BATON ROUGE, LA JULY 2014

Nicholson
Corridor Plan
Recommendations for a
High-Capacity Transit System
DRAFT
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 ..........................................................................................................33
Why do we need
a Corridor Plan?
I NTRODUCTI ON
1
Across America, the commercial corridors we know today
emerged from historic streetcar commercial districts and high-
trafc 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 todays 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 LSUs 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 benets of a high-capacity transit system, and outlines
options and next steps.
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 1
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.
HCTSs 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, HCTSs have an exclusive right
of way or a combination of exclusive and non-
exclusive 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
benets and challenges, in more detail.
Proposed Route for High-Capacity Transit
1: I NTRODUCTI ON
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 2
Visualization of Nicholson Corridor from FUTUREBR
Comprehensive Plan.
Visualization of a new River District depicting Nicholson Street
looking toward Garner.
Visualization of a new River District depicting Nicholson Street
toward Garner, taken from the River District Master Plan.
A high-capacity transit system
would provide much needed
transportation options for
residents and employees along
the entire corridor.
1: I NTRODUCTI ON
A high-capacity transit system
would synthesize the momentum
in Baton Rouge to create an
attractive and well-designed
downtown corridor.
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 3
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 approximately 30,000 vehicles a day.
There are no public transit options for those
wishing to travel efciently 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 ofce already
planned and under construction along the
proposed route, solutions are needed to address
issues such as constrained road space and
limited parking options.
Long trafc delays indicate a need to increase the capacity
to move people from place to place, not just their cars.
Parking is at a premium downtown and on LSUs campus.
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.
1: I NTRODUCTI ON
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 4
SUPPORTS LSU, DOWNTOWN AND
THE CITYS 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 LSUs 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 eld team (seats 3,000)
Bernie Moore Track Stadium - outdoor facilities for
the LSU track and eld team
(seats 5,700)
Downtown Baton Rouge, encompassing the
State Capitol and State ofce 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 ofce, housing, restaurants
and entertainment venues. Recent public
investments in the area include:
A Downtown Greenway comprised of parks,
plazas and multi-use pathways
A faade improvement program
A new public library
Complete Streets policy resulting in new sidewalks,
crosswalks, signalized intersections, and bike
lanes
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.
Tiger Stadium boasts an attendance capacity over 100,000.
Effectively, this three-mile
stretch between the Capitol
and LSU contains the most
important places in this region.
1: I NTRODUCTI ON
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 5
Nicholson Drive Master Plan for the LSU Campus.
The Onyx Residences, an apartment and condominium
project under construction on Third Street in Downtown
Baton Rouge, one block from a proposed transit stop.
The proposed Van Buren Grocery store in the River District
project, near a transit stop on Nicholson Drive.
SUPPORTS CORRIDOR
REVITALIZATION: PLANNED AND
POTENTIAL DEVELOPMENT
The proposed Nicholson Corridor transit
system connects the dots between several of
the citys 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.
Along with new housing and commercial/
retail development thats already planned or
under construction directly adjacent to the
proposed route, theres also another 120 acres
of nearby vacant or re-developable parcels
which provide more attractive opportunities
for private development, redevelopment and
adaptive reuse.
Within 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 ofce buildings,
thousands of new jobs and 3,700
new housing units to the area.
1: I NTRODUCTI ON
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 6
NI CHOLSON CORRI DOR TODAY
2
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.
This data characterizes the Nicholson Corridor as
a community of young, lower-income residents
who will greatly benet 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.
Employment within mile of the
Proposed HCTS Route
Total: 33,359
26%
Education
4%
Hotel
41%
Public
19%
Ofce
4%
Retail
6%
Industrial
Source: 2010 U.S. Census Block-level data for East
Baton Rouge Census tracts 24, 28.01, 51 and 52.
