City of Indianapolis Department of Metropolitan Development Division of Planning 2010-CPS-R-001
1
Contents
Introduction 5
History 6
Adopted Plans and Studies 17
Planning Process 27
Connectivity and Infrastructure 37
Land Use and Redevelopment 51
Image and Appearance 68
Goals and Recommendations 77
Appendix 80
West 30th Street Corridor Plan Area
3 4 Introduction
The West 30th Street Corridor Plan amends sections of three segments of the Comprehensive Plan for Indianapolis / Marion County: Lafayette Road/ Coffin Park Plan; Eagledale Neighborhood Plan; and the Wayne Township portion of the Indianapolis Insight Comprehensive Plan. A comprehensive plan is required by state statute (Indiana Code 36-7-4-501 through 512) as a basis for zoning and must include objectives and policies for future land use development and development of public ways, places, land, structures and utilities. The Corridor Plan is a guide for anyone making a decision about the use of a property. It is useful for property owners, developers, neighbors and neighborhood organizations, City staff, and City boards and commissions. The Corridor Plan will be used to evaluate rezoning applications, to project future population and employment concentrations, and to prioritize capital improvements.
Corridor Plan Area The focus of this plan is on a portion of West 30th Street on the near northwest side of Indianapolis. The plan area centers on West 30th Street between Corridors serve White River and Lafayette Road and the CSX Railroad. Part of Lafayette Road to move people between West 30th Street to the railroad overpass is also included. and goods. They The Role of Corridor Plans provide ways to Corridors serve to move people and goods. They provide ways to reach destinations. Corridors also define the community’s identity and help to reach destinations. shape the overall quality of life. Land use policies, transportation needs and market forces must work harmoniously together to ensure that land use and infrastructure meet the long-term needs of the community.
Corridor plans do not focus strictly on engineering plans for the purpose of added roadway capacity. This corridor plan attempts to provide a more comprehensive view of the two roads and their context. All travel modes must now be considered where automobiles dominated in previous plans. It is essential to integrate transit, bicycle and pedestrian modes while maintaining automobile traffic capacity. The public investment in the road infrastructure and related utility infrastructure must be protected as a fully balanced multimodal approach becomes the standard.
Corridor plans promote the connection between the street and the businesses, homes and institutions that line it. An effective corridor plan will guide land use choices to create a streetscape where all the parts work together to make a greater whole.
All of these aspects of corridor planning were applied in the preparation of this Corridor Plan. 5 History
Development History The West 30th Street corridor remained largely rural through the 19th century. “An early settlement was an unincorporated rural village at the junction of Lafayette Road and West 30th Street known as Flackville. Named after Joseph Flack, a prominent landowner, farmer and grocer in the area, Flackville had its own post office, church, school, and cemetery but was swallowed up by development after World War II and annexed into the City of Indianapolis in 1961.1”
"In 1888 the Olive Branch Methodist Church was organized. This community of faith was located in the Flackville community on the West side of Indianapolis at Thirtieth Street and Lafayette Road. Some records refer to this church as the Flackville Methodist Church, located at Thirtieth and Guion Road. Both descriptions are accurate. The church was in the “heart of Flackville” and Lafayette Road ran on the west side of the church while Guion Road ran on the east side of the church. Prior to this time, the people A dramatic of the vicinity attended church at New Augusta or Haughville, or in open air building boom services when weather permitted. This church was built on land originally owned by Mrs. Mary Landry, but was sold to Mr. Joseph Flack for a small occurred in the sum of money with the intent that it be used for a church site.2 " 1950s with rapid conversion A riding and boarding stable was located on the northwest corner of 30th Street and Kessler Boulevard and was still in existence in the 1930s. Much of farmland of the other land around this intersection was still being used for farming to suburban through World War Two.
residential A dramatic building boom occurred in the 1950s with rapid conversion development.. of farmland to suburban residential development both north and south of West 30th Street. The development of the Westerleigh Park, Wides 30th & Kessler and Bonham Place subdivisions alone added more than six hundred residential lots to the area.
Commercial development was focused on Lafayette Road partly due to its greater accessibility and visibility. The Lafayette Road corridor also offered larger building sites than could be found on West 30th Street in the post war era. Development patterns reflected the automobile-oriented culture of their times. Lacking local government mandates and with weak consumer demand, much of the corridor was built without an integrated network of sidewalks.
1 Lafayette Road / Coffin Park Neighborhood Plan, p.6, 2 Wesley United Methodist Church: A Local History, p.1 6 A site that currently houses a Walgreen Drug Store at the northeast corner of West 30th Street and Kessler Boulevard formerly contained the studios of WXLW Radio. The station was built in 1948 and owned by Frederich M. Ayers, Jr. and Conrad Ruckelshaus. Music, news, sports events and important public interest features were broadcast by the station. WXLW reputedly was the first local station to broadcast remote from “news cars” around the city. 3
Marian College was established on the site of the former Allison estate in 1937. The institution came to Indianapolis from its original location in Oldenburg, Indiana. Marian became the state’s first Catholic co-educational college in 1954. The college became Marian University in July 2009.
Saint Michael the Archangel School was built in 1948 and the church building was completed in 1956. Seventh Christian Church was built in 1951 at the northeast corner of 30th Street and Medford Avenue. In 1974 the church merged with Eighth Christian Church to become 7th & 8th United Christian Church. The Wesley United Methodist Church moved to its current location at the southwest corner of West 30th Street and Tibbs Avenue in 1956. In 1964 Cardinal Ritter High School opened on a site north of the St. Michael the Archangel Church and School.
This 1937 aerial photograph of the intersection of Kessler Boulevard North Drive with West 30th Street indicates how much land was then in agricultural use. The second aerial photograph indicates the changes that had occurred by 1956 as residential subdivisions became the dominant land use.
3 Encyclopedia of Indianapolis p. 1405 7 2975 0.46 acre wet woods
Transportation History Urban development is highly interrelated with transportation systems. The West 30th Street study area was primarily shaped by three north-south roads that intersected a single east-west road now known as West 30th Street.
Commissioned as a toll road by the State of Indiana in 1837, Lafayette Road soon became an important transportation link for the new state capital to the cities and counties in the northwestern part of the state. Other than continuing in its same general alignment, there are no physical clues today that this road once served horseback and stagecoach riders during Indiana’s pioneer era.
In 1926 the road was designated as US52, a federal route that ran 2,123 miles from Charleston, South Carolina to Portal, North Dakota at the border with Canada. Within the City of Indianapolis US52 also followed Brookville Road, English Avenue, Southeastern Avenue, Washington Street, West Street and 16th Street from the southeast side of the city through the downtown and on to the northwest side. The US52 designation was shifted from most of these streets to I-465 after the interstate highway system was completed within Marion County.
With one of the city’s few bridges over White River for many years, 30th Street was a key east-west road that served to connect Lafayette Road with the north side of the city. The earliest bridge was of wood construction and was later replaced by a metal truss bridge. The current bridge is closed
8 spandrel concrete arch bridge which was built in 1907. By contrast, 38th Street did not cross White River until a bridge was constructed in 1962.
30th Street Bridge circa 1921
Road names changed over the years. People alive in 1885 would be familiar with roads known as White River and Big Eagle Creek Road, Cooper Road, Myers Free Gravel Road and Flack Free Gravel Road. Now these roads are known respectively as Lafayette Road, Kessler Boulevard, Cold Spring Road and West 30th Street. The major street framework was in place by the late 1800s, as shown in the 1885 road map of Marion County. These arterial and collector streets remain as the transportation framework. Local streets that only served residential subdivisions were constructed in later years. West 30th Street remains as the only east-west street that connects travelers to destinations beyond the study area.
Detail of 1885 county road map
9 Railroads and street cars did not significantly shape the West 30th Street Corridor as they had done in other Indianapolis neighborhoods, including the Riverside neighborhood nearby. A settled area called Brooklyn Heights existed in the location of the current Cold Spring Academy along an early steam railroad. The Cleveland, Chicago, Cincinnati & Saint Louis Railroad, also known as the Big Four Railroad, originally crossed White River north of 30th Street. The 1913 flood destroyed the railroad bridge and it was not replaced at that location.
The original railroad route was abandoned and was rebuilt with a White River crossing west of downtown Indianapolis. The new route ran west through an alignment in the location of the current CSX Railroad west of Lafayette Road. This line continued northward to stations at Augusta and Zionsville. Street car lines did not extend beyond Riverside Park on the east side of the White River. Interurban railroad lines did not pass through the West 30th Street corridor.
Historic Sites and Structures Wayne Township Bridge #9 30th There are many historic and architecturally significant buildings in the Street Bridge plaque over Little Eagle Creek West 30th Street corridor study area. The Historic Sites and Community Facilities Map shows the locations of buildings listed in the Indiana Historic Sites and Structures Inventory for Wayne Township, Marion County Interim Report-1993.
Cold Spring Road House, 3016 Cold Spring Road; American four-square, c.1919; Architecture House, 3012 Cold Spring Road; American four-square, c. 1920; Architecture House, 3006-3008 Cold Spring Road; American four-square, c. 1920; Architecture
Lafayette Road 2930 Lafayette Road; Flackville School No. 100/ Wayne Township School 1 (See description on page 13) House, 2977 Lafayette Road; Bungalow, c.1920; Architecture, (This building has since been demolished.) House, 3044 Lafayette Road; Central-passage, c. 1920; Architecture
West 30th Street Wacker House, 2489 West 30th Street (see description on page 12) House, 2610 West 30th Street; Queen Anne Cottage, c.1890; Architecture House, 2640 West 30th Street; English Cottage, c.1930; Architecture House, 2714 West 30th Street; Bungalow, c. 1900; Architecture (This building has since been demolished.) House, 2849 West 30th Street; English Cottage, c. 1953; Architecture House, 3433 West 30th Street 30th; Gable-front, c. 1930; Architecture House, 3508 West 30th Street; Bungalow, 1925; Architecture
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11 î House, 3680 West 30th Street; English Cottage, c. 1925; Architecture House, 3720 West 30th Street; Craftsman, c. 1910; Architecture Electric substation, 3740 West 30th Street; Art Deco, c. 1920; Architecture
Tyrone Drive House, 2539 Tyrone Drive; Dutch Colonial Revival, c. 1920; Architecture House, 2545 Tyrone Drive; English Cottage, c. 1930; Architecture House, 2549 Tyrone Drive; English Cottage, c. 1930; Architecture (This building has since been demolished.)
The Italianate August Wacker farmhouse at 2489 West 30th Street, now the Iron Skillet Restaurant, is one of the area’s oldest existing buildings. It was built in the 1870s and is a reminder of the area’s agrarian past. The house once served as the Coffin Golf Course superintendent’s home.
Iron Skillet Restaurant
The Larue D. Carter Memorial Hospital is located at 2601 Cold Spring Road. Built in 1931 as the Veterans Administration Hospital, its classical Georgian façade and grand axial shape reflect its institutional character.
A large Georgian revival house at 2550 Cold Spring Road is one of the first in a string of mansions extending northward on that street. The Bishop Simon Brute’ College Seminary is located in a stone castle-like compound at 2500 Cold Spring Road. Built in 1932, the facility served for many years as the Carmelite Monastery.
12 Another landmark in the area is the former Flackville School. Originally named Wayne Township School #1, it was designed by W. H. Albersmeier and built in 1912. It became Indianapolis Public School #100 and has since closed. It is one of the few remnants of the village of Flackville.
Former Flackville School
Marian University Campus Much of the current 112 acre campus of Marian University was assembled from three estates formerly owned by automotive industry pioneers James Allison, Carl Fisher and Frank Wheeler. The estates were built in the 1910s.
Riverdale: The James A. Allison Estate The residence, designed by Indianapolis architect Herbert Bass, began construction in 1911 and took three years to complete at a reported cost of $2 million. The exterior of the house is an eclectic blend of early Prairie School and Lombardy Villa architecture. The interior is lavishly designed in traditional European designs. James Allison chose master landscape architect Jens Jensen to design the grounds for his 64-acre estate, including the location of his residence sited prominently at the top of the bluff along Crooked Creek. Jensen’s design for Riverdale’s grounds included constructing other structures on the property including a palm house, greenhouses, arbors, and a series of spring-fed lakes encircling a central clover meadow at the base of the bluff upon which the house stood. A picturesque stone colonnade was the focal point of the formal gardens. According to the original plans, which still exist, there was an abundance of plant species incorporated with various greenhouses and outbuildings. Closely associated with Prairie School architects, Jensen stressed the horizontal nature of the prairie and its ability to direct views toward the distant sky.
The Allison family retained the estate until 1936, when it was sold to the Sisters of St. Francis of Oldenburg, Indiana. In 1970, the mansion was listed on the National Register of Historic Places. A large part of the former Allison estate and grounds now comprise the Marian University Eco Lab.4 4 Marian University 13 Source: Marian University
Marian University Eco lab
Blossom Heath: Carl Fisher Estate Located between the Allison and Wheeler estates was Blossom Heath, the 20 acre estate of Carl Fisher. Fisher’s estate was completed in 1913. The Park School for Boys occupied the estate in 1928. Marian College acquired the property in the 1960s.
Hawkeye: Wheeler Stokely Mansion The Wheeler—Stokely Mansion was constructed during what is known 14 as the Country House Era, a time when the wealthy built homes for their families outside the city. This trend is reflected in the string of mansions the wealthy built in the early 1900s along Cold Spring Road, which was known as “Millionaires Row.” The house, designed by a master architect, is among the city’s best examples of Arts & Crafts architecture. The mansion had extensively landscaped grounds that included a Japanese garden and tea house.5
Hawkeye, south façade
Japanese Garden and Teahouse
5 Marian University 15 Historic Indianapolis Park and Boulevard System The extensive public park lands along Cold Spring Road and White River are part of an extensive park and boulevard system that was developed over a 70-year period. Successive planning efforts resulted in the Indianapolis Park and Boulevard Plan which unites individual parks and curvilinear watercourse-based parkways with an array of east-west and north-south boulevards to create a countywide network of transportation and recreation corridors. These corridors were established to “guide the city’s growth, conserve the natural environment, limit water pollution, and provide flood control.”
In 2003 the components of the Indianapolis Park and Boulevard System Plan were listed on the National Register of Historic Places as a historic district. The district’s historic significance was a result of the combination of three periods in the city’s planning history: 1. 1870 to 1907. Early park planning efforts included the first donated and the first purchased park land, the Fall Creek Plan developed by John Charles Olmstead, and the far-sighted purchase of Riverside Park by Mayor Thomas Taggart. 2. 1908-1923. The development and implementation of what is now known as the Kessler Plan, the work of visionary planner and landscape architect George Kessler. 3. 1923-1950. City planners and landscape architects, among them Lawrence Sheridan, built on Kessler’s legacy with continuing implementation and informed expansion of Kessler’s plan to the Marion County limits. The National Register status is intended to keep alive the vision of the Park and Boulevard Plan. Through the National Register states the system achieves enhanced identity, some protection from incremental degradation, and eligibility for preservation grant funds to rehabilitate and restore its features.
The portion of the West 30th Street Corridor Plan study area that is east of the west right-of-way line of Cold Spring Road is within the Indianapolis Park and Boulevard System Historic District and includes the roads, bridges, park land, golf course, riverbanks and river.
As a guide to development within the historic district itself and in the area within view of the historic district, it is recommended that: 1. Site details, materials, landscaping and other enhancements are compatible with the historic character associated with the Kessler Plan. 2. The integrity of the nationally significant historic district is not diminished, or destroyed by current or future development practices. These recommendations can be achieved through the use of the Secretary of the Interior’s “Standards for the Treatment of Historic Properties” and “Guidelines for the Treatment of Cultural Landscapes” in the evaluation of proposed projects. Planners skilled in historic designed landscapes can provide the needed expertise. 6
16 Adopted Plans and Studies
The West 30th Street area is contained within the study areas of a number of other planning documents. The other adopted plans and studies that were prepared on larger planning areas must be acknowledged and their recommendations integrated within the corridor plan.
