Mid City and Regional Rail

As anyone who lives in Mid City, I constantly dream that one day I can be independent of my car. However, there is a chicken and the egg complex. As a person living in an area that can easily be sustainable, what form of mass transit is needed first? Short distance? Or long distance? One without the other still requires a car.

The point of the question relates directly to the New Orleans/Baton Rouge rail. While I'm obviously a heavy supporter of the rail. I have many issues with the background planning for the project. One of the fundamental reasons will be the location of the station. Memorial Stadium, while central, isn't convenient. Non of our current transportation systems are centered on that specific location. Nor is this location heavily populated in the immediate area. So every person taking the train will be required a commute. Our current bus system would have to dedicate a special route specifically for the station, which would require a transfer and therefore over an hour bus ride to the average citizen. So most people will be arriving by car (I-110), with lots of cheap parking. This isn't even mentioning the people arriving to Baton Rouge. The train station, like the bus station, would have no immediate destinations nearby. Requiring further transfers for people out of town.

Another fundamental problem with the train will be cost. A ticket will more than likely be $40 r/t. LA Swift offered the same round trip at a cost of nothing, and now at $10. The ridership is still low. People say they will use a train instead of bus, but when it comes down to it, the same amount of convenience is offered on both. It's all a perception. Even if new rail lines are laid (which probably won't happen), its almost impossible that "high-speed" will ever be achieved on a short-run, multi-destination trip. So we are probably looking at a two hour ride between Baton Rouge and New Orleans. 

Being from the Midwest, we had a daily Amtrak train to Chicago that operated from downtown to downtown. The ride was 2.5 hours, 120 miles, at $40 (similar to the proposed New Orleans route). The station was located within a half mile of a 40,000 person university, had a high transit ridership, and the destination city of Chicago was much less automobile reliant than New Orleans. Yet the train was barley used.

My point isn't suppose to be cynical. Although it is. My point is personal fear. Investing all of this time, money, and effort into a single-line destination train might be the downfall of further investment. There isn't any long range vision. It seems to be forgotten that we already have a rail line connecting New Orleans to Houston. Yet no discussion on improving that service has taken place. While Baton Rouge could possibly be connected to Houston, it couldn't physically include Lafayette and Lake Charles (two of our large metro areas). So I wish this discussion would look at the long-term ramifications of a comprehensive regional rail study, instead of just a commuter line between Baton Rouge and New Orleans. If we are only looking at a commuter line, than we need to look at other short term transit options which is completely different from the regional, high-speed rail being discussed. In order for a commuter line to work, it needs to be well connected - a truly multi-model transportation network. There are three levels to this type of transit. Local bus service, light rail, and commuter rail. Small steps need to be made in each to succeed. Focusing all our resources on one level is as failing as focusing all our transportation money into the automobile.

Sidewalks

A lack of blogging, I know. But I’m starting again with a talk about sidewalks. Something most people would say Government Street is lacking, Yet Government Street is "lucky" because it actually has sidewalks along the entire corridor. Most major corridors in Baton Rouge cannot claim this honor. While it's required for developers to build sidewalks in all of their developments (Section UDC 13.6), it is (apparently) not required for the city to put sidewalks in their projects. This can be seen citywide as many of the Major Street Projects have not considered pedestrian accessibility at all (1)(2)(3)(4)(5). (Yet, I think their coming around, and more and more projects do consider pedestrian accessibility).

So why does Government Street - and urban corridor with heavy population density, and numerous pedestrian destinations - not provide a seemingly safe climate for pedestrians, you ask. 

Answer? I don't know.

Actually, almost all the signalized intersections do have pedestrian lights. Of course this excludes 22nd Street and Jefferson Highway, and (the last time I used it) Acadian Thruway's pedestrian signals didn't work. While minor, pedestrian signals help give the pedestrian an idea of safety so they can take their legal right of way (1) (2).

However.

Walkability boils down to perception. While Government Street holds the population density necessary for walkability, along with numerous destinations, people don't perceive Government Street as walkable. A huge problem lies in-between the signalized intersections. The first problem being the lack of intersections. Signals are sometimes spaced at a half mile, which requires you to find an intersection, or cross the street mid block (without a cross). Mid block crossings are legal (as long as there isn't an a near by signal), but I myself will rarely make the dash due to the four lanes of traffic moving at 40mph. Which leads us to the next reason people don't percieve Governmetn Street as "safe". With sidewalks around four feet wide (adequate by city code, but not adequate by Government Streetcode), it doesn't make your leisurely stroll a-brush with traffic very lovely. 

