SR 32/SR 67 in Madison and Delaware Counties

Today on a map of Indiana, there are two state highways connecting Anderson and Muncie. As the subject suggests, they are SR 32 and SR 67 (even though SR 67 actually hasn’t entered either for decades. But it wasn’t always that way.

When the Great Renumbering happened in 1926, SR 32 only connected Crawfordsville to Anderson, much like the Auto Trail of the same name. SR 67 would be applied to Ohio Avenue and Mounds Road. The original road crossed what is now the Anderson Municipal Airport to connect (as now Anderson Road) in Chesterfield to what is now SR 32. From there, SR 67 continued its journey to Muncie. While technically Mounds Road and Anderson Road are still connected, the road in place today is a replacement around the airport, as the old road west straight across what is now the runway.

At Muncie, what is now SR 32 east of the city was originally SR 28. That would change in 1931, when SR 28 (east out of Muncie) was changed to SR 32. According to the map sources that I have seen, however, the only state road connecting Anderson to Muncie was still SR 67. In 1933, the connecting road would share both the numbers 32 and 67.

Things got interesting in the Anderson area in 1934/1935. Two new state highways were being constructed along 53rd Street and 38th Street. The 53rd Street route was being added to the state highway system from SR 9 to Middletown as SR 236. The 38th Street route was, from information available, to become an Anderson bypass of SR 67. That route would travel across 38th Street to Rangeline Road, then connect to the then current SR 32/67 along Mounds Road.

Things changed again in 1936, when it was decided by the State Highway Commission to build a new state highway staying south of the Big Four (“B” Line) railroad, staying south of Daleville, and crossing Delaware County in a relatively straight line to Sharps, then turning toward, but not actually entering, Muncie until meeting SR 21/US 35. By this time, SR 236 was completed to Middletown. The new route would use 53rd Street, and the 38th Street route was removed from the pending state highway status.

53rd Street in Anderson was officially made SR 67 from SR 9 to Rangeline Road in 1937. SR 32 still used the Ohio Avenue/Mounds Road/Anderson Road route. The two state roads would reconnect using what is now Madison County Road 300 East. This short section would connect Mounds Road (SR 32) in the north to Union Township Pike (SR 67) in the south.

The new route of SR 67 would be along the corridor that is still SR 67 today across Delaware County. This would be what is also Delaware County Road 550 South to Honey Creek Road. From there, would again follow what is now SR 67 for a short distance, then the current route turns east before the 1937 route continued northeast to Fusion Road. It would then turn northeast, then north, along Madison Street, where it would combine with SR 21/US 35 into Muncie.

The new State Road 67 route would be completed by 1938. At that time, the State Road 32 route would still be located on the Mounds Road/Anderson Road route. What is now Madison County Road 100 N was given the number SR 232 from between Mounds Road (SR 32) to Union Township Pike (SR 67).

The next change would occur in 1960, when SR 32 was rerouted out of Anderson along the Third Street/University Boulevard corridor. Here it would connect to the original SR 67/32 route at Chesterfield. The old SR 32, along Ohio Avenue/Mounds Road to the Union Township Pike route of SR 67 would be changed to SR 232, which most of it is today. In 1965, the designation SR 232 would be truncated into Mound State Park, no longer connecting to a soon to disappear SR 67.

SR 67 would be rerouted along Interstate 69 from SR 9/67 between Pendleton and Anderson to near Daleville. The 1937 route of SR 67 would be returned to Madison County, and is currently referred to as Old State Road 67.

In the 21st Century, slight changes in SR 67 in Delaware County would occur, making the very long “S” curve that exists today.

Adeway

Many highways were given names in the Auto Trail era. One that always intrigued me, and I have yet to find a good history for, is a road that led from Indianapolis to Chicago. It was called the “Adeway.” The best map of the route that I have found, however, shows the road only going from Crawfordsville to Chicago. That map is from 1923, and is available at the Indiana State Library online.

The Adeway left Crawfordsville via Lafayette Avenue, traveling northeast before coming to Old Oak Hill Road near the intersection of current US 231 and Lafayette Avenue. The old auto trail would follow Old Oak Hill Road, and Oak Hill Road, until it becomes what is now Old State Road 55. It would follow what would become SR 55 in 1932 all the way to just east of Wingate. The original route crosses private property now, as it would connect directly to Crawfordsville Road in Wingate. Today, it turns west onto Wabash Street. The Crawfordsville Road intersection has been moved to make a perpendicular junction between the two roads. The original route can still be seen in grass markings in the following Google Maps snippet from 25 October 2020.