Indianapolis Insight Comprehensive Plan - Community Values Component A process of broad-based and balanced citizen participation was employed in the preparation of the first phase of the Indianapolis Insight Comprehensive Plan. The Community Values Component (CVC) was adopted in 2002. Consistent with national trends in comprehensive planning, this plan improved upon previous plans by: • Placing more emphasis on policies rooted in common community values, • Focusing more attention on ways to positively position Indianapolis Other adopted within the context of total metropolitan growth, and plans and • Tackling issues on a comprehensive, countywide basis. studies must be In order to provide a philosophical structure to the plan, a series of value acknowledged statements was adopted. The actions and policies recommended by this and their plan are expected to both reflect and respect these values. Of the nine value statements, one was specifically related to transportation: recommendations We should continue to improve our transportation system so that integrated within it is well-connected, convenient, and safe. We should provide a variety of transportation choices so that all people regardless of age the corridor plan. or ability can travel throughout the region. Both the transportation system and the infrastructure system should anticipate and guide growth of the metropolitan area.
The Community Values Component has guided changes in development methods and regulations of the City of Indianapolis since it was adopted. The Community Values Component also continues to guide segmental updates of the Comprehensive Plan. Of particular interest in the West 30th Street Corridor are recommendations that deal with the interrelationship of local plans for land use and transportation. Among the Community Values Component’s recommendations are these: • Closely coordinate future land use planning with transportation systems plans. Work toward greater transportation options over time. • Within the Thoroughfare Plan, establish standards for the visual appearance of thoroughfares. 17
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18 • Provide for connectivity between various modes of public transportation. • Provide for sidewalk, multi-purpose paths and other pedestrian mobility infrastructure to improve access to all public transportation. • Retrofit existing neighborhoods with sidewalks or multi-purpose paths where appropriate and wanted. • Implement traffic calming standards for new neighborhoods and, where feasible, for existing neighborhoods.
Wayne Township portion of the Indianapolis Insight Comprehensive Plan The Wayne Township Comprehensive Plan was adopted in May 2006. The plan amendment covered the corridor plan area north of 30th Street and east of Lafayette Road. The plan recommended minor adjustments to commercial land uses in the area of Guion Road and West 30th Street. The plan also reflected small expansions of the Marian University campus west of Tyrone Drive. The 2006 plan update included Environmentally Sensitive Areas secondary land uses for the entire West 30th Street Corridor.
Eagledale Neighborhood Plan The Eagledale Neighborhood Plan was adopted in 2001. The coverage of the plan includes all of the neighborhoods developed as Eagledale, their adjoining commercial districts, schools, parks and special uses such as churches. The plan also covers a portion of the West 30th Street study area located west of Lafayette Road and east of the CSX Railroad. The plan had an emphasis on issues and concerns felt on a neighborhood level, including education, human and public services, reducing crime and improving communications in the community. Land use and physical development recommendations included the establishment of a community center, adding streetlights and maintaining public infrastructure.
Lafayette Road /Coffin Park Neighborhood Plan The Lafayette Road/Coffin Park Neighborhood Plan was adopted in July 1990. The plan included all of the south side of West 30th Street from White River to Georgetown Road. The Lafayette Road corridor from 30th Street to 16th Street was included in the plan as well. Specific recommendations about the West 30th Street study area were limited in the plan. The plan addressed neighborhood concerns about the visual image of Lafayette Road, the lack of sidewalks and curbs on Lafayette Road, declining retail attractiveness and the conversion of residences to commercial uses. Design standards were recommended on Lafayette Road and 16th Street but were not included for 30th Street.
Neighborhood Stabilization Program After the West 30th Street corridor planning process began, the US Department of Housing and Urban Development established the
19 Neighborhood Stabilization Program to assist communities that had suffered from housing foreclosures and abandoned properties. The City of Indianapolis received federal funds that were targeted to four areas locally that evinced a high number of houses experiencing foreclosure and abandonment and high cost loans. One of the targeted areas was on the city’s near west side including the south side of the West 30th Street Corridor from Cold Spring Road to the CSX Railroad. The local program intended to help general housing conditions within the corridor and its nearby neighborhoods. The program was not structured to fund specific corridor infrastructure or non-residential projects.
Indianapolis Bicycle Plan The Indianapolis Bike Plan and User Map project was initiated in 1999 by the Indianapolis Metropolitan Planning Organization (IMPO). The plan has been used by the Departments of Public Works and Parks and Recreation to develop a system of bike routes, bicycle lanes, off-street trails, and other types of facilities that connect residential areas with shopping, employment centers, and recreation. Three bike routes are included within the 30th Street plan area. Route #41 is located on Lafayette Road. Route #45 is located Marian University student riding along 30th Street. on Cold Spring Road and Route #56 is located on West 30th Street.
Multi-Modal Corridor and Public Space Guidelines This document of the IMPO makes recommendations for the development of multi-modal facilities in order to realize the vision of a balanced transportation system. The guidelines were adopted by the City of Indianapolis in May 2009. A multi-modal transportation system is defined as a network of facilities designed for joint use with connections between two or more modes of transportation. The recommendations of this document were developed with the intent of implementation over time, as new streets are constructed, as existing streets are reconstructed, and as land is developed or redeveloped.
Regional Transit Supportive Land Use Report As part of the DIRECTIONS Rapid Transit Study a report was completed in 2008 titled “Indy MPO Regional Land Use ‘Smart Growth’: Study Transit Supportive Land Use Strategies Final Report.” The strategies recommended in the report are intended to help the Central Indiana region realize many of the quality of life benefits that a major investment in regional rapid transit can encourage. The report uses land use planning criteria of the Federal Transit Administration’s (FTA) New Starts program funding. This report also identifies Pedestrian District Types. The “Campus District” type applies to the campus district shown around Marian University.
Indianapolis Regional Pedestrian Plan The IMPO prepared the Regional Pedestrian Plan which documents pedestrian demand for transportation and recreational purposes.
20 The City of Indianapolis adopted the city’s portion of the regional plan in May 2009. The IMPO’s purpose in developing a regional plan for pedestrian connectivity is to meet its regional transportation goals, which include: • Reducing reliance on the automobile; • Developing a balanced and intermodal transportation system; • Emphasizing accessible multi-modal opportunities; and • Improving the quality of life for citizens in the region.
The regional plan serves as a guide as local governments prepare comprehensive plan updates and neighborhood and corridor focused plans. The following IMPO Vision Statement from the Regional Pedestrian Plan addresses the same range of connectivity issues present in the West 30th Street plan area. The vision statement should be applicable to the corridor level vision as well. The Indianapolis Metropolitan Planning Area will be a regional network of diverse, walkable, bikeable, and transit-friendly communities linked by a comprehensive multimodal system that provides access to home, work, education, commerce, transit, and recreation. This vision recognizes the importance of balance among all transportation modes, connects transportation and land use, and understands that economic and community development is sustained by the region’s quality of life and environmental health.
Within the corridor plan area, the plan recommends Lafayette Road as a pedestrian corridor from 16th Street to 38th Street. The plan defines a pedestrian corridor as follows: A pedestrian corridor is a street segment characterized by a linear distribution of dense mixed uses supported by adjacent residential land use and served by co-linear transit routes. It is a quarter-mile in width, or an eighth mile from the street center, and a five-minute walk from one side to the other.
Collector sidewalks are recommended on Lafayette Road, West 30th Street, Kessler Boulevard and on Cold Spring Road south of 30th Street. The existing multi-use paths provided by the White River Greenway are also indicated on the Marion County component. Collector sidewalks are defined as: A collector sidewalk is a hard surface walkway, for exclusive pedestrian use, along the side of a street, within the right-of-way. It forms the primary grid of pedestrian facilities that provides access to destinations. In comparison to the local sidewalk following local streets, a collector sidewalk follows primary and secondary streets, streets with transit, and streets that complete the pedestrian network.
A “campus pedestrian district” is recommended for the campus of Marian University. This type of district is defined in the plan as follows:
21 A campus pedestrian district is an area characterized by a concentration of similar or related non-retail, non-residential uses such as a cluster of education, corporate, governmental, or institutional uses. A growing trend within campus environments is the provision of closely linked day-care, restaurant, and convenience retail uses, as well as adjacent residential. Such inclusion becomes more viable along a contiguous accessible multi-modal corridor. This pedestrian district is typically located along or bounded by a multi-modal corridor and is organized around a central open space, plaza, or shared recreational/ athletic resources. The environment is pedestrian in nature with the ability to circulate within the campus by alternative transportation modes that reduce the need for short automobile trips within the district, as well as provide mid-day recreational walking. The adjacent multi-modal corridor provides an external link to the regional alternative transportation network.
Planning for an Activity Friendly Community Recent years have seen increasing interest among the public health, planning, transportation and design professions to increase the physical activity of citizens through modifications to the built environment. In the Indianapolis area much of this effort has been guided by the Health by Design Coalition. The Marion County Health Department has been a leader within the coalition. In 2007 the Marion County Health Department prepared a research document: Mapping the Intersection of Physical Activity & the Built Environment: A Baseline Profile of Indianapolis. This document points to compelling evidence about public health trends related to inactivity of citizens and how physical barriers contribute to these problems.
The report included findings about the decline in walking and biking among school children and the decline in persons who walked to work. During the same reporting periods the number of obese and overweight adults increased. The report highlighted the importance of regular physical activity in reducing the risks for heart attack, colon cancer, diabetes, and high blood pressure and possibly lower risk for stroke. The report also pointed to a growing movement to reverse these trends by promoting active living, which is based on increased physical activity in the daily routines of persons in their communities.
The West 30th Street Corridor Plan contains recommendations about changes in the built environment that can encourage citizens to become more physically active. Indianapolis citizens can also enjoy greater well- being by taking advantage of various health education and promotion programs along with using the city’s parks and recreation facilities. Eliminating gaps and deficiencies in pedestrian and bicycle infrastructure can provide improved access to parks and other places where residents can exercise regularly.
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24 Indianapolis Parks, Recreation and Open Space Comprehensive Plan The 2009-2014 Indianapolis-Marion County Park, Recreation and Open Space Plan describes the present state and future vision for recreation opportunities in Marion County, Indiana. Indy Parks operates 206 park properties and 8 Greenways throughout Marion County. Within the West 30th Street Corridor Plan the Riverside Regional Park of one of seven re- gional parks in Marion County. An update of the master plan for this park is anticipated in 2010. The other park near West 30th Street is Moreland Park. It is classified as a neighborhood park. These facilities are described in greater detail in the land use section of this document.
Greenways Master Plan The 2002 Indianapolis Greenways Plan describes the community's vision for a regional network of linear open space that connects neighborhoods and promotes recreation, fitness, alternative transportation and conserva- tion. This network, known as the Indianapolis Greenways System, benefits Marion County and helps connect the entire central region of Indiana. An update of the greenways plan is anticipated in 2011.
The Indianapolis Greenways Plan perpetuates the dream of park-lined rivers and streams envisioned in the early part of the 20th century while answering the need for reconnecting our communities together in the 21st century. The plan builds upon previous park plans and bicycle and pedes- trian plans for the metropolitan area.
The existing elements of the Indianapolis Greenway System within the West 30th Street Corridor Plan are the White River Wapahani Trail and Central Canal Towpath. These facilities are described in greater detail in the land use section of this document. A proposed greenway/conserva- tion corridor is shown along Crooked Creek from its confluence with White River upstream to the Marion County line at West 96th Street.
25 26 Planning Process
Planning Process and Public Participation The Department of Metropolitan Development (DMD) determined that a corridor plan was warranted in order to help future growth and enhancement of the plan area. The plan area covers sections with active neighborhood level organizations and other areas that were not represented by active neighborhood organizations. Acknowledging this challenge, the public participation plan was carried out to include as many contributors as possible. All meetings were held within or very near to the plan area. A list of meeting dates and locations is found in the Appendix.
Stakeholder Interviews From January to March 2009 the Division of Planning staff collected initial stakeholder concerns through a series of one-on-one interviews. Public officials, business owners, neighborhood residents, university staff and faculty provided their ideas and observations on needs and issues in the corridor. These interviews were very helpful in the identification of major planning themes and in refining the public participation and communication The public program. participation plan
Interviewees noted that this section of West 30th Street had not been the was carried out to focus of previous planning documents. The corridor was not included include as many in infrastructure plans for streets, curbs, sidewalks, drainage or utility contributors as upgrades. Interviewees noted that there is a concentration of historic, educational and cultural assets along Cold Spring Road. The extensive possible. park and recreation facilities along Cold Spring Road and White River were felt to be somewhat underappreciated resources and deserved more attention as a corridor plan was prepared.
The corridor boundaries were not within official redevelopment plans of the City of Indianapolis nor was the study corridor served directly by a community development corporation. It was noted that there were significant redevelopment plans underway nearby in the Town of Speedway. The promotional efforts of the business community around the Lafayette Square shopping center were cited as a positive happening. Several people pointed out that the West 30th Street corridor did not have a single identity but its image was generally that of being well-maintained.
Data Collection and Analysis Planning staff conducted multiple site visits to record and to understand the corridor’s land uses, physical condition and infrastructure. Staff researched land use changes and development activity, code enforcement and trends in the corridor. Staff met with Mayor’s neighborhood liaisons, current and long range planning staff and planning staff from the Department of Public 27 Works, Department of Parks and Recreation, IndyGo and the Indianapolis Metropolitan Planning Organization.
Through the use of geographic information systems, base maps were prepared for public meetings. Other adopted public planning documents were reviewed for their relevance to the plan area. These documents included plans for land use, parks, transportation, transit and infrastructure.
Communication Program A mailing list was prepared containing individual property owners, churches, organizations, schools and businesses. Neighborhood organizations, institutions and individual participants were enlisted to disseminate information about the public meeting opportunities. A project website was created to announce upcoming meetings and provide public access to written summaries of all project meetings. Over 900 website visits were recorded from February to October during the preparation of the plan. Staff also sent meeting summaries to meeting participants by mail and electronic mail throughout the course of the project. Staff provided meeting participants with pertinent articles, links to educational opportunities and announcements about related planning and community events.
Public Meetings in Preparation of the Plan Seven public meetings were held at locations within the corridor. The meetings were well-attended and offered corridor stakeholders opportunities to learn more about existing conditions and relevant city plans for their neighborhood. The meetings also provided planning staff with occasions to learn more about community history, concerns and priorities. Meeting attendance totaled 205 persons for the public meeting series.
Cold Spring Road Community Engagement Process A group of neighborhood leaders and stakeholders was already undertaking a community engagement process as the West 30th Street corridor planning process began. Known as the Cold Spring Road Community Engagement process, the group received an IMAGINE grant from the Great Indy Neighborhoods Initiative. The purpose of the grant was to identify and develop neighborhood leaders; connect neighbors to one another and other resources in and around their neighborhood; and communicate the strength of Indianapolis neighborhoods and the good work of the people that live, work and play in them.
The Cold Spring Road group’s target area, shown on page 30, is bounded by 38th Street, Cold Spring Road, 16th Street and Kessler Boulevard. Much of the eastern half of the West 30th Street corridor lies within this area. City planning staff assisted with database and mapping for a community survey conducted by the engagement team. Community concerns, assets and potential implementers that were identified through the engagement
28 process were similar to those identified through the West 30th Street corridor planning process.
Persons active in the community engagement process also actively participated in the preparation of the corridor plan. Some specific concerns and recommendations were named through citizen input to their community engagement process:
• This area needs to be promoted as a tourist designation. Riverside Park and its components comprise up to a third of the area. Promoting the park as a primary attraction would help increase the quality of life for all residents living around it. • Promote pedestrian traffic in addition to facilitating vehicular traffic. • Promote the 30th Street Corridor as the center of civic activity for the neighborhoods by developing an identity that connects all communities. • Balance neighborhood, environment, green spaces, commercial activity and public spaces. • Increase safety for drivers and pedestrians by slowing traffic on 30th Street. • Add new street trees and landscaping. • Add new traffic signals and wayfinding signs.
