Q & A with Mayoral Candidate Melina Kennedy
In April of this year, Urban Indy put together a list of questions for the Republican and Democrat candidates for Mayor in the 2011 election here in Indianapolis. Our questions are more than you would see in the usual media sources and are focused on issues that our readers find important. Topics such as transit, neighborhood development, environment, education, food and jobs were all given focused consideration. The Q & A below is how Democratic candidate Melina Kennedy answered. For her campagn website, please click here.
Melina Kennedy (image credit: marioncountydemocrats.org)
Neighborhoods:
Q: How do you envision purposing RebuildIndy funds in coming years to invest in the neighborhoods of Indianapolis?
A: A Kennedy administration would implement a substantive re-definition of how the City plans projects, provide services, and spends taxpayer dollars. It would involve comprehensive community development strategy and individual neighborhood-based planning. This would be a switch from top-down (Mayor/City directed) “one size fits all” model of Rebuild Indy spending to a bottom-up, neighborhood-directed model. It starts from the premise that Indy is comprised of units called neighborhoods that have physical, social, and economic assets which need to be leveraged. I also want to be sure projects are not rushed for arbitrary deadlines, like elections, that have resulted in some improvements being made over a short period of time on the same roads, thereby wasting one time public dollars. In short, efficiency of the use of proceeds by better coordination and planning would also be a key component.
Q: Would you be willing to support options that allow neighborhoods to levy taxes on themselves to invest in specific infrastructure projects? (ie: sidewalks, transit stops, bike trails, etc)
A: I would consider supporting these options if pursued under the current law. If it would require new laws, I would likely be supportive but would want to see the language proposed.
Q: How important is it to invest in redeveloping areas such as the Lafayette Square neighborhood and what level of commitment to changing the built form to create a friendly space should the city take upon itself?
A: Very important. Comprehensive Community-based and neighborhood-driven redevelopment is the key to adding real jobs and solving a myriad of other issues including crime, education, transportation, and housing. While Deputy Mayor for Economic Development I oversaw numerous community development initiatives, including setting up the CRED District in the Lafayette Square area, as well as the Certified Technology Park near the old Bush Stadium.
Q: Do you support changes to zoning codes to reduce parking requirements, increase options for mixed use, and create a more dense urban core? (ie: Form Based Codes)
A: Yes. I support a flexible approach to zoning codes and land use planning that would allow particular communities to realize their shared vision of the future of their community.
Q: Do you support enforcement of existing penalties for residents who do not shovel their sidewalks of snow in the winter where sidewalks do exist?
A: Existing laws should be followed.
Transportation:
Q: Does IndyConnect sufficiently address the issues of investing in the city core versus transferring investment to the suburban areas?
A: Indyconnect still has not come out with a final plan, but we need to ensure that any mass transit plan addresses the needs of residents in all parts of our city. Nationally, about 40 percent of transit riders have incomes of less than $25,000 a year. But in Indianapolis, that number is upwards of 70 percent. More than 50 percent of IndyGo riders are ‘transit-dependent,’ meaning they have no other transportation choice to get to work, to shopping, to school, to day care. Of those riders, 78 percent do not have a vehicle available to them. And, sixty percent of IndyGO riders don’t even have a driver’s license. Improving transit option in the city core and connecting our neighbors with all parts of our city is essential quality of life. And, providing more transportation options is good for all citizens, not just the transit dependent.
Q: Are you supportive of more urban based rail projects that address local transportation options for city residents versus the concerns for regional mobility? (ie: light rail, modern streetcars, BRT dedicated guideways, etc)
A: Yes and as mayor, my long-term vision is of a multi-modal transportation system that is fiscally sustainable and integrates rail, roads, bus, air, pedestrian and bicycle facilities into a fully interconnected network. Affordable, reliable and accessible, our transportation system must provide viable choices to residents and visitors. Integrated with responsible land use planning, our transportation system will drive economic growth and a development pattern that enhances our quality of life, by creating complete communities with ready, safe and convenient access to jobs, shopping, school, services or recreation.
Q: Should an Indianapolis Mayor champion a cause to reduce local spending on roads and devote more of it to transit?
A: Infrastructure is important and so is an appropriate transit system. But, we also have many other critical issues facing our city like jobs, fighting crime and improving educational outcomes. And again, my long-term vision is of a multi-modal transportation system that is fiscally sustainable and integrates rail, roads, bus, air, pedestrian and bicycle facilities into a fully interconnected network. Affordable, reliable and accessible, our transportation system must provide viable choices to residents and visitors. Integrated with responsible land use planning, our transportation system will drive economic growth and a development pattern that enhances our quality of life, by creating complete communities with ready, safe and convenient access to jobs, shopping, school, services or recreation.
Jobs:
Q: How important is it to employ local workers for local infrastructure? At what point do we look at out of town/state laborers?
A: Very important. We should be working to put Indianapolis back to work and ensure that our residents have the skills required of the jobs that are available.
Q: What is your point of view on privatization of public assets? (ie: parking meters, utilities, etc)
A: Selling off our assets is not, in and of itself, leadership. I am not against privatization, per se, but it should be evaluated on a case by case situation. Each deal should be done in a way that protects and serves taxpayers and our City. Some of the deals that this Mayor has put together have not been done with the interest of the tax payer, like the parking meter deal.
Environmental Justice:
Q: What is your opinion on “green” infrastructure?
A: Encouraging green infrastructure such as green roofs, rain gardens and other green infrastructure is a positive way to protect the environment and enhance a city.
Q: What is the right mix of “green” vs status quo? (ie: rain gardens, Cultural Trail, pervious concrete, etc)
A: Choosing green is almost always a plus. It is particularly appropriate for new development when new materials and ways to incorporate green aspects can be done throughout. Retrofitting existing buildings and infrastructure is also important. Either way, it should be encouraged whenever possible.
