Lebanon Indianapolis Avenue "Gateway" Project

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Jerry's Feed & Salt Business Threat

It has been pretty well documented how Phase 1 of the unnecessary and mismanaged Indianapolis Avenue roundabouts project at I-65 Exit 138 in Lebanon has been harmful to the American Legion and other nearby businesses.

It turns out that Phase 2 of the Indianapolis Avenue project north from Hendricks Drive to Spencer Avenue will threaten the Jerry’s Feed & Salt business at 850 Indianapolis Avenue. The diagram posted below shows how Phase 2 will impact Jerry’s Feed & Salt at the intersection of Indianapolis Avenue and Spencer Avenue.

The Phase 2 addition of (1) an Indianapolis Avenue left-turn lane onto Spencer Avenue and (2) a grass-buffered sidewalk would push the utility poles right-of-way (between the orange and red lines on the diagram) to within a few feet of the front of the Jerry’s Feed & Salt building. Jerry’s Feed & Salt can only receive tractor trailer deliveries at the front of the building. As currently designed, Phase 2 of the Indianapolis Avenue project would eliminate tractor trailer deliveries to Jerry’s Feed & Salt – and cause Jerry’s Feed & Salt to go out of business.

The obvious solution is to eliminate the unneeded and wasteful Phase 2 of the very costly Indianapolis Avenue project. However, Lebanon Mayor Matt Gentry has decided to proceed with the Taxpayer UNfriendly Phase 2.

Eliminating the buffered sidewalk and redirecting the utility poles right-of-way away from the Jerry’s Feed & Salt building MIGHT leave enough room for tractor trailer deliveries.

Another solution is to postpone the Phase 2 utility poles right-of-way purchase north of Spencer Avenue. Phase 2 road construction is not scheduled to begin until 2018. The Indiana Department of Transportation is considering a plan to change the route of State Road 32. Spencer Avenue would become a dead end street at State Road 32, and Noble Street would be reconfigured to become a T-intersection with large turning radii at Indianapolis Avenue – vehicle traffic south on State Road 32 would turn east onto Noble Street and travel straight onto State Road 32 (where there is now a Y-intersection with two stop signs). This State Road 32 route change would make it unnecessary to put an Indianapolis Avenue left-turn lane onto Spencer Avenue in front of the Jerry’s Feed & Salt building – and the Jerry’s Feed & Salt business would be saved.

Cost Estimates as of August 19, 2014

As detailed in the spreadsheet below, the total combined cost estimate of $11,661,793 for Phases One and Two on August 19, 2014, was 40% (or $3,340,948) more than the original cost estimate of $8,320,845 on December 23, 2011.

Federal funding comes federal gas tax dollars (60%) and federal borrowing (40%) through the Surface Transportation Program: see http://www.fhwa.dot.gov/map21/factsheets/stp.cfm. The source of local funding is property taxes through Lebanon's Cumulative Capital Development Fund.

Cost Estimates as of December 23, 2011

As detailed in the spreadsheet below, $8,320,845 was the total combined cost estimate for both phases of the Indianapolis Avenue Gateway Project on December 23, 2011.

The construction costs for Phase One were estimated to be $2,963,604, and the engineering costs were estimated to be $444,541. All $444,541 of the engineering costs were to come from local funds. Construction costs would be divided between $296,360 from local funds (10%) and $2,667,244 from federal funds (90% through the federal Surface Transportation Program). The Hendricks Drive pedestrian and bicycle trail would be funded by $250,000 from the federal Safe Routes to School Program.

On October 4, 2011, the construction costs for Phase Two were estimated to be $4,803,596 and the engineering costs were estimated to be $553,759. Phase Two cost estimates for construction, engineering, AND right-of-way acquisition were mysteriously lowered by American Structurepoint on December 6, 2011, to a total of $4,500,000. If Phase Two were to be funded through the federal Surface Transportation Program, 80% of the total cost ($3,600,000) would come from federal funds and 20% ($900,000) would come from local funds. Lebanon Mayor Huck Lewis stated that Phase Two would not be started unless significant non-local funding is obtained; and, significant non-local funding had NOT yet been obtained for Phase Two as of December 23, 2011.

