Claiborne Avenue Opportunities and Challenges

Reasons for Decline.

HANO mis-management

The primary cause of the economic decline of Claiborne Ave, north and south, is the same primary cause of many of the distressed neighborhoods in the city: Proximity to or being located between large scale, HANO run housing projects. Decades of HANO mismanagement, coupled with the City’s lack of interest in economic development that leads to jobs for its citizens that would move them out of subsidized housing and into the housing market has lead to precipitous decline in neighborhoods adjacent to HANO housing projects. This has played itself out on Jackson Ave, St. Bernard Ave, Orleans Ave, Basin Street and is the primary cause of the decline on both N. Claiborne, flanked as it is by the Lafitte and Iberville projects and S. Claiborne, sandwiched between the Magnolia and Calliope. Simply put, concentrating poverty and putting large communities of people without resources together has a tendency to suck the economic life out of an area.

Failure to incorporate interstate into land use plans.

Another missed opportunity was the failure to incorporate I-10 into longer term land use plans. We should have encouraged larger, private commercial development near the on and off ramps, using those exits as destinations and thereby encouraging much needed commercial development in the city, thereby capturing the jobs and tax revenue we’ve let escape to neighboring parishes.

Ways to enhance N. Claiborne

Markets

One of the ways we can bring economic life into the community adjacent to N. Claiborne is by using the shade and shelter provided by the elevated I-10 as an open air market from Orleans to St. Bernard, along the lines of the Portabello Road Market in London which sits under the freeway. Using the space under the bridge, lighting it attractively, providing  some soft material overhang to dampen highway traffic noise and setting up a system of market stalls along with a couple of permanent performance stages for local musicians. This area can be a focus of community activity, providing as it does, ample parking and a large swath of land for expansion.

Bus Transfer Station

The area under I-10 at Canal should be used for a Bus Transfer station. Move all of the current bus route termination points from their current locations at Canal & Rampart, Canal & Basin and Tulane & Loyola and centralize them to a Bus transfer station at Canal & Claiborne. Light it attractively, use soft awnings to minimize highway noise, fence the area to provide security, provide security, a driver break room & a small kiosk for the sale of magazines and cold drinks.

Larger commercial development

Rewrite zoning code to provide for opportunities for larger commercial development. Encourage retailers to locate there and make it easier to remove blighted buildings. Also make it easier to combine lots on adjacent streets so that larger parcels can be developed.

Ways to enhance S. Claiborne

Larger commercial development

Rewrite zoning code to provide for opportunities for larger commercial development. Encourage retailers to locate there and make it easier to remove blighted buildings. Also make it easier to combine lots on adjacent streets so that larger parcels can be developed.

Provide turning lanes

One of the major issues with S. Claiborne is traffic flow. Some of this could be mitigated by providing turning lanes, cut from the neutral ground that takes folks making left hand turns out of the flow of traffic. Also, reworking the overpass from the Northeast so that there are ramps to Earhart.

What removal of elevated I-10 means to the City at large.

Endless Gridlock on the Pontchartrain Expressway

The Pontchartrain Expressway to and from the west already carries close to 200,000 cars a day. At peak rush hours traffic will stack up back across the Crescent City Connection. Adding Eastbound I-10 traffic to that will likely increase it to a breaking point. And the Pontchartrain Expressway is prone to flooding at the railroad underpass.

Massive new interchange in Lakeview

As there isn’t currently a way to get from Westbound I-10 off the Pontchartrain Expressway to Eastbound 610 a massive new interchange will have to be built. Any discussion of removal of I-10 over Claiborne should include stakeholders in Lakeview.

Removing access to downtown hospitals.

We are in the process of building two brand new hospitals downtown, one of which will likely house our city’s trauma center. Currently they will sit next to the interstate which will provide speedy access from most parts of the city. Much of the city will be cut off from easy access to the new hospitals if we remove the interstate.

Endymion Saturday, Crescent City Classic, Rock And Roll Marathon.

I-10 provides a flyover of Canal Street and joins Uptown with Downtown when Endymion rolls on Saturday or any time Canal or Esplanade is blocked by a special event, such as parade or race.

Increased ground level traffic on Claiborne, Broad & Elysian Fields

With the I-10 handling over 100,000 cars a day, if a significant number of those are folks from points east looking to access downtown they will likely take Claiborne, Broad (Hwy 90) and Elysian Fields. Broad is currently very congested. Elysian Fields also is very busy at rush hours. And any extra traffic on surface level N. Claiborne is likely to make that street difficult to cross without a street light.

Increased congestion on Rampart and Canal and the CCC approaches.

As more traffic would be shifted to ground level more congestion would likely accumulate on Canal and Rampart. Also more congestion and traffic would be seen on Loyola, Carondelet and Tchoupitoulas exits of the CCC approach (Hwy 90) and these are exits that currently back up on to bridge approach most mornings.

