the proposed route or whether it will traverse points to the north of the city.”
So, what was the proposed route? At least in the 1922 change listed in that newspaper article? At Rockville, the new path would turn northeast to Crawfordsville. While a path is not specifically mentioned, maps of the proposal show a direct route between the two towns, making it possible for the PPOO to travel through Guion and Waveland on its way to Crawfordsville. From there, the route is pretty much a straight line through Lebanon, Noblesville, Anderson, Muncie, Farmland, Winchester and Union City. On the Ohio side of the state line, Greenville and Piqua would be on the new route before connecting to the original route at Coshocton.
When the PPOO was rerouted in 1923, Muncie got its wish. It was included on a transcontinental highway. The difference between what was proposed in 1922 and what became reality in 1923 was the section west of Crawfordsville. Instead of entering the state west of Rockville, the route through Illinois had also been moved north, leaving that state east from Danville. This made the PPOO come through Covington instead of Rockville.
Controversy again arose in 1925 concerning the routing of the PPOO. The Indianapolis Star of 08 March 1925 received a statement from H. D. Judson, of St. Joseph, Missouri, General Manager of the Pike’s Peak Ocean-to-Ocean Highway. The message read that a new map of the routing was released erroneously. What did this map show? In western Indiana, the route would be changed to connect to Attica. The reason for the controversy was that it was alleged that the change in the route was made with the assistance of the Indiana State Highway Commission…with Attica being the hometown of Chairman of the ISHC, Charles W. Zeigler. Since the proposal was listed as erroneous, I can find no maps that show the routing between Danville, Illinois, and Crawfordsville.
It was determined, according to Mr. Judson, that “it was with forethought and careful consideration of future needs that the highway was purposely rerouted to avoid Indianapolis, Dayton, Columbus, Springfield, O., and other cities on the National Old Trails.” A problem occurred when the Indiana PPOO association had taken subscriptions of money from towns along the abandoned route, including Dana and Montezuma. But Mr. Judson made it a point that sections of original SR 33 (became SR 34 [US 136] west of Crawfordsville and SR 32 east of that city in 1926) were in the list to be paved in 1925, making a good anchor for the road through the state.
After the Great Renumbering, and the creation of the US Highway system, Auto Trails started disappearing from the landscape, having served the purpose of getting good roads supported by the government. A mention in the Indianapolis News of 14 May 1934 states the PPOO, at that time, had been rerouted through Indianapolis at some point, following the Rockville Road to the west of the city. A classified ad in the Franklin Evening Star of 23 January 1932 lists an 80 acre farm “located 26 1/2 miles west of Indianapolis, 6 1/2 miles west of Danville, and 1/2 mile east of New Winchester, Hendricks county, on State Road 36, known as Pike’s Peak Ocean-to-Ocean Highway.” The PPOO is still listed on SR 32 according to the Noblesville Ledger of 14 February 1931. This is listed in a classified ad for another 80 acre farm for sale north of Fishersburg and Lapel.
In the early days of auto travel, the United States was criss-crossed by a large number of “highways,” known as Auto Trails. These were privately funded roads, signed along existent county routes. Some of these routes were cross-country routes, like the National Old Trails Road and Lincoln Highway. Some were just connecting routes that made some people wonder about what they were thinking when they created them. Such is the Crawfordsville to Anderson Highway.
While this road, or most of it, would come into the state highway system as SR 32, in the beginning, it was just a road to connect two county seats. This would connect all of the major Auto Trails between the two cities to each other.
The section from Crawfordsville to Noblesville, through Lebanon, was built as a state road connecting New Castle to Crawfordsville. This route would change a little from here and there before and after becoming SR 32. At Noblesville, the CtoA followed the old Fort Wayne State Road to what is now 191st Street across to Fishersburg, where it again meets what is now SR 32 to Anderson. This would have been part of the Anderson-Noblesville State Road…again from the 1830s.
