People, Places, and Nostalgia

Founded over a century ago, the Indianapolis Motor Speedway and the Indianapolis 500 have a rich and colorful history. As the late Tom Carnegie (the former public address announcer) titled his book, Indy 500: More Than a Race, the event is indeed more than just an automobile race. Numerous personalities – not just the racing drivers – have made the event what it is today. While the track itself is essentially the exact same layout as when it opened in 1909, everything surrounding it has changed in one way or another. Numerous popular institutions at and around the Speedway have come and gone over the years. In addition, countless stories have added to the lore of the “500”.

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People

The following are people with special connections to the Indianapolis 500, past and present, who were not racing drivers. This list largely excludes race participants, such as drivers, car owners, chief mechanics, riding mechanics, crew members, and officials (with only a few special exceptions). Instead it concentrates on those people who made a difference at the Indianapolis Motor Speedway and made a name for themselves off the track. Broadcasters (radio and television) are also excluded, unless they worked on the Speedway’s public address system, or had different roles of notoriety at the Speedway over the years. Individuals are listed in alphabetical order of surname. For a list of officials over the years, see Indianapolis 500 Officials, for a list of television announcers, see Indy 500 on Television.

The Alley Cats — They Alley Cats was a fan group that congregated at the entrance to Gasoline Alley from the 1980s well into the 2010s. The group had a cordoned off spot next to the entranceway to the garage area, and were usually seen there throughout the entire month (practice, qualifying, and race day). The Alley Cats were well-known to the participants, and they would regularly greet the drivers, crews, owners, and celebrities that walked back and forth to and from the pits. A devoted group of fans, Curt Cavin of The Indianapolis Star described them as “enthusiastic” but sometimes “mouthy“. Driver Buddy Lazier once quipped that they consume[d] their “fair share of alcohol” and noted that they often ‘taunted’ the drivers, which could be intimidating to rookies. But he countered that they were “very nice and big time race fans“. A members-only group, the total number of members varied over the years, but there was said to be five regular or ‘original’ members. By the mid-2010s, the membership and participation started to shrink due to age, and by the end of the decade, it appears that the Alley Cats had finally disbanded.

American Dairy Association of Indiana — The ADAI is non-profit organization for the “promotion, communication, and nutrient education…funded by and serving Indiana dairy farm families.” One of the most famous and popular traditions at the Indianapolis 500 is the victory lane bottle of milk. The tradition was started by three-time Indy 500 winner Louis Meyer. He was noticed consuming buttermilk to quench his thirst after his second and third victories in 1933 and 1936, respectively. Other drivers in subsequent years also drank milk, but it did not become a regular tradition until 1956. The Milk Foundation – a precursor to the ADAI – starting posting a small cash prize if the winner drank milk in victory lane. Eventually, the ADAI took over the tradition. Each year, two local Indiana dairy farmers are selected to carry out the prestigious duty of delivering the bottle of milk to the winner in victory lane as part of their “Winners Drink Milk” campaign. The ADAI also sponsors the Fastest Rookie Qualifier Award, and currently sponsors the Rookie of the Year Award.

Archbishop of Indianapolis — In 1974, the Indianapolis 500 was moved permanently to the Sunday of Memorial Day weekend. In that year, an Invocation was added to the prerace ceremonies. In most years since 1980, the Indianapolis Motor Speedway has invited a representative of the Archdiocese of Indianapolis to deliver the invocation. Participants have included: Edward T. O’Meara, Daniel M. Buechlein, Joseph F. Schaedel, Christopher J. Coyne, Joseph William Tobin, Michael Welch, and Charles C. Thompson.

Tom Beall (born August 11, 1871, died February 10, 1943) — A well-known fixture at the Indianapolis Motor Speedway prior to World War II, Beall was the owner and proprietor of a concession stand – often referred to as Tom Beall’s Diner (whether formally or informally) – that was located adjacent to the Gasoline Alley garage area. Beall set up his first hot dog stand at the Speedway in either 1911 or 1912. By the 1920s, his food stand had expanded greatly, serving not just hot dogs and Coca-Cola, but hamburgers, sandwiches and various other platters. Beall’s diner catered largely to the drivers and the mechanics, and the counter was typically set up facing the garage area, thus making it accessible only to the participants (i.e., those who had garage access). However, in some years, it has been described that stand might have been set up such that the main counter faced the garages (one side for the drivers), and a second counter faced outward (for spectators).

Born in Hamilton, Indiana, Beall lived locally for fifty years. He typically arrived at the track in early or mid-April, so that he would be set up and operating by the time the first teams arrived for spring testing. He stayed the entire month of May, and sometimes well into June, as he put it ‘until the last driver had packed up and gone home’. The line of wooden stools in front of the counter on the Gasoline Alley side was the place to be for Speedway gossip, and was the friendly gathering place for the entire racing fraternity. The stand employed somewhere between 20–25 cooks and staff. Beall’s diner was fictionally depicted in the 1932 film The Crowd Roars.

Beall was friends with most of the participants. He showed his kindness by allowing drivers – many of whom were poor and had little money – to run up a tab for the month. Drivers could pay off their tabs after they received their prize money at the end of the month. In some cases, the race winner was known to pay off everyone’s tab. In 1927, eventual race winner George Souder’s crew ran up a tab of $297 (the equivalent of over $5,500 in 2025 dollars) for the month. Winning car owner Bill White stopped by after the race, paid it in full, plus gifted Beall a fancy suit, hat, and tie. In some years, he ran multiple stands around the Speedway grounds. During other times of the year, he would set up concession stands at the Indiana State Fair, the circus, and other carnivals and events.

Beall’s final “500” and the final year for the diner came in 1941. Later that year, following the attack on Pearl Harbor, the United States was thrust into World War II. Speedway president Eddie Rickenbacker shut the track down for the duration of the war. Tom Beall fell ill and died in 1943 at the age of 71. He claimed to have served ‘more than 1.5 million hot dogs’ in his thirty years at the Speedway.

William F. Behrends (born 1946) — Sculptor from Tryon, North Carolina. Since 1990, Behrends has sculpted the sterling silver likeness of the Indianapolis 500 winning driver for the Borg-Warner Trophy. Behrends meets personally with the winner after the race, and works on creating the likeness at his North Carolina studio during the summer and fall. The likeness is usually completed, affixed to the trophy, and unveiled around November, December, or as late as January – roughly six months after the race. Behrends insists on sculpting unique likenesses for repeat winners, and has even done so for back-to-back winners.

Larry Bisceglia (born March 8, 1898, died December 7, 1988) — Known as “Mr. First in Line”. From Yuma, Arizona, Bisceglia became famous for being the first spectator in line at the Indianapolis Motor Speedway for the “500” starting in 1950. He first attended the race as early 1926. After being one of the first people in line in 1948–1949, Bisceglia made sure he arrived early enough to be first in 1950. He would drive cross country and camp out in his van at the front gate of the Speedway for days, even weeks. In some years, he arrived as early as the first week of April. The Speedway accommodated him by installing an electrical outlet next to his parking space, and Ford Motor Company even gifted him a new van at one point. He nearly missed the 1986 race due to failing health and the inability to make the cross-county drive, but well-wishers were able to fly him in for the race. His final “500” would be 1987, and he died in 1988.

 

Al Bloemker (born September 22, 1906, died January 22, 1996) — Sportswriter and author, worked at the Indianapolis Motor Speedway as the director of publicity from 1945 to 1987. Sat on the board of directors of the Indianapolis Motor Speedway Hall of Fame Museum. Wrote the books 500 Miles to Go which was about the history of the race, and the Wilbur Shaw biography Gentlemen Start Your Engines. Retired in 1987 and died in 1996.

Dr. Henry C. Bock (born January 6, 1937, died May 26, 2018) — Medical director at the Indianapolis Motor Speedway from 1982 to 2006. He was the successor to Dr. Thomas Hanna who died in 1981. Bock started working with USAC in the late 1970s, and he also served as the medical director for the IRL from 1996 to 2006. Died at age of 81.

Jim Cornelison (born June 20, 1964) — Singer who is best-known for performing the national anthem at Chicago Blackhawks games dating back to 1996. At the 2014 Indianapolis 500, Jim Nabors delivered his final performance of “Back Home Again in Indiana” during the pre-race ceremonies. After a couple years of rotating performers, Cornelison was invited to sing “Back Home Again in Indiana” at the 2017 Indy 500. His performance was critically praised and so well-received that he was invited back in 2018. As of 2025, he has performed the song every year since, establishing himself as the permanent replacement for Nabors.

David L. Cassidy (born October 10, 1931, died January 20, 2001) — Longtime employee for the Indianapolis Motor Speedway and close confidant to Tony Hulman. Cassidy held multiple roles during his 40 years on the staff, including manager of the Speedway Motel, manager of track concessions, as well as the manager of Hulman’s Cola-Cola bottling plant. Sometimes referred to as Hulman’s (and president Joe Cloutier’s) “right hand man“. Began working at the Speedway in 1960. Performed various jobs early on including driving the bus for track tours, chauffer for Hulman, and was extremely knowledgeable about the track and the Town of Speedway. Died at the age of 69.

Clarence Cagle (died July 5, 2003) — Speedway superintendent from 1948 to 1977. Cagle joined the staff of the Speedway shortly after Tony Hulman purchased the track in 1945, and oversaw the renovation of the facility . The property had fallen into a dilapidated state following World War II. He is best-remembered for “Cagle’s Miracle” in 1956. Torrential rains flooded the grounds just days before the race, nearly forcing a postponement or outright cancellation of the race. Cagle and his crew worked 48 hours straight to pump floodwater from the track and had it ready for race morning. Later held the title of Vice President of the Speedway. Retired in 1977, died in 2003 at the age of 88. His wife Gladys Cagle worked as the secretary to the superintendent from 1954 to 1977. She died in 2004 at age 86.

Donald Davidson — Born in England, he first attended the Indianapolis 500 in 1964. Warmly welcomed by the Speedway staff and the racing fraternity, he was able to recite from memory the results in great detail of every running of the “500”. His visit culminated in a guest appearance on the Indianapolis Motor Speedway Radio Network on race day. A year later, he returned and joined the radio network staff as historian (a role he held 1965–2020). He then began working at USAC in the summer of 1965 as a statistician, publicist, and historian, a position he would hold for 31 years. Worked for WIBC 1070-AM (later WFNI) beginning in 1966, and would go on to host his radio program The Talk of Gasoline Alley from 1971 to 2020. Wrote multiple books, wrote a column for The Indianapolis Star, and also worked for local television stations. Occasionally, he did guest work on the IMS public address system. In January 1998, he was named the historian of the Indianapolis Motor Speedway. Lives in Speedway, Indiana, retired in 2020.

Frances Derr (born October 27, 1915, died December 20, 1985) — One of the original staff members at the Indianapolis Motor Speedway when Tony Hulman purchased the track in 1945. Served as the director of the ticket office from 1945 until her retirement from that position in 1980. Also worked as a secretary at the Speedway. According to Donald Davidson, Derr and the ticket office staff befriended him when he first visited the Speedway in 1964. Never married. Derr died in 1985 at the age of 70 of suspicious circumstances. Her death, ruled a homicide, is a cold case and is considered unsolved to this day.

George Freije (born August 17, 1917, died July 17, 2000) — Musician and leader of the George Freije All Stars jazz band, he was an Indiana native whose music was part of the “500” prerace ceremonies for over thirty years. During the early morning hours of race day, from roughly 6 a.m. to 8 a.m., Freije’s hits were played over the public address system to entertain fans. This jazz and big band music was played from the 1960s until the mid-1990s. He died in 2000 at the age of 82.

James Garner (born April 7, 1928, died July 19, 2014) — Television and film actor. Garner attended the Indianapolis 500 many times. He drove the pace car at the start of the race in 1975, 1977, and 1985.

“Big John” Gillis (born September 24, 1947, died November 9, 2012) — Helicopter traffic reporter for the radio station WIBC 1070-AM. Gillis was a popular fixture on the radio on race day (as well as year-round) in Indianapolis. Gillis worked the “500” from the air from 1980 until 2007, starting his grueling race day assignment sometimes as early as 4 a.m. He died in 2012 at the age of 64.

The Gordon Pipers — Since 1963, the Gordon Pipers bagpipe band has entertained at the Indianapolis Motor Speedway. Founded by W.G. Diehl in 1962, the group traditionally marches in the 500 Festival Parade, marches and performs during pre-race ceremonies, and since 1967, performs for the winner in victory lane. After watching them perform at Indianapolis Raceway Park in the summer of 1962, Tony Hulman invited them to play at the “500” the following year. The members are dressed in black and white tunics (mimicking checkered flags), and their signature song is “Scotland the Brave”.

Dr. Thomas A. Hanna (born September 4, 1909, died November 12, 1981) — Medical director at the Indianapolis Motor Speedway from 1960 until his death in 1981. Responsible for substantially expanding and modernizing the medical facilities at the Speedway, his efforts were groundbreaking for the era and considered a blueprint for other tracks. First worked at the “500” as an ambulance driver in 1936. Had his own medical practice in the Town of Speedway. The Hanna Emergency Medical Center inside the track infield was named in his honor. Died at the age of 72, interred at Crown Hill Cemetery in Indianapolis.

Florence Henderson (born February 14, 1934, died November 24, 2016) — Actress and singer, Henderson was probably best known as the character “Carol Brady” from the television show The Brady Bunch. Henderson was a friend of the Hulman/George family, and attended the Indianapolis 500 many times. She preformed during the Indy 500 pre-race ceremonies in multiple years. She sang “The Star-Spangled Banner” (1993–1997), “America the Beautiful” (1991–1992, 1999–2002), and “God Bless America” (2003–2012, 2014–2015). For the 100th running in 2016, which would be her final appearance, she served as the race grand marshal, delivering the “Drivers to your cars” command.

Jeanette Holder (born May 30, 1932, died December 13, 2023) — Known as the “Quilt Lady“. In each year from 1976 to 2023, Holder created a hand-stitched quilt that was presented as a gift to the race winner.

Joseph F. Kennelly (born February 6, 1914, died September 16, 2011) — Riding mechanic at the Indianapolis 500 for Johnny Seymour in 1936–1937. Believed to be the last surviving Indy 500 riding mechanic, as well as the last surviving on-track Indy 500 participant from before World War II. Later worked at the Allison Engineering plant, which is located just south of the Speedway. Died at the age of 97.

Karl Kizer (born December 30, 1898, died November 26, 1979) — Original curator of the Indianapolis Motor Speedway Museum. His association with the race and the track dated back to 1914. Worked closely with Tony Hulman to conceive and construct the first museum, which opened in 1956. Responsible for the acquisition of many of the first cars in the foundation’s collection. Purportedly worked the job for free. Died at the age of 80, interred at Crown Hill Cemetery in Indianapolis.

Bob Laycock (born June 3, 1914, died November 22, 1995) — Longtime press room manager, statistician, and historian for the Speedway. First started working at the Indianapolis 500 as a mail carrier in the press room in 1949. Also did work for USAC and supplied information and was a fact-checker for the The Indianapolis News. Laycock claimed to have attended the “500” every year dating back to 1915 (his mother, nine months pregnant with him, was at the 1914 race as well; he was born a few days later). Counting the 1914 race, he would have attended 74 consecutive races. He skipped the 1994 race due to age and died in 1995 at the age of 81.

