Transportation
| Introduction | 2 |
|---|---|
| Part 1 Transportation Today | 7 |
| Part 2 Transportation Tomorrow | 20 |
| Part 3 Goals, Objectives and Actions | 49 |
| Introduction | 2 |
|---|---|
| Part 1 Transportation Today | 7 |
| Part 2 Transportation Tomorrow | 20 |
| Part 3 Goals, Objectives and Actions | 49 |
TRANSPORTATION
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Mississippi River Levee Path
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I-110 at Night
The FUTUREBR Comprehensive Plan envisions a holistic pattern of development that responds to the needs and desires of citizens, seizes opportunities for economically and environmentally sustainable growth, and continues progress toward our goals.
The FUTUREBR Vision calls for a shift in how land use, transportation priorities and decisions are made in the East Baton Rouge region. The region is congested, and conditions are projected to worsen if the current approach to land use and transportation does not change. The Parish will require substantial new investments in roads and streets. However, these investments alone will not provide East Baton Rouge Parish with a modern transportation system. Investments in transit and walking and biking infrastructure will be needed. In addition, coordinating land use and transportation can be one of the most powerful and cost-effective tools available to the Parish.
Reducing travel distances can be accomplished by shifting land use patterns to bring homes, jobs, shops, services and educational facilities together in a more accessible environment. Enhancing connectivity and embracing new modes of transportation that connect these walkable centers to the surrounding neighborhoods, city, parish and region are also instrumental in achieving the FUTUREBR Vision. This shift in policy has strongly resonated throughout the public input provided during the FUTUREBR planning process.
TRANSPORTATION
Introduction
Core Values and Aspirations of the Vision
A diverse group of residents and stakeholders representing all parts of East Baton Rouge Parish provided input through workshops, open houses, interviews, focus groups and survey discussions. Respondents consistently cited the following core values and aspirations they believed should be the foundation for building a vision for East Baton Rouge Parish.
Core values that relate to transportation:
Strong neighborhoods and communities: Neighborhoods in all areas of the City-Parish are desirable places to live and have a range of housing types and nearby amenities to serve residents.
Convenient transportation: There is a variety of choices for moving both people and goods, as well as improving existing ways to move throughout the Parish.
Healthy environment: Natural resources are protected and conserved to provide active and passive recreational opportunities, ecosystem services and flood risk reduction.
Sustainability: The future reflects the creativity and resiliency of East Baton Rouge’s residents and offers a sustainable place for citizens to thrive – with a focus on building a future based on fiscal, physical, environmental, economic and equitable sustainability.
In coordination with this overall vision, our transportation system must meet the needs of all of the residents, whether they choose to locate in the City’s core or the outlying suburbs, and contribute to a desirable quality of life. The intention of this system is to ensure a sustainable network by way of connectivity, efficiency, and flexibility that supports Baton Rouge’s livability, sustainability and overall economic development. As the community of Baton Rouge continues to grow, diverse transportation options and street designs allow for increased efficiency of movement in and around the greater metropolitan area.
Flexible street designs consider an array of transportation options —bus, train and bike — that support all sectors of the community. Enhanced street design, pedestrian oriented streetscapes, green space, and a well-defined urban context increase not only the walk-ability and bike-ability of the community, but work to enhance the overall character of the community. It is through the implementation of these elements, and others recommended in FUTUREBR, that Baton Rouge will achieve the vision of this plan.
This vision is consistent with the State of Louisiana transportation guidelines, otherwise known as the “Complete Streets Policy,” the intent of which is to establish parameters for a more comprehensive and integrated transportation network that provides safe and diverse transportation options to all Louisianans regardless of “geographic location, physical condition, economic status or service requirements.” The Complete Streets seek to promote a multi-modal design standard that encourages the use of bicycle, pedestrian and transit infrastructure in a safe, unified network for both on- and off- street traffic, including but not limited to: sidewalks, bikeways, trails, and transit. However, specific design standards do not currently exist for the State, allowing communities to develop and implement their own standards that reflect the local context. The Complete Streets Citizens’ Advisory Committee is working on guidelines for contextual Complete Streets implementation.
Those who live, work or travel in East Baton Rouge Parish know that the region has severe transportation problems. Roads are clogged and the transit system is inadequate, making travel both difficult and time-consuming. According to Texas A&M Transportation Institute’s 2021 Annual Urban Mobility Report, Baton Rouge is currently ranked 13 in area delays and delay per auto commuter1.
These mobility issues can be traced back to the development of the city itself. Many of these concerns originated from a lack of significant transportation planning during the 1970s when Baton Rouge was transitioning from a small town to an urbanized area. In the years since, the expanding economy and population growth away from the city center has encouraged the expansion of transportation networks rather than the improvement of existing corridors, leaving the city in its current state.
Progress has occurred on two fronts in Baton Rouge. In recent years, the State has begun widening two of the interstate routes vital to commuters in the region, while the City-Parish funded a series of significant road improvements through a bond issue known as the Green Light Plan. When these efforts did not address all of the needs of the City-Parish, additional infrastructure investments were funded by MOVEBR. MOVEBR projects include mobility improvements, traffic and pedestrian improvements, traffic calming measures, beautification and streetscaping. The plans work together to invest in and improve transportation. However, even with these efforts, projections show congestion will continue to worsen without a fundamental change in how the City-Parish plans and invests in the transportation system.
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Mississippi River Levee Path - Downtown at Sunset
Introduction
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Downtown Sidewalk - 3rd Street
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Capitol Park Trolley
To solve traffic, mobility, and transportation equity issues, it is clear that several strategies must be employed:
All of the above actions will be ineffective if we are not successful in encouraging growth patterns that shorten commutes. It is not possible to build enough roads or supply enough public transit to sustain the current growth patterns. Combining land use planning with strategic transportation investment utilizing the latest technologies for operations is the key to the future of the Parish.
This element lays out the background data collection and analysis that was completed throughout the FUTUREBR comprehensive planning process, describes the type of modern transportation system that will help deliver the City-Parish’s long term long-term vision, and lays out a series of policies, tools and strategies for building that system.
The current pattern of infrastructure development throughout the parish has led to a localized series of transportation facilities that have little relation to one another in how they were planned or how they function. This has resulted in a system where transportation planning decisions are made that consider only one mode of transportation, thereby pitting the movement of vehicles against pedestrians, bicyclists and transit. FUTUREBR’s transportation vision encourages the development of a multi-modal system that recognizes the need for additional roadway facilities, while acknowledging that the needs of transit users, cyclists and pedestrians must be met and that mode choice can help offset some of the vehicular congestion issues throughout the Parish.
One of the most visible symptoms of not having a unified transportation plan for East Baton Rouge Parish is the lack of available transportation options. Without working toward a common vision, the automobile becomes the easiest mode of transportation to provide service. In 2008, the City-Parish Department of Public Works (DPW) performed an audit of its streets and found that there were 2,376 miles of roadway in the Parish with only 944 miles (40%) of roadway that included sidewalks. Inside the City limits approximately 48% of roadways have sidewalks. In 2011, only 15.6 miles of bike lanes and 7.5 miles of bike paths existed in the Parish.
Since the adoption of FUTUREBR in 2011, bike facilities have increased to 28 miles of dedicated, on-street striped bike lanes and 45 miles of multi-use paths.1
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Baton Rouge Traffic Congestion
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Baton Rouge Traffic Congestion
EBRGIS ↩
Part 1: Transportation Today
The City-Parish studied the existence of sidewalks in the parish by Character Areas in 2023. Downtown had 77% streets with sidewalks, Urban/Walkable had 46% streets with sidewalks, and Suburban had 49% streets with sidewalks.
Generally, funding small-scale projects such as intersection improvements or street widening are relatively easy to accomplish compared to the development of a robust multi-modal system. The public notices reductions in congestion when certain intersections are improved and acclaims it as “progress.”
Since most of the traveling public utilizes automobiles, the positive impact of added and improved bike and pedestrian facilities is more difficult to quantify. Further, the true benefits of bicycle and pedestrian infrastructure won’t be realized until a more complete network is established. This political reality has had a heavy influence on the allocation of transportation funding for the last 50 years.
