Questions and Answer Board
Q: Why would you even consider BRT when most major cities have rail transit and to actually act like the big city we are we need to embrace rail way more than BRT. In the end of the day, BRT is a city bus with a fancy bus stop. Also much more transit oriented development is created along light and heavy rail lines. I think you should build an iron star of rail lines and put bus on the busiest roads. Rail is much better for our city than BRT.
Posted by: Danny
A: We are evaluating both BRT and rail in our rapid transit corridors. However, many cities across the US (e.g. Cleveland, Las Vegas, Los Angeles, etc.) are turning to BRT as a cost effective way to get the same service characteristics as light rail The difference between BRT and light rail are few – primarily one has rubber tires and the other has steel ones that run on rails. Outside of that, you can get the same qualities from BRT that you can from rail if implemented appropriately. Additionally, the Federal Transit Administration (FTA) is looking much more favorably at BRT and is more likely to fund BRT projects in regions like Central Indiana than light rail. Finally, there is significant evidence and research to show that transit oriented development (TOD) is being attracted to BRT lines across the country and that the reason TOD comes to a particular line or station stop is less dependent on the vehicle used and much more dependent on the level of service offered, particularly frequency (how often the vehicle comes) and span (hours of operation). All of these things are being taken into consideration when evaluating BRT vs. light rail in specific corridors.
Q: Will the public be able to submit ideas for the design, proposed stops, and funding ideas for the system? Also, having lived in DC for a long time, and seeing the success of their system, why is that not one of the cities that you studied?
Posted by: Michelle
A: Yes, you can submit ideas through this forum. We will also be hosting a series of public meetings this spring – so check back regularly for those. In 2010 and 2011 we held over 200 public meetings on those topics as well and received over 10,000 public comments that were taken into account when developing the plan we have.
As for DC, yes, we have looked at the DC metro system as well. However, usually we find it most helpful to look at cities of comparable size and geography like Charlotte, Minneapolis / St. Paul, Nashville, Cleveland, Phoenix, and Denver. We also look at cities with highly successful transit systems like Portland and Salt Lake City.
Q: In other cities these systems do not pay for themselves and never have. How much will this increase the tax bill of each household in Hamilton County? I doubt that I will be using it and see this as an unnecessary cost.
Posted by: John
A: It depends on your definition of “pay for themselves”. If you mean that all costs are covered by the fare people pay to ride – yes, you are correct. In fact, very few systems in the world have what we call 100% farebox recovery. But roads don’t “pay for themselves” either, like many other infrastructure investments we make as a community. The private sector has conducted numerous cost-benefit studies on the Indy Connect plan that have concluded the system has an overall positive return on investment. In fact, the conservative estimates show the economic benefits of the fully implemented transit system would be more than two times the cost.
To answer your question about the tax – to build and operate the system as proposed would require a .3% increase in the local option income tax. So, it depends on your taxable income as to what you would be paying. But the average family in Central Indiana making $50,000 per year would pay an extra $12.50 / month for the new system.
Ultimately, the current proposal leaves the final decision in the hands of voters via a referendum. So, the end result will be what the voters in each county decide.
Q: Why not PARK & RIDE and Parking downtown costing $100 / day ? Then try rail.
Posted by: Steve
A: Park and Rides are certainly part of this plan. $100 / day parking is probably not realistic – that’s not even the case in Chicago or New York. The plan also includes Express Bus, Bus Rapid Transit, Circulators, and Local Bus service enhancements. In fact, those elements are a majority of the plan - very little is envisioned as rail at the moment.
Q: According to the Indiana Railway 2012 map, there are 10 railroads that branch out from Union Station to the adjacent counties mentioned in the mass transit plan. Of those 10, 6 are CSX operated lines. Are there any studies currently assessing the feasibility of contracting these lines out with CSX and getting commuter rails in place sooner than 2035? With 6 CSX lines, and 4 lines owned by the state of Indiana, why not start off by developing a commuter rail system and building the current bus system up as you suggested? With increased bus service, BRT, and having multiple stops along those lines mentioned within Marion County, we could possibly forgo the idea of light rail for right now and put it in the distant future if the population were to outgrow the aforementioned concepts.