David Letterman (born April 12, 1947) — Comedian and talk show host, Letterman is an Indianapolis native. He once worked in radio and local television. In 1971 (while an employee of WLWI) he served as a roving reporter on the ABC telecast of the Indianapolis 500 – he interviewed Mario Andretti. Letterman has attended the Indy 500 many times, either as a spectator or participant. In 1996, he became a minority partner with Bobby Rahal at Team Rahal (now known as Rahal Letterman Lanigan Racing). Regularly had racing drivers on his talk shows (Late Night on NBC and The Late Show on CBS). Letterman is the winning co-owner of the Indianapolis 500 in 2004 (Buddy Rice) and 2020 (Takuma Sato) with Rahal.

Chuck Lynn (born September 19, 1952, died August 26, 2024) — Longtime fixture at the Indianapolis Motor Speedway. Known as “Chucky” or “The Wolfman“, he sold newspapers at the track. He was often seen riding around the garage area and around the infield on his three-wheeled bike. Also would be seen doing the same at the Indiana State Fair and at Indianapolis Colts games. First started selling newspapers at the Speedway in 1973. Died at the age of 71.

Jack L. Martin (born May 7, 1928, died May 11, 2016) — Longtime employee at the Indianapolis Motor Speedway, WWII and Korean War veteran, previously worked for Firestone and D.A. Lubricants. Served as the director of the Indianapolis Motor Speedway Hall of Fame Museum (1979–1987), and was the executive director of the 500 Oldtimers Club. Took over at the museum after the death of Karl Kizer. Was in charge of organizing the annual Oldtimers Club/Hall of Fame barbeque, banquets, and other parties, etc. Died at the age of 88.

Ron McQueeney (born April 8, 1945, died July 14, 2025) — Longtime director of photography at the Indianapolis Motor Speedway. McQueeney worked at the Speedway from 1972 until his retirement in 2011. He first came to the race in 1956, became a professional photographer in 1968, and after joining the IMS staff, was promoted to head of the photo department in 1977. He several terms as president of the Indianapolis 500 Oldtimers club. Died in 2025 at the age of 80.

Theodore E. “Pop” Myers (born February 18, 1874, died March 14, 1954) — Longtime Vice President, general manager, and secretary of the Indianapolis Motor Speedway. First joined the staff in 1910. Worked under the ownership tenures of Carl Fisher, Eddie Rickenbacker, and Tony Hulman. One of Meyer’s last exploits was to successfully lobby the FIA to include the Indianapolis 500 as the race to represent the United States in the World Championship of Drivers and pay points towards the World Championship (it did so in 1950–1960). Died at the age of 80, interred at Crown Hill Cemetery in Indianapolis.

Robin Miller (born October 27, 1949, died August 25, 2021) — Motorsports journalist, best known for being a sportswriter and columnist at The Indianapolis Star (1968–2001). He also wrote for RACER magazine, ESPN, and other publications. Served as an analyst on ESPN, Speedvision/Speed, NBCSN, as well as local TV/radio stations. Briefly attempted racing himself, driving Formula Ford and a midget car, but quit due to cost and lack of mechanical abilities. In 1968, he was hired as a “stooge” (doing odd jobs) for Jim Hurtubise at Indy, but said he was fired for ruining the paint job on the car. He later worked as a freelance pit crew member for various teams in the 1970s. Served as the emcee and “roastmaster” for the Last Row Party (1978–1997). Donald Davidson once described Miller’s insult comedy performances at the Last Row Party as “lethal…but funny” and “no holds barred”. Miller was well-respected throughout the paddock, but had his share of controversies over the years. Died of leukemia at the age of 71. Following his death, his desk spot at the IMS media center was dedicated in his memory.

Jim Nabors (born June 12, 1930, died November 30, 2017) — Actor and singer, Nabors performed “Back Home Again in Indiana” during Indy 500 pre-race ceremonies 36 times between 1972 and 2014. Nabors also sang the National Anthem at the 1994 Brickyard 400. In his final year at Indy (2014), Nabors stood alongside Mari Hulman George to recite the starting command together (“Lady and Gentlemen, start your engines!”).

Paul Newman (born January 26, 1925, died September 26, 2008) — Academy Award and Emmy Award winning actor, Paul Newman attended the Indianapolis 500 many times. Newman became an auto racing enthusiast while filming the 1969 movie Winning, which was centered around the Indianapolis 500. Newman played the role of race car driver Frank Capula, and much of the movie was filmed at the Indianapolis Motor Speedway. Newman later competed in the SCCA Trans-Am series, as well as IMSA. In 1983, Newman co-founded the highly-successful Newman-Haas Racing team with Carl Haas, which competed in Indy cars, including at the Indianapolis 500. The team’s best Indy 500 finish was 2nd twice (1985, 1991). Newman-Haas Racing and Newman himself stayed away from Indy during the open wheel “Split”, but eventually returned in 2004. Newman’s final “500” was 2008.

Indianapolis 500 Oldtimers — Founded in 1961, the “500” Oldtimers club is open to people who have been directly involved with the Indianapolis 500 for more than twenty years. Members include drivers, mechanics, track employees, members of the media, and others. Considered a very exclusive club, inclusion is very restrictive, and new members must be nominated by an existing member. An annual tradition is the Oldtimers B-B-Q, which is usually held at the track in one of the days leading up to the race. In some years, the annual BBQ doubled as the Indianapolis Motor Speedway Hall of Fame induction ceremony.

Purdue “All-American” Marching Band — For over 100 years, the marching band from Purdue University (West Lafayette, Indiana) has performed at the Indianapolis 500. The Purdue band traditionally performs several song on race morning, including “On the Banks of the Wabash”, and “Stars and Stripes Forever”. In most years, the Purdue bands backs-up “The Star-Spangled Banner”, “America the Beautiful”, “God Bless America, and “Back Home Again in Indiana”. In most years from from 1980 to 2005, they also performed the rendering of “Taps”. The band also marches in the 500 Festival parade and would customarily lead the Spectacle of Bands, a parade of college and high school bands that used to march around the track on race day morning. The Purdue band first appeared at the race in 1919, and in 2019, celebrated their 100th anniversary performing at the “500”. Astronaut Neil Armstrong, who was a Purdue band member in 1952, is thought to have been at the “500” with the band that year.

Joseph L. Quinn (born August 3, 1904, died June 9, 1976) — Longtime director of the Indianapolis Motor Speedway Safety Patrol. Considered a “jack of all trades”, Quinn worked for Tony Hulman at the Clabber Girl Baking Powder Company. In 1946 he helped form the in-house IMS Board of Safety (later called the IMS Safety Patrol) for security and staffing of the “500”. The Safety Patrol members originally were given blue wool, long-sleeve uniforms, with neckties and pith helmets. But in later years switched to yellow button-down shirts and ballcaps, giving birth to the nickname “[the] Yellow Shirts”. Under Quinn’s leadership, the Safety Patrol originally drew membership from retired military and police, and later attracted workers from other blue collar professions. They had a reputation for taking their jobs “seriously”, having a gruff demeanor, and a “fierce use of whistles”. Quinn himself was described as “cantankerous” and “one of a kind”. A civil engineer, he also was also part of several engineering organizations. Fell ill during the month of May 1976, and died at the age of 71.

Eddie Rickenbacker (born October 8, 1890, died July 23, 1973) — World War I flying ace, race car driver, designer, and longtime head of Eastern Air Lines. Rickenbacker drove in the 1911 Indianapolis 500 as a relief driver for 13th place Lee Frayer, then made four additional starts with a best finish of 10th in 1914. Purchased the Indianapolis Motor Speedway from the original ownership group (which was led by Carl G. Fisher) in 1927. Oversaw several improvements to the facility, including paving over portions of the brick surface with asphalt, new retaining walls, and the opening of the Speedway Golf Course in 1929. His tenure spanned the Great Depression years, but despite worldwide economic hardships, the race was held without interruption. Several famous Indy 500 traditions were born during his ownership, including the victory lane bottle of milk, the Borg-Warner Trophy, and awarding the pace car to the race winner. Rickenbacker shut the track down in December 1941 shortly after the attack on Pearl Harbor. All racing ceased during World War II, primarily on account of rationing. Following the war, the track had fallen into a state of disrepair, dilapidated and overgrown with weeds. Rickenbacker was mostly uninterested in reviving the Speedway, due to other commitments including his involvement with Eastern Air Lines. In November 1945, Wilbur Shaw helped consummate a deal for Rickenbacker to sell the track to Anton “Tony” Hulman.

Bill Spoerle (born June 30, 1934, died November 4, 2014) — German-born, trained as a master tool and die craftsman. Spoerle worked at the Indianapolis Motor Speedway Museum for 51 years as the chief restorationist. Prior to being hired at the museum, worked as a mechanic with Elmer George at H.O.W. Racing. He started working at the museum’s restoration garage (located on the southeast corner of the Speedway property) in 1963. In charge of maintaining and restoring the historic cars in the museum’s collection. Never retired, died in 2014 at the age of 80.

Wilbur Shaw (born October 31, 1902, died October 30, 1954) — Indiana native, Shaw was a three-time Indianapolis 500 winner (1937, 1939, 1940), and AAA National Champion in 1937 and 1939. During World War II, the Indianapolis Motor Speedway was shut down, and fell into a dilapidated state. Weeds and overgrowth had consumed the brick surface, and the wooden grandstands looked as if they were about to collapse. Towards the end of the war, the now-retired Shaw was hired by Firestone Tire and Rubber Company to test a new line of synthetic rubber tires. In November 1944, Shaw drove a 500-mile private test at the Speedway. Those in attendance were shocked at the terrible condition of the facility. During the summer of 1945, Shaw contacted then owner Eddie Rickenbacker about reopening the track. Rickenbacker was uninterested and was preparing to sell the property, possibly to developers. Shaw consummated a deal to sell the track to Anton H. “Tony” Hulman in November 1945. Shaw was considered instrumental in the revival of the Speedway and the “500”, and Hulman appointed him president of the Speedway. Shaw served in that role from 1946 until his death in 1954. He was killed in a plane crash one day prior to his 52nd birthday.

Mary Catherine “Mom” Unser (born June 27, 1906, died December 18, 1975) — Mother of Indy 500 drivers Jerry Unser, Bobby Unser, and Al Unser Sr. (and grandmother of drivers Al Unser Jr., Robby Unser, and Johnny Unser). She was best-remembered for hosting a chili cookout for the drivers, crews, and other participants in the infield during the week leading up to the race. She started her chili tradition sometime in the mid/late-1960s, and it continued annually until her death in 1975. Her grave marker is inscribed with the nickname “The first lady of auto racing and a great mom”. To this day, she is still the only mother of two Indianapolis 500 winners (Al & Bobby).

Linda Vaughn (born August 11, 1943) — Best-remembered for her work with Hurst Performance (manufacturers of shifters and other aftermarket automobile performance parts) as a beauty queen. Known as the “First Lady of Motorsports” and “Miss Hurst Golden Shifters“. She worked in a marketing and advertising role for Hurst and other automotive companies over a period of several decades. A longtime fixture and ambassador at the “500” (and countless other races), Vaughn first arrived at Indy in the 1960s, and has made over 50 trips to the “500”. On race morning, she would often ride around the track in one of the pace cars waving to fans, and was known to greet each of the 33 drivers on the starting grid prior to the start.

Ed Wintergust (born September 16, 1890, died November 15, 1955) — Fuel salesman and dispenser, nicknamed “Big Ed” and the “Mayor of Gasoline Alley”. He was a longtime fixture at the Speedway dating back to the early 1920s, representing various oil companies at the track. He blended and sold racing fuels. Died in 1955 at the age of 65.

Bill York (died August 20, 2024) — Longtime manager of the Indianapolis Motor Speedway media center. York began working in the press room in 1958, eventually becoming the manger, a role he held through 2008. He continued to work as a media liaison into the mid-2010s. Died at the age of 91.

Public Address System

The following are selected members – past and present – of the Indianapolis Motor Speedway Public Address System team

Allen Bestwick (born September 24, 1961) — Television and radio sportscaster, started his motorsports career covering NASCAR on MRN radio in 1985. He covered NASCAR on TBS, NBC, TNT, and ESPN, then IndyCar and the Indianapolis 500 on ABC/ESPN. Beginning in 2021, Bestwick joined the public address announcing team at the Indianapolis Motor Speedway. He was slated to join the team in 2020, but due to the COVID-19 pandemic (and the race being delayed and ultimately held without spectators), his joining was delayed for a year. He currently serves as co-anchor in the public address booth with Dave Calabro, and handles various emcee duties during the month such as hosting the Qualifying Draw and Public Drivers Meeting.

Dave Calabro — Worked as the sports director at WTHR channel 13 in Indianapolis for 32 years, Calabro has worked on the public address system at the Indianapolis Motor Speedway since 1986. Calabro was elevated to the role of head announcer in 2007 after the retirement of Tom Carnegie. Since 2021, he has served as co-anchor in the public address booth with Allen Bestwick.

Tom Carnegie (born September 25, 1919, died February 11, 2011) — Radio and television broadcaster, Carnegie served as the chief public address announcer at the Indianapolis Motor Speedway from 1946 to 2006. Known for his deep and booming voice, he had several signature phrases including “And he’s on it!”, “It’s a new track record!” and “Mario [Andretti] is slowing down!” He was widely considered an icon of the Speedway, and one of the most famous people at the race that was not a driver or a participant. Away from the track, Carnegie, was the sports director at WFBM (later known as WRTV) for 32 years, and also made a name for himself announcing Indiana high school basketball tournaments. Born Carl L. Kenagy, he died at the age of 91, just three months before the 100th anniversary race (2011).

Bob Jenkins (born September 4, 1947, died August 9, 2021) — Radio and television motorsports broadcaster, Jenkins served as both the radio “Voice of the 500” and the television voice of the Indianapolis 500 during his lengthy career. An Indiana native, Jenkins covered auto racing on ESPN and ABC, Spike TV, SPEED, and later on Versus/NBCSN. He first joined the IMS Radio Network crew in 1979, and served as chief announcer from 1990 to 1998. Jenkins joined the Indianapolis Motor Speedway public address crew in 2004, and worked on the public address system in some capacity in most years from 2004 to 2020. During some events, he worked from the booth, in some years, he was stationed in one of the turns, and other times he was a roving pit reporter. His final year calling the “500” on the P.A. was the COVID-19 delayed 2020 race. Jenkins sat out the 2021 race while battling cancer, attending only as a spectator. He died later that year at the age of 73.

Jim Phillippe (born October 16, 1919, died December 15, 2003) — Professor at Butler University and radio announcer for Butler Bulldogs games. Phillippe served on the Indianapolis Motor Speedway public address crew from 1950 to 2003. His best-known role was to conduct the driver interviews after each qualifying attempt. He also was responsible for reciting the “Homage Speech” before the rendering of “Taps”. His final races were the 2003 Indy 500 and 2003 Brickyard 400. He died later that year at the age of 84.

John Totten (born September 22, 1927, died August 3, 1997) — Radio broadcaster, served on the IMS public address crew from 1953 to 1996. Totten’s most familiar role was to do the “play-by-play” during qualifying attempts. Missed the 1997 race, then died later that year at the age of 69.

John Francis “Irish” Horan (died May 2, 1958) — Announcer and promoter, Irish Horan worked on the public address crew from 1948 to 1957. Horan made a name for himself promoting daredevil stunt shows in the 1940s. His booming voice and showmanship made him a popular figure. Horan’s role at the “500” was typically to interview drivers in pit lane. Horan is believed to have delivered the “Gentlemen Start Your Motors!” command in 1950, and possibly again in 1951 and 1952. It would have been the first time the now-famous starting command was used at Indianapolis (soon after it was amended to “Gentlemen Start Your Engines!”). Died of a heart attack in 1958 at the age of 57.