The land development and associated land uses for the past 50 years have increasingly fostered an environment heavily dependent on the personal automobile. Initially, minimizing infrastructure costs was a key component to the profitability of private land development; as a result, the Parish experienced an explosion of one-entrance developments that do not connect, where transit connectivity was not encouraged, and sidewalks were uncommon. Only recently has the market shown a demand for more walkable, connected communities.
Developers have begun developing subdivisions with more diversification in transportation; however, implementation has mostly occurred in isolated instances with little thought to area-wide connections. Improving connectivity and capacity must be undertaken to broaden transportation options in East Baton Rouge Parish.
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Part 1: Transportation Today
A healthy and vibrant street network provides the basic infrastructure or “bones” of a city and the surrounding region. Its placement and design determine how and where residents travel and at what capacity. In a large sense, the road network provides for the cohesive and continuous flow of travel within the region, the local jurisdiction and from one neighborhood to the next. If done correctly, the street network enhances the sense of place within the community and provides opportunities for users to select among alternative routes.
Appropriate connectivity within the street network maximizes accessibility and allows choices for people to use different routes and modes of transportation. Well-networked streets provide shorter, more direct routes between destinations. This increases the efficiency and reliability of the road network. During times of congestion or construction, drivers have more opportunities to switch to different routes and avoid delay. This is especially important for emergency responders as they need the fastest, most direct route to a fire or medical emergency. The net effect is that overall transportation demand is spread out over the entire street network rather than concentrated on one or two major streets. As illustrated in Figure 1, a network of narrower streets can handle more traffic (and create more accessible and developable land) than a single multi-lane facility. Redundancy increases the opportunity for drivers to select and avoid routes during delays or construction.
In order to expand transportation options in the City-Parish, there are two principal problems that need to be addressed: lack of connectivity and insufficient capacity.
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Figure 1: A Network of Narrow Streets vs. Multi-lane facility
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In recent decades, the City-Parish has focused on the road system for regional transportation. However, in recent years, the transit and aviation network have contributed regional connections. The map above shows the interstate system overlaid with Baton Rouge Metropolitan Airport, the proposed New Orleans – Baton Rouge passenger rail, and the Bus Rapid Transit route. Unlike local transportation, regional transportation hubs are more permanent and will allow for multi-modal connections for years to come.
The Parish regional network is heavily influenced by natural topographic features, namely major rivers and environmentally sensitive areas. The Mississippi River to the west, Amite River to the east and Bayou Manchac to the south have all influenced the existing regional transportation network. Recent studies have indicated that the greater Baton Rouge community has half the number of lanes crossing the Mississippi River as the New Orleans area and half as many lanes as Shreveport-Bossier has crossing the Red River. Additional connectivity is required, particularly across the Mississippi and Amite Rivers.
The original street network in some of the oldest areas of Baton Rouge represents a traditional grid. Originally designed to accommodate people – as opposed to the automobile – these streets are at regular intervals with many intersections, are narrower in width, and are highly walkable. As local and regional travel demands have grown over the past 50 years, the street network has not kept pace. An incomplete grid and poor connectivity between roadway classifications has evolved, beginning with the lack of alternative routes for the highest classification of roadways (controlled access interstates) down to the lack of connectivity of regional and local roads and between adjacent neighborhoods.
In addition, daily traffic congestion, frequent traffic incidents and crucial evacuation needs along the I-10 and I-12 corridors reinforce that alternative routes crossing both rivers are critical. The lack of alternative and relief routes during these congestion events leads to overcrowding on other State routes as well as on local streets and neighborhoods.
In addition to improved connectivity between local subdivisions, gaps within the local street network need to be filled to complete the system and allow better flow throughout the larger network. Due to development patterns over the past 50 years, these gaps in the local network were ignored with more emphasis placed on resolving the individual intersection congestion needs.
Part 1: Transportation Today
Historically, conventional suburban street networks provide the basic layout for many of the newer suburban neighborhoods of Baton Rouge. This design lacked connectivity and promoted the automobile as the primary and most logical form of transportation. With single entry and exit points via larger arterials and collectors, these street designs overstressed the arterials and collectors, divided neighborhoods, limited accessibility to community facilities, and minimized the potential of the pedestrian network as a form of travel to and from points of interest. Since 2014, the parish has adopted connectivity requirements in order to improve the roadway network and provide opportunity for other modes of travel.
A contrast of the conventional street network versus the more traditional approach is shown in Figure 2. The traditional well-connected local street grid provides more choices which leads to enhanced safety, quicker response time by emergency vehicles and optional routes during traffic incidents. A system of compact blocks and streets increases the opportunities for and performance of other modes of travel, such as walking, bicycling, and taking transit.
Figure 2: Traditional Vs. Conventional Network Comparison
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CONVENTIONAL SUBURBAN NETWORK Channels traffic from local streets to the arterial street system. A system of parallel connectors.
TRADITIONAL URBAN CONNECTED NETWORK Provides multiple and direct routes between origins and destinations.
Part 1: Transportation Today
Improved connectivity will provide greater accessibility and increase efficiency and usage of the overall street network. However, improved connectivity will not solve all capacity needs. Several major routes within the Parish experience heavy congestion on a daily basis. These routes provide residents with local access and they are critical regional links to adjacent parishes and other parts of the state. Peak hour demand and delay on interstate systems and major arterials within the Parish has grown in hours of congestion per day. Major congestion on these primary routes trickles down to local arterials and collectors placing an additional traffic burden on an already over-stressed local system.
Areas within the Parish that have experienced substantial growth over the past 50 years are underserved by the existing local roadway system. The most congested areas are concentrated within the southern and eastern portions of the Parish. Key local routes need additional capacity within these areas to adequately address current and future needs. These improvements would not only relieve congestion at critical choke points, but promote safer driving conditions, improve accessibility, and encourage increased usage of the corridors by all modes of travel.
The Parish’s current transportation system is a product of uncoordinated planning and development; in order to address elements of connectivity and capacity without a coordinated approach to decision-making and funding will be required to ensure that investments are strategic.
The Louisiana Department of Transportation and Development (DOTD) is currently working on a project to improve Interstate 10 (I-10) in Baton Rouge. The project, which began in 2023, is expected to be completed in 2028. The goal of the project is to widen I-10 from three lanes to four lanes in each direction, improve safety, and reduce traffic congestion.
The project is being divided into two segments: Segment 1 and Segment 2. Segment 1, which is currently underway, covers the area from La. Highway 415 in West Baton Rouge Parish to the I-10/I-12 split. Segment 2, which is scheduled to begin in 2025, will cover the area from the I-10/I-12 split to the I-10/I-20 split.
As part of the project, DOTD is also constructing a new I-10 bridge spanning City Park Lake. The new bridge will be wider and taller than the existing bridge, and it will feature aesthetic treatments to improve its appearance.
The I-10 improvement project is a major undertaking, and it is expected to cause some traffic disruptions. However, DOTD is working to minimize the impact on motorists. The project is being funded by a combination of state and federal funds.
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Segment 1:
Segment 2:
The I-10 improvement project is a critical investment in the future of Baton Rouge. The project will help to improve safety, reduce traffic congestion, and make Baton Rouge a more attractive place to live, work, and visit.
Part 1: Transportation Today
Louisiana Department of Transportation and Development (LADOTD): LADOTD addresses state transportation issues and is responsible for design, construction and maintenance of state highways within the Parish. The recently published Statewide Transportation Plan "serves as the blue print for transportation investment." LADOTD is an advocate for multiple modes of transport, and strives to encourage sustainable growth across the States' transit system.
City-Parish Department of Transportation and Drainage (DTD): DTD is responsible for the planning and construction of new infrastructure in the Parish.
City-Parish Planning Commission (CPPC): The Commission is charged with governing the physical growth of East Baton Rouge Parish. The Commission's mission is to be a driving force supporting the development and implementation of the comprehensive plan, providing guidance for growth, development, and restoration, while recognizing the importance of maintaining healthy, diversified neighborhoods, encouraging increased access to economic opportunity, and enhancing the quality of life for all residents of East Baton Rouge Parish.
Capital Region Planning Commission (CRPC): serves as the Metropolitan Planning Organization (MPO) for the Baton Rouge area. CRPC serves 11 parishes.
Capital Area Transit System (CATS): Quasi-public organization that provides mass transit via bus operations in the City of Baton Rouge.