Q: How might you support access to green space and recreational activities, especially among underserved communities like young people, seniors and those with limited proximity to parks?
A: The city can play a role by supporting its existing parks and recreational facilities, as well as partnering with businesses and other facilities to connect recreational places and initiatives to underserved families throughout the city.
Education:
Q: How do you see Indianapolis’ school systems contributing to community redevelopment efforts?
A: Indianapolis’s long-term success depends on the performance of our public schools. When families are deciding where to live, and businesses are choosing where to locate, the quality of the schools is a big factor. If our public schools are serving children and families well, we will be able to offer a better quality of life, be more attractive to families, and have a competitive advantage in recruiting and retaining employers to the city. If we don’t have strong public schools, we will fall behind.
Q: What, if any, additional efforts would you champion to improve local schools?
A: Improving educational outcomes will require sustained engagement from the mayor’s office. This includes working to improve access to high-quality early childhood education. To do this, I will make an initial investment from the Vision 2021 fund, which I’ve proposed be created from the proceeds of the water utility sale, to help pre-k providers improve their services and offer tuition credits so more families can gain access to those high-quality providers. Plus, because not all children learn in the same way, I will work to increase the variety of schools and teaching models so families can find the school that is the best fit for their child. Finally, in a Kennedy Administration, I will work to connect our schools with organizations, business leaders, and volunteers who want to work with us to improve our schools.
Food:
Q: What would you do, as mayor, to increase access to high-quality foods throughout our community?
A: I would support urban gardens, farmers markets, and other ways to promote healthy and high quality foods throughout the community. I would also promote education among families about the importance of healthy foods and availability of such.
Q: Specifically, what ideas do you have to address “food deserts” and food insecurity in Indianapolis?
A: Specifically, I would start with a comprehensive high quality food asset mapping initiative to best understand where food deserts exist. A combination of organizing efforts to recruit grocery stores or food co-ops, develop urban gardens and identify options to access high quality foods would comprise a strategy to address the areas identified as most in need of high quality food options.
Q & A with Mayoral Candidate Greg Ballard
In April of this year, Urban Indy put together a list of questions for the Republican and Democrat candidates for Mayor in the 2011 election here in Indianapolis. Our questions are more than you would see in the usual media sources and are focused on issues that our readers find important. Topics such as transit, neighborhood development, environment, education, food and jobs were all given focused consideration. The Q & A below is how Republican candidate, and incumbent Greg Ballard, answered. For his campagn website, please click here.
Greg Ballard (Image credit: City of Indianapolis website)
Neighborhoods:
Q: How do you envision purposing RebuildIndy funds in coming years to invest in the neighborhoods of Indianapolis?
A: We must make Indianapolis the type of city where families want to live, businesses want to create jobs and neighborhoods can thrive. When I came to office in 2008, there was no plan in place to tackle the problem of crumbling infrastructure throughout Indianapolis.
In 2011 already, through our RebuildIndy program, $142 million is being invested in repairing our roads, bridges, and sidewalks. This is a sharp contrast to previous years when caring for the basic needs of our neighborhoods was a casualty of budget cuts. In previous years, the City spent only $10-$15 million a year in resurfacing and repaired 2-3 bridges annually. This year alone, construction has begun on 27 bridges.
We are developing RebuildIndy into a multi-year program and working hard to leverage the dollars we have in order to turn it into an even larger program that can be sustained for many years to come. The utility transfer has resulted in over $400 million dollars for us to invest in infrastructure; we plan to leverage that with state and federal dollars in order to address as much of our critical infrastructure need as possible.
Q: Would you be willing to support options that allow neighborhoods to levy taxes on themselves to invest in specific infrastructure projects? (ie: sidewalks, transit stops, bike trails, etc)
A: The City is currently making massive infrastructure improvements through the $400 million RebuildIndy program funded by the water and wastewater utility transfer. These improvements will address many of the issues our neighborhoods are facing.
Neighborhoods do have resources that can be used for special infrastructure projects. State statute, for example, allows for economic improvement districts (EID). If a majority of the property owners in a neighborhood want to pool their money for special purposes, they can elect to create an EID.
I support neighborhood self-sufficiency. If a neighborhood wants to create an EID to fund the installation of an urban garden, create a special memorial, complete façade work, or repair sidewalks, that is a decision the neighborhood can make locally. My office will be happy to work with them and continue to make RebuildIndy improvements in neighborhoods across Marion County.
Q: How important is it to invest in redeveloping areas such as the Lafayette Square neighborhood and what level of commitment to changing the built form to create a friendly space should the city take upon itself?
A: The success of what is planned for the Lafayette Square neighborhood is due in large part to the strong partnership between the Lafayette Square Coalition and the City. This partnership enabled the community to have significant feedback on the planned improvements. As this work moves forward, the City will continue to work closely with the community group to be sure the project reflects community priorities.
Redeveloping areas like these are critical to strengthening our neighborhoods and growing our city. The City must continue to work with neighborhood and community groups to create spaces such as these all over Indianapolis.
Q: Do you support changes to zoning codes to reduce parking requirements, increase options for mixed use, and create a more dense urban core? (ie: Form Based Codes)
A: Planning is a critical element of growing Indianapolis. We must carefully balance the needs of neighborhoods with the desire to grow businesses. We will continue to use the City’s planning process to identify good opportunities for redevelopment and growth.
Zoning is necessary to protect the minimum standards for development in our City. It protects, for example, against a factory being opened in a residential area. But, beyond the extremes, zoning is generally—and not unfairly—viewed as an overly complicated and time-consuming process. The City’s zoning requirements and processes have not undergone a comprehensive review in decades. As part of my goal to make government more open and easier to work with and to encourage sustainable urban development to make Indianapolis a more livable big city, we will undergo a comprehensive review of zoning and seek to improve the process.
Q: Do you support enforcement of existing penalties for residents who do not shovel their sidewalks of snow in the winter where sidewalks do exist?