Chuck Bailey (born 1911, died June 4, 1971) — Worked on the public address team for 13 years. Bailey was befriended by Tom Carnegie in 1957, and joined the crew one year later in 1958. Bailey spent time doing play-by-play for qualifying attempts, and also interviewed drivers along pit lane. Was once a policeman, and later worked as a salesman for Perfect Circle Piston Rings. Died of an apparent heart attack at the age of 60.

Others that have worked occasionally or part-time on the public address system crew (usually during practice days) in recent years include Jerry Baker, Michael Young (“The Track Dude”), Lindy Thackston, Laura Steele, Georgia Henneberry, Katie Hargitt, Katie Osborne, Vince Welch, and Kevin Lee.

Hulman/George Family

The following people are members of the Hulman-George Family, which owned the Indianapolis Motor Speedway from 1945 to 2019.

Anton “Tony” Hulman Jr. (born February 11, 1901, died October 27, 1977) — Patriarch and prominent businessman and owner of Hulman & Company. Purchased the Indianapolis Motor Speedway in November 1945 after the conclusion of World War II. The track was in a dilapidated state, Hulman swiftly renovated the facility in time to hold the 1946 Indianapolis 500. Assumed the role of Speedway president in 1955 (after the death of Wilbur Shaw), and became famous for his reciting of the starting command (“Gentlemen, start your engines!”). Beloved and mild-mannered, Hulman had a reputation of being a caretaker of the Speedway, pouring much of the profits back into improving the facility. On a lighthearted note, he was known to loath inclement weather on race day. He once quipped that if he woke up on race day to rainy weather he “would just assume crawl under the bed and stay there”. Therefore, pleasant sunny, warm days at the track (with no precipitation), are said to be experiencing “Tony Hulman weather”. He died in 1977 at the age of 76.

Mary Josephine Fendrich Hulman (born March 13, 1905, died April 10, 1998) — Matriarch and wife of Tony Hulman, she was the daughter of John H. Fendrich (owner of the Fendrich Cigar Company). She was a prominent business person and philanthropist, and was named the Chairman of the Board of the Indianapolis Motor Speedway in 1978 after Tony’s death. As widow, she took over the race day role of delivering the starting command beginning in 1978. She was named Chairman of the Board Emeritus in 1988. She enthusiastically recited the starting command at the “500” in 1978–1980, 1982–1996, and at the Brickyard 400 in 1994–1996. She missed the 1981 race, however, due to an illness. Her final public appearances came in 1996, after which time failing health required her to remain away from the public. During an interview in 1995 with Bob Jenkins, Mary F. Hulman reminisced about the family’s purchase of the Speedway which had happened fifty years earlier in 1945. She said at the time she disapproved of the purchase, considering it a “pig in a poke”. After a successful return of the “500” in 1946, she soon changed her mind about things, and for decades was an important figure both publicly and behind the scenes. She died in 1998 at the age of 93.

Mary Antonia “Mari” Hulman George (born December 26, 1934, died November 3, 2018) — The only child of Tony and Mary F. Hulman, Mari was a prominent business person and philanthropist. She served as the Vice President of the Speedway (1978–1987), then as Chairman of the Board (1988–2016), as well as president of Hulman & Company. She delivered the starting command in 1981 (while her mother was hospitalized with an illness), then took over the duty from her mother full time from 1997 to 2015 (in 2016, she was joined by the entire Hulman/George family). From 1981 to 2001, she organized the annual “Save Arnold” barbeque, a fundraiser at the track for Special Olympics. Due to declining health, she was named Chairman of the Board Emeritus in 2016, and subsequently remained away from the public. She died in 2018 at the age of 83. Mari grew up around racing, and for a time co-owned a team named H.O.W. racing (which stood for Hulman/George Ober/Roger Wolcott). Was married to racing driver Elmer George from 1957 to 1976. She was known as an animal lover, and was active in greyhound dog rescue.

Elmer George (born July 15, 1928, died May 31, 1976) — Husband of Mari and son-in-law to Tony Hulman. Elmer was a AAA and USAC racing driver. He made three Indy 500 starts. He married Mari in 1957, and the couple had four children. Served as the Vice President of the Speedway and director of the Indianapolis Motor Speedway Radio Network. Elmer, 47, was shot and killed during a confrontation at the family farm in Terre Haute, hours after the running of the 1976 Indianapolis 500.

Anton H. “Tony” George (born December 30, 1959) — Only son of Mari and Elmer George. Tony was the president of the Speedway from 1990 to 2009. Oversaw major construction projects at the Speedway in the 1990s, including new grandstands, a new golf course, track safety improvements, new Pagoda, an infield road course, suites, and Formula One garages. George was instrumental in funding the research and development of what would become the SAFER Barrier. Added the Brickyard 400 (since 1994), and U.S. Grand Prix (2000–2007) to the calendar of events, as well as other events including MotoGP. Founded the Indy Racing League (IRL) in 1996, which resulted in the controversial open wheel “Split”. Resigned presidency to run Vision Racing, then returned as Chairman of the Board (2016–2019). About a year after his mother’s death, he arranged for the sale of the track to Roger Penske in late 2019. Stepfather of driver Ed Carpenter. On race day, Tony George delivered a restart command in 1986, then the starting command exclusively in 2017–2019.

Nancy George — Oldest daughter of Elmer and Mari. Was a member of the Indianapolis Motor Speedway board of directors.

Mary Josephine “Josie” George — Daughter of Elmer and Mari. Was married to racing driver Steve Krisiloff from 1985 to 1993. Was a member of the Indianapolis Motor Speedway board of directors.

Katherine Marie “Kathi” George-Conforti — Youngest daughter of Elmer and Mari. Was a member of the Indianapolis Motor Speedway board of directors.

 

Places & Landmarks

Owning much to its status as the “Racing Capitol of the World”, an annual event gathering place, and a year-round tourist attraction, numerous famous and popular places have been located in the vicinity of the Indianapolis Motor Speedway – whether on the grounds or nearby. Some of these establishments, institutions, and various landmarks have long since shuttered and/or been demolished, but their histories live on in the memories of those who patronized them.

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Yard of Bricks

The Indianapolis Motor Speedway was built in 1909. Construction began in March 1909, and continued through that spring and summer. The original racing surface was comprised of crushed stone and tar. Described as layers of “creek gravel”, “crushed limestone”, “crushed stone chips”, held together with applications of “taroid“, and topped with “stone dust”, it was about 5–6 inches in total thickness. When the track opened for competition in August of that year, the track surface almost immediately proved unsuitable. Wheels dug ruts into the surface, the layers came apart, and grip was poor. Motorcycle riders had even more difficulty. During the 300-mile Wheeler-Schebler Trophy Race on August 21, the track surface had deteriorated so badly, the race was called after 235 miles. A fatal accident occurred when Charles Merz blew a tire and crashed on the mainstretch into the grandstand area. His riding mechanic Claude Kellum was thrown from the car and killed, as were two spectators. Two days earlier, two others had been fatally injured as well in the Presto-O-Lite Trophy race.

In the fall of 1909, the circuit was repaved with brick. Management sought a durable, cost-effective, and fast surface. After some tests – in one test, a car was chained to a pole and spun its wheels to test the strength of the bricks – ultimately brick was selected over concrete. Approximately 3.2 million bricks were hand-laid over a period of just 63 days. The bricks weigh 9–10 pounds each, and measure 10 inches by 4 inches, and were delivered by rail from the Wabash Clay Company in Veedersburg, Indiana. Wabash manufactured most of the bricks, but due to the massive size of the order, they also subcontracted out to a few additional brick companies. The bricks stamped “W.C. Culver Block Pat. May 21, 1901” are believed to be the most plentiful and are the most recognizable. But at least 13 different variations of bricks from Culver and other the companies are known to exist.

The bricks were installed over a 2-inch bed of sand, leveled by steamrollers, and the ¼-inch gaps filled with a mixture of Portland cement. The track re-opened in December 1909, then hosted a full slate of racing events in 1910. Almost right away, the track was given the nickname the Brickyard. The inaugural Indianapolis 500 was subsequently held in 1911. The bricks proved to be more than suitable for racing, and the Speedway flourished over the next many years. The bricks, while quite durable, required occasional maintenance, and sometimes rows of bricks even had to be removed due to thermal expansion. On the day before the “500”, it became a customary practice for a team of workers to vacuum the bricks and scrub them of oil and other debris to provide a clean surface for race day.

Beginning in 1936, due to increasing roughness, deterioration, settling, and to improve safety, parts of the track were being paved over in asphalt. In that year, patches of asphalt were put down in the turns to smooth out bumps, fill in potholes, and repair damaged sections. One year later (1937), all four turns were completely paved over with a continuous layer of asphalt, and a new safety apron was completed for cars warming up and slowing down. Paving over of the two shortchutes was completed by 1938, and in 1939, the backstretch was also paved over in asphalt. Nearly all of the original bricks from 1909 remained in place, covered now by layers of asphalt and other leveling and binder courses. By 1940, the entire oval had been paved over in asphalt except for a stretch of 2,142 feet (714 yards or approximately ⁴⁄₁₀ of a mile) along the frontstretch.

In the summer of 1955, the four turns and both shortchutes were repaved once again with asphalt. The backstretch was left alone this time, however, and the frontstretch was still kept as brick. Two years later, in 1957 major improvements were made, including the new Master Control Tower and the new pit lane. The pits were separated from the racing surface of the frontstretch by a new inside wall and grass strip, and the pit entry/exit lane and the pit stalls themselves were paved in concrete. The racing surface of the mainstretch, however, was kept brick for the time being. In October 1961, the last remaining exposed segment of the mainstretch was paved over with asphalt. At this point, the entire 2½-mile oval was now covered in asphalt. One yard of bricks was left exposed at the start/finish line, to provide a visual link to the past.

Nearly all of the original 3.2 million bricks installed in 1909 have remained in place to this day, some deep under multiple layers of asphalt. Other parts of the track are somewhat shallower, but the bricks are still there. Generally speaking, the only locations where bricks have been removed are where access tunnels have been dug. The first pedestrian/automobile tunnel was constructed in turn two in 1912. Two additional tunnels were built along the frontstretch by no later than 1932. In 1957, the backstretch pedestrian crossover bridge (used for the Speedway Golf Course) was removed and replaced by a three-lane tunnel which could accommodate both year-round golf traffic as well as race day spectator vehicular traffic. A tunnel in the north shortchute was finished in 1964. In 1973, the four-lane ‘main entrance’ tunnel was completed, coinciding with the planned construction of the new Hall of Fame Museum in the infield.

The Yard of Bricks at the start/finish line contains 576 individual bricks. In recent years, a decorative “golden brick” was installed to celebrate the 100th anniversary (2011) and four bronze bricks were placed to honor the four four-time Indy 500 winners (A.J. Foyt, Al Unser Sr., Rick Mears, and Helio Castroneves). During repaving projects in 1976, 1988, 1995, and 2004, the Yard of Bricks has been saw-cut, removed, and refreshed. Removed bricks that are still in good condition are typically reused. Bricks that are in poor condition are replaced with new bricks – using period bricks that were ostensibly unearthed from a different part of the track or leftover from storage. They are then cleanly installed – hand-placed for aesthetics as well as safety. In 2000, when the new Pagoda and Formula One garages were built, the pit lane was slightly altered to accommodate the F1 road course configuration. The Yard of Bricks was extended for the first time to cross the pit lane, and actually continued under the Pagoda and into the Pagoda Plaza (in the infield). In 2005, the traditional post-qualifying photographs were moved to this spot on pit lane, with each car lined up at the pit lane yard of bricks.

On May 15, 2009, one of the bricks at the start/finish line came loose during a practice session. Mario Moraes was driving down the mainstretch when the undertray of his car made contact with a brick that had become loose in the mortar. The session was halted, and the area was repaired before the following day’s track activity.

The most recent refreshing of the Yard of Bricks at the start/finish line was done in February 2023. Bricks are rarely removed, the main exceptions have been where access tunnels have been dug, or to repair badly damaged segments of pavement. In September 2025, a part of the track near the exit of turn two was dug up in order to repair and remove some bumps that had developed over time. A portion of bricks was exposed, the first time they had been seen since 1937. After removing some problematic bricks, workers dug deeper, found the aforementioned bed of sand, and cut out a slab of the original 1909 ‘crushed stone and tar’ surface. The intact block was subsequently put on display at the Indianapolis Motor Speedway Museum.

At the 1996 NASCAR Brickyard 400, race winner Dale Jarrett and his crew chief Todd Parrott started the tradition of “kissing the bricks” to celebrate the victory. Although Jarrett was probably not the first person ever to do so, he is largely credited with establishing it as a popular tradition. It soon became an annual rite for winners of the Brickyard 400 to kiss the bricks at the start/finish line as part of a photo-op during post-race celebrations. Later on, the tradition inevitably spread to winners the Indianapolis 500, and winners of various other races at the Speedway. Fans are also often seen mimicking the gesture, usually in Pagoda Plaza.

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Gasoline Alley

The garage area at the Indianapolis Motor Speedway is known as Gasoline Alley. For more information, see Gasoline Alley

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Pylon

A famous icon along the frontstretch of the Indianapolis Motor Speedway is the scoring pylon. The Original Pylon was erected in 1959. It was four-sided, and showed the running order of all 33 cars, as well as lap and speed. The original pylon stood 78 feet tall, had 6,048 incandescent light bulbs, and was manually operated from the Master Control Tower. By 1982, computers were employed to assist in the operating the display. A wind sock was installed on the top to provide clues on the wind direction.

By the early 1990s, the original pylon had succumb to rust and deterioration, and used antiquated technology. The last race is which it was utilized was the 1993 Indianapolis 500. A project to widen and improve the pit lane (in preparation for the 1994 Brickyard 400) was undertaken in the summer/fall of 1993. In order to accommodate the widening, the old grass strip and original pylon would be need to be removed. Just days after a NASCAR test in August 1993, the pylon was dismantled and removed. Small parts of it were sold off as souvenirs. Today, according to museum staff, little or nothing of the original pylon is known to remain in storage.

In the spring of 1994, a new pylon was constructed, about 22 feet north of the old location. The Second Pylon included positions for 33 cars, plus two scrolling digits at the bottom to accommodate larger fields (as NASCAR races had as many as 40–44 cars). Next to positions 2 through 9 were three small dots – each were lit up to indicate how laps down that car was running. A trilon billboard (for advertisements and graphics) was situated at the top, as well as a wind sock pole with a flashing strobe light. The strobe light was connected to the yellow light caution system around the track. The second plyon was mounted on a large concrete base, was computer controlled, and stood approximately 90 feet, 4 inches tall (the top of the strobe light reached a height of about 97 feet), and had 6,496 30-watt incandescent light bulbs.