Posted by: Shayla
A: We have and continue to look at the existing rail lines across the region. In fact, the one that is currently owned by the Hoosier Heritage Port Authority that runs from Noblesville to Downtown is the “Green Line” and the easiest rail line to gain access to since it is locally owned and specifically being preserved for mass transit purposes. However, while rail lines that are currently being used for freight operations sound like an easy solution – they are actually one of the most difficult. There are significant challenges with moving people and freight in the same corridor. Several other cities have investigated the same opportunities and found the cost for operating within freight right-of-way to be as much as, if not more than, building their own lines. We continue to look at these opportunities, but they are bigger challenges than they might seem.
Q: This city's transit is rated #100 in the country. Clearly IndyGo management don't have a clue in transit. Will you be using any of IndyGo's management team or seeking experience personal from other cities with the skills to provide an environment that's good for the city as well as your employee ? #100 is failing, not accept as, " That's just the way it is"
Posted by: Carl
A: By many metrics, IndyGo is actually one of the best managed bus systems in the country. They have a very per-rider cost and keep administrative overhead costs at or below the industry average. The issue is that we fund transit in Central Indiana at nearly half of what peer cities like Columbus, OH do. At some point, regardless of how many cost control measures you put in place, it takes a certain amount of money to put a certain amount of service on the street. In order to do things like increase frequency, hours of service, and weekend service, as well as add new cross town routes and buy new buses – additional funds are needed.
As part of the current proposal, IndyGo would become part of a larger regional transit district that would manage and operate the entire regional system. Exactly who manages the system will be left up to the board of that new district once established.
Q: Will the rail system be above ground or below, such as a subway? If above ground, will there be any elevated rail with streets below(such in Chicago)?
Posted by: Sean
A: The system as planned is above ground but not elevated – the bus rapid transit and rail components would run in either existing rail corridors or in-street. In many cases, the vehicles would be separated from traffic with dedicated lanes. This is how many other peer cities have implemented their systems including Denver, Charlotte, Cleveland, St. Louis, Austin, Houston, Phoenix, Kansas City, Portland, Salt Lake City, etc. The details of how that works will be determined as part of the Red, Blue, and Green rapid transit line studies underway during 2013. We hope you’ll check back for more information throughout 2013.
Q: Are there any plans to introduce a better service in the Johnson County area. I have great difficulty in travelling to work in this area (I live in Whiteland.) The service is limited in Johnson County, and weekends is extremely limited. It would help a great deal.
Posted by: Steve
A: Much of the service extension in Johnson County would depend on the county’s willingness to “opt-in” to the plan. Express service from cities like Franklin, Whiteland, and Greenwood to and from Indy is certainly a possibility. Community circulators within those cities could also be added. Additionally, the Red Line as currently envisioned extends to Greenwood.
Q: I live near the existing railroad tracks north of 116th street in Fishers. The recent Polar Express train has reminded me of how noisy trains are as they approach street crossings. Can we expect this much noise from each of the public transportation trains running every 1/2 hour until midnight?
Posted by: Ryan
A: Absolutely not. The current Fair Train / Polar Express is not the type of vehicle that would be used in that corridor. That is an old, heavy locomotive pulling cars operating on a rail line that has not been upgraded to the standards that would be required for regular transit service.
Future service would have much smaller and quieter vehicles, an upgraded track structure, and crossing gates at intersections that would allow the vehicle to proceed through without blowing its horn.
Check out our pages on Light Rail and BRT to see the types of vehicles that are currently under study as part of the Green Line Rapid Transit Study.
Q: Why have you not considered maglev or high speed monorails because they can be built fast without disturbing the road and are much cheaper than light rail and commuter rail?
Posted by: Danny
A: These specific modes have been studied before and are actually significantly more expensive than light rail or bus rapid transit. In fact, maglev has been estimated to cost over $100M / mile and the only place it is being considered across the US is on the west coast for intercity travel (eg. Los Angeles to San Francisco). Maglev and monorail technologies are simply too expensive and therefore not realistic options for our region.
Q: Where can we sign.....we want it!! That part was not clear in the Star or here. Sign only at festivals??
