INDOT – Sheila Kennedy

The ReThink Project

I used to defend Indiana’s slow progress by pointing out that allowing other states to innovate and then seeing what worked and what didn’t was prudent. What happened in State X after it did thus-and-so, and what can we learn about the best way to handle thus-and-so?

Unfortunately, that justification too often mistakes stubborn resistance to change for prudence.

That bureaucratic refusal to consider past error was especially annoying in the initial effort to get the Indiana Department of Transportation (INDOT) to rethink its automatic approach to repairing the Interstate highways that divide the city’s downtown.

As I have previously written, it was inarguable that at the 50-year mark (which we hit a few years back),those interstates required extensive repairs. A group of downtown residents, businesses, architects and landscape architects formed a group they called “ReThink I69/70” and urged INDOT to “rethink” the design of those highways and to mitigate, where possible, the problems they’d created when they were first rammed through the city’s Black and historic neighborhoods.

The racism reflected in the siting of the nation’s Interstate system has been widely documented, and the Biden Administration is confronting the damage.

The interstate system — largely built between the 1950s and 1970s — helped move Americans in large numbers and at high speeds, but its creation required a lot of destruction. History.com reports that “more than 475,000 households and more than a million people were displaced nationwide” due to federal highway construction. “Hulking highways cut through neighborhoods, darkened and disrupted the pedestrian landscape, worsened air quality, and torpedoed property values.”

That damage was largely inflicted in Black and Latino neighborhoods. That wasn’t an accident. At Yale Law Journal, Sarah Schindler writes that the “placement of highways so as to intentionally displace poor black neighborhoods” was commonplace in places like New York, Miami, Omaha, Oakland, and many other American cities. “Although this work was undertaken in order to make places more accessible to cars,” she adds, “it was also done with an eye towards eliminating alleged slums and blight in city centers.”

Knocking down poor neighborhoods to make room for commuter highways was inherently racist, the Los Angeles Times adds: “Highway builders often defended taking property in Black neighborhoods by arguing the land was cheapest there — a fact that relied on government-backed mortgage redlining policies that discouraged investment in Black areas.” Sometimes the harmful intent was more overt, Reuters reports. In Montgomery, Alabama, the state routed Interstate 85 “through a neighborhood where many Black civil rights leaders lived, rather than choosing an alternate route on vacant land.”

The need to address structural problems in our aging roadways gave Indianapolis a rare opportunity to address the problems created by those initial decisions. The ReThink group argued that thoughtful revamping could improve traffic flow and restore community connectivity and walkability. It could also spur economic development that would significantly add to the city’s tax base–nothing to sneeze at, given our fiscal constraints. It is rare that a city gets such an opportunity.

The initial response of INDOT was to ignore and dismiss the alternatives promoted by the ReThink coalition. It took considerable time and effort to get the agency just to back off its initial plans to add lanes to the current configurations, consuming more real estate and increasing the divisions between neighborhoods. By the time the coalition had generated enough attention and support for redesign, the northeast section of Indiana’s Inner Loop was already being reconstructed–in place, but thankfully, without the additional lanes and concrete walls.

The remaining work, however, may benefit from the persistence of the ReThink coalition and the Biden Administration’s emphasis on the need to address the mistakes (and animus) of the past

Today Mayor Joe Hogsett, Congressman André Carson, Rethink Coalition, and the Indy Chamber announced a $2 million grant from the U.S. Department of Transportation (USDOT). The award will fund a planning study around the southeast leg of the I-65/I-70 Downtown Inner Loop near the Fletcher Place and Fountain Square neighborhoods, examining how to create more livable, reconnected communities around the interstate while maintaining interstate commerce and regional travel.

“This federally funded study will help guide our community as it looks at ways we can reunite neighborhoods divided by the original interstate program,” said Mayor Joe Hogsett. “Thanks to USDOT, INDOT, and our community partners, this announcement begins a process that could have lasting benefit for generations of Indianapolis residents.”