A: I believe there are better ways to encourage residents and business owners to shovel their sidewalks. Though the law does allow for this penalty to be enforced, last year we increased awareness of the ordinance and many media outlets helped to notify residents – which achieved a level of success. During snow events, the City must prioritize resources appropriately. Our first goal is to educate and encourage residents to do their part as responsible citizens to shovel walks and make it easier for our pedestrians and school children to travel safely.
Transportation:
Q: Does IndyConnect sufficiently address the issues of investing in the city core versus transferring investment to the suburban areas?
A: I initiated Indy Connect to bring together public and private voices in the critical planning of a regional mass transit system for our metropolitan area. I believe an economically viable and sustainable regional mass transit system is vital to our continued growth as a region. I am focused on developing a plan that provides new opportunities for development and economic growth to our neighborhoods.
We still need an analysis of the economic impact and benefits, as well as the cost to taxpayers, in order to prepare a proposal to voters for referendum. The legislature is currently considering this and while the economic impact information is completed, we must also consider the funding source. I believe mass transit is important to the future of our city and I will work with the legislature and other organizations to advance a sound proposal.
Q: Are you supportive of more urban based rail projects that address local transportation options for city residents versus the concerns for regional mobility? (ie: light rail, modern streetcars, BRT dedicated guideways, etc)
A: I am generally supportive of more urban based rail projects provided that we allow for public input and can locate funding for these efforts. Mass transit has been discussed in Indianapolis for the past twenty years. There was not, however, much movement to take the idea and make it a reality.
In 2009, I went to the business community to start moving the ball forward. The result is Indy Connect. After twenty years of discussion, there is finally a regional mass transit plan developed by transit experts with public input from over 125 community meetings.
The IndyConnect plan calls for more buses, light rail and BRT. There is no one silver bullet for improving our mass transit system. Solving our transportation challenges will require providing a multitude of transportation options and that is exactly what IndyConnect aims to do.
Q: Should an Indianapolis Mayor champion a cause to reduce local spending on roads and devote more of it to transit?
A: I do not believe we need to choose between infrastructure and other transit options. Our City’s infrastructure has been neglected for so long that our roads are literally crumbling. We have to ensure that our residents are able to use our roads without damaging their cars. IndyGo buses must have roads and streets that are suitable to drive on as well.
There is value, however, in providing additional transportation options. As we resurface roads, bicycle lanes are being added. The goal is to create transportation options so individuals can choose how they would prefer to travel whether by car, foot, bike, bus or rail.
Jobs:
Q: How important is it to employ local workers for local infrastructure? At what point do we look at out of town/state laborers?
A: It is important that the City does all it can to encourage our contractors to hire local workers on our projects. We are asking our contractors to prioritize and work with local organizations for hiring practices.
In addition to encouraging our contractors to hire local workers, we have also worked hard to increase the equality of opportunity throughout our City contract process since I took office in 2008. The amount of work that women-owned businesses have received from the City went from $2 million in 2007 to $44 million in 2010 while work with minority –owned businesses increased from $15 million to $90 million.
Q: What is your point of view on privatization of public assets? (ie: parking meters, utilities, etc)
A: As our record shows, we think privatization can be a great solution in the right circumstances.
The recently completed utilities transfer is a great win-win because it not only depoliticizes the utility, but also has resulted in a tremendous investment in our infrastructure.
The lease of the parking meters is also a solid transaction. Though it may require an adjustment period, the ability to use credit and debit cards in the meters has been met with rave reviews—over 40% of transactions on those new meters are done without cash. That is a clear indication that Indy residents and visitors are embracing this new technology. And with the feedback we received from the public, the City modified the contract with the ParkIndy team to allow us opportunities to get out of the contract if the deal is no longer beneficial to the City. So, done in the right way and with the right terms, these are great ways to leverage our assets.
Environmental Justice:
Q: What is your opinion on “green” infrastructure?
A: When I was first elected, there was no concerted effort in city government to increase sustainability. I created the City’s first Office of Sustainability to explore how we as a City could become more sustainable in an effort to better serve our environment as well as taxpayers by being more energy efficient and environmentally friendly.
I firmly believe that green infrastructure must be fully integrated alongside traditional, “gray” infrastructure. The implementation of green infrastructure was overlooked in city government prior to 2008. Since then, we have completed the city’s first-ever sustainable alleys with pervious concrete. We pursue the installation of rain gardens as storm water solutions. We are actively looking for opportunities to incorporate green infrastructure into RebuildIndy projects and are encouraging the private sector to do the same when they are doing development and construction projects.
For the first time ever, the City is proactively seeking opportunities to incorporate green infrastructure. This year, we announced the creation of the Green Checklist. This is a document that is used by our engineering department to evaluate construction and capital projects for
Incorporating sustainable design and green infrastructure into city projects. As a result, we have added permeable pavement, porous concrete, bioswales and rain gardens to several projects.
In 2009, we created the Green Supplemental Document which was designed to provide technical guidance to the engineering and design community for how to build green infrastructure projects our city.
We are not only providing guidance on green infrastructure but we are also providing incentives to build green with the creation of the city’s first-ever green building incentive for green construction. Indianapolis has 39 ENERGY STAR-labeled buildings and has doubled the number of LEED-certified projects. This includes Eskenazi Health (The New Wishard) that is seeking to be not only an outstanding medical facility, but also ranking among the most advanced in the country for energy efficiency and environmental design. Eskenazi Health will seek LEED Silver certification for the new facility.
Additionally, the City is leading by example and has retrofitted over 60 city-county buildings to lower taxpayers’ cost of operating facilities through energy efficiency and the use of renewable energy.
Our efforts to incorporate green infrastructure is one of the reasons that we were named the 2010 Green Community of the Year by the Indiana Association of Cities and Towns.