Posted by: Connie
A: Visit www.cirta.us/pages/petition/ for more information
Q: Has the idea of using the rail beltway for light rail come up? It could be used as a cost saver, since it is already grade separated for the most part. This can also act as a catalyst for the surrounding neighborhoods.
Posted by: Kyle
A: Yes, use of the rail beltway is being considered but more detailed studies must be completed before any decisions can be made.
Q: Funding and manpower resources seem to be the big hurdles. Assuming we get special funding, do you see the added executive manpower required coming from a central authority, or from the constituent governments? Seems like central executive is the way to go if there is enough critical mass buy-in from the counties.
Posted by: Kevin
A: The specifics of how the Regional Transportation Authority would be staffed, both from an executive level perspective as well as the manpower required to run the system are still under consideration, but you are correct, additional resources would be needed and would either be hired directly by the Regional Authority or contracted, as many are doing across the country.
Q: Curious - what's happening lately with the plan? The 2011 calendar seems to have died off - is there continued support or is the plan being revised to include the many new comments received from the recent Indy Connect draft comments?
Posted by: Mario
A: Hopefully you've seen some of the updates recently to the website and via our e-newsletter. The initiative is still going strong and we are continuing to educate the public at several events this summer. We are also planning to participate in summer study committees of the Indiana State Legislature and continue to work on refining details of the plan. Currently, there are further studies underway on the bicycle and pedestrian components of the plan as well as the Northeast Corridor rail line where an Alternatives Analysis and Draft Environmental Impact Survey are being conducted. All of these things lead to future Federal funding. Ultimately, the Indiana State Legislature must take action in order to move the plan forward from a local funding perspective.
Q: Re funding. Exactly what is a new dedicated funding source??? TAXES? Please explain.
Posted by: Kathryn
A: A new dedicated funding source would likely be in the form of some kind of tax dedicated to the construction and maintenance of a regional transit system. This is how it has been done across the country. The specific type of tax and how it would be implemented is up to local elected officials and the Indiana General Assembly to decide.
Q: Perhaps a commuter rail could include a bike train car where you to the station, continue to downtown or another stop and continue on bike to your workplace. Maybe companies would help subsidize you and the riders who do this to participate in their employees health strategy and reduce the need of more parking.
Posted by: Jim
A: Rail and bus cars would have special racks to allow you to do just as you suggest - where you could bike to one point, ride the rail or bus for a while, and then bike to your final destination. Also, many employers do participate in transit fare-pass programs even with today?s system. We would certainly hope to see that expand should the system expand and reach more people.
Q: I was wondering if the monorail by the hospital could be connected to the airport and then downtown?
Posted by: Jim
A: Good question. The short answer is that extending the "monorail" type service for distances such as that would be cost prohibitive. Monorail is significantly more expensive than other types of transit suggested in the Indy Connect plan such as bus, bus rapid transit (BRT), or even light rail.
Q: Are there plans for expanding a rail line to the major universities to provide students with access to rapid transit to the airport, downtown, and other universities?
Posted by: Brian
A: Many Indianapolis Universities would be connected to the region by this plan through bus or one of the 5 rapid transit lines.This would allow for connectivity to the downtown and airport as you suggest. Such Universities include IUPUI, University of Indianapolis, Martin University, Marian University, Butler and Ivy Tech.
Q: Why is the mass transit system based on bus routes that will become expensive to maintain and operate as the cost of gas and/or fuel effeicient vehicles increase? I read the answer that you intend to purchase fuel efficient vehicles but it seems unwise to base our mass transit system on environmentally unfriendly methods when everyone is trying to become more green? Personal savings on gas/ vehicle wear and tear and also an effort to reduce environmental footprint would be a huge factor for me to use mass transit. Also, it seems that the light rail system to the northwest may be re-routed a couple of miles to include the IUPUI campus and the medical campus. Since I work in this area, I notice huge differences in traffic patterns on I-65 when IUPUI is in session versus when they are on break. The area appears to have extensive bus service but this strikes me as more confusing than having 1 centrally located light rail stop that would take passengers to/from Union Station. This would also make it easier for people to get from downtown to the medical campus for doctor's appointments etc during the workday.
