County Roads – Getting Named

County road names. Most people don’t give it much thought. A year ago, I wrote an article about the names used around the state for the county roads. Today, I want to look at some of the histories that I have found about the subject.

The subject of naming rural roads was taken up at different times in different parts of the state. Until that point, roads may or may not have had names…but not as some sort of system. Marion County, for instance, had names like Wall Street Pike (West 21st Street from Speedway west) or the name of the resident that paid to have the road maintained. There really was no pattern to any of it.

The Cambridge City Tribune, of 9 August 1900, described the rumblings like this: “In some parts of Indiana a plan is being discussed for having all the county roads named. At the road crossings the names will be placed on posts, something like the old fashioned finger boards. In addition to that each farmer will have his name displayed on a post at the road side at the entrance to his grounds. Something of the kind will be done in all rural districts with the next few years, and it is very much needed. Farmers are beginning to discuss the matter at their meetings.”

St. Joseph County, according to the South Bend Tribune of 2 April 1918, had been working on names for the county roads since the summer of 1917. A plan was accepted and adopted by the St. Joseph County commissioners on 4 March 1918. The current names were placed on the county roads then. In 1934, the South Bend Tribune made sure to point out that rural roads in St. Joseph County were all marked the same way city streets were…with signs hanging high above the road.

The reasons for naming county roads involved things like mail delivery and safety. In the days of the automobile, it made sense to name the roads for travelers to be able to find places. But it started out as an attempt to be able to speed mail delivery. With rural routes all over the state, it was not unheard of that someone’s mail would be delivered to the wrong part of the county. Giving houses numbers, and roads names made mail easier to locate. As for safety, it goes without saying that if the farmer on such and such road had a structure that was on fire, unless the emergency crews where such and such road was, and where the farmer lived, that fire was going to be completely destrucutive.

The most common method of naming county roads in Indiana was called the “Purdue Grid Coordinates.” It is a system where every place in the rural areas of the county are assigned a location based on a central point in the county. This system often involves the north-south middle of the county to be called “Meridian,” and the east-west to be called “Division.” But that is up to the particular county, actually. Some counties do use “00” for the center.

The system was created by researchers for Purdue University’s Joint Highway Research project in the School of Civil Engineering. The plan was to create a system that would allow easier directions for rural areas. For example, the Lafayette Journal and Courier of 9 Jan 1954, used the following example of Doc Smith trying to find Ben Miller’s farm: “take this highway north about five miles, and then instead of turning with the highway at the big pear orchard, continue straight ahead on the County Farm gravel road. It winds a bit, but after about two miles you’ll come to a five-point intersection. Take the road that cuts slightly to the left, follow it to the second crossroad, then turn left. It’s only about a mile from that corner to Wahoo. You’ll have to inquire at the grocery store for Ben’s farm.”

Franklin County, in 1953, was still considering a naming system for the roads of that area. It had been recommended several years earlier, but nothing was ever done.

Hamilton County decided to start looking at their road names in 1958. It started with a report by the Jaycees. That took several years to work on. It was decided that Hamilton County would not use the Purdue grid system, since most people preferred names to numbers. Numbers were assigned from Indianapolis, giving rise to street numbers above 96th to 296th. Each county road, however, that went north and south was given a secondary number to show how far east and west of Indianapolis’ Meridian Street you were. While names were decided upon in the early 1960’s, most addresses weren’t completely determined until the 1990s.

On 10 October 1961 the Rushville Republican printed the following question when it came to county road names: “Is Rush County going to be among the last in the state to get its county roads named and numbered and house numbers for its rural residences? Decatur County is the latest to join the fold. It’s not a costly procedure and it makes it so much easier to locate places in the country. All it takes is a nod, and a bit of cash, from the county commissioners to permit this community to keep up with its neighbors.”

It would be 1962 when all counties in Indiana finally had a system in place, and signs posted. Indiana had passed a law in 1961 requiring all county road intersections to have road name signs posted.

Building I-465 at West 21st Street

When the interstate system worked its way to Indiana, the plan for a bypass around Indianapolis was on the books as part of the project. Even before the route numbers were nailed down, the destinations and relative locations were in place. What would become I-465 would take almost a decade to build – more if you count the section from I-65 to I-865 on the northwest side of Marion County. (For more information about that statement, see “The Beginning of I-465,” published on 16 May 2019.) But I-465 was contentious…and not entirely for the reasons one would think.

