INDOT’s Reference Post System

In 1999, the Indiana Department of Transportation decided that it was time to come up with a system that would help better keep track of features along the roads that for which it was responsible. While is would be based, according to INDOT, on the mileage of the road, it was not a milepost system. It was a locator for maintenance items, other than signs, on the state highway system.

RPS 86 on US 40, Marion County, Indiana (Washington Park Cemetery). From Google Maps, snipped 23 December 2020.

There are many parts to the system. The one that most people would have seen, but not really noticed, were the signs that were put up for use with the system. These consisted of small blue signs with a mile number on it, with a smaller sign, if needed, below it with an offset to that mile on it. The signs themselves were barely wider than the post they were on. Very small in relation to most highway signs. Since they are technically only for INDOT use, their size wasn’t a concern. The public wouldn’t notice them, lessening the sign pollution that departments of transportation have been trying to keep under control forever.

RP 88, Offset .88, US 40 bridge of Buck Creek, Cumberland

I really wish I could have had a better snippet for the offset post, but then, the idea was to give the reader the image of what they roughly look like, so the reader would know what to look for.

The RPS manual is very detailed in its information. For instance, the picture to the left is listed as “RP_U_40_Post_86,” meaning “Reference Post, US 40, Post 86.” The one on the right is listed as “CUMBERLAND CORP. LINE BR 4588 O BUCK CREEK,” at least in the 2004 manual.

US 40 is a very prime example of why this system isn’t to be used as a mileage post system. The system was setup prior to the 1 July 1999 decommissioning of US 31, SR 37 and US 40 inside the Interstate 465 loop. What was, in 1999, marked as mile 86 on US 40 is, in 2020, at mile 92.37 on that very same road in 2004. In 2016, the last update from INDOT, it was listed as US 40 mile 65.179. The legal definition of US 40 was lengthened when it was rerouted along the southside of Indianapolis on I-465 in 2004. By a little over six miles. By 2016, the extra mileage along I-465 was removed to show a more accurate road mileage count towards INDOT’s limit of 12,000 miles.

But there is a bit more to the reference post system that comes into play. Each highway listed in the RPS not only includes the complete mileage for the road in Indiana, but they are also listed by the mileage per county, as well. For instance, reference post 86 above is listed as Marion County mile 24.06 in 2004. In the 2016 manual, that mileage is 5.027.

Then, the reference post system records almost everything along the road. This includes EVERY village/town/city street that intersects with the posted road. For instance, near reference post 86 is, in the 2004 manual, “86 + 0.21 24.52 IR 4193 LT (DELBRICK LN).” At reference post location 86.21, 24.52 route miles into Marion County, Delbrick Lane connects to Washington Street (US 40) on the left (north) side of the road. Directions are listed from the increasing number of the reference post. Every street is listed, although almost none of them have a reference post sign.

Also, the corporation limits of towns and cities are listed by the reference post location, although there is no reference post installed most of the time. This even includes old corporation limits. For instance, in the 2016 manual, reference post 85+0.686 is listed as “City or Town Limit – Indianapolis.” Post Road is reference post 86+0.668. Legally, Indianapolis continues for another at least two miles (the sign welcoming one to Indianapolis is west of German Church Road, the county line is another mile east of that, but that is in the town of Cumberland. And even legally, Cumberland is part of Indianapolis. It is as confusing as all get out, but suffice it to say, for the past 50 years, the city limits of Indianapolis have been the county limits of Marion County, with some exceptions. Certainly not Post Road.

But the idea of the legal multiplex of I-465 with almost every INDOT road in Marion County (there are two that don’t mix with I-465: US 136 and SR 135) that brings up another question. What about multiplexes of state roads?

When the system was created in 1999, it was designed with a hierarchy of roads. That hierarchy was interstate, US highway, then state road, in that order. INDOT does not use the term “multiplex” officially. It is called “travel over” in Indiana. The following picture comes from the INDOT RPS guide of 1999 showing how “travel overs” are handled when it comes to marking the mileage of the road.

