Nicholson Corridor Plan

DRAFT Nicholson Corridor Plan Recommendations for a High-Capacity Transit System BATON ROUGE, LA MAY 2014

Nicholson Corridor Plan Recommendations for a High-Capacity Transit System 1. Introduction...1 Why do we need a Corridor Plan?...1 What is the role of a high-capacity transit system?...2 Why is this plan, and high-capacity transit, important for Baton Rouge?...4 2. Nicholson Corridor Today...7 Existing Conditions...7 Related Planning in the Corridor...10 3. High-Capacity Transit System Concept Plan...14 Proposed Alignment...14 High-Capacity Transit Mode Alternatives...25 High-Capacity Transit Funding Sources...29 4. Next Steps...30

1INTRODUCTION Why do we need a Corridor Plan? Across America, the commercial corridors we know today emerged from historic streetcar commercial districts and hightraffic commercial arterial streets. Typically linear in nature and oriented along one or more streets, these corridors often neglect adjacent neighborhoods and function as quick pass-through areas for automobiles. In recent years, there has been a resurgence of planning to address common issues facing today s corridors as more and more studies show that careful management and balancing of automobiles, land use and the entire transportation system including walking and biking is directly related to the long-term commercial vitality of these corridors. The Nicholson Corridor Plan integrates years of planning efforts along the Nicholson Corridor, recommends robust transit options between Downtown and LSU s Campus, and supports connectivity for Baton Rouge. Previous area plans have consistently depicted the future of Nicholson Corridor as a place transformed by new development, pedestrian-friendly amenities and new, multi-modal transportation options. The Nicholson Corridor Plan provides a clear and meaningful path forward. The Plan will help Baton Rouge to attract and retain a critical mass of young, creative workers who prefer to drive less, walk more and use public transit to arrive at nearby work, social and cultural destinations. It addresses existing plans, public infrastructure investments and developments, describes the need for and benefits of a high-capacity transit system, and outlines options and next steps. DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 1

1: INTRODUCTION Proposed Route for High-Capacity Transit What is the role of a high-capacity transit system? A high-capacity transit system (HCTS) along the Nicholson Corridor will connect Louisiana State University (LSU) to Downtown and many public attractions, as well as provide much needed transportation options for residents and employees along the entire Corridor. HCTS s are typically found in areas with a higher density of housing units, jobs and commercial buildings similar to the those found along Nicholson Corridor. HCTS vehicles typically make fewer stops, travel at higher speeds, have more frequent service and carry more people than local-service transit such as typical bus lines. In some instances, HCTS s have an exclusive right of way or a combination of exclusive and nonexclusive right of way. HCTS options include light rail, bus rapid transit (BRT), modern streetcars, or standard buses. The Mode Alternatives section on Page 25 discusses the HCTS options, including their benefits and challenges, in more detail. 2 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

1: INTRODUCTION A high-capacity transit system would provide much needed transportation options for residents and employees along the entire corridor. Visualization of a new River District depicting Nicholson Street toward Garner, taken from the River District Master Plan. Visualization of a new River District depicting Nicholson Street looking toward Garner. A high-capacity transit system would synthesize the momentum in Baton Rouge to create an attractive and well-designed downtown corridor. Visualization of Nicholson Corridor from FUTUREBR Comprehensive Plan. DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 3

1: INTRODUCTION Why is this plan, and high-capacity transit, important for Baton Rouge? A SOLUTION FOR CURRENT AND FUTURE TRAFFIC CHALLENGES Currently, Nicholson Drive is a four-lane road carrying 30,000 vehicles a day. There are no public transit options for those wishing to travel efficiently and quickly between LSU and the Capitol. Current bus routes utilize heavily congested Highland Road. Running north-south along the river, a HCTS between Tiger Stadium and the State Capitol two major Baton Rouge institutions will serve the surge of development that the Nicholson Corridor is experiencing along its 3-mile stretch running parallel to the Mississippi River. With more than 3,700 housing units and two million square feet of new commercial and office already planned and under construction along the proposed route, solutions are needed to address issues such as constrained road space and limited parking options. Parking is at a premium downtown and on LSU s campus. Long traffic delays indicate a need to increase the capacity to move people from place to place, not just their cars. The Nicholson Corridor HCTS will be a major amenity for the City-Parish and will play a role in further stimulating economic development in this area by providing new, comfortable transportation options without adding more vehicles to the road. The HCTS will provide more access to the existing bicycle and pedestrian facilities along the Mississippi River. 4 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