From Wingate, the original Adeway would follow what is now SR 55 to Newtown. From Newtown, the road would turn north along what is now SR 341, following that current state road to what is now SR 28. The auto trail turned west along the current SR 28 to Attica. At Attica, instead of turning onto Jackson Street, as SR 28 does now, it continued along Main Street, then Mill Street, and would cross the Wabash River along the old Mill Street bridge. The current state road, and US 41, crosses at Jackson Street.

After crossing the Wabash, the original auto trail would turn on what is now Old SR 55…but that route goes into private property today. It is best to use current SR 55 north of US 41 to approximate the old road. There are places where the current state road was straightened for ease of use and safety, but it is still very close to the original country road that would become part of the Adeway.

At Warren County Road 600 North, the Adeway turned west. It would curve several times, then turn west again on Warren County Road 650 North heading towards Rainsville. The old highway follows what is now Rainsville Road to just before SR 26. The road had been moved for safety at this point. The old Rainsville Road was part of SR 26 before the move. It can be clearly seen on this Google Map snippet of 25 October 2020.

The Adeway then turned north along what is now Meridian Line Road, right at the end of the current bypassed section. This would take travelers (mostly) due north through Fowler, where the street is still called Adeway. After crossing the current US 52, the street becomes known as Washington Street, but also happens to be SR 55 once again for its trip northward through the Benton County countryside.

In an effort to maintain its own way, the Adeway would turn west on what is now Newton County Road 1700 South. This is one mile south of the Illinois Corn Belt Route, which would later become part of US 24 across northern Indiana. The highway would follow SR 1700S until it would turn north along what is now US 41, travelling into Kentland.

Although the road had been straightened in places, the US 41 route approximates the old Adeway route. At Benton County Road 900 South (which east from US 41 is SR 16), the Adeway turned west again…to enter the town of Ade. One might assume that this is where the road got its name…but I am not going to jump to that conclusion until I have more facts.

From Ade, the old highway followed CR 275 West and CR 300 West north through Morocco and onto what is now US 41 (again) northward to Enos. The distance from Ade to Enos is 10 miles according to the Rand McNally Auto Trails Map of 1920. At Enos, the old route leaves the current state highway system again, this time for a short jaunt along CR 100 North to CR 400 West. Five miles later, the old route turns east, along CR 600 North, to connect to CR 300 West, which is still US 41. Just north of the intersection of US 41 and CR 600 North was a place called Conrad. The name still exists there, but not as a town of any kind.

The Adeway still follows US 41 north until just south of Lake Village. Here, the new road bypasses the town, while the old road, called Old 41, enters the town, as did the Adeway. North of Lake Village, the old road connects back to US 41, but doesn’t share that route long. Just south of Schneider, US 41 veers off to the northwest, while the old route continued straight through the town along what is now Parrish Avenue. At what is now 219th Avenue, the Adeway turned east, then north again along what is now Austin Avenue for its journey towards Lowell.

The journey continues along Austin Avenue until the junction of Belshaw Road, where the Adeway turned northeast to Cline Avenue, one-half mile east of Austin. The route entered Lowell on Cline Avenue, but left on Morse Avenue. Here the old highway followed Morse Avenue north and then west along the northern edge of Cedar Lake. It followed what is now Lake Shore Drive until it turns into 135th Avenue. There, it followed what is now 135th Avenue west across US 41 again, until Calumet Avenue near Brunswick.

Turning north along Calumet Avenue, the next turn would be at what is now 101st Avenue near Keitzburg. West along 101st, the Adeway then turned north again on what is now Sheffield Avenue. It then followed Sheffield Avenue/Hart Avenue (Dyer)/Sheffield Avenue until it became what is now Columbia Avenue. The old route then connected back to Calumet Avenue, which it followed all the way up to Indianapolis Boulevard, for a northwesterly turn towards Chicago. From the connection of Columbia and Calumet Avenues, the road is not part of the state highway system. At I-94, Calumet Avenue becomes part of US 41, and the Adeway follows that road designation into Chicago.