Federal Highway Agency (FHWA): FHWA carries out the federal highway programs in partnership with the state and local agencies (LADOTD, DTD, CRPC, etc.) to meet the Nation's transportation needs. The local FHWA office administers and oversees these programs to ensure that Federal funds are used efficiently within the state and the Parish.
Baton Rouge Recreation and Parks Commission (BREC): BREC is the agency that connects people to parks and nature in East Baton Rouge Parish. In addition to providing quality parks, open spaces and recreational activities, BREC is committed to building a robust active transportation network that combines off-road greenways and on-road bike and pedestrian facilities.
As with most urbanized areas, the transportation system in East Baton Rouge Parish is planned, funded and maintained by numerous sources and agencies. agencies operating independently of one another. Decisions regarding transportation should be made through coordinated planning, and development should address elements of connectivity and capacity. Funding will be required to ensure that investments are strategic.
Multiple entities within the Greater Baton Rouge Metropolitan Area share similar interest and concerns in terms of transportation options and infrastructure.
Collaboration among these entities is vital to prevent overlap of efforts, as well as to provide a stronger and more consistent foundation for transportation efforts within Baton Rouge as they pertain to the Parish, greater region and state. Similarly, discussion across agencies allows for shared resources by way of staff, and technical and financial support. Collaborative efforts allow for a common platform among agencies that enhances and promotes joint ownership, the success of transportation projects.
In addition to coordinating with other governmental agencies, the success of FUTUREBR also demands coordination with non-governmental agencies, including the Baton Rouge Area Chamber, the Baton Rouge Area Foundation, BikeBR, the Capital Region Industry for Sustainable Infrastructure Solutions (CRISIS), the Center for Planning Excellence, the Greater Baton Rouge Industry Alliance, Healthy Baton Rouge, and the Sustainable Transportation Action Committee. Coordination with advocacy groups, non-profits, and private foundations such as those listed is essential to developing the consensus and momentum required to achieve the vision articulated in FUTUREBR.
In late 2017, CRISIS released its Capital Region Mobility Strategy, laying out a series of both long and short range actions to address the congestion issues facing the Baton Rouge area. This report, which was endorsed by the Capital Region Planning Commission (CRPC), laid out proposals to enhance the capacity of the transportation system, providing increased travel choices, and adoption of regional policies to more holistically address the transportation issues facing the region. Examples of these proposals include enhanced river crossings, the expansion of active transportation alternatives to promote the use of bicycles as a transportation alternative, and Baton Rouge’s Complete Streets Policy.
Numerous studies have demonstrated that new road construction alone will not solve the problems of a highly congested, sprawling urbanized area. While new and widened roads are an important element of a congestion solution, other transportation options must be given a high priority when deciding how to spend available dollars, such as transit, Intelligent Transportation Systems and Travel Demand Management. Transportation funding levels are on the decline so strategically utilizing the funding that is available is critical to solving congestion problems.
Part 1: Transportation Today
Funding for transportation projects within the Parish is derived from several sources. The LADOTD principally receives funding from a 20-cent per gallon State gasoline tax, federal aid dollars, self-generated revenues and other variable revenues, such as interagency transfers. Four cents per gallon of the State gasoline tax is dedicated to the Transportation Infrastructure Model for Economic Development (TIMED) program for specific projects (none of which are in the Parish), while the remaining 16 cents per gallon is dedicated to the Transportation Trust Fund which funds transportation projects through the legislatively controlled priority program. Federal gas tax dollars are distributed by the LADOTD through various programs such as capacity improvements, congestion mitigation and air quality.
East Baton Rouge Parish does not have a permanent revenue stream for roadway transportation projects. In October 2005, the citizens of East Baton Rouge Parish voted and passed an extension - scheduled to sunset in 2030 - to 0.5% sales and use tax for local street and roadway improvements. Seventy percent of the proceeds are used for transportation improvements -- including the construction of new roads, widening of existing roads, intersection improvements and upgrades to traffic signalization and synchronization. The bonding capacity of the Green Light Plan used to manage these funds is estimated to be $550 million.
In 2018, the voters approved a half-cent sales tax for the next 30 years to implement MOVEBR Transportation and Infrastructure Improvement Program, a priority list of 70 projects totaling $1 billion road improvements.
Transit in East Baton Rouge has a dedicated property tax for citizens living within the city limits of Baton Rouge. The operating budget is derived from fare box revenue, federal, State and local funding, and property tax.
TRANSPORTATION Part 1: Transportation Today
The short answer to the question of funding adequacy is “no.” Current transportation funding simply is not enough. Statewide estimates by LADOTD project there is a $14.87 billion backlog in unmet highway construction needs for state routes in Louisiana. This funding gap totals $37.4 billion through 20443. The annual statewide spending on transportation projects has decreased in recent years, with construction dollars spent on State routes within the Parish varying year-by-year depending on the priority of projects statewide. These State routes are crucial because they are the most heavily traveled highways within the Parish; dollars spent on these routes represent a significant portion of the total annual transportation budget.
To further compound the LADOTD funding need, the 16 cents per gallon gas tax dedicated to the Transportation Trust Fund is a fixed price per gallon and is not adjusted to account for inflation, meaning it loses value year on year the value of the dollar decreases. The price has not been adjusted since it was enacted in 1984, and as a result, inflation has reduced the purchasing power by almost 60% since its adoption. As vehicles become more fuel efficient, the average person will purchase less fuel to drive the same distance, further impacting available funding. Although gas tax revenue decreases, the needs for roadway maintenance, repair, and other system improvements do not, further eroding state transportation funding.
According to a 2016 publication from The Road Information Project, 26% of Louisiana’s Interstate pavements are in poor or mediocre condition, the fourth highest rate in the nation.
Louisiana’s Interstate system experienced a 43% increase in vehicle travel from 2000 to 2014, the highest rate in the nation. The fatality rate on Louisiana’s Interstates was the seventh highest in the U.S in 20151.
East Baton Rouge Parish recognized the funding shortfall for State routes within the Parish when the GLP was developed for transportation and street improvement projects within the Parish. Several of the most important projects of the GLP were on State routes that addressed severe congestion and provided relief to citizens within the Parish. Additional needs remain unaddressed on other state and local roadways due to funding limitations.
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TRANSPORTATION Part 1: Transportation Today
The MOVEBR project is a comprehensive transportation plan that aims to improve mobility and connectivity in East Baton Rouge Parish. The project includes a variety of transportation improvements, including road widening, traffic signal synchronization, and the construction of a new bus rapid transit (BRT) system.
The MOVEBR project is funded by a combination of federal, state, and local sources. The project is expected to be completed in 2025.
Here are some of the specific projects that are underway as part of the MOVEBR project in 2023:
The MOVEBR project is a major investment in the future of transportation in Baton Rouge. The project will improve mobility and connectivity, and it will help to create a more sustainable and livable city.
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Louisiana Transportation by the Numbers. Meeting the State's Need for Safe, Smooth, and Efficient Mobility, March 2017 ↩
Part 1: Transportation Today
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Capital Area Transit System
While the question of whether funding is sufficient for the City-Parish’s transportation goals is a valid question, an equally important issue is how funding is spent. Investing in roads and capacity to relieve congestion is crucial, but long-term investments in bike, pedestrian, and other components of the system will also be required.
A modern, choice-rider transit system is the Parish’s goal. Some choice riders in the City-Parish will be attracted to transit because of an array of social values, such as their desire to reduce their carbon footprint and be “green.” In order to attract more choice riders, transit will have to accommodate the needs of prospective passengers with a high quality system that includes fast and frequent service, amenities like bike racks, comfortable and quiet vehicles, and good accessibility from stations and shops to work, home, and other destinations.
The Capital Area Transit System’s (CATS) funding sources include funds received from fare box revenues, a dedicated property tax millage approved in 2012, and governmental entities. Services include several established bus routes that provide access throughout the community and CATS On Demand, a para-transit service for elderly and disabled populations for areas not readily served by a fixed transit route. .
Today, transit coverage is widespread, but ridership is limited by infrequent service. This leads to a cycle of decline: too few buses and inefficient routes make transit an inconvenient choice, reducing the number of riders, which leads to further service cuts.