1: INTRODUCTION Effectively, this three-mile stretch between the Capitol and LSU contains the most important places in this region. Tiger Stadium boasts an attendance capacity over 100,000. Downtown Baton Rouge has a burgeoning entertainment district and nightlife on 3rd Street. Downtown is a center of civic life for the whole community, containing arts, theaters, public squares, museums, the new main library, and celebrations throughout the year. SUPPORTS LSU, DOWNTOWN AND THE CITY S GROWING MOMENTUM Since the mid-1990s the Nicholson Corridor has had some of the most actively growing institutions and uses in the region. LSU, the southern anchor of the Corridor, has 30,000 students and 6,500 faculty and staff. In addition to being a center of employment for faculty, staff and service workers, the campus also hosts the popular Tiger Stadium (with an attendance capacity of over 100,000) as well as other major athletic facilities including the Pete Maravich Assembly Center, a 13,200- seat multi-purpose arena hosting LSU s Division I basketball, gymnastics and volleyball teams. Other LSU athletic facilities include: Alex Box Stadium and Skip Bertman Field for the LSU baseball team (seats 10,000) Carl Maddox Field House - indoor facilities for the LSU track and field team (seats 3,000) Bernie Moore Track Stadium - outdoor facilities for the LSU track and field team (seats 5,700) Downtown Baton Rouge, encompassing the State Capitol and State office and administrative buildings, has seen substantial investment since the adoption of Plan Baton Rouge in 1998, and has steadily grown through civic improvements and development of new office, housing, restaurants and entertainment venues. Recent public investments in the area include: A Downtown Greenway comprised of parks, plazas and multi-use pathways A façade improvement program A new public library Complete Streets policy resulting in new sidewalks, crosswalks, signalized intersections, and bike lanes DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 5

1: INTRODUCTION SUPPORTS CORRIDOR REVITALIZATION: PLANNED AND POTENTIAL DEVELOPMENT The proposed Nicholson Corridor transit system connects the dots between several of the city s major attractions. It passes through the central business district, surmounts the I-10 barrier, is adjacent to vibrant, historic neighborhoods to the east, and hugs the banks of the Mississippi to the west. All of these destinations provide a reason for movement along the Corridor people going to and from work, or out for a walk on the riverfront and an opportunity to stimulate private development along the proposed HCTS route due to increased pedestrian activity and attention to the area. The proposed Van Buren Grocery store in the River District project, near a transit stop on Nicholson Drive. Along with new housing and commercial/ retail development that s already planned or under construction directly adjacent to the proposed route, there s also another 120 acres of nearby vacant or re-developable parcels which provide more attractive opportunities for private development, redevelopment and adaptive reuse. The Onyx Residences, an apartment and condominium project under construction on Third Street in Downtown Baton Rouge, one block from a proposed transit stop. Within ¼ mile of the proposed transit route, there are more than six planned construction projects, expected to bring an estimated two million square feet of commercial and office buildings, thousands of new jobs and 3,700 new housing units to the area. Nicholson Drive Master Plan for the LSU Campus. 6 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

2NICHOLSON CORRIDOR TODAY 70+ 55-69 40-54 25-39 18-24 10-17 <10 Population by Age in the Corridor Total population: 11,043 0 1000 2000 3000 4000 Employment within ¼ mile of the Proposed HCTS Route Total: 33,359 Nicholson Corridor Existing Conditions POPULATION AND EMPLOYMENT The Nicholson Corridor is home to over 33,000 jobs, of which 41% are in the public sector and 26% in education. The Corridor is also home to over 11,000 residents, with three quarters of those residents renting their homes. Over half the area residents are between the ages of 18 and 39, and their median household income is $28,000, less than half the Baton Rouge Metro median of $65,000. 6% Industrial 4% Hotel 26% Education 41% Public 19% Office Housing Tenure in the Corridor 4% Retail This data characterizes the Nicholson Corridor as a community of young, lower-income residents who will greatly benefit from increased access to jobs, educational opportunities, and high-quality, affordable housing that will accommodate a range of household sizes and types. Given the makeup of the employment and resident base in the Corridor, the use of a high-capacity transit system is expected to be high. Rent Own with a mortgage Own free and clear 75% 12% 13% In the Corridor, the largest population segments are between the ages of 22 and 34. Source: 2010 U.S. Census Block-level data for East Baton Rouge Census tracts 24, 28.01, 51 and 52. DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 7