Posted by: ERIN
A: An effective transit system requires a balance of rail and bus each serves different needs and different communities at different costs. A rail only system would not enable people to get nearly as close to their destinations as a rail system combined with bus. Every rail system in the country is enhanced by a significantly larger bus system. The reason our bus system is underutilized today is due to its size, funding, and corresponding service levels. Our region is the 23rd largest metro area, but our bus system doesn?t even rank in the top 100 in terms of size. We spend approximately 1/3 of what cities like Columbus, OH, Louisville, KY, Cincinnati, OH, St. Louis, MO or other peer cities do on their bus system, thus we have a much smaller system that does not run very frequently, is not able to provide service beyond certain times, and forces people to make too many transfers. Once additional investment is made, a modern system that runs frequently, serves more destinations, has longer service hours and more amenities will appeal to a broader range of people.
Q: Why is there no longer service on Allisonville, north of Castleton and on 96th Street? Not all of the current riders have transportation to get to another location.
Posted by: Patia
A: The service north of Castleton is currently shown as a circulator zone that will be defined specifically by working with the Town of Fishers.
Q: Why has the proposal changed from 146st to now going to 176st in Noblesville? This will make traffic worse and kill our home values.
Posted by: mike
A: The proposal suggests that the Green Rapid Transit line, which previously terminated at 116th in Fishers, connect to Noblesville. A detailed study is underway that will determine exact station locations, vehicle type, and detail the specific impacts of those on communities. You should note that in most other cities, the presence of a rapid transit line and station have had significant positive impacts on nearby home values - similar to what we have seen with the Monon Trail in Central Indiana.
Q: What in the plan is included for Hancock County?
Posted by: Chris
A: The long range plan includes an express bus to Greenfield and access to the rest of the network through nearby station locations on the edge of Marion County in communities such as Cumberland which will be linked with the Blue Rapid Transit Line.
Q: As a fund source, when will the legislature consider taxing the large, high performance low mileage vehicle registrations and luxury vehicles both to help fund the transit plan and provide incentive to use it?
Posted by: Anne
A: The method and type of funding is up to the Indiana General Assembly and other local elected officials to determine. Indy Connect is focused specifically on developing the plan and providing information to the public. We are not advocating for one particular funding source.
Q: Instead of using public funds, how come we can't just find investors, and build toll roads to cover the cost?
Posted by: Daven
A: Public-private partnerships are an important component in building a system such as this, however, no system in the world is able to be built in such a way. All systems require some level of government investment. Toll roads, for example, work in some applications but not others for example not every local road could be a toll road and even many highways could not be self-sustained as a toll road. The same would be true for transit some applications allow for public-private partnerships to cover the cost of certain elements of the system such as stations, parking facilities, and other improvements around the system, while others require public investment such as the operations and maintenance costs.
Q: Will there be a light rail train along US 36 (Rockville Road)? It would seem to make sense for everyone living around that busy street and an easy access to downtown and the other rail lines for Danville, Avon, Plainfield, Brownsburg, and a good portion of West Indy
Posted by: David
A: Light rail is currently not envisioned along this corridor. Express bus is the type of public transportation that seems to best serve the areas you mention, especially based on the density and type of development that has occurred along that corridor. Of course, as we move forward and population and development trends change we will re-evaluate areas for different types of transportation.
Q: How does Indy Connect plan to turn these different transportation layers into a network that will allow for fewer parking spaces to be needed at rail stations? The saved space could allow for more economic development near stations. I know the Metra in Chicago has problems with parking lots isolating the stations from local businesses. Bike routes to bus stops and Buses to Train stops would help reduce parking needs. On another note, I fancy how people who drive down town to and from work each day can still make a difference by walking or biking for their lunch break. Is a downtown bike rental in the mix like what has been successful in Denver, or have any other ideas risen to facilitate this need? The cultural trail and many added bike lanes are a huge help for these people, but are there any more ideas?