Housing Tenure in the Corridor
12%
75%
13%
Rent
Own with a mortgage
Own free and clear
Population by Age in the Corridor
Total population: 11,043
70+
55-69
40-54
25-39
18-24
10-17
<10
0 1000 2000 3000 4000
In the Corridor, the largest
population segments are between
the ages of 22 and 34.
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 7
LACK OF TRANSIT SERVICE
Today, the area is severely underutilized due
to a variety of factors including a historically
underperforming and inefcient 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. LSUs 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 mile of the transit alignment
proposed by this plan, there are ve 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 Citys 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.
Conceptual photo-illustration of a new mix-used use
development along Government Street.
Conceptual photo-illustration of adaptive reuse along
Government Street. Adaptive reuse preserves the existing
structure while transitioning to a new use(s) and making
faade improvements.
Government Street today.
2. THE CORRI DOR TODAY
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 8
State Capital
Water Campus
River District
LSU Campus
Downtown
IBM Campus
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)
Commercial/ofce development in progress:
LSU: 130,000 SF retail, 110,000 SF ofce
Onyx: 5,600 SF commercial
Commerce Building: 1 oor retail/commercial
River District: 100,000 ofce, 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
Total development potential, apart from
active projects:
120 total acres of new and redevelopment
13,000 new jobs (15% retail / 85% ofce)
3,200 new multi-family housing units
+6,000 population
+3,000 households
+600 children
New project value: $637.2 million
2. THE CORRI DOR TODAY
Potential new and redevelopment
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 9
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 LSUs 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 LSUs 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.
2. THE CORRI DOR TODAY
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 10
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 signicant locations and facilitate
faster, more efcient and affordable movement
of people, business and culture across the city,
Parish and state.
The Nicholson Corridor is an integral part of
FUTUREBRs 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 peak-
hour 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 RougeNew Orleans corridor would
provide a safe and efcient transportation
2. THE CORRI DOR TODAY
Proposed Passenger Rail Corridor and Station Locations
Source: Baton Rouge New Orleans Intercity Rail Feasibility Study, Final
Report (March 2014) http://connect.cpex.org/les/2014/03/BR-NOLARail_
StrategicBusinessPlan_FINAL_February2014.pdf
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 11
option, serving as a foundation for economic
competitiveness and a healthy regional
economy. It is energy efcient 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 Rouges Medical Centers.
Passenger rail service between Baton Rouge
and New Orleans would provide:
Safe and efcient transportation options
A foundation for economic competitiveness
and a healthy economy
Energy efciency 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 signicant 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
neighborhoods to evolve into places that
2. THE CORRI DOR TODAY
Proposed HCTS in Relation to Major CATS Bus Lines (in blue)
and the Proposed Regional Rail (in orange)
Town
Square Hub
Cortana
Mall Hub
Proposed
Regional
Rail
Proposed
HCTS
Major Bus
Lines and
Stops
(in blue)
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 LSUs Tiger Trails route
along Nicholson, and restore public transit access
to the campus.
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 12
provide many of the daily needs of residents and
workers within a minimal travel distance.
NICHOLSON CORRIDOR LAND USE
FUTUREBR identied 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 identied 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.
2. THE CORRI DOR TODAY
FUTUREBR Land Use Map
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
HI GH-CAPACI TY TRANSI T SYSTEM
CONCEPT PLAN
3
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 Rouges central city, through public and private
development in concert with the communitys 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 citys 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 specic 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 nal
alignment can be chosen.
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 14
Proposed
Segments
1. Stadium to
South of Chimes
2. Chimes to
Johnson
3. Johnson to
I-10
8. St. Phillip from
Government Street
to South Boulevard
(Southbound)
4. St. Ferdinand
Street from
South Boulevard to
North Boulevard
(Northbound)
7. River Road
North Boulevard to
Government Street
(Southbound)
5. 4th Street from
North Boulevard
to North Street
(Northbound)
6. River Road from
State Capitol to
North Boulevard
(Southbound)
Total track miles: 6
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 15
1. Stadium to South of Chimes
Features the southend terminus
turnaround and two stops.
