Indiana Notes

[I-55]

Indiana can easily and fairly toll the interstates within its borders. The solution is to toll vehicles as they come into the state. The toll should be a one-time fee, which after being paid, allows unlimited travel on Indiana's roads. The toll facilities, positioned just inside the state line, should be placed on all the interstates as well as other major roads, such as US 31.

It wouldn't be a perfect system, as there needs to be a mechanism of sorts to accommodate commuters who frequently travel between states, for work, etc. But that's doable, whether it be exemptions or a lower toll. It's important to bear in mind the tolling goal — perhaps better termed a usage fee — is to produce revenue from vehicles both passing through the state or coming into the state and using the road system. Freight hauling trucks will, of course, face the heaviest burden.

Seems like a recipe for disaster. What happens with plates from jurisdictions that require replacing them every few years, even on the same car? And if that plate number is reassigned to a new vehicle? Do folks with vanity plates just pay once and that's good for however many vehicles that plate is assigned for in the future?

The tolling of interstates in Indiana is likely coming. Ideas are needed. I put forth one, a suggestion which you deem non-workable. But how different is my idea from other tolling operations, which now primarily rely on the E-ZPass collection system. I'm open to hearing all suggestions. Do you have one? By the way, if a plate is reassigned to another vehicle the person or entity listed on that vehicle's registration becomes responsible for all forthcoming toll fees. What's new about that? The DMV isn't going to reassign a plate if it has outstanding unpaid tolls. Am I missing something here?

I think MolandFreak's understanding of ITB's proposal is that after you pay your one time fee you can travel  through that toll plaza an unlimited number of times after that initial payment. I interpret it as a toll for each entry to the state without tolls in the interior. Most states that eliminated cash/card payments in person in favor of all electronic tolling use either transponders or license plates to execute toll collection, so I see no issue with ITB's proposal.

As for accommodations for frequent interstate commuters, there are two models I see that could work. The RiverLink model (IN-KY Bridges), where once a RiverLink E-ZPass holder crosses the river a certain number of times in a month, the fee for crossing reduces from $2.61 to $1 for all fees incurred that month. A similar system could be in place on the Borman: for example, after entering the state for the 20th time,  fee reduction from say $3 to $1 for a monthly total of $20 instead of $60.

The other model is the Single Fee Discount Plan. For the West Virginia Turnpike, one can purchase an E-ZPass under this plan for $26.25 (plus $13 for a transponder) that covers unlimited travel of the turnpike for one year (normally $13.50 for full length one way). I imagine this fee would be more expensive given that this is presumably going to be for Indiana's entire interstate system (or most of it anyway).

Either method could get messy with E-ZPass migration. There are 3 predominant transponders used by Indiana residents (Indiana Toll Road E-ZPass, Riverlink E-ZPass, Illinois I-Pass). Most discount plans are only for holders of the maintaining agency's own E-ZPass. INDOT does not have it's own E-ZPass, instead the ITRCC operates it for the toll road. Idk if INDOT will open their own pass or if they'll find compatibility for the ones already in use (except maybe I-Pass as the other two are native to Indiana). Comparing the fees will be very interesting when all is set and done.

[vdeane]

Yuck.  I dislike "soak the strangers" arrangements and state line tolls certainly fit the bill.  IMO such things (like what Delaware does) should be illegal (except in the case of major bridges/tunnels where the state line crosses the bridge).  I like the way the Thruway does things, where there's a free exit within the state before people are charged a toll (sadly, the Thruway has gone all-in on transponder discrimination in recent years after resisting for a long time).

If the problem is the gas tax, then muster up the political courage to raise it.  If the problem is EVs, then slap a tax on electricity and split the revenue with the electric grid (which needs modernization as well).

I think MolandFreak's understanding of ITB's proposal is that after you pay your one time fee you can travel  through that toll plaza an unlimited number of times after that initial payment. I interpret it as a toll for each entry to the state without tolls in the interior.

I interpreted it the way you did as well, though I suppose it could be like NY's congestion pricing where people are only charged once a day no matter how many other times they may have crossed into the toll zone.