As is typical of the Auto Trail era, the journey of the Adeway from Crawfordsville to Chigago is nowhere near a straight journey. It winds through the northwestern Indiana countryside, meandering its way from point a to point b. But it would make one heck of a road trip, should one want to do such a thing.

1975: Interurban in Tipton County, 40 Years Later

On 27 April, 1975, the Kokomo Tribune ran a full page story about with the headline “Clues to old interurban road still traceable in Tipton County.” The first paragraph was: “TIPTON – Nearly 40 years after the last of Tipton County’s interurbans was abandoned, it is still possible to retrace their rights-of-ways.” Many are the stories that were included in that article. I want to share some of it here today.

Along the old interurban lines, at that time, were many things that can immediately show the location of the old right-of-way. Bridge abutments are the most obvious. But there were also concrete collars, placed around electric poles for the safety of the pole. These collars were four feet high. They lined both sides of the tracks.

But the article goes on to point out other things that aren’t so obvious.

“In a goat pasture about a mile west of Hobbs, the interurban roadway appears as a flat plateau running alone the south side of Ind, 28.” Hobbs, according to Google Maps, is where SR 28 and SR 213 come together. Just south of SR 28 on SR 213, at CR 150S, “utility poles cutting through a field mark the southern edge of the interurban right-of-way.” Between the two mentions places in this paragraph, “a 20-feet-wide strip has been removed from a woods along the highway.”

The Union Traction Company of Indiana operated two interurban lines through Tipton County. The first, which would include the locations from the previous paragraph, ran from Elwood to Tipton through Hobbs. The other ran north through Tipton County, starting in Indianapolis, and connecting Atlanta, Tipton and Sharpsville before leaving the county. Another line that was planned, and construction started, but was never finished, would have connected Tipton to Frankfort.

The article states that “it is easiest today to find the old routes in rural areas. Construction and growth in cities have covered up the old tracks there. The interurbans often ran alongside highways and regular railroads, and the rural folks have not been in a hurry to obliterate the roadbeds.”

The line crossing Tipton County from the south followed the old Nickle Plate tracks across the county into Tipton. The Interurban repair yards, known as “the shops” (as related by 76 year old Dempsey Goodnight, a lineman and conductor for 10 years for the Union Traction Company), were located just north of Cicero Creek at Tipton. Work on the traction cars happened at this location. An electric substation was also contained on the yard’s property. By 1975, the old two story building was being used by a seed company.

That right of way left the Nickle Plate right-of-way to go west on Madison Street. According to Goodnight, between Independence and East Streets, there “used to be a stucco house. I remember when a street car jumped the tracks here and hit the porch.”

The ticket and dispatch offices, as well as the freight house, were located at the corner of Main and Madison Streets. By 1975, the freight depot, located on the west end of the ticket/dispatch office, had been torn down and replaced.

The route through Tipton turned north on Main Street, west on Dearborn Street, and north on Green Street. A boarding house for travelers was located at 612 Green Street, according to Goodnight. From there, the line headed northwest toward Sharpsville and Kokomo.

Jefferson Street was the entry point into Tipton for the line from Elwood, and made a loop in the downtown area. That loop was south on Independence Street, west on Madison Street, north on West Street back to Jefferson Street and its trip back towards Elwood.

“When the interurbans were built, the 75-foot utility poles were set in concrete. As the lines were abandoned, the poles were removed but many of the concrete bases were left in place, now looking like old lawn planters.”

Between Tipton and Hobbs, the old ROW was located about 20 feet south of SR 28. At Hobbs, the interurban followed CR 150S until just east of the SR 213 intersection, where it followed the old Norfolk & Western tracks, along the south side of the ROW, for four miles. Near CR 700E, the interurban veered south, just to turn back north to cross the N&W on a viaduct..

The ROW south from Tipton followed the old Nickle Plate as far as CR 500S, where it moved to the west around a cemetery. It then turned east again to cross a road, railroad and a creek. One of the abutments for that overpass still exist along CR 100 W and the Nickle Plate tracks, as seen here.

It looks like there may be a road trip in my future to see what is actually left of these two interurban lines. From what I can tell from Google Maps, there isn’t much. But, inquiring minds want to know. And If nothing else, I have an inquiring mind.

All photos in this blog entry came from the Kokomo Tribune of 27 April 1975 and were taken by Ron Sentman.