2. THE CORRIDOR TODAY LACK OF TRANSIT SERVICE Today, the area is severely underutilized due to a variety of factors including a historically underperforming and inefficient bus system, unstable transit funding and negative social stigmas associated with bus ridership. The Capital Area Transit System (CATS) offers service to and from Downtown, but lacks frequent service routes to the University District area around Tiger Stadium. LSU s Tiger Trails bus system is available to transport students and faculty between campus and Downtown, but has limited capacity and is not available for use by the general public. A high-capacity transit alternatives analysis for Nicholson Corridor will help determine the transit solution that will increase ridership levels the most, while reducing congestion and achieving other established land use and quality of life goals in the surrounding community. LAND SUITABLE FOR REVITALIZATION In addition to the current wave of projects under construction or announced for construction, the corridor also contains large amounts of other developable land. A buildable land survey shows that within ¼ mile of the transit alignment proposed by this plan, there are five acres of buildings suitable for adaptive reuse, 73 acres of vacant land, and 50 acres of parcels that can be redeveloped. Altogether, if developed in accordance with the City s comprehensive plan, there would be an additional 3,200 housing units and enough development to support an additional 13,000 new employees. There are 120 acres of nearby vacant or re-developable parcels providing opportunities for private development, redevelopment and adaptive reuse. Government Street today. Conceptual photo-illustration of adaptive reuse along Government Street. Adaptive reuse preserves the existing structure while transitioning to a new use(s) and making façade improvements. Conceptual photo-illustration of a new mix-used use development along Government Street. 8 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

2. THE CORRIDOR TODAY State Capital IBM Campus Downtown Housing development in progress: River District: 1800 units River House: 224 units Standard: 274 apartments 525 Lafayette: 95 rental units and 9 townhomes The Onyx: 28 units Commerce Building: 90 units LSU: 1200 units (student and faculty housing) Water Campus Commercial/office development in progress: LSU: 130,000 SF retail, 110,000 SF office Onyx: 5,600 SF commercial Commerce Building: 1 floor retail/commercial River District: 100,000 office, 175,000 commercial, 40,000 SF grocery, 220-room hotel River House: 36,000 SF Water Campus: 1.5 million SF of research campus, 4,000 workers River District Total development potential, apart from active projects: 120 total acres of new and redevelopment 13,000 new jobs (15% retail / 85% office) 3,200 new multi-family housing units +6,000 population +3,000 households +600 children New project value: $637.2 million LSU Campus Potential new and redevelopment DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 9

2. THE CORRIDOR TODAY Related Planning in the Corridor Providing a HCTS along the Nicholson Corridor implements the goals and principles of the numerous past and current plans for this area. Two separate plans the FUTUREBR Strategic Implementation Plan and LSU s Nicholson Gateway Plan even include a high-capacity transit strategy to tie corridor assets together while addressing vehicle congestion and multi-modal access. The Corridor goals include: Create a more vibrant, commercially viable downtown, accessible via multiple modes of travel. Revitalize the edge of LSU s campus to transform it into a University Gateway. Provide enhanced connections to nearby residential neighborhoods so they can thrive and realize their own community goals. Numerous plans have been completed for this area since 1998. They all support the kinds of improvements that a HCTS would bring. 10 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

2. THE CORRIDOR TODAY REGIONAL TRANSIT VISION It is important to consider local corridor transit in the context of a larger, high-capacity transit system that will connect Baton Rouge to other regionally significant locations and facilitate faster, more efficient and affordable movement of people, business and culture across the city, Parish and state. The Nicholson Corridor is an integral part of FUTUREBR s transit vision, which integrates three primary components a robust bus system based on multiple transit hubs, a HCTS from the State Capitol to the Mall of Louisiana, and a regional rail connection to New Orleans with one stop Downtown and one stop at the Mall of Louisiana. CATS BUS SYSTEM The Parish transit system, CATS, has recently implemented a revised bus route system based upon the recommendations in FUTUREBR. Several new transit hubs have been created, including one at the Town Square on North Boulevard and one at the Mall of Louisiana. These new routes are part of a service area expansion. Improvements include new express and limited-stop service, more frequent peakhour service, reduced wait times, and improved on-time performance. In addition to routing, CATS is in the process of adding new buses, some with free WIFI, new shelters, signage, new performance metrics, and a bus-tracking system with an online trip planning tool. The bus system will have several lines that connect to the regional rail stops to New Orleans. REGIONAL PASSENGER RAIL Planning for the regional rail system has proceeded apace a coalition of Baton Rouge and New Orleans stakeholders is proceeding with a detailed study and a concrete proposal has emerged. Passenger rail services in the Baton Rouge New Orleans corridor would provide a safe and efficient transportation Proposed Passenger Rail Corridor and Station Locations Source: Baton Rouge New Orleans Intercity Rail Feasibility Study, Final Report (March 2014) http://connect.cpex.org/files/2014/03/br-nolarail_ StrategicBusinessPlan_FINAL_February2014.pdf DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 11