[ITB]

In regards to my interstate tolling idea for Indiana, I'd like to note it's just a idea. At some point, it might be taken up, given a hard look, but in all likelihood that won't happen. Most ideas are discarded well before they reach that deeper, evaluation stage.

I also want to say I always welcome valid critique. That's how, in my mind, an idea becomes a better idea. Over the years, I've seen a lot of very good ideas put forward in the forum — for example, suggestions on how a certain interchange might be redesigned. Again and again, I've been impressed with the creativity of a number of forum members.

Nearly every state in the union is now beginning to feel a revenue stream pinch based on the gasoline tax model. In Indiana, around 33,400 electric vehicles were registered in 2024. That number does not include hybrids. That's a lot of vehicles that no longer have to stop at a gas station to fill up. And, as everyone knows, the number of electric vehicles on our roads has been growing each and every year.

So the alarm bells are ringing in many statehouses across the country. Houston, we have a problem! Indeed, we do. New road and bridge tolls are one potential solution state agencies are taking a hard look at now. Extensive tolling is probably going to happen in some states. In Indiana, at this time, it's a weak maybe. But for many state officials across the land, tolls are an easier more palatable solution to implement, rather than raising the sales tax or implementing an infrastructure fee attached to utility bills.

Everyone wants good, high quality roads, regularly maintained and improved if necessary. The thing is it's getting to be very expensive to do just that. About a decade ago, when Indiana constructed the first three sections of I-69 from I-64 in Evansville to US 231 in Greene County, the cost was a mere $700 million. To build those road sections today would probably cost $1.5 or $2 billion, maybe even more. To make matters worse, the amount of money available via the gas-tax revenue stream, as noted above, is showing signs of weakness.

When I thought up my interstate tolling scheme for Indiana, and, really, it's just exploratory — a little poke to get the wheel turning you might say — I wondered what could be done without costing an arm and leg. Tolling by distance, by the mile for instance, seemed impractical, as dozens of collection facilities would be necessary, along with a myriad of reconfigured exits. The cost would amount to hundreds of millions, more likely, billions. It seems more reasonable to simply toll vehicles as they enter into Indiana on the major highways and interstates. This way a limited number of toll facilities would be needed, keeping costs significantly down. Yes, the system wouldn't be perfect and might seem unfair to drivers from out-of-state who are either just entering the state for a few hours or are only passing through. Indiana residents, too, will likely be displeased that they have to pay a fee every time they return home after leaving the state for a vacation or to visit out-of-state friends and relatives.

Maybe the word "tolls" should be shoved aside in favor of the more precise "usage fee." With that term everyone entering Indiana, whether a resident or non-resident, would know exactly the purpose of the fee — to maintain and improve the roads in the state. No one likes to be assessed a fee, but it becomes more palatable when they know exactly how its being applied.

I want to thank those who posted thoughtful responses above. My apologies, too, for perhaps knee-jerk responding a little too quickly to a post or two, which also had meaningful things to say.

[Rothman]

Indiana registers 6.5 million vehicles annually.  33,400 represents half a percent of that number...

[ITB]

Indiana registers 6.5 million vehicles annually.  33,400 represents half a percent of that number...

Correct. Exactly half a percent of Indiana's 6.6 million total vehicle registrations in 2024.

Here's the registration trend of electric vehicles in Indiana:

2018    3.4K
2019    5.1K
2020    7.0K
2021    10.7K
2022    15.9K
2023    23.9K
2024    33.4K
2025    12.9K (partial)

This information can be found on the Indiana Fuel Vehicle Dashboard. The trend is clear: The number of electric vehicles in Indiana is rapidly increasing, evidenced by the more than doubling of EVs between 2022 (15.9K) and 2024 (33.4K).

Yesterday, China's largest manufacturer of EV batteries announced significant advances in battery technology. The new batteries are expected to be cheaper and faster to charge. The company also has developed a sodium-ion battery to used as an auxiliary battery in EVs, providing backup as well as extending range.

The cost between EVs and ICE (Internal Combustion Engine) vehicles is narrowing. Vehicle manufacturers around the world are well aware that aside from the expensive battery, EV production price points are generally lower than those of similar-model ICEVs. For example, an EV does not require a costly transmission.