Indiana Department of Transportation Reference Post System Users Guide, May 1999.

As you can see, near Frankfort, US 421 takes precedence with the little blue signs. SR 39 is junior to SR 38 when it comes to the signs, only due to the fact that 38 is before 39 numerically.

The system underwent some changes between 2004 and 2015. In 2015, it was made perfectly clear that the manual may contain some mistakes, but that every effort was taken to avoid them.

There was also a special note involving US 40 in Vigo County. When US 40 was removed from most of Vigo County, and rerouted along I-70 and SR 46, the RPS system was not changed to reflect that. The section of US 40 that “travels over” SR 46 is still labelled as SR 46. Here is INDOT’s explanation: “US 40 in Vigo County has a special issue that needs to be addressed. Due to relinquishments and creating a travel over for US 40, the alignment does not follow the historic path. US 40 now traverses where SR 46 has traditionally been and SR 46 is considered the Travel Over on US 40. However, the existing reference posts are still for the SR 46 route and are running in a contrary direction to the increasing direction of US 40. Therefore, for the purposes of this book, RP and Offset for the first 3 miles of US are based on the State Log Measure until it reaches the traditional location for US 40 and then jumps to RP 11 + 00 at the intersection of SR 46 and US 40.”

I mentioned above about the original system being put in place prior to the decommissioning of routes in Marion County. It is important to note that there were more routes affected than just those that were moved to I-465. Those routes were US 31, SR 37 and US 40. The mileage on those roads got weird, yes. But there were two others that were affected by the change…and one most people didn’t even realize.

SR 135 was rerouted from Troy Avenue to Thompson Road, cutting two miles out of the official route. This just required moving the little blue signs from north of Thompson Road, and surveying what else would need signs. And what wouldn’t.

The other route affect wasn’t even marked when it was decommissioned. Shadeland Avenue on the east side of Marion County was still legally SR 100 from I-465 to US 40 (Washington Street) until 1 July 1999. For the longest time, the only marker on SR 100 was a smaller blue sign below the reference post signs that read “100.”

INDOT has available on their website the RPS manuals for 2004, 2015 and 2016. Also available is the users guide from 1999. Here are the links for each: Users Guide200420152016

I-465 and I-70, Marion County East Side, A Pictorial History

Today, I want to take a look at the interchange between Interstates 70 and 465 on the east side of Marion County…in pictorial form. This history will cover from 1962 to 1993, with what aerial photographs are available from MapIndy, the official mapping application of Indianapolis/Marion County. It will also cover the interchange between Interstate 70 and Shadeland Avenue, which was SR 100 before, and for some time after, the building of its replacement, I-465.

1962
1972
1978
1979
1986
1993

Two of the constrictions at the location of this interchange were both 21st Street and Franklin Road. Franklin Road had been in place since it was created as the Noblesville-Franklin State Road early in the state’s history. As you can tell from the photos, the routing of Franklin Road was changed between 21st Street and around 25th Street. The original routing of the road is still in place, but contains two dead end sections at the interstate.

21st Street has been around for a whole lot of years, as well. Maps show that it was added to the county sometime between 1870 and 1889. In 1889, there was a toll house for the Pleasant Run Pike on the northwest corner of 21st Street and Shadeland Avenue. From what I can tell, the only part of the road that was a toll road was from Arlington Avenue to Mitthoeffer Road. Today, 21st Street can be followed from Massachusetts Avenue at the Bee Line (Big Four – Conrail – CSX) Railroad to a point just northwest of Charlottesville.

The ramp from I-70 West to I-465 South was under construction in 1978, and would be completed in 1979. Prior to this, that traffic movement was handled by a loop ramp, as the interchange was originally built as a 3/4 cloverleaf. By 1993, the current collector/distributor system connecting Shadeland Avenue to both I-70 and I-465 was completed.

The ramps to Shadeland Avenue have always been a very tight fit into the area allowed.

