Letters From Our Readers

Grand Boulevards Strategy: Transportation Post-Katrina

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

Grand Boulevards Strategy

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
new 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’s “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