The changeover to electric vehicles is well underway. It's hard to say how fast the transition will happen, but it's bound to speed up when manufacturers begin offering EVs at lower prices than ICEVs.

[Rothman]

Until range and charge times are more in line with ICEs (e.g., gas fillups), I see electric vehicles still being in the minority.  I think it'll be quite a number of years before electric vehicles cheapen.  And then, with advances in battery technology, charging locations will have to keep up or be built. 

[TheCleanDemon]

Until range and charge times are more in line with ICEs (e.g., gas fillups), I see electric vehicles still being in the minority.  I think it'll be quite a number of years before electric vehicles cheapen.  And then, with advances in battery technology, charging locations will have to keep up or be built. 

The big difference here is that I could, hypothetically, charge an electric car at home. I don't have gas pumps at my house.

[Rothman]

Until range and charge times are more in line with ICEs (e.g., gas fillups), I see electric vehicles still being in the minority.  I think it'll be quite a number of years before electric vehicles cheapen.  And then, with advances in battery technology, charging locations will have to keep up or be built. 

The big difference here is that I could, hypothetically, charge an electric car at home. I don't have gas pumps at my house.

And yet, as roadgeeks, a lot of us travel extensively.  Finding gas stations is still an easier affair than finding chargers.  And then you have the issue that not all chargers are created equal or even maintained as they should be (although reports of broken chargers have diminished over the last year or so).  Give me an electric car that costs similarly to an ICE car, has a similar range and similar time to fill up and I'll switch.

Also keep in mind about a third of our population rents and may not be able to charge at home.

[mgk920]

As I have said in ere and elsewhere many times in recent years, except in very limited cases, I am not bullish at all on the idea of straight battery-electric vehicles (try running a big soove towing an Airstream trailer westward out of Denver, CO into Utah on I-70 an a battery only stopping for food and rest breaks). IMHO, it would be far better (more efficient) to put transportation infrastructure on the general fund, with the logic being that more more and heavier vehicles that one drives, the more overall taxable economic activity that that person engages in.  Then parse 'in state' v. 'out of state' driving, etc . . .

Mike

[vdeane]

And yet, as roadgeeks, a lot of us travel extensively.  Finding gas stations is still an easier affair than finding chargers.  And then you have the issue that not all chargers are created equal or even maintained as they should be (although reports of broken chargers have diminished over the last year or so).  Give me an electric car that costs similarly to an ICE car, has a similar range and similar time to fill up and I'll switch.

Also keep in mind about a third of our population rents and may not be able to charge at home.

I'd be happy with current charging times IF all the restaurants/convenience stores services travelers had ubiquitous chargers (ie, every spot, or enough that I wouldn't have to worry about waiting on anyone charging) AND range was high enough that I'd only need to stop to charge when I want to get lunch anyways.  But that does still leave the apartment problem, especially since even the complexes that have charging don't provide it for every spot, instead they just have a couple and people need to move their cars around to charge (never mind that the convenience of home charging is supposed to be "set it and forget it").

[Life in Paradise]

Indiana registers 6.5 million vehicles annually.  33,400 represents half a percent of that number...

Correct. Exactly half a percent of Indiana's 6.6 million total vehicle registrations in 2024.

Here's the registration trend of electric vehicles in Indiana:

2018    3.4K
2019    5.1K
2020    7.0K
2021    10.7K
2022    15.9K
2023    23.9K
2024    33.4K
2025    12.9K (partial)

This information can be found on the Indiana Fuel Vehicle Dashboard. The trend is clear: The number of electric vehicles in Indiana is rapidly increasing, evidenced by the more than doubling of EVs between 2022 (15.9K) and 2024 (33.4K).

Yesterday, China's largest manufacturer of EV batteries announced significant advances in battery technology. The new batteries are expected to be cheaper and faster to charge. The company also has developed a sodium-ion battery to used as an auxiliary battery in EVs, providing backup as well as extending range.

The cost between EVs and ICE (Internal Combustion Engine) vehicles is narrowing. Vehicle manufacturers around the world are well aware that aside from the expensive battery, EV production price points are generally lower than those of similar-model ICEVs. For example, an EV does not require a costly transmission.