Indianapolis and Requested Changes to the Interstates

The construction of the interstates in and around Indianapolis were always contentious. Whether it be a direct route to the northeast side, or the routing of Interstate 65 from downtown, controversy was never a stranger to the entire process. Things were desired, things were shot down. Today, I want to focus on some requests from the Metropolitan Plan Commission to the State Highway Commission when it came to the designs of both I-465 on the east side and I-65 on the south side. These requests were publicized in July 1968.

The reason that the Metropolitan Plan Commission ever was involved in the first place was a then new Federal regulation designating the group as the review agency for the entire region. The MPC was given review powers over any project that used Federal funds in any way.

The first project that they wanted to change involved I-465 from 56th Street to White River. The major recommendation for this project is that land be acquired between the interstate and Shadeland Avenue, then SR 100, for landscaping between the two. The MPC also made the request that SR 100 between Fort Benjamin Harrison and Castleton be widened, eventually.

Two other recommendations for I-465 were purchase of more right of way in the area of Allisonville Road and 82nd Street, and the removal of the planned 75th Street bridge. The first would allow improvements to the intersection of Allisonville and 82nd…something that is always needed, especially after improvements are made. The second would have eliminated any crossing of the interstate between 82nd Street, which at the time was SR 100, and 71st Street.

The major recommendations were made to the south side on Interstate 65, however. Those recommendations would lead to a very different scenario for those traveling I-65 between Thompson Road and Whiteland Road.

The first recommendation involved Stop 8 Road, now called Edgewood Avenue. The original plan involved Stop 8 Road crossing over the interstate, as it does to this day. The MPC recommended that plan be scrapped, and a full interchange be put in at Stop 8 Road. The building of the current overpass at Edgewood required the demolition of two homes, and the building of an access road to several others. As shown in the 1962 MapIndy aerial photograph below, it would have required much more ROW acquisition.

The second recommendation was to change the planned interchange at Southport Road to just a grade separation. That’s right. The busy intersection of Southport Road and Emerson Avenue would have not involved an interstate interchange as it does today. I am unsure why such a recommendation would have been made. Below is an aerial picture of the area in 1962.

Next, the Metropolitan Plan Commission recommended a change to the width of the Stop 11 bridge clearance, making it wider. This would allow a wider roadway under Stop 11 Road. They also recommended that it be considered for conversion to a full interchange at a later point.

The last two recommendations would allow for a wider roadway for the interstate, and room for expansion later. The two bridges that would be involved were the Emerson Avenue bridge and the County Line Road bridge. The ROW under these two structures, it was recommended, should be wider.

In the end, most of the recommendations involving interchanges were shot down in the end. Southport Road became the access point to I-65. You could still cross the interstates at Edgewood Avenue, Stop 11 Road, and 75th Street. The bridges at Emerson and County Line were made wider and higher for future expansion.

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.

The Building of I-465

The building of the Indianapolis bypass, Interstate 465, involved a lot of pieces to fall together. Property acquisition was a big part of that. Then came the money involved in building the interstate in the first place.

The Indianapolis News, on 14 December 1959, published the above photograph showing the first section of Interstate 465 to be built. It was already under construction when the article was published. Two contracts, on for the 46th Street overpass ($149,968.03) and the 56th Street overpass ($168,178.51) had already been signed. It is mentioned in the caption that “design work hasn’t been completed on the Interstate 64-465 cloverleaf interchange, although a $582,836.95 bid has been received for part of the work.” One wonders where that cloverleaf might have been.

Even before that, it was announced in the Indianapolis News of 30 April 1959 that the contract had been let for the grade separation (bridge) for 34th Street over the new interstate. What is of particular note is the line “over west leg of new Ind. 100, to be renumbered Interstate 465.”

Late 1962 would be the planned bidding date for a contract to build a new interchange in the already completed northwest leg of I-465. At the time, 38th Street was being extended and improved across northwestern Marion County. It was decided by the Highway Commission to create a diamond interchange where 38th Street crossed over I-465. At the time, there were no interchanges on the northwest side between I-74/US 136 and I-65.