It was somehow estimated by American Structurepoint that right-of-way acquisition costs would total $600,000 for both Phase One and Phase Two. However, right-of-way acquisition costs had not been divided between Phase One and Phase Two (if allocated by Project length, the right-of-way acquisition costs would be $412,500 for Construction Phase One and $187,500 for Phase Two). Phase One right-of-way acquisition costs would be entirely funded from local sources. If funded through the federal Surface Transportation Program, 80% of Phase Two right-of-way acquisition costs would come from federal funds and 20% would come from local funds. Right-of-way acquisition procedures would be "in accordance with applicable federal and state procedures" including appraisals, review appraisals, negotiations, and relocation benefits. Permanent right-of-way acquisitions would total 11.58 acres including 0.62 acre residential, 9.21 acres commercial, 1.46 acres governmental, 0.20 acre religious, and 0.09 acre utility. Temporary right-of-way acquisitions would total 1.51 acres including 0.21 acre commercial and 1.30 acres governmental. 

Overview

The Lebanon Gateway project is divided into two separate phases whose total work length is 1.6 miles.

Phase One (scheduled to go to bid early in 2015) will be about 1.1 miles long from the southeast fairgrounds entrance, west on CR 100 South to Indianapolis Avenue, north on Indianapolis Avenue to Hendricks Drive, and west on Hendricks Drive to Thompson Street. A federally-funded "multi-use, non-motorized pedestrian and bicycle trail" will be constructed as part of Phase One from the southeast fairgrounds entrance, west along the north side of CR 100 South, north along the east side of Indianapolis Avenue to the northwest fairgrounds entrance, across Indianapolis Avenue, north along the west side of Indianapolis Avenue to Hendricks Drive, across Hendricks Drive, and west along the north side of Hendricks Drive to Thompson Street. The existing 0.3-mile section of Indianapolis Avenue north from CR 100 South will be "rehabilitated." The next 0.5 mile section of Indianapolis Avenue extending to Hendricks Drive will be widened and replaced with two 12-foot travel lanes and a 16-foot grassed center median, and will have curb and gutter along the median and outside the travel lanes, a pedestrian sidewalk on the east side, street lighting, stormwater improvements including "rain gardens," and roundabout intersections at Hall Baker Road and Hendricks Drive. No whole parcels or structures were acquired to complete Phase One; however, three eminent domain court cases were filed to coerce right-of-way acquisitions: see http://www.finplaneducation.net/lebanon_eminent_domain.htm. 

Phase Two (scheduled to go to bid early in 2018) will be about 0.5 mile long on Indianapolis Avenue from Hendricks Drive to SR 32 (Spencer Avenue). Original plans called for Indianapolis Avenue to be widened and replaced with two 12-foot travel lanes and a 16-foot grassed center median, with curb and gutter along the median and outside the travel lanes, a pedestrian sidewalk on the east side, street lighting, stormwater improvements including "rain gardens," perhaps a "multi-use, non-motorized pedestrian and bicycle trail" along the west side of Indianapolis Avenue, and possibly a roundabout at the Indianapolis Avenue and SR 32 intersection. The current plans for Phase Two include: (1) widening and replacing Indianapolis Avenue with a 12-foot travel lane on both sides of a 16-foot center opposing left turn lane (the new asphalt will be 40 feet wide), (2) providing a two-foot curb and gutter on both sides (making Indianapolis Avenue 44 feet wide when measured from curb to curb), (3) constructing a 5-foot sidewalk along both sides directly adjacent to the curb (meaning that it will measure 55 feet from the outside edge of one sidewalk to the outside edge of the other sidewalk), (4) putting up new street lights, (5) installing new storm water piping. There will NOT be a "multi-use, non-motorized pedestrian and bicycle trail" along the west side of Indianapolis Avenue, and there will NOT be a roundabout at the Indianapolis Avenue and SR 32 intersection. It is not anticipated that whole parcels or structures will be acquired to complete Phase Two.