Indianapolis Star, 11 August 1961.

The first real bone of contention (other than the coming destruction of entire sections of Marion County) was the area where I-465 and 21st Street meet on the west side. The section of the current interstate from Crawfordsville Road south to almost 10th Street runs very close to Big Eagle Creek. The town of Speedway at the time suffered from flooding on a regular basis. The state planned for 21st Street to cross over the interstate. Local residents, and county government, wanted the opposite…the interstate to cross over 21st Street. Part of the argument was that the state had already planned to elevate sections of the road on both sides of 21st Street. Why not keep the elevation for the 21st Street section.

Part of the argument was flooding…or the potential for such. People in the town of Speedway were under the impression that running 21st Street under the interstate would form a valve to keep flooding to a minimum. As the Indianapolis Star pointed out in an editorial piece on 24 August 1961, “nothing could be further from the truth.” The interstate was graded far above the maximum flood level at Eagle Creek. The building of an underpass for 21st Street, it is pointed out, would require a complete new system of levees to be built to control the flooding of 21st Street. The problem for Speedway and flooding was not an interstate overpass, but major work needed on Eagle Creek.

It was pointed out in another article that the plans for I-465 included, in the embankment for the bridges, four channels for water to flow through the area not actually in Eagle Creek. The Indianapolis Star of 9 July 1961 reported that Joseph I. Perrey, chief engineer for the Indiana Flood Control and Water Resources Commission, stated that no matter what was built at I-465 and 21st Street, the problem with Speedway flooding was more controlled by the 21st Street bridge over Eagle Creek. “The construction of 21st Street either under or over Interstate 465 will have no affect in stopping flooding.” Mr. Perrey continued “but a new county bridge could alleviate the situation somewhat.”

Progress was made towards changing the state’s mind about the 21st Street overpass. Summer of 1961 saw a flurry of activity. The state agreed to change the project, if the county put up a $50,000 bond to cover any cost overruns due to the change. The deadline for the county agreeing to that provision, and thus the contract to change the plans, was 21 August 1961. County Commissioners agreed to sign the deal that day, if they could include a provision to delay the posting of the bond. By law, the county said, it would take five days to make the money available.

But the State Highway Commission was also in a bind at this point. Construction had reached a point where concrete was ready to pour. Any delay in that poring could have resulted in the contractor suing the state. In addition to the changing of 21st Street from an overpass to an underpass, the county was asking that 21st Street be built four lanes wide, instead of two, to “avoid a greater expenditure if 21st must be widened later.” (Source: Indianapolis News, 21 August 1961)

The whole thing was made worse when the county questioned the state about the current status of the contract. (Source: Indianapolis Star, 8 September 1961) “The State Highway Commission yesterday refused the ‘bait’ offered by the Marion County Board of Commissioners to cancel the contract obligating the county commissioners to pay for the time the state suspended operations on Interstate 465.” The state was expected to send the county a bill for the six day shutdown of construction on the interstate due to the county trying to raise the bond money. The county, for its part, wanted the contract to be declared cancelled…which the state wasn’t having.

Add to this, the county stating that they weren’t paying anything until a full accounting was relayed to them. They expected it to be, roughly, $1,000 a day, not the $25,000 the State Highway Commission expected.

Meanwhile, the whole decision to build a 21st Street bridge over I-465 was being investigated by the Federal Bureau of Public Roads. That investigation started when three local residents accused the Highway Commissioner of conflict of interest, and hinted that his three sons would benefit from the building of an overpass. Indications were that libel suits would start flying from the Commissioner’s sons once cleared by the Federal investigation.

“The controversy over the intersection of I-465 and 21st Street was started by Jules T. Gradison who owns the land around the intersection. He demanded that 21st Street pass under I-465 and the state agreed to the change when the county commissioners offered to pay the extra cost, estimated at from $150,000 to $200,000.” Mr. Gradison also pointed out that he would have given any extra acreage needed to change the plan free of charge.

21st Street crosses over I-465 to this day. The overpass is also, to this day, only two lanes wide. With the many reconstructions of I-465 through that area, the 21st Street overpass has allowed for the widening of 465 needed over the years.

Indianapolis and the Original ISHC State Road System

I have posted much about the creation of the Indiana State Highway Commission. As of the posting of this article, the age of the Commission is either 103 or 101 years old. The original ISHC was established in 1917…but met with a lot of problems. It was finally nailed down in 1919 and made permanent.