In the summer of 2014, in-part due to its overall limitations and rapidly evolving technology – and as part of various other improvements leading up to the 100th running of the Indy 500 in 2016 – the second pylon was removed. In its place, a new LED Pylon was constructed in time for the 2014 Brickyard 400 weekend. The LED pylon initially consisted of 5,220 Panasonic LED video panels, stretching from top to bottom on all four sides, similar in function to “ribbon” scoreboards common at stadiums and arenas. The video display was capable of replicating the classic look of the previous two pylons, while adding the ability to display graphics and digital artwork, videos, images, messages, sponsor logos, and enhanced statistical information. It also is used to display animations such as flag colors (such as green flag, yellow flag, white, checkered, and American flag). The LED pylon sits atop the same concrete base on which the second pylon was mounted, and stands 92 feet, 4 inches, slightly taller (and 4 inches wider) than its predecessor. In 2023, the individual LED panels were upgraded to higher resolution.

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Carousels

Two four-sided scoreboards were once fixtures at the Indianapolis Motor Speedway. One was located at the north end of the infield (between turns 3 and 4), and the other was located at the south end of the infield (between turns 1 and 2). They kept track of the top ten, displayed the lap, and the average speed. Along the top, eight static billboards revolved, giving it the impression of a carousel. Since spectators in the turns were too far away and had no view of the famous scoring pylon on the mainstretch, these scoreboards were a valuable asset for keeping track of the race action. The one at the north end was visible by spectators in turn 3, the north short chute, and turn 4, along with patrons at the north end of the infield. The one at the south end was visible by fans in turn 1, the south short chute, and turn 2.

Each scoreboard was manually operated, although in later years, they became partially automated. Each digit was made up 75 large incandescent light bulbs, for a staggering total of 15,600 bulbs per structure (31,200 bulbs between the both of them). The billboards on top were normally redone every year, reflecting sponsorship changes, and it was not unusual for bulbs to burn out and need to be changed out during the month of May – perhaps multiple times per month.

The scoreboard at the north end was built in 1964, and a nearly identical one in the southchute was constructed in 1971. After over forty years of service, the scoreboard at the south end had aged beyond repair and started malfunctioning. In 2013, management determined it was no longer possible to repair and maintain it, and that it was no longer compatible with modern technology. For the 2013 race, it was covered with banners, and a temporary digital board was placed over the top part to at least show the “LAP” and “MPH”.  It was then demolished after the 2013 race. The aging one in the northchute was demolished after the 2021 race for similar reasons, Part of the reason it was replaced also was to make room in that area by the BMW M Driving Experience Center building. Since their removal, temporary video boards have been used in their place, but as of 2025, neither have been replaced by permanent structures.

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16th Street & Georgetown Road

The Indianapolis Motor Speedway is situated at the corner of West 16th Street and Georgetown Road in the incorporated Town of Speedway, Indiana (about 6 miles west of downtown Indianapolis). The Town of Speedway is an enclave suburb of Indianapolis. Georgetown Road runs north-south, and once came to an end at 16th Street. Running east-west, 16th Street continues to the west, turning into a residential street. Heading west out of the intersection, larger Crawfordsville Road begins (which created a multi-legged intersection) which heads west out to Clermont and beyond.

In 2015, the intersection connecting the three roads was replaced with a large roundabout. Georgetown Road was reconfigured to dead end just north of the new roundabout (Georgetown Rd. no longer connects to 16th St. or Crawfordsville Road). This allowed for an expansion of the IMS main gate area, pushed out some of the spectator walkways along that area, and effectively eliminated vehicular traffic to the intersection (reducing congestion and improving safety). Georgetown Road is still open to vehicles, but it is now a dead end traveling southbound, which has substantially reduced traffic volumes.

Present day 16th Street was once known as Crawfordsville Pike. When the track was first constructed, the pike was a dirt road. It was paved in the early 1920s, and slightly rerouted around 1923. By no later than 1928, it was renamed to 16th Street.

On the southeast corner of the intersection once stood a train depot. From the very early years of the “500” through 1963, many spectators arrived at the Indianapolis Motor Speedway by train. They could board at Union Station in downtown Indianapolis, and be dropped off at the Speedway train depot, which was roughly across the street from turn one of the track. The Speedway’s Main Gate was strategically placed outside of turn one, in part due to the close proximity of the train depot. Fans would pour off of the trains and directly into the gate. many of the fans that entered at the Main Gate choose to sit in the infield of turn one. This popular area (originally labeled as “Picnic Area” on maps) grew over the years, and eventually evolved into the infamous Snake Pit. The train depot stood approximately where the Speedway Gas Station across the street from the track, on 16th Street, is now located. In its heyday, arriving at the track by train became so popular, that city officials considered constructing a pedestrian tunnel under 16th Street to better handle the crowds coming from the trains and eliminate crossing vehicular traffic. The underpass was never built, and train service to the race was discontinued after 1963.

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Railroad bridge

The railroad bridge just east of the Indianapolis Motor Speedway, which crosses over 16th Street, was completed in 1953. When traveling westbound on 16th Street, the bridge underpass forms an unofficial entry archway to the track’s surroundings. In the late-1990s (in preparations for the U.S Grand Prix), the bridge was repainted to be more welcoming and for general aesthetics.

Prior to 1953, New York Central railroad tracks crossed 16th Street (north-south) with a level, at-grade crossing. This generally hindered race day traffic, and was identified as a year-round safety hazard. In 1952, it was decided to build a viaduct, raise and slightly realign the tracks to go over 16th Street, and lower the profile of the street to go under the tracks. Construction on the bridge began in the summer of 1952, and continued through 1953. During the month of May 1953, a temporary detour of 16th Street had been built, to accommodate the race traffic. In September 1953, the railroad bridge was competed and opened to both trains on top and vehicles underneath. The project was followed by an eventual widening of 16th Street to the west. It appears that the bridge may have originally accommodated two sets of railroad tracks (a northbound line and a southbound line), but at some point it was reconfigured to a single line.

The construction of the railroad bridge famously resulted in the popular White Front Tavern deciding to move in 1952 (see below). With a clearance of only 14′-0″, the underpass can not necessarily accommodate very large trucks and the large team transporters. Haulers approach and depart the track to and from the west.

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Speedway Golf Course

Eddie Rickenbacker purchased the Indianapolis Motor Speedway in 1927. Shortly after taking over, Rickenbacker announced the construction of an 18-hole golf course on the speedway grounds. The course would develop previously unused and underutilized portions of the property, as well as create revenue-producing activities throughout the rest of the spring and summer. The course was designed by architect William Diddle, and construction began in 1928. Originally named the Speedway Golf Course, the grand opening took place in July 1929, and the course opened to the public on August 3. C.E. “Chuck” Garringer was named the first club pro, and track superintendent T.E. “Pop” Myers served as the general manager and maintenance supervisor.

The Speedway had owned a rather large plot of vacant land outside the backstretch of the race track. However, at the time, they only owned the portion that spanned from present-day 16th Street to about halfway up the backstretch. The original 1929 course layout featured nine holes outside the backstretch on that parcel of land. The other nine holes were inside the track’s infield. A pedestrian bridge was installed over the track’s backstretch to provide access. The original clubhouse was located off of 16th Street, and the season ran from early April to the fall.

During U.S. involvement in World War II, the track was shut down for the duration of the war (1942–1945). Automobile racing was ceased, primarily on account of rationing. However, the golf course on the premises operated during most or all of the war years. On Memorial Day, May 30, 1945 (the date normally set for the “500”), the Speedway Golf Course hosted a fundraiser rally show and golf tournament starring Bob Hope, Bing Crosby, and Jerry Collona.

Tony Hulman purchased the Indianapolis Motor Speedway in November 1945. The Speedway Golf Course continued to operate as a public course under Hulman ownership. In 1957, the backstretch pedestrian crossover bridge was removed and replaced by a three-lane tunnel which could accommodate both year-round golf traffic as well as race day spectator vehicular traffic.

For a time, the 18 holes (nine inside & nine outside) were named after famous people at the Speedway.

Hole	Name	Hole	Name
1	Ray Harroun	10	Louis Meyer
2	Joe Dawson	11	Frank Lockhart
3	Ralph DePalma	12	Billy Arnold
4	Dario Resta	13	Pop Meyers
5	Howdy Wilcox	14	Bill Cummings
6	Gaston Chevrolet	15	Mauri Rose
7	Jimmy Murphy	16	Tony Hulman
8	Tommy Milton	17	Cotton Henning
9	Peter DePaolo	18	Wilbur Shaw

In 1960, the course hosted its first PGA Tour Event – the “500” Festival Open. After a few years, however, golfers began to criticize the course’s aging condition and overall unchallenging nature. In 1964, the course shut down and was redesigned, once again by Bill Diddle. The “Inside Nine” holes from 1929 (the nine holes inside the track infield) were largely unchanged. But most of the original “Outside Nine” holes from 1929 (outside the backstretch) were razed. With additional land to work with (the property stretching now the entire length of the backstretch), a new 18-hole layout was constructed on the outside, salvaging four existing holes, and building 14 entirely new ones. This 27-hole complex now featured nine inside and eighteen outside, allowing multiple combinations for players. The revamped course officially opened in April 1966.

In 1973, in preparation for the construction of the new Hall of Fame Museum in the infield, three of the “Inside Nine” holes (sometimes called the “Track Nine”) were re-worked. The museum subsequently broke ground in 1974, and opened in 1976. The golf facility remained a 27-hole complex (nine inside/eighteen outside), with only very subtle changes, through the summer of 1991.

By the early 1990s, the course’s rating had dropped to below average for public course standards, and well below that of a championship rating. Tony George (named president of the Speedway in December 1989) was interested in renovating the Speedway Golf Course, and upgrading it to a championship-level course. George hoped to possibly attract a PGA Tour event in the future. In October 1991, the “Outside 18” (1966) course was closed and razed. Also demolished were several old maintenance buildings along the backstretch. The “Inside Nine” course was kept temporarily intact, so that it could be played and used for parking through the month of May 1992. Some time following the 1992 Indianapolis 500, the “Inside Nine” course was also leveled. Famed golf course architect Pete Dye was hired to redesign the facility. Renamed the Brickyard Crossing Golf Course, it consisted of a brand new, 18 hole championship layout – fourteen holes outside, and four holes inside the infield. It also included a driving range, a lake in the infield, and former pieces of the track’s concrete retaining wall repurposed as earth embankment walls. The project, estimated between $3.5 million and $9 million, was completed and opened in late summer 1993. Brickyard Crossing has hosted a Sr. PGA Tour event, an LPGA Tour event, college tournaments, and various other Pro-Am and amateur events. As of 2025, however, the course has not attracted a PGA Tour event.

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Speedway Motel

Completed and opened in March 1963, the Speedway Motel was located outside of turn two at 4400 West 16th Street, adjacent to the Speedway Golf Course. The facility had 96 rooms, a banquet room, a restaurant/bar (the Flag Room), a swimming pool, and the lobby building also served as the clubhouse and pro shop for the golf course. The motel served as a “home away from home” during the month of May for many drivers, participants, and celebrities, at a time when hotel and motel rooms were scarce on the west side of Indianapolis. The building was designed by architectural firm Daggett, Naegele & Daggett, and built by Tousley Construction. In 1968, Paul Newman stayed there during the filming of the motion picture Winning, as did co-stars Robert Wagner and Joan Woodward (Newman’s wife). Scenes from the movie were filmed in the lobby and in room 212. The Beatles famously stayed at the Speedway Motel in September 1964, while they were in town for a concert at the Indiana State Fair (see below).

When the Turn Two Suites were constructed in 1973, a strip of ten hotel rooms (with no view of the track) were included on the ground floor. The VIP Suites took up floors 2 and 3, and in 1979 a fourth floor with more suites was added. Considered an annex of the Speedway Motel, the ten first floor hotel rooms upped the overall room count to 106.

A large marquee greeted guests at the entrance to the parking lot, and also famously was used to congratulate the race winner (with his name put up on the marquee usually just minutes after the checkered flag). The motel was renamed the Brickyard Crossing Inn in the mid-1990s, coinciding with the Pete Dye-designed reconstruction of the golf course (now known as the Brickyard Crossing golf course). By the mid-2000s, the motel had fallen into state of disrepair. The motel portion of the facility was closed in late 2008, and was demolished in February 2009. The lobby, clubhouse and pro shop building, however, were kept intact, and still stand as of 2025. In addition, the ten first floor hotel rooms (on the ground floor of the Turn Two Suites building) were also kept saved. However, they are no longer rented as motel rooms. Rather they are used to accommodate VIP guests and Speedway staff as needed.

Since the Speedway Motel’s demolition in 2009, proposals for a new hotel complex at the site have been drafted from time to time. However, as of 2025, no plans for a new hotel have yet to move beyond the exploratory phase.

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Mouse House

Located adjacent to the parking lot of the Speedway Motel, the so-called “Mouse House” was originally built before WWI, and may have been older that the track itself, which was built in 1909. While it long pre-dated the Speedway Motel, it was a familiar part of the motel property, in the shadow of the Southeast Vista grandstand. Indianapolis Motor Speedway general manager and superintendent Theodore E. “Pop” Meyers lived in the house for over forty years. His daily routine saw him eat his breakfast, then leave the house, turn right and drive a lap around the Speedway to survey it each morning. After completing the lap, he would head east and go to the Speedway offices, which were located downtown at the time (444 N. Capitol Ave).

In later years, the Hulman family used the house as lodging during the month of May, as well as to entertain guests. Both Mary F. Hulman and Mari Hulman George stayed in the house regularly. In the mid-2010s the house had reportedly fallen into a little bit of disrepair, some claiming it was suffering from rodent infestation. Mari Hulman George died in 2018, then a year later in 2019, the Speedway was sold to Penske Entertainment. In the fall in 2020, the house was quietly demolished.

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Indianapolis Motor Speedway Museum

The first museum at the Indianapolis Motor Speedway officially opened to the public on May 18, 1956. The brainchild of track owner Tony Hulman, the idea for a museum at the track was originally conceived in the late-1940s. Constructed at the corner of 16th Street and Georgetown Road (outside of turn one of the track), it also housed track administrative offices and the ticket office. The $125,000 building was designed by C. Wilbur Foster and Associates, announced in May 1955, and ground-breaking took place on July 25, 1955. It stood one-story and was approximately 8,000 square feet, and was dedicated to the memory of Wilbur Shaw (three-time Indy 500 winner and Speedway president) who died in a plane crash in 1954. The Main Gate to the Speedway – refreshed as part of the project – was adjacent to the original building. The museum was (and to this day still is) independently owned and operated by the Indianapolis Motor Speedway Foundation, a 503(c)(3) organization.

Modest in size, when the first museum opened the foundation’s collection initially consisted of only six cars – including Ray Harroun’s 1911 Indy 500 winning Marmon “Wasp”. Trophies, including the Borg-Warner Trophy and Wheeler-Schebler Trophy were on prominent display year-round. In 1962, Tony Hulman acquired the dormant Auto Racing Hall of Fame, and incorporated it into the museum’s organization. Later, Hulman would elect to close his own Early Wheels Museum in Terre Haute, and merged its inventory into the foundation’s collection.

The foundation’s collection grew rapidly, and before long, the museum had outgrown the facility. In 1976, the museum moved into a new, two-story, 96,000 sq. ft. building inside the track infield. Operating under the name Hall of Fame Museum, it featured a large collection of vehicles and memorabilia representing the Indianapolis 500, Indy/Championship car racing, other disciplines of motorsports, and pace cars. The museum collection also included a substantial number of vintage passenger cars, with a focus on antique cars manufactured in the state of Indiana. The display floor could accommodate over 75 cars at a time. The building also housed administrative offices, the ticket office, and a year-round gift shop. A large basement was used for storage, and vehicles were rotated to the display floor on a periodic basis.

