Business leaders in charge of the advocacy work said Tuesday morning they expect to launch a “targeted” advertising and informational campaign by highlighting the possible benefits of expanded mass transit to a wide variety of groups.
Former U.S. Rep. Julia Carson was instrumental in securing funding for an Indianapolis public transportation hub.
The debate over whether Indianapolis residents should be able to vote this November on an income tax increase to pay for improved public transportation will soon heat up.
The first phase of the $198 million Red Line is slated to run from just north of Broad Ripple to the University of Indianapolis.
IndyGo has received the last of 21 fully electric buses. Those buses, equipped with lithium-ion batteries, can travel up to 130 miles on a single charge.
Construction work on the IndyGo transit center, which is expected to become a hub for most of Indianapolis’ bus lines, has been delayed by seven months. The project’s estimated cost has risen from $20 million to $26.5 million.
Officials say the first phase of a rapid transit line that should eventually connect Westfield to Greenwood won’t be delayed even though the Indianapolis region missed out on a share of $84 million in state funding from the Regional Cities Initiative.
The team charged with designing and engineering downtown’s $20 million transit center—which has begun to emerge south of Washington Street between Delaware and Alabama streets—took on three core challenges.
A fund for public transportation could be debated before the House Ways and Means Committee after Rep. Randy Truitt filed a bill that would provide about $20 million more per year than Gov. Mike Pence proposed.
IndyGo isn’t threatening to eliminate routes, but it is trying to craft a policy to guide it through landmark changes: next year’s opening of the $20 million Downtown Transit Center and, possibly, the passage of a referendum in favor of a regional rapid-transit system.
Two reverse-commute routes will serve the north Plainfield and Whitestown warehouse districts, taking workers from Indianapolis to major employers like Amazon, GNC, Ingram Micro and Tempur Sealy.
An Indianapolis software startup that hopes to win contracts from public-transit agencies across the country is protesting a no-bid deal by IndyGo.
Starting this fall, IndyGo will have digital signs at downtown stops that show when the next bus is arriving, and passengers throughout the city will be able to check their phones or home computers for next-bus information.
IndyGo is updating its past studies on the feasibility of serving IPS high schools. A past study found that IPS spent $1,520 per student a year on transportation, while a city bus pass costs $330.
Buses get no respect. Romance clings to the rails and to the grand stations that serve them. When you take a train, you may well find yourself in a replica of a Greek temple or the Baths of Caracalla.
Construction of the hub, which Mayor Greg Ballard noted Thursday in his annual State of the City address, is set to begin this fall with completion expected by the end of 2015.
There’s a new reverse-commute bus route connecting the northwest side of Indianapolis with major employers in west Carmel.
During a committee meeting Tuesday, Sen. Brent Waltz and Rep. Ed DeLaney crossed swords on a proposal that included widening roads and reforming the IndyGo bus service.
IndyGo will use a $10 million federal grant to convert 22 city buses to all-electric power. Each bus will cost about $550,000 to convert and will have a range of about 100 miles.
A leading opponent of the plan for regional mass transit is floating an alternative that calls for widening north-south commuter corridors like Martin Luther King Jr. Street, Capitol Avenue and College Avenue.