The engagement process has produced greater community dialogue and involvement that will help with implementing the short term and long term recommendations of the West 30th Street Corridor Plan. One of the outcomes of the engagement process was the formation of the Kessler- Wides at 30th Neighborhood Association, whose selected boundaries approximately cover the eastern half of the West 30th Street corridor plan area.
29 30 Participants in public meetings on the corridor plan
31 Analysis of Planning Issues in the Corridor
Environmental Conditions The Environmentally Sensitive Areas Map on page 35 indicates areas where environmental characteristics of the land should have a modifying effect on the primary land use. The drainage patterns of the corridor are divided between the Upper White River watershed area and the Little Eagle Creek watershed area. The White River valley contains floodplains eastward of steeply sloped lands. The Hatchery Creek and Crooked Creek stream valleys lie north of the study corridor. The Environmentally Sensitive Areas map uses a federally compiled wetland inventory map. The map does not indicate that wetland areas are present within the corridor boundaries.
Much of the corridor lying near the White River is devoted to public lands in the form of golf courses and parks. The Little Eagle Creek stream valley also contains flood plain but has no public ownership or open space enhancements. The stream is not easily seen and its aesthetic and natural qualities are not widely appreciated. Immediately upstream from Lafayette Road, the stream has been channelized and a levee was constructed to reduce flooding impacts on nearby homes.
Little Eagle Creek above Lafayette Road
A large part of the study area east of Tibbs Avenue is located in a wellfield protection area for the Riverside Wellfield, as indicated on the Environmentally Sensitive Areas Map. A safe, efficient groundwater supply system requires monitoring, treatment and prevention of contamination. To protect the underground drinking water supply, the Wellfield Protection
32 Zoning Ordinance was adopted in 1997. This ordinance created Wellfield Protection Zoning Districts. Districts are delineated by the time a drop of water takes to travel from the earth’s surface through the ground to a well intake. The districts are divided into W-1 (one year time of travel) and W-5 (five year time of travel) zones. The ordinance provides for additional review of permits for businesses that wish to locate in wellfields and that use products that may contaminate the groundwater. These businesses are typically asked to make accommodations for potential spills of contaminants. Land uses that provide for safer recharge of groundwater are favored in wellfield areas.
Although many of the residential sections of the corridor now contain well established trees, there was little tree natural cover in the early 1950s before farm fields were converted to residential subdivisions. Kessler Boulevard and Cold Spring Road and most of the intersecting residential streets are lined with mature trees and prominent tree canopy. West 30th Street itself has limited sections of tree canopy. The intersections of 30th Street with Lafayette Road, Guion Road, Tibbs Avenue and Kessler Boulevard generally lack tree cover due to their commercial character and the lack of regulations that require trees beyond the street frontage.
Urban forests provide many environmental and aesthetic benefits. Both air pollution and the additional summer heat associated with paving and structures can be reduced by increasing urban tree cover. Stormwater runoff can be reduced and slowed by tree cover. Tree canopy along streets can help to reduce vehicular speeds and make walking safer and more pleasant. Indianapolis has seen a 37% loss in wooded lands from 1980 to 2000 and 5.5% loss of high quality woodland from 1999 to 2002. The US Department of Agriculture estimates the annual environmental and aesthetic benefit to the city is an average of $49 per tree.
Centennial Street tree canopy south of 30th street 33 Kessler Boulevard tree canopy south of 30th street
Kessler Boulevard tree canopy north of 31st Street
The study corridor is served by central sewer and water utilities, not individual private septic systems and wells still found in many residential areas built in the 1950s. White River in the study area does not contain combined sewer overflow locations. White River is a central feature in the wider community’s long term plans to reduce sewer overflows and to mitigate pollution from failing septic systems upstream. Since most of the development in the corridor occurred before contemporary drainage standards, the study area does not contain stormwater detention or retention ponds.
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35 Little Eagle Creek above and below the 30th Street Bridge
36 Connectivity and Infrastructure
Introduction The term “connectivity” is used in many contexts. Related to transportation, connectivity ideally means that multiple routes and multiple modes exist to reach the same destination. Applied to a largely established corridor and its adjoining neighborhoods, a realistic connectivity goal is to increase the number and desirability of transportation options for all ages, incomes and Each mobility. Connectivity also means that convenience and safety should be transportation central principles with an increasing response to energy and environmental mode must be considerations. thoughtfully Existing streets will remain as the essential framework upon which a more integrated over balanced transportation network will be built. Each transportation mode must coming years as be thoughtfully integrated over coming years as infrastructure improvement projects and private development and redevelopment projects occur. infrastructure improvement The Traffic Counts map indicates average daily traffic for the major streets in projects the corridor plan area. The two highest traveled sections are Lafayette Road between 30th and 38th Streets and 30th Street east of Kessler Boulevard. and private Both street sections carry volumes in excess of 30,000 vehicles per day. development and redevelopment projects occur. Traffic Counts Map
37 Access for Automobiles, Bicyclists and Pedestrians Streets in the plan area that provide easy access to destinations outside the corridor can also act as major barriers to pedestrian and bicycle trips within the corridor. Within the study area West 30th Street carries between 15,033 to 33,704 vehicles per day, based on 2007 traffic data. Lafayette Road carries between as much as 34,121 vehicles per day between 30th and 38th Streets.
Modern pedestrian infrastructure is in place only at 30th Street’s intersection with Lafayette Road. Improvements installed with a 2006 intersection reconstruction project included ramps at the corners, pedestrian traffic signals and marked crosswalks. The project also included new sidewalks along parts of both sides of Lafayette Road and 30th Street. The most complete sidewalk infrastructure that exists along 30th Street is to the west of Lafayette Road. Sidewalks are in place for more than one mile on both sides of the street between Georgetown Road and Lafayette Road. All other road segments lack sidewalks or have major gaps and deficiencies.
30th Street is the only east-west arterial street between 38th and 16th Streets. The scarcity of east-west routes means that motorists, pedestrians and bicyclists must share the same corridor to reach many destinations. Parallel local streets are few and short in length. The current deficiency of pedestrian and bicycle infrastructure on 30th Street bears witness to how these travel modes were not valued during the 1950s. Adding pedestrian and bicycle supportive infrastructure later becomes more expensive and complicated.
Pedestrians were observed walking along the major streets both where sidewalks exist and where the roadside does not provide a safe or comfortable pathway. A common name for a well worn strip next to a street is a “cow path”. These paths provide evidence of frequent use by pedestrians. Both 30th Street and Lafayette Road have sections with evidence of high pedestrian use despite not having sidewalks in these locations.
3302 West 30th Street 3207 Lafayette Road 38 Off Road Multi-use Path on Cold Spring Road and West 30th Street A spur of the White River Greenway will exist with the completion of a multi-use path that will be constructed as part of the Crooked Creek Sewer Area Interceptor project. The sewer project will not make changes to utility services in the West 30th Street corridor but will result in a highly beneficial pedestrian and bicycle linkage to existing greenways and parks east of Cold Spring Road. The project is scheduled for completion in 2011. A general indication of the planned path is shown on the Recommended Sidewalks Map. The sewer project will also result in a resurfacing of Cold Spring Road south of 30th Street with added bicycle lanes on each side.
Mass Transit Services The West 30th Street corridor is currently served by three local IndyGo bus routes. The three existing routes and active bus stops in 2009 are shown on page 39. The neighborhood is also served by IndyGo’s Open Door reservation-based para-transit service. All IndyGo fixed route buses are equipped with bicycle racks mounted on the front of each bus.
IndyGo stop in front of the Speedway Store 3540 West 30th Street June 2008
Route 15 - Riverside This route connects riders and destinations within the 30th Street corridor with downtown Indianapolis, Dr. M.L. King Jr. Street, Northwest High School and apartments and commercial sites near 46th and High School Road in Pike Township. Route 15 runs along the entire length of 30th Street within the study corridor. The only existing bus shelter within the study area serves eastbound Route 15 on the south side of 30th Street in front of the Wesley United Methodist Church.
39 Eastbound IndyGo Route 15 at 30th Street and Kessler Boulevard
Route 30 – 30th Street Crosstown This route travels on Cold Spring Road and 30th Street between LaRue Carter Hospital and destinations to the east such as the Children’s Museum, Naval Air Warfare Center and Eastgate Mall. This route is one of the few IndyGo routes that do not follow the “hub-spoke” pattern with one of its end points located in downtown Indianapolis.
Route 37 – Park 100 This route travels on Lafayette Road between downtown Indianapolis and destinations to the northwest such as Eagledale Plaza and Lafayette Square Mall. A large number of apartment complexes are present along this route in Pike Township as well as employment sites in Park 100 and Intech Park. The Traders Point shopping center at 86th Street and Zionsville Road is also served by this route.
IndyGo Comprehensive Operational Analysis In 2005, IndyGo and the Indianapolis Metropolitan Planning Organization (IMPO) prepared a long range planning document known as the Comprehensive Operational Analysis (COA). This project was conducted as part of the Regional Rapid Transit Study known as DIRECTIONS. The objective of the effort was to perform a complete analysis of IndyGo’s existing services provided in the Indianapolis region and provide a basis for the development of improved bus services. The plan addresses current demand and services needed for the region as the economy continues to expand. The objectives of the study were to: • Provide a reliable database and a statistical picture of the overall ridership by stop, route productivity and performance (by segment)
40
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IndyGo Bus StopsLegend and Routes This map does not represent a legal document. It is intended to serve as an aid in graphic representation only. Information shown on this map is not warranted for accuracy or merchantibility
HYRST THAYER AE CT WALES
41 upon which existing transit service can be evaluated with respect to measures of efficiency and effectiveness. • Evaluate existing IndyGo fixed route bus service to determine changes to route alignments, schedules and service frequencies that will improve individual route and system wide service efficiency, effectiveness and productivity. • Reduce operating costs initially, and provide for an opportunity from which to build future efficient and effective service initiatives.
In 2001 an on-board survey of IndyGo riders was conducted as part of the COA. All existing IndyGo routes were surveyed. Results are shown for riders on the entire route, not just for riders boarding in or destined to the West 30th Street corridor on Table 1 and 2 in the Appendix. Many bus riders do not have a private car option for their trips. Riders on Route 30 had a higher than average dependence on the bus for their regular transportation needs. Riders on all three routes stated their preference for a later end to evening services. Riders on Routes 15 and 37 reported a higher than average desire for increased service frequencies.
Rail Corridor The presence of an active railroad is an important planning consideration in this corridor plan. A single track railroad grade crossing exists on the western edge of the corridor where 30th Street meets the CSX Railroad. This rail corridor was evaluated in the Indianapolis Comprehensive Railroad Study 1995 prepared by the Division of Planning. The Zionsville Industrial Track, as it is known, was then owned by Conrail. The physical condition of the track was “fair” and was rated for 15 mph. It was rated as high for preservation priority due to good transit or recreational corridor potentials, although access to downtown is dependent upon the Speedway Running Track. It was rated as low to medium for abandonment with a fair and diverse traffic base. This rail line serves industrial customers in the Park 100 industrial complex in Pike Township and ends near the Marion County line. Rail access to other CSX routes in Marion County and beyond is made through connections to tracks on the near west side of Indianapolis. The photographs on page 43 show the existing grade crossing. The existing railroad crossing has four vehicular travel lanes and asphalt pedestrian paths on both sides. The crossing is marked with flashing lights but does not have traffic control gates.
Pedestrian, bicycle and vehicular traffic plans must consider the inherent conflicts and potential hazards when crossing an active railroad. A broader community awareness of the railroad is advised. Safety education programs such as Operation Lifesaver are advised as multimodal transportation and land redevelopment are anticipated in the corridor. It is also recommended that both pedestrian paths over the tracks be upgraded to have full compliance with the Americans with Disabilities Act standards.
42 West 30th Street at the CSX Railroad grade crossing, looking west.
CSX Railroad looking south from 30th Street
The region’s long range rapid transit studies have identified a potential corridor to serve residents and employees in the northwest part of Marion County. That transit corridor could utilize the existing CSX railroad. Initial studies have suggested that a transit center would be beneficial in the area of the Lafayette Square Shopping Center. A successful rapid transit system must be integrated with fixed route bus routes to convey bus riders to and from a limited number of rapid transit stations. Current transportation plans do not recommend a transit center within the West 30th Street corridor area. The presence of a large and relatively undeveloped tract of land adjoining the railroad on the southside of 30th Street may offer potentials for transit supportive facilities that could complement a transit center located elsewhere on Lafayette Road or the railroad corridor.
Future Mass Transit The Comprehensive Operational Analysis contains recommendations for service adjustments and enhancements. Planned changes have been implemented on Route 37 that connected the route to the Traders Point shopping center and extended the route to the Intech Park. Near term (1-3 year) alignment changes were recommended on Route 30 that would extend service to Speedway Shopping Center. A new transit center was proposed at the shopping center. Those changes have not been implemented. An update of this document is scheduled for 2010.
The DIRECTIONS Rapid Transit Study of the Indianapolis Metropolitan Planning Organization identified a total of seven potential rapid transit
43 corridors. (See map below) The preferred “starter corridor” was the Northeast Corridor from downtown Indianapolis to Noblesville.
A Northwest Corridor was identified generally along with several potential transit technology options. Potential transit centers were shown in the planning study. A transit center was not shown within the West 30th Street corridor. The nearest potential transit center was suggested in the area of the Lafayette Square Mall, where several bus routes could meet a rapid transit line. Fixed route bus lines would continue to provide the bulk of transit rider trips even with the advent of a rapid transit system.
Indianapolis Metropolitan Planning Organization - Potential Rapid Transit Corridors
44 Successful mass transit systems depend upon the careful integration of bicycle and pedestrian networks with transit stops. Transit trips generally involve a walking trip or bicycle trip to or from the transit rider’s home and her place of work or school.
Pedestrians in the West 30th Street corridor seeking to walk from residential areas to transit stops currently must cope with considerable gaps in public sidewalk networks. Such sidewalk gaps also act as barriers for residents who want to walk to many other destinations within their neighborhoods including retail stores, churches and schools.
Town of Speedway Transportation Plans The nearby Town of Speedway prepared a redevelopment plan known as the Speed Zone Master Plan. The redevelopment plan was adopted as a segment of the Indianapolis-Marion County Comprehensive Plan in November 2008. The focus of the plan is a redevelopment district south of the Indianapolis Motor Speedway and generally bounded by 16th Street, Main Street, 10th Street and Holt Road and the CSX Railroad. The plan’s redevelopment projects are all within the Town of Speedway.
The redevelopment plan contains proposed changes to the transportation network within the town. Changes are proposed to Holt Road south of 16th Street, 16th Street, Georgetown Road and Main Street. A traffic impact study associated with the redevelopment plan evaluated various scenarios based on changes to these streets. The intersection of Tibbs Avenue and Lafayette Road was among the intersections evaluated for changes in traffic volumes and turning movement. None of the intersections within the West 30th Street Corridor Plan were evaluated for such changes.
A long-planned street connection of Lynhurst Drive and Moller Road between 26th Street and 30th Street was reaffirmed within the Speed Zone redevelopment plan. This proposed project is part of the Official Thoroughfare Plan for Marion County, which is a segment of the Comprehensive Plan for Indianapolis-Marion County.
Background transportation studies completed before the adoption of the Speed Zone Master Plan included evaluations of a possible extension of Holt Road north of 16th Street to have new intersections with West 30th Street and Lafayette Road. One of these studies also evaluated an option of a further extension of Holt Road to 38th Street/I-65 via the Guion Road corridor. Presently an extension of Holt Road north of 16th is not an element of the 2030 Indianapolis Regional Transportation Plan, a requirement to qualify for federal funding. The Holt Road extension is not an element of the current Marion County Thoroughfare Plan but is a long term goal of the Speed Zone Master Plan.
45 46 A similar Holt Road extension concept was removed from the Marion County Thoroughfare Plan in 1996. A number of transportation plan “missing links” were removed from the plan at that time following a review of funding, feasibility, engineering and environmental considerations. The Lynhurst- Moller connection was retained in the plan following that review.