The changeover to electric vehicles is well underway. It's hard to say how fast the transition will happen, but it's bound to speed up when manufacturers begin offering EVs at lower prices than ICEVs.

The problem is more compounded that what those EV numbers show.  Much of the time those EVs will take the place of a locally driven vehicle so those gassed up miles will be gone from the tax roles.  I would say a percentage of those vehicles registered are not driven much (classic vehicles, senior citizen vehicles).  I have a hybrid, and it gets 30-40% better gas mileage than the non-hybrid version.  All of these things plus overall vehicle efficiency is working to lower gas tax revenue.  Smart states are just trying to get ahead of it since gas tax revenue is projected to go down and construction costs going up (which hasn't been helped by governments throwing money at projects delayed due to Covid and bidding costs increasing due to finite resources/manpower).

[Molandfreak]

Indiana can easily and fairly toll the interstates within its borders. The solution is to toll vehicles as they come into the state. The toll should be a one-time fee, which after being paid, allows unlimited travel on Indiana's roads. The toll facilities, positioned just inside the state line, should be placed on all the interstates as well as other major roads, such as US 31.

It wouldn't be a perfect system, as there needs to be a mechanism of sorts to accommodate commuters who frequently travel between states, for work, etc. But that's doable, whether it be exemptions or a lower toll. It's important to bear in mind the tolling goal — perhaps better termed a usage fee — is to produce revenue from vehicles both passing through the state or coming into the state and using the road system. Freight hauling trucks will, of course, face the heaviest burden.

Seems like a recipe for disaster. What happens with plates from jurisdictions that require replacing them every few years, even on the same car? And if that plate number is reassigned to a new vehicle? Do folks with vanity plates just pay once and that's good for however many vehicles that plate is assigned for in the future?

The tolling of interstates in Indiana is likely coming. Ideas are needed. I put forth one, a suggestion which you deem non-workable. But how different is my idea from other tolling operations, which now primarily rely on the E-ZPass collection system. I'm open to hearing all suggestions. Do you have one? By the way, if a plate is reassigned to another vehicle the person or entity listed on that vehicle's registration becomes responsible for all forthcoming toll fees. What's new about that? The DMV isn't going to reassign a plate if it has outstanding unpaid tolls. Am I missing something here?

I think MolandFreak's understanding of ITB's proposal is that after you pay your one time fee you can travel  through that toll plaza an unlimited number of times after that initial payment. I interpret it as a toll for each entry to the state without tolls in the interior. Most states that eliminated cash/card payments in person in favor of all electronic tolling use either transponders or license plates to execute toll collection, so I see no issue with ITB's proposal.

As for accommodations for frequent interstate commuters, there are two models I see that could work. The RiverLink model (IN-KY Bridges), where once a RiverLink E-ZPass holder crosses the river a certain number of times in a month, the fee for crossing reduces from $2.61 to $1 for all fees incurred that month. A similar system could be in place on the Borman: for example, after entering the state for the 20th time,  fee reduction from say $3 to $1 for a monthly total of $20 instead of $60.

The other model is the Single Fee Discount Plan. For the West Virginia Turnpike, one can purchase an E-ZPass under this plan for $26.25 (plus $13 for a transponder) that covers unlimited travel of the turnpike for one year (normally $13.50 for full length one way). I imagine this fee would be more expensive given that this is presumably going to be for Indiana's entire interstate system (or most of it anyway).

Either method could get messy with E-ZPass migration. There are 3 predominant transponders used by Indiana residents (Indiana Toll Road E-ZPass, Riverlink E-ZPass, Illinois I-Pass). Most discount plans are only for holders of the maintaining agency's own E-ZPass. INDOT does not have it's own E-ZPass, instead the ITRCC operates it for the toll road. Idk if INDOT will open their own pass or if they'll find compatibility for the ones already in use (except maybe I-Pass as the other two are native to Indiana). Comparing the fees will be very interesting when all is set and done.

Indeed, that is how I interpreted it. But the latter way could still present a range of problems if a vehicle is crossing the state line multiple times per day. Though I'm sure in those circumstances, a transponder could ensure those vehicles aren't getting charged more than they should.