How is any of this fixable? Well first the city should require development to abide by laws already in place. Government Street requires all redevelopment over 40% to install five foot sidewalks. While the ordinance is shaky, I would think that applies to all sidewalks. This includes sidewalks along the street, and for pedestrian circulation onsite. There have been many developments since this ordinance that have not held this provision. In fact, it was pulling teeth to have the city incorporate pedestrian amenities in the Foster Drive Greenlight Project. At first, they were going to block any pedestrian movement (like most Greenlight Projects) until they were asked to make the intersection friendly to pedestrians. One can argue a dedicated right hand turn lane, and five lanes of traffic is not pedestrian friendly. But the signals do work, signage is in place, and a crosswalk has been provided that is ADA. I honestly have to say I feel better crossing at that intersection.

Other than sidewalk width, another one of my favorite features of Government Street is the semi-parking lots along the street. I say "semi" because the majority of parking seemingly lies within the state right-of-way. Not only is this incredibly unsafe to cars, its even more unsafe to pedestrians as cars attempt to back onto Government Street amongst cars traveling at 40mph. Parking that backs onto a public street is illegal by Baton Rouge standard (UDC 17.4), but one would assume everyone has been "grandfathered in". Yet, one would also assume this feature would be of top Government priority because it's unsafe, and it is all taking place within right of way. If our city attorney is concerned about bike using the street legally, I'd think they would be even more conerned with the parking mess along Government Street. But I digress.

Another thing that can be done to correct these problems would require better attention from city officials. While I commend everything that has been accomplished downtown, other areas of the city need attention. Since I live along Government Street, I of course advocate a major street scape project along Government Street. There are lots of federal funds that assist in these efforts, and would only cost a fraction of other major street renovations. Baton Rouge is still in the mindset of transportation improvements that move more traffic faster. Yet most transportation projects can be solved if people start shopping locally because people won't have to use the expensive five lane interstate, or flyover ramps. The majority of my shopping occurs within a half mile of my house. Imagine if everyone did this. We wouldn't need multi-millions (billions on a loop). 

What can we do? Well first is to understand the pedestrian laws. Cars have to yield to pedestrians in crosswalks (if there isn’t signalization). Once the pedestrian footsteps in a crosswalk, cars should come to a complete stop and let the pedestrian cross.  I could go on a rant on how this law isn’t followed anywhere in the city, but since Government Street doesn’t have stand alone, mid-block crosswalks. Nor should Government Street have standalone crosswalks. It’s a high speed road, and would cause more problems for pedestrians than solve. Since there are no mid-block crossings, state and local law requires pedestrians to cross at a signalized intersection, when available. So assuming a quarter mile stretch of no signalization would be considered "not available", you can cross at any point along Government. Yielding to cars of course. In addition, you have the right away at any point the sidewalk crosses over a driveway or side street with an unsignalized intersection. Most drivers will try to run you over when you cross in front of them, but take the right of way (and maybe hit their car if they try to hit you).

Most of all. Just take the opportunity to walk down the street. The more people do it, the more people will want to do it, and the city will take note and begin upgrading their infrastructure. 

Government Street Demographics

There has to be an understanding of what Government Street is, and how it fits into the fabric of the city. It may seem common sense to lay all of this out, but it’s important to understand. I’ve done a quick analysis of Government Street.

Government Street in the Urban Context

I didn’t spend much time doing an in depth background on Government Street’s history. To tell you the truth, there isn’t much available on a quick Google search. This somewhat perplexes me because I’m from the Midwest. And in the Midwest the road/rail infrastructure is the backbone to historical development. Obviously, that’s probably not the case in Louisiana. But the road infrastructure has to hold some kind of dominance in development. So I made a few assumptions. 

Jefferson Highway was probably part of the original Jefferson Highway which ran along the Mississippi River from New Orleans to Winnipeg Canada. Government Street connects Jefferson Highway to downtown, which comes from New Orleans (now Airline Highway), and the Mississippi to Geismar. 

The Jefferson Highway/Government Street is one of several major connections that lead into the city. (River Road, Highland Road, Choctaw Drive, Greenwell Springs, Plank Road, and Scenic Highway were probably the other major connectors). Since Government Street is an older road, it is more dense and urban oriented. Because of this, Florida Boulevard and Interstate 10 were built to allow for heavier volumes of traffic.

This allows Government Street to be more centered on neighborhoods, and not high speed traffic, allowing several commercial centers to be located along Governments. The major center is downtown where Government Street ends/begins. After leaving downtown, the road is primarily residential with a minor commercial intersection at 19^th/Park Street. Heavy commercial doesn’t pick back up until the street reaches the Eugene Street and Acadian Thruway strip. Afterwards, residential is primarily on the side streets with less dense commercial lining Government Street itself. The final cluster of commercial is along the Foster Drive and Jefferson Highway strip. This is the most intense strip along Government Street, after downtown.

Government Street in the Social Context

I've done a quick analysis of the social context of Government Street. Given these are all 2000 numbers (specific block numbers won't be done until 2010). But it still gives a good picture of what the street "is". (Raw statistics used, and block groups (|)(|).

Taking a quick look at the density around Government Street is a good to find if the area is dense enough to not only support commercial activity, but walkable commercial activity. Here is a map of Government Street's Density (map), as compared to mid city (map), and the city (map). (Density by blocks for Block Group 14, 15, 16, 17, 18, 19).