Q: What is the right mix of “green” vs status quo? (ie: rain gardens, Cultural Trail, pervious concrete, etc)
A: Our current approach of evaluating projects for sustainable solutions and implementing sustainable solutions alongside traditional solutions is working well.
Each project must be evaluated individually to determine if including sustainable solutions is the best course of action. Sometimes sustainable solutions are more costly and as a result, we need to make sure they are implemented in locations where it makes the most sense and can be maintained for the long run.
We are also making it easier for others to build green in this City with the Green Building Incentive that encourages the private sector to incorporate green infrastructure and energy efficiency efforts into their buildings.
Additionally, we have made tremendous strides in becoming a more bicycle friendly city. In 2008, Indianapolis had less than one mile of bike lanes. By the end of 2011, over 60 miles of bicycle lanes will be in place. The League of American Bicyclists designated Indianapolis as a Bicycle Friendly Community in 2010. Bicycling Magazine listed Indianapolis among the top 50 most bike-friendly cities in the country. Indianapolis has come a long way toward becoming a more sustainable city over the last three years, but there is still much work to be done and we will continue to move forward toward Indianapolis becoming one of the most sustainable cities in the Midwest.
Q: How might you support access to green space and recreational activities, especially among underserved communities like young people, seniors and those with limited proximity to parks?
A: Access to green space and recreational activities is an important component of a thriving city. Greenways, trails, bike lanes and the Cultural Trail connect many of our great spaces and parks. I am committed to increasing the number of greenways, trails, and bike lanes across the City to help ensure that more residents have access to these amenities.
RebuildIndy is connecting people to parks and greenspaces with improved infrastructure and connectivity near Indy Parks and will continue to look for those opportunities.
The City has several partnership programs for both indoors and outside activities through leagues and clubs for seniors and youth. One recent example is the Indy Parks partnership with Oasis. Oasis offers a broad range of classes in the arts, humanities, wellness, fitness and travel, as well as volunteer opportunities for seniors. We must continue to explore public-private partnerships to bring opportunities to our residents.
Education:
Q: How do you see Indianapolis’ school systems contributing to community redevelopment efforts?
A: I am optimistic about education in Indianapolis. With education reforms that recently passed the state legislature, the expansion of charters schools and a community sense that the status quo is not acceptable, there is a consensus for positive student-focused change.
As I said in my State of the City address, improving our schools plays a crucial role in building an attractive urban environment. Indianapolis needs schools that parents want to move to – not from. That is why I have proposed that we take steps to make Indianapolis the national headquarters for the education reform movement.
Any city that unlocks the secrets to consistently high quality education and graduation rates, combined with strong post-secondary opportunities, will be a magnet for the businesses of the future.
As schools are strengthened, neighborhoods are as well. From this strength, community redevelopment efforts can have a foundation and am impetus to grow.
Indianapolis public, private and public-charter schools are making progress.We have some outstanding public schools in our community, but we also have too many schools that are failing our children. That is why intervention becomes necessary and other options must be available.
The education of our children shapes our future as a city. Our community objective must be to have schools that are among the best performing in the nation. I believe we will get there so long as we start with the premise that each child deserves a student-centered, learning focused environment.
We are thankful for the partnerships with the community that also help to strengthen Indianapolis schools. Goodwill’s Excel Centers provide the opportunity for high school dropouts to go back to school and get a diploma instead of a GED. Kroger has been a tremendous partner with financial support for literacy as well as volunteer hours from their employees.
Relationships such as these help to not only strengthen our schools, but enable us to lay a foundation for community redevelopment through stronger schools.
Q: What, if any, additional efforts would you champion to improve local schools?
A: I have taken a strong leadership role regarding education by advocating for education reforms in the state legislature, expanding the city’s Office of Education Innovation, and increasing the number of Mayor-sponsored charter schools in Indianapolis to provide better options for more Indianapolis parents and students – and enrollment has increased.
Charter schools have seen great success. Nearly 90% of the Mayor-sponsored Charter High School graduates enrolled in 2 or 4-year college programs. A recent Stanford University study found that charter school student performance in Indianapolis outpaced students in traditional public schools in learning gains. We are getting national attention for our success. Last year the Walton family pledged $1.3 million through their family foundation to help develop new community-anchored charter schools in Indianapolis.
In 2010, Indianapolis was the first city in the nation to develop a plan to transition private catholic schools into public charter schools. We launched the Excel Center Charter School to help adults finish high school and it already has a 2,000 person waiting list for admission.I approved the launch of the Damar Charter Academy to specialize in serving students with significant cognitive, behavioral, or developmental challenges.
We are implementing creative solutions for Indianapolis and education. This spring, I was the only mayor invited by the United Way to participate in a national town hall meeting about education moderated by CNN’s Soledad O’Brien, sharing ourvision and passion for improving education in Indianapolis.
I successfully lobbied the state legislature to gain the right to petition the state for local oversight of state takeover schools which will allow for more local input. Now, with several Indianapolis Public Schools identified by the Indiana Department of Education as “failing,” our primary focus must be on achieving the best possible results for the students at these specific schools. In 2012, I will petition the General Assembly to integrate local oversight into these schools’ turn around programs.
I recently announced my vision to make Indianapolis the national headquarters for education reform. We are already home to many successful reform-minded organizations and we should welcome more organizations and ideas to help make a positive difference in our children’s education. As part of our proposal, we will also launch a charter school incubator with the goal of nearly doubling the number of charter schools in the city. I also proposed creating charter schools that target high-growth job sectors, like life sciences, so we can prepare students for jobs of the future in areas we know are growing here locally.
Food:
Q: What would you do, as mayor, to increase access to high-quality foods throughout our community?
A: The City has provided leadership by encouraging urban gardens and making city owned vacant property available to people who want to grow food. Last November, I announced the goal of creating 50 urban gardens in Center Township alone—and we have done it with over 40 already producing fresh food. This goal arose out of a very clear need in our urban core to eliminate food deserts and provide access to high quality, fresh foods.
