Nicholson Corridor Plan

8/11/2019 Nicholson Corridor Plan

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Why do we need

a Corridor Plan?

INTRODUCTION1Across America, the commercial corridors we know today

emerged from historic streetcar commercial districts and high-traffic 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 areasfor 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 andbalancing 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 planningefforts along the Nicholson Corridor, recommends robusttransit options between Downtown and LSUs Campus,

and supports connectivity for Baton Rouge. Previous areaplans have consistently depicted the future of NicholsonCorridor as a place transformed by new development,pedestrian-friendly amenities and new, multi-modaltransportation options. The Nicholson Corridor Planprovides 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, walkmore and use public transit to arrive at nearby work, socialand cultural destinations. It addresses existing plans, public

infrastructure investments and developments, describes the need

for and benefits of a high-capacity transit system, and outlinesoptions and next steps.

DRAFT RECOMMENDATIONS FOR A HIGH CAPACITY TRANSIT SYSTEM 1


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What is the role ofa high-capacitytransit 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 muchneeded 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

benefits and challenges, in more detail.

Proposed Route for High-Capacity Transit

: INTRODUCTION

NICHOLSON CORRIDOR PLAN JULY 2014 DRAFT2


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Visualization of Nicholson Corridor from FUTUREBRComprehensive Plan.

Visualization of a new River District depicting Nicholson Streetlooking toward Garner.

Visualization of a new River District depicting Nicholson Streettoward Garner, taken from the River District Master Plan.

A high-capacity transit systemwould provide much needed

transportation options forresidents and employees along

the entire corridor.

1: INTRODUCTI

A high-capacity transit systemwould synthesize the momentum

in Baton Rouge to create anattractive and well-designeddowntown corridor.



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Why is this plan,

and high-capacity transit,important forBaton Rouge?A SOLUTION FOR CURRENT ANDFUTURE 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 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.

Long traffic delays indicate a need to increase the capacityto move peoplefrom place to place, not just their cars.

Parking is at a premium downtown and on LSUs campus.

The Nicholson Corridor HCTSwill be a major amenity for theCity-Parish and will play a rolein further stimulating economic

development in this area byproviding new, comfortabletransportation options withoutadding more vehicles to the road

The HCTS will provide more access to the existing bicycleand pedestrian facilities along the Mississippi River.

: INTRODUCTION



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SUPPORTS LSU, DOWNTOWN ANDTHE CITYS GROWING MOMENTUM

Since the mid-1990s the Nicholson Corridor has

had some of the most actively growing institution

and uses in the region. LSU, the southern anchor

of the Corridor, has 30,000 students and 6,500faculty 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. Othe

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 fo

the LSU track and field team

(seats 5,700)

Downtown Baton Rouge, encompassing theState Capitol and State office and administrative

buildings, has seen substantial investment since

the adoption of Plan Baton Rougein 1998, and h

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 pathwaysA faade improvement program

A new public library

Complete Streets policy resulting in new sidewalk

crosswalks, signalized intersections, and bike

lanes

Downtown Baton Rouge has a burgeoning entertainmentdistrict 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-milestretch between the Capitoland LSU contains the mostimportant places in this region.

1: INTRODUCTI



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Nicholson Drive Master Plan for the LSU Campus.

The Onyx Residences, an apartment and condominiumproject under construction on Third Street in DowntownBaton Rouge, one block from a proposed transit stop.

The proposed Van Buren Grocery store in the River Districtproject, near a transit stop on Nicholson Drive.

SUPPORTS CORRIDORREVITALIZATION: PLANNED ANDPOTENTIAL 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 proposedHCTS 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 proposedtransit route, there are more thansix planned construction projects,

expected to bring an estimatedtwo million square feet ofcommercial and office buildings,thousands of new jobs and 3,700new housing units to the area.