Our transportation legacy and capacity

Given that a major part of our legacy, and hopefully our future, is with the transportation sector it seems hostile to our capacity and legacy and future to look to reduce our transportation links. We should look for ways to increase our capacity so that we can promote growth in the transportation sector, a key sector of our economy.

The future I-49

Hopefully, when I-49 is completed and can meet up with I-10 at the Superdome, it will provide a signature crossroads that we can all be proud of.

Unbuilding New Orleans East

Considering that the main effect of removal of I-10 would be to cut off New Orleans East from convenient downtown access, any and all discussions should involve New Orleans East. Actually, given that this road is used by the entire city, this discussion should be brought to the entire city.

Removal of roadway above flooding in a city where street flooding is an issue

Having gone through a host of planning where “storm-proofing” infrastructure was a major topic, it seems particularly foolish to consider removing a roadway always above base flood elevation and that provides a “dry” way out of a city that frequently floods from rain storms. The I-10 to the CCC (Hwy 90 ) provided a way out for many in downtown neighborhoods during Katrina. And this is particularly important as both I-10 West is prone to flooding at the railroad underpass, 610 isn’t raised along its entire length and I-10 East is prone to flooding by offshore winds from the East pushing water in the Bayou Sauvage area.

A personal tale

On May 8^th 1995, I was living in the Bayou St. John area, but when the skies opened up I was downtown rehearsing a production of Richard III. As the water rose in the Warehouse district and flooded the arts space, I had moved my truck to the sidewalk. After considering all routes I eventually found my way to the interstate. As I knew many of the low lying areas that stood in my path to home and receiving reports about flooding on Canal, Broad, parts of the French Quarter and other surface streets, and knowing that Esplanade was a ridge, I made my way up the elevated expressway and exited at Esplanade, encountering water at the bottom of the ramp but dry street once I got to the intersection with Esplanade. I drove up Esplanade to the Bayou, turned left, drove along the bayou until I got near my street. I waded home the block and a half, which was a lot closer than the miles I would have had to wade if the elevated I-10 hadn’t been there. It seems foolish to remove an elevated expressway that could be a conduit for first responders and a lifeline to the residents in a city that is prone to flooding during a strong spring rainstorm.

Suspicious Minds

Folks who have followed the “planning” attempts and processes have watched as certain ideas seem to gain currency, regardless of how unpopular they are, things like the “green dots” and other ideas for reducing our city’s capacity and population, while common sense ideas about growth have been ignored,  have made most folks suspicious of “planning” and “planners”

“New Urbanist” fashion.

Given that much of this mania to tear down the elevated expressway seems to be part and parcel of the “New Urbanist” fashion that is au currant in city planning it seems inadvisable to take a major step in reducing the capacity of our road system just because it falls in line with these “new urbanist” ideas that consistently ignore the actual urban reality of the city.

The Chief proponent.

Anyone who has followed the history of building roads in New Orleans, or almost any new project in New Orleans, finds that the chief opponent of moving the city towards a modern, robust, repopulated city is the chief proponent of removing the elevated I-10.

The preservationist mythology.

Much of the discussion surrounding this project has centered around the notion that if we make it difficult to access downtown then people will want to move downtown. This ignores the fact that much of the housing stock that makes up the area surrounding N. Claiborne and the elevated roadway is antiquated and of the type that modern New Orleans families have rejected for decades. Many of the preservationist proponents are dismissive of the needs of middle class families and hold out hope that those families are miraculously going to give up suburban living and bedroom doors that close to return to shotgun house living if we can just keep them from getting to their jobs. This attitude and the plans to remove the expressway impact significantly the middle class families of New Orleans East, families we should be working diligently to keep and whose lives we should be making more convenient.

Dave Dixon’s appearance does nothing to quell unease that “fix is in” on this study.

Since removal of the expressway ended up remaining in the city’s “Master Plan” despite vigourous protest, and given that Dave Dixon, who worked on the “master plan” for GoodyClancy seems to be involved in this effort, it give the appearance that “the fix is in” and that anything that comes out of this process is going to recommend removal regardless of what the real findings and concerns are. Many of us are remaining engaged despite this because these plans that continuously reduce our city’s capacity and undercut its ability to grow to the future are disturbing to those of us who feel that we need a strong city with increased capacity and focused primarily on growth.

And finally….

There are no magic oak trees. If oak trees made a street magic, Louisiana Ave would be a showplace, Washington Ave wouldn’t be depressed. We can’t make decisions about the future of New Orleans and whether it can be strong and grow based upon nostalgia for long-gone oak trees.

Prior to Katrina New Orleans had a housing crisis.

It may not have seemed like a housing crisis but it was. And it all related to our population numbers and our economy.

At the peak of our population we were close to 650,000 people. This was prior to most of New Orleans East being developed. Since those times in the early 1960s we have continually lost population and in the meantime we built probably a third more houses and apartments in the 1970s and 80s.