2. THE CORRIDOR TODAY option, serving as a foundation for economic competitiveness and a healthy regional economy. It is energy efficient and protects local environmental quality, while fostering communities that are both livable and interconnected. By offering a safe and convenient way to evacuate large numbers of people without increasing highway congestion along I-10, the passenger rail service will provide evacuation routes during a natural disaster and provide easy access to Baton Rouge s Medical Centers. Passenger rail service between Baton Rouge and New Orleans would provide: Safe and efficient transportation options A foundation for economic competitiveness and a healthy economy Energy efficiency and environmental quality Interconnected livable communities Evacuation routes FUTUREBR LAND USE VISION The land use vision for East Baton Rouge, as described in the FUTUREBR Plan, focuses on concentrating new development and redevelopment in existing urban areas that already have significant infrastructure to support new residents, businesses and jobs. This approach maximizes public resources to leverage private investment and enhance existing communities so they better meet the needs of current and future residents and workers. Applying these concepts to the Nicholson Corridor will help its Proposed HCTS in Relation to Major CATS Bus Lines (in blue) and the Proposed Regional Rail (in orange) Town Square Hub Proposed HCTS Proposed Regional Rail Major Bus Lines and Stops (in blue) Cortana Mall Hub Mall of LA Hub INTEGRATING A HIGH-CAPACITY TRANSIT SYSTEM The proposed HCTS route provides an important transit link between major employment centers, popular shopping areas, and much of the new and existing residential housing in the Parish. Proposed HCTS stations are located near major bus route stops and fare systems would be integrated, providing users a seamless transit experience. It also connects to the proposed regional rail station to New Orleans via the Town Square bus hub. Currently, the Nicholson Corridor has extremely limited public transit service, despite its importance in the Parish. It is assumed that the Nicholson HCTS will largely replace LSU s Tiger Trails route along Nicholson, and restore public transit access to the campus. 12 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

2. THE CORRIDOR TODAY FUTUREBR Land Use Map neighborhoods to evolve into places that provide many of the daily needs of residents and workers within a minimal travel distance. NICHOLSON CORRIDOR LAND USE FUTUREBR identified key neighborhoods and districts for developing small area or corridor plans. These areas were selected based on a range of factors such as strategic location within the City-Parish, neighborhood interest, anticipated redevelopment potential, growth pressures, and likelihood of areas to capitalize on future transit options. The Nicholson Corridor is identified as a priority area for development of a Small Area Corridor Plan. Land uses contained in the Nicholson Corridor Land Use Plan are primarily Downtown, Mixed-Use Arterial Corridor, University District, and Urban Neighborhood. Downtown Town Center Mixed-use Institutional Urban Neighborhood Compact Neighborhood University District Parks and Open Space DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 13

HIGH-CAPACITY TRANSIT SYSTEM 3CONCEPT PLAN High-Capacity Transit Proposed Alignment The transportation goal for Nicholson Corridor is to provide an accessible, frequent and reliable transit solution that can carry many people quickly between the Capitol Park and LSU, with high-quality stations at convenient and logical waypoints in between. An effective transit solution will be one that improves transit ridership rates, contributes to a safe and vibrant pedestrian atmosphere, and stimulates continued revitalization of Baton Rouge s central city, through public and private development in concert with the community s vision. This proposed alignment for a high capacity transit system would send the transit route south along River Road. Such an alignment capitalizes on the city s investments in creating quality green and open spaces along the river banks. This route would also provide excellent riverfront access, and connections to the levee bike and pedestrian paths. Views of the river and I-110 bridge would visually reinforce the relationship between the city and the Mississippi River for residents, workers and visitors. This alignment is also compatible with the existing right of way beneath the I-110 overpass. This specific alignment is a proof of concept alignment. It shows that a HCTS, including a streetcar, could be built within the existing curbs of the streets in the alignment. More detailed studies will be necessary before a final alignment can be chosen. 14 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