Again, there was a private association created to fund and maintain this route. As best as I can figure, the Crawfordsville end of this road connected to the Dixie Highway route that connected Crawfordsville to Indianapolis. Thus this route became a feeder route for the Dixie Highway to Chicago. Also, by 1923, this route would become the route of the Pikes Peak Ocean to Ocean road through Indiana…replacing the old Rockville State Road and National Road as the PPOO.
When the new state highway system was created in 1917 (1919), this route would become part of OSR 33. Some of the original state roads would end up part of the new state highway system for this reason. Basically, it was a state takeover of a county road that had been a private road, built by the state and given to the county and sold to a private company.
With the Great Renumbering, the road changed from SR 33 to SR 32. Again, the route was moved around in a few places to allow better traffic flow.
This is part two of the quick description of the Auto Trails, as listed in the Lafayette Journal and Courier of 1 November 1922. It gives a general idea of the roads that most of which would be accepted into the State Highway System. The numbering used corresponds to the numbers used on the Rand McNally Auto-Trails maps of the late 1910s through the mid 1920s.
(Note – all information in this entry comes directly, word for word, from the mentioned newspaper. Some may disagree with what was written.)
(25) The Dixie Highway originally was laid out over what is now known as the Michigan road running from South Bend, but later the routeing came from Chicago to Danville, Ill., and then into Indiana at Covington, and through Crawfordsville to Indianapolis (which road is now hardly used because of its condition), and then to Martinsville, Bloomington, Bedford, Paoli, and New Albany. Originally marked by the Dixie Highway association units at various places along the route. Later in parts re-marked by the H.S.A.A., and the Crawfordsville-Indianapolis-Paoli route now is being entirely repainted by one of the H.S.A.A. painting outfits.
(26) The Michigan Road, extending through Indiana by way of South Bend, Rochester, Logansport and Indianapolis, and on south to the Ohio River. Established by the state of Indiana in the early history of the state, right-of-way having been granted by the Indians. Marker adopted by the H.S.A.A. and the marking promoted through the motor clubs enroute – on list for remarking.
The only part of the historic road that didn’t make it as part of this Auto Trail is the section from Napoleon to Bryantsburg. The Auto Trail runs through Versailles, which was east of the original road.
(29) Crawfordsville to Anderson, marked by clubs enroute, but now replaced by state road markings practically all the way.
(30) Corn Belt Route, going entirely across the state of Illinois and entering Indiana at Kentland, extending to Goodland, Remington, Wolcott, Monticello and ending at Logansport. Marked by clubs along the route; due for re-marking.
(34) Lincoln Highway, extending through Indiana by way of Goshen, Ligonier and Fort Wayne. Established and marked by the Lincoln Highway association.
(36) Hub Highway, extending across Indiana from Lafayette through Frankfort, Tipton, Elwood, Alexandria, Muncie, Winchester, and Union City, and across Ohio by way of Dayton, Xenia to Washington Coury House. Marked by clubs enroute; now being re-marked by Hoosier State association.
(39) Custer Trail, principally a Michigan trail, but extending south through Angola, Waterloo, Auburn to Fort Wayne. Marked in Indiana by H.S.A.A.
(42) Hills and Lakes Trail, extending from Indianapolis by way of Noblesville, Elwood, Wabash, North Manchester to lake resorts. First marked by Hoosier Motor club and other clubs along the route, principally from Wabash; later re-marked by automobile association and soon to receive additional attention. Construction work on main route had held up matter of repainting the poles up to this time.
(43) The Dunes Highway, extending from Michigan City through the Dune region by way of Gary, Indiana Harbor and Whiting to Chicago, connecting with Sheridan pike at Chicago and with West Michigan pike at Michigan City. Established by the Dunes Highway association, marked by the H.S.A.A. Hard pavement now under construction between Gary and Michigan City.
(47) Pike’s Peak Ocean-to-Ocean Highway. This route extends from San Francisco to New York, entering Indiana at Montezuma, extending by way of Rockville, Bainbridge, Danville, Indianapolis to Richmond and on east. Established by Pike’s Peak Ocean-to-Ocean Highway association, marked by clubs in Indiana. Now being rerouted by the Pike’s Peak Highway association.