While we work to achieve these goals, the City is committed to safety. We are working closely with the Marion County Health Department to have soil tested prior to releasing garden plots from the Land Bank to the community and providing educational information for those using their own land for urban gardening.
We have seen the private sector increasing their involvement in this area as well. A few examples include the Garden on the Go mobile produce truck by IUHealth, gardens in IPS Schools, and the Indy Parks foundation garden on the eastside. The new Eskenazi Health facility will feature a first-of-its-kind sky farm, where they will grow organic foods to offer its patients, visitors and staff healthful diet options.
Additionally, we are working to promote farmers markets where people can buy fresh local produce. There are at least 12 farmers markets throughout Marion County, including two winter markets and 10 that run through the spring, summer and autumn months.
Q: Specifically, what ideas do you have to address “food deserts” and food insecurity in Indianapolis?
A: I believe urban gardens and farmers markets are key solutions to the issue of food deserts. To be successful, we need neighborhoods to work together and we need the City to assist where possible.
As mentioned in the previous question, we have made city owned vacant property available to those who want to grow food. We have partnered with the Purdue Extension of Marion County to educate people on how to grow food. We set a goal to have 50 urban gardens in Center Township and we achieved that goal. Finally, our Office of Sustainability promotes farmers markets and has hosted an “Indy Urban Farming Forum” to aid in those efforts.
Additionally, the City has taken steps to address availability of food through the Indianapolis Food Resource Network (IFRN). IFRN was developed to bring the many charitable organizations working to provide food to those in need together with the goal of having enough food, when and where it is needed, for all who need it. The result is the increased success of projects including Pack the Pantries, Summer Servings (which provides meals to anyone under 18 throughout the summer), and the Gleaners Back Sack Program (which provides groceries for those children who need additional nutritional support over the weekend or when they are out of school for a few days). IFRN hopes to engage more children in these types of programs to support their 2015 goal that no child goes hungry in Indianapolis.
Cycling on sidewalks in Indy
I’m sure we’ve all seen it or experienced it a time or 10 here in Indy. Walking down the sidewalk (when there is one available) and someone either comes at you on a bike, or brushes past you from behind on a bike. Some go fast, some go slow but the fact that they are cycling ON THE SIDEWALK is the point I wish to examine with this post.
E 10th Street (image credit: Curt Ailes)
I have thought about this one for a long time but a recent brush really called me to action. I was crossing West Street to get to classes at IUPUI. I saw someone riding up the sidewalk of West Street and when I got across, we were in close proximity to one another. He turned and went another way, then apparently changed his mind and turned around and almost mowed me down. I did not stop walking so I don’t know if he though I was going to stop for him or what, but I put my hands up and grabbed his handlebars and angrily pointed at the now freshly re-painted bike lane on Michigan Street and said, “You’ve got lane for this thing, watch where you’re going.”
Was I in the right? According to the City of Indianapolis, the cyclist technically did nothing wrong. I’ve been unable to find any code city or state, that prevents someone from cycling on a sidewalk. In fact, all that I could find about sidewalks period was in the state code and it states that MOTORIZED bikes are allowed on sidewalks provided they do not interfere with pedestrians.
Cultural Trail (image credit: Curt Ailes)
Whatever the case, as Indy grows it’s cycling culture, more people are getting out and pedaling to their destination. I have no issues with that whatsoever. What I DO take issue with, is that pedestrians again, must be the ones who have to take it in the hind end when someone on wheels, whether it be bikes or a car, decides that they aren’t happy with the current conditions. Case in point, the Michigan bike lanes. Are they dangerous? You can ask 50 people and the odds of that person saying the Michigan Street lane is unsafe are good. We have debated the merits here over and over again. So, when a cyclist gets onto the sidewalk on Michigan, I get it. But in the same breath, I don’t get it. There are other slower streets such as Ohio, Vermont as well as others that one can get across town. These streets are two way, slower, and generally I consider them to be more safe for cyclists to ride with traffic. Is it so much to ask them to move to those streets if they feel Michigan is unsafe?
I may be breaking ranks with my fellow cycling advocates and maybe even with fellow members of this site. With a budding cycling culture, there are likely to be head-butting conflicts such as those that I have described. Having a healthy conversation about how cyclists should be using the streets and sidewalks, is good for all of us.
2011 State of Cycling in Indianapolis Report
2011 has been a busy year in Indianapolis with road repairs, sidewalk fixes and creation and the addition of more cycling infrastructure. Generally, I feel like I should leave coverage of cycling in the city to the folks over at IndyCog. My recent observations however, have spurred me to action.
New York St Bike Lane at rush hour (image credit: Curt Ailes)
This year we have seen a lot more construction of the Cultural Trail. I have reported fiercely on this project and given a lot of heated criticism in the area of the Conrad. However, at the core, this project has expanded vastly this year and should be mostly completed by the time the Super Bowl occurs providing weather and utility companies cooperate.
Cultural Trail Construction on Washington St (image credit: Curt Ailes)
Shelby Street between Fountain Square and Garfield Park has been subjected to what I believe to be the most ground breaking project for cycling in Indy. On most spec sheets this project is simply termed “bike lanes” but what transpired was a healthy stretch of 100% separated two way bike track. Beyond Garfield Park, the rest of the project is normal on-street bike lanes. This project too, has not been without heated criticism from me. Our efforts combined with a citizen who lives in the area managed to get a utility pole moved out of the sidewalk. The project stands tall on it’s core design though.
Shelby Street Bike Track nearing completion (image credit: Curt Ailes)
In general, many miles of on street bike lane have been created. Downtown, street crossings are being subjected to green-colored paint to indicate where cyclists switch lanes. On Michigan St and New York through the downtown area, former angled in parking spaces have been converted to reverse-angle. This gives drivers much more visibility of cyclists coming their way and reduces the chance that a collision will occur. On 46th street between Keystone and College Ave, a former 4 lane road was reduced to three lanes and bike lanes striped. This is a HUGE step forward. Not only were bike lanes added which have statistically been proven to improve safety through reduced automobile speeds, but an entire automobile travel lane was removed.