As the West 30th Street Plan was being prepared, the extension of Holt Road north of 16th Street had not been refined into a detailed and adopted transportation project. Including a Holt Road extension as a consideration for land use and transportation in the West 30th Street corridor plan would be speculative and premature at this time given the lack of detailed study of the proposed extension.
If planning for a Holt Road extension north of 16th Street progresses to a greater level of certainty, it is recommended that a similar corridor plan be undertaken to evaluate land use, connectivity and neighborhood impacts for the entirety of the proposed corridor. It is further recommended that this corridor plan be adopted before any proposed extension of Holt Road is adopted into the Regional Transportation Plan or the Official Thoroughfare Plan for Marion County, Indiana.
Several observations and recommendations are provided here that should be considered should a corridor plan be prepared for the extension of Holt Road in the future. These points are included to highlight some of the potential benefits and impacts of a new road. • A new road corridor offers the potential for multi-modal access from 30th Street to 16th Street. There presently is no continuous sidewalk network that provides pedestrian linkages from 30th Street to the 16th Street corridor and its surrounding neighborhoods. Multi-use trails are planned within the Speed Zone redevelopment area which will greatly increase pedestrian infrastructure within that project area. • Existing and future retail, entertainment and employment in the Speed Zone area could be more accessible to residents in the West 30th Street corridor with a Holt Road extension. • Visitors to the Speed Zone district would have another travel option to reach destinations in the West 30th Street corridor. • Better vehicular access could be gained from the West 30th Street Neighborhood to I-70 and West Washington Street through a new connection to the existing Holt Road south of 10th Street. • Transportation studies completed to date generally locate a potential Holt Road extension west of Little Eagle Creek and east of the CSX Railroad. This is a largely undeveloped section in the West 30th Street corridor. Placing a new north-south road there would have less impact on established land uses and community character than alternatives that may cause more displacement impacts.
47 • Extending Holt Road north of Lafayette Road would produce more complicated planning concerns. A new bridge would be required over Little Eagle Creek. Much of the Guion Road corridor between 38th and 30th Street contains single family homes and apartment complexes. Guion Road has a very challenging intersection with 30th Street with current traffic volumes. This intersection could be come still more congested if Guion Road were to have increased traffic from a connection to Holt Road and modifications of access at I-65 and 38th Street. • A thorough evaluation of environmental issues should be a part of a Holt Road corridor plan. This should include components such as impacts to historic properties, air quality, water quality and flooding around Little Eagle Creek. • Environmental justice issues should also be evaluated such as the displacement of and impact to target populations and benefits and costs of the road extension to those populations within the corridor.
Sidewalk Recommendations Participants in the planning process were asked to suggest priority rankings for completing a network of sidewalks within the corridor plan boundaries. These ranking should be of benefit to city agencies if sidewalks must be constructed incrementally and not part of a larger, single infrastructure project. The citizen input was based on their frequent and desired walking destinations and their observations of other pedestrians. The following Sidewalk Recommendations Map indicates priorities for the location and priorities for construction of new sidewalks and pedestrian crossings. Additional goals and recommendation for connectivity and infrastructure appear within each Critical Area and in the tables on pages 77 - 79.
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49 50 Land Use and Redevelopment
Introduction The area contained within the boundaries of the West 30th Street Corridor Plan were part of three previously adopted comprehensive plan segments. The recommended land uses and zoning of those plans were evaluated to determine if those recommendations were still valid given evolving planning standards and changing conditions in the corridor. Current planning values and standards place more attention on protecting environmental resources and on better integration of land use plans and transportation plans than many past efforts. Delineating the land use recommendation maps is one of the most important tasks involved in developing a comprehensive plan and in later updating of the plan.
Existing Land Use Existing land use in the corridor is shown on the map on the following page. An existing land use map is one way to understand the corridor’s composition. Land use is associated a place’s attractions to visitors and its Delineating tax base and employment opportunities. the land use City planning staff reviewed those conditions and activities that reveal how recommendation the plan area might be changing. A pattern of zoning changes and variances maps is one of the of use was not apparent within the study area. Although challenging economic conditions were widely experienced during the preparation of most important the plan, the study corridor was not experiencing notable blight or extended tasks in updating vacancies of businesses and residences. In contrast to a number of retail sites nearby on Lafayette Road, the study corridor did not have commercial a comprehensive sites that remained vacant for extended periods of time after buildings were plan. removed.
Land use tends to change very slowly within built-up areas such as the West 30th Street Corridor. Commercial and retail sections may adapt to changing market tastes but rarely make radical shifts to non-retail uses. Residential and institutional land uses tend to experience very few changes over time. A few vacant sites exist. Though limited in size and number these sites offer opportunities to add land uses that could add employment, services and amenities not currently available in the corridor.
The 1.67 mile long West 30th Street Corridor area has three major sections when land use is considered. The western section, between the CSX Railroad and Guion Road, is largely commercial in its land use and includes a 0.67 mile section of Lafayette Road. The middle section, between Guion Road and Cold Spring Road, is largely residential with religious and educational facilities and a small retail cluster at Kessler Boulevard. 51 IESD RE DR RIVERSIDE Feet 2,000 29TH ST ²
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52 DP Feet SU9
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MARCELLA LN 30TH ST I3S SU18 I1S Project Boundary Zoning Railroad Streams
C5 ALDL DR EAGLEDALE D5 Existing Zoning (asLegend of 12-01-2009) This map does not represent a legal document. It is intended to serve as an aid in graphic representation only. Information shown on this map is not warranted for accuracy or merchantibility
CS THAYER ST SU1
53 The eastern section is located between Cold Spring Road and White River and is mostly park land.
West Section – CSX Railroad to Guion Road Lafayette Road Corridor The West 30th Street study area includes a section of Lafayette Road from the 2900 block to 3200 block. Within this section, businesses include restaurants and specialty foods, automotive services and sales, building supplies, a tavern, a florist and a liquor store. A small apartment building is located at 3022 Guion Road. The former Flackville School property and a largely vacant site at 3725 West 30th Street offer several development possibilities. A new liquor store was built in 2005 at the northwest corner of 30th Street and Lafayette Road.
Public comments received during the preparation of the West 30th Street Corridor Plan addressed concerns about the blighting effects of struggling businesses, vacant and under-used retail sites and crime along Lafayette Road. Citizens were also concerned about perceptions that these elements worked against community pride and the preservation of residential property values. Several citizens also cited the tendency for automobile sales and service businesses to have high turnover.
To fully understand Lafayette Road business corridor, it should be viewed in its entirety from 16th Street to the south and to its interchange with I-65 to the north. This larger Lafayette Road retail corridor offers a substantial amount of retail shopping and service outlets nearby. The corridor also contains vacant and underused sites that could be easily updated to again be competitive in the retail marketplace.
The corridor exemplifies the cycles and fashions of American retail businesses for the past 50 years. The seemingly rapid rise and fall of various marketing methods took on physical dimensions as large tracts of land became popular shopping centers overnight then eventually fell out of favor with shoppers. This pattern took shape first around the intersection of Tibbs Avenue in the 1950s, then moved northward with the construction of Lafayette Square Mall in 1968. Additional shopping centers, restaurants and automobile dealers were built to the north and west along the 38th Street and Lafayette Road. Many of these businesses had fallen on hard times by the 1990s.
The City of Indianapolis prepared the Lafayette Square Area Plan in 1999 to chart a course of action for the community and to improve the viability and competiveness of the retail district. The City established the Lafayette Square Community Revitalization and Enhancement District in 2004 to improve the visual character of the area and reduce the reliance on retail development by promoting a connected mixed-use community that knits
54 together the business district and surrounding neighborhoods. Much of the work of implementing the plan has been accepted by the Lafayette Square Area Coalition.
Most businesses require parking and building arrangements that are not easily found in adapted residential sites. Several locations exist on Lafayette Road with parcels and structures date back to the 1930s when the corridor north of 30th Street was still largely rural in character. A pair of houses at 3120 and 3130 Lafayette Road are indicative of the compromises inherent with residential sites and structures that evolve into businesses. Locations such as these should be combined, when possible, to become unified as purpose-built commercial sites. In such cases a consolidated site could be more commercially viable and more readily meet zoning requirements for setback, parking and traffic circulation and landscaping.
3120-3130 Lafayette Road
A multi-tenant commercial center is located at 3033 and 3103 Lafayette Road has become a magnet for ethnic foods, retail shops and services. Similar business clusters have emerged in other locations in northwest Indianapolis. The site and structures have had a less than ideal orientation to Lafayette Road since their construction. A road widening project in this section of Lafayette Road reduced the front yards of these businesses and resulted in changes to parking and traffic circulation patterns. The site is also located partially in the 100 year and 500 year floodplain of Little Eagle Creek. Parcels located north of this site have been largely used for automotive services and display of used automobiles.
55 Multi-tenant commercial center
3015-3103 Lafayette Road
Middle Section – Guion Road to Cold Spring Road The middle section is quite diverse in its land use. Some of the oldest lots exist within the Flack’s Flackville Subdivision. The Senate Square apartment complex is the only large multi-family housing project in the corridor. A group home is located at the northwest corner of Tibbs Avenue and 30th Street. The campus containing the St. Michael the Archangel Catholic Church and School and Cardinal Ritter High School has its main street frontage on 30th Street. A small group of homes in the old Flackville section have periodically contained businesses and offices while the buildings largely retain their residential appearance and general configuration. This section is described in greater detail within Critical Areas Four and Five.
Moreland Park A 6.20 acre neighborhood park exists at 2935 N. Moreland Avenue, just south of 30th Street. The land was acquired by the City of Indianapolis in 1953. It contains a football field, softball diamond, basketball court and playground and is the only public open space west of Cold Spring Road.
56 Kessler Boulevard and West 30th Street A small retail cluster totaling 5.60 acres exists on the southwest, northwest and northeast corners of this intersection. The existing retail uses tend to serve the needs of the immediate neighborhood and commuters that pass through the intersection daily. The retail sites were built after the adjoining residential subdivision boundaries were established and most of the houses had been constructed.
Kessler Boulevard Kessler Boulevard is part of a larger parkway system that was a distinctive feature of the historic George Kessler parkway plan. The parkway segment within the West 30th Street corridor is a distinctive tree lined residential street.
East Section - Cold Spring Road to White River East of Cold Spring Road, the corridor is dominated by public lands in the form of parks, golf courses, greenways and the White River Valley. Each of these park facilities serve both community needs and act as regional attractions for athletes and spectators, nature fans and picnickers. Few areas in the Indianapolis metropolitan area have this wealth of recreational opportunities so close together and in such variety.
Riverside Regional Park Riverside Regional Park is located on the east and west sides of White River. The oldest section of the park dates to1898. Athletic leagues, community and civic meetings, swimming, fitness programs, playgrounds, and large special events are among the park’s diverse recreation services.
Lake Sullivan Sports Complex This park houses the Major Taylor Velodrome and Skate Park and the Lake Sullivan BMX Track. Developed between 1982 and 1999, these venues offer recreational, training and competition facilities for skating, skateboarding and bicycling.
Major Taylor Skate Park
57 Riverside Golf Course Located at 3600 White River Parkway West Drive, the course was established in 1901. The 18 hole course is contained on 138.4 acres north of 30th Street.
Coffin Golf Course Established in 1920, the Coffin Golf Course is located a 2401 Cold Spring Road. The 18 hole course contains 150.9 acres south of 30th Street.
Wilbur Shaw Memorial Hill Located at the northeast corner of Cold Spring Road and 30th Street, the Wilbur Shaw Soap Box Derby Hill is the longest track in the country, measuring 1,000 feet. It was built in 1953 and has a laser timer, digital weighing system, new scorer’s bridge and new pit area. The track was recently recognized by USA Today as one of the top Soap Box Derby facilities in the country. All Soap Box Derby racing in Indianapolis is sanctioned by either All-American Soap Box Derby or National Derby Rally. The track was named in honor of Wilbur Shaw, three-time winner of the Indianapolis 500 race and former president of the Indianapolis Motor Speedway. The events held at the derby hill draw competitors from throughout Indiana and other Midwestern states.
Photos courtesy of Indianapolis Soap Box Derby Association
White River Greenway The White River Wapahani Trail is approximately 4.75 miles in length and starts in Riverside Regional Park at 38th Street and follows the west side of White River. The trail intersects 30th Street at the bridge over White River and continues along the east side of the river. IUPUI, the Downtown Canal Walk and the Indianapolis Zoo can be reached by trail users. Riverside Regional Park offers access to White River for canoeists and kayakers.
Central Canal Towpath The greenway trail is located .30 mile east of the White River Bridge. The Central Canal Towpath begins at the Monon Trail in Broad Ripple and follows the historic 1836 canal towpath for 5.23 miles to its current end
58 at 30th Street. The existing trail passes along the Indianapolis Museum of Art, Butler University and Holcomb Gardens. When completed, the Central Canal Towpath will extend south from 30th Street to 16th Street, bringing an important amenity to the neighborhood.
Zoning Land use plans are largely implemented through regulations known as zoning. The existing zoning district map is shown on page 53. Within the West 30th Street plan area, current land uses generally conform to their respective zoning district’s regulations. A notable exception is at the southwest corner of West 30th Street and Cold Spring Road. The property known as 2950 Cold Spring Road and used as a convenience store and gas station is zoned partially D4 – Dwelling District Four and partially D-P Planned Unit Development District. The site is currently operating under a variance of use.
Land Use Recommendations
Most of the land uses within the corridor are relatively stable and function successfully under their current zoning classifications. Land use categories are shown uniformly under the city’s format that was adopted with the Indianapolis Insight Comprehensive Plan update. Complete descriptions of the land use categories can be found in the appendix of the corridor plan. The recommended land uses are indicated on page 67.
Critical Areas The corridor plan also designates seven critical areas. Each critical area exhibits an unusual character, important location, or significant infrastructure need that warrants a high degree of scrutiny. Critical area recommendations address significant land use issues that require more detailed information than that shown on the general land use map. The critical area text documents and explains why a certain area is considered critical and presents additional information about the area. The Metropolitan Development Commission and Board of Zoning Appeals should use this information to make decisions on land use petitions filed on or near these locations.
Once critical areas are identified, explanatory text will need to be developed to provide guidance for subsequent land use decisions. The text will generally describe why the area is critical, specific recommendations for the area and any additional data necessary. Critical areas should be used sparingly so that they retain their “specialness” which is one of their chief benefits.
59 Critical Area 1
Location: Southwest Corner of West 30th Street and Cold Spring Road
Current Situation: This 13.6 acre site is largely vacant. The site represents the study area’s largest undeveloped parcel that has frontage on West 30th Street. A parcel at the corner of West 30th Street and Cold Spring Road is developed as a convenience store with a gas station. The remainder of the site is mostly wooded with a small area on the interior currently being used for parking for the Al-Fajr Masjid Islamic Center located at 2846 Cold Spring Road. The site is located in the W5 Wellfield Protection zone and it adjoins the W1 Wellfield Protection Zone to the east.
The Lafayette Road/Coffin Park Plan (1990) contains a zoning plan that recommended that the entire site be zoned D6II, which was consistent with that plan’s multi-family land use recommendation. The previous plan (1984) recommended Medium Density residential. Multi-family residential uses were never developed on the larger parcel. The site was zoned SU-1 in 2000 for religious uses.
The size and location of this parcel within the corridor suggests the potentials of this site for several land uses or combinations of land uses. The site can serve neighborhood residents and visitors to the corridor and nearby religious, recreational and educational facilities.
