What's the future of the IndyGo Blue Line? Here's what to know.

Updated Jan 29: The Senate passed Senate Bill 52 by a 35-14 vote, with five Republicans joining Democrats in voting against it.

For the third time in two years, the future IndyGo Blue Line project is on the chopping block at the Indiana Statehouse due to its use of dedicated bus lanes.

The Senate appropriations committee voted 7-5 to move forward a bill by Republican Indianapolis Sen. Aaron Freeman to ban the use of dedicated bus lanes statewide for a year, including the Blue Line. IndyGo officials say they believe this would tank the project indefinitely because it would disqualify it from receiving key federal funds this year.

The hearing on Senate Bill 52 drew dozens of business owners, transit advocates and city leaders on both sides of the issue to the Statehouse, though the crowd leaned heavily toward opposing the bill.

This is the third time Freeman has floated such a proposal: first in a bill in early 2022, and later that session, as an amendment on an unrelated bill.

The 24-mile Blue Line would connect Cumberland to the Indianapolis International Airport mostly along Washington Street, though it would divert to I-70 west of Holt Street.

Freeman argues IndyGo should do the project with shared bus lanes so as not to disrupt traffic on Washington Street, and that dedicated bus lanes aren't the only way to address safety concerns on the fast-moving thoroughfare.

IndyGo's Blue Line: Project is up for discussion once again. Here's what people are saying.

"Washington Street could be better, no question," he said. "That could happen other ways, other than taking 60% of your lanes of traffic."

But IndyGo says it is committed to dedicated lanes as a way to improve safety, ensure reliable bus schedules and qualify for federal dollars for infrastructure improvements.

"We are too far along to go backwards," said Jennifer Pyrz, interim president and CEO.

IndyGo is in the final stages of designing the Blue Line. Construction is tentatively slated to start in 2025 and finish in 2027. The project's latest design, with an estimated price tag of $370-390 million, includes dedicated lanes along about 60% of the route, down from 70%.

Briggs: Irvington businesses gave Aaron Freeman an ax to kill the Blue Line

Could IndyGo do shared lanes?

The key funding source in question is a $150 million "Small Starts" grant from the Federal Transit Administration that IndyGo expects to finalize later this year. IndyGo's project application includes the use of dedicated lanes.

Without dedicated lanes, IndyGo could still qualify for the same federal grant but would have to submit a new proposal. But IndyGo fears a resubmission would mean further delays; delays can mean increased costs, which could bump them into a new funding tier that does not accept projects without dedicated lanes.

The federal money would assist with major infrastructure improvements along the Blue Line ― such as new sidewalks, new pavement, ADA-accessible curbs and long-deferred drainage issues ― that the city has not been able to address with its current budget.

Freeman referenced previous analyses by engineering firm HNTB that recommended against the use of dedicated lanes for the Blue Line. Those analyses determined there is not enough bus ridership along the route to justify dedicated lanes, and that the potential for "empty" lanes could lead to negative perceptions of the bus line.

IndyGo's choice to pursue dedicated lanes, rather, has to do with accessing those federal dollars for infrastructure work, as well as a desire to slow down speeding drivers and improve safety for pedestrians.

Testimony on safety, business needs

Safety was the prevailing theme in testimony from those opposed to the bill, from business owners to people who don't travel by car.

William Hazen, a bus driver for IndyGo, said four of his riders have been killed by speeding drivers on Washington Street and dedicated lanes would serve as a traffic-calming measure.

"I wish my riders were here today to speak in opposition to this bill," he said.

There are economic arguments, too: A fast Blue Line from the airport would mirror public transit systems in many other cities, argued James Wallis, executive vice president of Visit Indy.

"We’re probably in the bottom quartile in transit options to and from the corridor," he said.

The three dozen people who testified along these lines outnumbered approximately 10 supporters, mostly business owners worried about the impact on traffic and access to their businesses.

The issue has become so contentious in Irvington that Lisa Bennett, owner of Black Sheep Gifts, said it has pitted neighbor against neighbor.

"We have a community in Irvington that is very tight knit," she said. "We can disagree, but we have each other’s backs. On this issue, the dedicated lanes seems to have changed that."

Does Senate Bill 52 have a shot?

Freeman said he had pledged not to take up this issue again until he knew he had the support of the House, which is where the buck stopped in previous years.

House Speaker Todd Huston said he thinks the one-year pause on dedicated lanes is a good idea while lawmakers continue studying Indiana's road needs and funding ― including whether the state should play more of a role in taking care of Washington Street, which used to be a state highway. Senate Bill 256 from Sen. Ryan Mishler, R-Mishawaka, extends an Indiana roads task force for another year.

"It's a pause to make sure, before we do anything dramatic on Washington Street and get through the 2025 session ― where I'm sure road funding will be a heavy topic of discussion. Makes sense to me," Huston said.

Contact IndyStar state government and politics reporter Kayla Dwyer at kdwyer@indystar.com or follow her on Twitter@kayla_dwyer17.

Statehouse reporter Brittany Carloni contributed to this story.

This article originally appeared on Indianapolis Star: IndyGo Blue Line: Everything to know about the project, shared lanes