There’s a broader lesson here. Citizens who are sufficiently aroused can move lawmakers and bureaucrats.

Chinese citizens forced changes to their government’s COVID rules. Iranians are protesting their government’s “morality police.” Israeli citizens are opposing Netanyahu.

Margaret Mead said it best : Never doubt that a small group of thoughtful, committed citizens can change the world; indeed, it’s the only thing that ever has.

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Highways And Critical Race Theory

Opponents of (a dramatically-mischaracterized) Critical Race Theory are essentially arguing against the recognition of just how deeply racism has affected American law and culture. They argue–and some undoubtedly believe–that civil rights laws created a level playing field, and that it’s now up to minority folks to stop complaining and make use of their equal opportunities.

The problem with that belief–even if we leave aside the sociological effects of two hundred plus years of history–is that it is wrong.

As a society, we are just beginning to appreciate the extent to which racial animus has been baked into our laws and customs. (I was shocked to read The Color of the Law, for example, which documented how deeply the federal government was implicated in redlining and the segregation of America.) Only because I was involved in an effort to modify plans for rebuilding Indiana’s interstates within Indianapolis’ downtown did I become aware of the degree to which the original placement of those highways was the result of racist motives and assumptions.

Fifty-plus years ago, when the interstate system was built, entire neighborhoods were razed to make room for them. Homes, businesses, and urban amenities were destroyed, and the highways became barriers between neighborhoods, cutting people off from job opportunities and retail options.

Subsequent environmental studies have shown that air pollution from highways negatively impacts student outcomes in nearby schools.

All of these negative impacts fell most heavily on Black neighborhoods and businesses, and that was definitely not accidental. As an architect recently wrote in The Washington Post about North Claiborne Street, formerly a bustling corridor in New Orleans:

There were many masters on North Claiborne, and Black New Orleanians were the beneficiaries of their talents. There were doctors, lawyers, retailers, insurance agents, teachers, musicians, restaurateurs and other small-business owners. The avenue stretched across the Tremé and 7th Ward neighborhoods, and in the Jim Crow era, it served as the social and financial center of the Black community.

The government tore up the avenue nearly 60 years ago, burying the heart of Tremé and the 7th Ward so the Claiborne Expressway, part of Interstate 10’s transcontinental span, could run through the city. New Orleans wasn’t alone. The same kind of thing happened across the country; Black communities like those in St. Paul, Minn., Orlando, Detroit, Richmond, Baltimore, Oakland, Calif., and Syracuse, N.Y., were leveled or hollowed out to make way for federal highway building. The Biden administration hopes to use the massive infrastructure bill now working its way through Congress to help remedy the harm done by these hideous scars, to “reconnect neighborhoods cut off by historic investments,” in President Biden’s words. It’s not clear how much of the trillion dollars that lawmakers are contemplating will actually make it to places like North Claiborne. But those places aren’t just abstract line items in a budget resolution to people like me; they’re lived realities — vivid examples of how racist planning destroyed communities of color in America.

Our aging infrastructure now requires repair and replacement, and a number of cities have recognized the harms done by those original siting decisions, They have also recognized how racist assumptions–and all too often, conscious racial animus–prompted those decisions, and have moved to ameliorate them. (Indiana’s DOT, it will not surprise you to learn, has thus far resisted similar efforts to fundamentally redesign those highways and reconnect neighborhoods.)

There are numerous reasons to rethink the country’s interstates, and most of those reasons have nothing to do with race. City centers have changed, historic districts have proliferated, we know more about the negative effects of highway pollution, etc. But we also shouldn’t forget why so many of those highways were built where they were.