CATS has to improve transit service to be fast, frequent and reliable – improvements that will better serve existing transit users and encourage potential riders to choose transit because of its convenience compared to driving. New riders can be encouraged to choose transit when it provides a convenient option for getting around, and Baton Rouge’s notorious traffic congestion could prove a strong incentive for taking transit instead.
Part 1: Transportation Today
While this Transportation element focuses primarily on the public travel realm and streets, the region has several transportation assets linking East Baton Rouge Parish to the nation and world.
Passenger rail service is not currently available in Baton Rouge. A new rail connection from Baton Rouge to New Orleans is being developed to enhance the economy of the entire region, reducing the congestion and travel time along I-10 while providing a reliable, fast and convenient alternative to driving that would cut regional carbon emissions. As Louisiana’s key population and employment centers, the Baton Rouge and New Orleans areas account for 45% of the state’s population, 48% of the state’s jobs and 53% of the state’s GDP. A secure passenger rail link between the two cities would expand business opportunities and attract new visitors to Baton Rouge.
A line connecting Baton Rouge and New Orleans could reduce congestion and travel time along I-10 and provide a reliable, fast and convenient alternative to driving in addition to reducing regional carbon emissions.
Two freight rail lines serve East Baton Rouge Parish: Canadian Pacific Kansas City⁵ and Union Pacific Railroad. The Canadian National line currently runs through the downtown Baton Rouge riverfront district. Relocating this line with minimal disruption to residential and commercial properties in the area could enhance the downtown environment and reduce crossing conflicts. Currently there is only a single freight rail bridge that crosses the Mississippi river; adding an additional rail bridge would improve freight capacity.
The City of Baton Rouge owns and, through the Greater Baton Rouge Airport District, operates the Baton Rouge Metropolitan Airport (BTR). BTR occupies about 1,250 acres of land and has two runways designed for air carrier aircraft operations. Over 60 daily flights depart from BTR. BTR undertook an update to their master plan in 2016 to serve as a general guide for future growth.
Located just off I-110 at the Harding Boulevard interchange, the airport is strategically located to service economic drivers in areas such as downtown, Southern University and LSU. The chemical manufacturing plants located near the capital and US 61 are also be served by the airport.
Currently, there is very little transit service to the airport. A single bus route, Route 54, travels along Airline Highway to Southern University and serves the BTR passenger Terminal. However, automobiles – including taxis, personal vehicles, rideshares and rental cars – make up nearly all traffic to the airport.
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Baton Rouge Metropolitan Airport
Part 1: Transportation Today
The Port of Greater Baton Rouge is located across the Mississippi River in Port Allen at the convergence of the Mississippi River and the Gulf Intracoastal Waterway. One of the key features of the port is that it is adjacent to the Port Allen Lock, which is the northernmost point on the Mississippi River where barges can access the Gulf Intracoastal Waterway. Through the Mississippi River inland waterway system, the port is linked to other major ports along the Gulf Coast between Florida and Texas. The port provides easy accessibility to world markets and the Panama Canal. The port ranks among the top ten U.S. ports in the nation6 and ranks 65th in the world by total annual tonnage.
The Port of Greater Baton Rouge provides excellent accessibility to intermodal transportation. The port is located adjacent to U.S. Interstate 10, and is in close proximity to U.S. Interstates 12, 49, 55, and 59; U.S. Highway 61, 65, and 90 and LA Highway 1. The port's public infrastructure and connectivity provide direct access to ship, barge, freight truck and rail. Its strategic location provides ready access to the nation's heartland via nearly 15,000 miles of inland water transportation as well as to the Gulf of Mexico and ocean trade lanes to and from Latin America and the rest of the world.
Part 2: Transportation Tomorrow
Given the existing conditions, institutional needs and funding challenges outlined above, the FUTUREBR Transportation Element outlines six major actions that must be taken. The overall goal is to build a system that will lead to improved quality of life and the opportunity to fully achieve the region's economic potential.
The six recommended actions are:
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Barge Traffic
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Florida Street
BASIC PRINCIPLES OF COMPLETE STREETS:
Part 2: Transportation Tomorrow
Currently East Baton Rouge Parish uses a conventional transportation decision-making process. Street type and size are determined by – travel demand and level of service, ignoring neighborhood identity and community character considerations.
In contrast, a Complete Streets Solutions (CSS) approach, as promoted by the Federal Highway Administration and the Institute of Transportation Engineers, is a collaborative, interdisciplinary decision-making process that balances the needs of diverse stakeholders and offers flexibility in the application of design controls, guidelines, and criteria, resulting in facilities that are safe and effective for all users regardless of the mode of travel they choose.
While travel demand and level of service are considered, CSS takes conventional transportation planning one step further and marries the roadway to its surrounding context, establishing a street design which considers context-sensitive criteria such as the natural environment, short and long term goals and objectives set by the Parish, community character, and land use, to name a few.
The safe and timely movement of multi-modal traffic is achieved through the efficient use of three travel realms, which together, comprise a single right-of-way: context realm, travelled way realm, and the streetside realm. CSS focuses on streets that play the most significant role in the local transportation network and that offer the greatest multi-modal opportunities – arterials and collectors.
In order to facilitate the implementation of CSS, the City-Parish adopted a Complete Streets Policy and inaugurated a Complete Streets Committee in 2014. The Committee was created to provide stakeholder input on ordinances, policies, design criteria, standards, procedures and guidelines pertaining to the development of Complete Streets.
Part 2: Transportation Tomorrow
Although the realms operate to serve a single purpose, each realm maintains a unique function that ensures the safe and efficient movement of traffic.
Figure 3: Complete Street Travel Realms
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Source: Kimley-Horn and Associates, Inc. and Digital Media Productions as published in the ITE publication, Design Walkable Urban Thoroughfares: A Context Sensitive Approach.
The streetside or pedestrian realm is most commonly identified as the sidewalk which parallels the street. However, this area is not limited to the sidewalk and is inclusive of all areas between the curb and building interface. Planting buffers, furnishings, signs, shelters, bicycle parking and other pedestrian amenities are located in this realm.
This realm is most commonly referred to as the street. It represents the public right-of-way that extends from curb to curb and allows for the transport of more general traffic including cars, trucks, transit, and bicycles. Medians, transit stops, parking, and temporary stops, such as loading zones, may also be found in the Traveled Way Realm.
This realm identifies those properties (private or public) that are adjacent to the public right-of-way and may include residential homes, businesses, offices, and educational facilities, among others. The locations of these establishments are universal and range in placement from more urbanized to suburban context. These elements determine the overall character of the roadway in terms of the type, scale and other modifications required of the adjacent travelway and pedestrian realm.
Part 2: Transportation Tomorrow
Integrating Context Sensitive Solutions with Existing City-Parish Planning
The Major Street Plan provides a hierarchical street classification that distinguishes streets based on their ability to move automobile traffic and focuses on minimizing automobile travel time and congestion at the regional level. It does not often consider that thoroughfare design needs to find a balance between the goals of transportation mobility and land access, and also provide for a range of modes of transportation.
This one-size-fits-all approach to roadway design does not allow adjustments to roadways as they move through varying land uses. The number and type of elements that should be implemented along a roadway vary depending on context, such as the buildings, businesses, and nearby neighborhoods that determine who uses the road. Traditional cross sections consist of similar design elements on a roadway, regardless of adjacent land uses.
Because transportation and land use are inextricably linked, a context-sensitive approach is needed to ensure that streets respond to the uses they serve.
How arterials and collectors relate to larger freeways and smaller residential streets is a major issue when planning road network improvements. A network design that fails to account for land uses will produce overly saturated or underutilized roadways and unnecessary expenses or wasted resources. The recommended approach is to maintain the traditional street functional classification system which defines a roadway based on its specific function as it relates to both user mobility and accessibility of the greater transportation network while providing a Complete Streets framework to promote multi-modal street development in targeted areas.