With my limited understanding, Baton Rouge has been a divided city since (probably) the 1950s. That divide has fluculated between Choctaw and Government Street. That can still be reflected today in both race (map) and income (map). 

Government Street itself has some interesting statistics.

Age. The medium age along Government Street is fairly low. Especially if you compare it to the rest of the city (map).

Home Value. The values of homes along Government Street are very diverse. Which probably reflects in the reasons that both the young professionals, and families, live along the street.

Income. Similar to the housing values, a wide range of incomes are found along the street. Sometimes in the "business world" this creates a stignitisum (map). But this is contrary. Any similar situation around the country allows for increase buying power because of density (map), and a more vibrant setting because of diversity.

Commute. The majority of people along Government Street use their car to get to work. And are driving further to work, than the rest of the city (map). Which means that Government Street is not an employment center, itself. However, it will be interesting to see the 2010 census, because downtown is a much larger employment center than in 2000. This will change the dynamics of this statistic. 

Transportation. Although the majority of people along Government Street own a car, it's amazing the amount of households in Mid City that do not (map). This couples with the amount of people that rely on public transit for their transportation (map).

This gives Government Street three elements for a successful urban street.

Diversity of Government Street. The mix of income, race, and age gives the street an ecliptic feel, which is why current businesses and residents locate along Government Street.

Buying power along Government Street is high. Not only are there a mixed level of densities, but the young single adults typically spend more. 

The urban environment already present along makes it ideal for multiple forms of transportation. 

Purpose of this blog

I moved to Baton Rouge in 2006. Honestly, the first time I visited Government Street I wasn't impressed. When I came to Baton Rouge I moved to Spanish Town to try and get some urban lifestyles out of Baton Rouge, so obviously I had to leave downtown to do all my shopping. (Minus the Spanish Town market, which is was awesomly amazing - yes, that's an adjective). After a year in Baton Rouge I decided to buy a place. I had been in the city a year and come to the realization of the resources midcity, and more centrally Government Street, provided. Along the three and a half mile stretch are numerous art shops, restaurants, supermarkets, and services; beginning at the Mississippi River to the visual terminus at Jefferson Highway. Many neighborhoods line the street from lower income communities to high valued homes, and everything in between.

All of these positive qualities scream urban lifestyle, something that seems to be lacking in Baton Rouge. Why the urban lifestyle is missing is a mystery. Historically Louisiana is an urban state. The automobile has only been present for fifty years, while the Acadians settled here in the late 1700's and New Orlean's was founded fifty years before. Although Baton Rouge originate until after New Orleans, and (lets face it) lacks the cultural beginnings of Southern Louisiana, its a mystery why Baton Rouge didn't inherited some of the popular traits of New Orleans. The same traits which makes it famous worldwide. Instead, we have seen our urban landscape collapse to the vehicle in as little as thirty years. The car, while convenient (and the enables us to sing out loud), it comes with a lot of costs to both ourselves and society. Death, obesity, monetary, etc. People have been known to give up habits relating to just one of these problems. Yet the majority of people won't give up the automobile, even while being suffocated by all three. Every day we step into the car and partake in the most dangerous activity most of us will ever partake (and I'm paying an extra mortgage for this privilege).

So a year later I purchased a townhouse in midcity. I am now within a mile of Calandros, Piggly Wiggly, Albertsons, YMCA, La Caretta, Phil Brady's, the Jumbala Shop, Rolly Polly, Jack in the Box, Cains, Smoothi King, Popeyes, Oriental Pearl, Sonic, Opies, Albasha, Brew HaHa, Serops... gasp; and on and on. The majority of people in Baton Rouge need their car and ten miles (with millions of infrastructure taxes) to access all of these. I just need a five foot sidewalk, which I have (if I'm not in a wheel chair, or it hasn't rained in two days, or the utility company hasn't ripped out the sidewalk). So I walk all these places. Yet I still am taking my life into my own hands. I'm walking within feet of cars traveling at forty miles an hour, dodging cars backing out of parking spaces, crossing countless curb cuts; all while viewing awful urban landscapes.

Yet I still love it. The residents are ecliptic, forward thinking, and diverse. It's a planners wet dream. The social qualities of this area are unprecedent across the country. Yet it looks ugly. Virtual culture, if I may (Sonjay). Not pretty to look at, but give it a week and you love it here.

So what are the problems? The entries to follow will focus on in depth analysis of the urban qualities of Government Street that (I feel) need 'tweaked'. This includes (but won't be limited to) entries relating to sidewalks, transit, traffic, design guidelines, and street side appearance. Government Street has all the physical needs, it just needs infrastructure (both private and public). The city has done an amazing job fixing the downtown in these aspects, which is vital to the entire city's success. But we need investment (not just new traffic signals) in our neighborhoods.