Posted by: Travis
A: The entire system is designed to be interconnected, allowing people to use many modes of transportation to get to their destinations based on the types of communities they are in. Some locations will have larger park-and-ride lots, while others will have smaller parking facilities and be more focused on those walking or riding bikes to stations. Additionally, all stations will connect to bus systems to allow people to get to their final destinations. Access and connectivity to existing facilities, such as the cultural trail, are important parts of this plan and will be detailed further as each part of the system is planned and engineered. The appropriate accommodation for parking requires unique analysis of the location, neighborhood, and economic development potential at stations and this and future processes will greater define those areas.
Q: Are we modeling our transit system off one of the cities that has efficient mass transit?
Posted by: Dawn
A: We did look at other mass transit systems and consultants we work with also provide information on other transit systems. We traveled to other cities to look at their systems. For example, we have looked at Charlotte and Denver. What are they doing in terms of their investment? They have invested in their transit systems, and they are doing multiple forms of transit, starting with the bus, and building up the system to integrate other forms of transit. These are also the cities that we are competing for in terms of jobs, sporting events, and conventions.
Q: Would there be express services as well as all-stop or limited stop services with the commuter rail lines?
Posted by: Austin
A: Currently, we are utilizing some federal funding for the express routes for Carmel and Fishers and it has proven to be successful as we bring people downtown for jobs. They have captured an hour or more of their day and can use the time on the bus to do as they wish. The express bus routes will be point-to-point, with park-and-ride locations at the ends, and with circulators to connect to other locations so people can leave their cars.
Q: Why does the system run until 10 PM on weekends? Shouldn't it run later?
Posted by: Dawn
A: It should run later, and that is one of those things we will take into consideration as we move forward. It is important, especially for the recreational activities, that if people want to take the bus, they should be able to get back home. Again, it is something that we will reexamine as things move forward.
Q: Will there be high occupancy vehicle lanes?
Posted by:
A: This is something that is in operation in other areas; however, right now that is not a specific part of the plan.
Q: Are you working with the City of Indianapolis and other places on their bike, pedestrian, and sidewalk plans?
Posted by:
A: Yes. We work closely with communities to make sure we understand what their plans and needs are, as well as their future development plans.
Q: Many high-speed rail programs are going with private operators to be more cost effective. Will there be a private operator running the commuter and light rail lines?
Posted by: Austin
A: This is a question that will be answered during the governance analysis. There has been a group that has been looking at how a regional transit authority would be structured, who would sit on that body, how they would make their decisions, and how funding decisions would be determined. As the legislature looks into this further, they will be helping decide the type of governance structure we form and that group of regional transit representatives would be making those decisions. It is possible that they would have contracts with private companies to operate different components of the system.
Q: Will Union Station be used as the downtown station and how will it be converted?
Posted by: Austin
A: While Union Station was at one time considered the primary location for the downtown transit center - it is no longer the primary location. Currently, a site just south of the City County building is the primary location of a downtown transit center.
Q: How will Indy Connect overcome the stigma of buses and people's reluctance to ride them?
Posted by:
A: The transit side of Indy Connect is just part of the overall equation of mobility in our region. It is not a matter of cars versus riding the bus; it is how we want to plan our community and how we want to have mobility options. Right now our system is a minimalist transit system, and probably is more for those who have no other choice but to use transit. These are individuals that are using transit to go to work, and need access to education and healthcare. The fact that they choose not to or can't afford an automobile is the nature of their situation. More individuals will start using transit when you start incorporating the frequency, the locations and the connectivity, resulting in the stigma of riding the bus or using transit to disintegrate. You find this in other communities throughout the country; you have the whole socioeconomic scale riding transit and using it for the same reasons mentioned earlier, in addition to saving money or having time to work or read while traveling. In time and as we grow we will find that our system is safe, convenient and will serve the needs of our community.
Q: How will federal funds be used in this whole process and have they been secured yet?
Posted by: Larry
A: Right now, we utilize the Highway Trust Fund, which is funded through federal fuel taxes. Congress is taking a hard look at how our infrastructure is funded throughout the U.S because the Trust Fund, which funds our highways, roadways, bridges and transit systems, is diminishing. We receive federal funding to acquire new buses and maintain them. In the course of some of the rapid transit projects federal funds also will be required. When it comes to building transit systems, you can get upwards of 50% of the funds to build the systems right now, so we will be maximizing those dollars. We have not secured funds yet for Indy Connect, but we are using them for a lot of the transit work now and our roadway improvements.