Recommendations: • This area is designated as Village Mixed Use to encourage future development to occur in ways that are coordinated, physically connected to the community and pedestrian friendly. • An integrated site development plan is especially important to allow phased development of the site. Automobile parking areas within the site should facilitate shared parking wherever possible. • Land uses permitted in this site should be institutional, religious and community and neighborhood retail services. If office and retail land uses are developed on the site, they should be limited to locations on the West 30th Street frontage and extend no deeper into the site than the depth of the existing convenience store parcel. Retail and services that serve the patrons of the nearby parks, university campus and golf courses may be accommodated within the overall plan. • Strip commercial development typified by integrated centers with large setbacks and parking areas, large-scale freestanding retail uses and industrial development are inappropriate within the village mixed use area. • Pedestrian and bicycle connectivity should be strengthened
60 throughout the critical area by the construction and upkeep of sidewalks, safe street crossings and connections to the proposed multi-use path along 30th Street and the east side of Cold Spring Road. • Development of the site should consider current and future transit services on the West 30th Street and Cold Spring Road frontages. • Drive-through establishments are not appropriate for this pedestrian-oriented area. • The wooded areas should be preserved to the extent possible. Removal of invasive plants and replanting of native trees on the site is encouraged. Landscaped buffer areas with should be maintained along the west boundary that abuts the rear yards of homes that face Warman Avenue. • Land uses that pose special risks to the groundwater should be prohibited in this area. • Any physical improvements in this critical area should utilize infrastructure technologies to enhance stormwater management. • Development plans for this critical area should respect the historic Indianapolis Park and Boulevard Plan and its listing on the National Register of Historic Places. The Cold Spring Road frontage abuts a parkway and parklands with historic and cultural significance.
Critical Area 2
Location: Tyrone Drive and northwest corner of 30th Street and Cold Spring Road
Current Situation: A largely residential section of the corridor has undergone a transition from owner-occupancy to being principally owned by Marian University. The Riverside Highlands subdivision was built in 1927. Eleven houses in the subdivision are located on Tyrone Drive, a short loop street. Four houses front on Cold Spring Road and four houses front on 30th Street. Eight houses in this area were rated as architecturally significant in the Indiana Historic Sites and Structures Inventory for Wayne Township, (see page 10 and 12). The area is partially zoned in the SU2 District for educational purposes. The balance of the area has D-4 residential district zoning. An existing IndyGo bus stop is located near the west loop of Tyrone Drive, which is the closest point that transit riders may enter the campus. The site is located in the W1 and W5 Wellfield Protection zones.
Surface drainage problems have been reported and observed along the section of 30th Street and side ditches in the vicinity of Tyrone Drive.
Changes have occurred in this area that indicate that its residential period is ending. Seven houses have been removed on the western edge of this area with the expansion of university facilities since the late 1970s. The most
61 recent project was the completion of a new athletic field, which brought the university a visible presence on the 30th Street corridor.
Marian University lacks expansion potentials on its other campus boundaries. A solidly residential neighborhood exists to the west along Winfield Avenue, Rex Drive and Rex Court. There are no undeveloped parcels within those subdivisions. A steep bluff defines the north end of the main campus. Some in-fill development may be possible within the existing campus but inevitably further changes will come to land uses in the Tyrone Drive area.
Recommendations: • Lands used for university purposes must conform to either the SU2 or UQ-1 University Quarter zoning districts. Future rezoning petitions to either of these districts should be accompanied by a master plan for campus expansion in the affected area. • Planning for the campus growth in this area should have community involvement and collaboration with the planning agencies of the City of Indianapolis. • Plans for new campus uses should include the preservation of deciduous and coniferous trees, which are important to maintaining tree canopy and natural qualities that are highly valued within the corridor plan. • Planning for this area should be mindful of the gateway potential of 30th and Cold Spring Road intersection. • Pedestrian improvements are needed to link the existing sidewalk on 30th to the corner of 30th Street and Cold Spring Road. Sidewalks are also needed along Cold Spring Road to link to existing and future pedestrian paths within the Marian University campus. • Redevelopment of the area should provide for enhanced transit access along 30th Street campus. A transit stop in this location can provide gathering point for both transit users from the campus riders and neighborhood. • When existing houses may no longer be suitable for institutional purposes, the plan encourages moving homes to other locations in the neighborhood wherever possible. • Redevelopment plans should avoid placing future parking lots directly on public street frontages. Campus buildings and open space areas are preferred over surface parking in this highly visible and important section of the 30th Street corridor. • Any physical improvements in this critical area should utilize infrastructure technologies to enhance stormwater management. • Development plans for this critical area should respect the historic Indianapolis Park and Boulevard Plan and its listing on the National Register of Historic Places. The Cold Spring Road frontage abuts a parkway and park lands with historic and cultural significance.
62 Critical Area 3
Location: Intersection of 30th Street and Kessler Boulevard North Drive
Current Situation: Kessler Boulevard and 30th Street are primary arterial streets with 2007 traffic counts of 33,700 vehicles a day (30th Street) and 19,900 vehicles a day (Kessler Boulevard). This intersection functions as a low-key retail node that primarily serves the surrounding neighborhood. The southeast corner of the intersection was developed with single family homes and remains as single family residences to this day. The mature trees of the southeast corner lot add to the neighborly quality of this intersection. The two western corners are long-standing retail sites. The northeast corner was the location of a station and tower for WXLW Radio. The site was redeveloped as a drugstore in the early 1990s.
Recommendations: It is critical that commercial uses do not expand beyond limits described below. Piecemeal conversion of residential corridors to commercial uses typically: • Increases traffic congestion due to increased numbers of vehicles and numerous driveways and turning movements, • Destabilizes neighborhoods by confounding the reasonable expectations of the surrounding property owners, • Does not create much net economic development because residential lots are often poorly suited for commercial uses and thus will often not retain their value over time, as well as taking tenants away from existing commercial areas.
The southeast corner of this intersection is recommended to remain as single-family residences. Redevelopment of the homes in proximity to the intersection would be an intrusion into the established residential neighborhood to the south and east and would unnecessarily intensify the commercial character of this intersection.
The retail site on the southwest corner is contained by Centennial Street to the west and Eugene Street to the south. It is recommended that this corner remain a retail site and that the commercial uses do not extend past either west of Centennial Street or south of Eugene Street.
The retail site on the northwest corner is bounded by 31st Street to the north. It is recommended that this corner remain a retail site and that commercial uses do not expand past 31st Street. Three developed house lots are located between the commercial site and Centennial Street (3132, 3140 and 3150 West 30th Street). The primary land use recommendation for these lots is to remain as single-family residential. However redevelopment of these parcels commercially may be appropriate if well integrated into a redevelopment of the northwest corner parcel (3008 Kessler Boulevard,
63 North Drive). Piecemeal conversion of these houses is to be avoided.
The retail site on the northeast corner is bounded by Medford Avenue to the east. It is recommended that this corner remain a retail site and that the commercial uses do not extend past Medford Avenue to the east or encroach on the single-family residences to the north along either Kessler Boulevard or Medford Avenue.
Any redevelopment on the commercial corners of this intersection should strive to maintain the low-key neighborhood character of this intersection. Buildings should be moderate in size and height with well-landscaped parking lots and street frontages. Land uses that generate a lot of traffic such as convenience stores and gasoline sales are not recommended at this intersection, so as not to intensify the character of the area.
Critical Area 4
Location: Southwest corner of 30th Street and Alton Avenue
Current Situation: Alton Avenue is a short dead-end street that serves a small number of homes and the Wesley United Methodist Church. The Critical Area is made up of residential structures. Many of the structures facing 30th Street have been converted to commercial uses. The houses along Alton Avenue remain in use as residences. A small wooded area can be found behind these houses, buffering them from the commercial uses along Lafayette Road. The entire Critical Area is currently zoned C-4 for community and regional commercial uses. However, the houses facing 30th Street tend to be fairly small (footprints of 1100 square feet to 2000 square feet) on small lots (typically 40’ by 150’) and do not lend themselves well to commercial use. Alton Avenue is a very low-traffic street and likewise is not attractive for commercial use.
Recommendations: The structures facing Alton Avenue are recommended to remain in residential use. The existing structures along 30th Street are recommended to be used as small offices. Retail uses should only occur if the existing structures are demolished and the parcels facing 30th Street are redeveloped as a single site. This redevelopment would likely include the vacant wooded parcel to the south. The current piecemeal development of these parcels should not continue.
64 Critical Area 5
Location: North of 30th Street between Guion Road and Tibbs Avenue
Current Situation: This Critical Area is a crazy quilt of land uses and zoning districts. This Critical Area is bordered by the Senate Court Apartments and single family residential parcels lining Guion Road and Congress Avenue to the north. Guion Road from 30th Street to 38th carries 7000 vehicles a day (2007) and is classified as a collector street. Much of this Critical Area is wooded.
Recommendations: The land use recommended for the parcels facing Guion Road is single family residential. This is in keeping with the character of the road to the north. The American Legion post at 3011 Guion Road serves as good dividing line and buffer between residential uses to the north along Guion Road and the commercial land uses at the intersection of Guion Road and 30th Street.
The parcels east of the entrance to the Senate Court Apartments are recommended for office uses. The current uses in this area, a daycare and a group home, are appropriate on these parcels. The properties that front 30th Street west of the entrance to Senate Court Apartments are recommended for community commercial. Care should be taken in development of these parcels to preserve trees.
Critical Area 6
Location: Southwest of the intersection of 30th Street and Lafayette Road
Current Situation: This area is about nine and one-third acres in size and is largely undeveloped. It fronts on busy Lafayette Road (in 2007, 25,000 vehicles a day south of 30th Street) and has access to 30th Street. It includes the historic Flackville School, which currently sits empty. A line of trees runs north to south across the center of the area. The area is generally surrounded by commercial land uses.
Recommendations: The area’s size and location can accommodate a wide variety of uses. The primary land use recommendation for this site is Community Commercial. However others land uses such as multi- family residential, light industrial, heavy commercial or mixed-use may be appropriate depending on the development standards of the use. Due to the proliferation of automotive sales along Lafayette Road in recent years, development of the site as automotive sales is not recommended, unless utilized to relocate existing auto sales from an inappropriate site such as a floodplain.
65 A mixed-use development that could bring together service providers, residential units and possibly retailing and offices would be welcome on this site.
If feasible, rehabilitation of the Flackville School into any new development is recommended as a contribution to the cultural heritage of the area.
Critical Area 7
Location: South of 30th Street between Little Eagle Creek and the CSX railroad tracks
Current Situation: Although largely unbuilt, this area has seen much shaping of the land over the last few years. The eastern edge of this Critical Area sits in the floodway of Little Eagle Creek and most of the eastern half of the site is within the 100-year floodplain. (A floodway is an area where floodwater is likely to flow; a floodplain is where floodwater is likely to stand.)
Recommendations: It is recommended that no development occur within the floodway. Any development within the floodplain should take the consequences of flooding into consideration. Onsite flood damage and exacerbation of flooding up and downstream should be avoided.
The area outside of the floodway is recommended for Light Industrial land uses. Development of this area should be appropriately buffered from the residential neighborhood across the railroad tracks to the west.
General industrial development may be appropriate on this site depending on the method of development. Commercial uses may also be appropriate along the 30th Street frontage, provided that the commercial development does not preclude the orderly development of the remainder of the area for industrial land uses.
Other Land Use Recommendations Another area of note is along the east side of Lafayette Road north of 30th Street. Several commercial sites would function more efficiently had they been built as part of an integrated shopping center. A cluster of restaurants, specialty food outlets, personal services and retail stores exists between 3015 and 3103 Lafayette Road. Parking and traffic circulation are less than ideal within this commercial section. Should redevelopment concepts be explored for these parcels, it would be beneficial to consider options that minimize flooding potentials and allow shared parking and circulation. This business center also lacks landscaping and sidewalks, both of which could aid the retail businesses that operate there. This area could also benefit from joint business promotion efforts going on in the Lafayette Square area. 66
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Critical Areas (1) 0 - 1.75 Residential Units per Acre (2) 1.75 - 3.5 Residential Units per Acre (3) 3.5 - 5 Residential Units per Acre (4) 5 - 8 Residential Units per Acre (5) 8 - 15 Residential Units per Acre (6) Over 15 Residential Units per Acre
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Legend Proposed Land Use This map does not represent a legal document. It is intended to serve as an aid in graphic representation only. Information shown on this map is not warranted for accuracy or merchantibility
AE CT WALES HYRST THAYER
67 Image and Appearance
Introduction A corridor’s identity is composed of buildings, parking lots, signage and privately maintained yards and landscaping. The identity of a corridor is also composed of the appearance of the roadway and other physical infrastructure of the road such as curbs, ditches, sidewalks, lighting, and utilities in the public right of way. In some cases, publicly installed and maintained landscaping also contributes to a corridor’s image.
The corridor’s image matters to a wide range of regular travelers and customers and also to occasional
visitors. West 30th Street at Cold Spring Road
West 30th Street and Centennial Street
68 West 30th Street at Alton Avenue
West 30th Street west of Lafayette Road
The West 30th Street Corridor has a diverse identity with elements that deserve to be maintained and other elements that should be enhanced. Public and private actions over decades have not produced a unified image. Little evidence remains of the corridor’s 19th Century heritage. The dominant architecture is from the 1950s and early 1960s since this was the period in which most of the building occurred. The churches and schools as well as many of the houses were built of limestone and brick. Most of the corridor is well-maintained. Visitors to the corridor may remember favorably certain elements of their travel experience and probably would not recall significant sections of blight or neglect within the corridor boundaries.
69 Local residents, shoppers and commuters on their routine trips experience the corridor as automobile drivers and passengers. The lack of a connected system of sidewalks precludes most people from experiencing the corridor on foot. Unless bicyclists feel comfortable riding on busy streets, they will generally not experience the corridor while riding their bicycles.
Like many neighborhoods within a few miles of the Indianapolis Motor Speedway, this section of West 30th Street hosts racing fans several times a year. The abundant recreational and sports facilities found along Cold Spring Road and in Riverside Park likewise draw competitors and spectators throughout the year. The campus of Marian University attracts students and visitors to its educational, cultural and sports facilities. Clearly, the corridor’s image matters to a wide range of regular travelers and customers and also to occasional visitors. The corridor’s image can also influence the decisions of prospective residents.
Traffic moving toward the 2009 Indianapolis 500 race
Participants in the planning process were asked to identify the corridor’s strengths, weaknesses, opportunities and threats (SWOT). The responses of residents are helpful to discern how they assess the corridor’s image and related infrastructure. The full list of responses is found in the Appendix.
Among the recorded strengths were those that have a physical character.
30th Street Bridge Historic properties Cardinal Ritter High School and St. Iron Skillet restaurant Michael Elementary School Kessler Boulevard Churches and mosque Marian University Craftsmanship of homes, housing Parks, golf courses and greenways stock
70 Little mention was made of the strengths of the actual 30th Street corridor or the included portion of Lafayette Road.
Weaknesses cited by participants included several that touched both on the corridor’s image and infrastructure: Deteriorated existing sidewalks, lack of sidewalks Drainage and flooding problems on 30th Street Lack of directional signage Lack of street lighting on side streets Lafayette Road’s empty retail buildings No traffic calming, traffic speed Poor condition of street pavement
Responses that suggested where strengths could turn into opportunities included: Bicycling infrastructure, connections to trails and parks Create a neighborhood identity Green infrastructure, new landscaping, permeable pavement Growth at Marian University, new stadium New businesses, restaurants, shops, destinations, places to gather and socialize
Threats cited by participants included: Closed and deteriorating businesses, degradation of Lafayette Road section Crime and perception of crime Street and sidewalk lighting Disrepair of sidewalks and street, not enough sidewalks Marian University stadium Petroleum trucks Speeding traffic Trash
Corridor stakeholders were enlisted again to focus on six principles for enhancing the image of the corridor. . Discover the unique identity and visual character for the corridor . Strengthen the community’s sense of place . Serve as a catalyst for economic development . Embrace local heritage and history . Incorporate public art where possible throughout the project . Consider long-term maintenance of public and private facilities Sections of the West 30th Street corridor were examined for the applicability of these principles.
71 72 Gateways Concept Certain locations within a corridor may serve as a “gateway”. In 2005 the Rotary Gateways Partnership identified fifteen potential gateways in Indianapolis. One of these potential corridors was Cold Spring Road in the area around West 30th Street. The process utilized the Indy Gateways Toolbox to evaluate potential gateway locations. The Toolbox includes this description:
A Gateway is a landmark, streetscape or other area that a visitor or resident first sees when entering the city, a neighborhood, a cultural district, downtown or other attractions or destinations. It can be simple or complex, small or large in scale, specific to a single site or linear in form extending over a several block area. No matter what form a gateway takes, it should be readily associated with the location it is designed to “announce”. In addition to location, the concept or theme of the gateway is critically important. The gateway concept should draw on the assets of the area being “announced” by the gateway. For example, the concept selected for an art district gateway should make it clear to a visitor that they are entering an area where the arts are featured.