This also creates a dating problem when it comes to the state highways. The first five state highways, then known as Main Market Roads, were established in 1917 with the original ISHC. Two of those original Main Market Highways connected to Indianapolis. The original National Road had been given the number Main Market Road 3. The Range Line Road, connecting Indianapolis to Peru, and through further connections, to South Bend, was given the Main Market Road 1 label.

When it was finally established, the ISHC changed the name of the Main Market Road to State Road, in keeping with other states surrounding Indiana. The markers used along the roads, painted onto utility poles like the old Auto Trail markers were, resembled the image to the left…the state shape with the words “STATE ROAD” and the route number. In this case, as of 1920, State Road 2 was the original route of the Lincoln Highway through northern Indiana.

The state highway system was designed to, eventually, connect every county seat and town of over 5,000 population, to each other. Indianapolis, as the state capital and the largest city in the state, would have connections aiming in every direction. Most of those roads marked with the original numbers would still be state roads into the 1970s and early 1980s, before the Indiana Department of Highways started removing state roads inside the Interstate 465 loop…and INDOT finishing the job on 1 July 1999. These road were removed for state statutory limitation reasons, and I have discussed that in a previous blog entry. So I won’t do it here.

The original state road numbers that came to Indiana varied greatly, as did their directions. There were no set rules when it came to state road numbers. They were assigned as they came…and stayed that way until the first renumbering of 1923, or the Great Renumbering of 1926.

Let’s look at the original state roads in Marion County, some of which actually did not reach Indianapolis itself.

State Road 1: As mentioned before, State Road 1 was originally called Main Market Highway 1. North of Indianapolis, it followed the Range Line Road, a local Auto Trail, through Carmel, Westfield, to Kokomo and points north. The route north followed Meridian Street north to Westfield Boulevard, then Westfield Boulevard on out to Carmel and beyond. In Carmel, the old road is still called Range Line Road, and serves as the main north-south drag through the town, as it does in Westfield.

South of Indianapolis, State Road 1, like its Main Market Highway predecessor, followed the old Madison State Road out of the city to Southport, Greenwood, Franklin and Columbus. The original SR 1 route is still able to be driven through the south side of Indianapolis, with the exception of the section replaced in the 1950s by the Madison Avenue Expressway. But Old Madison Avenue exists, if you can find your way back there.

While the entirety of original State Road 1 became US 31 with the Great Renumbering, bypasses in Marion County were put in place very early. The northern section, through Broad Ripple, and Carmel was replaced as early as 1930. The southern section, including the Southport/Greenwood bypass, was put in place in the 1940s.

State Road 3: As mentioned above, Main Market Highway/State Road 3 followed the National Road through Marion County. One exception to this is the section of the 1830s National Road that crossed the White River downtown. That section of the old road was removed in 1904 with the demolition of the National Road covered bridge and its replacement with a new, and short lived, Washington Street bridge. With a couple of exceptions other than that (the Bridgeport straightening of the early 1930s, and the new Eagle Creek bridge built in the late 1930s), the old road was followed very accurately until the mid-1980s with the creation of White River State Park. The successor to original SR 3, US 40, was moved to make room for the park. Both US 40 and US 31 lost their designations on 1 July 1999 with the removal of those two routes inside the I-465 loop.

State Road 6: This old state road was a through route when it came to Marion County. From the north, it followed the route of the original Indianapolis-Lafayette State Road from Lebanon. After passing through downtown Indianapolis, it left the county using the original Michigan Road on its way to Shelbyville and Greensburg. The original State Road 6 followed the Michigan Road Auto Trail, not the Historic Michigan Road, meaning it still went to Madison, but it went by way of Versailles, which the historic road did not. With the Great Renumbering, the northern SR 6 became US 52, while the southern SR 6 became SR 29 – later to be renumbered again to US 421.

State Road 22: This road, as it was originally laid out, only lasted from 1920 to 1923. Out of Indianapolis, it followed the old Mooresville State Road through southwestern Marion County. It was designated the original route from Indianapolis to Martinsville, as described in this blog entry. This road will be discussed again a few paragraphs from now.

State Road 39: Another 1830s state road that was taken into the Indiana State Highway Commission’s custody in 1919. This road followed the old Brookville State Road from the National Road out of the county through New Palestine to Rushville and Brookville. The original end of that road, both the 1830s original and the 1919 state highway, is discussed here. The road would become, in October 1926, the other section of US 52 through Indianapolis. It would also eventually become the first state highway removed inside the I-465 loop in Marion County. And even then, it would be rerouted in the late 1990s to go the other way around the county.

