I’ve had the best results yet in developing black-and-white film. But all’s not perfect.
This time I shot my last roll of original Fujifilm Neopan 100 Acros in my Yashica-12 and developed it in Rodinal 1+50 for 10:30 at 23° (as that’s the temperature of my bathroom). I used the Massive Dev App and, thanks to a tip from a commenter, removed the Hypo Clear step that I don’t use. I agitated by twisting the agitator rod. As you can see from these phone photos I made of the negatives, one edge was washed out.
I think I know what happened. I didn’t push the reel to the bottom of the core I’m using, which is longer than the reel. 500ml of Rodinal solution in the tank was therefore not enough to cover the whole negative.
The well-developed part of each negative looks really good to me — neither dense nor thin. But my scanner tried to compensate for the washed-out edge of the film and I had to play with the exposure, highlights, and dehaze sliders in Photoshop to fix that. I also had to crop out the washed-out area. But all twelve photographs are usable.
I took this camera with me to Plymouth, Indiana, for a board meeting of the Historic Michigan Road Association. I made photographs on the way home, in Plymouth and Logansport, at Sycamore Row near Deer Creek, and in Burlington and Kirklin.
My desk is on the 12th floor. Here’s the view from the nearest window, after a violent storm passed through. That’s the City-County Building at left, and the city’s new bus terminal at right. Between them, the National Road is headed east and the Michigan Road is headed south.
A portion of the roof is set up like a patio with outdoor furniture. Here’s the view towards Monument Circle at the heart of Indianapolis. The Monument itself rises above the Circle Tower building near lower left.
I’ve already taken a couple Downtown photo walks on my lunch hour. After I’ve fully settled into the new job I expect I’ll take many more.
It was very late to the party: the last segment of the old Michigan Road to be added to Indiana’s modern state highway system.
The state of Indiana built the Michigan Road during the 1830s to connect Madison on the Ohio River to Michigan City on Lake Michigan via the new state capital in Indianapolis.
Indiana built other roads at about the same time, but none like the Michigan Road. Its right-of-way was enormous at 100 feet wide; the road itself used the central third. Even though the road was barely a dirt path at first, it was arguably the grandest road in Indiana. It was a major commerce route that opened deeply wooded northern Indiana to settlers.
The railroad’s rise in the late 1800s led the Michigan Road and all other major roads into disuse and disrepair. But around the turn of the 20th century, the bicycle and the automobile made good roads a priority. Indiana responded in 1917 with its State Highway Commission, which laid a fledgling network of highways over existing major routes and began to improve them, in turn from dirt to gravel to brick or concrete, and eventually to asphalt.
The State Highway Commission numbered just five State Roads in its first year. You might be surprised to learn that the Michigan Road was not among them.
Not in its entirety, at least. State Roads were laid out along portions of the Michigan Road in northern Indiana: from about Rolling Prairie east to South Bend, and then from South Bend south to Rochester.
The east-west segment was part of State Road 2, which followed the 1913 Lincoln Highway, a coast-to-coast auto trail established through the work of entrepreneur Carl Fisher. The north-south section was part of State Road 1, which continued south from Rochester along a new road that passed through Peru and Kokomo on its way to Indianpolis and, ultimately, the Ohio River across from Louisville.
Naturally, all major Indiana cities wanted a good, direct road leading to the state capital, and towns in between wanted to be on those roads. A road would lead from South Bend to Indianapolis. Logansport wanted to be on that route. You have to wonder why the state chose State Road 1 through Peru and Kokomo over the Michigan Road through Logansport. The Michigan Road’s generous right-of-way would certainly ease future improvements. Perhaps the state wanted to provide good-road access to two towns rather than just one. Perhaps Peru and Kokomo had a more effective lobby.
Officials in Logansport went down fighting, agitating for the state to hard-surface the Michigan Road rather than State Road 1 south from Plymouth, as the inset 1919 newspaper article reports. They even claimed — incorrectly — that the Michigan Road was a little shorter.
Alas, State Road 1 was paved.
Indiana expanded its State Road system to more than 50 roads by 1926, adding most of the Michigan Road in the process. The portion from Madison to Indianapolis became State Road 6. The portion from Indianapolis to Logansport became State Road 15.
(By the way, State Road 15 continued northwest from Logansport through Winamac and La Porte to Michigan City, fulfilling the Michigan Road’s mission in much more direct fashion. The indirect route through South Bend had been a compromise — one South Bend certainly enjoyed — to avoid the Kankakee Marsh in northwest Indiana. In the 1830s, no road could be built there. A series of ditches built in the late 1800s through about 1917 drained the marsh, and then by 1922 the river itself was dredged. The direct route finally could be, and was, built. It is US 35 today.)
But the portion of the Michigan Road from Logansport to Rochester remained off the grid.
The U.S. route system we know today was established in 1927. Several State Roads became U.S. highways. Indiana renumbered its State Roads to eliminate numbers the same as the new U.S. routes and to tame what had become a messy numbering scheme. The Michigan Road from Madison to Logansport became State Road 29 (except for a rural segment south of Napoleon in Ripley County, which the highway bypassed to loop in nearby Osgood and Versailles). Old State Road 1, including the Michigan Road from South Bend to Rochester, became US 31. The Michigan Road from South Bend to Michigan City became part of US 20.