ROAD WIDTH STANDARDS The current Major Street Plan is based on an Arterial, Collector and Local Street hierarchy. 7 Lane = 200’ ROW* Curb and Gutter 6D** Lane = 200’ ROW 6D Lane = 150’ ROW Curb and Gutter 4D Lane = 150’ ROW Curb and Gutter 4D Lane = 125’ROW Curb and Gutter 4D Lane = 100’ ROW (Existing) 4 Lane = 100’ ROW Curb and Gutter 4 Lane = 80’ ROW Curb and Gutter 3 Lane = 60’ ROW Curb and Gutter 3 Lane = 80’ ROW Curb and Gutter 2 Lane = 80’ ROW 2D Lane = 60’ ROW Curb and Gutter 2 Lane = 60’ ROW Curb and Gutter 2 Lane = 45’ ROW Curb and Gutter
*ROW = Right of Way **D = Divided
Part 2: Transportation Tomorrow
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Source: EBRGIS A detailed map may be found on the City-Parish map portal
Part 2: Transportation Tomorrow
Use of a complete streets approach to transportation planning is a vital element to building public-private partnerships to develop centers, corridors, and neighborhoods to support the FUTUREBR Vision. This approach recognizes that thoroughfare planning must balance the regional, sub-regional and neighborhood functions of roadways in relation to desired community character. The following cross sections balance elements of conventional level-of-service analysis with other context-related criteria, including community objectives, thoroughfare type and the type and intensity of the adjacent land uses.
FUTUREBR Street Cross Sections include:
Mixed-Use/Downtown
Commercial
Neighborhood
Agricultural/ Rural
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Downtown Street. Source: StreetMix
MIXED-USE/DOWNTOWN
Mixed-use and Downtown street cross sections serve a mix of land uses at varying densities. Buildings are close to the street. These streets promote a mix of transportation modes.
Characteristics may include:
Priority elements:
Part 2: Transportation Tomorrow
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Commercial Street. Source: StreetMix
Serve primarily single-use land uses at lower densities – commercial, residential, institutional or industrial. Buildings are typically set back from the road. Streets are dominated by motor vehicle traffic and have less pedestrian and bicycle activity. These streets are often wide and/or serve faster moving traffic.
Characteristics may include:
Priority elements:
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Serve residential areas at a range of densities, with low levels of motor vehicle traffic. Depending on the development, block length can vary. Small to medium sized setbacks allow for residential lawns and landscaping where desired.
Characteristics may include:
Priority elements:
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Agricultural/Rural Street. Source: StreetMix
Serve very low density rural areas with large tracks of land. Have multiple access points, a mix of auto and truck traffic, and are faster moving.
Characteristics may include:
Priority elements:
Additional elements beyond land use and traffic demand influence street design. Coordination with transit, biking, natural areas and special purpose streets such as transit streets or parkways requires additional considerations, as shown in the following Special Purpose/ Signature Street. These Special Purpose and Signature Street Types can be overlaid onto the core street types to provide further guidance to creating a robust, multi-model streets system.
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Transit Street. Source: StreetMix
These are streets that serve high levels of transit activity – i.e. streetcars, bus rapid transit, and fixed rail. This category is not intended to encompass all streets where transit exists – rather the more transit-intensive streets.
The cross-sections are intended for illustrative purposes to highlight ways in which transit services can be integrated into complete street concepts as corridors are developed. In addition, the cross-sections illustrate the appropriate placement of bicycle and pedestrian options within corridors where the right-of-way permits the inclusion of these elements.
Streets that extend through/along natural areas where there is a desire to maintain or create a park-like feel to the roadway, such as wider landscaped medians, natural materials on structures, and shared use paths alongside the road instead of sidewalks.
This category also includes urban residential parkways where speeds are lower, but with a similar aesthetic.
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Parkway. Source: StreetMix
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Integrating land use and transportation facilities and building the Parish's multi-modal street system through a complete streets approach are a fundamental basis of the Parish's future transportation system. The transportation building blocks are designed to work hand-in-hand with land use policy to create spaces that are vibrant and lively where people have a choice in how to get around on a daily basis.
Baton Rouge has made significant efforts to focus on pedestrian improvements within its existing transportation network. However, the Parish's current conventional framework slows the pace and consistency with which multi-modal measures are implemented, resulting in patchwork street types that lack progression throughout the transportation network. The CSS approach uses context types – which are typical patterns of land use found throughout the City-Parish – to define proposed thoroughfares, creating a consistent and efficient transportation system.
The transportation building blocks allow for flexibility, so the street can work with and enhance adjacent uses. For example, an avenue located within a Main Street context should have a wider pedestrian realm to accommodate more foot traffic and pedestrian activity. Similarly, a sidewalk along an industrial corridor is less of a priority since pedestrians are not likely to use it, but larger industrial vehicles are common.
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Downtown Sidewalk - 3rd Street
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Bike Lane - Glenmore Avenue
Incorporating designs for street facilities to ensure that new and rebuilt facilities support FUTUREBR's overarching goals of a flexible, multi-modal transportation system is also important. The following techniques should be incorporated into the City-Parish's transportation design manuals and standards.
How certain transportation amenities, such as roadways, sidewalks, bike lanes and transit transition from one street type to the next must be considered to ensure the successful implementation and utilization of the entire right-of-way. Transitions are most commonly due to street width limitations and include the modified progression of traffic through the traditional street functional classification system as defined above. Transitions may include traditional geometric design changes, such as smooth tapers where lanes change, and speed limit changes where design speeds change. Based on surrounding context, transitions may extend beyond geometric changes and include multi-modal considerations, as well as visual cues to the change in context. Transitions of these types can indicate that changes in the emphasis on pedestrians, the width of the street, or entering or leaving a special district or corridor.
In any street network the design and operation of intersections is significant. Multi-modal systems require the safe movement of passenger vehicles, transit, heavy vehicles, bicyclists, and pedestrians through the intersection. Intersection design encompasses the intersection itself and the approaches to the intersection, and may impact adjacent land uses. As with corridors, certain types of intersections are appropriate to specific land uses.
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Stanford Avenue
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CPEX Better Block - Government Street
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The Institute of Transportation Engineers publication, Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, identifies the following principles for the design and operation of intermodal intersections:
In urban areas, intersections have a significant design function as well as a transportation function. All too often, intersections in the Parish have been expanded to ease congestion with little to no regard to the context of the area. Intersections should be designed to be as compact as possible in urban contexts. Intersections should minimize crossing distance, crossing time, and exposure to traffic, while encouraging bicycle and pedestrian travel and increaseing safety. The extension of curbs into the parking lane at intersections, otherwise known as “bulb-outs” is a common approach to terminate parking lanes for improved sight lines, narrowing the crossing distance and enhancing cross-walk delineation.
Intersections in urban contexts may use contrasting colors, patterns or textures for pedestrian crossing movements, which increases safety by delineating safe cross-walks for pedestrians and providing visual cues for drivers. Where safe, midblock crossings should be considered for long blocks with high pedestrian use.
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Example of “Bulb-Out” intersection
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Example of contrasting colors and materials for pedestrian facilities - LSU
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Outside of urban context areas, the purpose of roads shifts from access of properties to mobility of the traveling public. The design of intersections changes accordingly. In suburban and rural areas, roundabouts are an effective solution for intersections on roads serving up to 25,000 vehicles per day for single-lane roads and 40,000 vehicles per day for dual-lane roundabouts. Roundabouts have been proven to reduce crashes compared to conventional four-way stop or signal controlled intersections. Roundabout intersections can accommodate pedestrians, bicycles and transit. These types of intersections also provide opportunities for landscaping and public art.
For higher volume roads, several alternative intersection designs have emerged and could be employed to address the significant traffic congestion in the City-Parish. These innovative intersections modify how left turns are completed and dramatically reduce delay, while costing less than grade-separated alternatives (i.e. overpasses).
Signalization enhancements could address timing ensuring signals along major corridors are coordinated.
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Roundabout - Capitol Access Road
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Roundabout - LSU
TRANSPORTATION Part 2: Transportation Tomorrow
“Access Management” means regulating access to streets, roads and highways from public roads and private driveways. Measures may include, but are not limited to, restrictions on the siting of interchanges, restrictions on the type and amount of access to roadways, and use of physical controls, such as signals and channelization including raised medians, to reduce impacts of approach road traffic on the main facility. Access Management is an important concept since it improves safety for vehicles, pedestrians and bicycles. It also improves traffic flow and vehicle capacity, which in turn improves freight mobility by getting goods and services to businesses more efficiently.
Context sensitive design gives consideration to a number of design components that respond to the multi-modal nature of the transportation system. Guidance documents including the Institute of Transportation Engineers publication, Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, and various publications of American Association of State Highway and Transportation Officials should be consulted for the proper and safe application of each of these components.