Indianapolis News, 08 August 1962, showing progress on I-465 construction through Beech Grove.

The end of November, 1962, saw the announcement of a $3,197,216.11 contract to build the interstate from Meridian Street to Carson Avenue on the south side of Marion County. This contract was let on the same day they were opened. This was to allow for quicker construction of the bypass. Also, this was to give the contractor as much time as possible to complete construction before the deadline on December 1963. The 2.3 miles of new road and five bridges involved in this section of interstate would bring the highway to almost the pending interchange at I-65.

Another contract had to be let in this section when it was realized that the banks of Lick Creek, with the interstate built on both sides near Carson Avenue, had to be reinforced. To the tune of $298,014.40. The creek, as of 21 April 1964, had eroded its bank the previous winter requiring the building of additional slope walls and revetments to keep the creek where it belonged between the two directions of I-465.

In 1963, a contract bid to build the large interchange on the south side of Marion County between I-65 and I-465 was one of the bigger contracts. The project involved eight bridges and two miles of pavement to connect two of the sections that were already under construction or completed. The low bid on that particular contract was $3,507,672.18 by McMahan Construction Company of Rochester and R. L. Schutt Construction Company of Indianapolis. This bid was announced publicly on 20 April 1963.

Indianapolis News, 24 July 1967, showing the construction progress of the 56th Street bridge over (future) I-465.

The first contract to be opened up after the Fall 1964 completion of I-465 between I-74 and SR 100 (Shadeland Avenue) was the bidding, starting 25 May 1965, of a single bridge over US 52 (Brookville Road) and the Baltimore & Ohio railroad tracks on the southeast side of the county. This contract, and the rest of them connecting I-74 to US 40 on the east side had been on hold due to right-of-way difficulties. Norman F. Schafer, executive director of the State Highway Commission, commented that the summer of 1965 would be the first time in more than four years that no major construction was underway on the beltway.

Indianapolis News, 24 August 1967. Construction underway on the north leg…and a proposed SR 100 connecting the west leg at I-65 to the north leg west of Zionsville Road. This section would be built as SR 100, but like the rest of the route, would become part of I-465, causing confusion for over two decades with the “dog leg.”

The north and northeast legs of I-465 would be the hardest to complete. So much so that in July 1968, the Noblesville Ledger ran photos of the construction of the interstate through the small section of Hamilton County through which it passes. It is mentioned that the “State Highway Department schedules call for ‘phasing out’ I-465 construction from it western link with I-65 east to White River by the first winter freeze. However, I-164 from just north of Fall Creek northwest to White River will not start this year.” I would share the photos from that newspaper, but they are very dark and hard to see.

Indianapolis News, 17 March 1960. Proposed new route for the north leg of I-465 through Boone and Hamilton Counties.

I would be remiss if I didn’t mention one “might have been” on this entry. I found this map of another proposal for the north leg of the bypass. On 30 Janaury 2020, I wrote “Alternate Routes for I-465 on North Side of Indianapolis,” but didn’t find this map. I thought it appropriate to share it here.

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.

I-465 Construction, the PRR and Madison Avenue

Indianapolis served as a railroad capital for many years before the coming of the automobile. Since surface roads connected Indianapolis to many points in the state in many directions, it was logical that the coming of the automobile would lead to a concentration of automobile routes. But those were still subject to the locations of railroads. The interstate would change all that.

The purpose of the interstate was to create a high speed, limited interruption traffic flow. This, by definition, would require the new interstates to deal with going over or under those rail routes. Most of those intersections were accomplished with the interstate going over the railroads. And these overpasses are high, due to the clearances that were going to be required by the railroads at the time.

If one looks at a map of Interstate 465, one would notice that there is only one railroad bridge over the interstate. That bridge is the original Madison & Indianapolis, then Pennsylvania Railroad, on the southside. The reason for this really came down to the location of the interstate more than anything else.