Initial Objections

The Indianapolis Avenue “Gateway” Project in Lebanon is an example of unnecessary nice-to-have government spending that informed Watchdogs will want to oppose in the name of “fiscal patriotism.”

The City of Lebanon held a public hearing on December 6, 2011, for the "federal-aid project to improve Indianapolis Avenue and create a gateway into the community." A copy of the Environmental Document (October 4, 2011, Indiana Department of Transportation "Categorical Exclusion/Environmental Assessment Form") and preliminary design plans were available for viewing at the Municipal Building Mayor’s Office and Lebanon Public Library.

Public comments concerning this Lebanon Gateway project were directed to American Structurepoint (Lebanon's hired engineering firm) by December 21, 2011, so as to be included in the "Final Environmental Document." Comments were made regarding anything related to the project or possible effects from the project, and the comments did not have to be limited to environmental issues. Indiana Department of Transportation officials from the Crawfordsville District were supposed to consider all submitted comments during their review to determine if our federal gasoline tax dollars should be spent on the proposed Lebanon Gateway Project.

The Hendricks Drive multi-use, non-motorized pedestrian and bicycle trail would be at least partially funded by $250,000 from the federal "Safe Routes to School Program." This is a prime example of wasteful federal government spending. No students now walk or bike to Stokes Elementary School, and no responsible parent, school official, or school board member would allow a child to walk or bike unattended on a trail to a school in the midst of a business district. Also, any student using the pedestrian and bicycle trail would have their safety compromised by having to cross Hendricks Drive to get to the trail! Where is the logic in having the federal Safe Routes to School Program fund an unneeded pedestrian and bike trail whose usage would make would it more unsafe for children to get to Stokes Elementary School?

Summarized next are some "public comments" regarding the Lebanon Gateway Project that were submitted to American Structurepoint for inclusion in the "Final Environmental Document."

1. The Lebanon Gateway Project would NOT alleviate safety concerns for drivers and pedestrians.

The first of two stated purposes for the Lebanon Gateway Project "is to address deteriorating pavement conditions, lack of appropriate infrastructure, and safety concerns along the roadway for drivers and pedestrians due to excessive vehicle speeds and a lack of pedestrian facilities along the project corridor."

There are pretty much NO pedestrian safety concerns now on Hendricks Drive and Indianapolis Avenue south of SR 32 because they have almost NO pedestrians! Pedestrians are rarely seen along Indianapolis Avenue south of SR 32. No students now walk or bike to and from Hattie B. Stokes Elementary School, and no responsible parent, school official, or school board member would allow a child to walk or bike unattended to a school in the midst of a business district. Also, any Stokes Elementary student using the proposed Hendricks Drive pedestrian and bicycle trail would have their safety compromised by having to cross Hendricks Drive to get to the trail! Indeed, the Lebanon Gateway Project would CREATE the potential for heightened pedestrian safety concerns by providing sidewalks and bicycle trails directly adjacent to heavily traveled roadways that primarily serve a business district.

The Project’s Indianapolis Avenue northbound lane would be moved 25 feet closer to the following existing structures on the east side of Indianapolis Avenue: Maple View Rest Home, Lebanon Bowling Center, Gene Lewis Ford, Reynolds Farm Equipment, Lebanon Veterinary Clinic, Ronald L. Lind CPA, Indiana Farm Bureau Insurance, 3 residences (south of Noble Street), a now vacant building (at Noble Street), Hawks Custom Flooring, Wade Collision. The roundabout at Hendricks Drive would bring traffic much closer to Gentle Family Dentistry, Cleary Building Corporation, Pickering Farm Management and Real Estate, and Secure Storage. The safety of these structures and their occupants would be adversely impacted because the distance between the structures and Indianapolis Avenue would be significantly reduced.

