A: Visit www.cirta.us for more information

A: Yes, use of the rail beltway is being considered but more detailed studies must be completed before any decisions can be made.

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.

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.

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.

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.

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), rail on existing tracks, and light rail

A: Many Indianapolis Universities would be connected to the region by this plan through bus, BRT, or even rail. 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.

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.

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.

A: The proposal suggests that the rail 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 rail 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.

A: The 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 Bus Rapid Transit (BRT) in the near term and Light Rail in the long term.

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.

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.

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.

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.

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.

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.

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.

A: This is something that is in operation in other areas; however, right now that is not a specific part of the plan. We focus more on congestion toll lanes, but over the course of the next 25 years, it is possible that HOV lanes will be emphasized again.

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.

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.

A: That area is perceived as the downtown hub, but we aren't sure yet how it will be converted or if areas adjacent to Union Station will be used. There needs to be a good downtown circulation system to distribute people once they get there and that's part of the ongoing planning process where we look at the details of where these routes can occur.

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.

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, like the NE corridor, 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.

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.

A: It is our goal that there would be WiFi on trains and buses 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.

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.

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.

A: Currently, IndyGo has 2 hybrid electric buses and will be adding 11 more in January-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.

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.

A: We are currently conducting a draft environmental impact statement for the 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 Northeast corridor 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.

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.

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 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 rail in this plan.

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.

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.

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.

A: The plan includes light rail on Washington Street, but suggests first implementing a "light rail like" service known as BRT much earlier than light rail would have ever been possible. As funding is available, the Washington Street BRT could be transitioned to light rail. 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 then allow that to develop over time into light rail. Another important component of the plan is to significantly increase bus service (triple the size) 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.

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.

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.

A: The feasibility of Express Bus routes was examined as part of comprehensive and ongoing studies of the IndyGo Bus system. The final report for this study is expected to be available at the end of November. 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 rail lines. The first of those detailed studies is currently underway for the line from Union Station to Noblesville. Once the plan is approved we will continue more detailed studies of all the rail lines.

A: Due to the high costs of the Personal Rapid Transit system it is not being considered as part of the Indy Connect Plan.

A: Southport and Greenwood are slated to get community circulators under the Indy Connect plan as well as rail on existing tracks. In addition, the bus rapid transit serving 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.

A: Due to such high infrastructure cost of a suspended rail system it is not being considered as part of the Indy Connect plan.

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.

A: The plan has a significant rail system - and actually has more than originally proposed. The plan has rail from Union Station, running north to Noblesville and south to Franklin. In addition, rail is proposed along Washington Street and northwest through Pike Township to Zionsville. For rail to be successful an extensive bus service needs to be in place to support it. A bus system can be implemented quickly so we can begin to build the backbone of this comprehensive system soon after funding is approved and build rail as the federally mandated studies are completed and funding allows.