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Bear in mind several sections of regressive policy in the Indiana Code that render provision if transit particularly difficult; these include statutes that explicitly forbid light rail and require transit agencies to expend operating funds to seek private donation. It is clear that rail, such as the West Lake commuter rail extension project in northwest Indiana, attract more riders. Bus Rapid Transit can be efficient as well but only with dedicated lanes so that buses are not stuck in traffic. Transit success requires two key items: travel time reliability and competitive travel time — this means the bus (or train elsewhere, not in Indianapolis) must arrive every X minutes at least 95% of the time; and the travel time must be competitive with driving. The three BRT lines planned for Indianapolis will provide a rapid bus network of 51 miles and 87 stations for about $400 million. The 8 mile, 4 station West Lake rail project costs $900 million. A single interchange such as between I-69 and I-465 costs $300 million or more. This does not mean per se that one project is better than the other, but it illustrates that alternative solutions exist. As for non-attainment and emissions testing, Indianapolis metro should expect that future. Comfortable big suburban transit coaches can be a solution for some corridors, but without dedicated bus lane or bus shoulder, what’s the travel time benefit? Railroad rights of way commandeered for other purposes can no longer offer an efficient lower-cost bus or rail guideway. Lawmakers have placed blocks to efficient and effective transit by statute, by right of way elimination, and by policy ; this need not be so. Indiana is behind the times in roadway design and transit planning and should acknowledge and not repeat the mistakes made elsewhere. Transportation planning should not be by legislative fiat and perceptions by those without expertise.