As the author of the Post essay concluded:

I do not understand why we can’t look at these infrastructure relics the way we look at monuments to white supremacy, such as statues of Confederate heroes and obelisks apotheosizing the Lost Cause. The statues are hurtful reminders of the times when Black people and Native Americans were seen as commodities or nuisances that needed removal. But urban highways are more than a reminder; they continuously inflict economic, social and environmental pain on neighborhoods like mine. Like other monuments to racism, they must be removed. The nation has a chance to support the rebuilding of disenfranchised and fractured communities and make them whole. It won’t be easy, but I hope we will seize the moment.

We don’t look at highways as monuments to White Supremacy, because we don’t know–and haven’t learned–how White Supremacy influenced–determined– their placement. It’s just one more aspect of our current society whose origins we prefer not to understand.

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Show Up–It’s Important!

Apologies to readers outside central Indiana, but this is important.

Local readers may have missed an announcement that there will be an “open house” to provide information on the System-Level Analysis of the entire downtown interstate system (aka the North Split) on Wednesday May 23, from 3:00 to 7:00, at the Biltwell Event Center, located at 950 S. White River Parkway S. Drive.

Presentations by INDOT–the Indiana Department of Transportation– will be given at 4 p.m. and 6 p.m. There will be an opportunity for attendees to weigh in–and given INDOT’S disinclination to listen to urban planners, local residents and Indianapolis leadership, a big turnout is really important.

A bit of background:

Indianapolis’ downtown Interstates are at the end of their useful life and are becoming unsafe. INDOT bureaucrats have made it clear that they see absolutely no reason to deviate from the approach they’ve used for 50 years: prioritize concrete over livability and treat in-city infrastructure no differently than interstates crossing rural cornfields. Build huge “buttress walls” and add lanes to the existing overpasses, increasing the length of the street-level “tunnels” that already make street-level walking and biking unpleasant and historic residential neighborhoods less livable.

Thus far, they’ve treated the civic leaders and downtown residents who want to use this opportunity to correct a fifty-year-old mistake as annoying interlopers.

Indianapolis certainly wasn’t the only city through which misguided bureaucrats rammed downtown highways–disrupting street grids, depressing commercial activity and destroying once-vibrant neighborhoods. There is now a half-century of research documenting the resulting damage to health, air quality and public safety in cities throughout the country. In addition to their very high maintenance costs, these structures play havoc with nearby property values and remove acres of prime real estate from the tax base.

Other cities have removed their downtown freeways, and the results have been uniformly positive.

Portland, OR, San Francisco, CA, and Milwaukee, WI replaced their downtown Interstates with boulevards, saving billions of dollars, increasing property values on adjacent land and restoring urban neighborhoods, and another ten cities are in the process of decommissioning theirs. Concerns about congestion and traffic delays have proved unfounded—exits from Interstates are limited, while boulevards allow access to the grid, so traffic moves more evenly.

The problem is that–although Indianapolis will bear the brunt of bad decisions– we don’t get to choose among available alternatives. The state controls the process, and resistance from INDOT has been intense–and disingenuous.

When local residents first objected to INDOT’s proposal to add lanes and erect towering walls as its “solution,” the agency insisted that illustrations produced by the Rethink committee (available at https://rethink65-70.org) didn’t reflect the agency’s as-yet unfinished plans. Yet when INDOT finally unveiled its version, it was identical to those illustrations.

INDOT spokespersons dismissed tunneling as an alternative, citing enormous costs incurred in Syracuse, but neglecting to mention that Syracuse is tunneling through bedrock. (Indianapolis would dig a ditch through dirt.) INDOT has been equally dismissive of the boulevard alternative, which would be far less expensive to build and maintain than INDOT’s proposed repairs and additions to the existing Interstates.

When urban planners and residents of historic neighborhoods raised concerns about the impact on the urban fabric, INDOT responded that such matters aren’t their concern. Their reviews are limited to traffic movement and safety.

We need to make those negative impacts their concern.

INDOT is speeding this project through the required hearings in a transparent effort to forestall any changes to its standard, cookie-cutter approach by getting the project too far along to be changed.