: INTRODUCTION



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NICHOLSON CORRIDOR TODAY2Nicholson CorridorExistingConditions

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 hometo 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 a

a community of young, lower-income residents

who will greatly benefit from increased access to

jobs, educational opportunities, and high-qualit

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 theProposed HCTS Route

Total: 33,359

26%Education

4%Hotel

41%Public

19%Office

4%Retail

6%Industrial

Source: 2010 U.S. Census Block-level data for EastBaton 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


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Related Planning

in the CorridorProviding a HCTS along the Nicholson Corridor

implements the goals and principles of the numerouspast 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 itinto 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 CORRIDOR TODAY



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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 movementof 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 RAILPlanning 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 efficient transportation

2. THE CORRIDOR TOD

Proposed Passenger Rail Corridor and Station Locations

Source: Baton Rouge New Orleans Intercity Rail Feasibility Study, FinalReport (March 2014) http://connect.cpex.org/files/2014/03/BR-NOLARail_StrategicBusinessPlan_FINAL_February2014.pdf



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HIGH-CAPACITY TRANSIT SYSTEMCONCEPT PLAN3High-Capacity TransitProposed AlignmentThe 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 effectivetransit 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 riverbanks. 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.



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Nicholson Drive today.

Nicholson Drive near Magnolia Mound today.

2. Chimes to Johnson

Features one stop at Aster Street.

3. CONCEPT PLA



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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



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4th Street looking north today.

7. River Road from NorthBoulevard to Government Street

Features connections to RiverCenter and Old State Capitol.

Cross section for River Road from NorthBoulevard to Government Street (southbound)

Within 72 ROW

(&)*"(,

3. CONCEPT PLA



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St. Phillip Street looking south today.

8. St. Phillip Street fromGovernment Street to SouthBoulevard (Southbound)

Features connections from thedowntown business district, pastthe Belle of Baton Rouge towardthe Water Campus

Cross section for St. Phillip Street (southbound)

Within 52 ROW

10

3. CONCEPT PLAN



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3. CONCEPT PLA

High-Capacity Transit

Mode AlternativesA 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 statio

areas. Moving forward with implementation of this

plan will require a more in-depth analysis of the cos

and benefits of each alternative in order to design t

transit solution that will be most effective in achievi

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 bespaced 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 stree

they typically share the track lanes with other vehicl

such as cars and buses. Similar to light rail, streetca

attract choice riders (those who have ready acces

to a car and are not transit dependent), a significanadvantage over rubber-tired alternatives. Streetcars

are highly visible, have easily understood routes an

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 theperiod from 1890 to the late 1930s.

Today many American cities are planning or building newstreetcar lines.

A modern streetcar can handlemany more people than ahistoric trolley or standardbus, up to 92 passengers.

In addition, it has modernamenities such as low-floor carsand air conditioning.



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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 othertransit 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 benefits of a modern streetcar option for

Nicholson Corridor include:

Increases pedestrian activity

Permanent streetcar lines make newdevelopment 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 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.



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CORRIDOR BUS RAPID TRANSIT

Corridor bus rapid transit (BRT) is a relatively

new technology that combines efficiency

aspects of rail transit with the route flexibilityof 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 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 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 boardingtimes, 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 i

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 stree

trees. In comparison to traditional BRT, which

often has a dedicated lane, enhanced bus doe

not require street widening or acquisition of

additional right-of-way in most cases.

Including have lower capital costs than streetc

Corridor BRT is faster to construct and bring

into operation than streetcar. Though the

heavy investment in amenity-rich stations does

3. CONCEPT PLA



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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 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 ridershipof 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 detersdevelopers 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 isused 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 ahigh-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



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3. CONCEPT PLA

High-Capacity Transit

Funding SourcesThere are multiple private and public

beneficiaries that can play a role in financially

supporting implementation of a HCTS. Below isa list of local, state and federal funding sources

with potential to integrate into a capital costs

financing package for a HCTS.

FUNDING SOURCE CRITERIAWhen evaluating potential funding tools, local

stakeholders should keep in mind the following

four funding criteria:

Ease and Speed of Implementation: Canthe 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?

LOCAL FUNDING TOOLSTax Increment Financing (TIF) from Sales and

Property taxes: TIF can come from increasedgeneration 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 district

have been established in other Louisiana citiesSetting up a new TIF district often encounters

political challenges but the Nicolson corridor

brings together a significant number of benefit

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 befactored into TIF revenues.

Economic Improvement District (EID): EIDs

help to fund capital costs for projects that

provide a special benefit to the properties

within the boundary of the EID. The EID

formation allows the use of specified 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 collectionsthat 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

benefitted properties.



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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 beneficiary 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 campusparking 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 fines.

LSUs potential participation via parking hasbeen 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 flexibly

deployed. These funds could be used for highcapacity 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 sufficiently net lucrative or

stable to provide ongoing revenue to support a

large project.