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Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities
The Baton Rouge Electric Vehicle (EV) Strategic Plan identifies key strategies to support the growth of EVs throughout the City-Parish. As EVs become more prevalent in the region and more people opt to drive them, it will be critical for Baton Rouge’s success to ensure that supportive infrastructure exists within the community. There is also a significant funding opportunity as a result of the Infrastructure Investment and Jobs Act (IIJA), which has billions of dollars set aside to fund EV charging infrastructure and vehicle purchases. This is complemented by the recent passage of the Inflation Reduction Act of 2022, which extends financial incentives for the adoption of EVs and invests in domestic manufacturing to support clean energy production. With this EV Strategic Plan, the City-Parish can: 1) take a methodical approach to plan for its future transportation network, 2) support the needs of area residents, and 3) position itself to be competitive for grant funding opportunities.
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TRANSPORTATION Part 2: Transportation Tomorrow
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Woman’s Hospital
Below-grade medians can serve as low impact stormwater treatment facilities. Curb cuts allow runoff to collect and infiltrate in the median. Hydric vegetation (those species adapted to a wet habitat) can aid water filtration and add beauty to the urban environment.
Having established a system wide approach to transportation design, the following three sections of this plan address specific implementation topics: relieving congestion, expanding connectivity, and improving transit, biking, and walking infrastructure. Each topic draws upon a Complete Streets approach, so that even near-term traffic congestion relief projects should be planned and constructed to also improve multi-modal travel in the City-Parish.
A roadway reconfiguration known as a road diet should be considered for traditional four-lane undivided highways. Road diets offers several high-value improvements at a low cost. In addition to low cost, the primary benefits of a road diet include enhanced safety, mobility and access for all road users and an environment to accommodate all transportation modes where possible. A classic road diet typically involves converting an existing four-lane, undivided roadway segment to a three-lane segment consisting of two through lanes and a center, two-way left-turn lane.
Part 2: Transportation Tomorrow
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Example of well-connected street network - Downtown Baton Rouge
The transportation system is a network of streets and highways that serves and connects multiple places and people via multiple modes of travel. A network approach to transportation projects focuses on connecting people to places — ultimately allowing places to become more intense centers of social and economic activity. A highly networked system of streets, with at least 150 intersections per square mile, provides multiple routes between destinations, compact block sizes, sidewalks, bicycle facilities, narrower streets and a greater capacity than unconnected street systems.
Immediate improvements to the transportation network can be made by providing additional grid connections — that is, more routes to get from one place to another. These improvements will reduce travel time, save travel costs, reduce congestion and improve access for commuters, local trips and emergency vehicles. Some of these needed connectors also provide access for areas anticipated to grow, particularly within the southern portion of the Parish. As these corridors are improved, they should incorporate applicable Complete Street principles to promote their use by all modes of traffic.
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One of the major actions to fulfill the FUTUREBR vision is improving the connectivity of local streets between subdivisions and neighborhoods, particularly for new development. Strengthening the enforcement of connectivity required for future development is a key to achieve a critical goal of improving the overall street network. In the past, waivers have been granted due to public pressure. The Unified Development Code was updated in 2017 to prohibit waivers.
To ensure that new development in the City-Parish supports and enhances connectivity, private development should be designed with a well-connected street system. Neighborhoods designed with one or two streets feeding into a collector or arterial have several negative impacts. Trips are typically longer, even when “as the crow flies” distances are short. They usually require a motorist or pedestrian to make some portion of the trip on a major road or arterial. All of these factors add to greater capacity needs on arterials, thus increasing capital and maintenance costs, while discouraging short trips on foot. A well-connected street system, in contrast, has many short streets and intersections and few dead-ends. Travel can be more direct, because the network provides many different routes, instead of one or two main corridors. Trips between destinations within the neighborhood can stay within the neighborhood, lessening the need for more arterial capacity. Travel by foot or bicycle is easier on these networks. These networks can include cul-de-sacs, as long as they are not so frequent as to impede direct travel.
A proposed development or subdivision should provide direct connections in its local street system to and between local destinations, such as parks, schools, and shopping, without requiring the use of arterial streets. New development or subdivisions should incorporate and continue all collector and local streets stubbed or planned at its boundary. Dead-end streets that are not cul-de-sacs should not be permitted except in cases where such streets are designed to connect with future streets on abutting land. New developments and subdivisions should be designed with a context sensitive approach. Connectivity standards are not intended to force new development to take place only on a grid-type layout. Curvilinear streets can be a pleasure to travel on while still providing good connections. By using a set of flexible standards, like those above, developers will still have a great deal of flexibility in how they design their projects.
Considering capacity and connectivity, State routes are some of the most significant roads in East Baton Rouge Parish. For the Parish to accomplish the Vision of the Comprehensive Plan, Parish and State agencies must be aligned in their goals and missions. To achieve this, several initiatives must be agreed upon by all parties.
It is essential that the Parish and the State agree to cross-sections and road contexts that promote the components of FUTUREBR land use and transportation aims. A cooperative endeavor agreement between the two agencies could ensure the success of this partnership. LADOTD is currently looking to reduce the amount of lane miles they maintain the Parish can accept these roads through the LADOTD Road Transfer Program with sufficient funding for maintenance.
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Capital Area Transit System
Strengthening the transportation system starts with the development of bus lines that provide fast, frequent and reliable service and attract new riders with quality facilities and amenities. A strong foundation of bus lines creates a transportation option that has broad support. High-frequency routes should provide transit route services at a frequency of at least 20 minutes during the peak periods and 30 minutes in the off-peak periods for many routes throughout the current service area. It should provide service to the Parish's educational facilities and the service levels needed for students. Adding express services that are more suited to park-and-ride transit further expands the foundation needed to support a full transit system for the City-Parish.
A backbone system of higher capacity transit corridors working in conjunction that interact with the foundational bus service provides fast, reliable transit services that supports the growing activity and employment centers that are central to the FUTUREBR Vision. These high-capacity transit corridors provide opportunities for well-connected catalyst projects and spur while spurring desired development within targeted growth centers.
Data suggests that most people in the United States are “comfortable” walking no more than a ¼ mile to or from public transit stops. The first mile/last mile problem arises when a potential rider is further than this “comfortable distance” to a fixed-route stop. Unless a potential transit rider’s home and destination (work, shopping, or entertainment) are both within ¼ mile of a fixed transit stop, that person is unlikely to consider transit a viable option for the trip. Using technology, arrangements for on-demand transportation can be used to eliminate the first mile/last mile barriers and encourage additional transit ridership. Finally, it is imperative to improve access for transit users with mobility impairments and disabilities.
Part 2: Transportation Tomorrow
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Proposed Bus Rapid Transit route with stops along Plank Road and Nicholson Drive. Source: MOVEBR, https://movebr.brla.gov/form/baton-rouge-bus-rapid-transit-project-page
Part 2: Transportation Tomorrow
Bus Rapid Transit (BRT)
Bus rapid transit is a relatively new technology that combines the efficiency aspects of rail transit with the route flexibility of buses. It can operate on exclusive transit ways, high occupancy vehicle lanes, expressways, or ordinary streets. 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.
The Plank-Nicholson Bus Rapid Transit (BRT) corridor will provide high-quality, rapid transit for buses combining physical and operating improvements into the existing integrated transit system while conveniently and efficiently linking the north and south side of the city. The BRT is designed to provide enhanced bus service along the corridor by reducing travel times and providing a high level of passenger amenities including frequent service, specially designed stations, real-time schedule information displays at stations, level boarding at stations, improved station lighting, improved pedestrian and bicycle connections to stations, and bicycle amenities at stations. The BRT will expand local and regional mobility options, improve job access, support transit-oriented development and enhance livability along the corridor.
In addition, the project proposes to reduce traffic congestion and improve access for pedestrians and cyclists through intersection and signal improvements, access management, and sidewalk connections along the Florida Boulevard and Plank Road portions of the BRT route. Consideration will be made for incorporation of green infrastructure practices where practical. Street lighting improvements will be considered as an integral part of enhancing the safety for pedestrians, bicyclists and all users of the roadway and the aesthetic appearance of the corridor. Findings from the Plank Road Master Plan, Florida Boulevard Corridor Enhancement, Corridor Enhancement, Segment 2 (Dawson Drive to Harding Boulevard) Projects must be taken into consideration for this project.