[sprjus4]

https://www.indystar.com/story/news/politics/2025/05/02/the-speed-limit-on-i-465-is-now-higher-thanks-to-this-indiana-law/83406520007/

It's official: the speed limit on I-465 will be increased to 65 mph beginning July 1.

[Rothman]

https://www.indystar.com/story/news/politics/2025/05/02/the-speed-limit-on-i-465-is-now-higher-thanks-to-this-indiana-law/83406520007/

It's official: the speed limit on I-465 will be increased to 65 mph beginning July 1.

Heh.  Some sections have a hard time hitting that now.

[sprjus4]

https://www.indystar.com/story/news/politics/2025/05/02/the-speed-limit-on-i-465-is-now-higher-thanks-to-this-indiana-law/83406520007/

It's official: the speed limit on I-465 will be increased to 65 mph beginning July 1.

Heh.  Some sections have a hard time hitting that now.

More frequently, traffic is struggling to even stay below 65 mph.

[ITB]

Although the discussion about the looming revenue shortfall for INDOT has run its course, it may be worthwhile to take a glance at the department's 2024 budget to get a better picture.

In a presentation to the State Budget Committee December 16, 2024, then INDOT Commissioner Mike Smith and Chief Financial Officer Joe Gustin reported that INDOT had $3.83 billion in obligations for FY2024.

Of these obligations, $2.23 billion was INDOT's 2024 capital expenditures. That's the budget line item to maintain and build the state's roads and bridges, as well as other transportation items, like airports and railroads. In FY2024, INDOT had a $633.8 million operating budget, which supported a employee count of 3,625 (as of November 2024). In addition, $934 million was budgeted for local capital projects, multimodal, and debt service.

Smith and Gustin pointed out that INDOT had invested approximately $14.67 billion in the state's transportation infrastructure in the 2018–2024 time frame. During that period, 18,220 lanes miles of pavement were resurfaced, amounting to more than 50% of INDOT's total inventory. Through FY2024, more than 4,500 bridges were repaired or replaced, nearly 79% of the total number of bridges on state-maintained roads.

At the end of CY2023, according to Smith and Gustin, data showed that 94.3% of all state-maintained roads were in fair or better condition, as were 97.1% of all state-maintained bridges.

It was also reported to the Committee that INDOT sees state transportation revenue and its purchasing power steadily decreasing over the next 25 years. INDOT projects, for example, that, due to inflation, revenue of $1.75 billion in FY2025 will equal only $1.37 billion in today's dollars. In addition, INDOT is expecting to see a decline in fuel-tax revenue due to increased fuel efficiency and increased numbers of electric and hybrid vehicles.

It appears no potential solutions to the upcoming revenue shortfall were presented to the Committee at the December 16, 2024 hearing.

[silverback1065]

Although the discussion about the looming revenue shortfall for INDOT has run its course, it may be worthwhile to take a glance at the department's 2024 budget to get a better picture.

In a presentation to the State Budget Committee December 16, 2024, then INDOT Commissioner Mike Smith and Chief Financial Officer Joe Gustin reported that INDOT had $3.83 billion in obligations for FY2024.

Of these obligations, $2.23 billion was INDOT's 2024 capital expenditures. That's the budget line item to maintain and build the state's roads and bridges, as well as other transportation items, like airports and railroads. In FY2024, INDOT had a $633.8 million operating budget, which supported a employee count of 3,625 (as of November 2024). In addition, $934 million was budgeted for local capital projects, multimodal, and debt service.

Smith and Gustin pointed out that INDOT had invested approximately $14.67 billion in the state's transportation infrastructure in the 2018–2024 time frame. During that period, 18,220 lanes miles of pavement were resurfaced, amounting to more than 50% of INDOT's total inventory. Through FY2024, more than 4,500 bridges were repaired or replaced, nearly 79% of the total number of bridges on state-maintained roads.

At the end of CY2023, according to Smith and Gustin, data showed that 94.3% of all state-maintained roads were in fair or better condition, as were 97.1% of all state-maintained bridges.