Cross section for Stadium to South of Chimes
Streetcar in median (northbound)
Existing paved shoulder becomes sidewalk
ROW acquisition needed for stations
Nicholson Drive on the LSU Campus today.
LSU Campus
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 16
Nicholson Drive today.
Nicholson Drive near Magnolia Mound today.
2. Chimes to Johnson
Features one stop at Aster Street.
3. CONCEPT PLAN
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 17
Cross section for Chimes to Johnson
Streetcar in travel lanes
ROW acquisition needed for stations
Streetcar travels within existing 80 ROW and will exceed existing 80 ROW by 19 at station locations
Cross section for Johnson to Garner: River District
Wide median
Exceeds existing 80 ROW by 31 through River District property
New ROW is 111
2. Chimes to Johnson Cross Sections
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 18
Nicholson Drive south of I-10, looking north today.
3. Garner to I-10
Features two stops near the future
Water Campus.
Cross section for Garner to I-10
Streetcar in travel lanes
ROW acquisition needed for stations
At stations will exceed 80 ROW by 19
10
3. CONCEPT PLAN
10
Water Campus
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 19
St. Ferdinand Street south of France Street today.
Cross section for St. Ferdinand Street (northbound)
Within 60 ROW
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.
Transit
10
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 20
4th Street looking north today.
5. 4th Street from North Boulevard
to North Street (Northbound)
Features connections to Downtown
and the Capitol.
Cross section for 4th Street (northbound)
Within 60 ROW
Transit
3. CONCEPT PLAN
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 21
Cross section for River Road from
North Street to North Blvd (southbound)
Within 60 ROW
River Road looking south.
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.
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 22
4th Street looking north today.
7. River Road from North
Boulevard to Government Street
Features connections to River
Center and Old State Capitol.
Cross section for River Road from North
Boulevard to Government Street (southbound)
Within 72 ROW
R
i
v
e
r

R
d
3. CONCEPT PLAN
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 23
St. Phillip Street looking south today.
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
Cross section for St. Phillip Street (southbound)
Within 52 ROW
10
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 24
3. CONCEPT PLAN
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 benets 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 briey 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 signicant
advantage over rubber-tired alternatives. Streetcars
are highly visible, have easily understood routes and
the vehicles add to the areas vibrancy.
In the case of the Nicholson Corridor, it is
recommended that streetcar rails be placed in the
Streetcars had a major role in shaping many cities in the
period from 1890 to the late 1930s.
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-oor cars
and air conditioning.
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 trafc
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 nancially feasible than other
transit alternatives.
A streetcar would provide a visible and easy-
to-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 benets 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 inll 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 high-
capacity transit options. While its 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.
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 26
CORRIDOR BUS RAPID TRANSIT
Corridor bus rapid transit (BRT) is a relatively
new technology that combines efciency
aspects of rail transit with the route exibility
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 trafc-related
delays, as well as high quality, technologically
advanced stations with numerous pedestrian
amenities, expedited boarding, and digital wait-
time displays. Enhanced bus often integrates
a prominent visual brand with attractive bus
design and comfortable seating to highlight
it as a convenient, comfortable and efcient
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 trafc hours. Station-level boarding and
off-board fare collection reduce boarding
times, and bus priority at specially designed
intersections allows lines to move efciently
up and down a corridor, even in heavy trafc.
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 conicts 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
3. CONCEPT PLAN
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 27
not make an Corridor BRT route immediately
changeable or expandable, it is a relatively
exible 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 trafc.
Capacity is also somewhat lower than traditional
BRT vehiclesarticulated 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 ndings indicate that
the perception of lacking permanence deters
developers who might consider a streetcar or
xed rail transit a more stable indicator of local
market growth and growth potential.
HIGH-FREQUENCY BUS
High-frequency bus service operates in mixed
trafc and has shorter stop spacing. Increased
efciency 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, trafc
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
Downtowns 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.