Add to this a form of housing, the shotgun, that dominates many older neighborhoods, that has proven itself extremely unpopular with a modern American family that wants bedroom doors that close. Finally moving out of a shotgun house was for many lower middle class New Orleans families proof that you could sustain yourself in some fairly comfortable manner.

The rents, pre-Katrina, were fairly cheap and based upon two things:  An owner who didn’t need to pay off a mortgage but didn’t really spend that much on upkeep and tenants who couldn’t afford much working in the low wage, tourism based economy.

The storm, and the subsequent housing shortage in the immediate aftermath, drove up rents, but we also saw wages rise to meet the new financial reality.

Now both wages and rents are falling.

More and more apartment complexes are coming online, many of them financed by disaster recovery funds.  This in turn is driving down rents for the small landlord.

The small landlord, in contrast, has new debt and new and prohibitively expensive insurance. If the rents reach pre-Katrina levels, and in many places they are approaching that, there will be no incentive to maintain these houses.

Meanwhile, the population has not kept pace with the growth in housing and the economy  is failing to produce the jobs for the citizens so that they can afford rent.

The growth in new housing development undercuts the need to save any marginal old houses that dot our city streets with blight.

But, even now we have two city agencies fighting over whether we keep blighted houses or remove them.  The New Orleans Redevelopment Authority (NORA) has been continually stymied by the Neighborhood Conservation District Committee (NCDC) in demolishing houses.

So, here’s the question? Just when can we get rid of houses that no one wants to live in, that have been empty for years, when it is likely we won’t have a population to fill all of the houses we have unless we significantly remake our economy into one where people have the resources to take on expensive projects like renovations of blighted property?

It’s clear to me that we are going to have to reimagine a New Orleans that perhaps doesn’t have the street density it once had. Or one that mixes new construction and design in with older buildings. But we can look at a block that in the future has 10 stellar houses with side yards rather than 15  half fixed/half blighted houses.

We have to adjust our thinking. Vibrant cities change constantly. But unless we attract more people on the basis of economic development, there will be little reason and fewer resources to address blight by any other mechanism except demolition.

The small airport satisfaction  rankings are out and it is no surprise that Louis Armstrong New Orleans International is near the bottom of the list.  You can check them out here. ( http://www.jdpower.com/travel/ratings/airport-ratings/small/sortcolumn-1/ascending/page-#page-anchor ) The only airport with lower ratings is San Jose (SJC), which lacks jetways for half its concourses and reminded me of a used plane sales lot the last time I flew through it.

The issues with Armstrong are fairly evident to anyone who has ever flown through it. It is inconsistent across the concourses with some very modern and well designed (C & D) and others horribly dated (B). The baggage claim for the majority of carriers is in need of significant updating. The passenger pickup area is a dirty and dank cave. The food is generally bad and the kiosks providing most food and drink have inconsistent quality and service and hours that don’t meet the needs of all the travelers particularly those leaving very early or arriving late.

The current Louis Armstrong International Airport (MSY) is an outdated airport. It needs to be updated to remain viable. Expansion would be difficult due to jurisdictional conflicts between the City of New Orleans, City of Kenner, Jefferson Parish and St. Charles Parish.

There has been talk for decades about building a new airport to either compliment or supplant MSY, in New Orleans East or between Baton Rouge and New Orleans.

I’d like to take this opportunity to suggest another option.

Revamp Lakefront Airport as a new international airport.

With the airport designation NEW, New Orleans Lakefront Airport is an overlooked asset for the city. And since the creation of a new airport is a time consuming and arduous process, we should focus on revamping Lakefront and expanding it to handle international service.   Give incentives to international carriers to come into the market by giving them breaks on landing fees.

It’s location on a man-made peninsula on Lake Pontchartrain means that it could be expanded without using  already occupied land. With a new connector road in the corridor between Downman road and the Industrial Canal the airport would be minutes from downtown. It’s position next to the Industrial Canal and with a major rail link backing up to the property makes it a natural for inter-modal transportation opportunities.

Then we could move most of the national carriers that also handle international flights (Continental, Delta, American, United, etc) to the new airport, leaving MSY to handle carriers that don’t have international flights (Southwest, JetBlue, etc)   This is a model used successfully by cities like Houston (Hobby and IAH), Washington (DCA and IAD), Dallas (Love and DFW) and the Bay Area (SFO and Oakland) to grow their airlinks.  Build the New Airport with expanded cargo facilities and make a significant attempt to lure cargo flights from Miami, Memphis, Atlanta and Dallas. It’s position next to the Industrial Canal and with a major rail link backing up to the property makes it a natural for inter-modal transportation opportunities. Connect the new airport to rail lines that run directly to the port facilities.

This new airport and an expanded list of direct air connections are essential for the goal of being involved with the business of international trade and would also enhance our ability to attract both visitors and new businesses.

Revamping Lakefront Airport (NEW) as the new New Orleans International Airport positions our city to truly take advantage of our geographic location and enhance our position as Gateway to the Americas.  And the world.