Proposed Segments Total track miles: 6 6. River Road from State Capitol to North Boulevard (Southbound) 5. 4th Street from North Boulevard to North Street (Northbound) 7. River Road North Boulevard to Government Street (Southbound) 8. St. Phillip from Government Street to South Boulevard (Southbound) 4. St. Ferdinand Street from South Boulevard to North Boulevard (Northbound) 3. Garner to I-10 2. Chimes to Garner 1. Stadium to South of Chimes DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 15

3. CONCEPT PLAN 1. Stadium to South of Chimes Features the southend terminus turnaround and two stops. LSU Campus Nicholson Drive on the LSU Campus today. Cross section for Stadium to South of Chimes * Streetcar in median (northbound) * Existing paved shoulder becomes sidewalk * ROW acquisition needed for stations 16 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN 2. Chimes to Garner Features three stops, one at Roosevelt Street, and then connections to the River District and the Magnolia Mound. Nicholson Drive near the proposed Roosevelt Stop today. Nicholson Drive near Magnolia Mound today. DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 17

3. CONCEPT PLAN 2. Chimes to Garner Cross Sections Cross section for Chimes to Garfield * Streetcar in travel lanes * ROW acquisition needed for stations * Exceeds existing 80 ROW by 19 at stations Cross section for Garfield to Garner * Wide median * Exceeds existing 80 ROW by 31 * New ROW is 111 18 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN 3. Garner to I-10 Features two stops with connections to the Water Campus. 10 Nicholson Drive south of I-10, looking north today. Cross section for Garner to I-10 * Streetcar in travel lanes * ROW acquisition needed for stations * At stations will exceed 80 ROW by 19 DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 19

3. CONCEPT PLAN 4. St. Ferdinand Street from South Boulevard to North Boulevard (Northbound) Features two stops with connections to Downtown, Old State Capitol, IBM, River Center, Shaw Center, Old State Capitol, and City Hall. St. Ferdinand Street south of France Street today. 10 Cross section for St. Ferdinand Street (northbound) * Within 60 ROW Transit 20 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN 5. 4th Street from North Boulevard to North Street (Northbound) Features connections to Downtown and the Capitol. 4th Street looking north today. Cross section for 4th Street (northbound) * Within 60 ROW Transit DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 21

3. CONCEPT PLAN 6. River Road from North Street to North Boulevard (Southbound) Features connections to the Capitol, downtown, Old State Capitol, IBM River Center, Shaw Center and City Hall. River Road looking south. Cross section for River Road from North Street to North Blvd (southbound) * Within 60 ROW 22 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN 7. River Road from North Boulevard to Government Street Features connections to River Center and Old State Capitol. River Rd 4th Street looking north today. Cross section for River Road from North Boulevard to Government Street (southbound) * Within 72 ROW DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 23

3. CONCEPT PLAN 8. St. Phillip Street from Government Street to South Boulevard (Southbound) Features connections from the downtown business district, past the Belle of Baton Rouge toward the Water Campus 10 St. Phillip Street looking south today. Cross section for St. Phillip Street (southbound) * Within 52 ROW 24 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN Streetcars had a major role in shaping many cities in the period from 1890 to the late 1930 s. Today many American cities are planning or building new streetcar lines. A modern streetcar can handle many more people than a historic trolley or standard bus, up to 92 passengers. In addition, it has modern amenities such as low-floor cars and air conditioning. High-Capacity Transit Mode Alternatives A Nicholson Corridor HCTS can take the form of a modern streetcar, corridor bus rapid transit, or high-frequency bus. Each option varies in terms of capital costs, operating costs, carrying capacity, and known ability to generate increased ridership rates and stimulate additional private investment in station areas. Moving forward with implementation of this plan will require a more in-depth analysis of the costs and benefits of each alternative in order to design the transit solution that will be most effective in achieving community goals for the Nicholson Corridor. However, the general characteristics of each of the three options are outlined briefly below. MODERN STREETCAR Streetcars provide attractive short-trip urban circulation and help establish street life and public spaces. Service is frequent and stations may be spaced every 2-3 blocks up to1/2 mile and the streetcar serves as a pedestrian accelerator, facilitating trips that are part walking, part streetcar. Since streetcars can more easily be mixed with cars, bikes, buses, and pedestrians in a multi-modal street they typically share the track lanes with other vehicles such as cars and buses. Similar to light rail, streetcars attract choice riders (those who have ready access to a car and are not transit dependent), a significant advantage over rubber-tired alternatives. Streetcars are highly visible, have easily understood routes and the vehicles add to the area s vibrancy. In the case of the Nicholson Corridor, it is recommended that streetcar rails be placed in the DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 25