High Frequency Bus
High frequency bus service operates in mixed traffic and has short stop spacing. Increased efficiency 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 technology.
Regional Commuter Rail
Commuter rail is passenger rail service that connects people in larger distances – such as Baton Rouge and New Orleans. Stations are being considered in Mid City near the former Entergy site, in the Medical District near Bluebonnet Boulevard, and North Baton Rouge. Unlike city bus or tram, commuter trains run several trips a day. Commuter rail typically operates in designated rights of way separate from other forms of transportation.
Light Rail
Light rail would provide accessible, frequent and reliable services that can quickly carry many people to heavily visited areas such as medical districts. It could provide attractive short-trip urban circulation and help establish street life and public spaces all along its route. Service would be frequent, with a new light rail arriving every 15 to 20 minutes during peak times. Stations could be placed every 2-4 blocks to maximize efficiency.
Park and Ride
Park and ride parking lots provide a great way for people in the outer areas of the City-Parish to be able to drive less, access frequent service transit, and reduce urban traffic congestion. Proposed park and ride locations include Cortana Mall, Airline Highway and Foster Drive, and the Medical District/Mall of Louisiana (also proposed site of a regional commuter rail station).
Biking and Walking Opportunities
FUTUREBR recognizes that the transportation system of tomorrow’s great cities will be truly multi-modal and that pedestrian and bicycle access throughout the Parish will be critical to developing a modern transportation system. Bicycle and pedestrian facilities are often overshadowed by larger, more expensive projects given their localized impacts and lower project cost implications. But it is these neighborhood-scale improvements that make it possible and even preferable to leave the car at home. By developing a system of on- and off-street facilities that complements the Parish’s major roadway and transit projects, the City-Parish will be able to extend the effectiveness of the overall system and increase quality of life through the Parish. The City-Parish, along with LADOTD and BREC released a Bicycle and Pedestrian Master Plan in 2020. The Plan establishes the routes for a complete active transportation network and prioritizes projects. The 2024 update also provides Bike and Pedestrian facility definitions and minimum standards to guide the implementation of the network.
Trail Network and Facilities
An off-street system of multi-use paths is another significant element of the bicycle and pedestrian network, serving as the complement to on-street facilities such as sidewalks and bike lanes. BREC’s Greenways and Trails Division set forth an ambitious plan for an off-street network of trails and pathways, which were incorporated into the Bicycle and Pedestrian Master Plan. Connections to and expansions of the BREC Greenway system is targeted for areas that connect people to parks, neighborhoods, shopping and jobs. By ensuring that on-street and off-road trail improvements are coordinated with each other and other transit options, and by closing gaps in the system, bicyclists and pedestrians will have safe routes to get where they need to go. The resulting alternative transportation network will increase the overall effectiveness of the transportation system, improving health, quality of life, and reducing congestion.
Furthermore, the provision of access for pedestrian and bicycles can improve commuting options throughout the Parish. Connections into existing neighborhoods using bicycle and pedestrian scale infrastructure improvements can help alleviate localized congestion by promoting the use of non-motorized modes for short trips such as those to a park or between neighborhoods. In addition, this type of solution can provide a way for children and elderly populations to access community resources that might be contained within the neighborhood centers without accessing heavily travelled automobile corridors.
A well-connected pedestrian and bicycle network can help to facilitate the expansion of the effective service area for the transit system within the Parish. By providing more direct routes to transit stops and reducing circuitous routes, system efficiencies can be gained through pedestrian and bicycle connections that greatly increase the ability for people to utilize mass transit options.
In addition to the many road facilities needed for bicyclists, there is also a need for centralized bike facilities downtown and in other employment centers. The relative cost of centralized bicycle facilities is small, and they can remove barriers that keep would-be cyclists from commuting by bike. Securing funding sources for these bike system improvements will be a major step in making the bicycle a viable alternative to driving.
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The Complete Streets Citizens’ Advisory Committee (CSCAC) has approved a ten-year build out map of the East Baton Rouge trails. It includes a combination of BREC, City-Parish, and state projects to create a transportation networks throughout the Parish. Source: EBRGIS
Part 2: Transportation Tomorrow
Recently, bike share programs have risen in popularity. A bike share system is integral to the development of an urban bicycle system and diversifying transportation mode choice for short distance and point-to-point trips. Bike share startups such as Hubway and Zagster have significantly affected mode choice in cities such as Boston and Winston-Salem. The Baton Rouge Area Foundation, local government, BREC, LSU, Southern University and the business community have delivered a bike share program with stations located at sites of greatest demand. The program’s membership structure is designed for an array of user preferences, and subscriptions allow access to a bike without the cost of owning and operating one. Bike share systems can also be designed to interface with mobile app technology for user convenience and data collection to streamline and improve the bike share program.
Part 2: Transportation Tomorrow
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Sidewalks - 3rd Street Sidewalks are important to pedestrian travel. Wider sidewalks in commercial areas facilitate a mix of uses, and the addition of streetscaping can promote pedestrian use.
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Bike Lanes - North Boulevard Greenway Bike lanes are located on the edge of a street or between the travel lanes and parking lanes. Typically, they are 5-6 feet wide and allow cyclists to have a protected space on the street.
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Multi-use Path - Mississippi River Levee Path A multi-use path accommodates pedestrian and bicyclists, separating their travel from automobiles. At least 10 feet wide, a multi-use path allows for a high volume of users. Hardscape paths generally serve commuters; crushed stone paths tend to be recreational.
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Streetscaping - Florida Street Streetscaping refers to the use of planted areas and other beautifying techniques along transit corridors that can attract pedestrians and make pedestrian and bicycle use more pleasant.
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Pedestrian Crossing - LSU Campus Pedestrian crossing connect neighborhoods and can be at intersections or mid-block. Signal timing and pedestrian “islands” can improve safety for walkers.
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Sharrow - Dalrymple Drive Sharrows are special lane markings for roads too narrow to accommodate a separate bike lane. These markings alert drivers to the likelihood of encountering bicyclists.
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Woonerf - Madison, Wisconsin A Woonerf is a living, social street concept originally implemented in the Netherlands. This technique uses shared spaces, traffic calming, low speeds, and often flattens the grade separation between the pedestrian realm and the travel realm to create a pleasant environment for users of all modes.
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Cycle Track - Montreal, Canada Cycle tracks are bike lanes separated from automobile traffic by curbs or other street surface treatment such as a rumble strip or special paving. Cycle tracks are useful for heavily trafficked bicycle routes.
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Source: Downtown Development District
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Full network of Pedestrian and Bicycle Master Plan including MoveBR Improvement Projects
The pedestrian and Bicycle Master Plan was adopted in 2020 through a collaborative planning process, led by the State Department of Transportation and Development, in partnership with BREC, using consultants to lead the public input process and final creation of the report. The plan outlines two networks of facilities that will complement each other. The first is the Active Transportation Network, which consists primarily of on-street bicycle facilities and sidepaths. The second is the BREC Trails Network, which builds on the 16-year effort of creating linking greenways and trails through out the parish.
Concerns of safety, health, equity and heavy reliance on the automobile prompted the creation of this plan, including the designation of Baton Rouge as a focus city by the Federal Highway Administration in 2015. Focus cities are those with pedestrian and bicycle fatalities.
The plan analyzes the existing conditions and current programs to identify strengths and weaknesses. It provides recommendations for updates to existing policies and non-engineering programs to support implementation of projects. The Pedestrian and Bicycle Master Plan can be found as an appendix to the Transportation Element.
This section details the transportation goals, objectives and actions that will move East Baton Rouge Parish toward the community's Vision.
Goals are the big overarching ideas, changes or practices that are essential to realize the community's Vision.
Objectives establish specific, measurable, attainable and realistic goals that guide how the Comprehensive Plan is implemented in a way that will achieve the Vision.
Actions outline the steps needed to achieve the objectives.
Establish a road network with improved and acceptable local and regional traffic congestion levels.