That covers the 1919 highways. More would come to Marion County before 1923.

State Road 12: Originally, this road, north of Martinsville, was the old State Road 22 mentioned above. When a new SR 22 was created, the SR 12 number was continued from Martinsville to Indianapolis along the old Vincennes and Mooresville State Roads. This road, in October 1926, would become part of the new State Road 67.

State Road 15: While the southern route of the Michigan Road was State Road 6, the northern part, heading off to Logansport, was added later and given the number State Road 15. The entire route of the historic Michigan Road would never become a state highway, but major sections did…although late in the creation of the state highway system. With the Great Renumbering, this road became SR 29, and in 1951, redesignated, like its southern half, US 421.

State Road 22: Here we go again. State Road 22 was given to the route between Indianapolis and Paoli. In 1919, that included the route along the west bank of the White River from Martinsville to Indianapolis along the Mooresville Road. This was changed by 1923 to keep SR 22 on the east side of White River, where it followed the old Paoli State Road, and the Bluff Road, through Waverly to the south edge of downtown Indianapolis at Meridian and South Streets. This was one of the routes of the Dixie Highway through Indianapolis, and would later become part of SR 37 in 1926.

State Road 31: In 1920, when this road was originally created, it turned south to connect to the National Road west of Plainfield. It had followed the Rockville Road from Montezuma to Danville, then turned southeasterly to meet State Road 3. By 1923, the road was moved from what would later become part of what is now SR 39 to continuing on the Rockville Road into Marion County. State Road 31 would meet the National Road outside the city limits of Indianapolis at what is now the intersection of Holt Road and Washington Street. It would become US 36 before it was extended along the new section of what is now Rockville Road to the intersection at Eagle Creek with Washington Street.

State Road 37: One of two state road numbers that still served Indianapolis after the road numbers were changed in October 1926 (the other being State Road 31). The original State Road 37 left Marion County in a northeasterly direction on its way to Pendleton, Anderson and Muncie. Inside the city limits, the street name was Massachusetts Avenue. When it reached the city limits, the name of the road changed to Pendleton Pike. This still occurs today, with the name change at the old city limits at 38th Street. In October 1926, the number of this road would change to State Road 67.

There were two other major state roads in Marion County, but they weren’t part of the state highway system until after the Great Renumbering. One was the Crawfordsville State Road, part of the original Dixie Highway, connecting Indianapolis to Crawfordsville via Speedway, Clermont, Brownsburg, and half a dozen other towns. It would be added to the state highway system by 1929 as State Road 34. The number would change later to US 136.

The other road was the original Fort Wayne State Road, also known as the Noblesville State Road, but even more commonly called the Allisonville Road. It would be added to the state highway system in 1932 as State Road 13. Less than a decade later, its number would be changed to the more familiar State Road 37.

Bicycling the Lafayette Road

Bicycle Routes as published on 02 May 1896 in the Indianapolis News. (image courtesy of newspapers.com)

The Indianapolis News, in its bicycling routes series, on 02 May 1896, covered leaving Indianapolis via the Crawfordsville Pike and the Reveal/Centennial Pike. This would bring the “wheelman” of the day through what is now Speedway out to and along the Eagle Creek valley to the town of Trader’s Point. That town was, before the building of the Eagle Creek Reservoir, was located at the crossing of Big Eagle Creek by the White River and Big Eagle Creek Pike, which was built as the Indianapolis-Lafayette State Road. Today, that name has been shortened to Lafayette Road.

After turning southeast along the road out of Trader’s Point, the road crosses the Big Eagle Creek then climbs a “stiff hill.” “After climbing this hill the road is undulating for some distance until the valley of the Big Eagle is left far behind.” Before leaving the hilly area, one half mile from Trader’s Point, is a “pump at the roadside all by itself. The water is very good.” One mile from “the Point” is a dirt road that crosses the Pike west to east. That dirt road, to the east, turns into the New Augusta Free Gravel Road, connecting to the town of that name, the Michigan Road and ending at the Spring Mill and Williams Creek Free Gravel Road.