From 1976 to 1993, the original museum building on the corner of 16th & Georgetown was kept intact, and was converted into additional office space. The Safety Patrol was housed in one half of the building. In the summer of 1993, the original museum building was demolished and a new administration building was constructed at the site. The ticket office and corporate offices were moved out of the infield museum building and relocated to the new admin building.

In 2016, the museum in the infield began a revitalization project, expanding the display floor. It was renamed the Indianapolis Motor Speedway Museum, and its mission was redefined “to specifically honor achievement at, and outstanding contributions to, the Indianapolis Motor Speedway.” In 2023–2025, the museum closed and underwent a substantial renovation, deaccessioning, and modernization project. The “reimagined” museum officially reopened on April 2, 2025.

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444 North Capitol

In 1956, the first Indianapolis Motor Speedway Museum and office building was built on the corner of 16th Street and Georgetown Road. Prior to 1956, the Speedway’s administrative and ticket offices were actually located in downtown Indianapolis. The most notable and longest-serving location was 444 North Capitol Avenue. The Speedway headquarters were there from 1919 to 1948 (with a brief closing during World War II). The offices moved for a short tenure to 729 N. Capitol, then permanently to the Speedway grounds.

The building IMS used at 444 N. Capitol has long since been demolished, and the site redeveloped. Its former location is just south of the intersection of N. Capitol Ave. and West Michigan Street, about three blocks north of the Indiana Statehouse.

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White Castle

Opened in 1969, and located at the three-way corner of 16th Street, Georgetown Road, and Crawfordsville Road, a White Castle restaurant once stood across the street from the main entrance of the Indianapolis Motor Speedway. The building’s address was 4802 Crawfordsville Road, and was frequented by spectators and participants. The establishment stayed in business at this location until 1991. In August 1991, the property lease was about to expire, and the building itself was situated too close to the road to accommodate improvements including a drive-thru window. The building was shuttered and demolished, and replaced by a brand new location about a mile and half west at 5910 Crawfordsville Road. The new location still stands as of 2025.

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Classic Motor Inn

Constructed in 1959 and opened originally as a Holiday Inn in early 1960, this 96-room motel was located at the corner of 16th Street and Polco Street, across the street from the south end of the Indianapolis Motor Speedway. The $1 million motel at 4665 West 16th Street was built about three years prior to the opening of the Speedway Motel. It was considered “luxury” in its heyday with its futuristic art deco design. Many participants and celebrities stayed at the Holiday Inn, and it even enjoyed strong business with seminars, receptions, and conventions year-round. The dining room and lobby once featured race-related decorations and stained glass windows.

After fifteen years operating as a Holiday Inn, the lease on the facility ended in March 1975. For a brief time in the summer and fall of 1975, it temporarily operated as the Trackside Inn (without Holiday Inn affiliation), and then in December of that year it was sold to new management. After a $700,000 renovation, it reopened in April 1976 as the Classic Motor Lodge, but by no later than 1978 it was going by the Classic Motor Inn. It would be the home of the 500 Club bar and lounge and the Chinese Village restaurant.

By the 1990s, the motel had fallen into a dilapidated state. Crime was common, and the motel was even seen on a 1999 episode of television show COPS. The Indianapolis Motor Speedway management, in an ongoing effort to buy up adjacent properties and spruce up the vicinity of the track and make room for possible future development, bought the property in 2003 and shuttered the motel. The building was demolished in February 2004 and the land cleared.

In 2007, a proposal was unveiled to realign 16th Street. It would redevelop the land across the street from the track – the land formerly occupied by the Classic Motor Inn, the American Art Clay Company, and the Steak ‘n Shake. The renderings included potentially moving the Indianapolis Motor Speedway museum to a new building outside of the infield and across the street. Many of these improvements, however, were scrapped. The museum foundation decided to stay in the facility in the infield, and in 2024–2025 underwent a substantial renovation. As of 2025, the aforementioned parcels across the street are, for the most part, gravel lots that are used for parking.

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Steak ‘n Shake

For many years, a Steak ‘n Shake restaurant was located across the street from the Indianapolis Motor Speedway. The establishment opened in the early 1980s (by no later than 1984) at 4731 West 16th Street. The restaurant was a popular place during the month of May, and during Brickyard 400 week, but apparently suffered from light business during the rest of the year. It operated as a Steak ‘n Shake at least as late as June 2001. The Indianapolis Motor Speedway acquired the property in mid-to-late 2001, in an ongoing effort to buy up adjacent properties, spruce up the vicinity of the track, and make room for possible future development. The restaurant was subsequently closed permanently.

For a brief time in 2001–2002, the building was temporarily repurposed and used as a credential office (namely during NASCAR Brickyard 400 week). However, during the month of May 2002 the windows were observed to be boarded up. In January 2004 the building was demolished and the land cleared. Like the old Classic Motor Inn and American Art Clay Company parcels, as of 2025, the property has since been utilized for parking.

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Prest-O-Lite Smokestack

Across the street from turn one of the Indianapolis Motor Speedway, there once stood a tall brick smokestack. A famous landmark in the skyline of the Town of Speedway, it was at the former Presto-O-Lite power plant and factory complex. The approximate location in the present day would be behind 1515 Main Street, across the street and just to the south of Dawson’s on Main. Built in 1912, it was constructed just one year after the first Indianapolis 500 (1911). At 150 feet tall, it was easily visible from inside the track, and according to Donald Davidson, the drivers for many years would look at the top of the smokestack to see clues about the wind direction and wind speeds. In 1954, when the new double-deck grandstand B was built, some drivers were upset because it blocked their view of the stack. When the famous scoring pylon was built in 1959, a wind sock was mounted on top, which helped serve the same purpose (visualizing the wind direction) now that the stack was partially obscured. The smokestack was refurbished and reinforced in about 1985 when the power plant was converted from coal to natural gas. By 1990, the power plant had sat vacant for over a year, and the smokestack had outlived its usefulness. Then-plant owner Union Carbide started razing old, unused buildings on the property, and the smokestack was demolished in August 1990.

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The “Car on the Roof”

The Jones & Maley Special was built by Frank Kurtis in 1954. A Kurtis KK500C, it was originally built for car dealership owners Al and John Jones, with chief mechanic George Salih. The car was raced at the Indianapolis 500 by Bill Homeier in 1954, by Sam Hanks in 1955–1956, and by Bob Christie in 1957. Hanks drove the car to its best finish (2nd in 1956). The car was sold in 1958 and renamed the Safety Auto Glass Special. However, over the next four years, the car failed to qualify. In 1961, Bill Randall wrecked the car in turn one, backing it into the outside wall. With the car now considered outdated and too damaged, the owners decided to park it for good. It was hoisted to the roof of the Safety Auto Glass Company building (1122 Southeastern Ave.) near downtown Indianapolis. It sat there as a popular display for over fifty years and was nicknamed “the car on the roof”. By the 2000s, having been exposed to the elements, the car was faded, weather beaten, and in dilapidated shape. Wind even blew it off the roof once. In September 2012 it was finally removed, and was hauled away to be restored. The building itself still stands, but has since been vacated.

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American Art Clay Company

Founded in 1919 by Ted Philpott, the American Art Clay Company was a manufacturer of ceramics, pottery, and modeling clay. In 1931, they moved to a building across the street from the Indianapolis Motor Speedway. Located at 4717 West 16th Street (the southwest corner of 16th & Polco), “AMACO” as it is sometimes called, was at that spot for over 70 years. Prior to their arrival, the factory was owned by the Baker Ice Machine Company of Omaha, Nebraska. At one time, Philpott maintained a mini zoo behind the factory, with big game animals he brought home from safaris. He would give local schoolchildren tours of the factory and of the zoo. After Philpott’s death in 1966, the zoo was closed and the animals were donated to the Indianapolis Zoo downtown.

In 2004, the American Art Clay Company (now typically known as AMACO Brent) relocated to a new, larger location on Guion Road, about 7 miles away. The Speedway acquired the property, and the old factory buildings were demolished in March 2004 and the land cleared. Like the old Steak ‘n Shake and Classic Motor Inn parcels, as of 2025, the property has since been utilized for parking.

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White barn

On the southeast corner of the Indianapolis Motor Speedway property, next to the intersection of 16th Street and Olin Avenue, a large white barn stands. It is believed to pre-date the construction of the Speedway and now sits adjacent to the Brickyard Crossing golf course. In the very early years of the Speedway, several gas-filled and hot air balloon events were held in the spacious infield. According to historian Donald Davidson, early balloonist Captain George L. Bumbaugh may have used the barn for storing a balloon.

The barn shares the area with the former garages of the H.O.W. Racing team (owned by Mari Hulman George) and the Indianapolis Motor Speedway Museum restoration garages. During the 1970s, 1980s, and early 1990s, it was commonly called the “Goodyear lot”, as the tire manufacturer utilized some of the garage space. During race events, the lot was used for Safety Patrol employee parking/camping, parking for the Speedway Golf Course, as well as a staging area for the Indiana State Police, etc. In 1993, during reconstruction of the golf course, the parking/camping area was mostly eliminated due to embankment, regrading, and re-landscaping. The barn was restored in the mid-1990s to serve as a picturesque visual icon for the golf course, which re-opened as the Pete Dye-designed Brickyard Crossing in 1993.

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16th Street Speedway

Also known as 16th Street Midget Speedway or West 16th Street Speedway, a 1/4-mile dirt short track was once located across the street from turn two of the Indianapolis Motor Speedway. Opened in 1946, for many years it was the home of the “Night Before the 500” races. The AAA Contest Board midget car series conducted a series of races there, sometimes formatted as a doubleheader or triple header. The Night Before the 500 was the track’s signature and most prestigious event. When AAA dropped out of racing in 1955, USAC took over the sanctioning. The track continued to operate until 1958, at which time it was closed and demolished.

In its heyday, the Night Before the 500 at 16th Street Speedway was very popular, attracting large fields, and big crowds – owing much to its proximity to the Indianapolis Motor Speedway, and racing the day before the Indianapolis 500, when many spectators and visitors its In the years when it was a tripleheader, the three races were actually treated as three separate events (even though they usually had mostly the same drivers). The first race would start around 2 p.m., the second race about 7 p.m., the third race (sometimes called the “owl race”, started as late as 10 p.m. or even midnight. Each race had its own practice, time trials, and main event – sometimes even a consolation race. After the first race, fans were required to empty the grandstands, exit the gates, and wait outside. After a short intermission, they could purchase tickets for the second event and re-enter. The process was repeated after the second race. The third race typically went late into the night. After the races were over, some spectators simply walked across the street to get in line for the “500”.

In 1996, Bush Stadium, the former home of the Indianapolis Indians AAA baseball team, was leased by group of investors led by then Indianapolis Motor Speedway president Tony George, IMS executive David Cassidy, and attorney James H. Voyles. The stadium was converted into a dirt track and named [new] 16th Street Speedway, an homage to the 1946–1958 facility. Located about two and a half miles east of the Indianapolis Motor Speedway (and about the same distance east of the original dirt track), it opened in April 1997. The track operated for three seasons, hosting midgets and legends cars. After the 1999 season, however, the track was closed due to low crowds. Several years later, after sitting vacant for over a decade, Bush Stadium was repurposed into apartments.

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500 Shopping Center

The former 16th Street Speedway (see above) was closed and demolished in 1958. The land was sold and the 500 Shopping Center was built in its place (4500 West 16th Street). The new outdoor shopping mall was the first of its kind in the area, and featured some anchor stores such as 99999.

The Indianapolis Motor Speedway and the Hulman-George family bought the 500 Shopping Center in 1984. After suffering through years of high vacancy, and outdatedness, in 1987, it underwent a $2.5 million renovation and was renamed Brickyard Plaza. The plaza was able to attract some new tenants, including an Ace Hardware. Other tenants included Raceway Lanes Bowling Center, and Speedway Bingo. The expansive parking lot for the mall was regularly used during the month of May for race parking, camping, and other event support. By the 2000s, however, most of the tenants had closed. The ownership eventually shuttered it as a mall, and modestly remodeled the entire facility. It was converted into office space and has since served as the headquarters for the Indy Racing League/INDYCAR and IMS Productions.

This 500 Shopping Center (a.k.a. Brickyard Plaza) is separate and distinct from another nearby outdoor mall that opened around the same timeframe. The Speedway Shopping Plaza is situated about 2 miles west on Crawfordsville Road, and opened in May 1961.

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Taco Bell

On Sunday May 21, 2017, after the conclusion of pole qualifying, drivers Scott Dixon and Dario Franchitti were robbed at gunpoint at the drive-thru of a Taco Bell. The restaurant, located at 3502 West 16th Street (on the corner of 16th and Berwick Ave.), is about is eight-tenths of a mile east of the Speedway’s main entrance tunnel. Neither driver was injured in the altercation, but the establishment gained a little bit of notoriety after the incident. The Taco Bell eventually went out of business, and as of 2025, the building is now home to a California Burger.

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The White Front

The White Front was a popular establishment on West 16th Street in Indianapolis, located just east of the Indianapolis Motor Speedway. Both a tavern and a restaurant over the decades, it was a popular gathering place and watering hole for drivers, participants, fans, and locals during the month of May, and in fact year-round. The original location opened in 1935, shortly after the repeal of Prohibition. The first White Front Tavern was inside an old house, which was painted white – hence the name “White Front”. It was opened and owned by Mr. & Mrs. George and Violet Mates, at 3729 W. 16th St., next to the railroad crossing, just east of the track. At the time, the railroad was an at-grade crossing (see above). In 1952, the New York Central railroad decided to realign the railroad crossing, and convert it into a bridge instead. The railroad tracks would now bridge over 16th Street, while vehicular traffic went below in a tunnel-like manner. Construction would last about a year and a half, shutting down and detouring part of 16th Street. Owner George Mates was deeply concerned that the construction and the new road configuration would adversely affect his tavern, so in 1952 he moved the White Front to a new location about a ¼ mile to the east.

In September 1952, the “New” Mate’s White Front celebrated its grand opening. Groucho Marx was in attendance, as he happened to be in town that day. Now being run by second generation brothers Mike and Nick Mates, the new building was located at 3535 West 16th Street, and was two floors. The lower floor (basement) was a full service restaurant, and the upper floor (ground level) was the bar & tavern. The White Front’s heyday was the 1950s–1960s. During non-racing times of the year, Thursday night was usually scheduled as movie night, attracting a large crowd of drivers and members of the racing fraternity (especially those who lived locally). Race films, racing movies, and other highlight films would be played on the projector, which drew the interest of the drivers. They were known to cheer, sometimes jeer, and frequently offered their own commentaries on what they were watching. House bands were also part of the regular nightly schedule. Mrs. Violet Mates died in 1951, and Mr. George Mates died in 1973.

Racing memorabilia and photos adorned the walls throughout the years. George Mates was known to make ashtrays for the bar out of pistons from used racing engines. The Mates family also made up T-shirts and jackets that advertised the tavern which were commonly seen being worn by drivers. According to historian Donald Davidson, the White Front being a such popular hangout for drivers, deals were known to be made inside. It was not unusual for owners to meet up with drivers for drinks and end up signing contracts for the upcoming race. A lot of the drivers who frequented the White Front were “500” racers who also drove in the midwest sprint/midget car circuit during the summertime – but during May especially, the list was long of drivers who stopped in.