The Project’s Indianapolis Avenue southbound lane would be moved 20 feet closer to existing structures on the west side of Indianapolis Avenue. The safety of 5 residences and their occupants between Noble Street and Jackson Street and 2 residences and their occupants between Jackson Street and Hendricks Drive would be adversely impacted because the distance between the residences and Indianapolis Avenue would be significantly reduced.

Knowledgeable local motorists recognize the safety challenges presented by the two-way stop signs at the three-way intersection of SR 32, Spencer Avenue, and Noble Street. Eastbound motorists at the Spencer Avenue and SR 32 stop sign have limited visibility regarding the westbound traffic rapidly approaching from the left on SR 32. Knowledgeable eastbound motorists use Noble Street to approach SR 32. Stopping at the Noble Street and SR 32 stop sign is safer than stopping at the Spencer Avenue and SR 32 stop sign because the approaching westbound traffic on SR 32 is directly in front of eastbound motorists and can be easily seen. The Lebanon Gateway Project would adversely impact the safety of eastbound SR 32 motorists because usage of the safer Noble Street and SR 32 stop sign would be much more difficult. Southbound motorists on Indianapolis Avenue would no longer be able to turn left at Noble Street, and would be reluctant to travel all the way down to the Hendricks Drive roundabout and turn around so they could travel north up Indianapolis Avenue and turn right on Noble Street.

2. The Lebanon Gateway Project would lengthen fire department response times.

The nearest fire station that responds to fires along Indianapolis Avenue north of Hendricks Drive and south of SR 32 is the Lebanon Fire Department station located on Hall Baker Road. If the Lebanon Gateway Project is constructed, responding fire engines would travel east along Hall Baker Road, slowly wind their way around the Hall Baker Road roundabout, travel north on Indianapolis Avenue, slowly wind their way around the Hendricks Drive roundabout, and resume their travel north on Indianapolis Avenue. If a fire is located in a structure along the west side of Indianapolis Avenue north of Hendricks Drive and south of SR 32, the responding fire engines would have to find somewhere north of SR 32 to turn around and head back south on Indianapolis Avenue. Today, responding fire engines can quickly travel north on Indianapolis Avenue and simply turn left to get to a burning structure along the west side of Indianapolis Avenue north of Hendricks Drive and south of SR 32.

If the Lebanon Gateway Project is completed, the left turns off Indianapolis Avenue going north would be eliminated at Jackson Street, Noble Street, and Walnut Street. The response time for fire engines from the Hall Baker Road fire station to homes on Jackson, Noble, and Walnut streets would be significantly longer not only because of the Hall Baker Road and Hendricks Drive roundabouts, but also because because the fire engines would have to find somewhere north of SR 32 to turn around and head back south on Indianapolis Avenue so they can turn right onto Jackson, Nobel, and Walnut streets (or turn left onto Elm Street and slowly find their way through several residential streets to get to the burning homes).

(NOTE: The National Fire Protection Association recommends response standards that are aimed at giving crews enough time to fight a blaze before it spreads to a "flashover" point. That is when the size of the fire would greatly reduce occupants' chances of survival and fire-fighters' safety. For fire calls, the NFPA recommends first responding engine crews depart the station within 1 minute, 20 seconds, and then travel to the scene within 4 minutes, for a total of 5:20. The goal is to beat that standard for at least 90 percent of incidents. The recommended response time for a ladder truck and other secondary crews is within 9:20, including 8 minutes of travel.) 

3. The Lebanon Gateway Project would not "trigger" sudden municipal growth.

The second of two stated purposes for the Lebanon Gateway Project "is to develop a new southern gateway into the City of Lebanon with the intention of providing an improved first impression for prospective business, developers, and homeowners."