Equally important is the scale or scope of the gateway. Certain gateways that are intended to serve as icons of the community as a whole may take a monumental scale. Gateways announcing neighborhoods or smaller districts are generally much more discreet in scale/scope. All Content Copyright ©2007 City of Indianapolis and Rotary Club of Indianapolis
Using the identification principles of the Indy Gateway Toolbox, other potential gateway locations in the West 30th Street were evaluated in preparation of the corridor plan. West 30th Street at Cold Spring Road was considered to be the strongest candidate for a gateway. The intersection is a major crossroad through which visitors and local residents travel to recreation, racing, art, cultural, educational and leisure destinations. The West 30th Street Corridor Plan’s public process acknowledged the earlier contributions of the Rotary Gateways Partnership. The following text is a result of the Rotary Club project.
Cold Spring Road Concept On the Northwest side of Indianapolis, five unique and dynamic attractions are located along the Cold Spring Road corridor. This corridor includes the Major Taylor Velodrome, the Lake Sullivan environmental area, the Marian University EcoLab, Riverside Park and the White River. All of these important elements come together to form a treasure chest of recreational, environmental and historical opportunities for local residents as well as visitors.
73 Strengths • Several major facilities are located in the area including the Indianapolis Museum of Art, Marian University, and Major Taylor Velodrome. • Many natural features are located in the area, including the White River, Riverside Park and the wetland areas of Lake Sullivan and the Marian University Ecolab. • There is a common corridor of Cold Spring Road that holds the area together. Challenges • Focus of location of gateway(s) • Roadway improvements must be sensitive to the area and the context of the neighborhood. • The Taggart Memorial at Riverside Park is in need of stabilization Indy Gateway Project: City of Indianapolis and Rotary Club of Indianapolis and rehabilitation.
The West 30th Street Plan public process tested these points and affirmed that the intersection of 30th and Cold Spring Road is a strong candidate for a landmark-type gateway. The plan does not proceed beyond the initial steps of identifying a possible location. The preliminary concepts for this location include three themes suggested for further exploration.
Gateway concepts: Rationale: Portal to extensive parks and greenway facilities. The Riverside Park and its components are regional park system itself is historically significant. attractions with several unique facilities that draw visitors, park uses and competitors from outside Indianapolis. (See Image and Destinations Map) Cold Spring Road is a boundary of the Indianapolis Park and Boulevard District on the National Register of Historic Places.
Primary access to Marian University Visitors to educational, sports and cultural events arrive first at West 30th Street and Cold Spring Road. Marian University has its address and over 6/10ths mile of frontage along Cold Spring Road.
Cold Spring Road has a distinctive history and Houses and properties along Cold Spring Road architecture that recalls its days as “Millionaires Row”. continue to be of interest to visitors.
74 The chart below indicates the extent of gateway investigation within the West 30th Street Corridor Plan. It is recommended that all steps in the Indy Gateways Toolkit be undertaken to successfully plan and implement a gateway at 30th Street and Cold Spring Road.
Indy Gateways Identify Toolkit Location (s)
Secure Develop Obtain Funding Concept(s) Community Support
Establish Scale/Scope
Secure Administrative Approvals Identification Step West 30th Street Implementation Phase Corridor Plan
Wayfinding Signage A system of directional signs is recommended for the entire corridor. Often called “wayfinding signs”, this type of hierarchical signage system complements standard traffic control and street signage placed by state and local transportation departments. Wayfinding signage aids visitors in vehicles, bicyclists and pedestrians in finding destinations within a campus or district.
The Image and Destinations Map suggests placing primary wayfinding signs at key intersections of 30th Street as shown with a diamond symbol. Visitors to destinations within the corridor and beyond the corridor would greatly benefit from a unified directional sign system. The following destinations warrant inclusion in a wayfinding signage system within the corridor: Cardinal Ritter High School MTI School of Knowledge Central Canal Towpath Greenway Neighborhood houses of worship Coffin Golf Course Riverside Golf Course Existing and future pedestrian and Riverside Park bicycle paths Shopping Districts Lake Sullivan Sports Complex/ Simon Brute Seminary Major Taylor Velodrome Soapbox Derby Track Marian University St. Michael Elementary School Moreland Park White River Greenway
75 Other destinations may also be appropriate for wayfinding signage. Secondary wayfinding signs are not shown but this type of sign further directs visitors to driveways, parking areas and building entrances. Certain intersections with high pedestrian and bicycle traffic might include an enlarged area map that indicates the site, sidewalks and trails and supportive services and amenities.
Sample of wayfinding signage
76 Goals and Recommendations
Connectivity and Infrastructure Goal: Achieve and maintain a network of public infrastructure that: • Provides connectivity between all parts of the corridor that is convenient and safe • Encourages greater use of transit, bicycle and pedestrian travel options and improved connections between these modes and; • Supports the stability in developed areas and encourages redevelopment of outdated and underused facilities. Objectives Implementation Implementation Comments Schedule responsible parties Short-term 1-3 and partners years Mid-term 4-7 years Long-term 8-15 years Repair existing sidewalks and meet Short term DPW The community expressed concerns that currently ADA standards. the sidewalk network was not fully compliant with ADA standards. Maintenance of existing sidewalks is a high priority. Upgrade the pedestrian crossings of Short term DPW with railroad The community expressed concerns that currently the CSX Railroad at 30th Street to full the sidewalk network was not fully compliant with ADA standards. ADA standards.
Coordinate the addition of Ongoing IndyGo, DPW, DMD The Critical Areas are locations in which transit infrastructure with overall Division of Planning redevelopment may offer opportunities to better connectivity plans. integrate transit with pedestrian infrastructure.
Construct sidewalks according Varies DPW to corridor plan’s priorities if a comprehensive sidewalk construction project is not feasible. Implement the Design Guidelines Ongoing DPW and DMD. Design guidelines are found in the Indianapolis for the Campus Multi-Modal District Regional Center & Metropolitan Planning Area and Lafayette Road Pedestrian Multi-Modal and Public Space Guidelines. Corridor and pedestrian crossing areas at 30th & Kessler Boulevard and 30th and Cold Spring Road Add street lighting on the streets that Neighborhood 30th Street is well-lit but side streets may be too intersect 30th Street. should work with IPL dark for pedestrian comfort. to add street lights where most needed.
Monitor the Speed Zone Long term DMD A potential Holt Road extension north of 16th Street Redevelopment Community leaders could impact both West 30th Street and Lafayette Project for possible impacts Road. on 30th Street. A corridor plan for an extension of Holt Road is recommended if planning for the road takes on greater certainty.
77 Land Use and Redevelopment Goal: Ensure the long term stability and viability of the corridor through: • Maintenance of the housing stock and residential neighborhoods • Providing retail, office and service facilities that are convenient to neighborhood residents • Limited conversions of residential uses to non-residential uses as defined within critical areas. Objectives Implementation Implementation Comments Schedule responsible parties Short-term 1-3 and partners years Mid-term 4-7 years Long-term 8-15 years Stabilize those edges where Ongoing DMD-Division of Retail and institutional sites can be successfully residential land use abuts non- Planning situated in close proximity to residential areas but residential uses. need to carefully developed to ensure compatible edges.
Encourage consolidation of small Ongoing DMD-Division of Individual parcels that were established for single commercially zoned parcels at 3044 Planning family houses have limitations as commercial sites. -3046-3048 and Often parking, traffic circulation and landscaping are 3110-3120-3130 Lafayette Road deficient on small parcels. Consolidation of parcels into larger sites can better support purpose-built commercial facilities. Follow land use and site Ongoing Property owners, Several critical areas suggest that several land use development recommendations for DMD-Division of combinations may be feasible depending on site the seven critical areas. Planning development standards.
Image Goal: Increase the visual quality of the corridor and boost economic development through: . a stronger sense of place throughout the corridor . incorporating local heritage, history and public art in public infrastructure and private site development . the consideration of long-term maintenance when planning physical improvements in the corridor. Objectives Implementation Implementation Comments Schedule responsible parties Short-term 1-3 and partners years Mid-term 4-7 years Long-term 8-15 years Complete further investigation of a Medium term Community-based Utilize the process identified within the Indy “gateway” at West 30th Street and implementation Gateways Toolkit. Cold Spring Road. Refine concepts, entities along with build community support and seek DPW, DPR and DMD funding. Develop wayfinding signage Short term initial DPW, DPR, DMD and This is a project that should involve the responsible program for the corridor and its project and ongoing community parties from destinations within the corridor and component destinations. maintenance of signs stakeholders beyond the area. Some destinations within the corridor have regional appeal.
78 Develop and implement a corridor Beginning in short Community Tree planting, replacing damaged or overgrown beautification plan first emphasizing term then continue as stakeholders and landscaping. Add landscaping to commercial projects of private property owners. ongoing maintenance. other neighborhood properties where missing. organizations with Keep Indianapolis Beautiful, Inc. Develop a corridor beautification Medium to long term Community Develop a streetscape plan in coordination with plan that will include improvements stakeholders and planning improvements in street conditions, new within the public right-of way and in other neighborhood sidewalks and bicycle infrastructure. properties that have frontage on the organizations with street. city agencies and utilities. Neighborhood-based organization and action Goal: Continue to strengthen the commitment, capacity and involvement of neighborhood residents and stakeholders.
Objectives Implementation Implementation Comments Schedule responsible parties Short-term 1-3 and partners years Mid-term 4-7 years Long-term 8-15 years Increase security and safety in Ongoing Neighborhood Citizen participation has been demonstrated to residential areas through citizens working with IMPD reduce many types of crime in their neighborhoods. joining the IMPD Neighborhood Crimewatch program Watch program. Implement recommendations from Ongoing Community Several neighborhood organizations exist in the the recent community engagement stakeholders and overall corridor area. initiative. other neighborhood organizations Enlist volunteers from the Ongoing Community It is important to draw participants from all ages neighborhood, campus and stakeholders and and all parts of the corridor. businesses in regular projects to other neighborhood beautify and maintain the corridor. organizations Encourage all neighborhood-based Short term to ongoing Neighborhood-based This service assures neighborhood based organizations in the corridor to enroll organizations. organizations or notification in development in City of Indianapolis registry of and licensing hearings. The registry aids community organizations. communications among neighborhood organizations and affected citizens.
Table Key:
DMD - Department of Metropolitan Development DPW - Department of Public Works DPR - Department of Parks and Recreation IMPD - Indianapolis Metropolitan Police Department IPL - Indianapolis Power and Light Company ADA - Americans with Disabilities Act
79 Appendix
Maps 1 Base Map page 3 2 1937 and 1956 Aerial Photographs pages 7 and 8 3 Road Map 1885 page 9 4 Historic Sites and Community Facilities map page 11 5 Current Proposed Land Use Plans map page 18 6 Vision Plan – Marion County Wayne Township – Indianapolis MPO Regional Pedestrian Plan map page 23 7 Indianapolis Regional Pedestrian Plan - West 30th Street Corridor Area map page 24 8 Base Map with Imagine Area page 30 9 Environmentally Sensitive Areas map page 35 10 Traffic Counts Map page 37 11 IndyGo Bus Stops and Routes map page 41 12 Indianapolis Metropolitan Planning Organization - Potential Rapid Transit Corridors map page 44 13 Speedway Proximity map page 46 14 Sidewalk Recommendations Map 49 15 Existing Land Use map page 52 16 Existing Zoning map page 53 17 Proposed Land Use map page 67 18 Image and Destinations map page 72
Photographs (All by Division of Planning staff unless indicated) Cover credits: Photo 1 by Indianapolis Soap Box Derby Association, Postcard of 30th Street Bridge courtesy of Tina Jones and Photo 3 is by Division of Planning staff 1 30th Street Bridge – Post card 1921 page 9 2 Plaque on 30th Street Bridge over Little Eagle Creek page 10 3 Iron Skillet Restaurant page 12 4 Former Flackville School page 13 5 Riverdale (Marian University) page 14 6 EcoLab Marian University page 14 7 Hawkeye (Marian University) page 15 8 Japanese Garden page 15 9 Tea House page 15 10 Bicyclist page 20 11 Public meeting photos page 31 12 Little Eagle Creek above Lafayette Road page 32 13 Tree Canopy – Centennial Street page 33 14 Tree Canopy – Kessler Boulevard page 34 15 Tree Canopy – Kessler Boulevard (Pictometry) page 34 80 16 Little Eagle Creek (Pictometry) page 36 17 3302 West 30th Street page 38 18 3207 Lafayette Road page 38 19 IndyGo bus stop – Speedway Sign page 39 20 IndyGo bus route 15 stop at 30th Street and Kessler Blvd page 40 21 CSX Railroad looking south from 30th Street page 43 22 CSX Railroad Crossing (Pictometry) page 43 23 3120-3130 Lafayette Road page 55 24 Multi-tenant commercial center page 56 25 Multi-tenant sign page 56 26 3015 -3103 Lafayette Road (Pictometry) page 56 27 IndyParks sign page 57 28 Major Taylor Skate Park (Bike Rider at Lake Sullivan) page 57 29 Soap Box Derby photos (Indianapolis Soap Box Derby Association) page 58 30 West 30th Street at Cold Spring Road page 68 31 West 30th Street and Centennial Street page 68 32 West 30th Street at Alton Avenue page 69 33 West 30th Street west of Lafayette Road page 69 34 Traffic moving toward the 2009 Indianapolis 500 race page 70 35 Sample of wayfinding signage page 76
Tables 1 Gateway Concepts Table page 74 2 Gateway Identification chart page 75 3 Plan Recommendations Table page 77 4 Appendix Table 1 page 82 5 Appendix Table 2 page 82 6 Appendix Table 3 pages 83 - 84
Public Meetings on Corridor Plan. (All meetings occurred in 2009.) March 12 - Wesley United Methodist Church April 16 - Cardinal Ritter High School May 14 - Cardinal Ritter High School June 18 - Seventh and Eighth United Christian Church August 27 - Cardinal Ritter High School September 24 - Cardinal Ritter High School October 22 – Seventh and Eighth United Christian Church
Additional project meetings April 2 – Marian College Student Association July 14 – Al-Fajr Masjid Islamic Center Lafayette Square Area Coalition on February 24 and September 29 Eagledale Neighborhood Association March 5 and October 1
81 Appendix Table 1
Vehicle availability and usage
Car available for trip? Days per week trip is made?