(48) South Bend to Knox, marked last year by the H.S.A.A.
(56) Atlantic-Pacific Highway, extending from Los Angeles, Cal., to Washington, D. C. The most recent national highway across the state of Indiana, entering at Princeton, crossing the state by way of Oakland City, Jasper, French Lick, Paoli, Salem, Scottsburg, Madison, Vevay, Rising Sun, Aurora and on to Cincinnati. Marked this year by H.S.A.A.
Indiana has always been known as the “Crossroads of America.” For the most part, highways connecting Indiana to the rest of the United States have been through routes. But in the beginning of the US highway system (i.e. that on 1 October 1926, when it came to life in Indiana), there was one that ended near the western edge of the city of Indianapolis: US 36.
Let’s step back quite a bit before October 1926. What is now US 36 began life as the Indianapolis-Rockville State Road, basically a wagon trail connecting the capital city to the county seat of Parke County. Along the way, it also connected to the county seat of Hendricks County, Danville. What is currently US 36 west of Hendricks County is part of the original road. However, there were several sections that were straightened out by the state over the years.
When the Auto Route era started, the Rockville Road (now a series of county gravel roads) was included as part of the Pikes Peak Ocean to Ocean Highway. I have copies of maps spanning 1918 to 1920 showing this. Also, the Federal Highway Administration shows this in a series of strip maps. This link shows the section from Indianapolis to Chrisman, IL.: https://www.fhwa.dot.gov/infrastructure/ppmap05.cfm
(East of Indianapolis, at this time, the PPOO followed the National Old Trails Road, including the Eaton Cut-off, towards Dayton, OH.)
By 1923, the PPOO had moved, according to the website http://www.ppoo.org. The 1923 route was moved to come into Indiana along what was original SR 33 across Indiana. OSR 33 became SR 34 (and, later, US 136) from the Illinois-Indiana state line to Crawfordsville, then became SR 32 through Lebanon, Noblesville, Anderson, Muncie and Winchester to the Indiana-Ohio State Line at Union City.
The old PPOO, Rockville Road, by 1923, became SR 31 from SR 10 (future SR 63) to its connection with OSR 3 (the National Road) at what is now Holt Road and Washington Street. (To use the original road, either east or west, requires a journey through a Steak ‘n Shake parking lot. This is a fact that I have repeatedly used throughout the existence of both this blog and the Facebook group that spawned it.)
With the Great Renumbering of 1 October 1926, US highways were added to the state, and US 36 was among them. The route of the original PPOO, the one that became SR 31, became the route of US 36. However, the section that connected Chrisman, IL, to SR 63 was incomplete and under construction. Since, at the time, it had not been a section of the state highway system, the ISHC was playing catch up to get it up to speed. Also, at the time, the original US 36 connected to the National Road at the above mentioned Steak ‘n Shake (i.e. Washington Street and Holt Road). Holt Road originally came from the south and ended at this intersection. It would be many years later, even after the removal of US 36 to I-465’s south leg, that Holt Road would be built to the dead end (more or less) that it is today.
That’s right. US 36 ended in Indianapolis. It followed US 40 downtown, but most maps I have seen from the era aren’t detailed enough to show that. The only proof I have of that is a picture from the Indianapolis News of 28 April 1928. It shows a “highway totem pole” at the corner of West Washington Street and Meridian Street. (That point was a multiplex consisting, in the order the state put them, US 40, US 52, US 36 and SR 29. US 36 stayed in that status for at least the next five years.