The Mates family sold the White Front in the early 1970s. By this time, other places had begun to attract the drivers, including the Holiday Inn and others. And at the same time, a lot of new faces were part of the sport – some uninterested in the bar scene. The White Front changed hands multiple times, becoming a go-go bar, an exotic dance club, and at one point a biker bar. It went through several minor name changes, including the “White Front Bar & Restaurant”, the “White Front Club”, and for a brief time “Mother Tucker’s” (or simply “Tucker’s“). In 1976, it was rebranded yet again under another new management as “White Front Lounge“. During its time as a gentlemen’s club, its reputation changed drastically. A series of incidents, the murder of a manager, and a fire, further tarnished the bar’s legacy. Eventually its connection to the “500” become non-existent. A second fire in 1984 caused major damage. The building re-opened for a time as Club Venus. It shut down sometime around the COVID-19 pandemic, and as of 2025, the establishment is out of business, and the building was up for sale.

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Union Jack Pub Speedway

Opened in 1981, Union Jack Pub Speedway was located at 6225 West 25th Street, near the corner of Crawfordsville Road and N. High School Road. Roughly a 2½ mile drive west from the Indianapolis Motor Speedway, the interior was filled with racing memorabilia. Union Jack was a favorite spot for fans and participants, serving beer, Chicago-style deep dish pizza, and other great food. The idea for a racing-themed pub was born out a 1975 conversation between founder Rick Rising-Moore and Tony Hulman.

Union Jack, like countless similar establishments, shut down during the COVID-19 pandemic, but re-opened in August of 2020. Ultimately, the location closed in 2022 and the memorabilia was auctioned off.

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Mug ‘n Bun

Mug ‘n Bun drive-in restaurant is located at 5211 West 10th Street, less than a 1½ mile drive from the Indianapolis Motor Speedway. Originally known as Frostop (a chain restaurant), Morris May bought the site in 1960, then re-named it Mug ‘n Bun around 1964. It is considered by some a “local institution“, serving a traditional All-American cuisine. It is best known for its breaded pork tenderloin sandwiches/pork fritters, hand-dipped onion rings, foot long Coney dogs, burgers, and milkshakes. Above all, however, it is renowned for its signature menu item – homemade Root Beer. Founded and still operating as an open-air, drive-in style establishment, it is open year-round. In recent years they also added some indoor seating.

Mug ‘n Bun has had three different owners. Morris sold the business to brothers Jay and Ron Watson in 1998, then the most recent sale occurred around 2023. Despite different ownership, very little has changed over the years. Due to heavy traffic and special race day traffic patterns, Mug ‘n Bun is normally closed on Indy 500 race day. The late Robin Miller notably considered Mug ‘n Bun one of his favorites, and would often take Indy drivers there to eat.

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Charlie Brown’s Pancake & Steak House

About ½-mile walking distance from the main entrance of the Indianapolis Motor Speedway, Charlie Brown’s Pancake and Steakhouse is located at 1038 North Main Street in Speedway. Opened in 1975, it is one of the oldest restaurants in the Town of Speedway, and a popular establishment for participants and fans. A breakfast and brunch/lunch diner, the interior is decorated with racing memorabilia from floor to ceiling. Many former racing drivers and mechanics (particularly those who still live locally) are regular customers. During the month of May, famous regulars include A.J. Foyt, Roger Penske, and countless others.

Another favorite eating spot of the late Robin Miller, for many years he organized and hosted a weekly “Team Lunch” with friends from the racing fraternity. In 2024 the owners dedicated the “Robin Miller Room” in his memory.

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Long’s Bakery

Located 1¾ miles east of the Indianapolis Motor Speedway at the corner of West 16th Street and North Tremont Street (1453 N. Tremont St.), Long’s Bakery opened in 1955. The family-owned business has for decades been a staple in the community, and is frequented by race fans as well as participants. The bakery sells doughnuts, cakes, cookies, and other pastries, but is best-known for their classic glazed yeast donut. The establishment has been recognized as one of the best donut shops in the U.S., and it is not unusual for the queue line to stretch out the door. There are actually two locations, the other being in Southport. The shop is open seven days a week year-round, but the store by the Speedway is customarily closed on Indianapolis 500 race day.

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Speed Queen 500 Laundry

Once located in the strip mall at the corner of Georgetown Road and 30th Street (just north of the track), Speed Queen 500 Laundry was a popular place for participants. At 2911 Georgetown Road, the laundromat was decorated from nearly floor to ceiling with racing memorabilia, photos, and other race-related items. Drivers and crews, as well as spectators, were known to frequent the establishment to wash their clothes and uniforms during the month of May.

The business, which dated back to at least 1964, was put up for sale in 2007, and subsequently closed.

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The Mailroom

The Mailroom (500 Racing Collectibles) was a racing memorabilia and collectibles store located at the corner of West 16th Street and Gerrard Avenue, about ¾ mile west of the Indianapolis Motor Speedway. Owned and operated by Frank and Jennell Gilbert, the store was open year-round, focusing primarily on the Indianapolis 500, but also on the Brickyard 400, U.S. Grand Prix, Indy car, NASCAR, and other forms of racing in general. The physical store closed in the early 2010s, and business shifted to on-line only for several years. Gilbert was also a regular for many years at the annual memorabilia show the day before the race.

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Speedway Senior High School

Home of the “Sparkplugs“, Speedway Senior High School is located at 5375 West 25th Street, less than ¾ mile west of the Indianapolis Motor Speedway. The Speedway High School marching band is a regular performer at the 500 Festival Parade and also typically marches on race morning during pre-race ceremonies at the track. On race day, the high school opens its lot for public parking. The school uses the proceeds from parking to fund the athletics department and other expenses.

Alumni from Speedway High School includes actress Joyce DeWitt (class of 1967) best known from the television show Three’s Company. On December 1, 1977, Paul Page, the radio Voice of the 500, and then-reporter for 1070-AM WIBC, was involved in a helicopter crash at the school. While doing routine rush hour traffic reports, the WIBC helicopter suffered mechanical failure and plummeted to the ground. Page and two others onboard (pilot John Connolly and photographer Ed Moss), were thrown from the wreckage, which crashed on to the Speedway High School football field. Page suffered a compound fracture to his left ankle. All three men survived.

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Burger Chef

Located at 5725 Crawfordsville Road – about 1 mile west of the Indianapolis Motor Speedway – a Burger Chef fast food restaurant was the scene of the infamous Burger Chef Murders in 1978. Four employees were murdered in a case that to this day remains unsolved. The building was demolished in 2024.

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Nostalgia

The Beatles visit the Speedway

The Beatles played two concerts in Indianapolis during their 1964 North American Tour. They performed at the Indiana State Fairgrounds on Thursday September 3, 1964. The first show was scheduled for 5 p.m. inside the Coliseum, and the second for 9:30 p.m. at the Grandstand. Tickets cost between $3–$5, and the shows attracted 12,513 and 16,924 fans respectively. “Beatlemania” swept through the city in the weeks leading up to the concert. At the time, the city of Indianapolis did not have many luxury hotels, and the band (and their entourage) were initially booked to stay at the Essex House Motel downtown.

Before long, however, Essex House manager Glenn D. Hester became disillusioned with the idea of hosting the band. Fanatical teenagers had begun looting and vandalizing the motel, in search of souvenirs. Others started casing the joint, searching for hiding places, and other ways to get themselves close to the band members when they arrived. Numerous fans tried booking rooms at the Essex, in hopes of getting just that much closer. Fearing that it was inevitably going to turn into a “mob scene”, local authorities began planning heavy security measures. When the situation became untenable, Hester cancelled the band’s reservations on August 12.

In an effort to thwart the teenage mob, the band’s accommodation plans going forward were kept top secret. Initially it was announced to the public that the bandmembers would not stay overnight in Indianapolis, instead they would fly directly to their next city (Milwaukee) immediately after the concert. In reality, plans were being made for John Lennon, Paul McCartney, George Harrison and Ringo Starr (along with the band’s entourage) to stay at the Speedway Motel adjacent to the Indianapolis Motor Speedway.

The Beatles departed Philadelphia after their concert there on Wednesday night, September 2. They, along with about 35 others, landed at Weir Cook Municipal Airport (now known as Indianapolis International Airport) shortly before 1 a.m. Thursday. State troopers and Marion County sheriff’s deputies escorted the band to the Speedway Motel, but not before word had leaked out about them staying there. At least 50–75 fans were already waiting in the dead of night at the motel for their arrival. The motel parking lot was protected by some 30 patrol cars and as many as 100 police officers.

In the morning, the news of the Beatles staying at the Speedway Motel was no longer a secret. Some accounts vary, but it was reported that the band and their party booked a total of 12 rooms for two nights, checking in late Wednesday night, and were scheduled to check out Friday morning. The bandmembers are believed to have stayed in rooms 222 and 224 (which were on the backside of the building, overlooking the motel’s pool), though unsubstantiated accounts had them staying in four separate rooms, or even the same room. In any case, they stayed under heavy security. The Speedway Motel switchboard received about 50,000 telephone calls, and police cordoned off the property, forcing fans to stand across the street on the south side of 16th Street. They enjoyed a relaxing morning Thursday, before heading to the fairgrounds in the mid-afternoon.

After the concert was over late Thursday night, the band was escorted back to the Speedway Motel. Some fans tried to sneak into the area, but no major incidents were reported. Around 5 a.m., Ringo Starr was seen wandering outside of his motel room, claiming he was unable to sleep. He asked a few of the state troopers if they could take him for a ride in the country to get away from the motel for a little while. One of the three troopers was Jack Marks, who drove Starr downtown and showed him Monument Circle, the Governor’s Mansion, and a few other places. Rumors that they drove around the race track were unfounded, but Starr himself confirmed that he drove the police car for at least a short distance. Later, they drove to Mark’s home in nearby Noblesville. Mark’s wife was up early in the barn, preparing their horses for the upcoming state fair, and apparently was too busy and unimpressed by the celebrity that was visiting their home. After a quick cup of coffee, they took Starr out for breakfast at Ben’s Island restaurant in Carmel. The handful of people at the restaurant recognized Starr, and he signed some autographs. They returned to the Speedway Motel – the Beatles manager was a little alarmed at Ringo’s apparent disappearance, but all was well by daybreak.

On Friday morning, the band was scheduled to depart at 10 a.m., but ended up staying until about 3 o’clock. They posed for some photos in their motel rooms, toured the Speedway grounds, and took some more photos playing around at the Speedway Golf Course. One of the photos from that day was used as the cover for the European release of “Eight Days a Week” / I’m a Loser”.

A couple days after the concerts, a dispute arose over unpaid bills from their stay at the Speedway Motel. The Beatles appearance check of $85,231.93 from the Fairgrounds was withheld over about $500 in charges allegedly owed to the motel, at the request of manager David L. Cassidy. Five of the twelve rooms – ones used for security and police, had not been paid in full. Eventually the parties settled, with an amount of $1,197.94 deducted from the payment for outstanding charges.

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Solar eclipses

Twice in modern history, a solar eclipse has traversed over the Indianapolis Motor Speedway – one annular (partial) eclipse and one total eclipse. The first occurred in 1994. On Tuesday May 10, 1994, an annular eclipse was visible in the state of Indiana. That day was a practice day for the 1994 Indianapolis 500. The eclipse reached its maximum (approximately 89% coverage) in the 12 o’clock hour. The drivers took advantage of the brief window of slightly cooler conditions, and speeds climbed. Mario Andretti turned a lap of 228.351 mph at 12:14 p.m., then Emerson Fittipaldi upped the top lap of the month to 229.113 mph at 12:27 p.m. Two minutes later, around of the peak of ideal conditions, Paul Tracy topped the speed chart for the hour with a fast lap of 229.961 mph.

On Monday April 8, 2024, a total solar eclipse was visible over the city of Indianapolis. The Indianapolis Motor Speedway hosted an eclipse viewing event, in conjunction with Purdue University. A series of exhibits, specials guests, and on-track demonstrations entertained patrons throughout the morning and afternoon. More than 50,000 spectators from all 50 states and 33 countries attended on a pleasant, partly cloudy day. IndyCar driver Ed Carpenter took demonstration laps in an Indy car, and Conor Daly took laps in a NASCAR Xfinity Series car. A 2024 Chevrolet Corvette pace car also took laps around the track. Fans filled the grandstands along the inside of the mainstretch, and also were permitted to view from the eclipse from the straightaway around the start/finish line and pit lane. The eclipse reached totality at 3:06 p.m. local time, with slightly hazy, but mostly clear skies.

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No Doors on the Men’s Conveniences?

For the first many decades, the restrooms at the Indianapolis Motor Speedway were notoriously primitive and oftentimes in deplorable condition. The facilities in the infield, in particular, were the most lamentable. They consisted of wooden shacks built over a shoveled-out hole in the ground. Toilets were simply oval-shaped holes cut from a plywood bench, and urinals were rain gutters nailed on the wall, aimed to drain down into the pits. There were no lights, no running water, no dividers or partitions, supplies were meager, and above all, there was no privacy whatsoever.

Despite the glaring and obvious shortcomings, stenciled on the bathroom walls – rather ironically in a proud sense – was the phrase ‘supplies are provided courtesy of the management’.

Over the years, the bathrooms at Indy were occasionally a source of indignation for both competitors and spectators. In 1977, Janet Guthrie became the first female driver to qualify for the Indianapolis 500. Of the many hardships and difficulties she faced, one was that – at the time – there were no female restrooms in the Gasoline Alley garage area. After the race, her crew had to block off one of the men’s rooms just so she could take a shower and change clothes before addressing the media. In 1966, a hot air balloon race was held in the infield to entertain spectators during one of the qualifying days. One of the balloons broke loose, and knocked over one of the ladies bathrooms buildings. Two women inside were injured slightly (and probably embarrassed as well).

In 1966, Formula One World Champion Graham Hill qualified for his first Indianapolis 500. Hill, a dapper gentleman from London, England, found the Speedway to his liking, and would end up winning the race that year, the first “rookie” winner since 1928. However, there was one aspect of the event that left him appalled. Supposedly, track owner Tony Hulman approached Hill early in the month, asking him his impression of the “500” thus far. Though there are multiple versions of the alleged account, the conversation went something like this. Hill said it was “bloody awful”, “barbaric”, and “embarrassing” that there were “no doors on the stalls of the men’s conveniences”. The next day, it is reported that maintenance crews were out installing doors on the stalls in the bathrooms in the garage area.

Some claim Hill made the same or similar comments during a subsequent television interview, as well as during his acceptance speech at the 500 Victory Banquet. Whether the story is entirely true or not, Hill is generally credited with shaming the Speedway management into slowly but surely modernizing their restroom facilities. At the tragic 1973 race, rain (along with Salt Walther’s crash) postponed the race for more than two days. The infield was a muddy quagmire, and by the third day (Wednesday), the local health department was threating to force cancellation of the race if it continued to rain. The muddy and flooded infield, endless piles of trash, and the disgusting condition of the bathrooms were all reasons.

Over the next several years, some small improvements were made at some of bathroom locations on the Speedway grounds. Partitions were installed at some stalls, although most locations still lacked doors. In 1985, after years of complaints, and after consultation with the local health department, the bathrooms in the infield were fully-modernized. The ancient wooden shacks were demolished, and nine large, high-capacity, concrete block restroom buildings were constructed. In 2021, the infamous urinal troughs were lampooned by a special t-shirt sold at merchandise stands.

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“It’s Her”?