New York Street Bike Lane & Reverse Angle Parking (image credit: Curt Ailes)
Michigan Road is the subject of a new side trail being constructed. Other side trail projects are set to break ground soon on 62nd street between Keystone & Allisonville Road as well as 71st street from Binford Blvd to Hague Road.
In the City Market downtown, a cycling hub will be opening this month that features bike parking, showers, lockers and a repair shop.
Central Indiana Bicycle Plan - Draft (image credit: bikeway plan)
This year, the MPO has also released a long term fiscally constrained bike plan for the entire Central Indiana Region which recommends many new bike facilities as well as policy changes that could have a long lasting impact on Indianapolis and how it approaches cycling for commuting & recreational purposes.
Taken on their own, these projects seem like small pockets of success for cyclists. However, if you consider that all these projects have taken place THIS YEAR ALONE, that is huge and for that, I can give Indianapolis a lot of credit. What I didnt cover in-depth for this post, but are included in my bikeway plan analysis, is how to leverage this year’s success into the future through better design.
I feel that we still aren’t seeing enough fundamental design changes to improve safety and encourage more people to move around by bicycle. Improvements like double lines for on-street lanes, more buffered tracks like Shelby Street and more changes like 46th street where 4 lane auto streets were improved to 3 lanes and added bike lanes; those are REAL improvements. The bike plan doesn’t paint a lot of that picture, and those are things that would really improve Indy’s budding bicycle culture.
Central Indiana Regional Bikeways Plan up for review
Urban Indy is a huge champion for cycling improvements within the Indianapolis area. Cycling is a low cost, low emission and healthy way to get around for short trips to the store, to see friends, get to work, school, etc. It is with these thoughts, that I am happy to pen this review of the recently unveiled Central Indiana Regional Bikeways Plan (click to open 79 page .pdf).
Central Indiana Bicycle Plan - Draft (image credit: bikeway plan)
The Indy MPO has been gathering input over the past year from people via the Indyconnect site as well as some other public meetings. Existing bicycle plans were taken into account and a fiscally constrained long range plan for bicycling has been rolled out. Much like the region’s LRTP with covers roads, transit, etc the bike plan is constrained by the amount of funds available. Indeed, the bike plan itself was built upon the recently adopted regional long range plan. In that plan, 7% of all funds collected will be put towards bicycle & pedestrian plans with a grand total in 2010 dollars of $13.5 million available each year; $7.5 million per year would be used to fund bicycle infrastructure.
Cultural Trail (image credit: Curt Ailes)
So what will this fund exactly? A look at the map and a perusal of the plan text itself shows a large amount of bike lanes for Marion County (Indianapolis), a large amount of side paths for the suburbs, and a large amount of trail projects dispersed around the entire MPO planning area. The planning horizon extends to 2035 and that period is sub-divided into 4 periods in which projects are to be built. Extensions of many existing trails are included in the plan with the extension of the Monon north, the completion of the Pennsey as well as extension of the B&O.
An in depth analysis shows that the trail projects seem to be the ones that account for the largest share of capital expenses. That is a shame since they are the safest and considered the most attractive to potential riders; the report even covers submitted comments. Respondants said one of the biggest hurdles to cycling in the region was the proliferation of roads and interaction with motorists on those roads. That hits at the heart of something we debate often here at Urban Indy in that making streets calmer for cyclists and pedestrians is a key concern to improving street-life. This report brings hard data to support that notion. Something else that strikes me is the disparity between bike lanes in the city and side paths in the suburbs. Indeed, side paths that already exist in the suburbs are cataloged with a large portion of them in Hamilton County. The plan breaks down the cost of side paths vs bike lanes, so it is easy to see why bike lanes are prescribed in most places instead of side paths. Going forward, the amount of bike lanes far surpasses side paths over the planning horizon. It should also be noted that there is no mention of facilities such as the Shelby Street bike track.
52nd Street Bike Lane (image credit: Curt Ailes)
Something that makes me wonder is the lack of “special” projects that we have been overly excited about here at the blog. Projects like Georgia Street, the Cultural Trail and such seem to be absent from the plan. Indeed, these projects themselves were special expenditures not likely to be captured in a fiscally responsible and “practical” long range plan that spread money out to create more facilities. Also absent is a pedestrian plan where the other $6 million per year is to be spent. This will likely go towards general upkeep of sidewalks and such if I had to guess. Each project was assigned a score depending on how it served population & employment centers, how it integrates with present transit corridors as well as a multitude of other factors such as proximity to parks, libraries, health institutions, etc.
Bike Rack at Upland Tasting Room (image credit: Curt Ailes)
The plan also lays out policy implications and some dubious ones at that. They are big and could impact the quality of cycling in Indiana. They include first and foremost, the adoption of a cycling master plan. After that, they trickle down into supportive recommendations that include adopting a Complete Streets policy, establishing a bicycling advisory committee, hiring a dedicated staff for cycling programs (something that is now handled at least in Indy, by the DPW), requiring bike parking by new development, REDUCTIONS TO AUTOMOBILE PARKING, and ensuring bike-transit integration.
What the plan does NOT do, is lay out how bike lanes themselves may be constructed from a design perspective. I have personally advocated for larger buffers between automobile travel lanes and bike lanes. There is no mention of this in the report. There is mention of painted crossings which is nice however, there is nothing about painted bike boxes, something else I have spent keystrokes covering.
In that regard, it is good that this is a draft plan and it is now open to the public for comment until September 23rd, 2011. Go check out the report and submit comments so that you can voice any concerns that you may have about the plan.