Q: How will the fares be structured? For example, can someone purchase a monthly pass that is good for all types of transit? Will there be a separate fare for the community connectors?
Posted by: Janet
A: Right now, we are most likely looking at a value card where you can load a certain dollar amount so that each time you pay a fare, it is deducting a certain amount from your card, whatever that value may be. It may be a different amount depending on if you are riding the bus or train, and it may also be a different amount depending on the distance that you are traveling. As we move forward this is an issue that will need to be addressed further.
Q: Will these trains and buses have WiFi capability?
Posted by: Jane
A: It is our goal that there would be WiFi on buses, BRT vehicles, and rail cars so that you can take your laptop while you are commuting, and do work or activities that you wouldn't be able to do otherwise if you were driving. WiFi would also be used as an amenity so that people could receive information about when the next bus or train is going to arrive (even if they come in the form of text messages), and to allow for information to be available at the stops themselves. These kind of technologies need to be implemented. With the current IndyGo system there is a GPS unit and an automated vehicle location system that is being enhanced, and hopefully in the future we will have the technology for people to get alerts on routes.
Q: Will sidewalks be built in order to access bus stops?
Posted by: Dawn
A: It is very important that we have that accessibility. Sidewalks are the lifeline to a transit system and we want people to walk safely to transit. It will also be important to have a direct and smooth path for the people who have disabilities or who are elderly to get to these stations. There will be park-and- ride lots at the ends of many of these express routes, so you will have the opportunity to drive from an outer area to the park-and-ride lot, too. We want to make sure you can walk or ride your bike on the sidewalk or the bike paths to these lots, which is also part of our effort toward greener approaches.
Q: When will the light rail be extended to Kokomo, Muncie, Greenfield and Lebanon?
Posted by: Dawn
A: Right now we are looking at the 8 to 9 counties in the Central Indiana area. However, transit development really begins and depends on the development patterns of Indiana. There are some transit programs that are developing in each of these communities, specifically Miller Trailways and Star of America that run from Kentucky through cities in Indiana. These are the types of services that are meeting some needs; however, they are not meeting all needs.
Q: What are your plans to support greener approaches to transportation- moving away from gas/diesel powered buses?
Posted by: Daniell
A: Currently, IndyGo has at least 13 hybrid vehicles, as the technology is more refined and it becomes more than hydrogen fuel cell or compressed natural gas, we will have more opportunities in the future. Right now we are in the middle of a region that is in the development of significant fuel storage, and the types of technology it takes just to support our economy with jobs is very exciting. With Cummins, IndyGo buses operate with their engines, but they also have their emission systems, which result in less matter being emitted from buses and a cleaner bus. Using transit itself is green, and if we can take 40 cars off the road, and put 40 people in the bus, just think of the impact that will make on air quality.
Q: Why don't we implement something to this extent. Much cheaper and easier to put into place. Plus, it is private-public transportation. http://www.taxi2000.com/index.html
Posted by: Brian
A: While a personal rapid transit (PRT) system sounds nice in concept- It is not designed or practical to be a large scale public transportation system- but rather a people mover to be used at airports, universities, or other similar applications. Its real costs, capabilities, etc. are unknowns due to its relatively limited use.
Q: Where will the stops be on the lines? How long will it take to get from the end of the line to downtown from the NE corridor?
Posted by: Jane
A: We are currently conducting a draft environmental impact statement for the Green Line (Northeast Corridor) looking at that corridor in much more detail. We are looking at environmental needs, and where station stops should be located. Those stops haven't been identified in total, but there are some key points that would be considered, such as the stop at 38th Street. Also with the stops, looking at the type of economic development that is going to occur is part of the planning process. Looking particularly at the Green Line we are looking at what are the best places for the economic impact in terms of housing, commercial and multi-family development, the trail system, and the cross streets. To answer the second part of the question: The whole point of implementing these services is to expedite travel. We don't know the exact travel time from the end of the line to downtown Indianapolis by rail because it depends on the number of stops and the number of people getting on at each station. In peak hours today, it takes 50-60 minutes to get from Noblesville to downtown by car; with transit in place you would see a significant travel savings. Additionally, in 2013 studies are being conducted on the Red and Blue Rapid Transit Lines to determine specific routing, vehicle type, and station location.