Yes No Less than 5 5 6 to 7
Route 15 31.5% 68.5% 29.6% 45.1% 25.3%
Route 30 15.1% 84.9% 44.3% 30.0% 25.7%
Route 37 27.9% 72.1% 20.6% 50.5% 28.8%
Average of 22.5% 77.5% 33.2% 43.7% 32.2% local routes*
Appendix Table 2
Service improvements most desired by weekday riders
Easier Start AM End PM Increase Improve Add new route downtown service Service frequency Access to transfers earlier later of service bus stops
Route 15 9.2% 8.5% 24.6% 37.6% 9.2% 5.5%
Route 30 8.8% 18.2% 31.6% 28.0% 6.1% 5.1%
Route 37 5.3% 12.7% 24.5% 41.7% 7.4% 3.5%
Average of 12.5% 12.4% 26.8% 30.6% 7.9% 6.3% local routes*
82 Appendix Table 3 2002 Household Income Distribution Demographics from Kessler/30th 2 mile Radius Total % Demographic Report <$10 K 1,443 10.5% Center: 9027282 $10-$20K 2,997 21.8%
$20-$30K 2,286 16.6% Distance: 2 miles $30-$40K 1,937 14.1% Population (2002) $40-$50K 775 5.6% Total $50-$60K 545 4.0% 2002 Population 34,661 $60-$75K 1,201 8.7% Sex (2002) $75-$100K 1,049 7.6% Total % > $100K 1,507 11.0% Male 16,461 47.5% 2002 Household Net Worth Female 18,200 52.5% Total % Age Distribution (2002) $0 or Less 1,652 12.0% Total % $1-$5000 1,928 14.0% 0-4 2,485 7.2% $5000-$10000 981 7.1% 5-17 6,887 19.9% $10000-$25000 1,637 11.9% 18-20 1,681 4.8% $25000-$50000 1,722 12.5% 21-24 2,215 6.4% $50000-$100000 2,091 15.2% 25-34 5,005 14.4% $100000-$250000 2,418 17.6% 35-44 5,314 15.3% $250000-$500000 917 6.7% 45-54 4,209 12.1% $500000 468 3.4% 55-59 1,350 3.9% 2002 Labor Force Status 60-64 1,166 3.4% Total % 65-74 2,307 6.7% Population Age 16+ 26,272 75-84 1,559 4.5% Labor Force 17,252 85+ 483 1.4% Employed 15,418 89.4% Race and Hispanic Distribution (2002) Unemployed 1,834 10.6% Total % In Armed Forces 0 White 14,314 41.3% Not In Labor Force 9,020 Black 19,185 55.4% 2002 Employment by Occupation American Indian 85 0.2% Total % Asian/Pacific Islander 368 1.1% Executive 1,409 9.1% Hispanic 1,306 3.8% Professional 1,862 12.1% 2002 Total Households Technicians 590 3.8% Total % Sales 1,574 10.2% Households 13,740 Clerical 2,870 18.6% Families 8,399 61.1% Private Household Occupation 117 0.8% Protective Services 398 2.6%
83 Services 2,472 16.0% 2002 Size of Household Primary 48 0.3% Total % Production 1,474 9.6% 1 Person 4,208 30.6% Operators 1,079 7.0% 2 Person 4,274 31.1% Materials 746 4.8% 3 Person 2,262 16.5% Laborers 779 5.1% 4 Person 1,540 11.2% 2002 Employment by Industry 5 Person 843 6.1% Total % 6+ Person 613 4.5% Agriculture 18 0.1% Source: Applied Geographic Solutions, Thousand Oaks. CA and Indy Mining 6 0.0% Site Finder
Construction 779 5.1%
Manufacturing 2,003 13.0% Transportation 996 6.5%
Communications 562 3.6% Wholesale trade 588 3.8% Retail trade 1,873 12.1%
F.I.R.E. 1,169 7.6% Business/Repair Services 1,461 9.5% Personal Services 1,138 7.4% Entertainment /Recreation Services 257 1.7% Health Services 2,136 13.9% Education Services 1,044 6.8% Other Services 722 4.7% Public Administration 666 4.3% 2002 Total Number of Housing Total % Total Dwellings 15,482 Owner-Occupied Dwellings 8,051 52.0% Renter-Occupied Dwellings 5,689 36.7% 2002 Education Attainment Total % Population Age 25+ 21,393 < Grade 9 1,536 7.2% Grade 9-12 5,068 23.7% High School 3,987 18.6% Some College 5,399 25.2% Assoc Degree 1,345 6.3% Bach Degree 2,654 12.4% Grad Degree 1,404 6.6%
84 S.W.O.T. Analysis Exercise (Includes students’ • Bicycle ride responses) • Bus line • Bus use Written Responses • Cardinal Ritter High School – strong anchor for the area • Churches Strengths • Close to and easy access to downtown’s attractions, 1. What works well in the 30th Street corridor? shopping, events etc (6) 2. What are the unique resources of the • Close to IUPUI corridor? (Individuals, institutions, • Connection to the park and other landmarks organizations & businesses) • Convenience to highway (1-65) (3) 3. What would prospective residents see as • Craftsmanship of homes (2) strengths in the corridor? • Cultural trail • Drug store People, institutions, organization, leadership • Easy to get downtown from 30th street, you can get a lot • Active churches of places from 3oth street • Businesses are well represented • Efficient homes • Committed residents • Ethnic restaurants • Community proud • Few rental properties • Diversity of faith (Catholics, Muslim and Methodist) (3) • Gas station • Ethnic restaurants @ 30th and Lafayette Rd. • Golf course (3) • Ethnically diverse (5) • Green spaces like the Ecolab (4) • Historical value • Grocery, pharmacy, convenient • Inter-racial neighborhood • Growth of some private institutions • Lower crime than in surrounding area • Huge network of greenways – once you get to Riverside • Marian College (2) • Marian College seeks greater community involvement; • Institutions (stores, schools, churches, Moreland Park) not isolation • Iron Skillet • More perspectives • Isolation of area – St. Andrews on the north 38th Street & • Naval Armory (2) I65, Marian College on the east, Riverside Golf Course, • Neighbors Ritter HS St. Michael on west, 30th Street on south (3) • Neighborhood loyalty • Like the park • Peace in the Streets initiative • Long-standing institutions • Police presence • Lots of historic resources • Relatively lower living expense • Lower property taxes • Seems to have some strong neighborhood organizations • Marian College (5) • School • Near healthcare at Westview and Westview Healthplex • Several churches draw people from other areas. Sports Club (2) • Stability • Near shopping • Strong elementary – secondary and college institutions • Nearby parks, recreation that are connected for improving their students’ learning • Neighbors and stability experiences • Nice park – golf course • Strong faith communities • Old time houses and historic buildings • Parks nearby Physical development, land use & infrastructure • Preston Safeway • (30th) street extends almost half way across town • Regional parks • 30th Street Bridge • Ritter HS (3)
85 • Schools and University in area • Perceived as unsafe / violence in area • Sidewalks • Perception of area as unsafe (3) • Soap Box Derby (2) • Residents to teach family and friends about • St. Michael church and school (4) importance of value of keeping neighborhood • Stable community safe, tidy and lessen and car repairs (extra) not • Subway running-just parked • The bridge (2) • Security • The businesses in 30th Street Corridor, drug store, • Trash Safeway, Service stations, beauty and barber shop • The nearness of Kessler Boulevard Physical development, land use & infrastructure • The nearness of Riverside Regional Park • # of empty storefronts, businesses • Traffic flow • 30th Street road condition • Traffic is not to bad • Activities for kids or places for them to go. • Trees/landscape • Additional lighting • VA Hospital • Better street conditions, improve pavement • Variety of lot sizes • Bicycle lanes • White River (2) • Bridge in disrepair, repair need • White River Park • Bus stops with benches • Bus stops with shelters (2) Weaknesses • Buses from Marian campus to places off campus 1. What could be improved? • College is secluded & not accessible to public 2. What resources are missing or have • Drainage declined in recent years? • Easement questions about property line between 3. What would prospective residents 3015 Winfield and Marian University (approx. 50 see as a weakness? yard line of new football stadium. This relates to the next item, in some way.) People, institutions, organization, leadership • Empty buildings, businesses and foreclosed • “green” homes • Crime • Fire department station north of 38th Street on • Crime around apartment areas Lafayette Road • Disrepair of some homes • Flooding (especially between White River and • Eagledale – area is identified + this area causes Tyrone Av) (2) the 30th Street plan to be looked down upon as • Grocery store poor area • Hard to access from some streets i.e., Guion • Entertainment (bowling alley, more theatre) • Heavy traffic • Financial resources • Historical lights on bridge out • Grocery store • Lack of directional signage – 38th Street & • Group home – concerns of safety designation signage • I’m not sure that the businesses here do a good • Lack of identity job of communicating with each other and sharing • Lack of signage Riverside Regional Park resources • Lafayette Square • Isolation of ethnic groups • Lighting-more • Marian has students, can businesses hire them? • Loss of electricity (power goes out often and • Lafayette Square – Crime stays out for a long time.) • Longer hours for drug store • More lighting on Kessler Boulevard
86 • Need landscaping along the road etc. 2. How can you turn the strengths into • Need neighborhood gathering areas that are a opportunities? destination by walking • New landscaping. Many homes have original shrubs, People, institutions, organization, leadership etc. are overgrown. • Diversity – gatherings – Lafayette cultural parade • No traffic calming • Extreme home makeover • Not a lot of nature beauty along 30th Street • Green lifestyles • Park facilities are in decline – Moreland • Have neighborhood cleanup or adopt the park to get • Pave West 30th Street people together • Poor condition of road (7) • Healthier living • Poor condition of White River Bridge • Lafayette Diversity Squares • Profile of Marian College elevation • Marian College is having home football games starting • Public transit options next year so there is a lot of opportunity with that. • Public transportation Football field is right near 30th street • Replace sidewalks and put in sidewalks where none • Marian College partnerships exist (18) • Marian is a growing campus. Use students and college • Restaurants resources to aid in any projects. We will work for free. • Run down houses • Neighbors who care as evidenced by meeting turnout • Safe transportation routes for walking, biking, etc. • Opportunity to use resources of school-service projects, • Shopping (both food and consumer goods) young people who want to make a difference. • Simply improving the street aesthetically would be good • Ritter’s and the Indy Archdiocese commitment to • Streetlights expansion • The way to get across streets and bus stops • Some may help • Too much concrete around businesses, need more • Strong neighborhood association/identity grass and trees • Tax credits for homeowners that participate in green • Traffic (2) initiatives • Traffic speed on 30th • Transportation routes from downtown and shopping Physical development, land use & infrastructure • Very little shopping here – what is happening to West 38th/Lafayette Square – get rid of empty buildings, bring • A nice restaurant along Lafayette Road-just north of 30th back land Street & bakery & flower shop. • Walking and biking to the other routes such as the river • Alternative transportation trail or having tributary routes into the river trail • Apartment options? • Walkways/roads • Better “identity” for area • Water distribution with the flooding of the ground every • Bicycle lanes connecting Marian College to the Central time it rains Canal Towpath • Water drainage (4) • Bicycling on Cold Spring Road and Kessler Boulevard • Bike paths would also be great from Marian throughout North Drive and Lafayette Road to 56th St. then west to the 30th Street area. Eagle Creek Park • Bicycling trail • Bike boxes at 30th and Cold Spring, Tibbs, Kessler and Opportunities Lafayette Road 1. Do some trends suggest that new • Breaking thoroughfare of 30th Street opportunities are emerging? (Example: • Connecting to White River trails/ bike path. Alternatives to automobiles such as • Connections to Marian and other local schools, bicycling.) churches, etc.
87 • Create a neighborhood identity great • Create Hispanic area or ethnic restaurants area • Put in sidewalks where they are lacking and refurbish • Destinations streets. • Develop more restaurants, coffee shops, etc. • Restaurants, eatery, ice cream, more shops • Expansion of White River development to tie into • Sidewalks neighborhoods • Street and sidewalk repair would encourage more • Green infrastructure utilization of what exists in area • Growth of Marian Collage and lots of student athletes, • Student Friendly shops, restaurants and hangout places we would use the greenways if they were easier/safer to • Tie in Indpls. Motor Speedway more reach • Trails – connect to northside / downtown • How about pavement products and lighting options that • Trails from White River Park are more eco-friendly instead of concrete sidewalks? • Use of train track for mass transit How about permeable concrete, as an example • Velodrome • I love the idea of the cycling lane on the street. I think • Walking/biking this will allow the area to become more popular • We would like more constructive and meaningful • It would be great to have sidewalks for walking business, like Broad Ripple or Fishers, Carmel etc. – i.e. • Keep CSX movement for service in future could be used art, antique, place to visit & site see, read the paper, for traveling downtown or to another county have coffee, just socialize • Like to have bike trails, walking trails • Whole Foods if Preston Safeway can not step up and • Make people want to be outside more with healthier serve ALL residents! landscapes and walkways • Many families are around due to the elementary and Threats college but no decent parks for them to enjoy 1. What trends are harmful? Are they more • Marian College’s growth apparent within the corridor area than in • More dynamic image neighborhoods nearby? • Moreland Park needs more play areas. 2. Name the biggest obstacles to stability or • Need areas to ride bikes that are safe, along all streets! positive changes in the corridor. Especially main streets that get a lot of traffic. 3. Do the corridor’s weaknesses expose it to • Neighborhood restaurant threats? • New stadium at Marian College • NOTE: 30th Street ends at Formula Alley Way! And soap People, institutions, organization, leadership box derby is also related to motorsports so why not tie it together! • Aging Population • Old established housing stock • Annual household income of residents, will this increase • Parking lot south of 30th Street at Marian College football property value, and thus, taxes? field • Band practice at 7:15 AM • Parks development around themes of area. Bicycling, • Being left out of Marian University College’s plans – Racing, Diversity even though we wanted to be included • Provide a consistent theme from one end (west) to • Broken window effect-as the condition of the corridor the park and the canal. Possibly a simple motorsports worsens, so will the efforts to improve the area and theme. crime rates. • Proximity to new development in life sciences on 16th • Communication Street • Crime • Public parking options to invite people from outside the • Crime – drugs in area neighborhood to come here (destination) • Crime and safety • Public transportation hub at Lafayette Square would be • Crime or perception of not being a safe area
88 • Demographic of area seems older – resistant to change; • Lighting – not enough lack of energy and motivation • Marian University stadium for 3,000 • Deteriorating businesses • Not enough sidewalks, improve • Drug dealers in apartments-this can be solved with • Potholes on the roads where people swerve to miss and lighting, sidewalks, recreation places, etc. then causing no where to walk • Economy! • Promote area as part of larger efforts to link 30th Street home invasions (reduce?) with Indianapolis Motor Speedway • I am very concerned that current residents will no longer • Restore West 30th Street/White River bridge be able to afford rent and/or property taxes after the • Road 30th Street - repaved road improvements have been made-this should be a priority. • Speeding without a way to get across the street • Jobs • The big oil trucks that travel down Tibbs. Should be • Obstacle is money made to use Lafayette Road. • Real or perception of crime. This is the biggest issue • The huge parking lot around the optical shop. facing this area • There are open sidewalks on the bridge by the naval • Trash from gas stations on 30th & Cold Spring Road building but I’m afraid I’d get hit by a car. Could a guard • What others think of the area, area looked on as poor & rail be put up? crime ridden • Threats are streets and sidewalks will continue to fall to • With 3,000 people in the neighborhood there are bound disrepair discouraging use of existing stores, schools, to be threats churches, park etc. • Yes, crime – apartments across St. / by Ritter • Vacant buildings, e.g. the former Ayrway facility (which) has been empty for decades Physical development, land use & infrastructure • Yes-the high speed of cars on 30th street
• Are there safe ways to travel down 30Th besides using a car? • Bus shelters (With comments about how hard it is for mothers with children to use the buses under bad weather. This relates to getting to health care services by bus.) • Businesses continuing to close in area • Businesses moving too close to residential housing • Degradation of the Lafayette Road section • Development that isn’t green or sustainable • Empty retail space that have been vacant for over 10 years • Fast roads, speeding traffic • Funding • Guion Rd. to connect to Lafayette Road north of 30th St. • Improve lighting • Improved area will not connect with the campus • Isolation of the Marian campus from the community. (As it is now) • Lack of adequate lighting • Lack of code enforcement for buildings that appear run down • Lack of lighting and sidewalks could prove dangerous
89 Glossary Land Bank: A pool of acquired and assembled land in urban areas packaged into sites suitable for redevelopment. Excerpts from the Division of Planning Owner’s Manual – 7th Edition Landmark: An individual, physical element that serves as a http://www.indygov.org/NR/rdonlyres/9D2B53A5-151F-436F- reference point in locating a node or district. The Soldiers and 9109-77EAEC59AFD5/0/owners_manual.pdf Sailors Monument is a good example of a landmark.
