For almost as long as I’ve been following the old roads I’ve wanted to piece together the history of a tangle of National Road alignments at Pleasant Gardens and Reelsville, in Putnam County, Indiana. Until recently I had managed to figure out only that there are three alignments here. This map shows them:
The current alignment is US 40, which was built in about 1941. The previous alignment is the yellow-red-yellow road, built in about 1923. The alignment before that is the yellow-green-yellow road. It would have been easy to assume that this was the original National Road alignment, except that by statute the National Road was supposed to be a direct route, and this is anything but direct.
Thanks to research by fellow roadfans Richard Simpson and Roger Green I’ve learned a great deal that has solved almost all of this puzzle. If, by the way, you find this stuff at all fascinating, I recommend joining Simpson’s Indiana Transportation History group on Facebook here. He shares lots of fascinating research there about Indiana roads.
Simpson found articles in the Brazil Daily Times newspaper with dates from 1912 to 1922 that told the story. From them, here’s what I now know:
- When the National Road was built here sometime in the 1830s, it proceeded from the east along the yellow and then red alignment on the map, passing through Pleasant Gardens. It crossed Big Walnut Creek at about the same place the red alignment does, over a “wagon bridge,” which means it was probably a wooden covered bridge. From there, however, it crossed railroad tracks that were there then, and joined the green alignment. (Brazil Daily Times, Oct. 11, 1912, viewable here, and an 1864 map of Putnam County viewable here.)
- In 1875, that bridge washed out and was not rebuilt. At this time, National Road travelers began to follow the yellow-green-yellow route, which already existed. (Brazil Daily Times, Oct. 11, 1912.) By then, the railroad was more prominent than any major road. It is likely that this alignment persisted because it provided access to the train stop in Reelsville.
- This route had two serious challenges: first, a steep downgrade as the road headed north into Reelsville, and second, two at-grade crossings of the Vandalia Railroad, one of which was considered among the most dangerous in the state. (Brazil Daily Times, Oct. 11, 1912.)
- In 1907, funds were secured to move the Vandalia tracks here to correct a dangerous curve and eliminate the at-grade crossings, but by 1912 nothing had been done. (Brazil Daily Times, Oct. 11, 1912.)
- In 1919, about two years after Indiana created its numbered state highway system and signed the National Road as State Road 3, the State Highway Commission drew up plans to move the road to the yellow-red-yellow route. (Brazil Daily Times, May 23, 1919, viewable here.)
- The contracts for this work were finally let in 1921. (Brazil Daily Times, Nov. 18, 1921, viewable in two parts here and here.)
- Work finally began in 1922. (Brazil Daily Times, Jan. 5, 1922, viewable here.) From other research I’ve done I’m reasonably certain that this road was completed in 1923. This is also about the time the train stop at Reelsville closed, as the National Road once again became the more popular way to move people and goods.
- In the late 1920s, a truck hit the covered bridge over the Big Walnut Creek on Reelsville Hill. Putnam County built a new bridge there in 1929, an open-spandrel concrete arch bridge. The bridge has been bypassed but remains in place. A plaque on the bridge gives the 1929 date.
- As part of a project to widen US 40 to four lanes across Indiana, in about 1941 the road was realigned and rebuilt here to its current alignment. This removed part of the 1923 alignment, making it discontinuous. See this post for information about the four-lane US 40.
Here’s an excerpt from the 1864 map I mentioned above, showing the National Road crossing Big Walnut Creek west of Pleasant Garden.
The Indiana Historical Aerial Photo Index has a 1939 image of this area that shows the 1923 alignment still intact. I’ve added color to the road to highlight it. Instead of crossing the railroad track like the pre-1875 alignment, it hugs its south edge.
It turns out that my many photographic visits to this area will let me take you on a visual tour of these alignments. Here’s the map again, with index numbers that will go with the photographs that follow, starting at the eastern end.
The old alignments begin here, at 1 on the map. 2009 photo.
Shortly the road reaches Pleasant Gardens, directly south of Reelsville, at 2 on the map. 2009 photo.
There’s not much here now. 2009 photo.
This is the crossroads where the 1875 alignment turned right, but the pre-1875 and the 1923 alignment continued straight. 2006 photo.
Here’s the westbound pre-1875 and 1923 road, which dead ends just beyond where it goes out of sight in this 2006 photo.
This is the road north to Reelsville, the 1875 alignment, heading down Reelsville Hill. 2006 photo.
On my first ever visit to Reelsville Hill, in 2007, a new bridge had recently opened and the 1929 bridge had been abandoned in place. (3 on the map.) By the time I made this photo, in 2009, that bridge had been restored. That’s because it was designed by Daniel Luten, who invented and patented a kind of concrete arch that was very influential in bridge design. Luten bridges are therefore considered historic. The project to build the new bridge involved significantly reducing the grade, as this side-by-side shot of the old and new bridges shows.
Here’s the restored Luten bridge in profile. 2009 photo.
Here’s the best photo I have of the bridge from before it was restored. 2006 photo.
I made a screen shot in 2006 of this aerial map segment showing the old bridge still in use and the new bridge being built alongside. Notice how the road to the old bridge curved to meet the old bridge, but the road to the new bridge would track straight onto it. This might suggest that the 1929 bridge was built alongside the old covered bridge that was here on new abutments, and the road moved to this location. But the 1929 bridge is said to have been built on the covered bridge’s abutments.
After crossing the bridge, the 1875-1923 alignment takes the first left and soon becomes a gravel road. I made this photo at about 4 on the map. 2006 photo.
Here’s more of the gravel road, from about 5 on the map. There’s no sign today that the railroad ever crossed this alignment; the tracks have been removed and the road smoothed out. 2009 photo.
The 1923 alignment was paved in concrete. Here’s where the 1875-1923 alignment meets the 1923 concrete, at 6 on the map. The concrete road from 9 on the map to here was removed at some point. I’d love to know why. 2009 photo.
The 1923 alignment was broken into two segments by the 1941 alignment. Here’s where the second segment of the 1923 alignment begins, at 7 on the map. 2006 photo.
I haven’t been back here in a long time, but when I made these photos in 2006 the road was heavily overgrown.
This is the 1923 bridge over Big Walnut Creek, at 8 on the map. 2006 photo.
Here’s where the 1923 alignment abruptly ends, at 9 on the map. It used to continue through where my little red car stands, curving off to the right to join to point 6 on the map. I’d really like to know why this segment was removed. The narrow strip of asphalt that curves to the left connects this segment to the 1941 alignment.
This eastbound shot at 10 on the map shows the 1923 concrete. 2009 photo.
Westbound from the same spot, the 1923 concrete is someone’s driveway today. I’d love to get permission to walk this segment as far as it goes. On the aerial maps it looks like it ends about 800 feet from here. 2009 photo.
There you have it: all of the National Road alignments at Pleasant Gardens and Reelsville, explained and illustrated.
I’ve driven the National Road from its beginning in Baltimore, MD to its end in Vandaila, IL. To read everything I’ve ever written about it, click here.
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