I am doing further research into the location of US 36 along the Rockville Road/Rockville Avenue corridor. For the longest time, the section that is Rockville Road now from Washington Street to what is called Rockville Avenue didn’t exist. As a matter of fact, official Indiana State Highway Commission maps show that Rockville Avenue was US 36 all the way up to 1930. What is now Rockville Road east of Rockville Avenue, apparently was the dream of the E. L. Cothrell Realty Company. In 1925, they started building a new neighborhood, which could be reached by going “out West Washington street to the 3500 block.” By 1927, it would finally list the Rockville Road as part of the marketing, as all houses would front either Creston (the name of the development) or Rockville. As shown in the map below, it would seem that the “new” Rockville Road was built expressly for the Creston development.
By 1932, the extension of US 36 started. The signs marking US 36 were extended along what was then SR 67 (Massachusetts Avenue/Pendleton Pike) and, when near Pendleton, along SR 9/SR 67 to Huntsville, where a road was authorized to connect Huntsville to Ohio SR 200 at the state line west of Palestine, OH. At that time, the designation US 36 entered Ohio as the cross state line continuation of SR 32 at Union City. That US 36 connected Union City to Greenville, OH.
By 1933, the state had under its jurisdiction the complete route that would be US 36 in Indiana. There were some changes along the way, with sections moved and bypassed here and there. The first bypass was being built in 1935, which would be a replacement for the section through downtown Indianapolis. By 1936, US 36, and SR 67, would be turned north along SR 29 (later US 421, today West Street/Martin Luther King Jr. Street) to 38th Street. Then east along 38th Street to its connection to Pendleton Pike. (BTW – officially, this is the beginning of what is now called Pendleton Pike. 38th Street, at the time, was the edge of the city most of the way. As such, inside 38th Street, the old Pendleton Pike is called Massachusetts Avenue. That will be the subject of a later post…I promise.)
The major bypass would also be in Marion County. In the late 1970’s, the Indiana Highway Department, and its successor, the Indiana Department of Transportation, would start handing state roads back to the counties. In Marion County, as far as US 36 was concerned, that would mean that the designation US 36 would turn onto I-465, using the road from Rockville Road on the west side, along the south leg, to Pendleton Pike on the northeast side.
When the Good Roads Movement started in the late 19th century, the primary focus was on, more or less, two things: bicycle transportation and mail delivery. Cars came later into the discussion.
Indianapolis was already a crossroads city. Unfortunately, most of that was eclipsed by being a major crossroads in the world of railroads. While you could get to the city using the trails at the time, Indianapolis really took off when the Madison & Indianapolis Railroad came to town. And to be honest, Indianapolis WAS a town until the railroad was built. 1847 not only marked the coming of the M&I, but the incorporation of the City of Indianapolis.
When the named highways started appearing on the scene, they naturally followed the paths that were already there. The major roads into Indianapolis became a hodge-podge of named routes linking the city to far away destinations.
But what WERE those roads before they became the Dixie, or the Jackson, or any other of the names. That is the purpose of this post.
The National Old Trails Road for 80 years had a shorter name here: the National Road. For those that don’t know, the National Road was built along its route to connect the (then) capital cities of Ohio, Indiana and Illinois. (The irony is that there STILL is a road to connect Indianapolis to the now capital of Illinois, it’s just not US 40, it’s US 36).
Pike’s Peak Ocean-to-Ocean: The original route from the west connects Indianapolis to Springfield, IL. (See above.) It came into town as the Rockville Road, leaving as the National Road to the east.
Dixie Highway: One route entered from the west along the Crawfordsville Road. The other route entered from the north along Indiana’s first state road, the Michigan Road. One route left the city along the Bluff Road (named for going to the bluffs of the White River at Waverly), the other, again, followed the National Road towards Richmond.
Jackson Highway: Entered from the northwest along the Lafayette Road, left southeast along the Madison Road.
Hoosier Highway: Entered from the northeast along the Oaklandon Turnpike (changed and shortened to Pendleton Pike), left southwest via the Mooresville Road.
Hill & Lake Trail: Entered from the north along the Fort Wayne (Allisonville) Road, left via the Three Notch Road.
Range Line: Entered from the north along the Range Line (Westfield) road, left south via the Madison road.
Some of you may notice that road names are still the same in some cases.
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.