There is absolutely NO scientific or anecdotal evidence that "they will come" if Lebanon builds a one-mile-long "gateway" consisting of a grassed median between two travel lanes, curbs, gutters, a sidewalk, street lighting, "rain gardens," and two roundabout intersections. Indeed, those communities who have constructed gateway and roundabout amenities did so AFTER experiencing significant growth. Lebanon’s six major entrances to the city are Lafayette Avenue, Lebanon Street (north and south), SR 32 (east and west), and Indianapolis Avenue. It is silly to assert that "beautifying" the one city entrance at Indianapolis Avenue would be the first impression "tipping point" that results in sudden municipal growth.

4. The federal and local funds earmarked for the Lebanon Gateway Project should properly be spent on higher priority Lebanon street NEEDS.

The Lebanon Gateway Project is a "let’s try something" first-impression improvement gamble that takes money away from other higher-priority Lebanon infrastructure needs. The first portion of the Lebanon Gateway Project would cost about $2,667,244 in federal gasoline tax dollars and $1,153,401 from local funds. At least $3,600,000 would likely come from federal gasoline tax dollars and $900,000 would come from local funds to complete the second portion of the Project. In addition, there would be greater than normal annual expenses to maintain the appearance of the "gateway" median and rain gardens.

The $8.3 million total project cost almost equals the $11.1 million it costs the state to build a new I-69 mile from Evansville. Lebanon’s 2012 adopted budget total is $11,593,603. Included in Lebanon’s 2012 budget are $134,000 for Local Road and Street and $741,478 for Motor Vehicle Highway. The $2,053,401 in total local costs for the entire Lebanon Gateway Project would be more than twice as much as what Lebanon normally spends in a year on all its transportation budget.

One wonders if Lebanon has a list of city streets that have "deteriorating pavement conditions" equal to or worse than Indianapolis Avenue. If so, that list would certainly include Ann, Ash, Camp, Cedars Court, Chicago, Clark, Dicks, Fordice, Geri Drive, Harney, Jameson, Lafayette Avenue, Lebanon, New, Noble, Northfield, Park, Pearl, Pleasant, Walnut, West, and Williams. Indianapolis Avenue should NOT be at the top of a priority list of city streets needing better pavement.

One wonders if Lebanon has a list of city streets that have no sidewalks or deteriorating sidewalks. If so, that list would certainly include Ann, Chicago, Combs, Elm, Fenley, Fordice, Garfield, Harney, Jameson, Lafayette Avenue, Meridian (south of Noble), New, Noble, Northfield, Park, Pearle, Pleasant, and Walnut. Indianapolis Avenue (south of SR 32) should NOT be at the top of a priority list of city streets needing sidewalks or better sidewalks.

One wonders if Lebanon has a list of city streets where water collects on and around them whenever there is a heavy rain. Indianapolis Avenue should NOT be at the top of a priority list of city streets needing stormwater improvements.

Spending hard-earned federal and local tax dollars on NEEDED Lebanon street pavement, sidewalk, and stormwater improvements instead of on the nice-to-have Lebanon Gateway Project would eliminate $600,000 in wasteful right-of-way acquisition costs and a similar amount in expensive engineering costs.

The Lebanon Gateway Project is not a logical choice as a priority to address deteriorating pavement conditions and a lack of appropriate infrastructure in Lebanon. The current Indianapolis Avenue pavement is no more "deteriorated" than the pavement on most Lebanon streets. Many Lebanon neighborhoods need better curbs, gutters, sidewalks, street lighting, and stormwater improvements before Indianapolis Avenue.

5. We can no longer afford to spend borrowed federal tax dollars on nice-to-have "beautification" projects like the Lebanon Gateway Project.

Federal gasoline tax dollars from the federal Surface Transportation Program are being sought for the first portion of the Lebanon Gateway Project, and it is expected that Lebanon will seek to use this funding source for the second portion of the Project. Lebanon Mayor Huck Lewis contends that he is properly working to get some of our federal tax dollars back for local uses. The problem with this contention becomes apparent when one understands our federal deficit threat.