Q: Is Indy Connect working with the specific neighborhoods where the transit services are going to be built? Are we taking into account their neighborhood plans?
Posted by: Dawn
A: Yes. All of those communities are involved with the Regional Transportation Council. We work with their planners and engineers on all aspects of transportation planning, which is important because we want to make sure we make the services useful to the community and neighborhoods they serve.
Q: I've reviewed the newly proposed plan and I believe there is no consideration taken in for placing a light rail system which runs the perimeter of I465. As I see all the connection points, yet this obvious point is missed. Has anyone looked at how transit is done in other major cities who have excelled in public transportation (e.g. San Francisco, Oakland, etc.)? As they have done this and have it down to a science. We in Indy need this type of transportation to compete in getting outside business to come here and really make Indy a true metropolitan city. Not to mention the number of new jobs this will create in the long run. Stop thinking 2030 and think now!
Posted by:
A: We have looked at many cities that have implemented many different types of public transportation - some examples of those cities include Charlotte, St. Louis, Austin, Houston, Phoenix, Kansas City, Cleveland, Denver, Portland and Salt Lake City. Our goal is to provide the right sized system for this region based on our current and anticipated transportation needs. The reason you don't see a light rail system along I-465 is because a rail system (or any rapid transit system) is designed to link key destinations; I-465 is a bypass around the city and does not make those connections. Data show that the region's largest travel patterns flow directly along the corridors suggested for rapid transit in this plan.
Q: You mentioned 14 community circulators. Which communities will those operate in?
Posted by: Ryan
A: In the suburban areas, we are going to need community circulators. Carmel has already developed a plan and that is more specific in the Indy Connect draft plan. But for other areas? You need to incorporate the community and their leaders and citizens to understand in more detail what they want and how they would like to see their circulation. How does it connect to their arterial system? Would it connect to some form of rapid transit? There is going to be a need to work with each community to develop their circulator needs.
Q: Are there any plans in place to address the mobility needs of our adults with disabilities and the aging population?
Posted by: Janet
A: Throughout the transit industry, dealing with individuals as far as accessibility and mobility needs is critical. Our current IndyGo bus system has 100% of its fleet (fixed routes) accessible for persons with disabilities. As we look to the future, it is critical we maintain that in all modes of transportation. One of the key components of this plan is sidewalks and safe crossings, and as we see the investment that will occur over time, we will have that opportunity to continue to link our transit system with our sidewalk system and make the whole transit system accessible for not just people with disabilities or the aging population, but for those who choose not to drive as well.
Q: It seems like to me it would be great to have a non-stop Express Bus, Park and Ride on Michigan Rd. around 86th st. It would go from there to downtown. Has this been considered?
Posted by: Jay
A: While an express bus directly along Michigan Road is not currently proposed, there is one suggested along I-65 departing from the Trader's Point area. There is also an express bus shown in the Meridian corridor. Also, it's important to note that bus service is being significantly increased across the region to improve connectivity, frequency and travel time.
Q: Why are you cutting the rail on Washington Street? I know there is an expense related, but even in your initial presentation you mentioned that this area had the highest density of potential riders, that the rail would provide for redevelopment of the urban core, link the airport to downtown, reduce traffic, upgrade the utilities and storm water issues related to the age of this are of town, and have the greatest impact. Without the Wash Rail, this plan looks to only serve the richest riders via a line to the NE area of Indy, while leaving the rest of the city using a broken bus system, that even increased in services and buses, won't be sustainable or attractive to the potential riders that Indy Connect said it wanted to target. I am all for mass transit, but let's be serious about it and really make a huge impact.