3. CONCEPT PLAN roadway lanes rather than the median. This is common practice in major and mid-sized cities because the shared-lane placement can further enhance the corridor while improving access to streetcar stops and shelters. Advantages of Modern Streetcar Streetcars catalyze private development along routes because of the attention and foot traffic they draw to adjacent properties. Further, the modern streetcar proposed for the corridor does not require additional roadway, and can be constructed within the existing right-of-way, making it more financially feasible than other transit alternatives. A streetcar would provide a visible and easyto-understand route and a convenient, reliable, air conditioned ride. Streetcars are known to attract from 23% to 50% more riders than a bus, all other things being equal. In addition they attract development along their route, which has a very positive impact on ridership. Other benefits of a modern streetcar option for Nicholson Corridor include: Increases pedestrian activity Permanent streetcar lines make new development more secure than a bus line Attracts tourists and residents to transit Catalyzes infill development near rail lines Air-conditioned comfort for up to 90 passengers Travel from LSU to State Capitol in 20 minutes Challenges for Modern Streetcar Modern streetcar has the highest capital costs to construct out of the proposed highcapacity transit options. While it s operational costs are comparable to Corridor BRT and lower than a high-frequency or standard bus, the need to lay tracks and install overhead guidewires in addition to high-quality stations is both more time and money intensive than the other alternatives. Lines similar to the concepts shown here carry 10,000 or more passengers a day. 26 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

3. CONCEPT PLAN CORRIDOR BUS RAPID TRANSIT Corridor bus rapid transit (BRT) is a relatively new technology that combines efficiency aspects of rail transit with the route flexibility of buses. It can operate on exclusive transit ways, high occupancy vehicle (HOV) lanes, expressways, or ordinary streets. Compared to typical diesel bus transit systems, a BRT system offers potential advantages by combining priority transit lanes, alternative fuel technology, cleaner and quieter operation, rapid and convenient fare collection, and integration with land-use policy. Corridor BRT has lower capital costs than rail transit, including streetcar. The features that differentiate Corridor BRT from standard bus include innovative approaches to increasing frequency and decreasing traffic-related delays, as well as high quality, technologically advanced stations with numerous pedestrian amenities, expedited boarding, and digital waittime displays. Enhanced bus often integrates a prominent visual brand with attractive bus design and comfortable seating to highlight it as a convenient, comfortable and efficient transit alternative. Because the line only travels up and down one corridor, route maps are simple and easily understood by riders. Advantages of Corridor BRT Innovative and modern bus designs are comfortable, air-conditioned, easy to board, and some hybrid or electrical vehicle models produce low or no emissions. Enhanced bus frequency can be between 10-12 minutes, with as little as 3-10 minute headways during peak traffic hours. Station-level boarding and off-board fare collection reduce boarding times, and bus priority at specially designed intersections allows lines to move efficiently up and down a corridor, even in heavy traffic. While standard bus schedules may be limited in off-peak hours or on weekends, enhanced bus maintains a frequent level of service from early morning to late night, including on weekends. Effectively, Corridor BRT offers many of the same features as a modern streetcar. The stations can offer equal amenities, innovation, and attractive design elements. Furthermore, Corridor BRT does not require installation of overhead guidewires or catenaries, reducing visual impact and potential conflicts with street trees. In comparison to traditional BRT, which often has a dedicated lane, enhanced bus does not require street widening or acquisition of additional right-of-way in most cases. Including have lower capital costs than streetcar, Corridor BRT is faster to construct and bring into operation than streetcar. Though the heavy investment in amenity-rich stations does DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 27