Also in 1927, the State Highway Commission decided to build a State Road from Lafayette to Warsaw. To be named State Road 25, it would pass through Logansport and Rochester. At last, this segment of the Michigan Road would join the state highway system! It was added first, in 1928; the rest of State Road 25 was added in stages over the next few years. The state highway map segments above tell the story. In 1923, the Michigan Road didn’t appear between Rochester and Logansport. In 1927 a dotted line appeared to show that the road was approved to be added to the system. In 1928, the thick black line shows that the road was not only added, but hard surfaced, except for a small portion near Fulton. The broken line there and elsewhere on the map indicates a gravel road.
Logansport got its wish nine years too late, as by that time US 31 had become the dominant route to Indianapolis. Not that it mattered much in the long run — US 31 might have boosted Kokomo’s and Peru’s prosperity for a time, but US 31 was rerouted around both towns in the 1970s and traffic through these towns slowed to a trickle. All three towns experienced serious decline toward the end of the 20th century, for reasons bigger than rerouted highways. None is noticeably better off than the others today.
See an index of everything I’ve written about the Michigan Road here.
New Carlisle is a cheerful Indiana small town about 15 miles west of South Bend on a triply historic road: US 20, the longest US highway; the Lincoln Highway, our nation’s first coast-to-coast road; and the Michigan Road, which has linked the Ohio River to Lake Michigan since the 1830s. The town has been there since 1835, not long after the road was built.
As you enter New Carlisle from the east, you take a tight S curve under a railroad bridge and along a retaining wall that greets you cheerfully.
Until 1926 the road ran straight, crossing the tracks at a dangerous angle that was the scene of many accidents. Four rail lines passed through: two owned by the New York Central Railroad; one by the Chicago, South Bend, and Northern Indiana Railway; and one by the Chicago South Shore and South Bend Railroad. The South Shore tracks were a few feet lower than the New York Central tracks, making for an uneven crossing and increasing motorists’ challenge.
Negotiations with the railroads to build a viaduct and reroute the road for safer passage dragged on for several years but kicked into high gear when New Carlisle passed an ordinance limiting trains to eight miles per hour. That got the railroads’ attention. Terms were worked out, the bridge was built, and the road was curved.
After you negotiate that curve, New Carlisle unfolds before you, tidy and cheerful. Little has changed, at least cosmetically, in this town since before World War II. Check out this mural of the town as it was in about 1941, painted on the side of one of downtown’s buildings.
Downtown New Carlisle has changed little since those days! You’ll have to take my word for it to some extent, as I made these photographs in 2008. Margaret and I drove through on our late-December Michigan Road trip, but heavy rain made it a poor day for photography. But we could see it: New Carlisle still looks very much like this.
I’m always curious why some small Indiana towns remain well-maintained and others don’t. Money obviously makes the difference. But where does New Carlisle’s come from? There’s no real industry here, to speak of. It’s too far away from Chicago to be a commuter town. I suppose many residents commute to South Bend to work; is that enough?
Regardless, everywhere you look in New Carlisle’ downtown, the buildings are in good condition. Something must be going right here — unlike so many Indiana towns of similar size, New Carlisle is growing. Its population remained flat at about 1,400 for several decades, but between 2000 and 2010 it swelled to over 1,800.
As you keep heading west you soon leave the downtown area and pass many lovely older homes.
This church is right on Michigan Street. The sign says, “God wants spiritual fruits, not religious nuts.”
Memorial Park is on Michigan Street, too. It’s a lovely spot to rest on a lovely street in a lovely town.
Checking for a suspected shutter fault in my Nikon F3 I put two rolls of film through it late last year: one Kodak High-Definition 400 (see some of those photos here) and the other Kodak Max 400, photos from which I’m sharing here. Both rolls expired in 2007. I’m not a fan of expired film’s unpredictable results. So to me, the stuff is best used for a job like this.
The F3 went along on our day-after-Christmas road trip up the Michigan Road. All of these photographs are from the road, in and near Rochester. As I shared in this post, Rochester has a long row of lovely old houses on the road as you approach downtown from the south.
Even though it was midafternoon, given the time of year the sun rode fairly low in the sky and delivered some delicious light. The film’s colors all shifted a little, which is a hazard of being expired. But the Auto Tone tool in Photoshop fixed that right up in a second.
At full scan size you’ll see considerable grain in all of these photos. But at blog size the grain is managed well enough. I’m pleased that I was able to get a little blurred background at EI 400 with the 35mm f/2.8 AI Nikkor lens I was shooting.
On Rochester’s square, apparently Santa comes to visit in this little house. On the day after Christmas it had not yet been removed.
I also aimed the F3 at the abandoned bridge abutment north of Rochester, which I wrote about more extensively here.
This is the Tippecanoe River, placidly flowing past the bridge on which I stood.
That bridge, a simple modern steel stringer, features this plaque commemorating its 1982 completion. I love the typeface they used for the plaque.
Standing by that plaque I focused on the memorials on the old approach, enjoying the ever-fading afternoon light.
The F3 performed flawlessly, by the way. My worries about the shutter were unfounded.
On our recent Michigan Road trip, we whizzed right by the South Bend Motel. It was cold, we were tired, and some of the neon was out on this great old sign anyway. Not much new to photograph. So these photos are from earlier road trips. Above, 2009; below, 2007.
Fortunately, little has changed (except the non-functioning neon). This little motel has been plugging away here for as long as I can remember. I grew up less than a mile away.
This motel is on the Michigan Road (and Dixie Highway and Old US 31) on South Bend’s south side. It’s always stood alone in this heavily residential neighborhood. Here’s a daylight shot of its sign.
Online reviews of this place range from “cheap but decent” to “dirty rooms and rude staff.” So if you ever decide to stay, set your expectations accordingly.