Posted by: John
A: The Rapid Transit Line along Washington Street known as the Blue Line would likely be implemented with a service known as BRT much earlier than light rail would have ever been possible. You're correct that the Washington Street corridor does carry the largest portion of transit riders today - which is why we wanted to get a high level service (BRT) on the ground quickly and within the cost constraints of the plan. Another important component of the plan is to significantly increase bus service (double the size in the first 10 years) across the region that will serve a variety of populations - making it not only attractive to those who must use it, but also attractive to those who have a choice.
Q: There is nothing in the plan for which you are seeking local funding for Shelby or Morgan counties, and only a token express bus route apiece for Hancock, Boone and Hendricks County. None of these routes appear to end in downtown Indy. Does that mean that you are not seeking local funding from Morgan and Shelby counties, and only limited local funding contributions from Hendricks, Boone and Hancock counties? If no, how can you justify seeking funding from residents of these counties for a plan that clearly is designed to serve MC and only limited parts of Hamilton and Johnson county?
Posted by: Barbara
A: We envision that each county would be able to vote individually on whether or not to fund the plan based on whether or not the citizens of those counties felt the transportation options would benefit them. The goal of the plan is to provide connectivity across the region- to get from one county to another or within a county and to provide transportation options for that connectivity. Across the eight counties in the plan, development, land use and population vary. The goal is to balance residents' transportation options with their needs in a cost-efficient manner. The Long Range Transportation Plan is re-evaluated every 5 years. This is the starting point for our transportation plan that will continue to evolve.
Q: Why is the I70W bus not going to the Monrovia/Bellville Exit?
Posted by: Ken
A: In developing this plan, we kept in mind how to balance providing the most service to the most residents with the overall cost of the system while providing transportation options for the region. The Plainfield Express bus service that is reflected in this plan will likely have a park and ride service so residents from Monrovia and Bellville wanting to use the express bus service could do so. Bus operations are continually studied and updated and the extension of the express bus beyond Plainfield will be evaluated.
Q: Have feasibility studies been done regarding the proposed rail to Franklin? What about the express bus routes to Lebanon, Greenfield, Danville, etc? If yes, where can the public get copies of those studies? If not, why not?
Posted by: Barbara
A: The feasibility of Express Bus routes was examined as part of comprehensive and ongoing studies of the IndyGo Bus system. You can access that report at www.indygo.net or www.indympo.org. This plan is the starting point for more detailed studies on the rapid transit lines. Currently, studies on the Red, Blue, and Green Rapid Transit lines are underway.
Q: Is a PRT (Personal Rapid Transit) system being considered instead of light rail? I think a PRT system in conjunction with a bike/walking path that ran next to the PRT system could be a more user friendly system overall. http://en.wikipedia.org/wiki/Personal_rapid_transit
Posted by: Jon
A: Due to the high costs of the Personal Rapid Transit system it is not being considered as part of the Indy Connect Plan.
Q: Why is Perry township in Marion County being underserved? The rest of Marion County appears to have wonderfully planned services, but not the far south-side.
Posted by: Tom
A: Southport and Greenwood are slated to get community circulators under the Indy Connect plan as well as the Red rapid transit line to Greenwood. In addition, the Red Rapid Transit Line serves the University of Indianapolis falls within Perry Township. It is important to note that our plans are updated on a regular basis and are re-evaluated and adjusted as demand grows.
Q: Have you thought about a suspended rail system like the one in Wuppertal, Germany? http://www.schwebebahn.de/ It is much safer than light rail in the roadway. No car/rail crashes. Imagine the beauty of riding over Fall Creek or the White River from the Northeast side.
Posted by: Peter
A: Due to such high infrastructure cost of a suspended rail system it is not being considered as part of the Indy Connect plan.
Q: Lafayette Square (for the time being) would be a great "PARK AND RIDE" to downtown. Fees from people saving on parking should be able to pay for security, buses, and even help new businesses (coffee, breakfast, to go dinners") and at a lower cost than the people already using downtown would enjoy. Incentives "i.e. benefits from employers could help with the transition.
Posted by: Judi
A: The plan includes an Express Bus from Lafayette Square Mall to downtown Indianapolis and, as we get further into our detailed studies, we will consider park-and-ride accommodations. Negotiations with the Mall over use of parking space would still need to be worked out.