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 28
3. CONCEPT PLAN
High-Capacity Transit
Funding Sources
There are multiple private and public
beneciaries that can play a role in nancially
supporting implementation of a HCTS. Below is
a list of local, state and federal funding sources
with potential to integrate into a capital costs
nancing package for a HCTS.
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 nancing 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?
LOCAL FUNDING TOOLS
Tax Increment Financing (TIF) from Sales and
Property taxes: TIF can come from increased
generation of property, sales, and hotel taxes
via new developments within designated urban
renewal districts. Annual tax increment collec-
tions can be applied to 1) pay back TIF revenue
bonds OR 2) used on a pay as you go basis.
In addition, the state can inject up to $10 mil-
lion into a TIF district from its portion of sales
tax gains. The City/Parish has been successful
with smaller TIF districts, and larger TIF districts
have been established in other Louisiana cities.
Setting up a new TIF district often encounters
political challenges but the Nicolson corridor
brings together a signicant number of benet-
ing interests that approving an urban renewal
district for TIF should be viable. The TIF district
along the high capacity transit line would in-
clude many tax-exempt uses (e.g. government
and educational buildings), and the state provi-
sions for property tax abatements need to be
factored into TIF revenues.
Economic Improvement District (EID): EIDs
help to fund capital costs for projects that
provide a special benet to the properties
within the boundary of the EID. The EID
formation allows the use of specied enhanced
state sales tax for up to an additional 1% within
a the EID boundary. EID could be blended with
the TIF district to increase sales tax collections
that could be applied to high capacity transit.
The additional sales tax could support bonds
for high capacity transit capital improvements.
The EID assessments become liens on the
benetted properties.
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 29
While public institutions are not required to
pay into an EID, it would be useful to explore
securing participation by LSU since it would be
a prime beneciary of a high capacity transit sys-
tem. Such a system creates a convenient trans-
portation link to downtown that allows for stu-
dent and faculty housing to be developed along
the line while reducing reliance on cars to get to
and from campus. It also links LSU faculty and
researchers with business and policy opportuni-
ties in downtown. And it can likely reduce the
need for some very expensive structured park-
ing garages that LSU may need to construct in
the future. Possible sources for LSUs participa-
tion in the EID could include: increased campus
parking fees and/or student fees, as well as a 1%
increase in sales tax from eligible LSU retailers.
Increase Parking Revenue: Many cities use
parking funds to help fund large mass transit
projects because 1) transit can help balance utili-
zation of parking garages along the high capac-
ity transit line and 2) transit can help prevent
the parking system from having to add as many
structured parking facilities which then enables
land dedicated for future parking structures to
be used for a range of other, often taxable uses.
There are several options to increase parking
revenue within the high capacity transit cor-
ridor, including increasing hourly rates for pub-
licly owned parking garages and street meters,
increasing hours of service or days of service
(e.g. weekends), and increasing parking nes.
LSUs potential participation via parking has
been cited above. Each of these options could
be used to direct additional revenues to service
tax-exempt bonds that pay for a portion of high
capacity transit.
Off-site Advertising: Allowing advertising in
and on public assets such as benches, kiosks,
and street signs can generate revenue for public
purposes. Revenue generated can be exibly
deployed. These funds could be used for high
capacity transit capital or operating expenses.
Many cities across the country and around the
world have embraced this form of revenue
generation. Revenue from off site advertising
tends to be more sensitive to economic cycles
and may not be sufciently net lucrative or
stable to provide ongoing revenue to support a
large project.
STATE FUNDING SOURCES
Nicholson Drive Transfer of Ownership: The
City/Parish has been in discussions to transfer
Nicholson Drive to City/Parish ownership
and maintenance. Owning the roads gives
the City/Parish more control over long-term
planning for the corridor. With this transfer,
the City/Parish gains a portion of future state
maintenance dollars that can be applied to
capital improvements. This could be signicant
one-time capital funding injection. The City/
Parish would become responsible for ongoing
Nicholson Drive maintenance costs, which are
undetermined.