Our current federal debt has skyrocketed to more than $15 trillion dollars. According to the U.S. Office of Management and Budget, total 2010 federal government receipts were $2.162724 trillion and total 2010 federal government outlays were $3.456213 trillion. What this means is that the federal government is borrowing 37% of every dollar it spends.

The federal Transportation Trust Fund, which is funded by our gasoline tax dollars, is like so many other federal trust funds in that it has been raided to support our profligate federal spending. Therefore, our federal deficit "Red Menace" is worsened when funds from the federal Surface Transportation Program are used for non-essential projects. Who can deny that the Lebanon Gateway Project is low-priority, unnecessary, nice-to-have government spending that adds to our runaway federal debt?

We all must insist that our hard-earned federal, state, and local government tax dollars be spent only on essential services. We can no longer afford the luxury of scrounging for federal tax dollars to help fund low-priority local projects. Indiana Department of Transportation officials from the Crawfordsville District should conclude that our federal gasoline tax dollars must NOT be spent on the wasteful Lebanon Gateway Project. One wonders if the Surface Transportation Program is just another example of wasteful federal government spending if the eligibility requirements are so loose that the Lebanon Gateway is a priority project.

6. The Lebanon Gateway Project would result in substantial negative impacts.

The "Environmental Document" declares that "the proposed action" will not "result in substantial indirect or cumulative impacts." This assessment is NOT accurate.

Lebanon’s City Council funds its annual budget by revenues from the following sources: Alcoholic Beverage Gallonage Tax, Charges for Services, Cigarette Tax, Commercial Vehicle Excise Tax, County Option Income Tax, Financial Institutions Tax, Fines & Fees, Fire Protection Contracts, Food and Beverage Tax, Interest on Investments, License Excise Tax, Licenses & Permits (including Cable TV), Liquor Excise Tax, Local Road and Street Distributions, Miscellaneous Revenue, Motor Vehicle Highway Distributions, Other Intergovernmental Revenues, Park Receipts, Property Tax, Rental Property, Sales Tax, Utilities Payments in Lieu of Taxes. It is apparent that Lebanon has "discovered" many revenue sources after decades of searching for ever more ways to support its spending "priorities."

Additional Lebanon spending is controlled by Mayor Huck Lewis through his self-appointed Redevelopment Commission. Mayor Lewis’ recent low-priority RDC spending decisions include earmarking $1.5 million for agricultural-themed translucent panels on the Indiana 39 bridge over I-65 and $500,000 to help fund a 9,600 square-foot "event center" at Lebanon High School.

In this time of Great Recession, the tax revenues from many of Lebanon’s current funding sources have declined. This fact makes it prudent for Lebanon to limit its spending on ESSENTIAL local government services and refrain from wasteful spending like the Lebanon Gateway Project. Failure to be fiscally responsible will result in the "substantial indirect or cumulative" impact of pressure to increase taxes that the financially-strapped everyday citizen cannot afford to pay.

It is readily apparent that Lebanon Mayor Lewis supports the decision by Boone County Council to consider early next year the imposition of a county-wide Wheel Tax. Lebanon would receive a share of the Wheel Tax proceeds based on the formula for the Local Road and Street Account. A Boone County Wheel Tax would be regressive because low-income motorists would pay the same amount as high-income motorists. The elderly widow living on Social Security who drives her car twice a week to the grocery store and church would pay the same Wheel Tax as the well-to-do insurance agent who drives hundreds of miles a week. Complete information on how a Boone County Wheel Tax would be Taxpayer UNfriendly can be found online at http://www.finplaneducation.net/wheel_tax_.htm.

The Lebanon Gateway Project must be cancelled so its $2,053,401 in dedicated local funds can instead be spent on essential transportation needs and the substantial negative impact of a regressive Boone County Wheel Tax can be avoided.

7. The Lebanon Gateway Project would lessen community cohesion by heightening the existing community controversy regarding what constitutes orderly municipal growth.

The "Environmental Document" declares that the proposed project will not "result in substantial impacts to community cohesion" and will not "involve substantial controversy concerning community and/or natural resource impacts." This assessment is NOT accurate. The Lebanon Gateway Project would worsen our existing substantial community controversy and significantly impact our community cohesion.