First Meeting of Indiana Joint Study on Transportation
Actually, it is called, The Joint Study Committee on Transportation and Infrastructure Assessment and Solutions, but that was far too long of a title to put for the post.
However, the first meeting of the committee was on August 23rd and consisted of 23 members of the Indiana House & Senate. The topics of discussion were far ranging with municipal officials and industry experts called on to testify. Ed Soliday lead the hearing and began with opening remarks about the unstable condition of funding at the Federal level while highlighting the need for officials at the state level to examine, and if necessary, enact new policy to combat a shrinking revenue stream of federal transportation funding.
You can read about the entire meeting in the minutes located here (when they are posted), but I thought that I would bring some critical analysis to bare because it could be a while before they are available.
I-69 (image credit: http://www.i69indyevn.org/)
The first official to speak was Michael Cline of INDOT. He spent a lot of time discussing the condition of roadways in Indiana, the state of Major Moves funding and the associated projects that have been funded with it, I-69 and also tackled bridges. Of particular note, was in the Q&A portion following Cline’s testimony where Representative Ed Delaney asked if there was a way of integrating “light rail” (as he termed it) with the freeway improvements associated with I-69 from Bloomington to Indianapolis. Cline replied that he did not have the information but would be happy to investigate. For those not keeping score, the entire section of I-69 from Bloomington to Indianapolis has yet to be funded and sources for funding it are unknown at this point in time. It was refreshing to hear a state representative pressing an INDOT official on public transit in the face of an unfunded freeway project.
The other testimony that really disturbed me was from the Indiana Chamber of Commerce. Cam Carter,
Vice President of Economic Development, gave testimony and highlighted what we already know to be true; that being the shrinking pot of funding for roadways. However, he let loose the Chamber’s views on how they think existing funding collected from the gasoline tax should be used. They feel that this should be used totally for roadway construction and upkeep with transit, bicycles and pedestrians receiving no funding from the pot of funds. This goes counter to the Indianapolis Chamber which has been a vocal advocate of transit spending in the Central Indiana region. Are they of the same opinion when it comes to sharing vs. dedicated? It is hard to say, but given the harsh manner in which the Indiana Chamber proclaimed their views, I cannot imagine they are cut from the same mold. I could be wrong about this though.
Conexus gave testimony about freight shipment and asked whether it was worth a truck only lane on I-70 across the state.
Dennis Faulkenberg, President, APPIAN gave testimony in favor of roadways and emphasized their stance on the need for more roadway funding and perhaps even a 3rd lane to all freeways to handle freight capacity through the state. He spent plenty of time highlighting that Indiana is a donor state in that we send more money in federal transportation taxes than we receive; so there is a big need to preserve what we have and if possible, generate more.
The afternoon session was devoted to the Indiana MPO and the Indianapolis MPO. Sandi Seanor of the state MPO, pointed out the shortfall in existing funding while noting that any cuts in funding at the federal level would further add to the stock of poor road & bridge repair. She noted that at existing levels, counties are being forced to allow county roads to return to gravel instead of being able to afford to pave them or chip and seal.
Wrapping up the session was Indianapolis MPO Executive Director Lori Miser. She spent a lot of time talking about the state of existing funding shortfalls in the Central Indiana region in regards to the long term transportation plan, while making a nice presentation to the panel regarding Indyconnect. Thomas Wyss complimented the Indianapolis region on it’s transit plan and associated outreach efforts over the past two years. Lori pointed out the need for a balanced transportation system that includes roads, transit, bicycling & pedestrian infrastructure and noted that Indianapolis is, “out of balance.” I was happy to hear Lori pushing transit in the Indianapolis region.
The session wrapped up after miser’s testimony and announced that the next session would be attended by Congressman Larry Buschon (Rep, District 8 ) as well as AASHTO. This tells me that once again, panel members will be subjected to a large amount of roadway lobbying.
In conclusion, the first session of this study was a volatile one with people from all modes asking for money and making valid cases for why existing buckets of funding are insufficient to cover the needs being demanded. It reminded me of the heavy road lobbying that occurred when Congressman Mica was here in February on his tour seeking input on the Federal surface transportation bill, an event Urban Indy was also there to cover. It will be interesting to see where this goes when the study wraps up and offers it’s final recommendations. Will transit get a share of funding or equal footing from this panel? Additionally, I am hopeful that this panel’s existence does not hinder efforts in the upcoming session to obtain a referendum for transit funding for Indyconnect as well as other regional transit efforts.
Utility Pole moved out of sidewalk on Shelby Street
You regulars keeping track of the ongoing utility pole issue on Shelby Street will be happy to see this update. The reader who has helped to keep me informed of the utility pole issues surrounding the reconstruction of the sidewalk adjacent to the Shelby Street cycle track sent in the attached photos today. As you can see, the offending pole has been moved completely out of the sidewalk and is now in the grass and poses no risks to pedestrians, the disabled or those who may be pushing a stroller.
Relocated utility pole on Shelby Street (image credit: reader submission)
The story of how this finally came to pass is an interesting one and leaves me wondering how much of an affect we really had here other than to simply report that the issue was taking place. The reader, after having little to no luck with getting DPW to move the pole, contacted IPL. After a couple of days of back and forth emails as well as an on-site visit, IPL agreed to move the pole.
First attempt to fix Shelby Street Sidewalk (image credit: reader submission)
My communications with the DPW uncovered that the city is entitled to 50 “free relocates” per year and the movement of this pole was one of those free relocates. Regardless, you can see that the pole is now totally out of the sidewalk and the project itself seems to nearly be on it’s feet with preliminary striping guides laid out on the pavement.
Shelby Street cycle track, preliminary striping (image credit: reader submission)
In conclusion, it goes without saying that if citizens had not spoken up about this issue, we would have been stuck with a utility pole in the sidewalk and life would have went on. This case illustrates that there are more than just a few people interested in a top notch built environment and that we will all go above and beyond to try and make it happen; even if it is simply the movement of a utility pole out of a sidewalk and into the adjacent grass.