Governors Rapid Response Fund: The
Governors Rapid Response Fund is a
permanent $10 million annual fund for economic
development projects that benet the state of
Louisiana by providing new jobs and capital
investments. The Nicholson high capacity transit
project could qualify because it provides more
efcient transportation connections between
job generators such as LSU, downtown, the
proposed new IBM and Exxon buildings, and
the proposed Water Research Campus. The
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 30
City/Parish would need to get private and public
players on board to create a united front to make
the case to the Governor.
State Unclaimed Property Fund: This fund consists
of unclaimed cash, stocks, bonds, securities,
insurance benets, and other property. The fund
appears to have exibility to fund a range of
economic and redevelopment efforts. This is likely
a very competitive fund source, but the City/Parish
high capacity transit system project appears well
positioned to make a strong case for tapping into it.
Transportation Infrastructure Model for
Economic Development (TIMED): Funded
by states $.04 additional gas tax, this fund has
invested in numerous corridors that offer economic
development benets. Most corridors funded have
been between cities covering larger distances
than the proposed Nicholson high capacity transit
system. The City/Parish needs to learn whether
new corridor projects will be allowed and if so, how
to best position high capacity transit system for
success.
FEDERAL FUNDING SOURCES
Department of Transportation
Transportation Investment Generating Economic
Recovery (TIGER) Discretionary Grant Program
(Capital Grant). : These funds come from a direct
earmark of federal funds procured by congressional
delegation. There is $600 million available for FY
2014, and each project requires a local match. Many
of the local and state funding sources identied
above could address the local match requirements.
The selection process for these grants is highly
competitive. Many cities have used the National
Infrastructure Investment Program to help with
similar corridor improvements.
Federal Transit Administration
Small Starts/New Starts Programs: These
programs award grants for capital costs associated
with new xed guideway systems, extensions,
and bus corridor improvements. The Small Starts
program funds projects with a total project cost of
no more than $250 million. The New Starts program
funds projects with total costs larger than $250
million, and requires a 20% local match requirement
(higher matches are encouraged). These funds
have helped many cities with similar corridor
improvements. The total allocation in 2014 was $2
billion in the United States. There are new criteria for
project approval aimed at economic development
and land use, as well as traditional measures of
transportation cost-effectiveness.
Surface Transportation Program: These programs
award grants for capital costs associated with
new xed guideway systems, extensions, and bus
corridor improvements. The Small Starts program
funds projects with a total project cost of no more
than $250 million. The New Starts program funds
projects with total costs larger than $250 million,
and requires a 20% local match requirement (higher
matches are encouraged). These funds have helped
many cities with similar corridor improvements. The
total allocation in 2014 was $2 billion in the United
States. There are new criteria for project approval
aimed at economic development and land use, as
well as traditional measures of transportation cost-
effectiveness.
Federal Highway Administration
Congestion Mitigation and Air Quality (CMAQ)
Funds: CMAQ funds go to projects that improve
air quality and reduce congestion in ozone non-
attainment and abatement parishes. The City/
Parishs non-attainment status may make it more
3. CONCEPT PLAN
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 31
competitive for these funds. The 2014 allocation
for Louisiana is $11 million.
Economic Development Administration
(EDA) Fund allocation: These up-front grants
fund projects that support the implementation
of regional economic development strategies
designed to create jobs, leverage private
capital, and encourage economic development.
The 2014 allocation for Louisiana is up to
$500,000. A high capacity transit line linking
education, research, and employment centers
should be a good candidate for EDA funds.
HUD Section 108: The City/Parish gets $4
million per year in Community Development
Block Grant (CDBG) funds, which translates to
$20 million in Section 108 low-interest loans for
eligible projects. The City/Parish would need to
designate loan repayment source(s) for these
funds, such as EID assessments and parking
revenue from City/Parish and LSU. A key benet
of Section 108 in the recent past has been the
very low interest rates (often under 1%).