A community controversy exists in Lebanon between the "Greater Lebanon Community Vision Committee" (GLCVC) and citizens who favor orderly growth that pays for itself. Lebanon is primarily a bedroom community where most citizens want an affordable place to live that supports orderly municipal growth without extravagant tax subsidies and utility rate increases. The stated purpose of the developer-dominated GLCVC (http://www.lebanoncvc.org/CVC/Welcome.html) "is to mobilize the community to successfully make Lebanon a ‘destination community’ for the benefit of all of Boone County." The nature of the existing controversy is demonstrated by the community conflicts created by the 2009 Lebanon Annexation and the 2010 Lebanon Schools Referendum, both of which were initiated by GLCVC members.

Lebanon forcibly annexed 3,675 acres along the I-65 corridor in 2009 in spite of the fact that most citizens testifying at a public hearing opposed the annexation. Lebanon estimated that 3,486 homes (with an average sales price of $145,000) and 40 commercial developments (with an average $18 million net assessed value) would be built within the annexation area by 2019. There are supposed to be 985 new homes and 11 new commercial developments in the annexation area by this date. Lebanon’s crummy ability to realistically and responsibly understand, estimate, and encourage municipal growth is proven by the fact that NO new homes and NO new commercial developments have been built within the annexation area after almost three years. Lebanon citizens are now paying an annual $447,383 Lebanon Excess Property Tax Levy because of this failed annexation. Even more disturbing is that the municipal growth failure within the annexation area means that Lebanon will renege on its promise to use recoupment agreements with developers to avoid utility rate increases. Failure to realize the ridiculous growth projections within the annexation area will result in alarming Lebanon utility rate increases to pay the $20.7 million needed to extend water and sewer lines into the annexation area. Details regarding Lebanon's I-65 corridor annexation controversy can be found at http://www.finplaneducation.net/I-65_corridor_annexation.htm.

GLCVC members helped lavishly fund a "political campaign" in support of a $40 million capital projects Lebanon Schools Referendum that narrowly passed in 2010 by a 2,784 to 2,749 vote. Among the reasons identified to oppose the Referendum was the fact that realistic student enrollment projections did NOT justify the $10.4 million expense of building eight new classrooms so the high school can accommodate 47% more students. To try and justify the unneeded new classrooms, the Referendum supporters website defined what the GLCVC means by "destination community" with the statement that "We need to be able to attract the RIGHT new residents to our community, young professionals and families who will pay to purchase homes and support our community." There is a controversial implication that many existing older and lower-income Lebanon citizens are WRONG for the community. Details regarding the Lebanon Schools Referendum controversy can be found at http://www.finplaneducation.net/the_whole_truth.htm.

The fanciful Lebanon Gateway Project to provide "an improved first impression" for "the RIGHT new residents" would worsen our existing substantial community controversy and continue to negatively impact our community cohesion. Mayor Huck Lewis, who proudly identifies himself as one of the developer-dominated GLCVC leaders, "won" election in the 2011 primary (there was no general election) with just 1,141 votes (a mere 11% of all registered voters). A divisive campaign issue was that 75% of Mayor Lewis’ campaign contributions came from "out-of-town special interests and lobbyists ready to profit from four years of Huck Lewis as mayor." It is also insightful to compare Mayor Lewis’ 1,141 vote total with the 2,749 No votes against the Lebanon Schools Referendum. While Mayor Lewis is the driving force behind the wasteful and misguided Lebanon Gateway Project, it is obvious he has NO "clear mandate" to further lessen our community cohesion by heightening our existing community controversy between the GLCVC and the substantial number of citizens who favor orderly growth that pays for itself.

In summary, "fiscal patriotism" requires that NO federal and local tax dollars must be allocated to fund the unnecessary nice-to-have Lebanon Gateway Project.

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This page was last updated on 03/27/16 .