It was also reported to the Committee that INDOT sees state transportation revenue and its purchasing power steadily decreasing over the next 25 years. INDOT projects, for example, that, due to inflation, revenue of $1.75 billion in FY2025 will equal only $1.37 billion in today's dollars. In addition, INDOT is expecting to see a decline in fuel-tax revenue due to increased fuel efficiency and increased numbers of electric and hybrid vehicles.

It appears no potential solutions to the upcoming revenue shortfall were presented to the Committee at the December 16, 2024 hearing.

I guess the good news is that they did spend all that money very well. Indiana built a ton of new roads and maintained its roads well. 70 could use some work    it's really rough out east.

[TempoNick]

I guess the good news is that they did spend all that money very well. Indiana built a ton of new roads and maintained its roads well. 70 could use some work    it's really rough out east.
 

70 needs another lane or two out east. I can't believe that it is still too lanes in each direction.

I hope this US 30 upgrade happens rather quickly. I'm excited by the idea of driving on a freeway through there.

[silverback1065]

I guess the good news is that they did spend all that money very well. Indiana built a ton of new roads and maintained its roads well. 70 could use some work    it's really rough out east.
 

US 30 will be a freeway in 300 years  , the 3rd lane on 70 will be under construction soon from US 35 to the state line I believe.

70 needs another lane or two out east. I can't believe that it is still too lanes in each direction.

I hope this US 30 upgrade happens rather quickly. I'm excited by the idea of driving on a freeway through there.

[seicer]

Deconstructing the Madison Avenue Expressway

By the early 1950s, Indianapolis faced persistent traffic congestion on its south side, particularly along Madison Avenue, which was frequently obstructed by rail traffic. In response, the Indiana State Highway Commission proposed the Madison Avenue Expressway in 1952, aiming to reduce delays by depressing the roadway beneath two major rail lines. Approved shortly thereafter, the project was initially estimated at $3 million but ultimately exceeded $8 million due to design revisions, construction delays, and a major scandal involving profiteering in land acquisitions. The expressway opened in phases between September and October 1958, though it failed to qualify for the federal interstate system due to its at-grade intersections and saw limited relief in traffic congestion.

Despite its high cost, the expressway soon faced operational issues, including reduced travel speeds and parking in travel lanes, which were not banned until 1959. Legal challenges also followed; in 1964, the Indiana Supreme Court upheld a substantial compensation award for property owners who lost highway access. Though plans were approved to extend the expressway southward to Greenwood, the extension was never built.

Today, the City of Indianapolis is moving forward with a $16.2 million reconstruction project on Madison Avenue, part of a broader $47 million initiative to enhance safety and multimodal access. Scheduled to begin in 2025 and conclude by 2026, the project will reduce travel lanes, add pedestrian and cyclist infrastructure—including a new segment of the Interurban Trail—and install updated sidewalks and curbs. Funded through federal grants and guided by the city's "Complete Streets" policy, the effort represents a shift toward more inclusive and sustainable urban transportation.

[The Ghostbuster]

Will the reconstruction eliminate the existing grade-separations at E. Raymond St. and E. Morris St.? They would be foolish to eliminate the grade-separated rail crossings along the corridor.

[seicer]

Those will remain as far as I can tell. I've not seen project plans or renderings from the DPW, but this looks to be a more simple project to remove one lane from each direction, simplify the road configuration, and add in a separated multi-use path. There is, unfortunately, no realistic way to add in other intersections as the elevation difference is too great.

[silverback1065]

the new trail is going to be called the interurban trail it will eventually go all the way to Greenwood. I wish they would remove that bizarre interchange with Morris Street.

[dvferyance]

With the exception of the first sb one why are all the rest areas on I-65 between Chicago and Indianapolis for trucks only? This isn't right those rest areas should be for all to use not just truck drivers. I am going to email the Govenor of Indiana about this. I hope others will do the same.

[Great Lakes Roads]

With the exception of the first sb one why are all the rest areas on I-65 between Chicago and Indianapolis for trucks only? This isn't right those rest areas should be for all to use not just truck drivers. I am going to email the Govenor of Indiana about this. I hope others will do the same.

Technically, the rest areas are open for everyone, BUT semi trucks need more parking because of their mandatory driving hours/rest periods... Before the rebuild of the rest areas, I have seen them parked on the shoulders on the ramps, which is a very dangerous place to park.