In 1976, Janet Guthie became the first female driver to enter at the Indianapolis 500. Her efforts were widely reported by the press, but her and her team were plagued by a series of mechanical problems. She finally passed her mandatory rookie test on May 17, but the car still did not have the speed necessary to make a qualifying attempt. The team, owned by Rolla Volsted, was underfunded, and up to that point, her fastest practice lap had been a 173.611 mph. It would take over 181 mph to bump her way into the field. While most observers and fellow competitors viewed her participation in a positive light, she did have her share of detractors.

On Saturday May 22, rumors started to circulate around the garage area that A.J. Foyt was planning to lend Guthrie one of his back-up cars for her to take some practice laps in. On the morning of Bump Day (Sunday May 23), Foyt wheeled out his car #1 (Coyote 74-2) to the pit lane. It was a back-up car that had been shaken down but not qualified. Foyt had turned a lap of 190 mph in the car on Friday. Guthrie, surrounded by members of the press, climbed in and pulled away for some practice laps. A lot was on the line, as Guthrie was determined to prove that she had the skills to drive at Indy, and was being given an expected opportunity to showcase her abilities – albeit briefly – in top equipment. Guthrie was not the only car on the track, also leaving the pits around the same time was veteran Jim Hurtubise.

During Guthrie’s first or second lap, the yellow light suddenly came on, indicating an incident out on the track. Without the aid of video boards or much information coming from the public address system, spectators, media, and crews along pit lane – including Foyt and his crew – were unaware and immediately concerned about what had happened and to whom. Jim Hurtubise’s car had stalled somewhere on the backstretch, out of view to all congregated on the mainstretch. USAC official Frankie Del Roy with a headset barked out “It’s Herk!”. The name Herk, short for Hercules, was a longtime nickname for driver Jim Hurtubise.

Apparently Foyt and some crew members misheard the call, and though for a moment the official yelled out “It’s her!” – as in, it was Janet. Immediately a sense of dismay came over Foyt and his crew, unsure if she had spun or crashed the car, or blown the engine after just one or two laps. A minute later, however, a huge sense of relief came over the pit lane when they saw Guthrie returning to the pits, not the cause for the incident. After a tow-in for Hurtubise, the green came back out, and Guthrie was back out on the track. She turned about 10–15 laps, with a top lap of 180.796 mph, her fastest single lap of the month, also an unofficial closed-course record for females. However, she did not attempt to qualify, but would return for a successful effort in 1977.

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“Knowhutimean?”

The Indianapolis 500 has long attracted pop culture. Clark Gable was a regular at the Speedway in the late 1940s, and Paul Newman made a name for himself at the Speedway when he filed the movie Winning in 1968. Over the years, celebrities became a big part of the race, some riding the in 500 Festival Parade, performing in the pre-race ceremonies, appearing as guests of high rollers, or simply attending as spectators.

In the mid-1980s, The Walt Disney Company had some presence at the Indianapolis 500, as part of some promotion and marketing crossover efforts. As early as 1983, the “Sport Goofy” character was seen roaming the pit area, promoting and bringing awareness to amateur athletics. The Goofy character and other Disney characters were seen in the 500 Festival Parade downtown as well. In 1985, the 500 Festival Parade theme was “The Wonderful World of Disney“, and Mickey Mouse served as the parade grand marshal, with several Disney characters riding floats. On race day, the Voices of Liberty singers from the Walt Disney World theme park EPCOT Center performed “Back Home Again in Indiana“.

A year later, one of the many celebrities in attendance at the parade and at the race was television personality Jim Varney. Best known for his “Ernest P. Worrell” character, Varney had appeared in numerous television commercials and local television station promos. Then-Disney CEO Michael Eisner, and Disney executive Jeffery Katzenberg were in attendance at the parade and the race. Eisner was impressed when he saw Varney getting a bigger ovation from the crowd than Mickey Mouse had received. Shortly thereafter, Eisner set up a meeting with Varney to discuss a feature film deal. In 1987, Touchstone Pictures (a division of the Walt Disney Co.) released Ernest Goes to Camp, the first in a series of Ernest films, and thrust Varney into a new level of stardom. He would eventually win a Daytime Emmy Award for his Saturday morning children’s program Hey Vern, It’s Ernest!, and it all came to be after a chance moment at the Indy 500.

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Nicknames

Several drivers, owners, and other participants at the Indianapolis 500 have developed nicknames over the years. Usually complementary, these are typically coined by media, fans, and sometimes fellow competitors or family. Widely used and widely accepted nicknames include the following:

• Helio Castroneves — “Spiderman”
• Jim Clark — “The Flying Scot”
• Scott Dixon — “Icerman”
• Leon Duray (born George G. Stewart) — “The Flying Frenchman”
• A.J. Foyt — “Super Tex”
• Emerson Fittipaldi — “Emmo”
• Andy Granatelli — “Mr. 500”
• James Hinchcliffe — “The Mayor of Hinchtown” or “Hinch”
• Jim Hurtubise — “Herk”
• Tony Kanaan — “T.K.”
• Arie Luyendyk — “The Flying Dutchman”
• Hiro Matsushita — “King Hiro”
• Rick Mears — “The Rocket” or “Rocket Rick”
• Danny Ongais — “The Flyin’ Hawaiian”
• Max Papis — “Mad Max”
• Roger Penske — “The Captain”
• Johnny Rutherford — “Lone Star J.R.”
• Takuma Sato — “Taku”
• Tom Sneva — “The Gas Man”
• George Snider — “Ziggy”
• Tony Stewart — “Smoke”
• Paul Tracy — “The Thrill from West Hill” and “P.T.”
• Al Unser Sr. — “Big Al”
• Al Unser Jr. — “Little Al”
• Bobby Unser — “Uncle Bobby”
• Dan Wheldon — “Lionheart”

Others drivers that were better known by a commonly used nicknames include:

• Richard “Red” Amick
• Larry “Boom Boom” Cannon
• Floyd “Chip” Ganassi
• Paul “Potsy” Goacher
• Norman “Bubby” Jones
• Dennis “Duke” Nalon
• Clark “Shorty” Templeman
• Brothers: James Merwin “Dick” Rathmann and Royal Richard “Jim” Rathmann
• Keith “Porky” Rachwitz
• David Earl “Swede” Savage
• Leon Duray “Jigger” Sirios
• David “Salt” Walther
• Travis “Spider” Webb

Some individual Indianapolis 500 races have developed nicknames, or have a universally memorable moment, include the following:

• 1912: Ralph DePalma leads 196 laps; breaks down with two laps to go.
• 1925: Peter DePaolo averages 100 mph
• 1936: Louis Meyer becomes the first three-time winner
• 1947: “EZY” sign
• 1953: “The Hottest 500” (although the record is technically held by the 1937 race)
• 1960: The Rodger Ward / Jim Rathmann duel
• 1964: Tragic Eddie Sachs / Dave MacDonald crash
• 1967: The Turbine fails with just over three laps to go
• 1973: The worst 500 – tragic, rain-shortened race.
• 1977: A.J. Foyt becomes the first four-time winner “500”
• 1981: “The Great Dispute”
• 1982: Gordon Johncock / Rick Mears duel at the finish
• 1985: “Spin and Win”
• 1990: “The Fastest 500” (the record is now held by the 2021 race)
• 1992: The closest finish (Al Unser Jr. over Scott Goodyear)
• 2005: Danica-mania
• 2011: 100th Anniversary
• 2016: 100th Running

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Eras of the 500

During the over-century long history of the Indianapolis 500 and Indianapolis Motor Speedway, numerous recognized eras have been established by historians, media, competitors, and fans. As the race follows the infancy of the automobile through the 20th century, and into the 21st century, sharp increases in technology, car design, and speed, have generally shaped the eras, which loosely follow decade patterns. Organizational changes and disputes, varying levels of popularity, increased media coverage, world wars, personalities, participants, traditions, famous races, and tragedies, have all been defining factors to establish the boundaries of the respective eras.

“Proving Ground” era (1909–1918)

From the opening of the track (1909) and the first Indianapolis 500 (1911) through 1918. Businessman Carl G. Fisher envisioned a “proving ground” for the budding automobile industry. A dedicated, paved, permanent circuit that auto manufacturers could utilize for testing, demonstration runs, and competitive racing – in front of paying spectators – was planned, designed, and constructed. Fisher, along with investment partners James A. Allison, Arthur C. Newby, and Frank H. Wheeler purchased farmland on the west side of Indianapolis, and constructed a 2½-mile paved oval, complete with grandstands and various support facilities. An infield road course was planned, but ultimately scrapped. The track opened in August 1909. The original surface of crushed stone and tar, however, proved unsuitable, and during the fall of 1909, the track was repaved in brick.

After hosting multiple race meets (and even gas-filled balloon races) in 1909–1910, the management decided to instead host one big racing event each year. The inaugural Indianapolis 500 was held in 1911. The very early years of the “500” expanded upon the original proving ground intent, but competition soon became the primary focus. Numerous makes and models of local, national, and international car companies participated, with the cars generally conforming to the original specifications of being essentially stripped-down passenger vehicles, with big-block engines.

The AAA Contest Board sanctioned the events at the Speedway, and the race eventually became part of a season-long National Championship. Two-man cars with riding mechanics were standard (with the notable exception of Ray Harroun’s solo winning drive in 1911). The 1916 race was scheduled for 300 miles, and the race was suspended in 1917–1918 due to World War I. During the war, the Speedway was offered to the U.S. military, and served as an aviation repair depot (821st Aero Repair Squadron).

Roaring Twenties

After World War I, the “500” returned in 1919. As a gesture to the peacetime after victory in the war, the 1919 race was given the one-time title of “Liberty Sweepstakes”. During the decade of the 1920s, the sport of auto racing grew rapidly and the cars quickly evolved into purpose-built racing machines. Engine displacement was reduced first to 183 in³, then to 122 in³. Small-block, supercharged 91½ cubic inch (1.5 liter) engines eventually became the standard, and speeds climbed. In 1925, Peter DePaolo became the first driver to complete the 500 miles at average speed of over 100 mph. After a hiatus from 1917–1919, an official national championship was reinstated for 1920 and beyond. Outside of Indianapolis, the 1920s was also the peak of popularity of the exciting and sometimes spectacularly dangerous board tracks.

Tommy Milton became the first two-time winner of the “500”, with victories in 1921 and 1923. Top drivers during the decade included Jimmy Murphy, Frank Lockhart, Howdy Wilcox, Harry Hartz, and Louis Meyer who would eventually become the first three-time winner. Carl Fisher sold his interests in the Indianapolis Motor Speedway in late 1927.

Rickenbacker Era (1928–1941)

World War I flying ace Captain Eddie Rickenbacker purchased the Indianapolis Motor Speedway in late 1927. Rickenbacker oversaw sweeping changes at the “500”, intended to bring the facility back to its original “proving grounds” intent. Numerous rule changes were implemented, in an effort to lure back the passenger car manufacturers and move away from the small-block, purpose-built racing machines that had been popularized in the 1920s. Riding mechanics were made mandatory once again, time trials was expanded to 10-lap runs (up from four laps), superchargers were banned, and engine displacement was increased. The traditional 33-car limit was lifted, and larger starting fields were allowed for brief time.

The Rickenbacker era coincided with the Great Depression. Contrary to popular belief, the aforementioned rule changes were not made in response to the stock market crash of 1929. The rules package was drafted in early 1928, and was already approved by the AAA Contest Board in January 1929. The Rickenbacker Era is considered the deadliest period of “500” history, with 24 fatalities among competitors and spectators. Numerous rule changes and track improvements were starting to be implemented in the interest of safety. Starting in 1936, due to various bumps, potholes, and settling of the original brick pavements, parts of the track were being paved over in asphalt.

Multiple Indy traditions were born during the Rickenbacker Era, including the victory lane bottle of milk, the presentation of the Borg-Warner Trophy, and presenting the race winner with the pace car as part of his prize package. Radio coverage of the “500” first happened in 1928, and by 1939, the Mutual Broadcasting System was covering the race to a national audience. Rickenbacker also improved the facility with the construction of a golf course on the Speedway grounds.

Rickenbacker’s final “500” at the helm came in 1941, a race he was not able to attend in person (he was recuperating injuries suffered in a plane crash three months earlier). After the attack on Pearl Harbor December 7, 1941, the United States was thrust into World War II. Rickenbacker cancelled the 1942 race, and announced he was shutting the track down for the duration of the war. The gates were locked, and the Speedway would soon fall into a state of neglect and disrepair. Automobile racing would be banned during the war years, primarily due to rationing.

Post World War II / Early Hulman era (1946–1951)

At the conclusion of World War II, Eddie Rickenbacker was mostly uninterested in reopening the Speedway. The track had fallen into a dilapidated state. Tall grass and weeds had grown up through the track and the wooden grandstands were about to collapse. Rickenbacker had shifted his focus to other business interests, and was contemplating selling the property, possibly to developers. Wilbur Shaw consummated a deal to sell the track to businessman Anton H. “Tony” Hulman of Terra Haute. Hulman purchased the track for a reported $750,000 in November 1945, and swiftly began to renovate the facility. The Indianapolis 500 returned in 1946, as did the AAA National Championship. Auto racing quickly began to rebuild as a sport after the war.

Mauri Rose, who was co-winner of the “500” in 1941, won back-to-back races in 1947–1948, becoming the second three-time winner. The 1947 race saw controversy both on off the track. ASPAR (American Society of Professional Auto Racing) threatened to boycott the race over the purse size. It was the first notable organization dispute at Indy, but eventually the two sides came to an agreement. Late in the race, Bill Holland was leading his teammate Rose, when the crew displayed a chalkboard with a confusing “EZY” message. Holland believed he was a full lap ahead of Rose, and backed off to conserve his machine. Holland allowed Rose to go by him on lap 193, unaware it was a pass for the lead. Rose went on to win. Holland would win the 1949 race, giving car owner Lou Moore three consecutive victories.

Roadster era (1952–1966)

Considered by some writers as the “golden era” of the Indianapolis 500, it was largely defined and recognized by the participation of the popular front-engine “roadsters”. The first roadster is regarded to have been built and entered by Frank Kurtis in 1952. Legendary car builders A.J. Watson, George Salih, Eddie Kuzma, and Quin Epperly were notable constructors. Floyd Trevis also built Watson-style cars. The Meyer-Drake Offenhauser engines were the powerplants of choice, while the powerful and loud Novi engines were fan favorites.

Famous moments include back-to-back, dominating wins by Bill Vukovich (1953–1954), a long-awaited victory for Sam Hanks (1957), and the legendary duel between Rodger Ward and Jim Rathmann in 1960. Vukovich was fatally injured in a crash while leading the race in 1955, and a 15-car pileup took the life of Pat O’Connor in 1958.

Indy legend A.J. Foyt debuted as a rookie in 1958, and won his first “500” in 1961. In the fall of 1961, the last of the remaining original brick pavement was paved over in asphalt, and in 1962 Parnelli Jones famously broke the 150 mph barrier during time trials.

During this time (1950–1960), the Indianapolis 500 paid points towards the World Championship of Drivers. However, very few European entries ever made an attempt to race at Indy. The AAA Contest Board dissolved after the 1955 Le Mans disaster, citing Bill Vukovich’s fatal crash and other high-profile incidents as contributing factors. Tony Hulman subsequently founded the United States Auto Club (USAC) to sanction the sport of Championship/Indy car racing and the Indianapolis 500. USAC was formally installed in the spring of 1956, and would also sanction racing disciplines including sprints, midgets, and the USAC Stock Car division.