We local citizens may not be able to change the direction of the nation–but we can make INDOT slow its rush to double down on a fifty-year-old mistake. We can show up Wednesday, we can petition the Governor (INDOT does have to listen to him), and we can insist that they genuinely consider the practical and cost-effective alternatives employed elsewhere.

If you live in the Indianapolis area, please make time on Wednesday to demonstrate that doing it right this time is important to a large number of residents–that we aren’t going away just because we are annoying bureaucrats who want to stay in their cookie-cutter comfort zone.

It’s really important.

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Asking A Favor

I want to ask a favor of my readers in central Indiana–especially those who live or work in downtown Indianapolis, but also those who come downtown for sporting events, theater, restaurants and other entertainment.

I have previously posted about the upcoming project to repair crumbling Interstate bridges and roads in Indianapolis’ downtown. The city has a once-in-a-lifetime opportunity to correct the dysfunctions that were a consequence of poor decisions made 50 years ago, but it has become increasingly clear that INDOT — the state agency responsible for the project–is determined to dismiss the alternatives presented to them for consideration, and simply augment and buttress the existing configuration. (The agency claims to be evaluating the alternatives, but when they “explain” that putting the downtown interstates in a tunnel would be prohibitively expensive using an example from Syracuse that required boring through solid rock (Indianapolis would only have to dig a ditch), it is apparent that they are not acting in good faith. Apple-to-apple comparisons are available.

Downtown businesses and civic groups, Historic neighborhoods, architects and planners and lots of downtown residents have formed a coalition to push for that evaluation. We aren’t arguing about the need to repair this infrastructure, but we don’t want to lose the opportunity to mitigate the problems caused by the original construction.

The favor? Write a letter to Governor Holcomb, asking him to instruct INDOT to produce legitimate, comprehensive, good-faith evaluations of the alternatives available. Here is the letter I have sent; feel free to use it as a template.

Dear Governor Holcomb,

I am writing to you as a citizen of Indiana and a resident of downtown Indianapolis who is concerned about a major project being planned by INDOT to repair and widen the portions of Interstates 65 and 70 commonly referred to as the “spaghetti bowl.”

Fifty years ago, when the interstates were constructed, they were routed through an Indianapolis downtown that had been largely abandoned for the suburbs–a downtown dramatically different from today’s vibrant city center. The decisions made at that time divided neighborhoods, exacerbated public safety problems, and significantly delayed the ensuing commercial and residential redevelopment of our downtown.

Those interstates and their bridges are now deteriorated and require extensive and very expensive repairs. Indianapolis thus has a once-in-a-lifetime opportunity to dramatically improve what everyone concedes is a thoroughly dysfunctional system. A thoughtful revamping could improve traffic flow and restore community connectivity and walkability; it could also spur economic development that would significantly add to the city’s tax base.

Whatever decisions are made now will be in place for at least fifty to sixty years, so it is critical that this project fix current problems and enhance—not degrade—the city’s quality of life. A routine, “off the shelf” repair and lane widening project will simply lock the current problems into place.

In the face of INDOT’s clear intent to proceed with that “off the shelf” plan, a coalition composed of planners, architects, landscape architects, and business and civic leaders has come together and proposed two potential alternatives to the currently proposed approach. Both alternatives would free up considerable acreage for commercial development that would add to the city’s tax base, while the plan currently being considered—with massive concrete walls, longer underpasses and increased noise and air pollution– would substantially reduce the assessed value of a large number of properties, as well as the desirability of significant portions of downtown’s residential and historic neighborhoods.

When the current interstate routes were chosen, Indianapolis had no historic districts; today, those interstates disrupt five such districts. In our city, as elsewhere, historic district designations have generated an enormous amount of investment. Property values have continued to rise due to the attractiveness, walkability and residential character of those districts. INDOT’s current approach threatens that investment.