Two miles from Trader’s Point “is a grocery store and blacksmith shop, where one dirt road turns north and another runs east and west. There is a little settlement at this cross-roads and a pretty white church with a green pump in the church yard.” The road to the north is now Shanghai Road. The east-west road, running from a road on the east side of Big Eagle Creek to the Michigan Road, first became Isenhour Road. That would be changed to 62nd Street with the renumbering of Marion County. There are no remnants of that “little settlement,” as the construction of Interstate 65 wiped out the intersection of 62nd Street and Lafayette Road.

From the settlement southeast, Lafayette Road is “much more level.” The first two roads encountered are the Kissell Road (became High School Road, now gone with the same I-65 construction) that heads south and the Centennial Road (running from the Reveal Road to the Michigan Road at Crooked Creek, now known as 56th Street). One half mile later, the Zionsville and Pike Township Free Gravel Road leaves heading north. That road is now Moller Road from north of 52nd Street to 62nd Street. When it was built, it was part of the Zionsville Pike.

Just southeast of the Zionsville Road junction is a post office town called Snacks. Here there is a white church, store, blacksmith shop, brick schoolhouse, and several houses. Next, the bicyclist would encounter the Russe Road, also known as the Reveal and Russe Free Gravel Road. The east end of this road is at the Lafayette Pike. The west end of this road is at the Crawfordsville Road, at a point one mile east of Clermont. The end at Lafayette Road is now known as 46th Street.

South of what is now 46th Street the Lafayette Pike jogs a little to the due south then more east than southeast, and back to the original line of the road. Those turns are shown in the 1941 aerial photograph to the left. (Image courtesy of MapIndy, a service of the City of Indianapolis.) The News mentioned, also, that the Little Eagle Creek comes very close to, and even parallels, the Lafayette Pike at this point.

The article reports that the road gets into better condition as it gets closer to the city. The next Post Office town encountered is Flackville, located at what is now Tibbs Avenue and Lafayette Road. Before that point, two schoolhouses, one with a green pump in the yard, and two uninviting dirt roads. Those roads, the first heading east, is now 38th Street, and the second heading west in now 34th Street.

At Flackville, several roads are encountered. The Guion Gravel Road turns north towards its end at New Augusta. The Flack Road, now 30th Street, crosses west to east. From here, the rider can follow the Flack Road east to the Michigan Road and back to the city. Continuing along the Lafayette Pike, what is now Tibbs Avenue crosses the road north to south. South of Pike is the Marion County Poor Farm.

Before reaching the Crawfordsville Pike at Emrichsville (now 16th Street), the Lafayette Road encounters the Cooper Avenue Free Gravel Road (now Kessler Boulevard) and the Meyers Free Gravel Road (now Cold Spring Road). The Meyers Road connects to the town of Brooklyn Heights and the Michigan Road near Mount Pleasant (Alliance Post Office).

At Emrichsville, the historic Lafayette and Crawfordsville Roads combine for the trip back to the center of Indianapolis. Both roads crossed the Emrichsville Bridge and followed what is now Waterway Boulevard (see The Lafayette State Road In Downtown Indianapolis). Historically, the Crawfordsville and Lafayette Roads both began at the Michigan Road.

The complete trip, as listed in this article was measured at 32 miles. This included the round trip that went out the Crawfordsville Pike, north along the Reveal and Centennial Roads, and back the Lafayette Road.

Indianapolis and Its Decoration Day Race

If there is one thing that Indianapolis is known for, it is racing. Oh, yes. Almost anyone in the WORLD would respond “Indianapolis 500” if you mention the city. Memorial Day weekend has become a time when the population of the city doubles and triples, with all of the visitors coming to watch “the Greatest Spectacle in Racing.” But the subject of this post isn’t something related to a farm field with a large rectangle with curved corners in Speedway. As a matter of fact, the subject article of this post dates from the Indianapolis News of 23 May 1896, some 13 years before that other race started.

Before it became known as Memorial Day, 30 May of each year was known as Decoration Day. The holiday floated depending on the location of 30 May on the calendar. It was declared a Federal Holiday in 1868. In Indianapolis, the end of May signified, among other things, the end of the “rainy season,” otherwise known in the rest of the world as Spring. The weather starts getting drier and hotter right after Decoration Day. So it made almost perfect sense to use that holiday as a day to get together to watch a race.

Indianapolis News, 23 May 1896. This map shows the route of the annual Decoration Day Bicycle Road Race of 1896.

