The first part of the new beltway (almost) around Indianapolis started on the westside of Marion County. As mentioned in other articles, the original plan was to start Interstate 465 at Interstate 65 on the northwest side, with the replacement for State Road 100 (which I-465 officially was) heading south from there to circle around the county from there. Interchanges were planned at I-65, I-74/US 136, 10th Street, US 36 (Rockville Road), US 40 (Washington Street), Weir Cook Municipal Airport (Airport Expressway), Interstate 70, and SR 67 (Kentucky Avenue). According to USGS topo maps, like that included below, show that there was a stub ramp connecting I-465 to 62nd Street, although the ramp connecting to 62nd Street was listed as still proposed six years later.
Construction started along the corridor in 1959. The Indianapolis News ran a series of pictures showing the plans set out by the State Highway Department. If you noticed the list of interchanges above, there were no plans for 56th Street or 38th Street to have ways to access 465. Bridges were to be built over 465 at 56th, 46th, 38th, 34th, and 21st Streets. (21st Street was a very special, and contentious, situation. I covered it in the article: “Building I-465 at West 21st Street. [8 May 2020]”)
The plans for Interstate 65 at that point were to continue to have it replace US 52 (Lafayette Road). The US 52 bypass at Lebanon was made part of the new I-65. The temporary plan was to connect I-65 just southeast of I-465 directly to US 52 until construction could continue. Then I-65 would also be US 52 from that point to northwest of Lebanon. I mention this only because the loop around Indianapolis was, apparently, easier to get approved than trying to run I-65 through town. (And since it would take another 16 years to complete, even to the point that an addition was planned to I-465 and completed before I-65 through Marion County says it all.)
It wouldn’t take long after the original plans for the interstate were laid down that changes were made. The non-planned 38th Street interchange was added to the deal. It was to be a partial cloverleaf interchange connecting to 38th Street at that point. Marion County had decided to build 38th Street from Lafayette Road east to the new White River bridge to be built by the city. At that point in history, 38th Street was a county road with nothing resembling the connections it has today as a major west side thoroughfare.
The next interchange south of the “gonna be built someday” 38th Street was the connection to another interstate highway, Interstate 74. The plans shown in the Indianapolis News differ slightly from what was actually built. US 136 (Crawfordsville Road) is directly connected to the east end of the proposed interstate connection. This would change. It looks like the proposed interchange was moved slightly north, and Crawfordsville Road west of High School Road was turned north to connect to High School Road. This would be where US 136 would ultimately officially end.
The next section did change, at least at one interchange, quite a bit. But before I describe that, let’s talk about the placement of I-465 from Vermont Street north to about where 16th Street would be, if it continued to High School/Girls School Road. The new interstate was planned, in that section, to be built directly over High School Road. This is not really a stretch, since High School Road, from Washington Street south to the Airport, was the original State Road 100. And I-465 was, for all intents and purposes, State Road 100 according to ISHD.
I have written a detailed history of SR 100 (SR 100: How did it come to be? [9 March 2019]) and an article about how, at one point, the connection between SR 100 on BOTH sides of Marion County were to have cloverleaf interchanges (“The Cloverleaf Interchanges at US 40 and SR 100” [20 November 2019]). If SR 100 had been completed on the west side, like it was on the north and east sides, I have no doubt that it would have followed High School Road north, probably, ultimately, to 86th Street, which was SR 100 along the northwest side.
The change in interchanges happened at 10th Street. The original plan was for a full cloverleaf interchange at that intersection. This would have pushed the eastbound 10th Street to southbound 465 ramp back closer to Glen Arm Road, where High School Road was rerouted to miss the interchange. What was ultimately built was a jumbled three-quarter cloverleaf with a flyover from westbound 10th to southbound 465.
In the end, High School Road was basically built over by 465 from Vermont to 10th Streets. 10th Street is a survey correction line, so High School actually moves slightly to the east at that point, as shown in the topo map to the left. For more information about survey lines, check out “Survey Lines and County Roads. (29 March 2019)”
From the looks of aerial photos in 1959 as shown in the Indianapolis News, the interchange at Washington Street was going to be very destructive. (Keep in mind that as of the writing of this article, MapIndy, my go to source for historic aerial photos of Marion County no longer offers that service. Maps are available, but the aerial photos are gone.) In addition to the shunting of Morris Street (a survey line and historic route of its own accord), most of where the interchange between US 40 and I-465 was basically what had been the town of Ben Davis.
Another thing would have to happen before this interchange would be built. It was determined, and reported, in July 1959 that an improvement of West Washington Street would have to occur before the interstate reached that point. US 40 was to be widened in the area. The work on Washington Street, however, would have to wait until sewer work in the area was completed…probably in 1961. Plans to widen Washington Street from 40 feet to 68 feet wide, with a four foot median and an eight parking lane on each side, were decided upon. Very little of that plan exists today…and if it does, it’s hard to find.
The last area covered by the Indianapolis News in the series of articles (actually, it was the first since the editor staff decided to post them south to north, even though the interstate was built north to south!) shows the area of I-465 near Weir Cook Municipal Airport. The one change that I can see is what would become Airport Expressway (check out “Indianapolis’ Raymond Street Expressway” [4 February 2020] for the history of what started out as the Bradbury Expressway) was proposed to connect to the airport heading slightly north of due west, just above Southern Avenue. This section of the (now) Sam Jones Expressway is due east-west at the point it connects to Interstate 465. For a history of what is now Indianapolis International Airport, check out “Indianapolis Municipal Airport.” (20 August 2019)
That covers the first of the construction of the State Road 100 replacement. I want to share this one last snippet from the Indianapolis News of 19 October 1960. It shows the construction of I-465/I-65/US 52 at 62nd Street…or the original northern end of Interstate 465.