Pursue strategic investments to reduce congestion related delay
1.1.1 Coordinate with the Capital Region Planning Commission (CRPC), the Louisiana Department of Transportation and Development (LADOTD), and the Federal Highway Administration (FHWA) and other influencing agencies on the development of a Comprehensive Transportation Plan that can be adopted by Metropolitan Council.
1.1.2 Prioritize transportation projects by order of need and cost effectiveness in the transportation plan.
1.1.3 Incorporate into the UDC a requirement for a traffic impact study to be completed by developers on projects over a certain size. Such studies should recognize and provide incentives for alternative modes of transportation.
1.1.4 Update the Comprehensive Transportation Plan in conjunction with the City-Parish Comprehensive Plan every five years to ensure maximum effectiveness of transportation investments.
1.1.5 Utilize Intelligent Transportation Systems and other innovative concepts to maximize the efficiency of the existing network.
Improve regional mobility through identification and prioritization of required projects and consequent funding of the projects at the state and federal level.
1.2.1 Prioritize regional transportation projects, facilitate adoption within the MPO's Transportation Improvement Program and LADOTD's Surface Transportation Improvement Program.
1.2.2 Promote regional transportation projects at the state and federal levels to ensure that their importance is fully understood and supported.
1.2.3 Coordinate with LADOTD and FHWA as relevant projects move through funding and implementation processes.
Adequately fund priority projects.
1.3.1 Develop programs to effectively compete for new federal grants and funding sources as they become available.
1.3.2 Maximize available state funds spent on local transportation projects by coordinating the Comprehensive Transportation Plan with LADOTD/CRPC and working at all levels of government to insure priority is given to regional transportation challenges.
1.3.3 Leverage available funds with private investment to achieve a positive land use-transportation connection; seek to improve mobility, enhance air quality, support economic growth, and ensure the financial stability of the transportation system.
1.3.4 Identify and pursue other potential funding sources. These potential sources include local taxing and bonding, public private partnerships and innovative federal programs.
Part 3: Goals, Objectives and Actions
1.3.5 Develop project metrics that include a bonus in the scoring of multi-modal corridors for future consideration.
Develop the transportation system to facilitate the economic needs and development of the Parish and region.
1.4.1 Develop appropriate adequate facilities for movement of freight traffic within and through the region.
1.4.2 Identify and prioritize upgrades to intersections and interchanges to increase accessibility and safety.
1.4.3 Utilize the Ferry Feasibility Study to determine if a ferry connection is needed between West Baton Rouge and East Baton Rouge, including downtown and the universities.
Establish and support the development of connectivity throughout the transportation system.
Establish a network of streets to further reduce congestion, and ensure public and private development consistently supports the goal of connectivity for the street network.
2.1.1 Require connectivity in new developments through appropriate codes and ordinances to ease congestion and more evenly distribute traffic.
2.1.2 Enforce and prioritize connectivity at every level of government.
2.1.3 Reduce one-way streets where appropriate to reduce crashes, enhance pedestrian safety, and create an integrated urban grid.
Add connections to the existing street system, where possible, to improve the existing network of streets.
2.2.1 As part of the Comprehensive Transportation Plan, identify all locations where achievable connections can be made that improve the street grid.
2.2.2 When roadway connections are not possible, provide convenient connections to other modes of transportation through implementation of well-connected streets.
2.2.3 Provide bicycle or pedestrian facilities along riparian areas, rights-of-way and drainage servitudes when possible.
2.2.4 Collocate intermodal connections – including transit stops, station areas, enhanced bicycle facilities such as wayfinding and short-and long-term parking, high quality pedestrian infrastructure, and shared public parking – particularly at mixed-use centers and employment centers.
Manage access to higher volume roadways.
2.3.1 Develop access management plans to maintain traffic flow and reduce vehicular accidents.
Implement Complete Streets policies and design concepts.
Ensure Complete Street policies and standard cross sections are institutionalized and practiced throughout the Parish
3.1.1 Develop and implement Complete Streets cross section standards, including provisions for roundabouts.
3.1.2 Ensure streets with significant traffic volumes and transit routes incorporate appropriate transit pullouts and as part of their street design to maintain traffic flow.
3.1.3 Work in partnership with LADOTD to leverage corridors and funding mechanisms that would be of mutual benefit for Complete Streets applications.
3.1.4 Utilize Complete Street cross section revisions whenever corridor reconstruction or reconfiguring occurs.
3.1.5 Develop and adopt a Complete Streets Design Manual that includes a process for project prioritization and guides public and private improvements–both new construction and retrofits.
Construct corridors to demonstrate how streets contribute to the urban environment.
3.2.1 Pursue and construct multi-modal enhancements using a context sensitive solutions process.
Develop a modern, choice-rider transit system.
Build and fund a robust transit network that serves as a backbone to future system expansion.
4.1.1 Develop an ADA Transition Plan for correction of deficient transit stops.
4.1.2 Improve access between job centers, educational institutions, convention centers and other key areas of the city.
4.1.3 Increase the use of micro transit in areas of the City-Parish that need connections to the fixed CATS system. Possibilities include connection past the Parish line, park and rides, and colleges and universities.
Identify high capacity transit corridors for future implementation.
4.2.1 Develop services that are expected to attract a high ridership to new activity centers.
4.2.2 Develop strategies that further develop the system along other corridors.
4.2.3 Pursue funding opportunities for system enhancement.
4.2.4 Coordinate with relevant agencies to pursue regional passenger rail service.
Enhance the bicycle and pedestrian network throughout the Parish.
Develop a network of bicycle and pedestrian facilities.
5.1.1 Utilize the Complete Street Technical Committee and Advisory Committee to continuously review the bike and pedestrian master plan with the BREC
Part 3: Goals, Objectives and Actions
Trails Master Plan and other trail network plans to create a multi-modal path system.
5.1.2 Require bicycle and pedestrian facilities on new and existing developments.
5.1.3 Continue coordination with the Baton Rouge Area Foundation to implement a Bike Share Program.
5.1.4 Maintain facilities that can be used for bicycle access, such as wide shoulders.
5.1.5 Continue to expand the pedestrian and bicycle network throughout the Parish, as identified in the Bike and Pedestrian Master Plan.
Objective 5.2 Improve the pedestrian environment along major arterial corridors.
Actions to support objective 5.2:
5.2.1 Ensure that continued development of sidewalk and crosswalk improvements occur with other road improvements where opportunities to enhance the pedestrian environment exist.
5.2.2 Review and update the City's current sidewalk maintenance policy to include developing a dedicated funding source for sidewalk maintenance and enhancement, and/or the use of local improvement districts to fund streetscape improvements—including sidewalks, street furniture, trees, and other amenities.
5.2.3 Develop an ADA Transition Plan for correction of deficient sidewalks and crosswalks.
5.2.4 Develop a standard to apply midblock crosswalks in long block sections.
Objective 5.3 Increase public access to information on the bicycle and pedestrian network.
Actions to support objective 5.3:
5.3.1 Collaborate with other agencies to create a web-based or mobile application providing access to bicycle and pedestrian facilities.
Improve coordination and communication between agencies.
Objective 6.1 City-Parish departments and outside agencies collaborate in support of the Transportation Element and recommendations.
Actions to support objective 6.1:
6.1.1 Coordinate multi-modal planning of transportation improvements between the City-Parish, Airport Commission, CATS, Greater BR Port Commission, railroads, CRPC, LADOTD.
6.1.2 Utilize the Complete Streets Technical and Advisory Committees in coordination of greenway and multi-use trail-related projects.
6.1.3 Coordinate with the Downtown Development District to incorporate their strategic plan into the Major Street Plan.
Objective 6.2 Coordinate transportation plans with the master plans of the port and airport.
Actions to support objective 6.3:
6.2.1 Support the latest Master Plan Update of the Baton Rouge Metropolitan Airport.
6.2.2 Support the Port of Greater Baton Rouge by way of maritime and roadway infrastructure investment.
Reduce vehicular emissions.
Objective 7.1 Establish evaluation tools and programs to reduce vehicular emissions.
Actions to support objective 7.1:
7.1.1 Evaluate the performance of existing programs and alternatives for promoting ride-sharing, van pooling, park and ride facilities, and use of public transportation to identify and recommend improvements.
7.1.2 Encourage and expand electric vehicle infrastructure throughout the City-Parish according to the Baton Rouge Electric Vehicle (EV) Plan.