Decade of Innovation (the 1960s)

Sometimes referred to as the “Rear-engine Revolution” and occasionally the “British Invasion”, the decade of the 1960s was a period of rapid technological evolution at Indianapolis. At the start of the decade (1960), all 33 cars in the starting lineup were front-engine roadsters. By the end of the decade (1969), not a single front-engined car would qualify, and one would never do so again.

In 1961, Australian driver Jack Brabham arrived at Indy with a British-built, rear-engined Cooper T54. It was powered by a 4-cylinder Coventry-Climax FPF engine. Brabham’s car was diminutive and underpowered compared to the venerable, Offenhauser-powered front-engined roadsters. But it experienced superior handling in the corners, and Brabham finished a respectable 9th place. Before long, the mechanical advantages of rear-engined cars were realized, and rapidly began to displace their front-engined counterparts in the starting grid. A.J. Foyt’s win in 1964 would be the last time that a front-engine machine won the Indianapolis 500.

Jim Clark (from Scotland) driving for Colin Chapman and Team Lotus, arrived at Indy as a rookie in 1963. He finished second in his debut, won the pole position in 1964, and in 1965 became the first foreign-born winner of the “500” since 1920. Englishman Graham Hill won in 1966, making it back-to-back victories for drivers from Great Britain.

The late 1960s were highlighted by another series of innovative machines entered by prolific car owner Andy Granatelli. The STP-Paxton Turbocar (1967), followed by the Lotus 56 “wedge” turbines (1968), both excelled at Indianapolis. But in both years, the cars famously failed within sight of victory.

In 1965, ABC Sports covered the race on Wide World of Sports, ushering in a new era of television coverage at Indy. The Indianapolis Motor Speedway Radio Network, which was founded in 1953, experienced exponential growth during the decade. Anchored by Sid Collins, the network claimed an audience of over 100 million listeners worldwide, and was said to be heard in ‘every place where English was spoken’.

A fiery fatal crash in 1964 took the lives of Eddie Sachs and Dave MacDonald. Afterwards, USAC crafted rules to discourage, and eventually ban, the use of gasoline as a fuel, in favor of methanol fuel.

Decade of Legends (the 1970s)

Drivers such as A.J. Foyt, Mario Andretti, Al Unser Sr., Bobby Unser, Johnny Rutherford, Gordon Johncock, and many others – all considered Indy “legends” – reached the peak of their respective careers during the decade of the 1970s. Future Indy “legends” Tom Sneva and Rick Mears also began their careers during this decade. The 1977 race stands out as particularly historic, as A.J. Foyt became the first driver to win the “500” four times. During time trials that year, Tom Sneva broke the 200 mph barrier, and Janet Guthrie became the first female driver to qualify at Indianapolis.

While the decade was largely dominated by American drivers and American-based teams, success was not exclusive to just U.S.-based entries. Team McLaren scored two team wins (1974, 1976), and the McLaren chassis won three times overall. By the end of the decade, the mainstay Offenhauser engine was challenged and eventually bested by the British-built Cosworth DFX.

In 1972, bolt-on wings were first allowed, and speeds quickly climbed. Drivers went from laps in the 160 mph range a few years earlier, to flirting with the elusive 200 mph barrier. Turbocharged engines were the powerplants of choice, downforce levels increased substantially, and wide slick tires were now being used. It was both an entertaining spectacle for the fans, and a disaster waiting to happen, as safety features were not prepared for the rapid increase in speeds. After a tragic race in 1973, sweeping changes were made starting in 1974, both to the cars and the track itself, all in the interest of safety..

ABC Sports started airing the race in same-day, tape-delay format in 1971, greatly increasing the television exposure. The track itself gained notoriety for increasing attendance, and the “Snakepit,” a gathering place in the infield of turn one known for revelry. Track president Tony Hulman, credited with saving the Speedway after World War II, died in October 1977. Then in April 1978, eight key USAC officials were killed in a plane crash returning from the race in Trenton.

CART era (1979–1995)

Despite tremendous growth and popularity of the Indianapolis 500 during the decade of the 1970s, participants were growing dissatisfied with USAC. They cited several complaints, including poor promotion, sagging attendance, and low revenue at the races outside of Indianapolis. In late 1978, several top teams broke off and formed Championship Auto Racing Teams (CART), a new sanctioning body to govern the sport of Indy car racing. USAC continued to sanction the Indianapolis 500, and a handful of other races. It was the beginning of the first open wheel “Split”. At the 1979 race, controversy erupted when USAC rejected the entries from six top CART-based teams. A court injunction was issued, and the teams were eventually permitted to enter.

After a few years of organizational dispute, by 1983, the sport settled in to a relative harmony. CART would sanction the season of events, while the Indianapolis 500 itself would continue to be sanctioned singly by USAC. The field for the “500” would consist of the CART-based teams and numerous one-off (“Indy only”) entries. The “500” was recognized on the CART schedule, and paid points towards the CART championship. The arrangement remained in place though 1995, with only relatively minor technical differences between the two sanctioning bodies. It should be emphasized that despite its teams’ participation, CART never sanctioned the Indianapolis 500.

The radical concept of ground effects was employed on the Chaparral 2K in 1979. Johnny Rutherford won with the car in dominating fashion in 1980. The mid-1980s saw the widespread concept of “customer chassis” – smaller, lower-budget teams now had the opportunity to access to the same equipment that the larger teams were using. Car builders March, Lola, and later Reynard each saw success. At the same time, various in-house chassis programs including Penske (PC), Galles (Galmer), Patrick (Wildcat), and Truesports produced cars (with Penske, Wildcat, and Galmer notching victories in the 500). The turbocharged V-8 Cosworth DFX was the most popular engine of the ′80s; it was replaced by the DFS, and later by the Ford-Cosworth XB. Ilmor produced the Chevy Indy V-8 (265A), which quickly became the dominant powerplant in the sport. The stock block Buick V-6 engine was a favorite of Indy-only teams, since it was permitted higher turbocharger boost levels as compared to the quad-cam V-8 engines. The Buick (and its successor the Menard V-6) won three Indy poles, but never made it to victory lane.

Rick Mears won the Indy 500 four times and won the pole positions six times during the CART era, all for Penske Racing. The Penske team was one of the most successful teams during the era, winning nine races between 1979 and 1994. Al Unser Sr. became the second four-time winner (1987), and his son Al Unser Jr. became the first second-generation driver to win (1992, 1994).

Speeds increased, with Tom Sneva breaking the 210 mph barrier (1984), and Rick Mears breaking 220 mph (1988). In 1992, Roberto Guerrero set a one-lap track record of 232.618 mph.  In 1986, Bobby Rahal became the first driver ever to complete the 500 miles in under three hours, at an average speed of 170.722 mph.

Beginning in 1986, ABC Sports televised the race live. By the mid-1990s, many of the familiar Indy “legends” from the ′60s, ′70, and ′80s, were beginning to retire from driving. A.J. Foyt, Al Unser Sr., Mario Andretti, Rick Mears, Tom Sneva, Johnny Rutherford, Gordon Johncock, and others had all arrived at retirement by 1994. And due to the upcoming “Split”, several other familiar names made their last respective appearances at Indy in 1995 (including Bobby Rahal, Danny Sullivan, and Emerson Fittipaldi). An influx of new drivers (including a sharp increase in foreign-born participants) arrived at Indy as rookies in the 1990s.

Indy Racing League / Open Wheel “Split” (1996–2007)

In the summer of 1994, Indianapolis Motor Speedway president Tony George announced plans for the Indy Racing League (IRL), a new sanctioning body for Indy car racing, with the Indianapolis 500 as its centerpiece. The IRL was blueprinted as a lower-cost alterative to CART, with an all-oval schedule, a switch to normally-aspirated engines, new chassis, and an emphasis on attracting grassroots American drivers (ostensibly from sprint cars, midget cars, and short track stock cars). The plans were immediately met with controversy and resistance. The first major salvo came in July 1995 when it was announced that the top 25 drivers in IRL points standings would be guaranteed starting positions in the 1996 Indy 500.

The IRL debuted in January 1996 at Walt Disney World Speedway. Meanwhile, convinced that they were being “locked out” of the 1996 Indy 500, and victims of the ‘power grab’ by Tony George, the CART-based teams announced they were collectively boycotting the event. They instead announced plans for a new race, the U.S. 500 to be held at Michigan International Speedway on the same day. The IRL/CART “Split” had begun.

During the first year of the IRL (1996), the series – including the 1996 Indy 500 – was contested with former chassis and engines from the CART series, mostly 1994–1995 model year chassis. (Lola and Reynard). The 1996 model year chassis and engines were not allowed. The IRL rolled out its new chassis/engine package in January 1997. Dallara and G-Force (later branded as Panoz) were the exclusive chassis manufactures. Riley & Scott also built cars, but they were much less used, and made only a handful of starts. Oldsmobile (Aurora L47) and Nissan (Infiniti VRH) were the engine choices, with Oldsmobile emerging as the more dominant of the two. The 90° crankshafts, and without turbochargers, the loud engines of the early IRL were sometimes compared to stock cars.

The first generation IRL chassis were used for three seasons (1997–1999). The second generation chassis were also used for three seasons (2000–2002). The period of roughly 1997 to 2002 is sometimes referred to as the “Old School IRL” era. The era was highlighted by Buddy Lazier winning the 1996 Indy 500, Treadway Racing finishing 1st–2nd in 1997, and A.J. Foyt’s long-awaited ‘fifth’ Indy 500 victory. Foyt, retired as a driver, won as owner with Kenny Brack behind the wheel in 1999.

Transition (2000–2007) & Unification (2008)

The open wheel “Split” saw in a drop in popularity in the sport of Indy car racing and the Indy 500, resulting in a decline in attendance, television ratings, and positive media coverage. The seeds of unification began as early as 2000. In that year, Chip Ganassi Racing became the first major CART team to cross over and compete at the IRL-sanctioned Indy 500 (as a one-off). Ganassi would win the race with driver Juan Pablo Montoya. Likely a result of Ganassi’s success (and the fact that they were so well-received by fans and media), a transition period began. In 2001, more CART teams followed suit, including Penske, and Team Green. While they were still full-time in CART, they came to Indy as a one-off to race in the “500” with IRL equipment. Some even created an IRL outfit and raced full-time in both series for a time. By 2003, most of the top CART-based teams, drivers, and manufacturers were racing at the Indy 500, or had defected permanently to the IRL. CART filed for bankruptcy, and was sold and reorganized into Champ Car World Series (CCWS) for 2004.

In early 2008, the IRL and CCWS completed an organizational unification, formally ending the “Split”. It marked the first time since 1978 that the sport of Indy car racing was contested under a single sanctioning body and banner. The IRL/Indy Racing League name, along with the Champ Car moniker, were both retired. The sanctioning body was eventually rebranded as INDYCAR, and the series competed under the name IndyCar Series.

By the time of the 2008 unification, the series was contested with a de facto “spec car”, the Dallara IR-03/05, powered by the normally aspirated Honda V-8 engine. The era was highlighted by the three year long Centennial Era (2009–2011), culminating in the 100th Anniversary of the of the Indianapolis 500 (2011). Helio Castroneves won back-to-back races in 2001–2002, then won his third “500” in 2009. Danica Patrick became the first female driver to lead laps in the race (2005), and later set a record for the best finish by a female – 3rd place in 2009.

Starting in 2006, the series began phasing out methanol fuel, in favor of ethanol fuel blends. At the conclusion of the 2011 IndyCar Season, the Dallara IR-03/05 chassis, as well as the normally aspirated V-8 engines were retired. The 2011 season ended tragically at Las Vegas, with the fatal crash of two-time Indy 500 winner Dan Wheldon.

DW-12 Era (2012)

In 2012, the IndyCar Series implemented a new chassis and engine formula, as part of the ICONIC project. Named in honor Dan Wheldon the Dallara DW-12 chassis was designed as a universal “safety cell” and tub that was to be fitted with aero kits (bodywork) from various manufacturers. The engines were changed to a turbocharged V-6, bringing back turbos to Indy for the first time since 1996 (note that CART/CCWS had used them through 2007). Honda, Chevrolet, and Lotus signed on as engine providers, the first time multiple engine manufacturers would participate since 2005. Lotus (developed in a partnership with Judd), however, withdrew after only one season.

Due to initial cost issues, all cars were fitted with a standard Dallara aerokit for 2012–1014. Manufacturer aerokits (Honda and Chevrolet) were used in 2015–2017. A new universal aerokit, dubbed the UAK-18, has been used since 2018. In 2020, the UAK-18 would be further modified to include an aeroscreen for cockpit protection.

Speeds began to climb again, surpassing the 230 mph barrier in time trials. The era was highlighted by the much-anticipated 100th Running of the Indianapolis 500 in 2016. The era has been marked with an increase in competition on the track, with an all-time record of 68 lead changes set in 2013, and a then-record 15 different leaders in both 2017 and 2018. The 2014 race saw a 149-lap caution free stint from the start, and the 2013 averaged 187.433 mph, breaking the record for the fastest 500 in history at the time.

Penske Entertainment Era (2020–present)

In late 2019, Tony George and the Hulman/George family sold the Indianapolis Motor Speedway, the IndyCar Series, and related holdings to Roger Penske. After 74 years of Hulman/George ownership, the Speedway would be under new ownership for the first time since Tony Hulman bought the track from Eddie Rickenbacker in 1945. Starting in 2020, the Speedway and the series was being run by a subsidiary called Penske Entertainment.

Shortly after acquisition, Penske embarked on a modest renovation and beatification project at the facility. Due to the COVID-19  pandemic, the 2020 Indy 500 was postponed until August, and ultimately held without spectators. Fans were back in limited capacity for 2021, and Helio Castroneves became the fourth four-time winner of the Indy 500 (joining A. J. Foyt, Al Unser, and Rick Mears). Josef Newgarden won back-to-back races in 2023–2024, and Alex Palou, a then-three time series champion, finally notched a win in the “500” in 2025.

After more than five decades on ABC Sports, the Indy 500 and IndyCar Series briefly switched to NBC Sports for 2019–2024. In 2025, a new television deal was signed, moving the Indy 500 and the IndyCar Series to FOX Sports. In July 2025, FOX Corporation announced they had purchased a ¹⁄₃ controlling interest in Penske Entertainment, which owns the series and the Speedway.

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Additional Works Cited

• • Fox, Jack C., “The Illustrated History of the Indianapolis 500”, Fourth Edition, Carl Hungness Publishing, 1994.
  • Dill, Mark, “Birth of the Brickyard”, 2009 Indianapolis 500 Official Program, pp. 20-23, 2009.
  • ChampCarStats.com – Champ Car Stats
  • Racing-Reference.info – Racing Reference
  • Track Forum – Advanced Search
  • Find A Grave
  • The Indianapolis Star via Newspapers.com
  • The Indianapolis News via Newspapers.com
  • The Talk of Gasoline Alley, May 9, 2002
  • The Talk of Gasoline Alley, May 28, 2006
  • The Talk of Gasoline Alley, May 16, 2007
  • The Talk of Gasoline Alley, July 27, 2008
  • The Talk of Gasoline Alley, May 15, 2010
  • The Talk of Gasoline Alley, July 21, 2014
  • The Talk of Gasoline Alley, May 14, 2015
  • The Talk of Gasoline Alley, October 30, 2017
  • The Talk of Gasoline Alley, May 23, 2018
  • The Talk of Gasoline Alley, May 9, 2019