Federal business energy tax credit: As of
January 2013, businesses can receive a credit
equal to 30% of total costs for solar energy
projects that use solar energy to generate
electricity, to heat or cool a structure, or to
provide solar process heat. These tax credits
function as an effective grant for the project. The
City/Parish could take an innovative approach
and consider using solar panels at high capacity
transit stops to provide electricity for real-time
schedule information and lights. Any excess
energy could be directed to power the high
capacity transit system.

OPERATING COSTS ALTERNATIVES
Farebox recovery : Many corridor transit lines
have a set fare, which can cover a portion of
overall operating costs.
Bulk user agreements: Private businesses
and institutions pre-pay for a set number of
riders, usually at a discount. The high capacity
transit system operation benets from up front
cash payments. The City/Parish, state, and LSU
could use these agreements to generate more
ridership and provide benets to employees
and students.
Off-site advertising: Allowing advertising in
and on public benches, kiosks, and street signs
can generate revenue for public purposes.
Sponsorships: These funds include private and
public sponsorship of high capacity transit stops
and sometimes the transit vehicles themselves.
Transit agency funds: Transit agency operating
funds, as available, could be used to support the
high capacity transit system.
LSU operation transfer: LSU could redirect
existing funds that it currently uses for
operations on its route linking its campus
to downtown (Downtown-Vet Trail ) to high
capacity transit operations.
Transient room tax increase: A small increase
on the hotel room tax could help support
operations if hotels within the general use
boundary of the transit system nd their users
will directly benet from proximity to it. Hotels
guests could benet from prepaid tickets, which
could be worked into the operations agreement
tied to the hotel tax increase.
3. CONCEPT PLAN
NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT 32
Project
Development
Following this Plan, the City-Parish will move
into project development which will provide the
necessary details to get the project ready for
construction. The next steps in this phase include:
DEVELOP & IMPLEMENT PUBLIC
ENGAGEMENT STRATEGY
Public input will continue to play a key role in
the design and implementation of high-capacity
transit in the Corridor. The transit system needs to
support residents and workers, as well as enhance
the existing character of adjacent neighborhoods.
Local community members are most knowledgeable
about the assets and opportunities in the Corridor
and how high-capacity transit can be integrated to
support them. Public engagement will include a
range of engagement activities, such as workshops,
open houses, online participation opportunities,
and design charettes.
DETERMINE PROJECT PARTNERS
The City-Parish has received signicant support
for the Nicholson Corridor HCTS Plan from key
agencies, organizations, businesses and legislators.
Some combination of these individuals and
agencies, in additional to community members
and stakeholder groups, will collaborate to move
forward with planning and implementation.
CONDUCT ALTERNATIVES ANALYSIS
An alternatives analysis will compare the costs and
benets of different modes and alignments for a
HCTS in the Corridor. Criteria will be determined
by community members and project partners, and
feasibility of implementation. Alternatives analysis
will also take into consideration ridership and
revenue forecasts that will be modeled by planners
and transportation engineers.
DEVELOP A FINANCE PACKAGE
Project partners will select a combination of the
funding options-as described in the previous
section- that will best meet need for both capital
and operational costs. Criteria for selecting funding
options include: ease and speed of implementation,
ease of administration, predictability and reliability
of revenue stream, and order of magnitude of
revenue.
MAKE FINAL PROJECT DECISION
A nal decision to move forward or not with
a HCTS will be made based on public input, the
alternatives analysis and available nancing.
PREPARE DESIGN AND 30%
ENGINEERING PLANS
If a decision to move forward with high capacity
transit is made, a team of experts will collaborate
to develop a more detailed design including
streetscape, stop location and layout, and vehicle/
transit interface features will be developed into
the initial phase of construction planning.
DEVELOP AN OPERATIONS AND
MAINTENANCE PLAN
The operations and maintenance plan will establish
which entity will operate and maintain the high
capacity transit system.
NEXT STEPS
4
4. NEXT STEPS
DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 33