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I’m surprised this wasn’t done when the red line was approved. Glad it’s happening now.
I agree. Every direction for 100 yards from a BRT station should be zoned for high-density multi-story commercial, office, and multi-family residential.
Brent, did you read the part of the story that talks about the neighborhood scale nodes on College? That’s what is appropriate in many parts of the city. (2 or 3 story mixed use buildings with neighborhood retail/commercial and apartments). Downtown scale isn’t appropriate everywhere.
Interesting MDC hearing on August 18th. The developer’s over-reaching mixed-use project along transit routes at 22nd and College was unanimously voted down. Some reasons: too dense (units per acre) and too big (bldg mass) for the neighborhood. Neighbors presented a persuasive remonstrance case. The MDC was skeptical. City planners’ presentation contained uncertainties. Even their “transit-friendly” and “affordable housing” rationales could not persuade the MDC that the project was just too much for the site and would have negative impacts on the neighborhood.
http://indianapolis.granicus.com/player/clip/21315?view_id=3&redirect=true
(second petition heard)
Why the MDC was skeptical of Citizen Park Apartments when the City-County Councilors representing the area were in favor, the neighborhood association was in favor and there’s ample precedent for the height, density and massing in the immediate area is mystifying. The only significant issue where there was universal agreement was that the vehicular access point shouldn’t be from the alley. Hours and hours of negotiation between the developer, neighborhood and DPW to relocate that access to the College frontage was flushed down the drain in response to a remonstrance doesn’t represent the Fall Creek Place neighborhood at large or even the majority opinion of adjacent property owners. Unbelievable….
Oh, it’s believable. It appeared that there was a lot of confusion over what the MDC was voting on, since the planning staff was advocating for the vehicle access to be from the alley, but the letters from the two city-county councilors apparently conditioned their support on it being from College Avenue, which I believe would require another variance. If I heard correctly though, the planning administrator seemed to dismiss the need for an additional variance instead of explaining the rationale for the ordinance requiring vehicular access from the alley. Maybe the petitioner might’ve been better served by seeking a continuance to get the city-county councilors and planning staff on the same page and to formally amend their request to include a variance for the curb cut to be on College Avenue.
What kind of negative impacts to the neighborhood would there be?
It would be interesting to see red line ridership numbers, but those are always hidden to protect the Agenda and if forced, they can just scream “pandemic!!”
Ridership is reported monthly in the Board reports, in the same area, and in the same format each month. This is public information available with a few clicks to the Indygo website. Indianapolis as other cities noted significant ridership decreases due to the pandemic however the strongest routes today reflect the strongest routes in the 1940s, 1950s, 1960s, 1970s, 1980s and 1990s: Washington (proposed Blue Line and former streetcar key line), Meridian (now Red Line), College (now Red Line north of 38th and last streetcar line), 10th Street (former key streetcar line), East 38th Street (proposed Purple Line), Madison Avenue (former interurban corridor replaced by bus). But other corridors have performed better than expected: 86th Street, Keystone, and the Eastside Circulator (Post Rd/Mitthoeffer Rd) as the city has grown and transit needs expanded far beyond the pre-Unigov Indianapolis city limits.
The change with Uni-gov was unfortunate as it ignored physical aspects of development in the core city and the less densely developed surrounding townships. A better plan would have retained the planning guidelines for ‘old’ Indianapolis and also accommodate more auto-related development in the outer areas. However, the unappealing seas of parking in front of practically all development along many corridors — 86th Street, Madison Avenue, Washington Street, etc. — detracts from a sense organized and attractive development. A drive from the airport along West Washington Street is readily enough to make one run for the first return flight to anywhere. I digress.
Emphasizing development along major transit lines is not a novel or new idea but reflects and return to sound planning principles that have guided city growth for 100 years. This does not detract from single family houses nor auto use. The objective is the bolster development immediately adjacent to strong transit corridors — including but not only BRT lines — to provide walkable convenient access to transit and destinations throughout the network. Adjacent streets would remain predominantly single family and, ipso facto, more auto oriented.
A key point missing from this article is the share of transit to key destinations such as downtowns or other activity centers. While the overall share of transit to all job in a area may amount to a small share, the transit share of trips to downtown and some employment centers is much higher. The Indygo service improvement plans and route restructuring focused the majority of improvement on the route segments which generate the higher ridership. Indygo as other smaller systems can cite that more that 70 percent of ridership occurs on 10 percent or fewer of routes. However, lower ridership routes remain integral and necessary elements of the system as do low volume roadways remain elements of the roadway and street system. However, in areas and along corridors where riderships warrants only hourly service, alternative on-demand service via Uber or Lyft or taxi providers should be made available to nearby destinations or to a transit node with frequent service,
This was the plan by IndyGo and the City all along, not to provide transportation in areas that need it, but to move the population to transportation routes. They denied this in meeting after meeting for the Red, even though their graphics illustrated multi level construction all along the route. Does this mean that developers can now just buy homes along College Ave., tear them all down and construct apartments? What will building a development mean when you aren’t going to have available parking for tenants and have removed parking from the street to accommodate transit, as the Red did, by removing parking in front of the very businesses they purport to serve ?
Then it’s always brought up about the trollies in the old days. Well, those little business nodes on corners were walkable to the neighborhood. Why? We only had one car families back then, the city was much smaller and jobs were centralized.
If the plan for the Purple goes as planned, it will place the bus again in the middle of the street and reduce vehicular traffic to one lane in either direction on a large portion of East 38th, reduce or eliminate many left turns, shorten any left turn lanes as well as have poor timing on left turn lights.
The current Red on College brought more traffic on all side streets and requires residents to make u-turns, or travel blocks out of their way to get to their destinations.
If IndyGo wants to speed thing up, all they have to do is run more buses more often in areas where they are needed and not lock them into a specific locked route. It’s not rocket science.