Fifty years ago, mistakes were made. Indianapolis has a rare opportunity to correct those mistakes. Members of the Coalition do not dispute the need for major repairs. We do dispute the clear preference of INDOT to effect those repairs using a standardized approach with which they are familiar and comfortable (and which would be entirely appropriate in a suburban or rural setting).

This is an issue requiring leadership that can only come from your office. I hope you will ensure that the alternatives proposed by the Coalition receive a genuine, unbiased evaluation.

Yours truly,

If you decide to email or snail-mail the Governor, I’d really appreciate a note telling me you did so!

Tomorrow, we’ll return to my usual ranting….

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Penny Wise, Pound Foolish: Zillionth Example

Today I’m delivering a brief Treatise on Government (apologies to John Locke…)in the form of a case study.

Fifty years ago, when interstates were first constructed, two were built through an Indianapolis downtown that had been largely abandoned for the suburbs–a downtown dramatically different from today’s vibrant city center. The routing decisions made at that time divided neighborhoods, exacerbated public safety problems, and delayed the ensuing commercial and residential redevelopment of our downtown.

Fifty years later, those interstates and their bridges are deteriorated and require repair. The Indiana Department of Transportation (INDOT) has proposed to make those repairs, and in the process to further widen the interstate lanes and bridges and buttress them with enormous, dystopian concrete walls.

Thanks to the need for extensive and costly repairs, Indianapolis has a once-in-a-lifetime opportunity to dramatically improve a thoroughly dysfunctional system. A thoughtful revamping could improve traffic flow and restore community connectivity and walkability; it could also spur economic development that would significantly add to the city’s tax base. (Nothing to sneeze at, given our fiscal constraints.)

It is rare that a city gets an opportunity like this. Whatever decisions are made now will be in place for at least fifty to sixty years, so you would think that careful planning would be undertaken, to ensure that any project fixes current problems and is consistent with the city’s quality of life and transportation goals.

Thus far, however, both INDOT and the Mayor’s office have seemed disinterested in engaging in such a planning process, or considering anything other than a routine, “off the shelf” (and very expensive) repair and lane widening project that will simply lock the current problems into place.

In response to that disinterest, a group of planners, architects, landscape architects and residents who have made significant investments in the city center have come together to propose two potential alternatives to the currently proposed approach, and are urging INDOT to analyze and consider those alternatives.

Both alternatives would free up considerable acreage for commercial development that would add to the city’s tax base, while the plan currently being considered would substantially reduce the assessed value of a large number of properties, as well as the desirability of significant portions of downtown’s residential and historic neighborhoods. The alternatives would also mitigate noise and air pollution, which are a problem currently and which would be worsened by the addition of lanes.

We would be crazy not to protect these municipal assets.

Fifty years ago, mistakes were made. Indianapolis has a rare opportunity to correct those mistakes. It remains to be seen whether our city and state governments are willing to listen to the hundreds of residents and businesses that will be affected by the decisions being made–whether they will be responsive both to their citizens and to the data, and flexible enough to adjust a business-as-usual approach when the data indicates it will exacerbate those initial mistakes.

Why is this my “case study”?

I post a lot about national policies on this blog, and obviously, I think those policies are important. But decisions like those in my case study are where the rubber meets the road, as the saying goes. Everyday decisions, made by government agency employees and implemented by elected officials–Mayors and Governors–are enormously consequential for our day-to-day lives.

Providing disruptive and/or dysfunctional infrastructure, starving public schools of resources, failing to provide adequate public safety and other public services–all these things diminish our property values and degrade our quality of life. They’re important.

Hell, they’re critical.

Ultimately, that’s what governing is all about. It’s not glamorous. It’s not about pomp and circumstance. It’s about the day-to-day grunt work necessary to provide a federal, state or local socio- political infrastructure that enhances the lives of citizens. I know Donald Trump doesn’t understand that, but most of the rest of us do.

Whether our state and local elected leadership recognizes the importance of these issues is an open question. When we know the answer, I’ll share it.

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