Context Sensitive Solutions (CSS): A collaborative, Land Use Plan: A plan that recommends appropriate uses interdisciplinary approach that involves all stakeholders to for property. develop a transportation facility that fits its physical setting and preserves scenic, aesthetics, historic, and environmental resources, while maintaining safety and mobility, CSS is Indianapolis Metropolitan Planning Organization (IMPO): The an approach that considers the total context within which Department of Metropolitan Development is the designated a transportation improvement project will exist. For more MPO for the Indianapolis Metropolitan Planning Area. The information go to www.contextsensitivesolutions.org. IMPO has the responsibility, together with the state and IPTC, for the continuing, cooperative, and comprehensive Department of Public Works (DPW): A City department that transportation planning process required of urbanized plans, designs, and constructs streets and roads in Marion areas to qualify for federal transportation funds. For more County and is responsible for sanitation, including trash information, contact the staff at 327-5139 or visit the MPO pickup and sewage disposal. DPW is also responsible for website http://www.indympo.org planning infrastructure and designing sanitary and storm water systems, wastewater treatment systems, drains and Metropolitan Development Commission (MDC): The policy- levees, and completing flood control projects. Other activities making body of the Department of Metropolitan Development, include wastewater treatment and disposal, maintenance of consisting of nine appointed members who serve a one-year infrastructure, street maintenance, and the protection of City term. For more information, call 327-3698. environmental resources. For more information, call 327-4000 or visit the website at www.indy.gov/egov/city/dpw. Mixed-Use: Mixed-use development is designed to encourage a variety of community activities, locales and Department of Metropolitan Development (DMD): A City services to co-exist in close proximity, thereby reducing the department that plans and implements projects and services need for extensive vehicular travel. focused on jobs, economic development, affordable housing, and the empowerment of neighborhoods through citizen Tax Abatement: A reduction in taxes granted to a property participation. For more information, call 327-3698 or visit the owner in a locally designated Economic Revitalization Area website at www.indy.gov/dmd. who makes improvements to real property or installs new manufacturing equipment. Used manufacturing equipment Keep Indianapolis Beautiful, Inc (KIBI): KIBI engages residents can also qualify as long as such equipment is new to the in beautifying the City, improving the quality of the environment State of Indiana. Equipment not used in direct production, and fostering pride in the community. Keep Indianapolis such as office equipment, does not qualify for abatement. Beautiful is a 501c (3), private, nonprofit organization and Land does not qualify for abatement. is supported by corporations, foundations, individuals, civic groups and a professional service contract with the City of Tax Increment Financing (TIF): A method of raising additional Indianapolis. KIBI has beautification programs, education capital within declared districts to pay for needed improvements and youth initiatives, litter reduction activities and recycling within those districts. The districts are established by the programs. 264-7555 or visit the website at www.kibi.org. Metropolitan Development Commission. The base of existing assessed valuation is frozen with the incremental revenues obtained by the taxes on new development
90 in the TIF District then becoming available to fund improvement use, alter driver behavior and improve conditions for non- projects. motorized street users. Measures to reduce the negative effects of vehicles, and improve conditions for walking or Traffic Impact Study (TIS): An analysis of certain new bicycling. developments to determine the impact on the surrounding transportation system. Traffic Model: A traffic model is a tool for representing and analyzing the major ways people get around. Usually this tool Transit Oriented Development (TOD): A compact, mixed- is a software package which incorporates a road network, use development within an easy walk of a transit station. land use data, and a mathematical formula to distribute and Its pedestrian-oriented design encourages residents and route trips. The model is calibrated to existing traffic counts. workers to drive their cars less and ride mass transit more. Then it can be used to forecast traffic and test the effect of These “transit villages” are usually moderate to high density, changes in the road network. matching the existing scale of development and can be new construction or redevelopment. Travel Time: The time it takes to travel door-to-door.
Transportation Planning Terms Unified Work Program (UWP): The statement of transportation planning tasks to be completed for the year & the budget for Accessibility: The ability to reach a location; a way or means them of approach Vehicle Miles of Travel (VMT): The sum of all the miles traveled Capacity: The volume of vehicles the road was designed to by vehicles (not people) in a specified amount of time carry in a unit of time, such as an hour; can also be applied to transit or bicycle/pedestrian paths Volume: The number of vehicles that actually pass through a given mile of road in a unit of time such as a day; can also be Mobility: The ability to move or be moved easily. applied to transit or bicycle/pedestrian paths. Talking the Talk: A Guide to the Language of Transportation Mode: A way people or goods get from one place to another, Planning (St. Louis, MO: East-West Gateway Coordinating such as using cars and trucks, freight and passenger trains, Council, 2000). ftp://ftp.ewgateway.org/library/trans/ walking, bicycling, and riding buses. talkingthetalk.pdf
Paratransit: Use of small buses or vans on flexible routes, usually serving people who cannot easily get around
State Implementation Plan (SIP): The statement of how the transportation, environmental, and health communities expect to meet federal air quality safety standards.
Transportation Improvement Program (TIP): The multi-year capital program of transportation projects updated each year
Regional Transportation Plan (RTP): The guiding document for all federally funded transportation planning efforts, with a twenty year horizon and updated every three years.
Traffic Calming: is the combination of mainly physical measures that reduce the negative effects of motor vehicle
91 Description of Recommended Land Use Categories Residential Development greater than 8.00 and equal to or less than 15.00 units per acre. Color: Light Brown Residential Development greater than 0.00 and equal to or Index Number: 5 less than 1.75 units per acre. Color: Light Yellow This density is typically the highest density serviceable in Index Number: 1 suburban areas. In suburban areas it would typically be a This density is consistent with rural development patterns multi-family (apartment or condominium) category. In urban and could also limit the impact of development on property areas, this is the highest density single-family residential with extreme topography or other significant environmental category and a common multi-family category. Development considerations such as floodplains, wetlands and old-growth at this density is appropriate for all types of mass transit woodlands. Additionally, this density would be conducive to corridors. agricultural and estate development. Residential Development greater than 15.00 units per acre. Residential Development greater than 1.75 and equal to or Color: Dark Brown less than 3.50 units per acre. Color: Dark Yellow Index Number: 6 Index Number: 2 This density is appropriate only within relatively intense This density is consistent with single-family residential urban areas where there is a full range of urban services and development in transitional areas between rural and where those services have the capacity to accommodate the suburban development patterns and is the typical density for development. It may be appropriate in rare circumstances in single family residential development in suburban areas of suburban areas as assisted living housing and as a buffer the City. Development at this density should not take place between major retail commercial uses and lower density in rural and suburban areas where surrounding development residential uses. Development at this density is appropriate patterns exhibit characteristics suitable for higher densities for all types of mass transit corridors. (property on mass transit corridors, near concentrations of Village Mixed-Use employment, or near major commercial centers, for example). Color: Peach Index Number: 8 Residential Development greater than 3.50 and equal to or This land use category consists of a development focused less than 5.00 units per acre. Color: Bright Yellow on a mixed-use core of small, neighborhood office/retail Index Number: 3 nodes, public and semi public uses, open space and light This density is consistent with single-family residential industrial development. Residential development densities development in suburban areas of the City and in transitional vary from compact single family residential development areas between suburban and urban patterns of development. and small-scale multi-family residential development near Development at this density should not take place on mass the “Main Street” or “Village Center” and progress to lower transit corridors. Multi-family residential development is densities outward from this core. Village mixed use areas are acceptable, but is unlikely considering the density ranges intended to strengthen existing, historically rural, small towns recommended. and cities within Indianapolis, which are intended to continue as neighborhood gathering places and should allow a wide Residential Development greater than 5.00 and equal to or range of small businesses, housing types, and public and less than 8.00 units per acre. Color: Dark Orange semi public facilities. This category should be compatible Index Number: 4 in size and scale to existing villages in Marion County. It will In suburban and rural areas this is a common multi-family allow development of residential and limited commercial density and typically the highest density single-family category uses on smaller lots than in other sections of rural and in suburban areas. In urban areas, it is common for both suburban Indianapolis. Potential development in these single-family and multi-family development. Development at areas should focus on design issues related to architecture, this density is appropriate along bus corridors but should not building size, parking, landscaping and lighting to promote take place in proximity to planned light rail transit stops. a pedestrian-oriented “village” or “small town” atmosphere, rather than focusing on residential density. Strip commercial
92 development (integrated centers setback from rights-of-way type uses, which serve a market that encompasses several by parking areas), large-scale freestanding retail uses and residential neighborhoods or communities. The uses in this heavy industrial development are generally inappropriate land use category tend to benefit greatly from major business within this land use category. The Plan anticipates that this grouping and regional sized shopping centers; therefore, this category will typically be designated as a critical area. The land use category may consist of a collection of relatively Plan also anticipates that development of property with this large freestanding commercial uses and integrated centers. recommendation would result from a public input process. These uses are generally characterized by indoor operations, but may have accessory outdoor operations limited to Office Commercial Uses approximately 5 to 10 percent of a use’s gross floor area. Color: Pink Generally, these uses are consistent with the following Index Number: 9 characteristics: Maximum Gross Floor Area: 1,000,000 This land use category is for low-intensity office uses, square feet Service Area Radius: 15 miles Location: On integrated office development and compatible office-type a primary arterial near the intersection with a secondary or uses. Retail uses are not promoted in this category, unless primary arterial. Maximum Outlots: As needed. those uses are significantly subordinate to the primary office use or the retail use exclusively serves an abundance of Heavy Commercial Uses office uses in proximity to the retail use. Office Commercial Color: Red Uses can exist either as buffers between higher intensity land Index Number: 12 uses and lower intensity land uses or as major employment This land use category is for general commercial and related centers. The following uses are representative of this land use office type uses. The uses in this land use category tend category: medical and dental facilities, education services, to exhibit characteristics that are not compatible with less insurance, real estate, financial institutions, design firms, legal intensive land uses and are predominantly devoted to exterior services, day care centers, mortuaries, and communications operations, sales and display of goods; such as automobile studios. sales and heavy equipment sales. Location: On a primary arterial Community Commercial Uses Color: Red Light Industrial Index Number: 10 Color: Light Purple This land use category is for low-intensity retail commercial Index Number: 13 and office uses, which serve a predominantly residential This land use category consists of industrial uses, which market adjacent to, or very near, the location of the use. The are conducted within enclosed structures and which may uses in this land use category are designed to fulfill a broad have no, or extremely limited outdoor storage requirements. range of retail, personal, professional and business services Those industrial uses that require no outdoor storage can be and are either freestanding or part of a small integrated center considered appropriate buffers, provided the use does not typically anchored by a grocery store. These centers contain exhibit characteristics incompatible with less intensive land no, or extremely limited, outdoor display of merchandise. uses. This category, regardless of the amount of outdoor Generally, these uses are consistent with the following storage, is considered an appropriate buffer between general characteristics: Maximum Gross Floor Area: 125,000 square industrial uses and less intensive land uses. Light industrial feet Maximum Acreage: 25 acres Service Area Radius: 2 miles uses should create minimal impact on adjacent property. Location: On an arterial or at the intersection of an arterial with a collector. Maximum Out lots: 3 General Industrial Color: Dark Purple Regional Commercial Uses Index Number: 14 Color: Red This land use category consists of industrial uses, which Index Number: 11 are intensive and are characterized by outdoor operations, This land use category is for general commercial and office significant requirements for outdoor storage, and/or intense
93 emissions of light, odor, noise and vibration. These uses may have significant impacts that are difficult, expensive or impossible to completely eliminate or buffer from adjacent properties.
Special Use Color: Grey Index Number: 17 This land use category consists of a variety public, semi- public and private land uses that either serve a specific public purpose (such as schools, churches, libraries, neighborhood centers and public safety facilities) or are unique uses exhibiting significant impacts on adjacent property (such as the Indianapolis International Airport, Indiana State Fair, and Indianapolis Motor Speedway).
Park Color: Green Index Number: 15 This land use category consists of public or private property designated for active and/or passive recreational amenities.
Footnotes
1 Lafayette Road / Coffin Park Neighborhood Plan, Department of Metropolitan Development, Division of Planning, Indianapolis - Marion County, July, 1990.
2 Wesley United Methodist Church: A Local History Compiled and Written by: Dr. Alvis H. Styron, Jr. Senior Pastor-2001
3 Encyclopedia of Indianapolis, edited by David J. Bodenhamer and Robert G. Barrows, Indiana University Press, 1994.
4 & 5 Marian University website
6 Storrow-Kinsella Associates and Christina Jones, Indianapolis Department of Parks and Recreation
94 Credits Kevin Mayfield, Senior Planner IndyGo City of Indianapolis Michael Terry, President and CEO Gregory A. Ballard, Mayor Annette Darrow, Manager of Planning and Scheduling City County Councilors Maggie Lewis – District 7 IndyParks Monroe Gray – District 8 Andre Denman, Principal Planner Marilyn Pfisterer – District 14 Christina Jones, Park Planner Doris Minton McNeill – District 15 At-Large City County Councilors Meeting Participants Ed Coleman Bonnie Ade Barbara Malone Umar Al-Khattab Joanne Sanders Anna Allen Kent Smith Jenice Elaine Allen David K. Baird, Wayne Township Trustee Department of Metropolitan Development Bill Baker Maury Plambeck, AICP, Director Jeb Bardon, Indiana State Representative John Bartholomew, Public Information Officer Marilyn Bardon Matthew Barth Division of Planning Ken Barlow Michael Peoni, AICP, Administrator Brenda Bellamy Keith Holdsworth, Principal Planner II Joe Bobuch Dennis Slaughter, AICP, Senior Planner Bob Bruder Alice Gatewood, Planner Ruth Buening Bob Wilch, Principal Planner II Naveed Burki David Hittle, Senior Planner Brian Carney Paul Lambie, Senior Planner Ralph Chambers Amanda L. Charboneau Division of Neighborhood Services Mary Clark Andy Harris, Administrator Richard Condre Donna Forbes, Assistant Administrator Joseph Conerty Mary Chalmers, Mayor’s Neighborhood Liaison Kathleen Lucas Carlos May, Mayor’s Neighborhood Liaison Michael Cozmanoff Betty Smith Beecher, Mayor’s Neighborhood Liaison Chris Cozmanoff Frank Danbeck Department of Public Works James Davdison David Sherman, Director Martina Dawnorowicz Nathan Sheets, Assistant Administrator Beverly Dotlich-Alexander Andy Lutz PE, Senior Project Manager Gala Dynes Keith Erwin Indianapolis Metropolitan Planning Organization Andrea Fagan Lori Miser, Executive Director Carol Ann Farrow Phillip Roth, AICP, Master Planner John W. Felter Steve Cunningham, Principal Planner Peggy Gamlin Tom Beck, Principal Planner Tom Glass Anna Tyszkiewicz, Principal Planner Sarah Glass
95 Jim Goebel Jay Patterson Bev Goebel Jacqui Payne Bob Golobish John Pearson Gracie Gordon Dawn Pembrook Clifford Gordon Jr. Dean Peterson Matt Grimes, Indianapolis Metropolitan Police Department Jeffrey Pettigrew Robert G. Guthrie Sr. Joe Pfenning Phyllis Hackett Marilyn Pfisterer, City County Councilor Joe Haklin Connie J. Pottenger Lathaniel Harrell Marjorie Pottenger Tim Hendricks Nancy Pottenger Max Henschen Haroon Qazi Jack Hill Ester Quarles Matt Horan M.M. Rausch Peg Huffman Regina Maxey Brittany Jackson Cassie Reiter Vicki Jackson Jeffrey Roach Sheryle Jefferson Russell D. Rogers Justin Jenkins Nina Rose Julee Jenkins Scott Rosenberger Ken Johnson Valerie Ross Jenny Johnston Warren Ross Linda Karn Ruth Ross Brittany Kenna Katie Rzepka Keith Keppel Jane Schaedel Gloria Keppel Syeed A. Shah Herschel Kirk Nadeem Siddiki Nancy Kirk Doris Smith Lynn Kreiger Greg Smith Doris Kubiak Theresa Smith Deborah Lawrence Kaye Smith Larry Lawson Troy Smith Maggie Lewis, City County Councilor Bob Staton Bernadine Lentz Scott Swank Janice Lindsay Val Tate Jeremy Littell Ashley Thomas Paul Lockard Ingrid Toschlog Varghese Maliakkal Alfredo Turruiates Nada Maynard Iris Vogel-Eskew Doris Minton-McNeill, City County Councilor Phillip Votauw Jacquelin Muhammed Sheila Walkup Cindy Muhlenkamp Tiffany Wessler David Namas Charles Workman Bryanna Nance Pam Young BreAnna Nunez David Young Colleen O’Connor Angelica Zieke
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