STATE FUNDING SOURCESNicholson 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 significant

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 benefit the state of

Louisiana by providing new jobs and capitalinvestments. The Nicholson high capacity transit

project could qualify because it provides more

efficient 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



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City/Parish would need to get private and public

players on board to create a united front to make

he case to the Governor.

State Unclaimed Property Fund: This fund consistsof unclaimed cash, stocks, bonds, securities,

nsurance benefits, and other property. The fund

appears to have flexibility 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): Fundedby states $.04 additional gas tax, this fund has

nvested in numerous corridors that offer economic

development benefits. Most corridors funded have

been between cities covering larger distances

han the proposed Nicholson high capacity transit

ystem. The City/Parish needs to learn whether

new corridor projects will be allowed and if so, how

o best position high capacity transit system for

uccess.

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 identified

above could address the local match requirements.

The selection process for these grants is highly

competitive. Many cities have used the National

nfrastructure Investment Program to help with

imilar corridor improvements.

Federal Transit Administration

Small Starts/New Starts Programs: These

programs award grants for capital costs associate

with new fixed guideway systems, extensions,

and bus corridor improvements. The Small Startsprogram funds projects with a total project cost o

no more than $250 million. The New Starts progr

funds projects with total costs larger than $250

million, and requires a 20% local match requirem

(higher matches are encouraged). These funds

have helped many cities with similar corridor

improvements. The total allocation in 2014 was $

billion in the United States. There are new criteria

project approval aimed at economic developmen

and land use, as well as traditional measures oftransportation cost-effectiveness.

Surface Transportation Program: These program

award grants for capital costs associated with

new fixed guideway systems, extensions, and bus

corridor improvements. The Small Starts program

funds projects with a total project cost of no mor

than $250 million. The New Starts program funds

projects with total costs larger than $250 million,and requires a 20% local match requirement (high

matches are encouraged). These funds have help

many cities with similar corridor improvements. T

total allocation in 2014 was $2 billion in the Unite

States. There are new criteria for project approva

aimed at economic development and land use, a

well as traditional measures of transportation cos

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 PLA



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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 implementationof 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 benefit

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 ALTERNATIVESFarebox recovery : Many corridor transit lines

have a set fare, which can cover a portion of

overall operating costs.

Bulk user agreements: Private businessesand institutions pre-pay for a set number of

riders, usually at a discount. The high capacity

transit system operation benefits from up front

cash payments. The City/Parish, state, and LSU

could use these agreements to generate more

ridership and provide benefits to employees

and students.

Off-site advertising: Allowing advertising inand 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 supportoperations if hotels within the general use

boundary of the transit system find their users

will directly benefit from proximity to it. Hotels

guests could benefit from prepaid tickets, which

could be worked into the operations agreement

tied to the hotel tax increase.

3. CONCEPT PLAN



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Project

DevelopmentFollowing this Plan, the City-Parish will movento project development which will provide the

necessary details to get the project ready for

construction. The next steps in this phase include:

DEVELOP & IMPLEMENT PUBLICENGAGEMENT STRATEGYPublic input will continue to play a key role in

he design and implementation of high-capacityransit in the Corridor. The transit system needs to

upport residents and workers, as well as enhance

he 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

upport them. Public engagement will include a

ange of engagement activities, such as workshops,

open houses, online participation opportunities,and design charettes.

DETERMINE PROJECT PARTNERSThe City-Parish has received significant support

or 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

orward with planning and implementation.

CONDUCT ALTERNATIVES ANALYSISAn alternatives analysis will compare the costs and

benefits of different modes and alignments for a

HCTS in the Corridor. Criteria will be determined

by community members and project partners, an

feasibility of implementation. Alternatives analysi

will also take into consideration ridership andrevenue forecasts that will be modeled by planne

and transportation engineers.

DEVELOP A FINANCE PACKAGEProject 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 fundi

options include: ease and speed of implementati

ease of administration, predictability and reliabiliof revenue stream, and order of magnitude of

revenue.

MAKE FINAL PROJECT DECISIONA final decision to move forward or not with

a HCTS will be made based on public input, the

alternatives analysis and available financing.

PREPARE DESIGN AND 30%ENGINEERING PLANSIf 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 ANDMAINTENANCE PLANThe operations and maintenance plan will establi

which entity will operate and maintain the high

capacity transit system.

NEXT STEPS44. NEXT STEPS



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Documents

Nicholson Corridor Plan