The Indianapolis Cycle Club and the Cycle Board of Trade put together the annual Decoration Day Road Race through the streets of Indianapolis. At the time of the source article, thirty men were in the list of racers. Those racers, unlike previous years, weren’t all from Indianapolis. Entries would be taken until 26 May, the following Tuesday. It was estimated that seventy-five to one hundred riders would be at the starting line when the race kicked off. Batches of racers would be set off on the 13.625 mile course at intervals of one minute.

Prizes for the race, due to its amateur status, could not include money. But there were 38 prizes to be given to the riders. The rules state that each rider is only allowed to win one prize. Prizes include four different bicycles, tires, suits, caps, hats, electric lantern, a Kodak, fishing rods, shoes, lamps, golf hoses, sweaters, luggage and a speed indicator. These prizes came from merchants across the city. Carl G. Fisher, future creator of the Lincoln and Dixie Highways, and his bicycle store donated two sweaters, a pair of shoes, and a “speed indicator.”

The course was chosen due to the relative good condition of the route. “It is probable that not another road race will be run on Decoration Day throughout the entire country on a finer course than the one which will be used here.” There are a few bad spots along the way, but they are few and far between.

The race started at the corner of Meridian and 14th (now 21st) Streets , heading north to 30th (now 38th) Street. Here it turned west one block to follow Illinois Street, which since it was outside the city limits at the time, was called the Indianapolis and Westfield Road (which is now Illinois Street and Westfield Boulevard to Broad Ripple). From there, it followed what is now Broad Ripple Avenue to the Fall Creek and White River Gravel Road (now called Keystone Avenue). South along the Fall Creek Road, the course then turned southwest onto the Allisonville Pike (now Fall Creek Boulevard). The Allisonville Pike went as far as what is now 38th Street, with the Allisonville name being used across that numbered street. The route then turned south on Meridian Street at 30th, going back to the starting point at 14th.

A three block stretch of asphalt starts, and finishes, the course. Two bad street car track crossings, one at 26th (34nd) Street and the other at 28th (36th) Street, are encountered. From the Fall Creek bridge to 30th (38th) Street is “one of the worst spots along the whole course.” Potholes and loose gravel make this section a rough going. Turning at 30th (38th) Street gets interesting, with a wooden culvert to be crossed, with boards at one end being lose. Three-eighths of a mile after turning onto Illinois Street riders will encounter a small rise. Further along Illinois Street requires crossing a wooden culvert, a small wooden bridge and climbing a 200 yard long, fairly stiff hill. “This hill stops just beyond the carriage entrance for Fairview Park (now the location of Butler University).” This entrance would be at what is now 46th Street. From here, for the next one-half mile, is a gradual down grade. At the canal, the route drops along a steep grade for about 100 yards.

“Some riders may seek to cross the canal and take advantage of the cycle path, but this will not be allowed.” The first quarter mile along what is now Westfield Boulevard is reported in excellent condition. Then comes 300 yards of horrible conditions, including potholes on both sides of the road. After that, fresh gravel with wheel tracks already in place on each side of center.

At Broad Ripple, the course encounters the Monon tracks and follows the street car tracks along what is Broad Ripple Avenue (previously 62nd Street). The Broad Ripple section is reported as being the worst section of the entire course. One of the best parts of the route is along the Fall Creek and White River Road. “Men who are still in the hunt will be able to come down this road at a lightning clip.” This road runs along the west border of Malott Park (at what is now 52nd Street), and just south of the village is the crossing of the Lake Erie & Western Railroad (Nickle Plate). (As an aside, the street that runs along the railroad tracks is now called Erie due to the name of the railroad company. This is common throughout Indianapolis.)

A turn onto Allisonville Pike (Fall Creek Boulevard), the LE&W tracks are crossed again near 38th Street. Then the course, still following the old Allisonville Pike turns west along 38th Street until Meridian Street, while the Allisonville Road turned south on what is now Central Avenue. The Monon tracks are crossed again on the west side of the Fairgrounds. At Meridian Street, the repeat of the conditions encountered on the way out happens. To avoid having racers cutting across the course, checkers were located at each cross street. “If the race is at all close, there will be a great sprint from Fall Creek to the tape.”

Racing, it seems, has been a part of Indianapolis’s Memorial Day for much longer than the creation of the Indianapolis Motor Speedway, which included a partner that provided prizes for this race.

** edited 06/03/2021 by Paula Trefun Simpson to note that the ‘canal’ mentioned was the Central Canal