When the interstate’s location was decided, it would follow closely to the original chosen location to SR 100 which it was replacing. That original location, in terms of Indianapolis modern street names, was Shadeland Avenue, 82nd/86th Street, High School Road, and Thompson Road. A quick glance at a map shows this.

On the southside, through the south central part of the county, this led to the interstate route traversing through the Lick Creek “valley.” The Pennsylvania Railroad already had a bridge over Lick Creek in the area. That same bridge also crossed the road leading into what was Longacre Park (being turned into a trailer park from September 1963), which had been in that location since 1926.

Louisville & Indiana (former Madison & Indianapolis/Panhandle/Pennsylvania Railroad) bridge over Lick Creek and Lick Creek Parkway into Longacre Mobile Home Park. This Google Maps image was sampled on 10 May 2020, from an image captured in June 2019. This image shows both the original bridge and the 1964 concrete expansion places on top to raise the level of the railroad.

The level of the railroad over that section of the coming interstate was right around 13 feet above ground level. This amount of clearance wasn’t enough for the State Highway Commission. This would require the Pennsylvania Railroad to raise the level of the railroad about three feet. This can be seen by the concrete extension over and above the old stone bridge over Lick Creek and Lick Creek Parkway just south of the interstate.

Google Map aerial photo of the Louisville & Indiana crossing of Interstate 465. Image was sampled 10 May 2020.

The Indianapolis Star of 27 March 1964, in a news story announcing road closures throughout the area, mentions that “Lawrence Street will be blocked for two weeks while the Pennsylvania Railroad elevated and repairs the tracks in connection with Interstate 465 construction.”

Also at work at the time was the Madison Avenue crossing of Interstate 465. Before the coming of the interstate, Madison Avenue had been a two lane state road, SR 431, south of Shelby Street. The main access to Longacre Park was actually north of Lick Creek, as shown in the following 1952 aerial photograph from MapIndy. The trailer park along Madison Avenue at Redfern Drive would come into direct play when I-465 started construction through the area.

1957 MapIndy aerial photograph of the Lick Creek area from Madison Avenue to Longacre Park.

Before the interstate construction would reach the area, a redesign of the Madison Avenue crossing of the area was already in process. The new bridge across the future interstate and Lick Creek would be two lanes in each direction. To accommodate this construction, a new, temporary, Madison Avenue would have to be built to bypass the area of the new bridge. Also, utility lines would also have to moved to the east.

1962 MapIndy aerial image of the area of Madison Avenue and Lick Creek.

The image to the left is the 1962 aerial photograph of the area from MapIndy. It shows the bypass Madison Avenue being built through the mobile home park at Redfern Drive mentioned above. The bypass would start south of the current Lick Creek Parkway, and reconnect to Madison Avenue right at the angled intersection of Shelby Street. The bypass route can be seen as the brighter road through the left center of the photo. (It hadn’t seen traffic yet, and as such was brand new concrete.)

Some people have wondered why Madison Avenue is the only (former) State Road that did not have an interchange with Interstate 465. Spacing is the only answer I could come up with. The Pennsylvania Railroad is one-quarter mile, or so, east of Madison Avenue. East Street, the US 31 bypass built in the early 1940’s, is one half mile west of Madison Avenue…not counting the ramp lengths. Shelby Street is one half mile east of East Street through its entire length through Marion County.

1962 MapIndy closeup aerial photo of the Madison Avenue bridge construction over future I-465 and Lick Creek.

The bypass Madison Avenue built in 1962 would become the frontage road in what was later the Madison Mobile Home Park. It is now called McConnell Way. A quick glance at utility lines through the area show that they weren’t been moved back to the side of Madison Avenue after construction was completed. The following aerial photograph, from 1972, shows the construction through the area completed.

1972 MapIndy aerial photograph of Madison Avenue and (then) Penn Central crossing of I-465 and Lick Creek.

For those interested, the cover photo for this post is the same area shown in all the other photos as would have been seen in 1937. That image is also from MapIndy. MapIndy is available online at: http://maps.indy.gov/MapIndy/index.html.