The Oil Drum

First, I founded a discussion group Streetcars Desired Everywhere in New Orleans.  Before Katrina, I had worked with a City Public Works Engineer to build the first half of the Desire Streetcar Line as part of a larger street rebuilding project.  We had the Mayor, RTA, the Vieux Carre Commission and Treme on board for the detailed proposal which was to be announced ~45 days after Katrina as part of the Mayor's re-election bid.

Below is what I just submitted to the paid consultants (WRT Group) for the Planning Subcommittee of Bring New Orleans Back (the mayor's group).

Multi-Use Grand Boulevards Strategy for Revitalizing New Orleans

New Orleans was built around a series of Grand Boulevards during the 1800s, most notably Canal, St. Charles and Esplanade. Space was left on several other streets for more such Grand Boulevards that were never truly developed to their potential.

Picking up where the 19th Century left off, and going forward into the 21st Century with a development strategy that emphasizes a series of modern Multi-Use Grand Boulevards would play to the strengths of New Orleans. The citizens of this city respond far more strongly than most to a premier cityscape. We simply CARE, and deeply, how our city looks and feels.

Taking neutral grounds that are little used today and transforming them into multiuse, multi-modal linear parks would create a powerful attractor for rebuilding New Orleans. And it a concept that many New Orleanians would rally behind. Something better that is truly, fundamentally, New Orleans.

Defining a plan that has near universal support is essential to a planning success in the environment today. A concept that can be easily grasped and quickly create a `That could work' consensus. An idea that has the `Power of a Good Idea' that will sell itself.

A Grand Boulevards Strategy is more likely than any other strategy to create this consensus. Work done for the North Rampart/Desire project, involving Public Works and their experience, can bring costs down closer to European and Australian norms and make these Grand Boulevards affordable. Compared to projects being planned elsewhere with the `Federal Process', a few Grand Boulevards will seem cheap in comparison if built efficiently as was conceived for North Rampart.

Conceptually (but not comprehensively), consider Elysian Fields and Claiborne as two of the first new Grand Boulevards. A bicycle path, separated by shrubs (azaleas, camellias, sweet olive, crepe myrtle, etc.) from the street traffic. Then jogging/walking trails with benches. Inside that two rows of the old style `3 lamp' poles (see Canal Street in the CBD) every 100'.  Interspaced in that 100' spacing between the lamp poles are cypress trees (perhaps live oaks on some blocks). And in between the two rows of lamps are 3 streetcar tracks running in grass.

A dramatic, straight vista up Elysian Fields, with the formality of a French garden. And a gentler, curving perspective on Claiborne, with the width varying and the garden blending and moving like an English garden.

But why 3 streetcar tracks ?

Three tracks can blend the attributes of classic New Orleans streetcar service with the attributes of modern light rail development. The outer two tracks provide local service, with stops every 3 blocks.  The inner track offers express service in the peak direction with stops every half mile or so. Transit speeds would likely be comparable to the neighboring auto traffic if the streetcars get signal priority. Given the compressed urban dimensions of New Orleans, express service, with stops every half mile and traveling near the speed limit would be time competitive with driving and parking. And each stop would create an opportunity for TOD.

Perhaps, at express stops, small coffee shops could be set up on the neutral ground. Rentals might be another source of revenue for RTA.  And these shops could become informal community gathering spots.  In the specific case of Claiborne, it may be wise to take two traffic lanes next to the neutral ground (one each side) and transform them into linear park & ride lots or widen the neutral ground in a few specific places. Claiborne will become less like an `auto sewer' repelling people and more approachable.

A narrower, two track Grand Boulevard plan for North Rampart has already received conceptual approval from all significant parties (RTA, the mayor, Vieux Carre Commission, Treme) with the same design elements in just 36' of neutral ground with bike lanes in-street. Given the preliminary work already done, and the variety of different streetcar lines supported by the first half of Desire, this should be a priority.

Overall, this strategy will naturally create mixed incomes within a few blocks of each other, as has happened on St. Charles and Esplanade. New development would be naturally drawn to these Grand Boulevards. Zoning could allow higher density and heights (my preference is a limit of 4 stories in most cases) at Express Streetcar Stops.

West End Boulevard is a natural for another Grand Boulevard, with the additional opportunity that it is wide enough to be raised several feet and accept TOD on the neutral ground. As noted elsewhere, a limited stop express section could be added to West End Blvd. down the partially abandoned railroad ROW 4 blocks downriver of Canal with very inexpensive track on ballast construction.

With some rework, General de Gaulle is a candidate for becoming a Grand Boulevard. Washington can support a narrow, two track `Grand Boulevard' for part of the route as could St. Claude. Almonaster would be an interesting Grand Boulevard in some sections. Napoleon is already a Grand Boulevard in many ways, but it could definitely be enhanced.

Algiers Point has another `Good Idea' that can be inexpensively built.  A single track loop around the perimeter of historic Algiers Point using three historic streetcars awaiting renovation in the Carrollton Barn would be an interesting local transportation connection to the Canal ferry and add another tourist attraction to New Orleans.

Concentrating upon a transportation strategy may have an advantage for federal funding. The FTA `New Starts' programs already has a dedicated sum of money and requires no additional appropriations till the six year renewal. Thus, New Orleans needs only get administrative priority over competing projects elsewhere.

In addition, it may be practical to raise the neutral grounds somewhat to create separate polders within New Orleans and thus include Grand Boulevards as part of a flood control strategy.

Good ideas, easily comprehended, filled out with substantial details, are more likely to have a real world impact with the public and the body politic than merely technical recommendations.

Alan Drake
Alan_Drake@Juno.com