3. CONCEPT PLAN not make an Corridor BRT route immediately changeable or expandable, it is a relatively flexible infrastructure system when compared to any form of rail. Challenges for Corridor BRT Compared to traditional BRT or streetcar, corridor BRT does not provide the same level of consistency and predictability, as the lack of a dedicated lane leaves its schedule somewhat vulnerable to delays in heavy auto traffic. Capacity is also somewhat lower than traditional BRT vehicles articulated buses that can hold up to 200 passengers. Capacity for Corridor BRT a non-articulated vehicle will be closer to 50-100 passengers. Ridership levels also tend to be lower for Corridor BRT than streetcar. This phenomenon seems to be largely an effect of perception, but must be taken seriously into account nonetheless, considering the challenges presented by embarking on a campaign to alter local culture and attitudes surrounding ridership of particular modes of transit. Though corridor BRT routes are considered to be fairly permanent infrastructure, they are not always seen by such as potential developers of properties adjacent to or in the near vicinity of the route. More substantial research is necessary to understand the development impacts of all transit modes, but initial findings indicate that the perception of lacking permanence deters developers who might consider a streetcar or fixed rail transit a more stable indicator of local market growth and growth potential. HIGH-FREQUENCY BUS High-frequency bus service operates in mixed traffic and has shorter stop spacing. Increased efficiency of this service comes from intelligent system operations. Priority and preemption is used at intersections and real-time information is given at stops through the utilization of global positioning satellite (GPS) technology. Capacity is lower than with Corridor BRT or Streetcar. Without a high-capacity transit solution, traffic congestion will worsen, and bus service will be slowed and more severely delayed. Though there may be more people living, working and recreating in the Corridor, the lack of a high-capacity transit connection between LSU, Downtown and the Capitol will likely keep transit ridership levels low. NO BUILD ALTERNATIVE Although in the near future there is much planned development, potential development and redevelopment of vacant or underutilized land in the Corridor will be hindered by a lack of frequent, high-capacity transit because of the need to use larger portions of land for surface and/or structured parking. This will diminish returns on investment from both the private and public sectors. Additionally, new public investments and Downtown s amenities including the North Boulevard Town Square, Riverfront Park and pedestrian improvements will be disjointed. Residents and visitors will lack the ability to travel quickly and pleasantly between them. A high-capacity transit system capitalizes on the reality that the Nicholson Corridor as a whole is greater than the sum of its parts. 28 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

High-Capacity Transit Funding Sources There are multiple private and public beneficiaries that can play a role in financially supporting implementation of a HCTS. Below is a list of local, state and federal funding sources with potential to integrate into a capital costs financing package for a HCTS. LOCAL FUNDING TOOLS Tax increment financing from sales and property taxes Economic improvement district Increase parking revenue Off-site advertising STATE FUNDING SOURCES Nicholson Drive transfer of ownership Governor s Rapid Response Fund State Unclaimed Property Fund Transportation Infrastructure Model for Economic Development (TIMED) FEDERAL FUNDING SOURCES Department of Transportation: Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grant Program (Capital Grant). Federal Transit Administration: Small Starts/New Starts Programs; Urbanized Area Formula Funds; and the Surface Transportation Program Federal Highway Administration: Congestion Mitigation and Air Quality (CMAQ) Funds Economic Development Administration Fund allocation HUD Section 108 Federal business energy tax credit 3. CONCEPT PLAN OPERATING COSTS ALTERNATIVES Farebox recovery Bulk user agreements Off-site advertising Sponsorships Transit agency funds LSU operation transfer Transient room tax increase FUNDING SOURCE CRITERIA When evaluating potential funding tools, local stakeholders should keep in mind the following four funding criteria: Ease and Speed of Implementation: Can the tool be used for HCTS financing without requiring legal or policy changes? If laws or policies must be changed, are these amendments likely to be major or minor, and is likely that they would be approved? Ease of Administration: Are existing administrative mechanisms and staff in place? Can the tool piggyback on some form of existing measurement or collection system? Predictability and Reliability of Revenue Stream: Does the tool generate an immediate, steady, and predictable revenue stream operating off an existing resource base? Is it dependent on future growth? To what degree is it subject to economic cycles? Order of Magnitude of Revenue Is the amount of revenue the tool can generate worth the political and administrative energy needed to set it up and maintain it over time? DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 29

4NEXT STEPS Project Development Following this Plan the City-Parish will move into project development. This phase will provide the details necessary to make this project construction ready. The next steps in this phase will include: Develop & implement public engagement strategy Determine project partners Alternatives analysis Ridership and revenue forecasts Develop a finance package Final project decision go/no go Design and 30% engineering Operations and maintenance plan 30 NICHOLSON CORRIDOR PLAN MAY 2014 DRAFT

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