Cultural Trail parking in front of the Conrad
The past few weeks have been exciting regarding the completion of a short portion of the Cultural Trail along Washington Street in downtown Indianapolis. The reason for the excitement, was the expedited method with which construction was completed at the apparent request of the Conrad hotel. Many local talking heads have discussed the issue here as well as the Skyscraper City Indianapolis Development forum. Some local property managers and owners whom have been affected have even weighed in on the issue which highlights just how touchy people have become about this portion of trail. Not only that, the fashion in which portions of the SE leg into Fountain Square have been delayed have reached the local mass media at WTHR, WISH TV8 & IBJ all last week.
Escalade on Sidewalk (image credit: Kevin Kastner)
At it’s core, the argument seems to be a large group of people who see the trail as an urban amenity that should be given full right of way to operate how a trail of this nature should; that being pedestrians and cyclists getting full priority on the trail. On the other hand, it appears that the Conrad has brought a big stick to this fight and wants to retain valet parking rights in front of it’s hotel on Washington Street, and on the trail itself. Indeed, last week as the trail was completed directly adjacent to their front door, they began taking full advantage of the opportunity to park on it. You can see in the two pictures that I have posted in this column indicating the valet’s apparent lack of regard for the existing sidewalk itself as well as the vehicles parked in what would be a blocking manner, if the trail were fully open for business.
Conrad Valet (image credit: reader submission)
I have contacted the DPW on this matter, and according to Director of Communications Molly Deuberry,
”Here is the city’s statement/position on the Cultural Trail and the Conrad. The Trail is not open yet and we are working with the Conrad to finalize details on what the operation of the Trail will look like…. cars are permitted in the pavers right now and after a final plan is agreed on, that will dictate how operations proceed after the trail is open.”
It seems all the huffing and puffing going on right now between folks for full cycle and pedestrian rights and the apparent actions being taken by the Conrad are still up for debate. It should be interesting to see how this resolves itself once the Central Corridor is completed. For now, we continue to watch and wait.
Georgia Street Update 4
Georgia Street 8-5-2011 (image credit: Curt Ailes)
This past Friday I had the pleasure of wandering downtown with fellow Urban Indy blogger Graeme Sharpe. We visited the Cultural Trail central corridor construction sites as well as the Georgia Street site. Here are the latest photographs as of 8/5/2011. Really coming along well. The “goal posts” are now up! Finally beginning to look like something.
Georgia Street 8-5-2011 (image credit: Curt Ailes)
Georgia Street 8-5-2011 (image credit: Curt Ailes)
Will parking be allowed on the Cultural Trail in front of the Conrad?
Cultural Trail Construction in front of Conrad, 7/31/2011 (image credit: Curt Ailes)
An interesting debate has been raging over on the Skyscraper City Indianapolis Development forum for about 4 weeks now. The debate has centered upon the design of the Cultural Trail’s Central Corridor as it passes in front of the Conrad hotel. For the uninformed, the Conrad has been using the sidewalk along Washington Street and in front of it’s hotel for years now as a staging spot for valet parking. It’s common to see a high end automobile sitting on the sidewalk at any point in time.
Cultural Trail Construction in front of Conrad, 7/31/2011 (image credit: Curt Ailes)
With the arrival of the Cultural Trail came the notion that perhaps the Conrad would be moving their valet elsewhere. Indeed as trail construction moves forward, their valet has been moved around the corner and onto Illinois Ave. However, it is marked off with red traffic cones indicating to me at least, a temporary respite from the old location.
Cultural Trail Construction in front of Conrad, 7/31/2011 (image credit: Curt Ailes)
What does this mean for the future of valet parking? Will the Conrad be permitted to park on the Cultural Trail and in the process setup a potential conflict area with pedestrians and cyclists who wish to use the trail? Will the valet be moved long term onto Illinois? Will the design of the trail be modified to allow both to coexist within the limited amount of street space that exists here? Rumor has it that the Conrad wants to retain the space along Washington Street for valet parking. This notion seems baffling in the context of the trail since it is a “world class” bike & pedestrian urban trail. Why would a hotel, a purveyor of quality temporary dwelling for people, be so bent on maintaining a presence on the sidewalk for automobiles when a potential economic delivery machine is being built, quite literally, at it’s front door?
Cultural Trail in front of Conrad, 8-5-2011 (image credit: Curt Ailes)
In the photograph above, you can see what the final design for this space is going to be. According to the information that I was given, the lane closest to the curb will be used for valet drop off and staging leaving the trail itself devoid of potential contact between a cyclist and an upscale automobile’s fender. I have read conflicting information elsewhere stating that there will be perpendicular parking for the Conrad.
Will the light colored paver separate parking? 8-5-2011 (image credit: Curt Ailes)
Whatever the final decision is on this project, one fatal conclusion can be drawn. Why did the Cultural Trail (or someone else in the ultimate decision making position) pander to the whims of the Conrad, a high end and obviously financially well off business, while much smaller local businesses located along the East End of Mass Ave and Fountain Square have to endure months of seemingly no progress in construction at their front doors? I sought comment from Tom Battista who owns property both along the east end of Mass Ave as well as the Fountain Square leg of the Trail, “We midwest car dependent people are taking away lanes from cars and giving them back to pedestrians. The way Portland moved interstate 5 across the river in the 70′s and gave the riverfront back to the people. It is a pain to deal with closed streets and limited access to our tenants but the long range is what we should focus on. It will be worth it.”
One interesting footnote. Is the Conrad paying for anything here? Are they “renting” the space on the trail for parking? Another member of the blog pointed out that at current parking rates, and given approximately 7 spaces worth of parking space at $1.50 an hour, it could be assumed the parking revenue for these spaces would generate $45k a year. Is the Conrad paying this? Or is the Conrad’s valet parking being subsidized by taxpayers?